56439698 Classic Motorcycle Mechanics Issue 216 Oct 2005

BMW R90S - The first supersports tourer

USA US$7.50Canada C$11.95Australia Aus$10.95NZ NZ$12.95

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BEAST OF A BIKEKawasaki 666 Four

SUPERMOTOYamaha XT500street special

ITALIAN GOLDDucati 900SS

real not retro w w w . c l a s s i c m e c h a n i c s . c o m october 2005 £3.35 issue 216

the best bikes of the 70s and 80s

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I used to think that bikers were an oppressedminority. This month I've been speaking topeople who have had problems with DVLA, withparking restrictions, and with bad sparessuppliers. It's hard sometimes to escape theconviction that us poor motorcyclists bear thebrunt of every draconian law; of every pettyrestriction that can be foisted upon us to stop

us enjoying our simple, harmless hobby.But, there is another side to it. Not too long

ago I was camping at one of the major bikerallies, and had retired to my tent in the earlyhours to get some well needed kip after a longday’s ride and long evening’s party. Thirtyminutes later my peace was shattered by thesound of a group of idiots obviously preparing a

bonfire – in the middle of a group of tents fullof sleeping people at 3am.

When the fire sparked up, I lay sleepless inmy now flickeringly illuminated tent, listening tothe sounds of drunken revelry not three feetaway, and wondering if I would be consumed inan accidental conflagration. This is what I callanti-social behaviour, and if I'd had the means I

editorial > rod’s ramblings

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would have emerged naked from my sleepingbag and issued the lot with ASBOs on the spot.

On the roads I've seen young lads on modernsports bikes pulling mammoth wheelies inheavy traffic, scaring the car-driving public andbuilding huge social barriers between bikersand non-bikers. And I've felt embarrassed to beseen on two wheels…

So, I'm afraid, when it comes to joiningriders’ rights groups I'm a bit of a non-starter.If we want to avoid being oppressed weneed to first stop oppressing, and I'm damnedif I'm going to campaign for the right for idiotsto behave badly, simply because we all ridebikes.

NO 216 OCTOBER 2005

publisher Gerard Kane

publishing director Malcolm Wheeler

managing director Terry Clark

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contents > october 2005 issue 216

8 KAWASAKI 666 24 SUZUKI GT750 28 BMW R90S 48 DUCATI

8 > KAWASAKI 666 Chris Pearson rides a Kawasaki triple –with four cylinders!

20 > VJMC LOTHERTON HALLWe visit one of the key events on theNorthern VJMC calendar.

28 > CULT BIKESJust when the Japs had high-performance biking sewn up,the BMW R90S stole the goalposts.

48 > MIRA FILESJohn Nutting recalls the Ducati 900SS,the most desirable of the air-cooled Dukes.

58 > SHOWSTOPPERSA road legal YZR500? You'd betterbelieve it.

62 > CLASSIC RIDEThis XT500 has been brought right upto date.

68 > STATESIDE SCENEConclusion of our Hodaka history.

70 > CLASSIC RIDERod tracks down six Honda GB500TTs.

94 > BUYING BIKESFancy a cruiser? The KawasakiZ440LTD could be the bike for you.

109 > NOSTALGIAJoe Brock recalls a trip to the Isle ofWight with 12 mates.

113 > FIZZY DAYSAnother adventure with our cartