real not retro www.classicmechanics.com July 2007 £3.50 issue 237

the best bikes of the 70s and 80s

Don’t trudge it FUDGE IT! A faster FJ1100 on road and track

SUZUKI GT750J Put the Kettle on, Ma 7 0 £3.50 2 6 1 0 9 0 9 0959 0901

July 2007 July 5 9 ISSN 0 7 7 9 No 237 VFR400 WIN Rebuilt RC30 rides again SEALEY KAWASAKI Z550LTD v GS550L SPANNERS Factory custom shootout plus > BOXING CLEVER - BMW’s REVOLUTIONARY R80GS + YAMAHA SR400/500 + KAWASAKI 900 STRIPDOWN PHOTO: Jeremy Brewer 4 highly valuedwork and friend prettywell, asa knowRod both I like tothink I atemporary basis. But, onsuch even prospect– daunting touches tothismonth’s magazine. finishing applyingthe he’s now notquiteupto – home at he’s back an –though from and isrecuperating operation Rod it) of to think come (andyoulot, forhim usual. Unfortunately puttingthiscolumntogetheras moment be atthe than to more like Gibsonwould Rod claim editor‘Doctor’ I ourrevered groundwhen that there’s nothing safe fairly on I’m I think dtra > editorial www.classicmechanics.com tpigit h i a’ he sapretty man’s shoes isa big intothe Stepping rod’s ramblings ooccit nwee ehv ourdifferences. have we motorcyclists anywhere, any two like but, 80stoo) bikes ofthe 70s (andthe60sand Jap old love both mechanics andwe as motorcycletrade inthe bothworked we’ve age, aboutthesame are our background.We love. bikes we the morespecifically, bikes and, about enduptalking always seemto we work, from beerontheway home aquick distantshoworphoto-shoot, or enjoying atsome hotel a in holedup whetherwe’re somehow, but, topics – of awiderange conversations on plenty of had we’ve over theyears, colleague. Naturally, Now, Rod and I share a great deal in terms of interms greatdeal a Ishare and Rod Now, e Ithink. me, describe ishowmy usedto teachers distracted itall.Easily getroundto have timeto seem to never it’s justthatI dothings right, like to I am.Don’t getmewrong, I than in theworkshop aboutactuallygettingthingsdone enthusiastic loadsmore and organised better also he’s enough, ifthatwasn’t bad jealous of.And desperately never I’d I’m even though thisissomething admit it, course, of and, – my living earn mindthatthat’s howIusedto in admission prettyscary bearing a ever was – I than o tr,Rdsamc bettermechanic much Rod’s a For astart, NO 237 JULY 2007

Classic Mechanics is published 12 times a year on the third Wednesday of every month. Visit on-line @ www.classicmechanics.com

EDITOR Rod Gibson 01507 529442 Fax 529495 [email protected] PUBLISHER Gerard Kane DESIGNERS Kelvin Clements, Jennifer Wold PRODUCTION EDITOR Val Dawson ASSOCIATE EDITOR Chris Pearson DIVISIONAL ADVERTISING MANAGER Sandra Fisher 01507 524004 Fax 529499 TRADE ADVERTISING Andrew Gilfillan MARKETING EXECUTIVE Charlotte Park MAGAZINE SALES MANAGER Paul Deacon ARCHIVIST Jane Skayman SUBSCRIPTIONS/BACK ISSUES 01507 529529 Fax 529490 CONTRIBUTORS IN THIS ISSUE Dave Barton, Jeremy Brewer, Mark Chapman, Nigel Clark, Steve Cooper, John DeBeck, Derek Freegard, Mark Haycock, Darren Hendley, Bob Husband, John Nutting, Stevie Pearson, Martyn Peters, Kevin Shelley, Nikki Silverman, Lou Spokes, John Wilkinson ASSOCIATE DIRECTOR Malcolm Wheeler MANAGING DIRECTOR Terry Clark FINANCIAL DIRECTOR Brian Hill

EDITORIAL ADDRESS PO Box 99, Horncastle, Lincolnshire LN9 6LZ DISTRIBUTION COMAG, Tavistock Road, West Drayton, Middlesex, UB7 7QE. Tel. 01895 433600. PRINTED William Gibbons & Son, Wolverhampton. © MORTONS MOTORCYCLE MEDIA, a division of Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher. ISSN 0959-0900

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Then there’s the bikes we like. I’m heavily into Japanese lightweights – even though we’re entirely Member of the Periodical off-road bikes, while Rod can’t be bothered with the the wrong size and shape to go far on them. Publishers Association things, with the exception of his gorgeous XT500 – That’s what’s so good about being into old and that never even goes near a puddle. He much bikes, I suppose. There’s something for prefers big bore road bikes and is besotted by his everybody and we don’t have to agree with each new love of sprinting, a sport I’ve never really got and every one of our fellow enthusiasts. Most of into. I’m a big fan of Honda 400 fours – Rod can’t us seem to get along pretty well and we can see what all the fuss is about. Chalk and cheese. appreciate someone else’s handiwork – even if But then there’s all the other stuff we agree on. it’s not something that we’d want to own or ride. The sheer pleasure of riding nowhere in particular Like Rod and I, most of you can enjoy being the HAVING TROUBLE FINDING on a warm summer’s evening, the quiet same – but different. A COPY OF THIS MAGAZINE? satisfaction of striking up a rebuilt bike for the first Why not Just Ask your local newsagent time in years and the fact that we both love Gez to reserve you a copy each month? contents > july 2007 issue 237

FEATURES 8> YAMAHA FJ1100 62 Would you want to race one of these? Phil Hacker does. 68 20> STAFFORD SHOW Bigger, better, faster, more... The International Classic MotorCycle Show at Stafford continues to go from strength to strength. 28> BMW R80G/S We look back at the birth of the big bore trail bike. 48> CUSTOM CAPERS John Nutting rolls back the years to compare Suzuki’s GS550L and Kawasaki’s Z550LTD. 54> NORSE SAGA Martyn Peters continues his very own Viking invasion. 58> SHOWSTOPPERS The kettle’s on, so don’t be long... Bob Clark’s superb Suzuki GT750J gets the star treatment. 64 62> STATESIDE SCENE All change across the pond as the new Vintage Japanese and European of North America Inc gets up a head of steam. 71> STORM WARNING Rod Gibson goes Tornado hunting on ’s big twin. 76> CHARITY BEGINS AT HOME The annual Wolds Run continues to attract some of the best Japanese Classics to CMM’s Lincolnshire base. 94> YAMAHA SR500/400 Japan’s seminal thumper gets the once over from our man Spokes.

TECHNICAL

24> TEARING IT APART Rod’s Z1A gets reduced to a pile of bits. The hard work begins here. 64> THE KNOWLEDGE Fair wear and tear, or scrap? We help you decide whether to adjust it or bin it. 68> POCKET ROCKET REBUILD Jeremy Brewer’s Honda NC30 is back to its beautiful best – with a little help from his friends. 8

6 www.classicmechanics.com 28

REGULARS 15 > NEWS What’s hot and what's happening. 36 > SHOW US YOURS The very best readers’ bikes in our monthly showcase. 40 > VJMC Vintage Japanese Motorcycle Club 44 > LETTERS Speak your mind through our mailbag. 78 > BIKE BASHES 24 Events, rallies and shows. 80 > FEATURES INDEX A dip into our archive. 83 > PROBLEM SOLVER Free advice from our panel of experts. 87 > JAP CORNER The ultimate emporium for your Jap classic. 98 > BIKES AND BITS Buying or selling: the best place for a bargain. 106 > SERVICES GUIDE Expert services for your bike. 109 > NOSTALGIA Nikki Silverman’s Cold War 20 94 experience. 112 > NEXT MONTH 71 24 A peek at next month’s issue. 113 > BIKING LEMONS Was the Suzuki SB200 the product of a heavy night out? READER’S OFFERS 42 > SUBSCRIPTIONS Subscribe for two years and get two issues free.

www.classicmechanics.com 7 classic ride > yamaha fj1100 HEAVYWEIGHT

The Yamaha FJ series are great big, dependable bikes with a large following and buoyant owners club. The FJ is contender easily capable of travelling huge distance in double quick time and It might not be the first bike you’d offers impressive rider comfort, but would you consider racing one against think of when contemplating a sortie pure sports machines? into Forgotten Era racing, but The track is a different arena to the open road and the stocky FJ with its Yamaha’s big softie – the FJ1100 – wide girth and slow handling is surely not going to excel there. But, on the can pack a remarkable punch. other hand, the FJ always has been a fine handling machine if a little on the These good manners and pleasant heavy side. A good, smooth rider will riding ability is all well and good, but find the big four to be a great machine just how would such a machine adapt to tackle twisty B-roads with ease to the tough and unforgiving world of while having the high speed and the short circuit? straight line ability to handle mile after We met up with Phil ‘Doc’ Hacker at mile of motorway. Mallory Park for an insight into just Stevie P PHOTOS: Chris Pearson WORDS:

8 www.classicmechanics.com www.classicmechanics.com 9 classic ride > yamaha fj1100

what his creation is capable of. the engine is ready to go and easily Preparing to mix it with a host of far spins the rear at will, so a cautious more modern and expensive tackle on throttle hand is needed in the slower a normal practice day, I must admit to corners. I spend the first few laps having had more than my fair share of getting some heat into the Pirelli doubts before actually cocking a leg Dragon Corsa tyres and the bike over the bike for the first time. Mind moves about a fair bit until I get some you, looking at the impressive results heat into the rubber. Once warm he has already achieved on this though, the grip is as good as any machine in his first season on it, leads modern sports machine. me to believe that, either Doc is a race The riding position is a little strange god, or there just might be something at first, being wrist heavy due to the right with the big Yam. GSX-R footrests and gearchange My reservations about the FJ prove linkage. The set up gives a harsh rear- unfounded and out on the track, the set position and the strange, high rise race-prepped machine is a revelation. ’bars make for a sit up and beg attitude Light to the touch and deceptively fast, for the upper body. While pottering

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MIND YOU, LOOKING AT THE IMPRESSIVE RESULTS HE HAS ALREADY ACHIEVED ON THIS MACHINE IN “ “HIS FIRST SEASON ON IT, LEADS ME TO BELIEVE THAT, EITHER DOC IS A RACE GOD, OR THERE JUST MIGHT BE SOMETHING RIGHT WITH THE BIG YAM.

around getting used to the bike, this grief mixing it with the FJ on the brakes. excellent rider feedback. seating position clearly doesn’t work for Maybe they feel this big old girl will be On the road, I’ve always felt it a good me and I find muscles – and aches – I easy prey, but they’re wrong and idea to get an FJ stopped as much as never knew I had. Controlling the bike in misjudge their approach to stopping possible while still upright, the fat tyres this mode is the opposite of fun. As I based, perhaps, on over confidence in making steering difficult while the front get on the gas though and up the pace the superiority of their modern end is heavily loaded a bit on the tight considerably, the set up starts to make raceware. The FJ digs in and stays flat side. On board this racer, the opposite perfect sense, the wide ’bars giving a once the R1 anchors have been is true and the brakes can be held on superb amount of authority over the deployed on the large diameter disc, firmly all the way into the apex of a bike’s front end. allowing me to brake late and hard at bend, the front tyre gripping consistently The brakes are staggering too. In all times, the master cylinder and the steering remaining light enough fact, a couple of modern bikes come to relaying my input with finesse and to make small adjustments throughout.

www.classicmechanics.com 11 classic ride > yamaha fj1100

BUILDING THE FJ RACER Phil Hacker, ‘Doc’ to all who know him Another FJ, this time a 1200, was fitting of a wider rear tyre to the EXUP within the FJ Owners’ Club, attended a also purchased soon after – using up all rear wheel. track day with another rider who was of what remained of the original budget With the engine problems out of the racing an FZR1000 in the Forgotten Era – but at least this machine had been way, it was down to the cycle parts to class. Talking to the FZR owner about fitted with many of the parts Doc shatter any remaining hopes of building the kind of bikes that were eligible, deemed necessary for his track a budget race bike. spurred him on to thinking about racing weapon. A whole raft of modifications The original 3CV fork turned out to be himself – and if this were to happen, had been carried out on this second badly worn and needed an expensive there could be no other choice than the machine, including the fitting of a set of rebuild while the front brakes were FJ. Anything else would have made him Wiseco pistons, EXUP wheels and flat updated too using the huge EXUP front unfaithful to the breed, so Doc set about slide carburettors – parts that would discs and four-piston calipers from a making one into a credible track tool. come in handy as the racer started to Yamaha R1. And, if all of this wasn’t Initially starting the FJ project with take shape. enough, the rear end of Doc’s ‘budget’ tight budget of £1000, Doc pretty soon Things didn’t run smoothly however, racer proved costly too. Despite realised that this figure was optimistic and once the 1200 engine was pulled attempts to assemble a race set up for to say the least – despite buying the apart, Doc found that three of the four the rear on the cheap, eventually £530 donor FJ1100 for a measly £200. You pistons were damaged, as was one of changed hands for a top spec Penske don’t get an awful lot for £200 however the cylinders. New pistons were shock. It may have proved to be a way and, once the work got under way, it sourced and fitted to a replacement set more expensive project than was first Once into a bend, the bike still soon became clear that much more of barrels and, while the engine was planned, but the end result of Doc’s behaves nicely, with none of the money would be needed just to get the apart, Doc made the decision to fit a toils is a machine some 36kg lighter grounding out of engine casings and bike running – let alone into a state of gearbox from an XJR. Evidently, the than a standard FJ, with around 20 per footrests experienced on a road-going race readiness. longer XJR output shaft allowed the cent more power. FJ. In its place, steering and a surprisingly lively manner. As I ease on the power, bags of grunt take over, making the scenery disappear into a blur as fast as the transmission consumes the gears, the fat rear tyre squirming under the intense battering the combined force of cornering and the engine’s power. At low speed, I can feel the rear breaking away from its firm hold on the track, while at high speed the sensation is lessened but still present. A glance at the ’bars while cornering hard reveals a touch of opposite lock as the back wheel steps out of line with the front by a few inches. With 132 horses on tap, there’s more than enough power to make life

12 www.classicmechanics.com

GETTING THE

BIG BEAST OUT OF A CORNERS IS “ “ JUST AS SATISFYING AS PUTTING IT IN THERE IN THE FIRST PLACE.

SPECIFICATION YAMAHA FJ1200 POWER ENGINE air-cooled inline four CAPACITY 1188cc BORE AND 77 x 63.8mm COMPRESSION RATIO 9.7:1 CARBURATION four Mikuni 36mm MAX POWER 132bhp @ 9500 rpm TORQUE 79ft-lb @ 6500 rpm IGNITION TCI TRANSMISSION five-speed wet clutch chain final drive FRAME steel perimeter SUSPENSION 41mm forks single shock rear WHEELS 120/70 x 17 180/55 x 17 BRAKES 320mm disc four-piston calipers, 282mm disc twin opposed piston caliper WHEELBASE 1425mm WEIGHT 216kg FUEL CAPACITY 21.5 litres TOP SPEED 165mph estimated interesting and yet the control given pretty close to triggering alarm bells at always, since the days of the XS1100, over the machine by the benchmark times. And if the exhaust note is been spot on and this hasn’t been lost, Yamaha fuelling is exemplary. Getting pleasing to the ear under power, then it even with the extensive modifications, the big beast out of a corners is just as must come close to being ecstatic on dynojet kit and more importantly, the satisfying as putting it in there in the the overrun. A staccato cackle is open air filtering that is so often the first place. Hanging off as far as backed by a band of banshees as the demise of a good carb set up. possible is a necessity, as the weight of engine runs on mostly air and just a In fact, Doc’s racer may well provide a the big FJ is hard to throw around, but whisper of fuel. Each and every bit of overdue vindication for the good it’s all made that much easier as the gearshift downwards sets the process old FJ. Back in 1984 the model was usually soft and plush FJ seat has been off again and I end up wishing there launched as Yamaha’s latest Superbike, replaced with a cut down version, the were ten gears in the box so I can only to see some serious back tracking hard pad giving great feedback up experience it over and over again every within months when the Kawasaki through the seat of my leathers, corner, rather than settling for the bare GPz900 really showed the world what a allowing me to process and deal with it five downshifts provided by the Yamaha Superbike should look and go like. Back to good effect. transmission. then, the FJ never had a chance to The engine is freer revving by a good Doc’s FJ may not be the fastest, or show what it was really capable of and margin than a standard unit – and the sharpest handling when compared few, if any, made it to the track to race louder too. The Akrapovic four-into-two- to the full-on sports bikes from the in anger. The FJ was duly consigned to into-one exhaust system and end can period but, with some careful the role of sports-tourer before a year have a tough time keeping the howl preparation and set up of the of its life had passed. Doc Hacker’s down below the 105db limit needed for components used, he has ended up machine though, allows a fascinating racing in the UK and, although they do with a machine that is so easy to ride it glimpse of what might have been. manage it, the musical output must be beggars belief. Yamaha’s fuelling has WWW.FJRACER.COM

www.classicmechanics.com 13 newsdesk > people, places, bikes, events...

SEND YOUR NEWS TO: CLASSIC & MOTORCYCLE MECHANICS, PO BOX 99, HORNCASTLE, LINCOLNSHIRE LN9 6LZ newsdesk OR EMAIL [email protected]

SNIPPETS TRIUMPH SCOOPS AWARD COURSES FOR ALL Whether you’re an experienced spanner man or an absolute novice, as Triumph’s superb 675cc Daytona long as you’re interested in triple has again scooped all the , Keighley College has awards in the Supertest and something to offer you. The tutors on Masterbike Awards. That’s pretty their wide range of motorcycle related good going considering the bike courses are all active riders and have is unchanged from the 2006 over 100 years of combined experience model – which scooped the looking after and restoring awards last year. motorcycles. They cover all aspects of The Supertest is held at the restoration and maintenance including Almeria circuit, in Spain and is welding, painting and wheel building. judged by 15 journalists from For further details see around the world – not the likes www.keighley.ac.uk or call 01535 of me and you, these are serious 618615. racers who can get 100 per cent from a bike. It’s a back-to-back COULD YOU RISE TO THE test for sports bikes from all the FITFORX CHALLENGE? major manufacturers and the Fitforx proprietor Roger Hammond, has 675 took top spot in engine decided, due to serious health flexibility, throttle response, problems, to take a step back from the chassis handling, brakes, busy end of the motorcycle business. equipment and price. Established some 12 years ago, Fitforx Then it was on to Jerez for the has gained an excellent reputation for Masterbike, where the bikes were top quality workmanship on British, assessed by magazine reps from Italian and early Japanese telescopic Spain, Austria, Scandinavia, USA, forks, able to repair, service and Spain, Italy, Greece, Brazil, Mexico, refurbish accordingly. It is a one man Portugal, France, Germany, Japan operation, which could be operated and the UK. This time, the 675 from small premises anywhere in the beat the CBR600RR Honda into country. If you think you are the person second place by a huge margin. to take over this specialist service and The new 1050cc Tiger also took have a moderately small capital top spot in Germany’s Motorrad amount to invest in an established magazine’s travel test, name, contact Roger on 0033 555 against BMW, KTM, Suzuki and 504089, 07624 117617 or at Honda. Well done to Triumph. [email protected] MV GOES WSB

MV and Carl Fogarty have joined forces for an assault on the World Superbike Championship. Foggy will be team manager with full factory support and they are presently seeking sponsorship for their start in 2008. The team will use the new 1000cc F4 R312, based on the world’s fastest production machine, on which Martin Finnegan finished fourth in the Superstock TT in June.

www.classicmechanics.com 15 newsdesk > people, places, bikes, events...

SNIPPETS GET YOUR LICENCE NOW SUPER SPIN CYCLE PROMISED As details of new motorcycle licence test arrangements for late 2008 are finalised by the Government, the Motor AT MALLORY FESTIVAL Cycle Industry Association (MCI) is launching a major campaign to encourage people to take up As many as it has been possible to assemble of the Dog’ Jim Moodie. and get their full licence. original works Norton rotary racers is sure to be one Also in attendance will be Steve Woollatt, ten times Driven by European legislation, The of the highlights of the VMCC’s Festival of 1000 British and European Top Fuel Drag Bike Champion, Second European Driving Licence Bikes, at Mallory Park over 14-15 July. who will air his awesome sprinter ‘The Dealer’. Directive, or 2DLD, will come into force Three of the original Spondon framed JPS RCW Legendary names from the past will be out on track in September 2008 and will introduce Nortons, two of the Duckhams machines and a Harris with various raceware, including Classic Racer editor new elements to motorcycle testing framed NRS JPS model will be out on the track, plus Malcolm Wheeler (Suzuki XR45 and 500), and training. the new, state-of-the-art Crighton-built NRV will make John Cooper (Seeley), Charlie Williams (Maxton 385cc Despite the fact that motorcyclists its public track debut in the hands of former British Yamaha), Chris Vincent (URS outfit), Tommy Robb are already the best trained non- Superbike Champion, Ian Simpson. (Honda), Grahame Rhodes (Velocette Roarer), Frank vocational road users in Britain, there Also present and airing the machines will be former Perris (Yamaha), Sammy Miller (various), Piero will be an additional element to the golden boys Trevor Nation and Steve Spray, pioneer Laverda (V6 Laverda), Mick Grant (Sheene RG500) current practical test, in the form of a rotary pilot Malcolm Heath, Terry Rymer and ‘Mad and many others. new manoeuvring test at ‘super test centres’, which the government is currently building around the country. The new manoeuvres, including the slalom, figure of eight, hazard avoidance and cornering skills, will all be tested during the new off-road test. With the prospect of facing longer waiting lists for tests and possibly more expensive training, many would- be motorcyclists are likely to take their test over the next two summers before the new legislation comes into effect. MCI’s Craig Carey-Clinch said: “Over the coming months, we plan to raise awareness about the 2DLD legislation and promote the benefits of getting on two wheels in order to motivate those who don’t have a full motorcycle licence to get one now.” For more information please visit www.takeyourbiketestnow.co.uk

1967 125cc Tohatsu Ro 16 www.classicmechanics.com Racer SNIPPETS STATESIDE RIDE The website, Ride Ohio is looking to EUROPE BECKONS expand its international membership and CMM is only too happy to help – especially as the site is particularly looking for members with classic from WITH MSL TOURS the 70s and 80s. The site has recently changed hosting companies, due to problems Our friends at MSL Tours are currently promoting a Later in the year, the MotoPiston rally of 3000 Curves with spam and hackers and couple of tours they reckon should be right up the in Spain, run in the fabulous Picos des Europa mountains consequently things have been street of CMM readers. If you’re really quick, you in the country’s north-west should be a different sort of a a bit too quiet for the might still nab a place on the trip to the Bikers’ treat. The rugged Picos mountain range spans the regions members liking. Take a look at Classic at the legendary Spa Francorchamps circuit in of Cantabria, Asturias and Galicia, but the rally action http://rideohiomc1.proboards82.com Belgium between 29 June and 2 July but, if you can’t centres in the tiny town of Colombres on the borders of make that, there’s always the MotoPiston Rally of Cantabria and Asturias – just a short ride from the ferry NO SUCH THING 3000 Curves, in Spain, later in the year (dates to be ports of Santander and Bilbao. AS A FREE LUNCH? announced). High point of the event is ‘The Day of 5000 Curves’ – a Well, it seems now there is – well free The Bikers’ Classic event will be one of the first 500km run around the Picos region. With marshals to legal cover for motorcyclists, anyway. meetings held over the newly constructed Spa- show the way, riders can forget navigating and simply Bikesure, the motorcycle division of Francorchamps Formula1 circuit. This legendary venue enjoy the ride. For the less ambitious there is a scenic run Adrian Flux Insurance, is giving free attracts one of the largest classic bike gatherings of the into the mountains, a hill climb and, to finish, a giant legal cover away to motorcyclists even year and the highlight of the weekend are the GP parades paella in the evening and of course wine. if they are not insured with the with Redman, Agostini, Grant and Percy Tate heading the Prices for the Bikers’ Classic (29 June to 2 July) are: company. list of former race aces out on the track. Two persons, one bike, shared room £210 each. One “The Bikesure offer is genuinely free But the ride to the circuit, through wonderful Belgium person, one bike, shared room £239. One person, one to the customer,” says the company’s countryside, is worth the trip itself. Riders will have the bike, single room £350. Robert Balls. “We’re picking up the tab. time to stop off and sample some real chips with Prices have yet to announced for the Moto Piston run There’s no obligation to buy anything. mayonnaise – and some (not too much mind) of that but if you’re interested in either event, contact Peter We already give all our customers free famous beer the Belgians are so proud of. Avard on 01732 367441 or email [email protected] legal cover and decided to trial this scheme where we’re offering free legal cover to everyone.” LUBE IT UP To sign up for the free legal cover, simply visit the website WITH LOOBMAN www.adrianflux.co.uk/freelegalcover and follow the instructions. Loobman is a new, universal Cynics among you might be wondering; ‘squeeze and go’ chain oiler. It’s a what’s in it for Bikesure? Well, all the simple, system incorporating a company asks is for you to give them the plastic bottle, a natty little top chance to quote for your bike’s insurance fitting and a couple of pipes that when it comes up for renewal. But even if allow oil to drip onto both the you don’t accept the quote, you can still upper and lower chain runs. It keep your legal cover for the full year. It comes complete with all the cable looks good to us. ties etc necessary for installation For details freephone the Bikesure and fully illustrated instruction. quote line on 0800 089 2000, email the Price is £17.99 including postage. company at [email protected] It’s only available directly from or visit www.bikesure.co.uk Loobman on www.chainoiler.co.uk Buyers flock to ‘MODERN CLASSICS’ COVER Carole Nash has introduced a new cover isn’t. Every modern classic Leeson sale motorcycle insurance category – policy includes, as do all Carole the ‘modern classic – which Nash motorcycle policies, Don Leeson’s extensive Suzuki means owners of bikes that are extensive UK and European collection formed the core of H&H’s just 10 years old or more can now breakdown cover, up to £50,000 Kempton Park sale last Saturday (12 claim discounts of up to 26 per in legal protection cover and a May), and buyers arrived in droves to cent on their premium. ‘Green Card’ for travel in the EU. bid for everything from silencers and Typically, to qualify for lower cost In addition owners can secure fork assemblies to complete road and classic insurance brokers demand ‘agreed value’ cover, which is race motorcycles. Many of the that bikes must be anything particularly good if you have a rare machines needed part or total between 15-25 years old. But the machine. restoration, but there were some move by the UK and Ireland’s Excesses are set at £125 and obvious gems on offer. Among the most biggest motorcycle insurance owners can reduce their premium desirable were two racers – a Suzuki- specialist means that owners of further by specifying a limited powered SB1 that sold well modern classics like the Honda mileage. over estimate for £8800 and a 1961 Fireblade can also now slash the For further details visit Suzuki RV61 250 that fetched £7700. cost of their annual cover. www.carolenash.com or call free But despite costs being cut, on 0800 298 5500.

oad www.classicmechanics.com 17 show report > thundersprint bike show THUNDERSPRINT’S NO WASHOUT

Even the weather’s attempt to first fat spots of rain began to fall. establish the monsoon season in As the Masterclass assembled, Northwich couldn’t stop a brilliant riders were already wiping their weekend of motorcycling. In the two visors. days of the Thundersprint, there Tony Hudson and his four-cylinder was something to suit all tastes in Honda went through in 25.14sec – motorcycling. The festival began in the wet – while German stars with the Thundersprint Bike Show, Karin Leffrang and Stefen sponsored by AGV Sport, at nearby Bauermeister took first and second Winnington Park RFC. Bike Safe in the 250 section of the Golden talks hosted by Cheshire Police, Age class. test rides courtesy of BMW and TV’s Top Gear co-presenter James some beautiful bikes on show May takes a bizarre pride in being made for a very relaxed start to the the slowest rider at the weekend. Thundersprint and brought an As the sun beat down and the uncompetitive Honda 90. However, hogs were roasted, everyone he was comprehensively beaten by wondered why the gloomy weather both Cyril Watson on his Raleigh forecast had been so wrong. It was Wisp and more spectacularly, by still wrong on Sunday morning and Graeme Hardy and his impression more than 200 road and race bikes of George Formby and the went through scrutineering and Shuttleworth Snap. Graeme almost a mile of traders set up. managed to smash the course The Thundersprint attracts a good slow record with a 1m 10s run. James May – well, what can you say? foreign entry; Frenchman Alain Things were very different when Marie brought along an immaculate the 350cc arrived. By this time, the almost underwater. The final word "I ride all over the world and the BMW racer and commented: "It’s rain was torrential but Gary must go to six times world Thundersprint is still my favourite incredible. Everyone is so Jamison (Honda) came to the line champion, Jim Redman, who event. I am always made so disciplined and go to their places relaxed and smiling – and very fast. battled through the pain of a welcome in Northwich that I feel it without any argument. It’s very He skated round the rain soaked recently broken hip to compete at is a second home.” different from Europe." track in an astonishing 24.54sec – the Thundersprint. Full and detail report next issue. The first hint of what was to a respectable time in the dry. come manifested itself in the Next up was the 500cc class and Spitfire display, which turned up Pepin San Milan solved the two hours early! The weather was problem of the wet – by pretending turning bad at RAF Coningsby, and it was dry! The talented, but crazy the Battle of Britain Memorial Flight Spaniard took his BSA B50 round called to offer an early display – or in 24.64sec. none at all. Despite the increasing rain, the By the time Captain Jackie Parker spectators stayed to the final run of the Salvation Army gave the for the , and Moz Baines blessing, someone had turned out and Peter Jordan took the big the lights over Northwich and the wheel award – with their Norton

Tony Hudson’s four-cylinder Honda was on the pace...... but not quite as much as Gary Jamison

18 www.classicmechanics.com show report > the international classic motorcycle show

Sam Brumby’s machine was in the programme as a 1987 XS750. It was changed from shaft drive to and is powered by a 15bhp Ruggerini diesel engine. It’s slow but uses hardly any fuel! Stafford’s record ROCKS AGAIN More exhibits, more stands and more people than ever before. The International Classic MotorCycle

Show was a real monster. Colin Wright’s beautiful Suzuki GT750B won him the best Japanese machine trophy.

Despite the ever increasing popularity of our October show, don’t ever believe the doom and gloom merchants who say that the classic motorcycle bubble has burst, the good times are over and it’s downhill from now on, because if you ask any of the 30,000 who passed through the turnstiles at the 27th International Classic MotorCycle Show, at the Stafford County Showground, over the weekend of 28-29 April, they’ll tell you they have proof to the contrary! Even before the gates officially opened, the record books were being rewritten, as more traders than ever before had taken stand space, both inside and out, and by the time they closed, the overall attendance figure was the highest ever recorded in the show’s history. If you were on the jumble trail then it could have easily been a two-day affair, and even if you’d only come to look at the exhibits, you’d have been hard pushed to get them all in in a day. Nigel C. It never fails to amaze that the standard of exhibits and displays just gets better and better. Nowhere does this apply more than on the club stands, where the Rudge boys set the

WORDS/PHOTOS: Heidi Cockerton’s lovely little Suzuki was one of the star turns on the VJMC stand. standard with their light hearted,

20 www.classicmechanics.com It must have been Gold Star day at the Ace Café that day…

somewhat eccentric capers. The Gold Star OC made quite an impression with the second M24 ever built, belonging to George Wander and of course, no such show would be the same without contributions from VJMC glamour-girl Heidi Cockerton and her pals. Heidi brought along her splendid Expensive but selling well, John Mossey’s new Egli Vincents. 1965 Suzuki B105P but was pipped for oldest bike on the stand by Dave Jupp, whose S65 Honda was a year

Joe Green (right) is a regular at Stafford with his racing Yamaha collection. Here he receives his best private display award from The Classic MotorCycle editor James Robinson. 350cc Triumph and TZ250 racer – just two machines restored by John Weedon Restorations.

www.classicmechanics.com 21 show report > the international classic motorcycle show

Four cylinder machines are ten-a-penny these days but what price a piggy-back four cylinder Douglas? Don Brown’s efforts earned him the engineering excellence award.

older. Youngest bike on the stand was 1987 900cc and 1976 750cc the KZ100P on the Historic Police Doug Perkins’ 1989 Kawasaki respectively. The Historic Honda Motorcycle Group and Z100A on the 1000RX A3. Collection was in its regular place with Kettle and Kwak Club stand. The MV Multi cylinder machines abounded machines ranging from PC50 and Agusta OC put on a fine display with on the Benelli- Club stand too Step-thru’s to Monkeys, CBs of varying machines ranging from cammy 125s with Monty Sadler and Chris Latham size, CRs and RS racers. through to the mighty 930cc showing off their models – Kawasaki was well represented as Specials, likewise the TR3OC had a mouth-watering array of three cylinder roadsters and racers along with all the regular British, European, Vintage, and Classic clubs putting on the ritz. Much is down to the individual too and many regular faces were on hand to show off their latest creations, Triumph Bonneville from Graham Bowen, BSA A65 from Derek Gothard, Alan Rowland’s 1964 CB77, Sam Brumby’s XJ750, Ben Millar’s Kettle plus many others. An outside attraction, a little different to past years, was the pre-65 trials demonstration. Around a small but perfectly adequate piece of copse, a short walk from the main hall, the organisers had set up a handful of tricky section obstacles, including a large tree root, a see-saw, and a mixture of cable drums and pallets to challenge the teams. It proved popular and a good ‘side-show’ to the Dirt Bike Hall, another new addition which, admittedly, could have been better advertised within the main hall. The Bonhams Auction always pulls a crowd and the inclusion of an ex- Surtees MV Agusta and a Kay-built The V6 Laverda certainly attracted some attention. Inset – The heart of the beast. certainly fed the imagination.

22 www.classicmechanics.com RESULTS Best club stand – Malmesbury Classic MCC. British club stand – Rudge Enthusiasts Club. Non-British club stand – MV Agusta OC. Mixed make club stand – British Two Stroke. Local area club stand – North Wilts British MCC. Best Veteran – Mark Greening, 1913 BSA. Best Vintage – Alan Smith, 1925 BSA. Post Vintage – John Phizacklea, 1934 Sunbeam. Post War – Chris Armson – 1950 BSA B33. Classic – Peter Weait, 1969 . Japanese – Colin Wright, Suzuki GT750B. Three wheeler – J Chatwin, 1934 Morgan. Military machine – C Jones, 1942 Indian. Autocycle – John Aston, New Hudson. – Fred Openshaw, . Combination – 1923 Douglas, Martin Wheway. Continental – Allesandro Actinier, Laverdas V6. Competition – Dave Stewart, 1961 G3 Matchless. Original – George Wander, 1937 BSA M24. Private display – Joe Green, Yamahas. Trade stand exhibit – Weedon Classic Restorations, 1938 Francis Barnett. Trade stand – SRM Engineering. Racing machine – Dennis Bunning, 1960 G50 Matchless. Oldest machine – David Earnshaw, 1899 Phebus. This tasty GT750B was a joint effort between Messrs Millar and Wright on the Kettles and Kwaks stand. Villiers – Dave Bradley, 1958 Greeves Scottish. Unfortunately however, both stalled Roadsters did well too, a 1960 Technical interest – Sammy Miller, Haythorn before their anticipated estimates and DBD34 Gold Star made £10,465, four. were withdrawn. There were some 1925 799cc AJS Model D V-twin Lady entrant – Ann Davy, 1929 DOT. good prices made however, such as £13,800 and a 1913 P&M outfit TT machine – Ivan Rhodes, 1939 Velocette. former racer, John Blanchard’s G50 reached £13,100. Vincents continued Indian – A Cooper, 1942 Indian Scout. and 7R, which made £17,250 and to do well, a 1954 Rapide reached Triton – Harry Brown, 750cc eight valver. £20,700 respectively. Likewise Harry £18,400 but the top lot went to a Below: The 2007 Rudge TT Team Engineering excellence – Don Brown, 1957 Whitehouse’s ex-Frank Cope 250cc 1954 998cc White Shadow Series C, ham it up – from left Dave Douglas four. Manx and an ex-Rudi Alison 500 topping out at a very healthy McMahon, John Griffiths, Mike Classic Special – Keith Williams, 1975 Ducati. made £26,450 and £21,850. £81,800. Farrell and Pete Welch. Best in show – Graham Lunt, 1968 BMW.

www.classicmechanics.com 23 the rebuild > kawasaki 900 part two The teardown Rod Gibson WORDS/PHOTOS:

Our 1974 Kawasaki Z1A project bike was in worse condition than we thought when we got it back to the workshop last month. Now Rod begins to dismantle it, and finds further horrors are still to come.

01: Right, time to get the spanners out and get involved. I'm starting with the points cover – as it's held on with masking tape it won't take much to remove it. 03: While I'm working on the rest of the bike I'll remove As I suspected, one of the cover screws has been 02: These big chrome plates have been bolted to the the oil drain plugs, so any old lubricant in there can snapped off in the points housing. The broken end bike over the front engine mountings, and it takes a bit drain safely away. Encouragingly, the sump drain bolt might be tricky to remove, but I'll deal with that once the of head scratching to realise they are probably unscrews fairly easily – these can be tight on older Z1s engine is stripped. The good news is that the points aftermarket mountings for a set of pegs. Might and I've even heard of someone cracking a sump while cover itself is intact – the early Z1 cover is not easily look strange to our eyes in the UK, but pseudo trying to unscrew one. The drain bolt is magnetic and available and later supersessions had a different parts were very fashionable in the US at one time. If has a fair bit of metallic sludge stuck to it. Possibly graphic, which would spoil the bike’s original looks. The that's all the ‘customising’ that has been carried out by evidence of missed oil changes, which somehow inner points housing has a ding at one edge, but it a previous owner the bike has escaped fairly unscathed. doesn't surprise me. Hopefully the engine internals should be repairable. In the bin with them. aren't too bad.

24 www.classicmechanics.com 04: Up at the top end, I'm pausing to take loads of 05: Further up and the mystery of the enormously long pictures of the cable and wiring runs before removing brake hose. Although the bike has low bars now it must, anything. On a bike of this age, and with an unknown at some point, have had enormous ape-hanger bars history, there's no guarantee that everything is correctly fitted; someone has changed the bars but simply routed to begin with, but a photographic reference is looped up the excess hose. There is no sign of any still useful to have. On this bike the main harness runs brake fluid in the master cylinder and no indication that along the top left frame tube towards the headstock, the brake will work, so this master cylinder may or may and the handlebar switch wires are at the right. Note the not be usable. The anodising has faded to a dull silver, ignition coils bolted to the frame tubes – these have so it will need refinishing and servicing at the very least. bonded HT leads that have hardened with age and are Note the bashed headlamp rim and loose tacho bottom now quite brittle. Two new coils required for the rebuild. cover.

06: The caliper and fork legs look original but this is the 07: Right, let’s start unbolting stuff. The remnants of wrong wheel. The Z1, Z1A and Z1B were fitted with the the hideous 4:1 exhaust system unbolts fairly easily front end from the H2, and should have a black and goes in the skip outside. I'm saving the exhaust wheelhub with six mounting bolts for the disc. This hub mounting collars and flanges, as they're the correct, is silver and carries a four-bolt disc, which probably original parts and will clean up. One of the finned collars marks it out as either a Z900A4 or Z650B item. The seems to be tight against the frame as it comes away – front axle with sleeve nuts is also incorrect for the Z1A. I'll have good look at that when I've made more room to Although it all seems to fit together quite well, I'm work. The front of the engine is coated in oily sludge, wondering if the bike has been accident damaged and but it's no real cause for concern and it might have just fitted with a different wheel to repair it? helped prevent corrosion over the years.

09: While the remnants of the old oil dribble out I've 08: Now I can get at it I'll remove the oil filter. The moved round to the right-hand side of the bike to begin central bolt comes free easily – again these are to dismantle the electrics. This plate bolted to the right 10: Now the battery carrier and tool tray can come off. frequently tight on older bikes and can put up quite a side of the battery carrier carries the solenoid and Judging by the surface rust and dry, whitish gunge on struggle. At least the bike has an oil filter fitted and it's rectifier, and a small sub-harness that has the coloured the battery tray it's a fair bet that the battery has been the correct type. This large diameter metal shrouded block connectors for the harness connections. It all overcharging on this bike. It's a common fault on Z1s, filter was only used on the early Z1 and Z1000 series looks in surprisingly good shape, though I'm beginning but it won't have been helped by the high temperatures and the Z750 twins. Later bikes have a smaller, paper to notice that all the rubber mountings on this bike are in which this example has lived most of its life. Blotchy filter identical to the sohc Honda 750, and I've seen the perished, probably from years of exposure to the hot patches on the chrome on the rear wheel rim and brake later filter bodged into early housings before. There's a Utah sunshine. Sorting out the wiring routing can be a torque arm are consistent with battery acid spills too. good amount of thick, black sludge in there, but at least pain later, so again I'm taking loads of photos of these The battery itself is, of course, bone dry and thoroughly it's oil and not rusty water. parts as they are unbolted and stored away. goosed, but we expected that.

www.classicmechanics.com 25 the rebuild > kawasaki 900 part two

12: As I'm stripping the bike I'm sorting all the bits for 11: The regulator is a separate item on the Z1, and is renovation, further dismantling or storage. It makes sense bolted underneath the battery tray. It might still even to remove the points backplate and store it with the other work, but I reckon it will be prudent to convert the bike electrical components for now, so I'll have a Big Box of 13: Time to unplug the harness and unbolt the coils, to a more modern, and more reliable, charging system Electrical Stuff to sort through later. Personally, I like to and store them all away in the Big Box of Electrical Stuff when I rebuild it. Unlike the Z750B or Z650B1 the Z1 start up restored bikes on the original points ignition for sorting out later on. A quick examination shows the has a three-wire alternator, so it's quite easy to fit a where possible – it makes any troubleshooting easier harness to be in pretty sound nick – there's no obvious modern combined regulator/rectifier unit. With the dried without introducing unknown elements into the equation. signs of bits of bodged wiring repairs that we see so up remnants of the rubber mountings removed, labelled For that reason I'll be fitting new points and condensers often. Even the block connectors look pretty good, but it and stored the battery tray and toolbox goes in the pile for the initial start-up, and once the bike is running I'll be will all be cleaned up and checked over before I assume for powder coating. looking at converting to electronic ignition of some kind. any of it is fit to reuse.

14: One of the quirky bits on the Z1 is this device bolted 16: The winkers fit through a collection of rubber to the left-hand ignition coil. Its function in life is to 15: Broken winker earth mounts in the headlamp shell grommets and each is secured with a single nut inside control a warning lamp on the tacho face that notifies are further evidence of accident damage. The wiring the shell. This bike seems to have rather too many you if your stop-lamp bulb is not working. There are signs itself looks fairly sound, except for the unused sidelight grommets fitted, so I'll be cross referencing from the that the block connector on this example has been connections, which have been clamped between the parts list to find out what I should have when it all goes overheating. To be frank, I don't ever remember coming headlamp unit and its inner rim. Helps keep it tidy I back together. I thought the headlamp brackets were across a bike that had this function working, and when suppose, but I'd rather not risk it chafing through to bent, but a little gentle tapping with the rubber hammer they packed up on customers’ bikes we simply used to metal and blowing the main fuse each time the lights lines up the headlamp to the top yoke quite easily, so it remove them. If it works it will be a novelty – if doesn't I are switched on. The headlamp unit is in fine condition seems the brackets were just twisted on the fork legs. might even go the extra mile and fit a new one for the but dips the wrong way for UK roads, so a new one goes There is a minor ding in the right-hand one, but they will sake of originality, if I can be bothered. on the growing shopping list. re-chrome perfectly well. THANKS TO The following have all offered to help with services and parts for the bike: Paintwork: Altamura 01276 61650 Powder coating: Triple S 01274 562474 Wheel rebuilding: Griffs Reality Motorworks 0117 9042339 Engine reconditioning, blasting and polishing: JME Engineering 07984 388405 Replacement cylinder liners: Westwood Liners 01299 878727 Frame alignment: Seastar Superbikes 01508 471919 Chroming: Quality Chrome 01482 589838 Bright zinc plating: Simms 01422 360232 Genuine Kawasaki spares: Z Power 01942 262864 Stainless steel parts: Phil Denton Engineering 01492 641345 Fork stanchion refinishing: AM Philpott 01582 571234 Cables and brake hoses: Venhill Engineering 01306 851111 18: At the back end of the bike the trademark Kawasaki Shock absorbers: Hagon 0208 502 6222 tailpiece lifts away after I've removed its four rubber Reproduction graphics: www.reproductiondecals.com 17: The clock assembly comes away from the top yoke mountings. Beneath it we have the rear fender front and rear Carburettor service parts: NRP 0161 832 8646 after removing two bolts. Again, all the rubber fender rear. The two central bolts that attach these to the Charging circuit components: Electrex 01491 682369 Electronic ignition: Z1 Enterprises www.z1enterprises.com mountings are perished so everything’s wobblier than it frame are almost always rusted in solidly on UK bikes – Oils and fluids: Millers Oils www.millersoils.co.uk should be, but that's all easily fixable. The tacho head, these unbolt without any drama. Ah, the joy of working on a Tyres: Continental though, is quite obviously damaged so I'll be going Utah import! Note the winkers mounted to the frame – from Encouragement, advice and rare parts: Z1 Owners’ Club, Steve Ebbrell, Paul shopping for a second-hand item to replace it. This lot the Z900A4 onwards they were mounted to the grabrail. Walker. will dismantle further, but again I'm taking lots of Deep joy – the rear section mudguard is solid and will re- Essential reference: ‘Original Kawasaki Z1, Z900 & KZ900’ by Dave Marsden, pictures of the wiring to help me put it back together chrome easily. Replacements are easy to get these days, but ISBN 0-7603-0775-X correctly when I rebuild the bike later. the UK spec long mudguard is still a rare and valuable find.

26 www.classicmechanics.com 20: Now I notice this cracking at the headstock gussets. 19: No putting it off any longer – something was wrong with Close examination of the front downtubes shows those exhaust clamps hitting the frame downtubes. The indentations above each front engine mount. I reckon the clamps have fins relieved on one face to clear the inside of bike has been fitted with crashbars, then heavily binned. the frame on numbers two and three, but here the number The crashbars have bent the frame, and it's all been 21: The caliper is correct for the Z1 at least, and it two clamp is hard up against the frame. Number three, by cobbled together with a different wheel and handlebars looks to be in fairly good nick, apart from a little light contrast, has a good half an inch of clearance. I've already and moved on. Time to stop and think about this – now scuffing. I have no idea if it actually works, but for now noticed buckling on the front engine plate, and the main would be a good time to abandon the project, sell the bits I'll unbolt it and store it for a full strip down later. The front engine bolt is bent. There's only one conclusion – the for a profit and forget all about it. But I'm made of dafter marks on the fork leg could be accident damaged, or frame is bent. It all adds up – the scuff marks on the frame stuff, and am beginning to feel like I'm on a mission. It all could simply have been caused by the bike rattling and engine, the wrong front wheel fitted and mountings for makes me more determined to not only repair this bike, around in a transatlantic container. The sticker on the highway pegs that are strangely missing. but to rebuild it to show standard. Onwards and upwards. fork leg is an authentic touch of the bike’s US heritage.

22: Next job – engine out. With rags on the bench to prevent any more scuffing, the bike now goes over sideways. 23: The front wheel unbolts easily, and I can then turn to I'm taking the engine out as one lump, and will treat it as a project in itself. With all the weight on the engine I can removing the fork legs. Slackening off the pinch bolts on now remove the wheels and suspension, leaving me with the fairly easy task of lifting the main frame loop off the the yokes should make them loose enough to twist out, engine on the bench. At this stage it’s also easy to get at the main engine mounting bolts and loosen them all off. but these are still tight. The easiest solution is to remove the pinch bolts entirely and shove a screwdriver into the gap in the yoke. A little gently leverage will then open up the bottom yoke far enough to release the fork leg, which can then be twisted and wiggled free. The bottom yoke is steel and quite sturdy, but be careful if you have to do this at the top yoke – the alloy can fracture if you're too rough with it. The headlamp brackets and fork shrouds have a selection of rubber O-rings and cups, all of which are carefully collected and stored for later use.

24: Now, at last, the top yoke can be removed. The head bearings were a little notchy but I intend to fit taper rollers 25: With all the peripherals removed I can now remove as part of the rebuild. While I want to (hopefully one day) the engine bolts and lift the frame off the engine. It's a experience the undiluted Z1A riding experience I fully bit of a wiggle to clear it, but at this stage I'm not NEXT MONTH intend to take advantage of modern bearing technology at worried about scratching any paintwork. The engine will HOW DO YOU SOLVE A PROBLEM LIKE A both the steering head and pivot. It's hard to stay on the bench for stripping down, and I now have a BENT FRAME? ROD GOES TRUDGING OFF imagine a time when cup and cone bearings from a big pile of dirty, greasy parts to clean up and check over TO SUNNY NORWICH IN SEARCH OF bicycle were considered adequate for the most powerful before sending them out for re-finishing. And then, I'll SPECIALIST HELP. AUGUST ISSUE ON production motorcycle in the showrooms. have to come up with a plan for the bent frame. SALE 18 JULY.

www.classicmechanics.com 27 cult bikes > bmw r80g/s

BOXING CLEVER If ever there was a time to put away any prejudices about old BMWs, the launch of the R80G/S in 1980 was certainly it. But, despite the appearance of the mightily impressive R90S a few years earlier, there remained a few lingering doubts in the minds of some. Stevie P PHOTOS: Chris Pearson WORDS:

28 www.classicmechanics.com www.classicmechanics.com 29 cult bikes > bmw r80g/s

First impressions, pre-ride in particular, never do work in a Beemer’s favour; the engine looks ungainly in the chassis and the two exposed cylinders seem completely in the way – especially for any kind of off-road use. Likewise, the rest of the bike looks too big, too heavy and nothing more than a styling exercise, only useful on the Tarmac. Things don’t get much better when you press the starter and the whole bike shakes and rocks like a WWII piston-engined fighter firing up – coughing, spluttering and struggling to get going. Once the starter has had its minor squabble with the big twin engine though, they do seem to sort it all out and agree to get on with the job. The twin Bing carburettors fire a quick squirt of petrol into their respective cylinders and the engine soon settles into a burbling tick-over. Then the whole bike joins in with the rhythm, dancing away in time with the exhaust note as if alive, the sideways forces of the boxer engine creating a strange handlebar movement in the lower rev range. Well balanced, and easy to get the best out of on just about any terrain, the R80G/S is actually a doddle to get along with, its thumpy and willing engine happily trudging down green lanes or speeding along on the highway. Serious off-roading is best left to those svelte single cylinder machines with a good deal more ground clearance, less engine and all up weight. The Beemer can do it, but you gearbox, the G/S is a delight to ride case of leaving it in full auto mode probably wouldn’t want to be too though gear selection can be notchy if and enjoying the ride. close to it when things go wrong – the correct throttle-clutch ratio and Downshifts can be more difficult, which of course they can and do so timing isn’t used. But, once this has with so much engine mass spinning easily on the rough. Where the G/S been mastered, clutch free shifts are around getting that and the rear wheel comes into its own is out on the open a real breeze. Not that gearshifts are in sync throughout the process is a road. common, the torquey, and well fuelled real art form, which, once mastered, Power is plentiful, smooth and engine pulls easily and strongly from is addictive. The shaft drive imparts easily controlled. Once the brain has around 30mph in top gear so, for its will upon the rear end too and any been dialled in to cope with the lumpy most corners and obstacles, it’s a heavy handed throttle input or down shifts have the back end trying to PARIS-DAKAR THE INSPIRATION BEHIND THE DESIGN rotate around the gearbox as the Almost as soon as the G/S was pinions transfer the power through 90 launched it received a great push with degrees and out to the wheel. Frenchman Hubert Auriol (right) winning Get too enthusiastic with the the 1981 Paris-Dakar rally on a race downshifts and rear wheel hop is also prepared version. unavoidable, an effect not too bad to Auriol and BMW repeated this feat deal with when upright but unwanted again in 1983 on an 870cc G/S and at any angle of lean. This effect isn’t finished second the following year as bad as other more road-biased behind team-mate and three times machines from the BMW stable as, in world champion Gaston an effort to reduce weight on the G/S, Rahier. around 8kg was shaved off from BMW withdrew their official works various clutch components, reducing team from the event following the death mass and making for a smoother of organiser Thierry Sabine in 1986, but action – although still nowhere near continued to develop privateer the silky operation enjoyed on bikes machinery to good effect, privateer from the Japanese big four. riders continuing to make themselves Despite the look and suggested known among the leading riders bulk, the R80G/S is a lively beast throughout the next couple of years. capable of lofting the front wheel in

30 www.classicmechanics.com MODEL HISTORY The start of the R80G/S, or Gelande Strasse project (Gelande is the German for off-road terrain and Strasse means street) can be traced as far back as 1975 when suspension expert Rudiger Gutsche built his own enduro machine based around the road-going R75. Later versions of this privately built Beemer featured the single sided Monolever rear suspension, initially developed for the new K series but first seen in production on the G/S. The main advantages of this design were its torsional strength and light weight – with just the one main arm that also doubled as the tube, that point the Yamaha XT500 laid claim Produced between 1980 and 1987, supported by a single shock absorber. to that title. Like the Yam, the BMW 21,864 G/S models were built making it Fast rear wheel changes were an displayed pleasing on-road habits as a great success for the BMW. It even added extra with the design, however well as a capable, but limited, off-road spawned a roadster version, the R80ST the rear swingarm that gave the G/S its ability. introduced in 1983. This was little more distinctive look was actually dropped for Unlike the Yam, the R80G/S had a than a parts bin special that used much the pukka Paris-Dakar race bikes as the set of specially developed multi purpose of the G/S bodywork and cycle parts BMW team used a more conventional tyres by Metzeler that enabled it to ‘go- running on wire wheels when the rest swingarm setup for increased durability anywhere’ Trail tyres of the period were had switched to cast alloy items. in the unforgiving and tough world of rated no higher than the P speed range Although a fine handling machine, it desert racing. which, with a sustained top speed of was underpowered compared to similar The launch of the R80 G/S wasn’t 93mph, clearly wouldn’t have been capacity machinery from Japan. totally unexpected. After all, the Boxer suitable for Metzeler’s three figure Needless to say, despite receiving good engine had been successful in off-road speed. reviews when launched, this model disciplines during the 70s. Work set a trend that others soon wasn’t a success and, with few sold, the What was surprising was the capacity followed, effectively opening up the ST disappeared from the range. chosen. At 800cc, it was the largest off- trailie into a whole new speed and In the latter part of 1987, the G/S road machine by a good margin – until ability range. was replaced by the Paralever GS model, available in both 800cc and 1000c versions. This new machine was considerably bigger all round and featured an all-new rear end. A traditional shaft drive causes the rear to sit up under acceleration and squat off the throttle. This effect is the first two gears and leaping up all undesirable, but these forces can be kinds of inclines like a youngster. designed out but, to do this effectively, Braking could be better and is the one the swingarm would need to be area where the Beemer could be unfeasibly long – around 1700mm in the improved – particularly on the hard case of the Boxer engine. The Paralever stuff, where speeds and grip are however, with its two flexible joints, generally higher than off-road. Despite allows the wheel to behave as if it were having a powerful twin-opposed-piston situated within a much longer swingarm Brembo caliper, the brake is let down and the negative effect of the final by the size of the disc and the weight drives torque reaction is reduced by of the bike behind it. In reality, a twin around 70 per cent. This complex disc setup – or a much larger arrangement, made entirely of cast diameter disc – is required to keep aluminium, is actually no heavier than the whole plot in check with authority. the steel swingarm it replaced. The rear drum is no better, although when it comes to the initial bite, it does instil some confidence in its abilities. Thankfully, the engine braking is powerful and predictable – easily helping out the feeble front stopper. Shift down a couple of gears and feed the light clutch back in as and when required to feel the benefit. Using this technique also keeps the bike more stable by not using up all of the long travel of the forks – as relying on the front brake alone would easily do. Factor the few foibles of the bike into the ride and the result is hard to beat. The engine can be relied upon

www.classicmechanics.com 31 cult bikes > bmw r80g/s

USEFUL CONTACTS at all time, as indeed can the sure- www.bikersoracle.com/gs footedness of the chassis www.ukgser.com components. At low speed, the Boxer engine acts like a gyroscope keeping the bike upright and making feet up U-turns, or full stops at traffic lights and junctions a doddle – once confidence SPECIFICATION has been gained. The secret is to not KAWASAKI ZZR1100 C blip the throttle at low speed or at a POWER standstill. Doing this has the bike ENGINE air-cooled horizontally opposed swinging alarmingly to one side as the four-stroke twin huge crankshaft spins up from its low CAPACITY 797cc AT THE revving slumber and the rest of the BORE X STROKE 84.8 x 70.6mm TIME OF bike reacts to its spinning mass. COMPRESSION RATIO 8.2:1 Simply leave the throttle well alone CARBURATION Bing 32mm CV THE G/S’S when at rest and enjoy this stunningly MAX POWER 50bhp @ 6500rpm “LAUNCH, well-balanced machine to the full. An TORQUE 41.8ft-lb @ 5000rpm almost trials style lock-to-lock steering IGNITION Bosch electronic THERE WAS arc has the big bike doing feet up U- TRANSMISSION five-speed wet clutch shaft final NOTHING ELSE turns in the tightest of back roads, drive making for effortless rambling around. FRAME steel tube cradle TO COMPARE Throwing the bike around twisty SUSPENSION 36mm telescopic forks, WITH IT – bends couldn’t be any easier either, monolever rear thanks to the low slung engine and WHEELS 3.00 x 21 4.00 x 18 ESPECIALLY wide handlebars, while, at speed, a BRAKES 260mm disc twin-opposed-piston WHEN IT more conventional ‘superbike’ riding Brembo calliper, 200mm single stance is the order of the day. The big leading shoe drum CAME TO Beemer happily responds to small WHEELBASE 1465mm PURE ROAD inputs through the ’bars and pegs, WEIGHT 173kg flicking from side to side with great FUEL CAPACITY 19.5 litres (Dakar tank 32 litres) RIDING enthusiasm in a manner not at all in TOP SPEED 104mph keeping with the image it portrays. LET’S NOT FORGET THE REST ” The trail bike world was a relatively new one in 1980, having seen the first dedicated designs for this new breed appear around the late 60s. The Yamaha DT1, a 250cc two-stroke single, was the first of the serious looking machines, being aimed squarely at the upcoming American off-road market. Pretty soon, the Europeans got a handle on the trail bike ethos and, as the demand increased, more machines found their way onto the market place. The trail bike blueprint was a simple one however, with everyone sticking to the BMW team when it came to big same format of a lightweight chassis trailies. Commercially, Yamaha came wrapped around a simple, single- close with the big bore XT range that cylinder engine with the usual styling. also saw action in the mammoth At the time of the G/S’s launch, Paris-Dakar battles but these lacked there was nothing else to compare the class displayed by the BMW when with it – especially when it came to on the hard stuff – as well as running pure road riding; it even out-handled out of puff on long hauls. the rest of the BMW range. It took the The year after the last of the G/S big players some considerable time to models rolled off the BMW production catch up on the march stolen by the line – albeit to be replaced by a much TUNING TIPS Few people in the early 80s would have desired more from their mounts than the G/S had to offer. The balance was just about right between the usable power and the chassis abilities to hold it all in check. Added to these factors would have to be the tyre technology, the G/S had required a new breed of tyre to be developed and Metzeler were the only ones in that game to begin with. As time moved on and the R80G/S grew a little long in the tooth, many opted to fit the later 1000cc engine as a direct replacement for the older and less powerful unit. Looks can seem to add extra go without actually affecting performance, the Paris-Dakar replica machines have a ‘go faster’ image and any machine bedecked in such a manner always makes for a stunning looking and purposeful bike.

32 www.classicmechanics.com OWNER’S TALE: ROB FARMER

MODEL July 1987 BMW R80 G/S PD OWNED SINCE: January 2006 PRICE PAID: £1600 PRESENT VALUE: Priceless (to me) MILEAGE: 107,800 CONDITION: Well used OWNER: Rob Farmer (44). Controls Engineer. Loughborough

These bikes are like gold dust to find. I had one a few years ago and really liked it, but then I sold it, decided I missed it and soon wanted another one. It took over two years to find this one. When it came up for sale I offered £100 over the asking price and bought it without seeing it. In more recent times a good condition G/S will attract strong interest and even stronger prices often well over £4000. The ride home was interesting; the starter motor worked intermittently, the oil light flicked on at anything below 2000rpm. The camchain sounded like it was going light problem and a few hours’ work to eat through the engine case and and a few new parts sorted the rest one of the carb needles had come out. adrift: dropping down in the slide and It’s not the prettiest bike around, wearing a huge groove in the main certainly not the fastest or the best jet – surprisingly it ran quite well and condition, but it’s been off-roaded, the 100 mile ride home wasn’t too crashed and bashed and keeps bad. coming back for more. I love it. It’s a A new oil pump sorted out the oil real Tonka toy. TIMELINE 1980 BMW R80G/S – Chassis number 6250001 Take the R80 engine and wrap it up in an R65 chassis with long travel suspension and you have the unlikely, but nonetheless successful, G/S range. 1981 Chassis number 6251499 This was the first real year for the G/S range, it coincided with the class win in the Paris-Dakar race of that year and this in turn led to the maximum impact possible for the range. It sold over 6000 units in the first year of production. advanced model – saw a whole gamut it, can be fragile though and it’s tricky 1982 Chassis number 6255879 of similar designs from both Honda to access compared to a more Electric start now fitted as standard while the rear rim received a and Yamaha. Yamaha finally went twin conventional layout. wider section. cylinder with their off-roader creating The electric starter places a great 1983 Chassis number 6258246 the XTZ Super Tenere to replace the load on the electrical system and The G/S remained unchanged for this year. big single cylinder XT series, while early 80s battery technology was not 1984 Chassis number 6281212 Honda went for V-twin power with the what it is today, so expect the A new gas rear shock with remote reservoir is fitted while a limited Africa Twin series. occasional temperamental one. edition Paris-Dakar model is also introduced. In recent times, the GS has come Replacements aren’t cheap either, so 1985 Chassis number 6283357 into its own yet again and has make sure you are getting a quality Having seen few changes since its introduction, this year the G/S spawned a whole new class of item with a good warranty. got a revised engine. New heads and rockers reduced noise, while motorcycling with the adventure sport The front disc is woefully small and improvements were made in the transmission. category. gets a lot of hammer because of its 1986 Chassis number 6286767 lack of stopping power, so check for A new colour scheme and a different shape seat marked the only WHAT GOES WRONG warping and excessive wear to the changes to the G/S for the next two years. The BMW is a tough cookie and surface. The rear too comes in for 1987 Chassis number 6291006 ends 6292522 common faults are few. The relatively some stick and being an integral part The last of the R80G/S models lazy engine and car-type gearbox and of the final drive system means it 1988 The G/S loses its slash and becomes the Paralever R80GS and transmission technology means that doesn’t get checked too often. When 100GS complete with lightweight Marzocchi forks. The older design actual mechanical flaws are few and left unattended for long periods the lived on as the German market only R65GS, visually identical to the far between. shoes can wear though, damaging the previous G/S, but with a mere 27bhp on tap, this underpowered The clutch, with just the one dry drum beyond repair with subsequent machine wasn’t popular. plate to absorb the forces put through huge repair bills.

www.classicmechanics.com 33 show us yours > readers’ bikes put yourself SEND IN PICTURES OF YOURSELF AND YOUR PRIDE AND JOY - POST TO MECHANICS, PO BOX 99, HORNCASTLE, LINCOLNSHIRE, LN9 6LZ in the picture OR EMAIL YOUR JPEGS TO [email protected]

1> YAMAHA RD350LC Tim McCall has a day job playing guitar for Jarvis Cocker, but his other passion is two-strokes – and in particular Yamahas. “This is my Kenny Roberts style LC that I restored recently and is pictured here after a good thrashing. The engine was rebuilt by my good friend Paul Mottram, who was a factory mechanic for Wayne Rainey when he was world champion. Paul also worked with Harold Bartol among others. The black one in the background is my mate Spenny’s. They attract attention wherever we go. We also have a ‘77 RD200 and a ‘77 RD250.” 2> HONDA CB400F Colin from Huddersfield recently had to sell his Katana to finance a new business venture, but has softened the blow by restoring this lovely Honda 400/4. “The bike has been an ongoing project, and I’ve had lots of help from my mate Graham Sharp, who some Yorkshire readers may remember as ace spanner man at Huddersfield Kawasaki.” The bike is not quite finished yet, but it is now road legal and looking pretty good. 3> SUZUKI T500 “This is my 1973 Suzuki T500K Titan,” writes Neil Batterham. “I bought her nearly two years ago and have thoroughly enjoyed restoring her to near showroom condition. I really enjoy the history of motorcycling and this is from a defining era of acceleration and reliability. I love the deep burble of the exhaust note – it is something you don’t hear any more. On a recent rally of 200 motorcycles mine was the only two-stroke! Ah the sweet smell of two-stroke in the morning, you can’t beat it! Keep up the great mag!” 4> YAMAHA FJ1200 Adam Mabey owns this 1991 Yamaha FJ1200. “I have fitted a Suzuki 17in rear wheel and a Genesis front wheel, along with R1 brake calipers and braided hoses. At the rear I have fitted a JMC deep braced swingarm and Hagon uprated shock to stiffen the back end up. I also fitted rear sets and XJR cans. There’s lots of bling fitted and the bike had a total respray by Revolution Custom Paint of Reading. The engine has a Dynojet Stage 3 kit. It was already a great bike but now it’s awesome! I can compete with most modern sports bikes but also run all day in comfort. Great mag, you gave me lots and lots of inspiration and tech help!”

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36 www.classicmechanics.com 5> SUZUKI GS1000S Paul Edley is treating this Suzuki GS1000S as a rolling restoration. “I know it is not standard! We previously had a Zephyr 1100 but the seat was like rock, and my wife Viv said she preferred the seat on our old GS, so we looked for another one. Personally I just love the look of the bike! Great mag by the way, which we read the print off each month.” 6> YAMAHA RD200 “This is my newly restored 1981 X reg Yamaha RD200,” writes David Walker. “I purchased it as a complete but non-running project, back in the summer of 2005, for the sum of £100. She hadn’t been used since December 1991 and needed a lot of work. The chrome work was not good, but it had only had two owners and 8509 miles on the clock. 18 months on she now is finally finished, and runs as sweet as the RD200 I had back in 1982. I still have the grin on my face from the test run round the block! Thanks to the guys at the Aircooled-RD Club; without them it would have been a lot harder restoration project. Blue haze expected in the Lincolnshire countryside this summer I fear.” 7> SUZUKI T250J “Here is a picture of my recently restored 1972 Suzuki T250J,” writes Lyndon Williams from Merthyr Tydfil. “This is the very bike that as a 16- year-old I drooled over. I would watch the owner ride past at a snail’s pace, willing him to open the throttle. Last year I was amazed to find that he had stored the bike in bits since 1976, and I persuaded him to part with it and set about the rebuild. The engine was in perfect condition but I had to buy new exhausts, new mudguards and re-chrome many other parts. I spent around 250 hours on the rebuild and enjoyed every minute. The bike now shares space with my 2004 SV650, my restored 1979 GS425E and a sick 1980 Honda CM200.” 8> HONDA CB900F2 Andy Windrass bought this 1981 Honda CB900 F2 last October. “The bike had only one previous owner and 13,000 miles on the clock. It is in completely original condition, no restoration has been carried out. It looks new and it rides like new. Apart from the Marzocchi rear shocks and Metmachex swingarm the bike is completely standard, and the originals came with the bike. I love it!” 9> HONDA CB350/4 ‘’My brother, John Boyd, in Johannesburg, South Africa, has just completed a 14-month restoration of this 1973 Honda 350/4,” writes Jerry Boyd. My brother owned a 350/4 in the 80s, which is still in Zimbabwe today. Efforts to repurchase this bike for restoration came to naught, so another example was found in South Africa. A short time later, a further complete bike was tracked down in Zimbabwe and was acquired for the project. Ultimately, the South African frame and engine was used as the basis for the restoration, but virtually everything else is either from the Zimbabwe bike or sourced from the UK, USA, Taiwan, Germany, the Netherlands, New Zealand and Thailand. The biggest plus with the Zimbabwe bike was that it came with a set of new, original, pipes which the previous owner had bought but never fitted. The value of the pipes alone justified the outlay

www.classicmechanics.com 37 show us yours > readers’ bikes

for the bike. A fine result and another classic saved.’’ 10> GEMINI MONKEY BIKE “I found this bike in the back of a local dealer’s workshop and nobody seemed to know what it was,” writes Garry Yule from Newport, Isle of Wight. “I liked the look of it, although it was obviously in need of some restoration. A deal was done and it went home in the back of my car. I discovered the little bike is a Gemini SST, produced in Taiwan between 1970-72. They were only imported to the USA, so how this one made it to our country I don’t know. It’s a 49cc two-stroke engine, which looks very similar to a Fizzy, and I understand that production of these bikes was stopped due to legal action from Yamaha. Any parts I have needed have been sent over from the States, and even there are very hard to find.” 11> DUCATI 900SS Mario H Sanctos used to race TZs in the 70s at Interlagos. “The real one, not that stupid F1 circuit they use today!” he says. This is Mario’s 1977 Ducati 900SS, part of a collection that also includes a 1980 Honda CB400, a Norton Commando fastback and another Ducati; an MH900E. 12> SUZUKI GT500 Stephen Sanders bought this bike last April on eBay, without even seeing it first. “The seller said the carbs needed cleaning, and indicators connecting. Almost £2000 later, I have got the bike to this standard. I have renewed almost every part of the bike with genuine Suzuki parts and stainless steel fasteners. I would suggest to any Suzuki restorer; before buying new, old stock from eBay give Robinsons Foundry a ring. For example, I have seen the rubber buffer for GT sidestands go on eBay for £9, and Robinsons sell them new for under £1. I know the colour is wrong and the seat is T500 pattern, but these are both to my taste. Image Works did the paintwork, really good blokes.” 13> SUZUKI GT380M Keith Patstone wanted a GT380, when he was 17, back in 1977. “The problem was I was earning about £19.50 a week at Beauchamp Motorcycles in Leamington Spa, anyone remember it? Seven years ago I spotted an old beat up 1975 model GT380 for £200. By late afternoon I was sitting in my garage, with a nice mug of tea, looking at the sorry state of my purchase, thinking what the hell have I done! After seven years, lots of tea and late nights this is what she looks like today. I entered the bike into the Donington Classic show and the bike won the award for ‘best chrome’. I am now about to start restoration of a 1964 Yamaha YG1.” 14> ‘ANGELINA’ DUCATI 860GTS Canadian Tim Lovell bought this 1977 Ducati as a wreck in 1996 for $1500. “Then in 2003 I was introduced to an 83-year-old Italian lady who kindly offered me the use of a little garage in the back of her house for a mere $200 a year. This lady was ‘Angelina’, a lady who has lived in Canada for over 40 years and knows about the same number of words in English. Over the next three years the restoration process proceeded, and Angelina taught me a few words of Italian and fed me during my late nights in the garage. In kind I would cut her grass and dig her vegetable garden every spring. This bike quite simply would not be on the road today if not for her generosity, and so it is my humble tribute to her that I am proud to carry her name on this Ducati.”

38 www.classicmechanics.com 15> YAMAHA XJ900 Dave Hughes bought his XJ900 new from QB Motorcycles of Quarry Bank, West Midlands in March 1991. “I still have the original receipt along with most of the service invoices. It currently has just under 9000 miles on the clock. Other than two new replacement batteries and a set of tyres the only other expense has been routine servicing. It is a very underrated bike and is reliable, has a good turn of speed and handles well. It is now up for sale as I treated myself to a new Suzuki Bandit 1200 (new bike, old style, best of both worlds?) last year and I need to pay the wife back some of the money I borrowed!” 16> HONDA C201 John Maskell had to send in this pic for Show Us Yours, after seeing the Honda S65 in the January issue; “It’s beautiful! This bike arrived unannounced at my back door one evening. The motor was seized, and the oil pump drive had failed along with general abuse. I set to work and rebuilt it from the ground up. Everything has been done – paint, chrome, alloy, cables, engine, even the correct spokes as original. The only part that is not genuine is the muffler, which is now stainless steel and produces a more fruity note than the original. It rides really well, and keeps up with the traffic no problem.” The model is John’s wife, Chris. 17> KAWASAKI H1 Andy Thompson, from Port Douglas, Queensland has a couple of Kawasaki H1s; this is a 1970 model that he has just restored. “It’s very hard to obtain the triples here in Australia and I am on the look out for an H2. My other H1 is a 1972 H1B that is currently undergoing restoration. “I also have a 1973 S1A 250 and a 1973 S3 400, both of which require restoring when time and cash flow permits – and when the wife will allow. I moved here from Cleethorpes and do miss going to Cadwell Park for the racing and trackdays. I used to marshal there back in the late 70s. It always was a good day out as you got to have a blast around the circuit at the end of the day. Back then I had a Z650.” 18> KAWASAKI KR1S This 1993 KR1S C3 belongs to Mark Corcoran, from Widnes, Cheshire. “I have had it four years now and I am never going to part with it. It’s standard, apart from the exhaust cans, polished rims, a WP rear shock and progressive fork springs. I bought it as a second bike, but as I was riding it more than my main bike I sold my TL1000S and use this instead. I also have a KR1S hybrid with a RGV complete rear end (banana swingarm) and a ZXR400 usd front end.” 19> HONDA CBR600F “My name is Clive Davis and this is my 1991 CBR600FM. I got it in the summer of 2006 as a rolling running wreck. I was turned on by the single seat unit and the price. I started the rebuild in October 2006 and it is now finished and MoTed.” As a body work lecturer at Bedford College, Clive had no problems restoring the paintwork, but does offer this advice: “Don’t drop the freshly painted tank when fitting the drain and breather pipes to it, d’oh. Thanks for a great magazine, I’ve been a reader for many years, having been bike mad since a very early age. I’ve been both a road and AMCA motocross rider, and have owned bikes from MZs to Harleys, including motocross Kawasakis and KTMs, , and Yamahas, and a Bultaco!”

www.classicmechanics.com 39 vjmc > the voice of the vintage japanese motorcycle club

IF THIS SHOW DOES NOTHING ELSE, IT “DEMONSTRATES A DIVIDE NO LONGER EXISTS. IT’S THE LOVE OF CLASSIC BIKES THAT UNITES US; THE COUNTRY OF ORIGIN IS PURELY INCIDENTAL. ” UTTOXETER2007 The Uttoxeter Show will be the first major national show organised and run by the VJMC. And for a first attempt it all seems to be going pretty well, says Steve Cooper.

For a bunch of amateurs we seem to be doing rather well! Motorcycle Club, Different Strokers, Japanese bike imports into the UK The Vintage Japanese Motorcycle Club is delighted to Federation of Clubs, there has been perceived division announce that its 25th Anniversary show is going from Francis-Barnett Owners Club, FS1E between British and Japanese bike- strength to strength and is set to become one of the Motorcycles, GoldWing Owners owning enthusiasts. Admittedly a major biking events of 2007. Club, GoldWing Owners of Great lot of the so-called friction was With the stunning venue of Uttoxeter racecourse and Britain Classic Section, Greeves whipped up by the then its facilities, allied to easy access via the A50, there’s Riders Association, Hednesford contemporary press but there was no reason not to be there on 7-8 July. Entry tickets are Motorcycle Club, Hesketh Owners undoubtedly a schism between only £6 and with over 600 bikes, 50 clubs and more Club, Historic Honda, International East and West. If this show does than 100 bike-related traders already signed up with Laverda Owners Club, Italian MCOC nothing else, it clearly seven weeks to go, the public are assured of a very GB, Jawa CZ Owners Club, Katana demonstrates the divide no longer special event. Owners Club UK, Kawasaki GT exists. It’s the love of classic bikes The show is aimed at the heart of classic biking: Club, Kettle Club, LC Club, Norton that unites us; the country of origin the clubs themselves. It’s tremendous to see that Owners Club, Real Classic Club, is purely incidental and should the event has support from all sections of the Owners Club, Sports never be divisive. All those involved biking world British, European and Japanese. Even Owners Club, Street with the show deserve a pat on the more impressive is the commitment from Honda Specials Motorcycle Club, Sunbeam back for achieving this unified and Yamaha to the event; expect to see their Owners Fellowship, Suzuki Owners position; biking needs to present a current UK models and if the gods smile one or Club, Suzuki X7 GT Owners Club, integrated front in the face of two special pieces of history as well. The Vintage Motor Cycle Club Ltd, burgeoning bureaucratic meddling. The has always been to celebrate our 25 Tiger Cub Club, Triumph Owners’ The aim of the weekend is to years as a club and put something back into Motor Cycle Club, UK Honda Turbo have a damn good time enjoying biking at grass roots level; hence to focus on Association, Velocette Owners Club, the best hobby in the world. See the clubs. Have a look at the list below and I’m Vincent HRD Owners Club, Vintage you there folks, it’s going to be a sure you’ll agree we’ve got a very eclectic mix. Japanese Motorcycle Club (well we cracking event run by some of the Aircooled RD Club, AJS & Matchless thought we ought to make an most professional amateurs you’re Owners Club, Ariel Leader & Arrow Club, effort!), Vintage Motor Scooter ever likely to meet. Beaulieu Enterprises Ltd, British Two Stroke Club, XJR Owners Club, Yamaha For more details please call Club, BSA Bantam Club, BSA Owners’ Club, Classic MCC, Yamaha TZ Club and 0870-0138562 or email CBX Riders Club, Cossack Owners Club, Z1 Owners Club. [email protected] Derbyshire & Staffordshire Classic Right from the early days of Words: Steve Cooper.

THE VINTAGE JAPANESE MOTORCYCLE CLUB IS AN > Contact the VJMC: ENTHUSIASTS’ CLUB WITH MORE THAN 5500 MEMBERS, web: UNITED BY A COMMON INTEREST IN OWNING, RIDING, www.vjmc.com PRESERVING AND RESTORING JAPANESE MOTORCYCLES OF email: 15 YEARS OF AGE OR MORE. [email protected]

40 www.classicmechanics.com readers’ letters > you write

ANYTHING TO SAY? SEND YOUR LETTERS TO: CLASSIC & MOTORCYCLE MECHANICS, PO BOX 99, HORNCASTLE, LINCOLNSHIRE, LN9 6LZ mailbag OR E-MAIL [email protected]

I’VE DONE ONE TOO WIN FIVE LITRES OF MILLERS OIL I congratulate Pete Tantrum for his excellent replica of Bazza’s bike. I too have built an We’re giving away a five-litre bottle letters and prints to the usual RG500 replica. The famous Texaco Heron No of Millers 10/40 Oil (worth over address. Please include your land 7. The bike is also road registered and was £17) to suit your classic bike for the address with all emails, and built to complete the ride in letter we judge to be the best of the add your name and address to Australia from Bairnsdale to the MotoGP at month. Send your email with the back of photos if you want Phillip Island. The bike won top Japanese at pictures as JPG attachments to them returning. the Show ‘n Shine, also raising more than [email protected] or post your Rod Gibson. $3000 for cancer research. It also impressed Bazza’s kids, who signed the bike for me. To view the bike you can go to the Ducati Owners’ Club of South Australia’s website hacksaw, we set about attacking the evil www.docsa.com.au. Go to events cal and lock. Oxford locks have a good reputation click on the picture of Barry Sheene’s bike. for being highly tamper proof and very I’m sure that we are the only Bazza Sheene strong, but on this particular day this is replica owners around, but would love to hear not what I wanted! We soon realised the if anyone else has taken up the challenge. only way this lock was coming off was with Cheers Bazza Warren, Adelaide, South Australia. WATCH YOUR LOCKS brute force and ignorance, one of my old Why does it always rain on MOT day? favourites. GOLD WING’S DEBUT WAS AT THE TT When you've spent hours buffing up your My luck was about to change, for on As a follow up to the heading ‘The first Gold highly polished crankcases, fork legs, the beach lawns opposite was a mobile Wing’, to my recollection the British, if not world paintwork etc.... it has to rain all day. Still sales unit selling wheelchairs and electric premier, of the Honda flagship was at the 1975 the XV flew through; Rich Lewis knows a buggies. The young lad in the sales office TT. It was ridden by none other than Mike good bike when he sees one even if he could see my problem and came over to Hailwood and pillion on that day was Geoff Duke! laughed at me riding off in the rain. offer his assistance. The first thing that I remember standing in Parliament Square, On the way home I stopped off in town entered my head was "have you got a Ramsey, waiting for its arrival between races. It to visit the bank, securely locking the XV generator?" to which he said "yes". So I was such an anti-climax to see this long awaited to the railings in the bike park on the sea then asked Malc to nip home and get my bike come along the road and disappear out of front in Weston, using my trusted Oxford angle grinder. sight with hardly more than a whisper. Was this a cable lock I've had for about 12 years. Finally it stopped raining and with the sign of things to come? I guess it was, because Returning about 15 minutes later, to my genny running, the spark eroder screamed the Wing made it past the 25th anniversary in horror the key wouldn't fit into the lock – through the blue cable in about 30 different guises. I’ll look out the picture of the strange, never had any trouble before. I seconds, freeing the XV and allowing me to day if I can find it. unpacked my comprehensive Yamaha tool get home out of the rain. A big thanks for John, by email kit and started to prod and poke their help. The moral of the story is: buy helplessly at the brass tumblers in the good security kit but don't let it get too old DVLA REGISTRATION lock that had fallen out of place, but to no and tired, it might drop you in it; I was I thought I would just drop a note about avail. After putting my helmet back on at quite lucky it happened only a mile and half registrations, as I acquired a Suzuki GS550 the start of another heavy downpour, I from home, could have been a lot worse. last July from my brother-in-law, who had thought, why me? After my second phone Worryingly, while all this was going on, purchased it as a rolling frame with call I finally managed to find someone not one person questioned if it was my dismantled engine and various important bits willing to help me in my predicament, bike. I must have been there an hour at missing, such as V5C, registration plate etc. good old Malc, my brother in-law. With least. That's life. I completed a registration form at the local assorted screwdrivers, hammer and Mark Gallett, Weston Super Mar post office, sent it off with my £19 and waited. A letter came asking me to present the bike for inspection at their office. I A VACUOUS WASTE who support us. Its win/win as far as I'm explained its condition to them and they I enjoy the magazine and look forward to receiving concerned – everyone who helped with parts stated as long as there is 60 per cent of the it each month, but I can't help noticing the for the XT, for instance, supplies quality stuff vehicle and it was on their computer file increase in advertorial and supplier puffs (in the and is prepared to put their goods up for public (1980 or newer) they could give me its XT500 feature for example). scrutiny on our rebuild bikes. Readers want to original number. It had not been taxed for I found myself particularly annoyed with the May know what stuff is available and what the over 10 years but I got the original number issue by the waste of a two page colour spread on quality is like – we show 'em. Would you rather re-issued. All they did was check the frame a fairly vacuous and clearly advertorial piece about we kept it secret who we get bits from? It number and contact the last known owner to Gibson exhausts. would hardly be fair to people like Phil Denton, make sure it was not stolen, all for my I know advertising revenue is important but I who busts a gut to run his one-man business original cheque of £19. I hope this helps hope CMM won't increasingly use this cost and provide top quality parts – an enthusiast some readers. effective way of filling pages as an alternative to supplying parts for other enthusiasts. We're all Tim Wardle, by email. quality editorial. engaged in the same enterprise here – readers, That’s good news, Tim, you’ve obviously got Mark Marlow, by email writers and suppliers; what's wrong with us all that rare creature, the sensible civil servant, There’s nothing sinister about it Mark, we need helping each other out? Start up your own in your area. I wish there were more like them. advertising revenue and we support advertisers business and we'll support you too... Rod. – Rod.

44 www.classicmechanics.com BACK ISSUES

80 > BACK ISSUES Missed a story? Catch up here

MECHANICS – MY LAST CHANCE MY XS IS BACK Long time no speak, hope you are keeping well. Great article and pics on the XT – well done. From the photographs it was clear that you were really happy with the result! You may or may not remember I was the one who bought the seized Yamaha XS400 – well I'm glad to report it’s back on the road. It stills need a bit of work but I shall send a picture for ‘show us yours’ by separate mail. Best Wishes Steve Powroznyk, by email

PUT YOURSELF IN THE PICTURE Please find enclosed a picture of because it's not a desired model my 1994 XJ900F. It's not show doesn't mean it's worthless. condition, but from buying a rusty Secondly, I remember talking to wreck with a blown engine, I have you at the Donington show and now a fully working and reliable you telling me that you had seen a bike. It's had the frame, fairing Z1 that you fancied restoring. I am brackets and swinging arm shot glad to see you gave into blasted and powder coated, new temptation, and good luck with the bearings all round, new fork project. I would like to put forward internals, brakes rebuilt, new the XJ for review, but as I say it shocks, a replacement engine ain't mint. I’d like to enlist the help of Bonneville engine into it and put it from a breaker’s, and some good Thirdly, letters page. Please Mechanics readers to try and help on the road. I reckon he was a old elbow grease. I've learned a keep up the re-runs of the MIRA me find my old bike. I know you Dutchman, resident in Norwood, lot while doing it, and have been files. I was born in 1971 and was must get hundreds of requests to South London, at the time. helped by my good friends when I reading the Beano when they first trace old bikes, but I think you’re my Obviously, being a race bike, there have been head scratching. came out, and find them only hope on this one. I’m asking are no frame numbers to go on but Initially bought in November 2003 interesting and informative. as the bike was unusual and wasn’t I know of some distinguishing to keep my mind occupied over Finally, while watching an advert road registered, so I can’t trace it marks that can help identify it. If that Christmas because I had got for a miraculous domestic cleaner, through normal channels. It was a anyone knows of its whereabouts, the push from my beloved; since I wondered if any of these wonder race bike I’d campaigned in the late they can contact me at then I have bought another non cleaning products are suitable for 80s and early 90s and was a [email protected] as I’d really like running XJ900F, which was easier motorcycles and whether you complete one-off. I raced it in the to get hold of it again (if it still to get on the road, met my fancy doing a consumer test old F2 class with some success exists) as it holds some good wonderful fiancee, was seriously feature on some motorcycle parts. and now I’d like to get hold of it memories for me. I’ve enclosed a injured when knocked off the Thanks for a great mag, keep up again to use at track days. picture of it to help , apologies original XJ, and finally was on the the good work. It was based around a modified about the quality but it's the best I road in September 2006. Just Tom, by email. TZ500 rolling chassis fitted with an could find. air-cooled GPZ550 motor. I know Mark Wateridge, by email what happened to the engine, but We’ll do what we can Mark. Anyone the rolling chassis I sold in the early out there recognize Mark’s old bike? 90s to a guy who was going to fit a – Rod. SUCH DISGRACEFUL BEHAVIOUR This is the only magazine I buy now, as I normally find it the best in the world, but I was shocked, nay horrified, when I went to purchase the May issue to find that my favourite read had now stooped to the levels of the plastic rocket mags with their idiots on the front cover. I was stunned to see some young hooligan on an off-road bike, on the wrong side of the road, one hand on the handlebar and a tax disc out of date. I think he must have been doing this to impress his mates or the ladies. I just hope this youngster lives to grow up and become a respectable motorcyclist. Trevor Dent, Respectable LC rider I hope so too – Rod

www.classicmechanics.com 45 readers’ letters > you write

A SHINING EXAMPLE XT500 – GREAT BALLS OF FIRE Just thought I would let you know that I have just received the exhaust headers back from Camcoat, they have been finished in silver. I had been looking for an exhaust finisher for years after struggling with various high temperature paints and sprays on various bike exhausts. If I had not been a reader of CMM I would not have been aware of Camcoat. I have liked following your Katana rebuild – after the filler cap modification, did you wash out the tank from the grinding bits and dust? We would not want you to experience another 'goosed engine'. Do you want to improve on your ETs or speed at the drag strip? Deflate your tyres slightly! You will need to consult another Katana drag bike racer for the pressures, but remember to re-inflate for your journey home! Dave Wood KLE – ONE AMONG HUNDREDS – RARE OR JUST NOT POPULAR? I have just read your editorial of June's edition of CMM and while I agree with your sentiments about global warming and the effects of cars Thanks for a great magazine. I am a before and it changed my mind about that certain fasteners need to be 8.8 and bikes it got me thinking. It occurred to me regular reader; it’s a brilliant resource only riding on the road. Slowly I or 10.2 for extra strength and safety that if the Mortons organisation wanted to help for classic Japanese bikes. I own two started to find short cuts to work that reasons. Sometimes, you're better off clean up the environment then perhaps a good Yamaha XS650s and a Kawasaki led through fields and woodlands. polishing the heads or chrome plating place to start would be to replace the Z650 B3. My favourite is the 1977 Your mention of the kick indicator, them if you need the bling. The harder thousands of plastic bags that are used to Special chopper (above) or – as I’ve it made me cringe. Being shown how the bolt, the more brittle it is, and can send out the magazines to subscribers. If they had it called – ‘a tart's handbag’. to start the bike, my mate said: “Mind snap quicker when over-tightened. were replaced with recycled paper envelopes The article on the XT500 brought your balls." I didn't quite get it, but One more thing – will there be any surely that would be a help? back some memories. When I passed after an unsuccessful kick, I landed more of Dr Rod on the telly in the Recently, a village in Devon started the ball my test in 1981 my darling granny on the tank and couldn't breathe for a future? I have taped all episodes. rolling by all the traders and shop owners bought me an XT500H. As a few minutes. George Collins, St Teath, Cornwall banning plastic bags for a six month trial youngster, I grew up in Germany and In the knowledge article, the There are presently no plans for period. Why not be the first publisher to ban always had sport like Kreidler properties of classes of fasteners are any further episodes, but who plastic bags and help the environment? Right and Puch. I had tried a mate’s XT mentioned. It is important to know knows what the future holds. Rod then, that's got the plastic bag rant out of the way, onto bike matters. NO RATTLING WITH THIS SABRE I have just renewed my annual subscription to Classic Motorcycle Mechanics for the second time. For me it's the best motorcycle monthly, being informative, entertaining and a useful guide for the home mechanic who sometimes needs a few tips on how to get around a problem. I read my first copy just over a year ago at the same time that I bought a cheap, five previous owners, 1994 Kawasaki KLE 500 as a for the commute to work. I hadn't intended to do any restoration on it, but due in part to your magazine I found myself engaged in a restoration that has just been completed. Not to concours standard however, the danger there being that it would not get ridden if it was too 'precious', but to an acceptable state that I am happy with. It looks newer than the registration suggests, and that's fine. I recently took part in the Mortons Lymphoma Wolds Run and had a really good time. One thing that surprised me was that my KLE was the only one there among hundreds of bikes. I don't know if that makes it rare or just not a Enclosed is a photo of my late 1983 rode very little, hence the mileage. cc.Please feature the Sabre in popular bike, the latter probably. VF 750s V45 Honda Sabre. After an Nick got it running, replacing fork “Show us Yours” as a “lemon” this I don't care that it is a shell suit turquoise absence of 20 years from the biking seals etc and with very little effort, one certainly survived and it is colour and that the replacement Arrow exhaust scene I discovered this one sitting I had it pretty presentable. Both my actually a pleasure to be seen out is nearly worth more than the bike, it's a hoot to in Nick Robinson’s with just less wife and I have clocked up 800 and about. ride and much more fun than my previous BMW. than 8,000 miles on the clock, the miles since then and enjoyed each Great mag as I love the 80’s/90’s Thanks again for a great mag. previous owner, one of, had dry one – however the bike bug has style. Roger Evans, Sleaford, Lincs stored it for about 10 years and bitten and I’m looking to increase Mike Mercer, Hants

46 www.classicmechanics.com ‘ROUGH RUNNER’ NOW UP TO SCRATCH Here’s a picture of my CX500Z (78). The photo was taken at the CX-GL National Rally at East Malling, Kent in May 07. I paid £75 for the bike as a rough runner, it now has new paint, revised front end with AR125 front light, straight bars, cut down front guard, 2/4 seat and mini indicators. The CX-GL MCC (UK) had been fantastic source of information and help in getting my bike up to scratch. I love it to bits! Fantastic mag! Pete Bennett, Devon

MAKE DO AND MEND What a great magazine Classic FASCINATED BY FEATURES Mechanics is, a real cover-to-cover What a childish rant that was from Trevor read. Lock in your June issue. I cannot I started buying it in August understand why he resents road tests 2001 when a ‘friend’ passed off my being published for bikes that were also handiwork on a Z750 Lawson covered 30 years ago. Being new to biking Replica as his own work. Ever and 27 years old, I am fascinated by since then I have been hooked and features on classic bikes, and where else have brought another Z750 that is can I read them, if not in your excellent in need of restoration. magazine, which I look forward to each I have enclosed some before and month. I think Trevor should think back on after photos of my 1986 RD 125 the pleasure he got from reading the road LC III. tests back then, and realise that classic It started as a £50 pile of bits, biking is about heritage, which needs to be and over three years, and a house complete it. As you will see in it Also you will see my 1996 YZF passed on to the next generation in order move (with a large workshop) it has an original All speed pipe and 750R. This is pretty much to survive. I recently bought my first bike, has finished up as the Kenny Rentec rad guard fitted. standard apart from the screen, a 1990 400cc Bros, and thoroughly enjoy Roberts style you see in the So far I have not been able to end can and rear hugger. It is in informative articles and restoration photos. My aim with this project get a carb setting and idle speed very good condition and has only projects, keep up the good work. was to put it back on the road for so I may change the K&N filter. done 16,500 miles. I don’t know if Karl O’Neill, Kilcoole, Co Wicklow less than its resale value, as I have Apart from the slow speed running you would be interested in seen so many restorations that the powerband and acceleration photographing it for your have cost far more than the value are impressive for a 125. There is occasional features on bikes from of the bike. I have achieved this still some minor cosmetic work to the 90s. If you do please contact RODEO LEMON with a total cost of £550. I had to complete, but this can be done as me, as I am in favour of more 90s You forgot to mention what a great make do and mend with some evening jobs now the basic work is bikes being featured. machine for pillions the parts and call in a few favours to complete. Ian Killaspy, Cambridge was in your Biking Lemons feature!! Pete Johnson, Sheffield

www.classicmechanics.com 47 mira files > suzuki and kawasaki 550 customs

CHALK AND CHEESE

Testing custom bikes in the 1980s was a thankless task, but it did reveal how some manufacturers were better at it than others as demonstrated by Kawasaki’s Z550LTD and Suzuki’s GS550L. John Nutting steps back 25 years. Mortons Archive PHOTOS: John Nutting WORDS:

48 www.classicmechanics.com OK, I’ve got a confession to make. the latest customs but reading When it came to reporting on the between the lines you could sense growing range of so-called custom the feeling that highlighting the motorcycles in the late 70s and early technical changes of some show- 80s, I mostly passed the buck. boating chrome-bedecked cruiser they To me, bikes that were offered only satisfied the needs of the growing as a style alternative to basic models band of uncritical buyers who wanted didn’t seem worth commenting on. nothing more than an easy ride. After all, what more can you say That was mostly because bike about a bike that’s had its handling magazines were staffed by compromised by longer fork legs, enthusiasts. The bike manufacturers softer suspension and a wider and were chasing bigger markets taller handlebar? populated not by petrol heads, but by I suspect reporters elsewhere felt the Sunday morning brunch bunch. the same. Flicking through the And their heads were turned by the US mainstream laid-back look. magazines like Delivering style enough to satisfy Cycle, you’d the casual buyer was fairly easy. see tests of Kawasaki first tried with its Z900LTD in 1975 with lavish brightwork, extra detailing and a higher handlebar. By 1980, all of the Japanese factories had ranges of models from 250cc to 1000cc. But although styling the bikes was one thing, designing them so they actually functioned was another. And the spectrum of capability was highlighted when in 1980 Which Bike?, where I was editor at the time, tested two 550cc fours from Kawasaki and Suzuki. At first glance they looked very similar, but on the road no two bikes could have been more different.

www.classicmechanics.com 49 mira files > suzuki and kawasaki 550 customs

SPECIFICATION AND THERE’S NOTHING LIKE 550 CUSTOMS 1980 RESPONSE MODEL Suzuki GS550LT Kawasaki Z550LTD THROTTLE ENGINE air-cooled in-line four air-cooled in-line four ENOUGH TO LIFT THE FRONT CAPACITY 549cc (56 x 55.8mm) 553cc (58 x 52.4mm) IN THE LOWER GEARS VALVE OPERATION dohc, two valves per cylinder dohc, two valves per cylinder “WHEEL COMPRESSION RATIO 8.6 to 1 9.5 to 1 TO CREATE AFAVOURABLE LUBRICATION wet sump, 2.4 litres wet sump, 3.0 litres IGNITION coils and contact breakers electronic coils FIRST IMPRESSION. CARBURATION four 32mm Mikuni CV four 22mm Tekei PEAK POWER 53bhp at 9400rpm 54bhp at 8500rpm ” PEAK TORQUE 30ft-lb at 8000rpm 34ft-lb at 7000rpm PRIMARY DRIVE gear Hy-vo chain and gears PRIMARY RATIO 1.98 to 1 (87/44) 2.94:1 (27/23 x 65/26) CLUTCH wet multiplate wet multiplate GEARBOX six-speed six-speed INTERNAL RATIOS 2.67, 1.78, 1.38, 1.17, 2.57, 1.78, 1.38, 1.13, 1.05 and 0.96 to 1 0.961 and 0.851:1 FINAL DRIVE 50 HDL chain 530 chain FINAL DRIVE RATIO 3.40 to 1 (51/15) 2.38 (38/16) OVERALL RATIOS 17.93, 11.95, 9.28, 7.89, 17.9, 12.4, 9.63, 7.84, 7.03 and 6.43 to 1. 6.70 and 5.94 to 1 FRAME Duplex welded tubular steel cradle Duplex welded tubular steel cradle FRONT SUSPENSION leading-axle telescopic fork telescopic fork, air-assisted REAR SUSPENSION pivoted fork, two spring-damper units pivoted fork, two spring-dampers with five-position adjustable preload adjustment and four-position damping adjustment FRONT WHEEL cast aluminium alloy, 19in cast aluminium alloy, 19in REAR WHEEL cast aluminium alloy, 17in cast aluminium alloy, 16in FRONT TYRE IRC 3.25H x 19 Dunlop Gold Seal 3.25S x 19 REAR TYRE IRC 4.50H x 17 Dunlop Gold Seal 130/90S x 16 FRONT BRAKE dual 280mm hydraulic discs dual 236mm hydraulic discs REAR BRAKE single 280mm disc 180mm drum ELECTRICAL SYSTEM three-phase alternator, 60/55W headlamp, starter motor alternator, 45/40W headlamp, starter motor BATTERY 12v-12Ah 12v 12Ah FUEL TANK 12.0 litres (2.8 gallons) 12.4 litres (2.7 gallons) WHEELBASE 1455mm (57.3in) 1420mm (55.9in) SEAT HEIGHT 790mm (31.0in) (30.5in) CASTOR ANGLE 61.0 deg 62.5 deg The Suzuki, a GS550LT, had great TRAIL 122mm (4.8in) 110mm (4.3in) lineage. The GS550 (launched in WEIGHT (CLAIMED) 202kg (444lb) dry 198kg (436lb) dry 1977) from which it was derived was quick for its time, with fine handling PERFORMANCE and a potent, robust double TOP SPEED 105mph (ind) 110mph (ind) overhead-camshaft four-cylinder SPEEDS IN GEARS 39mph, 58mph and 75mph 39mph, 50mph and 65mph engine. The motor was a smaller AT MAX POWER REVS 88mph, 99mph and 108mph 79mph, 93mph and 106mph version of that used in the GS750, STANDING 1/4 MILE 14.0sec 13.4sec Suzuki’s first four-stroke road bike, 0-TO-60MPH 6.0sec 5.8sec which had appeared in 1976. AV FUEL CONSUMPTION 53mpg 62mpg Durability stemmed from the use of RANGE 148 miles 167 miles gear primary drive and roller bearings throughout the crankcase and six- speed gearbox, the overhead camshafts being chain driven and opening the valves, two per cylinder, through reliable bucket followers. By the time it was powering the GS550LT custom, the engine’s original four Mikuni slide-type carbs were replaced with larger-choke

Mortons Archive constant-velocity Mikunis with a lighter action at the twistgrip. Power had also been upped from

PHOTOS: 48.5bhp at 9000rpm to 53bhp at a heady 9400rpm with peak torque of 30ft-lb at 8000rpm. Suzuki had also dropped the use of a

John Nutting kick-start lever and fitted a more powerful generator. In its custom role, the bike

WORDS: acquired a deeply padded two-step

50 www.classicmechanics.com CUSTOM HISTORY Customs, cruisers, specials: About the same time Yamaha also they’re so much a part of almost offered a custom version of its every bike manufacturer’s range XS650 twin that looked much now that it’s hard to imagine a more the part. time before they existed. But it wasn’t until 1979 that And there was a time. Excavate the Japanese started to offer through the strata of motorcycle customs versions of their bikes in history and you’ll get back to the a range of sizes. period when bikes were… just, By which time of course, Harley- bikes. Davidson had placed Willie G There were no laid-back style Davidson in charge of styling and, statements. None of the me-too in 1977, raised the bar by Harley-Davidson look-alikes that launching its epochal FXS Low are the basis of current ranges. In Rider. fact there was a time when even Even so, the Japanese factories Harley-Davidsons possessed no regarded ‘specials’ as simply more than their own relaxed V- restyled versions of their current twin character. No range twin- and multi-cylindered models. extensions. No chromed Kawasaki simply expanded its LTD accessories. Just plain ol’ grunt range down to smaller models. for putt-putting on the back roads. Perhaps the best interpretation But as motorcycling grew in was Honda’s CX500 Custom, popularity in North America in the launched in 1979, and indeed it 70s, the Japanese factories, and was possibly the most sanitised seat, pull-back bars, megaphone-style despite the 2 1/2in longer Harley-Davidson too, realised that custom machine ever. silencers and chrome where plastics wheelbase and lanky 61-degree rake as their products needed to Honda made an even bolder had previous been used, such as resulting from the extended fork appeal to a wider market, then so move the same year with its US- for the headlamp body and chain legs. Suspension was unbalanced their machines would have to only CB900C Custom, using the guard. Running gear changes though, with the fork being too conform to the romantic image 16-valve 902cc engine from its included a longer leading-axle soft while the conventional rear popularised by films like Easy top line CB900F sports bike with telescopic fork and a smaller 17in shocks felt too hard, so on rougher Rider at the end of the 60s. the addition of shaft drive along rear wheel with a fatter tyre, and surfaces it could easily get itself Of course, hard-core fans had with a low-high gearbox giving ten triple disc brakes. in a twist. been chopping their bikes for speeds packed in a custom styling It has some neat equipment and Braking was similar. Suzuki years. Easy Rider conveniently package. instrumentation. The fuel cap was specified twin discs for the front conveyed the ape-hanger image to Suzuki tried as well. But their lockable. At the time the use of a end, rather than the single disc a bigger audience. But there was customs, introduced around digital gear indicator between the found on other markets and so long nothing in their local bike shop 1980, paid only lip service to the conventional speedo and rev meter as you were used to the pitching the that looked even remotely like laid-back look with relatively was the height of gizmo, as was the power was controllable with good Peter Fonda’s strung-out Captain buzzy engines. Fact was that the fuel gauge – though without a fuel tap feel, but the rear disc was too easy America Harley. Not even in a Japanese factories didn’t get what there was no reserve supply. And the to lock up. Harley dealership. the custom look, or feel, was all engine still had old-style ignition with The engine, as ever, was the Closest was Norton’s Hi-Rider about. contact breakers. highlight. Smooth and free revving, Commando 750 twin, but with a It wasn’t until Yamaha produced Style-wise it then started to go with six gears to play with, the 549cc stepped seat and high handlebars its own V-twin engine, first used in wrong. The smaller 2.7-gallon fuel (56 x 55.8mm) four was potent it was more a Raleigh Chopper the shaft-drive XV750SE Virago of tank left a gap at the front that would enough to haul the bike up to an than a Harley chop. But if anything 1981, that the basis of a custom have otherwise exposed a nest of indicated 105mph, a speed that was it showed the British factory had cruiser appeared. What followed control cables and wiring had it not much lower than the stock bike its finger on the market pulse, if was a process of development been for a crude plastic cover. And mostly because of the drag created not able to convert it properly into that resulted in a convergence in the colour scheme was uninspired: by the rider hanging on the ’bars. practice. design, with V-twins made in a dull metallic blue offset with Gearing was lower than stock through The Japanese factories look Japan eventually mimicking the pin striping. the use of a larger 51-tooth rear- longer to catch up. They’d been 45-degree Harley layout more It didn’t get any better once you sat wheel sprocket, one tooth up. Just as taking a purist view: get the bikes closely. astride the Suzuki. The seat was so well because the engine could right first, then worry about the For example, Honda’s first tall you could barely get your feet on usefully have been more responsive style. By the mid-70s, Honda, attempt at an inline V-twin was a the ground, which as our expert on at lower revs. Kawasaki, Suzuki and Yamaha , the 500cc Ascot of the the magazine remarked was hardly in Other features included a more were still filling their ranges from early 80s. This was a 52-degree keeping with the custom image. potent alternator – enough to tiddlers to heavyweights. Indeed it twin with offset crankpins to Then, once you were on the move, adequately feed a 60-watt headlamp. took until 1978 before they’d reduce vibration. Kawasaki’s first the broad, pull-back handlebar Fuel consumption was only completed the process, by which V-twin was also liquid-cooled, and seemed out of keeping with the average at 53mpg and, though the time sales were at an all-time looked it with an almost conventionally positioned footrests. theoretical range was about 145 high. appliance-like appearance. Low speed handling took some miles, we wouldn’t have risked it. Nonetheless there had been It would take another 10 years getting accustomed to, again After topping up, the fuel gauge attempts to offer customs. Their before the low and mean styling because of the handlebar’s width. would register full for 50 miles then Genesis arrived in 1976 with would take hold. By then too, the At speed, it was hard work as well in the next 30 miles would drop into Kawasaki’s limited edition Z900, Japanese factories would also because not only were you struggling the red, suggesting a reserve of 60 which much like the Norton Hi- distance themselves from the to control windblast above 70mph miles. Few would fill up after 80 Rider was a converted base model custom market with names like but, with the grips pointed back, it miles, but then you would risk with a stepped seat, a higher Road Star (Yamaha) and Shadow took the hands of a weightlifter to running dry if you forgot, an easy handlebar and lashings of chrome. (Honda) for their ranges. hang on. Stability wasn’t too bad, mistake to make.

www.classicmechanics.com 51 mira files > suzuki and kawasaki 550 customs

Suzuki offered the custom-style the carburettors remained an GS550L for just one year in the UK, earlier version of slide-type Tekei sparing some potential buyers the with 22mm chokes. Response was experience of riding a true donkey. brilliant with the engine pulling with Trouble was that the potential buyer alacrity from low revs in any of the six would probably never have even gears, and even pulling wheelies at considered riding the Suzuki back-to- will in bottom or second gear. This back with the Kawasaki Z550LTD. was despite the fact that the LTD had Though populating a growing niche taller gearing: a two-tooth smaller sector, these bikes were mostly rear sprocket (38t) was used. impulse buys. But had they done Kawasaki’s use of a specially their homework even the most designed frame for the 550LTD undemanding would have realised showed up in many ways. With a that the Kawasaki beat the Suzuki lower riding position the bike felt hands down in every category, and easier to handle at lower speeds and this has been borne out over the provided better roadholding, though years. Kawasaki Z550LTD owners still the fat 16in rear tyre occasionally say they’re great bikes. We even rolled off white lines and other found in the US a Ducati fan with irregularities and had so little grip it several classy models, who enjoyed would squeal under hard his Z550LTD until very recently. But acceleration. But the feel of the bike we couldn’t locate a GS550L owner was so soft and well controlled, and (they’ll probably now come out of could be enhanced by the woodwork with unqualified praise experimentation with the four for the bike). damping adjustments on the rear Fact was that the Kawasaki had shocks or the air-pressure valves on better styling, performance and the front fork legs, that it mattered handling than the Suzuki. It was less than it might otherwise. derived from the sporty Z500 four Though the LTD sported the launched in 1979, a bike that had cruiser look, it had conventional been quickly uprated to 550 and front-end geometry with a 62.5- spawned a series of spectacular degree steering head. Weaving GPz550 sports bikes, the highlight of through city traffic was a breeze, which was the 1983 version with swoopy styling that mimicked the GPz1100 and with 65bhp was good for more than 130mph. Kawasaki did as good a job in designing the Z550LTD, starting with a specially adapted frame with lower seat tubes that enabled the deeply padded to offer a manageably comfortable riding stance that made the bike more wieldy. It even looked better, with black paintwork picked out with gold lining that perfectly matched the cast-ally wheels with polished rims. Shorty, mega-style silencers were complemented by a trimmed front mudguard. Adjustable suspension was the icing on the cake. And there’s nothing like throttle response enough to lift the front wheel in the lower gears to create a favourable first impression. For the 1980 models in the UK, Kawasaki had retuned the 553ccc (58 x 52.4mm) engine to boost peak power to 54bhp at 8500rpm with peak torque of 34ft-lb at a relaxed

Mortons Archive 7000rpm. Otherwise, the engine followed the architecture established in the Z650 four of 1976 with a

PHOTOS: crankshaft running in plain bearings and the double overhead camshafts driven by inverted-tooth chain – though for this year the chain’s roller

John Nutting tensioners had been replaced with slippers. Showing the way ahead was the

WORDS: use of electronic ignition, though

52 www.classicmechanics.com though the mirrors measuring 41in CUSTOM ALTERNATIVES across, might cramp some riders’ style. Braking was much better than HONDA CB900C the Suzuki’s. Kawasaki had long Honda’s first foray into custom been specifying sintered metal pads machinery was in 1979 with the for its disc brakes, matched to CX500C, a mildly styled version of rotors with asymmetric holes to the across-the-frame liquid-cooled combat squealing and improving wet shaft-drive V-twin, launched a year weather performance. earlier. For carrying a passenger, the Whether it earned the right to be Kawasaki was well equipped with called a custom is neither here nor a grab rail and seat strap, and with there: that’s what Honda called it. its generally more secure demeanour But Honda also wanted a shaft-drive was the better choice of the two custom bike to fit in the US range bikes. It felt more powerful, cornered below the GL1100 Gold Wing tourer. better, was lighter (by 15lb, at 436lb The only option – with limited time dry) and realistically offered a higher available – was to adapt currently cruising range of over 160 miles, made parts. And so Honda’s thanks to its proper fuel tap and engineers took as a base the CB900F 62mpg average consumption. engine that had yet to appear in Matching the two bikes proved North America (its sport bikes were that under the glitz there was a real the CB750F and CBX1000) and pecking order in custom bikes, fitted shaft drive from the Gold Wing. measured 62.4in axle to axle and was ‘normal’ 130mph in top while in despite their earlier evolution. In The result, launched at the end of that was Harley territory. Mated with high, gearing was for 152mph or time, that process would lead to the 1979, was a strange hybrid offering suspension using air-pressure providing a relaxed 4150rpm at appearance of engines designed better performance than either the adjustment, it was fine for armchair 70mph that also reduced fuel with cruising in mind, with the Suzuki GS850 and Yamaha XS850, comfort but slowed the steering and consumption. Japanese producing their own V- both of which also had shaft drive, ate up cornering clearance. I can’t say the CB900C I rode in twins, such as Yamaha’s 750cc but with a more cushy ride. Some US riders had been angling California soon after it appeared was Virago. It would, of course, be too Shaft drive may have been a benefit for either higher gearing for relaxed particularly appealing: the handling refined, but in time that too would but it had a downside: Fitting it touring or lower gearing for hauling was dull and the transmission be dealt with and Harley clones meant having to use a crossover luggage: So in the CB900C Honda backlash annoying. But as a custom would rule the earth. gearbox to take the drive from the gave them both by including two it looked the part with four silencers, left to the right, and the extra room speeds in the transfer box, so there stepped seat, fat rear wheel and a called for a longer chassis. It were 10 speeds in all. In low, gearing tall handlebar.

YAMAHA XV750SE VIRAGO The Japanese manufacturers took an inordinate period of time to catch on to the fact that to design a successful custom machine you had to start from the ground up, and not just adapt current technology. It wasn’t until 1983 that Yamaha took the plunge and offered an inline V-twin that, with custom styling, could approach the experience of riding a Harley-Davidson. In a brave move by the factory it designed a 75-degree overhead- camshaft twin to power both a US- style cruiser and a European tourer designed to appeal to traditional steering and responsive engine With Yamaha’s experience of riders. The cruiser was the XV750SE pleased the press. Novel features producing custom bikes from the while the Euro-tourer was the bigger included a spine type frame made mid-70s, you’d think they’d be able to capacity XV920. The bigger bike from steel pressings that exposed get the laid-back riding position bombed, but while the XV750SE, the light-alloy castings of the chunky right. But even within the longish dubbed the Virago, fell short of motor and Monoshock rear 59.8in wheelbase the stepped seat meeting riders’ dreams it was if suspension with shaft drive. It and pull-back handlebar contorted nothing durable: examples are still wasn’t fast – being good for about the rider so anything longer than an seen running. 110mph – but from 3000 to hour’s riding turned to torture. But it Yamaha launched the Virago in 5000rpm in fifth offered a relaxed was a great first try at matching a southern Spain where its light and nimble ride. Harley.

SMOOTH AND FREE REVVING, WITH SIX GEARS TO PLAY WITH, THE 549CC (56 X 55.8MM) FOUR WAS POTENT “ENOUGH TO HAUL THE BIKE UP TO AN INDICATED 105MPH... www.classicmechanics.com”53 touring > thumping around scandinavia part two NORWAY BY YAMAHA SRX

It was time to part company with Last month Martyn Peters of the Thumper Club took his 20- Boyd. He was heading for Oslo and some more sightseeing, while I year-old Yamaha SRX600 through Holland to meet up with his wanted to see the huge cliffs of the mate Boyd at the ‘Bukkerit’ off-road rally in Norway. Despite Romsdal and ride up the Trollstigen pass. After a damp morning packing bits falling off, dodgy electrics and torrential rain he made it. tents and loading the bikes in the Now it's time to think about getting back home… pouring rain it was time to say our farewells. To avoid gravel tracks over the tops of mountains, I initially headed east and north before turning back west towards the Romsdal. This seemed a prudent plan in view of my problems so far. I wanted to make sure that if something broke that I couldn’t fix, I would at least be on a main road and thus easier for the breakdown services to locate. The day’s ride was once again punctuated by showers, but none of them too bad, and the rain stopped completely by mid-afternoon. En route I stopped at the Slettafoss for a break and some pictures. The Slettafoss is one of a number of waterfalls in the valley I was descending. It was here that I encountered my first trolls, they seemed fairly harmless. A short while later and I was gazing in awe at the mighty cliffs of the Trollveggen (Troll walls). Stopping every few hundred metres, for pictures from a different perspective, soon became a nuisance, so I just rode slowly and took in the view. From Eidsdal a short run up the definitely looking up. The next landmark was the troll valley, followed by a steep descent, Arriving in Bergen I found what pass, which is also very spectacular. brought me to the beautiful turned out to be the most expensive I timed my run from the car park at Geirangerfjord. That night I camped and least well-appointed campsite of the bottom to try and avoid being right on the shore of the fjord, which the trip. I had intended to stay a day stuck behind any camper vans. This is considered by many to be the or two in Bergen but, not wanting to proved fruitless as one pulled out loveliest in Norway. Wandering move camp a few miles to a nicer from a lay-by before the first bend. I around the campsite, I was lucky site – and definitely not wanting to could have got by but did not want to enough to find an English couple pay over the odds for a second night thrash the old girl so far from home, and scrounge a cup of tea. I had not at the same site, I upped sticks and so I stopped for some more pictures bothered to take tea as I thought headed for Stavanger. and let him crawl off ahead; the the percolator would take up less Since making my booking pass has several hairpin bends. The room than a kettle. arrangements, my son Daniel had actual number varies according to An early start the next morning arranged to come over via whose account you read, and takes soon had me high above Newcastle to Stavanger and meet you from the car park at the start of Geirangerfjord, heading south me there. Our plan was to catch a the pass to 850 metres in about towards Bergen. While eating lunch ferry from Stavanger along the three miles. at a roadside picnic table, I Lysefjord to Lysebotn at the end of The road now crosses a plateau overheard two Australian couples at the fjord. From Lysebotn 27 hairpin before dropping down to Linge, the next table bemoaning the fact bends take you up to a café where where I took the ferry to Eidsdal. that they had no napkins to wipe we intended to park the bikes and Ferries in Norway are frequent and their fingers with. It was my good walk up a mountain. The mountain not too expensive. The only thing a fortune that I had helped myself to a in question – Kjerag – has a Norwegian likes more than a ferry is few paper towels from a toilet block, large boulder jammed in a tunnel. Beware! Some of them are so I was able to service their napkin a gap at the edge of the Martin Peters, Thumper Club unlit, some are narrow and some are requirements. So overwhelmed by cliff 1000 metres above both, and some are very long. I even gratitude were my new friends that the fjord. I arrived in came across one near Drammen they offered me some of their cold Stavanger on the Wednesday that had a roundabout in it. At least roast chicken. In the interest of evening and found an excellent motorcycles are exempt from the good international relations I campsite 15 minutes’ walk from

WORDS/PHOTOS: tunnel tolls. accepted the offer. Things were the town centre.

54 www.classicmechanics.com www.classicmechanics.com 55 touring > thumping around scandinavia part two

I had a couple of days to wait in On getting to Kristiansand the Stavanger as Daniel did not arrive until following day, wet and cold, the the Saturday morning. This time was sightseeing went out of the window so put to good use sightseeing, and we decided to head towards Oslo and among other things buying fresh prawns look for another cabin for the night. from a boat in the dock, and checking Shortly after we woke next day the rain out the route from where the Newcastle eased for a while. The camping field ferry docked to where the Lysebotn was completely flooded to a depth of ferry sailed. The last item was fairly several inches and the small cliff important as there was only half an behind the cabin had become a hour or so between Daniel’s arrival and waterfall. I could understand why Boyd the other ferry departure. While waiting had become despondent during his first in Stavanger I had a chance to review days in this area if he had had to put my exhaust pipe repairs and spent up with these conditions. some time buying and fitting a couple The rest of the day was spent more jubilee clips. This resulted in a travelling to the farm where my really solid job, which looks dire but has daughter Lianne was living and working. lasted ever since. While staying with Lianne and her family Saturday morning dawned bright and we visited Oslo and went to the Kon Tiki sunny and after breaking camp I went museum, which is pretty amazing. It is to the harbour to wait for Daniel’s hard to believe that those men would arrival. As Daniel rode off the boat he be prepared to trust that little raft and was stopped and asked to show his the ocean currents just to prove a passport. I had travelled from the West theory. Midlands via Holland, Germany, Soon it was time for me to head off, Denmark, Sweden and Norway to reach and once again I had a change of plan. the same point and had not had to I had decided to avoid the ride back show mine once. After searching through Sweden by taking an overnight through his tank bag, Daniel got off his ferry from Oslo to Frederikshaven in bike and rummaged through both his northern Denmark. I figured this would panniers and top box before save between 150 and 200 miles and remembering that he had put his the cost of the ferry would be offset passport in his inside jacket pocket so against the bridge tolls I would pay on that he could find it easily. To loud the other route. In fact the cost of the cheers from all the passengers lining overnight ferry with cabin worked out the ship’s rail he then rode to join me. cheaper than the tolls would have been A five-minute ride round Stavanger took so it was a major result. On the ferry us to the other ferry terminal and after down the Oslofjord I was treated to a a short wait we were on our way. Like superb sunset and moonrise and a all the other fjords I had encountered nostalgic wave from Lianne and Ben as this one was equally photogenic, the ferry passed Storsand about an passing such things as the hour down the fjord. ‘Preikestolen’ (Pulpit Rock), Kjeragbolt The ride south through Denmark was and the longest wooden staircase in uneventful and after camping at a the world. With 4444 steps I wasn’t pleasant site in Brauel between going to argue, or count. Hamburg and Bremen I returned to By the time we had negotiated the 27 Lambert’s house so that we could ride hairpins, parked the bikes and put on to the Monotreffen together. Five other walking boots, it had started to rain. On ‘Thumper Club’ members from the UK the walk up the mountain we passed a were also there and all agreed it was a point where the base jumpers like to do first class event. their thing. We were lucky enough to All in all I had a great four weeks and have a couple of them for company on can’t wait to do something similar again the walk and we found out that if you once I have finished paying for this trip. jump off without a chute it will take 12 Since returning I have bought another seconds before you impact with the SRX. That’s great; now I have two bikes ground. By now the rain was steady and that need to be sorted out. cold, it was getting dark and we needed Some of my Dutch friends have to find a campsite. After about 20 expressed surprise that I went to miles and three sites with no room we Norway and back on an SRX. I can only were able to rent a cabin for the night. say that it proved to be well up to the At 500N.K it seemed a lot but it would task, although I am not so sure I would have accommodated eight people, and fancy it with the original clip-on bars. had its own shower and central heating. showstoppers > suzuki gt750j

SPECIFICATION Show SUZUKI GT750J POWER

ENGINE three-cylinder water-cooled two- stroke triple BORE X STROKE 70 x 64mm DISPLACEMENT 738cc At the end of the 60s, the world of COMPRESSION RATIO 6.7:1 performance motorcycles was CARBURATION 3 x 32mm Mikuni VM32 changing fast. The three cylinder IGNITION contact breakers, three ignition coils machines from BSA-Triumph had CLAIMED POWER 67bhp @ 6500rpm ushered in a new era, but were LUBRICATION CCI injection to main bearings, big almost instantly eclipsed by the ends and cylinder walls Honda CB750. Kawasaki was ELECTRICAL SYSTEM 280w generator, electric starter setting the pace with the CLUTCH multi-plate, wet astonishing Mach III two-stroke triple, and neither Yamaha nor CHASSIS Suzuki wanted to be left behind. FRONT SUSPENSION telescopic fork Suzuki’s strategy was to trump the REAR SUSPENSION swingarm, twin shock absorbers Kawasaki triple with another FRONT TYRE 3.25x19 three cylinder bike, and up REAR TYRE 4.00x18 the stakes by not only FRONT BRAKE double-sided four-leading-shoes increasing the capacity to 200mm drum 750cc but also adding water- REAR BRAKE sls 180mm drum cooling. OVERALL LENGTH 2214mm (87.2in) The GT750 was first ushered out OVERALL WIDTH 864mm (34in) OVERALL HEIGHT 1125mm (44.3in) GROUND CLEARANCE 140mm (5.5in) DRY WEIGHT 219kg (482lb)

PERFORMANCE

CLAIMED TOP SPEED 118mph STANDING START QUARTER-MILE 13.87sec FUEL CONSUMPTION 44mpg PRICE NEW IN 1972 £766.50 Darren Hendley PHOTOS: Rod Gibson WORDS: OWNER: BOB CLARK

for public view at the Tokyo Show of delivered not only high revving November 1970, the first prototype performance on demand but docile then being flown on a whirlwind tour manners in traffic. of the USA and Europe, landing in Water-cooling–afirst for amass Britain on Christmas Day 1970 for a produced Japanese motorcycle – star appearance at the London allowed close engineering tolerances Olympia Show. But it took until 1972 and scored a bullseye in the for the first production bikes to showrooms, where the punters were appear in UK showrooms. wowed by the high technology. With a launch price of £766.50, the Another marketing bullseye was, of new GT750 was more expensive than course, the close family resemblance either the CB750 or the Kawasaki H2, of the GT750 to Barry Sheene’s and a massive £101.50 more than a TR750 race bike, on which he won the Bob Clark rebuilt this GT750J to showroom condition over a nine-month Triumph Trident. The bike had to be FIM Cup series in 1973. period. All nuts, bolts and washers were replaced and the bike is as close to something a bit special, and it didn't The first GT750 was designated the original spec as is possible. The bike was manufactured in December 1971, take riders long to realise that it truly J model and had several novel features which makes it one of the first batch of bikes to reach the UK. Bob is a was. Porting technology learnt from that didn't make it to later revised member of the Kettle Club and rode the bike to last year’s Blue Haze rally in the T500 gave the new bike a versions. Principal among these was Wales from his home on the Isle of Wight. surprising amount of torque, and it the double-sided four-leading-shoe

front brake, a controversial design that needed careful setting up to work well. Once it was set up it was an excellent brake, but it soon became so unpopular with owners that it was rapidly superseded by a twin disc set up for the 1973 K model. conversions were offered for owners of older Js, and, paradoxically, some Ks were supplied to overseas markets with the four-leading- shoe drum. Early exhaust systems (easily spotted by their 'black caps' on the silencers) carried balance pipes linking the three front pipes together. Dubbed 'ECTS' (for Exhaust Coupler Tube System), this feature was intended to boost low-end torque but proved so troublesome to seal it was dropped from later models. The GT750 proved to be a comfortable and flexible tourer, and was even capable of reasonable fuel economy if ridden with restraint. Cycle World managed to achieve a 44mpg average over an extended road test, and on the drag strip found the bike could cover a standing start quarter-mile in 13.87 seconds, with a terminal speed of 93.55mph. Modest by modern superbike standards, but impressive enough for 1972, though Motorcycle Mechanics Charles Deane found it difficult to coax the bike above a genuine 110mph. Testers also found the bike incredibly smooth, Cycle magazine even calling it a "breakthrough in quiet, fast motorcycling." The GT750J made quite an impact in the showrooms and sales were strong, leading to subsequent models (the K, L, M and A models were to follow) becoming a familiar sight on roads across Europe and North America. But to purists, the styling of the later models was toned down, and it will always be the original GT750J that remains the favourite of the serious collector. Show stateside scene > club class

Vintage Japanese and European Motorcycle Club of North America, Inc Winter is a big season for vintage auctions, and we support him as well. 96 per cent of the motorcycles motorcycle auctions. The VJEMC makes It has been a win-win situation, as consigned were sold, and over $1.2 it a policy to be a vendor at most of the he was chosen in 2006 to be the million in sales were realised. Without major vintage auctions, including those auctioneer for the annual auction to a question, Japanese bikes are hot held by Mid-America Auctions out of benefit the world-famous Barber right now. Perhaps most amazing are Minneapolis, Minnesota, and the world- Motorsports Museum in Birmingham, the prices being drawn by the small famous Jerry Wood and Company Alabama. If you haven’t been there, displacement machines, the popularity Auctions from Florida. plan a trip. It is best described as of bikes like Honda 70s and 90s, and Jerry Wood is one of the most ‘motorcycle sensory overload’. Five motorcycles with displacements of personable vintage auctioneers you floors of motorcycles in a $20 million under 250cc. Is it because of the rise will ever meet, and is extremely well- facility, complete with a race track, in gas prices here in the USA? Or is it versed in the field. Perhaps this that goes unparalleled in the United simply because people want the bikes comes from his days in motorcycle States. Jerry is also the host of their youth? I think it is some of racing, and his associated wrenching auctioneer for the largest vintage both. Yet I constantly tell people that skills. His annual auction held in motorcycle event in the USA, Vintage compared to all of you folks across John DeBeck Deland, Florida, each March draws Motorcycle Days at the Mid Ohio the big pond, our gas is still a bargain, over 200 motorcycles and buyers Sports Car Course in Lexington, Ohio. at less than $3 per gallon. Perhaps from around the globe. Again, we feel Proceeds from this auction benefit that explains why so many more this ‘hobby’ is all about good people the AMA Motorcycle Museum in vintage motorcycles are being ridden and camaraderie, and this description Pickerington, Ohio. in Europe, while we insist on getting in exemplifies Jerry. He promotes the The VJEMC attended Jerry’s 2007 our Humvees and sport-utility vehicles

WORDS & PHOTOS: good works of the club at his Deland event on 8-9 March, in which and tow our bikes from show to show!

62 www.classicmechanics.com NEW VJEMC PICKS UP The Vintage Japanese and European Motorcycle Club of North America, Inc, was founded in September 2006. While Japanese clubs of various size and stature had previously existed, many of them did not encompass the needs and wants of many collectors, riders, restorers, and investors. So few clubs existed here for the European/British enthusiasts, we saw a need and tried to make a niche. Now, with the help of many fine sponsors, a huge International vintage event, and people in all 50 states, Canada, and the United Kingdom, the VJEMC has a mailing list of over 13,000 who receive information and service from the club, with this growth happening in less than two years. The club has a toll-free phone number, which is staffed Monday through Friday. Field representatives for the VJEMC are found in many major cities throughout the US, many of whom hold rides, shows, swap meets, and rallies that promote the good works of the club as a whole. Our own full colour, bimonthly magazine, the VJEMC Scrambler; our annual Comprehensive Vintage Motorcycle Price Guide, and the annual Comprehensive Vintage Motorcycle Dealer Guide, are also the base of the club, which provides us with much positive press. But of course, it is mostly about the people. Over the next few months in ‘Stateside Scene’, we will be taking you on-site to various vintage motorcycle shows, swap meets, auctions, and even barns across America where the rare, unfound vintage motorcycle may remain, waiting to be rediscovered. At the VJEMC, we strive to connect parts sellers with parts buyers, bikes with new owners, and people with the technical advice they need. John DeBeck, Director, Vintage Japanese and European Motorcycle Club of North America, Inc. Above:The VJEMC display is filled with curious onlookers who have tired of looking at Harleys and choppers in the remainder of the arena! Right, top to bottom: A view of the eastern side of Shopko Hall and the VJEMC display during Midwest Cyclemania. Prices for Honda’s GB500T are on the increase. This example recently sold for $7000. Jim Jeske and Carol Urban pose with the latest copy of the Comprehensive Vintage Motorcycle Price Guide as they man the VJEMC booth at Cyclemania.

Joking aside, the Japanese market the local rivers and tributaries on the continues to soar. I just sold a near return trip. perfect 1989 Honda GB500 from my As I have found, it helps a lot if personal collection for $7000. These your ‘significant other’ also enjoys bikes wouldn’t draw even $3000 just a motorcycling. In my case, Patricia couple of years ago, but now seem to enjoys it from the seat of her own have drawn a following with the bike, as well two-up with me. We interest in café racers. The popular enjoy the closeness we share as we rare bikes, like Honda 750s, Kawasaki whisk through the curves as one with Z1s, H2s, and Yamaha 650s, continue the bike, as well as the smiles we to have a high demand. share as we pull up alongside each Our state chapter of the VJEMC other at the next light when riding our held its state meet at Shopko Hall in own. Now, the only thing I need to Green Bay, Wisconsin on the weekend figure out is how to get all of my of 20-22 April. The number of fine favourite bikes out of her garage! At Japanese bikes that have come out least she’s getting pretty good with of the woodwork just in our own the wrenches! region has been extraordinary since Next month, I hope to introduce you the founding of the club, and our to some of the small, local vintage display showcased everything from events that we attend in the early CBXs and Z1s to Honda 50s and spring, and tell you about the VJEMC’s vintage customs. A dinner for club own International Vintage Motorcycle members and their ‘significant Show and Swap Meet, which will be others’ took place on Friday night held on 17-19 August 2007, in before the meet, and a perfect near Seymour, Wisconsin. It is the second- 80-degree Sunday brought members largest vintage event in the USA, and out for a 100-mile ride from Green many enthusiasts join us each year Bay to Shawano and back, with a from around the globe. Happy riding, pizza stop halfway along the route, and make sure you wipe up your oil and many fine curves along some of stains from your friend’s driveways!

www.classicmechanics.com 63 the knowledge > measuring wear

A MORE CONSIDERED METHOD IS TO DETERMINE OBJECTIVELY WHETHER OR NOT AN ITEM IS IN SERVICEABLE CONDITION. “THEN WE NEED TO ESTIMATE HOW MUCH MORE LIFE THERE IS IN THE ITEM BEFORE IT WILL BECOME INCREASINGLY UNRELIABLE, INCONVENIENT OR DANGEROUS IN USE.” The Knowledge Mark Haycock

This old chain is a bit of a mess, but is it actually worn out? WORDS/PHOTOS: When does ‘wear’ become ‘worn out’? While professional restorers may simply replace all consumables with new parts, in the real world we have to strike a balance between reliability and economy. Mark Haycock shows how to tell the difference.

When starting the rebuild of an old bike, it is over the next few months, so let us start with item before it will become increasingly interesting to consider that once upon a time it the topic of wear. unreliable, inconvenient or dangerous in use. To was new, pristine and immaculate but what we When we say that something is worn out, it is do this we need to measure how worn the item see in front of us is often no more than a heap often a subjective assessment. The simple actually is and this measurement process is of junk –at least as far as our partners are approach adopted by some restorers is to often a fairly specialised procedure. concerned! So what happened between then replace practically everything with new or ‘new Sometimes it is necessary to own, or perhaps and now? The answer is usually a combination old stock’ items. A more considered method is borrow, special tools and we shall take a look at of general wear, corrosion, breakages and to determine objectively whether or not an item a few in future articles. At other times very deterioration of materials. I want to look at all is in serviceable condition. Then we need to simple tools (as shown in Pic 1) are quite those points to see how best to deal with them estimate how much more life there is in the sufficient when used with a bit of brainpower…

64 www.classicmechanics.com 1. Sometimes all that is necessary to check wear on a 2. This mark (on a modern bike) shows the safe limit of motorcycle is a tool as simple as this. chain adjustment. Exceed this at your peril! 3. If you can see daylight, the chain is worn out

www.classicmechanics.com 65 the knowledge > measuring wear

EXAMPLE CHAIN WEAR CALCULATION No of links 95 Chain pitch is _ in or in decimal 0.625 inches Chain pitch, mm: 0.625 x 25.4 = 15.875mm So nominal chain length is 95 x 15.875 = 1508mm Actual measured chain length = 1515mm So percentage wear [(1515 ÷ 1508) - 1] x 100 = 0.46per cent as we shall see later on. I want to start with cycle parts and later move on to engine components, so why not finish off what we looked at last month: chains? We saw how a chain was composed of a number of small pins and bushes, and a little thought will show that because a chain has a lot of links, just a tiny amount of wear in each one will make quite a difference to the chain as a whole: it gets longer as it wears. This is sometimes referred to, rather misleadingly, as chain stretch but the metal itself is not being distorted. The lengthening is usually taken care of by moving the rear wheel (and hence also the rear sprocket) backwards within the swingarm. What happens when it has moved as far as it will go? The clever Japanese manufacturers thought of this many years ago and provided safety marks, as shown in Pic 2, which are exceeded long 4. Measuring the scientific way, using the special measuring instrument we saw earlier. before the axle reaches the limit of its travel. In the Neolithic era when I started To get the true length, it is easiest to hang it What would be the consequence of using a motorcycling as a schoolboy, the solution for from a nail (Pic 6) with a heavy weight on the worn out chain? To answer this, first think excessive chain wear was to remove a link to other end to squeeze any grease out of the worn about what happens as the chain wears. Each shorten the chain again, but this is NOT areas. The measurement does not have to be pin must be slightly further apart than it should recommended. The chain is then dangerously exact to get a usable result. be so you would think that the chain would not worn even if it is the correct length. Now we need to do some simple sums. You fit properly on the teeth of the sprocket. In There are a number of ways of measuring will probably find it easier to work in metric units fact, this is taken care of by the chain riding up chain wear. A simple one is shown above: bend even though chains are still measured in on the teeth slightly so that it automatically the chain at 90-degrees to its normal flexing Imperial. First, count the number of links (it is takes up the wear and this allows each link on direction to make a curve. The tighter the curve, probably a good idea to compare this with the the sprocket to take its fair share of the load. the more worn is the chain. The trouble is in manufacturer’s standard figure) and multiply this There is a limit to this, however, and apart from determining how much curvature is acceptable. by the pitch of the chain (effectively the length overloading the tips of the teeth, the chain Possibly a better test is to try to pull the chain of each link) then you have the theoretical becomes more prone to falling off the off the rear sprocket as in Pic 4. A simple rule of length of the chain. Compare this with the sprocket, which is of course not just thumb is that if you can see daylight through the actual length you have measured and using a inconvenient but dangerous. Pic 7 shows an gap between chain and sprocket, then the chain calculator, divide the actual length by the attempt to prevent this. is worn out. The best method though, is shown theoretical length. Subtract one from your The sprockets (Pic 8) also wear, though in Pic 5. Using the ‘special tool’ illustrated in Pic answer and then multiply by 100 to get a usually more slowly than the chain and so they 1, I am measuring the actual length of a chain. percentage difference. should last for the life of several chains. Wear It is normal for chains in general to use a measurement is difficult, so it is usual to just figure of two per cent as a maximum but for a compare the shape of the teeth with those of a motorcycle one per cent is recommended for new item. A worn sprocket will quickly damage a safety. The spreadsheet shows the calculation new chain, by the way. for the chain I measured for Pic 5. You can see that the sums show it is about half worn out, NEXT MONTH so there should be quite a few miles life yet. I shall turn to some more safety-critical areas on the Good news! bike: tyres, suspension and brakes.

5. Just hang the chain from a strong nail. Hammer it in pointing upwards to maximise its holding power. At the bottom end of the chain attach the heaviest weight that 6. This shield outside the sprocket is meant to stop the 7. The sprocket can be checked visually by comparing both the nail will support to squeeze out the grease to get an chain jumping off, but it should be unnecessary if you sides of the teeth. Teeth form into a hooked shape when accurate result. follow the CMM guidelines. the sprocket is worn out.

66 www.classicmechanics.com reader rebuild > honda vfr400 part two Dream Machine Last month Jeremy Brewer’s bargain buy Honda NC30 turned out to be a bit of a dog, but, with a little help and some long nights in the garage, the little V4 is pristine once more, and ready for a good thrashing! Jeremy BrewinJeremy and Malcolm Bradbury PHOTOS: JeremyBrewin WORDS:

68 www.classicmechanics.com THANKS TO Steve Williams, WB Paintwork Ltd, Llandow Trading Estate, Vale of Glamorgan CF71 7PB Nigel Woods, aftersales manager, and all staff at Thunder Road Motorcycles, Tremains Road, Bridgend, CF31 1UA Steve Hambling and all staff at David Silver Spares Ltd, Leiston, Suffolk IP16 4JD Dave Harding, Digger seats, Newport NP19 7AY Charlie Newton, Pro-speed Exhausts, Roath, Cardiff CF24 3BN

After all the problems I something constructed by discovered last month had been Scrapheap Challenge! However, dealt with I could finally begin it worked and out came the bolt. the rebuild. Steve at the To pull the rotor I eventually paintshop had worked miracles, came up with a large bolt that I the re-finished parts were could screw into the centre of absolutely immaculate. The first the rotor. As I screwed the bolt of the tricky jobs involved into the rotor, the end of the bolt removing the rotor and stator pushed against the end of the from the engine. But how to crankshaft and the rotor stop the rotor spinning so that I eventually displaced itself from could undo the bolt holding it the shaft. Hooray! onto the crankshaft? We managed to get the I contacted Nigel at Thunder engine in with little difficulty, Road Motorcycles, Bridgend, who along with the exhaust, which suggested fabricating a device had been brought back to using steel and bolts. condition by Pro-Speed exhausts Fortunately, I had some shelving in Cardiff. Pro-speed specialise supports, which looked like in stainless steel systems and angle iron, already in the garage so repaired a small area on the and was exactly what I needed. Honda stainless steel exhaust It was about 10ft long and with and polished out some small the bolts attached looked like marks.

www.classicmechanics.com 69 reader rebuild > honda vfr400 part two

Complete at last, and ready for action. Despite all the new pistons and seals the rebuilt brakes simply refused to bleed.

The only real problem that we lights on, which of course meant the settings etc, had been correctly applied, encountered during the rebuild was nose cone fairing and rear fairings as well as for peace of mind. bleeding the front brakes. I just going back onto the bike. The original After the brakes had been sorted couldn’t get any brake fluid to pass seats looked tired and the pillion seat the NC30, along with MoT, arrived from the master cylinder. My local strap had worn through. I had the seats home and the rest of the panels could Honda dealership said that this recovered by Dave at Digger Motorcycle finally be fitted. However, it was too problem can occur on certain models Seats, Newport and they returned in cold to finish off the work in the and they use a compressor to suck pristine factory condition. With all the garage. So the middle and lower the fluid through the system from the bike’s electrics working, including all the panels were fitted in the warm and nipples on the brake calipers. This lights, the bike was transported to there sits my NC30 VFR400R3N in was a problem we simply couldn’t Thunder Road for the brake problems to the living room. I justify it as artwork! solve and it needed professional be fixed followed by the MoT. I also Now I’ve started looking for another expertise and equipment. asked if they could check the VFR400R bike that I can start taking out all year For the MoT I needed to put all the over just to ensure that all my torque round. Oh those best laid plans!

70 www.classicmechanics.com classic ride > benelli 650 tornado

LIKE A HURRICANE Angie Wright Benelli’s 650 twin was a radical take on the British parallel

PHOTOS: twin design. But the Italian BSA beater arrived as the British industry went into terminal decline, and it soon began to look dated against four-cylinder Japanese exotica. Rod Gibson Rod Gibson found an original example. WORDS:

71 www.classicmechanics.com classic ride > benelli 650 tornado

The Benelli concern has a long and By 1920 the brothers had put illustrious history, but like many Italian together a 75cc two-stroke engine, companies it has courted financial adapted to fit a bicycle frame. The disaster several times, and frequently following year the engine grew to 98cc only survived by the skin of its teeth. and powered the first Benelli The latest incarnation is bankrolled by motorcycle, and by 1923 Tonino a far-eastern parent and the latest Benelli was racing the brothers’ bikes, 900 Tornado is an impressive with some success. Tonino won four competitor in the sports bike Italian championships over the next showrooms, but it was not always five years – a 175cc sohc four-stroke thus. Founded in 1911 in Pesaro, the took him to victory in 1927, 1928 and company came about when the 1930, and the 1931 championship recently widowed Teresa Benelli was fell to the company’s first dohc looking to provide gainful employment design. It was a brilliant but tragically for her six sons. She invested all her brief racing career for young Tonino, capital into founding the Benelli which came to an abrupt end with a garage, which repaired both cars and bad crash in 1932. He lost his life in motorcycles. a road accident in 1937.

The surviving brothers continued to THE FLYWHEELS ARE LIGHT build racing bikes, and Benellis scored

a spectacular success in the 1939 AND THE ENGINE REVS WITH lightweight 250 TT. Their four-cylinder SURPRISING EASE, THOUGH A supercharged 250 went on hold “ “ during the war years, to re-emerge in RELATIVE LACK OF LOW END TORQUE 1949. The post-war demand for MEANS SOME CLUTCH lightweight transport saw Benelli road bikes offered in capacities of 98, 125, SLIPPING IS REQUIRED 350 and 500cc. By 1962 Benelli TO GET UNDER WAY. employed 550 people and were producing 300 motorcycles each day.

LUCRATIVE EXPORTS With lucrative exports to the US, Benelli sought to modernise its range of four-stroke singles, and with one eye on the massively successful BSA and Triumph twins the company drawing boards were commissioned to produce a four-stroke vertical twin. The brief was to produce a bike that had all the seductive qualities of a Bonneville or Commando, but with a greater degree of reliability, a high build quality and less vibration. The resulting 650 twin debuted at the Milan Show in Autumn 1967. With an undersquare bore and stroke of 84 x 58mm the engine displaced 642.8cc, and promised a high rpm limit. Despite only having a single 30mm Dell’Orto carburettor with 30mm inlet tracts, the factory claimed a power output of 50hp

72 www.classicmechanics.com at 7000rpm. Horizontally split on weight. At 220kg it was heavier crankcases supported a massively than the comparable British steeds of strong crankshaft in four roller 200kg or less, and had been fully bearings, and a single camshaft, driven restyled with a 12 litre fuel tank and by gear, operated conventional longer seat. The front brake was a overhead valves through pushrods. double-sided 230mm drum affair with The idea of using two overhead a total of four leading shoes, and camshafts had been rejected at the starting was by kick-start only. design stage as dohc engines were Sales were promising but not as dismissed by the factory as a mere good as the factory hoped, so for novelty – the recently released Honda 1972 the bike received a makeover CB450 was not considered by Benelli to and gained an electric starter, be a serious rival to the well-established mounted behind the barrels and pushrod British twins. The cycle parts driving the crank by a chain. and frame had a decidedly British look, Compression was raised from 9:1 to and rumours that the tubular frame 9.6:1 and a second carburettor was closely echoed a Rickman Metisse were added, but claimed power actually fell hotly denied by the factory. to 45bhp at 6500rpm. This was the It was three years before the bike Tornado S, and was to remain the was released for sale and designated final production version of the bike the 'Tornado', by which time it had put until its demise in 1976.

www.classicmechanics.com 73 classic ride > benelli 650 tornado

SPECIFICATION 1973 BENELLI TORNADO 650 S POWER ENGINE: pushrod four-stroke vertical twin, air-cooled CAPACITY: 643cc BORE X STROKE: 84.0 x 58.0mm COMPRESSION RATIO: 9.6:1 CARBURATION: twin Dell'Orto VHB29 GEARBOX: five-speed CLUTCH: multi-plate, wet PRIMARY DRIVE: helical gear CLAIMED POWER: 45bhp @ 6500rpm

DIMENSIONS: WEIGHT (WET): 222kg FRONT TYRE: 3.50-18 REAR TYRE: 4.00-18 FRONT BRAKE: 230mm twin-sided drum, four leading shoes REAR BRAKES: 200mm sls drum FUEL CAPACITY: 12.50 litres (3.30 gallons)

PERFORMANCE TOP SPEED: 108.7mph

A DIFFERENT BEAST (incidentally) that was recently adopted bike it had decided to throw a Owners soon discovered that the lusty by the American Victory concern with frustrating carburation strop, which 650 twin was a rather different beast their large V-twin engines. meant any test riding was restricted to to an old Brit. The engine thrived on But Benelli had misread the market. short runs up and down the lane, revs and only really began to deliver The British twins that the Tornado was punctuated by long periods spent power above 4500rpm. The right foot designed to take head-on were in energetically pumping away at the gearshift caught out those unused to decline, and the Japanese bikes that kick-starter. In that sense it did more traditional designs, and caused had been so easily dismissed as remind me of a Bonneville, but that's further confusion by its ‘one up, four novelties a few short years earlier were perhaps a little unfair on a bike that down’ change pattern. And while it beginning to dominate the market. The was clearly suffering the teething was smoother than a British twin, Tornado was now in showrooms troubles of a recent reawakening. some degree of vibration had alongside the Kawasaki Z1, the Honda We were able to get it running long remained with the engine layout, CB750 and the Suzuki GT750, against enough to have a taste of the Tornado acknowledged by the factory’s which it looked decidedly dated. By the experience, and it's not what you extensive use of rubber mountings for time it was dropped in 1976, Benelli, might expect. The flywheels are light electrics, silencers and sundry now under the ownership of Argentinian and the engine revs with surprising components throughout the bike. The entrepreneur Alejandro DeTomaso, had ease, though a relative lack of low factory insisted that an amount of embraced multi-cylinder designs and end torque means some clutch vibration had been retained to give the were producing unashamed copies of slipping is required to get under way. bike a more authentic feel – a strategy the Honda 500/4, ultimately with two To compensate, the factory have fitted extra cylinders shamelessly added to a very low ratio first gear, resulting in

THE BRIEF WAS TO PRODUCE make the 750 Sei six-cylinder machine. a wide gap to second. A BIKE THAT HAD ALL THE The Tornado is now a rare and largely Out on the open road, Malcolm ignored bike, though it has its own reckons top gear is effectively an

SEDUCTIVE QUALITIES OF A strong following of dedicated owners. overdrive. The bike steers “BONNEVILLE OR COMMANDO, BUT exceptionally well, as you'd expect. “ STRONG AND STABLE It's big, strong and very stable, and in WITH A GREATER DEGREE OF This example belongs to Malcolm some respects feels over-engineered. RELIABILITY, A HIGH Powley, who has been slowly bringing it But it sounds truly gorgeous. The back to full roadworthiness over a Tornado might have missed its calling BUILD QUALITY AND period of years, out of sheer curiosity in life, but if you're looking for a fun LESS VIBRATION. after it came his way at a bargain price. alternative to a British twin and want As is the way of such plans, on the something a bit different there are day we visited Malcolm to ride the still a few to be found.

74 www.classicmechanics.com rally report > wolds charity run

Charity run on course to make £10,000

Record numbers of classic Left: Paul from Old Leake with bikes from all eras descended the very tidy Kawasaki Z1A he has owned for the last three on Horncastle, Lincs, on years. The bike is a very clean 6 May to raise money for unrestored example and continues to deliver powerful the Lymphoma charity. performance with challenging handling.

Below: George Curtis is a convert to Japanese classics, having recently sold his Triumph Bonneville.This CB250G5 was purchased a year ago to use as a winter hack, but has proved itself so serviceable it has rapidly become a favourite.

What makes the Wolds Run unique is its focus on riding the bikes, as well as simply showing them. Most bikes, like this Honda 500/4, were ridden in for the day; but even the minority of trailered bikes were unloaded and fired up for the 60-mile run which was the focal part of the day.

The Wolds Run is one of those rare of the most picturesque and biker- Yamaha XT500 project bike was events that is such a good idea it friendly roads in Britain. Riders travel pressed into service by James makes you wonder why no one else at their own pace on the marshalled Robinson, editor of our sister title The thought of doing it. Originally course, and the faster, more modern Classic MotorCycle, taking a change conceived by former Mortons classic bikes were able to make from his usual vintage British mounts publishing director (and now editor of satisfying progress while lovers of and looking quite happy about it too, Classic Racer) Malcolm Wheeler and ancient Brits or classic two-stroke once Rod had given him a few tips his wife Julie, the run was initially little tiddlers could bumble along at a about starting the oriental single. more than a mates ride out. But over relaxing pace, taking in the sights and Leaving Mortons Publishers (home to the years the Wolds Run has gained sounds of the countryside. A pause at Mechanics and our sister biking its own momentum and now attracts The Green Man at Scamblesby for a titles) at 11am, the run returned for some of the very best classic bikes of refreshing glass of traditional mid-afternoon and the traditional pig- all eras and types from all over the beverage was another opportunity for roast, followed by a raffle draw and country. And what makes this event riders to admire each others’ bikes, prize giving. more or less unique is its focus on and featured the rare sight of vintage Each entrant pays £15 to join the actually riding the bikes. Sure, there is Paul Jaques from Scunthorpe flat tankers parked alongside modern run, with all profits going to the a bike show and trophies are awarded has owned this lovely Suzuki Harleys and mod-era scooters in full Lymphoma Charity. With the help of a in a variety of classes, but the Wolds GT750 for seven years. A regalia. top-up from the National Lottery Fund, Rod Gibson Run is all about going out there and mechanic at Rusty's Of course Japanese classics are at the time of writing it looks like the actually riding the bikes. Motorcycles, Paul had wanted now well represented on the run, and amount raised will this year break Around 650 bikes attended this a Kettle for 25 years before he included everything from daily-ridden through the £10,000 barrier. A superb year’s run, and riders were treated to finally found this bike, which is Honda 250G5s to showroom achievement by all involved, and if you a planned route around 60 miles of in regular daily use and real condition Kawasaki triples and missed this year’s run be sure to put

WORDS/PHOTOS: the Lincolnshire Wolds, surely some credit to its owner. sandcast Honda 750s. Our own it in your diary for 2008.

76 www.classicmechanics.com BSA Bantam and Suzuki GT750: two- strokes from radically different philosophies and times. But if it’s a black Kettle, the little Beesa must be from the same pot…

SHOW RESULTS – WOLDS RUN 2007 James Robinson, editor of our sister Class A: title The Classic 1 Graham Hemshall, 1934 Motorcycle, masters the kick- 2 John Fisher, 1959 Rudge starting technique 3 E Winter, 1928 Sunbeam required by our project XT500. Class B 1 Mick Gowen, Vincent 2 Brian Tilke, BMW 3 Graham Cox, BMW

Class C 1 Tony Simpson, 1964 AJS CSR 2 David Steel, 1968 Egli Vincent 3 Robert Kirchen, 1964 BMW

Class D 1 Charlie Barmforth, 1944 Raleigh 2 Michael Nottingham, 1950 Morgan Above: Eric Buckley with the 3 Stephen Bullen, Ariel Kawasaki H2B which shuffled away with the trophy for Best Japanese Class E Classic.The bike was featured in our 1 Eric Buckley, Kawasaki H2B Showstoppers section in the April 2 Phil Nock, Honda CB750 issue, and it goes as well as it looks, 3 Rick Baxter, Kawasaki Z1B despite the squealing front brakes! Class F 1 Andrew Henderson, Laverda RGS1000 2 Keith Robinson, BMW R100RS 3 Andy Hartopp, Yamaha XJR1300

Scooters: 1 J Gore, Durkopp Diana 2 David Jackson, Lambretta TV175 3 Martin Plummer, Maico

Rog's trophy for best BMW: Kawasaki triples were well Keith Robinson The Green Man at Scamblesby provides a welcome represented again, with variants in Malc's mug for best attender: halfway break on the route, and gives an opportunity to at least four different capacities in Brian Tilke meet the riders of radically different classic machinery. evidence. This is Brian Screen with Best in Show: Mick Gowen, Vincent his very tasty H1E.

www.classicmechanics.com 77 bike bashes > upcoming events

event guide

20 June 2007: Classic & British Bike Night at The 29 June-1 July 2007: Z1 Owners’ Club rally, Amersham Plough, Cadsden, near Princes Risborough, Bucks. Free near Buckingham. Saturday ride-out, photo line-up and entry, prize giving. More info from Dermot on 01494 class judging. Details from Steve Thomas at 562962. [email protected] or call 01494 871983.

20 June 2007: Girder Fork and Classic Motorcycle Club 1 July 2007: Straightliners Round 6, East Kirkby, Lincs. Open Bike Night, Steeton Hall Hotel, near Keighley, West Run-what-you-brung Motorcycle Drag Racing. More Yorkshire, 7pm onwards. Seven classes from vintage to details at www.straightliners.co.uk or call Trevor modern, the cost to enter a motorcycle which includes Duckworth on 01484 718164. tickets for the bumper raffle is £3, all the proceeds go to the Yorkshire Air Ambulance. General public admitted 1 July 2007: Sixth Garstang Classic Vehicle Show & free. More info from Andrew W Johnson on 01535 Autojumble, Hamilton House, Garstang, Lancs. More 636373. details from Mark Woodward Classic Events at www.markwoodwardclassicevents.co.uk phone 01253 21-24 June 2007: 21st Biker Fest (the most spectacular 407779. motorcycle rally in Europe) at Sutrio (Udine – North East Italy). For further information visit the homepage 1 July 2007: Classic Motorcycle Show, Astley Green www.bikerfest.com write to [email protected] or call Colliery Museum, Astley Green Lane, Astley, Tyldesley, +39/(0)432 948777. Greater Manchester M29 7JB, 11am to 4pm. Over 150 bikes expected, catering facilities on site, all motorcycle 23-24 June 2007: North West Motor Show, Southport, Lancs. Hundreds of quality classic, vintage, historic, parking on hard standing. All motorcycles any age or customised and modern motorcycles and scooters. make most welcome. Organised by the North West Awards for best classic bike, best custom, best club Branch of the LE Velocette Owners’ Club turnout, furthest travelled etc. Clubs, trade stands, www.leveloclub.org.uk. Call John Davies for details on autojumble, dealers’ displays; overnight camping 01942 879147 or email Peter at runner061- available. For an entry form contact Helen Ford on 0151 [email protected] 934 2324, or email [email protected] Website: www.visitsouthport.com 8 July 2007: Motorcycles Through The Ages, Stalybridge Market Hall, Stalybridge, Cheshire. Vintage and classic 24 June 2007: Fifth Raby Classic Car & Motorcycle bikes, trikes and scooters. Disco, food and trade stalls. Show, Raby Castle, Staindrop, near Darlington. More More details from Stalybridge Motorcycle Club; tel Den details from Mark Woodward Classic Events at on 0161 303 8862 or Daz on 01457 389201. www.markwoodwardclassicevents.co.uk phone 01253 407779. 8 July 2007: Dr B’s Custom & Classic Bike Show, High Close School, Wokingham, 10am-4pm. £2 to enter bike 24 June 2007: Bromley Pageant, Norman Park, Bromley, – admission free. All profits to Barnardo’s. No alcohol on south London. Free entry for all classic bikes; Japanese site. Car parking in town. More details from Ben on bikes particularly welcomed. More information from: 0118 978 7095. Exhibitor Entries, Bromley Pageant, Riverside Quay, Double Street, Spalding, Lincs PE11 2AB 8 July 2007: Aspenden Summer Fete Classic Car and Tel: 01775 768661 (Mon-Fri 9am-5.30pm) Fax: 01775 Motorcycle Show, The Green, Aspenden, Buntingford, 768665 24-hour Ticket Hotline: 0870 143 2206 Herts. 1pm-5.30pm Trophies for best British, best Email: [email protected] Japanese, best European and best Harley. Details from Website: www.bromleypageant.co.uk Gordon Devonshire on 01763 273200.

29 June-1 July 2007: Wycombe MAG Chinnor Bike Dayz 7-8 July 2007: VJMC Show and Autojumble, Uttoxeter XI, between Chinnor and Longwick on the B4009. Racecourse, Staffordshire. Celebrating the 25th Supporting Thames Valley and Chiltern Air Ambulance year of the VJMC this new show is set to become Trust. Live music, beer tent, bike show (open to all). Food one of the key events on the annual classic vans, BBQ and stalls. Marshalled ride in from Thame services on Sat 30 June, leaving at 11.30am. £4 day/£7 calendar. Huge indoor show space and autojumble, weekend, under 16s free entry when accompanied by a all major motorcycle clubs (Japanese, British, European paying adult, camping included in entry price. Further and American) will be in attendance along with details at www.wycombemag.co.uk the BMF, MAG and the VMCC plus displays by the Police and Institute of Advanced Motorists. 29 June-1 July 2007: UK Drifter Owners’ Group rally, More information from Steve Cooper at the VJMC, Tangham Campsite, Butley, Woodbridge, Suffolk IP12 tel 07715 747856 or email [email protected] 3NF. All Drifter Owners welcome but must book in advance. Log on to http://www.ukdriftergroup.co.uk and 8 July 2007: Straightliners top speed day, Elvington, follow the link to Suffolk Punch or email near York. More details at www.straightliners.co.uk or [email protected] call Trevor Duckworth on 01484 718164. SEND YOUR BIKE BASHES TO: CLASSIC & MOTORCYCLE MECHANICS, PO BOX 99, HORNCASTLE, LINCOLNSHIRE, LN9 6LZ OR E-MAIL [email protected]

8 July 2007: Ninth Leighton Hall Classic Car & 22 July 2007: Classic Car and Motorcycle Show, Hutton- Motorcycle Show, Leighton Hall, Carnforth, Lancs. More in-the-Forest, Penrith, Cumbria, 2.5 miles north-west of details phone 01253 40777 Mark Woodward Classic M6, Junction 41 on B5305 toward Wigton. Vintage cars Events or at www.markwoodwardclassicevents.co.uk and pre-war bikes displayed in the scenic grounds of the home of Lord and Lady Inglewood. Admission includes 8 July 2007: 20th Yorkshire Classic Car & Motorcycle access to Hutton grounds and gardens, topiary displays, Show, Ripley Castle, Harrogate, North Yorks. More details woodland walks and parkland. Light refreshments from Mark Woodward Classic Events at available from Hutton’s Cloisters tearoom. The house www.markwoodwardclassicevents.co.uk phone 01253 can be visited (for a reduced admission) from 12.30 to 407779. 4pm. The show is open from 10am-4pm. Admission prices are: Adults/OAPS £5, children £2.50. Exhibitor 13-15 July 2007: The Aircooled RD Club 13th entries (at £2.50 each) close on Friday 13 July. For International Rally and Party Weekend, including the further information on taking part, contact Mark LC Club. Held at the Peak Gateway Leisure Club, Woodward on 01253 407779 or 07768 741610. Osmaston DE6 1NA, near Ashbourne in Derbyshire. Full on-site facilities and catering, bring the whole family. 29 July 2007: Black Country Vehicle Rally, Black Country Evening Bands and Saturday ride-out with over 130 RD Living Museum, Tipton Road, Dudley, West Midlands. bikes on the road. Biggest RD gathering in the world. Vintage vehicles from the first part of the 20th century All bikes welcome. Call Robin on 01204 793118 through to the 1960s and 1970s. Cavalcades, indoor before 9pm or email [email protected] for displays and a jazz band. Museum open 10am to 5pm. more info, or check out the club site at To exhibit your Black Country-made car, motorcycle or www.aircooledrdclub.co.uk commercial vehicle at the rally, please telephone Hamish Wood: 0121 521 5615. 14 July 2007: Silkolene Short Track UK Championship 2007 Round 4, Kings Lynn. More details from 5 August 2007: Honda Owners’ Club Festival, Motor www.shorttrackuk.com or email Heritage Museum, Gaydon, Warwickshire. The Club [email protected] welcomes anyone who rides, or has owned, a Honda motorcycle regardless of the capacity or age of the 14-15 July 2007: VMCC Festival of 1000 Bikes, Mallory machine (or rider!). Honda UK will be in attendance with Park Race Circuit, Leicestershire. Building on the their travelling showroom truck and all the new ’07 models success of the 2006 event this promises to be an un- for ride-outs through the countryside. Honda Insurance will missable weekend for all lovers of classic bikes from have a competition to win a Honda CBR600RR. Admission every marque and era. More information from the £8 adult, and £6 child (including entrance to the museum). Vintage Motor Cycle Club, call 01283 540557, email More info from Erica Gassor ([email protected]) [email protected] or click on to www.vmcc.net or Mark Clargo ([email protected]).

15 July 2007: 16th Barnsley Bike Show, Barnsley 11 August 2007: Silkolene Short Track UK RUFC, Shaw Lane, Barnsley, South Yorks. Custom and Championship 2007 Round 5, Eastbourne. More details classic bikes for all the family, admission £3. More info from www.shorttrackuk.com or email from www.barnsleybikeshow.co.uk or call 07834 [email protected] 874738. 12 August 2007: Straightliners Round 7, Elvington, near 15 July 2007: The Brooklands Aero, Car and Motorcycle York. Run-what-you-brung Motorcycle Drag Racing. More Jumble, Brookland circuit. Enquiries to Roger Ramage at details at www.straightliners.co.uk or call Trevor [email protected] or Michael Sands at the- Duckworth on 01484 718164. [email protected] 17 August 2007: The Biggest Two Stroke Rally In The 15 July 2007: Rye Classic Bikejumble, Hamstreet, Kent. Country, organised by the North East RD Owners’ Club at Information from Elk Promotions on 01797 344277 or The Cumby Arms, Heighington Village, near Newton click onto www.elk-promotions.co.uk Aycliffe, Co Durham, on the A6072, close to J58 on the A1M. All two-strokes of any make or era welcome. Bar, 19 July 2007: VJMC Lotherton Hall Show. Organised by restaurant, disco and ride-outs. More info from Martin Bell West Yorkshire Section VJMC, one of the best outdoor on 07834 751413, or email [email protected] shows for classic Japanese bikes. See ads for more info. 17-19 August 2007: International Vintage Motorcycle 18-20 July 2007: The War & Peace Show, military Show and Swap Meet, Outagamie County Fairgrounds, vehicle spectacular; Hop Farm Country Park, near Seymour, Wisconsin, USA. This is the fourth annual event, Ashford, Kent. Full details at and it has grown to be among the top three vintage www.thewarandpeaceshow.com or call 01304 813945. motorcycle events in the USA in size and attendance. More info from the Vintage and European Motorcycle Club of 20-22 July 2007: Leathered in Lincoln Rally, Lincoln North America at www.vinjapeuromcclub.org or email: Showground. [email protected]

> If you have a rally, jumble or bike night planned, send us the details and we’ll include it here. Email: [email protected] or post: Classic Motorcycle Mechanics, PO Box 99, Horncastle, Lincolnshire LN9 6LZ. Please send info early to catch our deadlines. And always phone ahead before going to any event - just in case! problem solver > your questions answered

EMAIL YOUR QUERIES VIA THE LINK ON WEB SITE AT WWW.CLASSICMECHANICS.COM OR POST IT TO: PROBLEM SOLVER, CLASSIC & MOTORCYCLE MECHANICS, helping hand PO BOX 99, HORNCASTLE, LINCOLNSHIRE, LN9 6LZ.

WIN A SEALEY SPANNER SET

We're giving away a set of Sealey • Sizes: 7, 8, 9, 10, 11, 12, 13, 14, • Supplied with wall hanging rack combination metric spanners for each 15, 17, 19mm • Model No AK630/S month’s Top Tip submitted by a reader. • Unique WallDrive ring that grips • List price £49.95 plus VAT. Send us your best workshop tips or gadget the hex wall, not the corners, Please include a full description designs, tips to work around special tools giving up to 30 per cent more and some clear, hi-res photos to or modifications that have improved your torque [email protected], or by post bike’s performance or efficiency. The best • Long, slim style wrenches. to the usual address. And don't idea each month wins this Sealey 11pc • Fully polished mirror finish, triple forget to include your land address! Deluxe Combination Wrench Set: chromed Rod Gibson

THIS MONTH’S TIP COMES FROM NICK HONEYBOURNE OF PERSHORE, WORCS

This is the drive chain lube system I have toolbox, which is part of the devised and put into practice on my 1990 battery box under the seat. A remote reservoir CBR600. I have used a security fuel cut-off is mounted on a homemade bracket in the valve, which opens by an electro-magnetic tool box. The reservoir has a float switch, so a switch when a current is passed through it. An warning lamp is connected and mounted by ignition switched live feed is fed to the valve the dash, which lights up when the oil is low. via a fuse and a two-way relay. When the A Scottoiler dual injector was fitted on the ignition is on, power runs to the valve. Another swingarm. I found a small brass fuel tap at an live feed is run though a fuse to the switch of autojumble and soldered it to the exit nipple the relay and then connected to the neutral of the valve with a short piece of brake pipe. indicator lead, between the lamp and the The valve was fixed to the chainguard/hugger switch. The result is that when the gearbox is and connected to the reservoir with a length in neutral the relay switches the power to the of 8mm fuel hose. The valve was adjusted to second pole, which is unused, and shuts the give three/four drops of oil per minute, and valve. Put the machine into gear and the valve can be adjusted to suit conditions. opens so oil only flows with the ignition on I have not yet covered a lot of miles, but it and the machine in motion. Autojumble reservoir mounted in subtly modified works! This is what blokes/sheds/machines The relay and fuses are mounted in the toolbox. is all about!

Assembled onto the bike the reservoir tucks neatly up Electrical cut-off valve fitted to chainguard. Oil delivery to chain is by Scottoiler dual injector. to the battery.

MEET THE SEND US YOUR PICTURES EXPERTS A picture is worth a thousand Mechanics is words. If you have a problem the magazine with a part of your bike, which that keeps you will show up in a photo, take on the road. Our a couple of digital snaps and Technical Experts BOB HUSBAND DAVE BARTON send them as jpg Can help you Technical officer of CHRIS PEARSON Vice-president of the ROD GIBSON attachments with your query with most of the Suzuki Owners’ Factory-trained Honda Owners Club Worked in Kawasaki, to [email protected] It your problems. Club, experienced Yamaha technician, (GB). He has worked BMW and Triumph may help us diagnose a Sorry, we can’t with both two-strokes former bike shop as a mechanic, dealerships before problem, as well as showing solve problems and GS, GSX and owner and partsman and shop starting his own other readers what has gone over the phone. GSXR series. experienced racer. manager. restoration business. wrong!

www.classicmechanics.com 83 problem solver > your questions answered

FLASH CODES I’m the proud owner of 1983 GPZ Kawasaki ZX1100 A2. I replaced the EFI control unit back in 1986 due to the silly way the unit was mounted in the rear of the bike; the vibration and bounce ruined the electronics. My problem is that the bike will start and run for about a kilometre, then the bike decides to shut off and come back on again repeatedly. Sometimes my fuel gauge goes off as well, which tells me the bike is Kawasaki EFI system relies on a central computer (left) to now completely dead. monitor and control the injectors. Any fault with the After stopping on the side of the road sensors results in a flashing code on the control unit. I've noticed the control unit flashing code (one short, one long and two short) but my Kawasaki’s DFI system was controlled by a the back of the cylinder head. Dave Marsden at Z DFI warning has been doing this for the computer control unit mounted in the tail hump. Power tells us that this is the component most best part of 12 years, it comes and goes. Any problem with any of the fuel injection likely to fail, and corrosion at its electrical connection One mechanic suggested I remove the components would result in the unit flashing a where it plugs into the harness could be causing fuel injection and fit 1000J carbs, but the ‘morse code’ type signal from an LED, which could exactly the kind of intermittent fault you describe. Z bike has been going fine until now. then be interpreted to identify the fault. In your case Power can supply a sensor and you can order online Budgie Burgess, Cape Town, South Africa we suspect the engine temperature sensor fitted to through their website (www.z-power.co.uk). RG.

BARREL BLOCKAGE FADED SWITCHGEAR unleaded with some ‘lead substitute’ additive I'm restoring a Yamaha XS1100, and want to The handlebar switches on my Honda CB550F just in case. This worked without a problem, but remove the cylinder head and cylinder block to have gone a grey colour all over with age. Are that was a 1984 model – I'm wondering if the assess the condition of the engine. I have there any tricks to make them black again as somewhat older XT500C might need a little managed to remove the head, but now cannot original? more tlc? move the cylinder block off the crankcase Tony Richardson, Norwich, Norfolk Ivor Benjamin, by email mouth. I have tried tapping the block with a In the past I've taken the lazy way out with The XT engine, like most Japanese four-strokes, rubber hammer and using penetrating oil on the Honda switchgear and simply had the castings was designed to meet incoming stringent exposed cylinder studs and even tried removing powder coated in gloss black. It looks smart but legislation for vehicles sold in the California the studs by unscrewing them, but I was in it's not original and the thickness of the powder market. As such, the manufacturers pre-empted danger of breaking the stud off. Any coating means it's almost impossible to re-letter European thinking by using high-grade valve seats suggestions? them. I reckon the originals were anodised, and it from the outset. While there are some exceptions I also want to find out if the engine has been should be possible to strip the switches and to this (racing bikes and non-US options should be rebored. When I checked the pistons for any send the castings away for re-anodising. We've treated with care), almost all Japanese four- oversize marking all I could find was the letter K yet to try this out, but will be pursuing the idea strokes manufactured from the late 60s onwards stamped on the piston. Does this mean that they the next time we have Honda switchgear to can be safely run on lead free petrol – we used to are the original pistons as fitted by Yamaha? recondition. RG. advise the use of two-star fuel when the bikes Brian Scott, by email were sold new. You may, however, find some This is a common problem on many Jap bikes, and UNLEADED THUMPER evidence of pinking on modern fuels – not a result I've come across it before on XS11s. The problem Will my old XT (currently in traditional pieces in of the lead free composition, more to do with the is usually caused by 30 years of salt spray from the shed) run on unleaded fuel without poor quality of modern petrol. A couple of degrees the front wheel, which penetrates between the replacing the valve seats? And if so, should the retardation might help, but we prefer an cylinder fins and rusts the two front studs solidly timing be retarded a little to suit? occasional splash of Millers octane booster to to the barrel casting. I used to run my Yamaha TR1 V-twin (surely every other tankful of fuel. Our XT runs fine on Depending on how bad it is you may get away two XT500 engines bolted back to back) on this. RG. with continued and determined application of brute force until it shifts off the crankcase mouth. DELAMINATED GASKET As soon as you have a gap get in with a hacksaw Taking the head gasket off my GPZ550 I blade and cut through the cylinder studs so they noticed it was made up of three layers – is this come away with the cylinder barrel. You should normal? Although the gasket looks in good then be able to tap the cut sections of stud condition should I replace it with a new one? upwards through the barrel to remove them. To And should I use a sealant even though the get the old bits of stud out of the crankcase try manual says not? welding a nut onto the remains of each one, then Steve Powroznyk, by email. unscrew it from the crankcase while its still hot. Always, always, always use a new head gasket Be careful not to damage the crankcase mouth; when you rebuild an engine. Modern composite if in doubt you'll have to strip the crankcases and head gaskets are frequently made up of multiple send the top half away for spark erosion. In layers that are bonded together and sealed at extreme cases I've had to resort to scrapping the the combustion face with a flame ring. The head barrels to save the crankcase; on one GS750 I had gasket takes a lot of stick in service, and it's not to cut the barrels into sections with a hacksaw and too surprising that, when stripping an old take it off in bits. Hopefully yours won't be as bad. engine, the gasket may start to delaminate. Oversize pistons would normally be stamped on Mutter a short prayer of thanks over it for Composite head gaskets can delaminate on removal, but it the piston crown (.025; .050 etc). If yours have no providing such long and faithful service and doesn't indicate a problem. oversize markings they're probably standard. consign it gently to rest in peace in the bin. Your Good luck with it, a mixture of carefully applied new gasket will look a lot healthier. Head to apply a thin smear of gasket sealant around brute force and patience will usually get a gaskets should generally be assembled dry, oilways. Consult your manual, and follow its result. RG. though there are sometimes recommendations advice. RG.

84 www.classicmechanics.com KEEPING IT SHINY I'm just embarking on my first project, a very PAINTING AND DECORATING sorry Elsie that last ran in 1994. I'm on a tight I would like to paint my FJ1200 engine budget and want to do the best I can to keep without removing it from the frame. Can another old bike on the road. I'm intending to you advise on a paint? polish up the alloy parts, is it practical to ES Johnston, Newcastle upon Tyne. lacquer them afterwards? There are a number of good quality Richard Isley, Peterborough. engine paints on the market; to duplicate There are two schools of thought on this – the original black finish we've found PJ1 applying a good quality lacquer to polished alloy Satin Engine Enamel to be one of the should, in theory, prevent oxidation on the metal best. However, getting a really good surface and consequently keep the shiny bits finish depends on good preparation. In an looking shiny. However, in my experience, ideal world you'd be stripping the engine lacquer can discolour over time and can flake off, and having the parts vapour blasted and water penetration can even cause white before painting them. If you're tracks under the lacquer. My preference is to determined to leave the engine in the leave the polished alloy in bare metal, and frame the finish will always be instead use a specialist spray polish to keep the compromised, but spend as much time alloy looking good. We've had excellent results as you can cleaning and degreasing the with MotoLux Metalux spray from Flexsan UK engine before painting and the results Ltd, call them on 020 8686 9247 to find a local A good protective polish will keep polished alloy should be presentable. RG. stockist. RG. looking good. GUMMED UP SANGLAS SPARES I bought my 1981 Kawasaki Z250A3 as a non- solvents and compressed air. The symptoms are I'm looking for spares for my Spanish-built runner with a genuine 3900 miles on the clock. It the same with or without the air filter connected. Sanglas 500 single. Do you know anyone who came with a Motad two-into-one exhaust but is Martin Speak, Oulton, Leeds. can help? otherwise totally standard and unmolested, though This sounds like a typical case of gummed up carbs, Alex, by email cosmetically very rough. I have almost finished and it's quite possible you simply haven't been able To our knowledge there is no one in the UK restoring it and mechanically I have gone as far as to remove all the varnish deposits from their internal who currently carries stocks of spares for this a top end strip down, lapped the valves, which airways. You could resort to ultrasonic cleaning, but bike, so you may have to resort to internet were slightly pitted, and cleaned up the head as it it's probably easier to find another set of carbs at an searches to track down what you need. The had heavy carbon deposits. The carbs were totally autojumble, preferably from a healthy running bike. bikes were imported in small numbers in the stripped and cleaned out as they were heavily While the usual strategy of soaking the carb bodies late 70s, and none of the original dealers are gummed up. in cellulose thinners frequently reaps rewards, badly still involved with the marque. Incidentally our I am getting a healthy spark and the engine fires varnished up carbs can resist even the most sister title The Classic MotorCycle has an up but runs rough when cold and really rough determined efforts to clean them out adequately. excellent feature on the Sanglas singles in the when warmed up, blowing smoky exhausts and We'll be running an in-depth Z250 engine series in current (July) issue, which might yield a few eventually the engine dies – probably to do with the near future, but in the meantime here's a tip for useful tips and contacts. RG. the plugs which come out sooty black, obviously all Z250 twin owners – next time you change the oil running extremely rich. The float height/fuel level remove the clutch cover and take off the oil pump. is correct. The carb has the correct specification You can then pull out the small gauze oil filter tube PULL BACKS jets fitted. The vacuum diaphragm is fine and I from the crankcase and scrub it clean. You may be I would like to change the handlebars on my have cleaned out the carb several times using surprised to find out how badly gunged up it is. RG. Yamaha 650 V-Star to a pull back style. Will I need to change risers as well? Will this change the length of my cables? Gail Thompson, USA. How long is a piece of string? Seriously, though, there are a vast range of aftermarket handlebars, risers and cables for Japanese cruisers available from specialists like the excellent Highway Hawk. The first thing to do is to choose the style that suits you. It might be best to hunt down an accessory dealer in your neck of the woods and try some handlebars against the bike to find a set that suits you. If the stock cables and hoses don't reach, the same dealer may well be able to supply the This crankcase oil strainer should extra parts you need from the catalogue to be removed and cleaned regularly make it all fit. If the worst happens you can get on the Kawasaki Z250 twin. new cables and hoses made to suit, but it shouldn't be necessary. RG MO290002C

www.classicmechanics.com 85 problem solver > your questions answered

LONESOME TWIN I am restoring a 1982 Kawasaki 750 twin 'US import'. Kawasaki’s Z750 twin was only imported in two The bike and engine is in a poor condition. Can you versions into the UK. This is the US version help with the part number for a factory manual for the Z750B4. bike, and tell me where I can get one? Mark Slocombe Only two versions of the 750 Kawasaki twin were marketed in the UK; the Z750B1 and the Z750B2. They are more or less identical apart from colour schemes – the right-hand side panel on the B2 had a small recess to clear the top of the kick-start lever that wasn't present on the B1. However, production continued for other markets, and if your bike is a US import you may have a later B3 or B4. There was also a factory custom version; the Z750Y (badged '750 LTD Twin'). All models should be covered by the factory manual part number 99997 744 04, available from Z Power at £40 plus carriage. You can order online at www.z-power.co.uk, or call on 01942 262864. RG.

UNDER THE BUCKET A GREENISH TINT CUTTING IT UP I seem to remember that it was a common My latest project is a tatty but mostly complete I have an old bike that I'm planning to modify, mod to old Z900s and Z1000s to modify the 1972 Honda XL250 Motosport. Can the but not so much that it needs single type shims to underbucket to stop them spitting magnesium engine cases be vapour or grit approval – I'd just like to take it for its MoT as out at high revs. Do you think it’s possible to blasted to clean them up without problems? usual. Basically, I'm going to cut some bits of do it the other way round, as I don’t want to What kind of finish would you recommend I non-structural bodywork down and paint it a be taking my cams out every time I have to use on them? The original colour seems to different colour. The main frame would not be re-shim my bike? I’ve got a set of buckets have a greenish/gold tint. For the head, affected, though the rear subframe might get from a Z1000J, if they are the same o/d will barrels, and rocker cover, would Sperex do the cut back a little, and the engine and gearbox they be OK to fit or will I need to swap cams job? will remain as they are now. as well? Secondly, I have invested in a parts washer What changes can be made to a motorcycle Mal, by email from Machine Mart. while still being able to get an MOT as usual? The original Z1 engine design had its valve Can you recommend an alternative supplier And what modifications might require lots of clearance shims fitted above the bucket or brand of cleaning fluid? paperwork and approval (eg change of exhaust, followers. Under hard racing conditions there Tom Mayle, by email carburettors, lights, mudguards, fuel tank etc). were a few reported instances of shims being The engine covers on your Motosport should Jonnie Godfrey, London spat out by the action of the cam lobe, and on vapour blast without any problems, and we None of the modifications you propose would Kawasaki’s next engine design (the Z650, believe that the tint you describe is simply the require the bike to be re-registered, so you followed by the 400, 500, 550 and 750 natural colour of the alloy after it's been polished wouldn't have to get involved with any kind of variants) the shims were relocated beneath the and lacquered. A good silver engine lacquer such type approval or inspections. Provided the buckets to prevent this. This modification made as Sperex will be fine for the head and barrels. registration details, the frame and engine numbers it to the larger engines when they were Our preferred fluid for parts washers is Millers have remained unchanged the bike can simply be relaunched as the Z100OJ series. On the later, Millsol Green, a solvent-based fluid that is presented for MoT as usual. underbucket design, the shims clip into powerful but kind to both hands and the The MoT tester would, of course, have to be recesses in the top valve spring collars. If you environment. Millers Oils can supply, but we satisfied that the bike still met the legal fit early type buckets with overhead shims, you understand that posting it out is tricky because requirements; and would have a duty to refuse an may find the buckets are operating onto the of the metal cans it has to be stored in. Call Jeff MoT certificate if, in his opinion, the bike was ridge around the valve spring collar instead of Smith Classic Lubricants on 01430 828453 for unroadworthy or unsafe. directly onto the top of the valve stem, which advice. Alternatively the Clarke fluid from You also need to advise your insurance company has implications for loosening the valve cotters Machine Mart is pretty good, and might be of the modifications, and make sure you notify at high revs. Don't risk it. RG. easier to obtain. RG. DVLA of any changes to the details on your V5C, such as colour scheme. RG. BROKEN WIRES My 1990 BMW R100RS is a poor starter, help would be greatly appreciated, as STARVING VIRAGO usually churning over for about 10 seconds electrics are not my strong point. My 1995 Yamaha XV535 has an irregular before starting, often accompanied by a very Stuart Giles, Oxford. tickover. It backfires, and the choke has to be loud backfire from one of the exhausts We think you're right to suspect the electrics; kept on for longer than normal. before starting. Sometimes the engine cuts the strange behaviour of the tacho and Ron Houghton, Llandrindod Wells, Powys. out momentarily when responding to a voltmeter points strongly in that direction. Any number of faults could cause these throttle input at low revs, and strangely when We've had similar symptoms on a boxer with symptoms, but our instincts are pointing cruising at low revs ie at 2500rpm the rev a fractured battery lead – take off the starter towards the fuel pump relay, which could be on counter fluctuates up to around 4000rpm, at motor cover and carefully check both crimped the way out. It's a known weak point on the 535 the same time the voltmeter drops into the ends of the main power lead from battery as it picks up road muck and corrodes. As the minus zone. This happens occasionally at a positive to the starter solenoid. Check the fuel tank is under the seat the engine depends steady throttle at about 40mph under no main earth lead from battery to gearbox too. If on the fuel pump system to keep petrol fed to load, with no increase in engine rpm. The both leads are sound you'll have to do some the carbs, and it sounds like you're describing engine normally runs very well, I keep the electrical trouble shooting. Start with the the early stages of fuel starvation. Service the carbs balanced, the mixture judging by plug diode board in the back of the headlamp shell bike, checking the obvious things like valve colour is fine. The timing and advance/retard and the starter protection relay under the fuel clearances and air filter before assuming the are good, compressions are fair to good. Any tank. RG. worst. RG.

86 www.classicmechanics.com buying bikes > yamaha sr400/500

YAMAHA SR400 & 500 1978-onwards Somewhere deep in the psyche of every biker there is a need to ride on a bike like the one your Uncle Burt banged on about when he used to drop round. For many ladies and gents of ‘a certain age’ we know from either bitter experience just what the last true British singles were really like. Tired and worn out Velos with badly set up clutches, BSA unit singles with valve guides rattling like two skeletons copulating on a tin roof, Royal Enfields grenading gearboxes or the A1 or Matchless heavyweights haemorrhaging oil on

your mum’s new drive; dear god what sort of aspirations are those?

Darren Hendley

PHOTOS:

Lou Spokes Spokes Lou WORDS:

he In the 70s there had long been rumours of t se developing big singles. BIKE Japane t cover with a magazine ran a cartoon fron biker of an obviously Oriental big single and a call out reading nice and torquey! To everyone’s amazement the bike that actually hit the streets was Yamaha’s now seminal XT500; an off-road bike that blew everyone away with its shear audacity. An 94 www.classicmechanics.com overhead cam 500cc four stroke single was THE REST OF THE WORLD TOOK TO THE SR500 LIKE CHAIN LUBE STICKS TO A “NUMBERPLATE. ALLEGEDLY THE BIKE IS STILL ON SALE IN JAPAN, WHICH A PRETTY NEAT ACHIEVEMENT GIVEN TODAY’S OBSESSION WITH BUILT IN OBSOLESCENCE. ” WHAT GOES WRONG? mind that is With any SR4 00/500 you have to bear in a a big single and it will vibrate. This means,ies as will be Japanese bike at least, a lot of ancillar life wing bulbs and short rubber mounted. Blo that the wn simply to the fact electrics may well be do rubber had hardened with age and/or storage. A quick poke with a blunt screwdriver should tell you if pend time and money in this you’re going t o need to s area. bikes got a single disc and sliding The UK marke t caliper piston brake. These are prone to seizing and the piston itself sheds its chrome plating. Nothingbuying. too worth bartering on if worrying but certainly The fact that the various parts are also used acrosshave too the entire XS range means you shouldn’t many hassles finding a replacement. es and almost Tinware i s a big issue on UK bik cribed as pants; road salt invariably can only be des this age. will have taken its toll on most Yamahas of Many UK bik es suffered from piston/ring issues but if nder warranty. Be careful a lot were rectified u case it buying a genuine low mileage UK bike in ious signs will be piston hasn’t been upgraded. Obv slap and a smokey exhaust. If in any doubt ask the e and follow him; if it smokes seller to ride the bik moke on time. A puff of s it’s piston and rings uphill, of wear in the exhaust the over run is probably a bit brother by a fair margin and nearly 30 years on you can live wi th, the former is t some valve guide. The latter of works Nortons no he it’s not really too hard to see why. The SR500 the preserve a Japanese version of a going to cost you. come-lately from the other side of t never was going to be at selecting and Johnny- o why the be? Simply put, Gearboxes can be rather coy Matchless G80, why would it camchains also world. Many scratched heads as t ider, ere not in line with what arely at the road r the deliverables w holding cogs on high mileage models;Finally the kill switch bike was not aimed squ seem to take a bit of a pasting. surely this was what the UK public really British bikers thought they ought to be getting. The only thing that feels like a Goldstar is a is a real pain; although no different from any other wanted? Yamaha offering of the time, the bike’s vibes do seem In 1978 Yamaha launched the SR500 and, Goldstar, period (sic). Just like the XS650 it to affect them disproportionately. in brutally harsh terms, it never was a big was not really possible for the SR500 to usurp seller in the UK. Anecdotal evidence suggests rose tinted recollections of a buying market that the XT initially outsold its road going www.classicmechanics.com 95 buying bikes > yamaha sr400/500

PART OF THE SR’S APPEAL IS THAT IT IS EASILY UPGRADED; THERE ARE WHOLE INDUSTRIES IN JAPAN, “EUROPE AND THE USA THAT HAVE SPRUNG UP TO SUPPORT THE MODELS AND THEIR MODIFICATION.”

that just happened to be the very real and and charisma. A big part of the SR’s appeal is that spiritual home of the one-lunger or big twin. it is easily upgraded and modified; there are whole The rest of the world, however, took to the SR500 industries in Japan, Europe and the USA that have like chain lube sticks to a numberplate; they sprung up to support the models and their couldn’t get enough of them. Allegedly the bike is modification. still on sale in Japan, which a pretty neat The motor is a tough old brute, given a bit of TLC SPECIFICATION achievement given today’s obsession with built-in in the service department, and seems well capable YAMAHA SR500 obsolescence. The SR500 does take some getting of coping with fair bit of tuning. People like VD ENGINE four-stroke air-cooled single used to if you’ve come from a background Classics and Smith Kanrin will help release vast cylinder, dry sump, five-speed immersed in British iron. It doesn’t have the amounts of money from your bank in the pursuit of gearbox, kick-starter apparent drive and grunt of a 500 push rod motor faster, better, bigger etc. 600cc conversions are DISPLACEMENT 499cc that was a new design when petrol was a couple of available plus cams, big valves and even a bolt on BORE X STROKE 87 x 84mm old pennies a gallon. The reason for this is simply mega flywheel so you can gduf, gduf gduf your way CARBURETION VM34SS MIKUNI that the bike’s flywheels are much lighter and thus up the side of a house! COMPRESSION RATIO 9.0:1 a large amount of stored energy or inertia simply The bike has been marketed in many countries MAX HP 39 @7500rpm isn’t there. No way does an SR500 plonk up a and has a truly awesome following, just like its big MAX TORQUE 3.8kgm@ 7000rpm steep gradient like a Cleckheaton Panther. brother, the XS650. Yamaha were obviously keen to IGNITION SYSTEM CDI The plus side is that the engine is able to rev cash in on the bike’s mass appeal and, in a DRY WEIGHT 163kg net more freely, simply because there’s relatively less gesture almost unheard of in Japanese factories, TYRES 3.50-S19-4PR (F), 4.00-S18 (R) rotating and reciprocating mass, the motor is produced retro-look versions by offering the bike PERFORMANCE approx 90mph slightly over square and it benefits from an with a drum front brake. overhead cam. By being over square the engine As the bike is still in production for the Japanese architecture is such that piston speeds are kept market most parts are likely to be available for a down and although the slogging ability of a long considerable time, providing you can supply your stroke motor is lost there’s every chance it won’t local dealer with the appropriate numbers. What self destruct the first time you take near the red better argument can there be for buying one? In an line. amazing reversal of fortunes and irony the bike that The SR400 is simplistically a smaller engined inspired a generation, the BSA Goldstar, was back version of its bigger brother designed for the in production for 1999. Made by the BSA Regal Japanese market which has a licence limit cut off Group you could, and probably still can, order one at 400cc. With the same bore but shorter stroke virtually handmade. The motive power was supplied the 400 variant is likely to be a bit more revvy in by Yamaha’s SR400/500 engine, sold to the group nature and a tad slower but with all the same style by the Japanese. It’s a funny old world, isn’t it?

96 www.classicmechanics.com USEFUL CONTACTS

YOUR LOCAL YAMAHA DEALER SHOULD BE ABLE TO HELP WITH A SURPRISING RANGE OF PARTS IF YOU PROVIDE PART NUMBERS

GRANBY MOTORS 0115 944 1346

MOTO WARD 01403 823222 SUNRISE GRAPHICS, WWW.SUNRISEGRAPHICS.CO.UK/ 01253 711862

VJMC, WWW.VJMC.COM 0870 0138562

WWW.SLASH5.NET/SR500.HTML

WWW.DROPBEARS.COM/M/MODELS/YAMAHA/SR500INFO.HTM WWW.THUMPERPAGE.COM

WWW.VD-CLASSIC.CO

WHAT TO BUY AND HOW MUCH TO PAY This is probably going to be a very contentious area, as Because we’re looking at a very specialised and limited the ground rules are not what one might expect. With the market appeal within the UK imports from Japan or SR400 still in production it’s hard to make a call or give Europe will need to be judged on their individual merits. viable generalisations. A ‘modern’ SR is worth whatever Check out similar specs in the bike press and dealers’ you want to pay for it. websites; a budget of £1000-£1500 would be a An original UK SR500 is likely to start at around £300 reasonable place to begin and be prepared to be flexible for a snotter and plateau out at around a grand for a very on specification v cost. good original. A restored bike is going to command a If buying a modified SR or café racer ask for premium but even so it’s a very devoted potential owner documentary evidence of any specialist work that’s who offers much over £1500. To get above £1750 the claimed for the bike. Don’t pay extra for accessories that bike would have to be exceptional. don’t fit properly or are bodged; they are not adding value.

RUBBER MOUNTINGS GEARBOX These things do vibrate, so everything is rubber PISTON AND RINGS High mileage bikes might suffer from poor gear mounted. Persistent bulb blowing can be caused by A little piston slap on a cold engine is nothing to worry selection and can even jump out of gear under load. rubber mountings hardening, compressing or simply about, but if it’s noisy when warm and there's evidence The gear cluster is a simple assembly to service, but perishing with age. of oil smoke it could be rebore time. Smoking on the getting at it means splitting the crankcases. overrun indicates hardened valve stem seals.

www.classicmechanics.com 97 nostalgia > memories of east germany 1982 When Nikki Silverman rode her Suzuki GS550 into communist East Germany in 1982 it caused quite a stir. Cold War chiller

In 1981 I bought a brand-new GS550E. It was grey and drab apartment buildings, people another opportunity. The quality of the fuel was black with blue flashes on the tank, side dressed in old-fashioned clothing in bizarre dreadful, but the Suzi never let me down. panels and tailpiece. It was beautiful. My first colours. When I stopped to ask directions the Arriving at Dresden, we parked up and holiday would be Leeds to Venice/Pisa in Italy locals kept their heads down and scurried past. checked in to our hotel. Coming out to unload via Belgium, West Germany and East Germany. They were so scared of the secret police and the bike, we found it swamped by a huge crowd Back in those days the Berlin Wall was still informers that they didn’t want to be seen of admirers anxious to see a ‘futuristic’ standing and the old Communist state was still talking with foreigners from the West. The hotel machine. Evidently the shyness of the East going strong. Everything had to be arranged was superb, but the whole city seemed to shut Berliners was not an issue here. through the East German Travel agency based down at 9pm. Across the road from the hotel Dresden was almost completely destroyed by in London – accommodation vouchers, (either was the Palast der Republik – a hideous affair the bombs of WWII and only a tiny section of for camping or hotels) and visas. put up to house the seat of the government in the old town remained. We were surrounded by The first taste of East German bureaucracy 1976. It was built after the half-destroyed the shells of once magnificent buildings where was at the transit crossing between West Berliner Stadtschloss (Berlin city palace) was the downstairs was being used but the upper Germany into West Berlin. After waiting for ages demolished by the authorities in 1951. floors were ruins. Incredible to think that it was in a huge queue we finally got the permission to Leaving Berlin we rode past endless awful 35 years after the war ended and yet buildings use the transit road to West Berlin. There were grey apartment blocks. Virtually every vehicle were still in this state. We walked around the cameras along these roads, and you were timed, seemed to be powered by a two-stroke motor wreck of the Zwinger Palace down to the banks so if you took longer than you should the East kicking out thick clouds of blue smoke. of the river Elbe, and saw the remains of the German police would come looking. We then had We hit the old autobahn to head south. These once-majestic Frauenkirche. Our final to ask directions to Check Point Charlie – our roads were in an awful state of repair and the destination was Leipzig, and Colditz castle, an border crossing into the Eastern sector. Suzi was struggling with the unexpected imposing building which looked impossible for The East German border guards were waiting potholes. Bridges spanning the road were prisoners to escape from. to ‘welcome’ us. It was deathly quiet. We had adorned with banners proclaiming ‘Friendship Leaving East Germany brought another rigmarole to unload all our luggage for inspection, the with Russia for ever’, and ‘Lenin is our hero’. of questions and document checking, and after a bike was looked over, we were looked over and Sometimes the highway just seemed to week eating ‘communist food’ in East Germany I our documentation was checked. Next came an disappear and a quick manoeuvre to change was pleased to reach Italy for a good blowout. hour and a half’s grilling by the border guards. lanes was required to avoid falling over the edge. One of my strongest memories of that time is After handing over cash for ‘road tax’ and The InterTank filling stations would have been of the number of fans my bike had. The only compulsory purchase of East German currency easy to miss if it were not for the huge lines of bikes the East Germans could get were the we were allowed to drive through. Trabants and Wartburgs waiting patiently in line. home-grown MZs, Simpsons or Jawas from East Berlin seemed so old fashioned, from We had to fill the bike every time we saw one Czechoslovakia. Anyone on a Suzuki 550 the two-stroke Trabant and Wartburg cars to the because we never knew when we would get seemed like an alien from another planet.

The once-grand Palast Hotel partially demolished (photo taken in 2001).

Left (with bronze windows) is the Palast der Republik. Suzi fully loaded prior to setting off. Center is the Berliner Dom. (photo taken in 2001) Nikki Silverman WORDS/PHOTOS:

www.classicmechanics.com 109 biking lemons > suzuki sb200

...THERE WERE, DOUBTLESS, MARKETS WHERE A 200CC “TWIN CYLINDER TWO STROKE COMMUTER MIGHT SELL – BUT THE UK WASN’T ONE OF THEM.

Hello boys and girls, are you sitting comfortably?” dramatisation, but you get the picture. You only strokers, the motor needed to be revved to get Good, then I’ll begin. Long, long ago in a far off have to look at an SB200 up close to see it’s the best out of it. Old chaps who bought SB200s land, near where the sun rises, a wise old man rather less than the sum of its parts. With a to potter about on tended to plague dealers with was sitting looking at some very shiny pieces of motor taken from Suzuki’s incredibly cute X5 perpetual problems regarding poor running, errant metal piled high in special containers. This wise 200cc twin, it should have been a winner straight misfires and the like; all of which could be put old man and his family were famous for making out of the box – but unfortunately, it wasn’t. down to the oiling of spark plugs. There were two amazing machines. When he was a young man he Agreed, the Japanese can occasionally come up available options for the mechanics. Either give had made small machines that had astounded with a styling disaster, but usually, at least, bikes the bike a damn good thrash down the local the world and gradually he and his little helpers thus afflicted have their ardent supporters (think bypass or install hotter plugs to burn off the oil. had produced multi-coloured monsters that CX500, XN85, Z750 twin et al). Anyone know of The former was only a temporary fix but the latter belched out blue smoke. Then, as he grew older an SB200 support group? Exactly. Somehow, the was pretty much a cure. Well it was until the and wiser, the old man, his helper and his family lithesome appeal of the donor X5 was lost and owner forgot to change back to the B9s before made even more amazing machines that we got a sort of GP100 on steroids-and-pies type he went for that one long ride to the seaside he produced strange and deep growling sounds; and look. Add a pair of silencers that look like they did every year with his missus on the back. they moved like the very winds that swept across might well have been sold as aftermarket Result? A nice neat spark eroded hole in one or the eastern seas. fitments for a small four-stroke and you have an both pistons; oh how absolutely wonderful. The wise old man thought long and hard that ugly ducking par excellence. With the deletion of Being targeted at the commuter market, the day about the pieces of metal and how he might the X5’s electric foot, the poor bike had little bike was built down to a price and an old best use them to make another wondrous going for it. fashioned British winter would soon have the machine. He thought so hard that his head hurt Around the world there were, doubtless, poor Suzuki looking sorry for itself. Two or more and, to ease his poor aching brain on the way markets where a 200cc twin cylinder two stroke winters would normally see the mudguards home, he bought a flask of special medicine from commuter might sell – but the UK wasn’t one of rotting away and, when the front guard’s integral Mark Chapman a shop. He drank the golden elixir and his ideas them. With the looming 125cc learner law, the brace rotted out, the already loose handling and plans took on magical proportions; he would bike was launched at the wrong time into a would take on a ‘marsh mallow on the cooker’ produce a special machine. As he drank more market that wasn’t prepared to accept it. If Suzuki quality. and more of the medicine, he realised he must thought they had a modern day Bantam on their The chances of finding an SB200 now are fairly send this new and special machine to a small, hands, they were cruelly mistaken. The bike sold remote. Realistically, the 200 twin was an ILLUSTRATION: mist covered green island at the top of the world. to a few middle aged gents who wanted a ride-to- anachronism from Japan, a bike looking for a Unfortunately, when the wise old man woke up work type bike, but that was it. It was never going market that simply didn’t exist. If you want a sub the next day in a gutter in downtown to set hearts a fluttering nor send the masses 250cc stroker from Suzuki, you’d be better off

Lou Spokes Lou Spokes Hammamatsu, he went to work with the mother into their local dealer pleading for an SB200. with the exquisite X5 or its grandfather, the T200 and father of all sake-induced hangovers and No data can be found as to whether the porting Invader. Thinking about it, there’s a missing link sent us the Suzuki SB200! of the X5 was modified to better suit the bike’s in this chain, the GT185. Icon of lust, or citron

WORDS: Yeah OK, perhaps this is an over intended purpose but, like all multi cylinder supreme? What say you dear reader?

www.classicmechanics.com 113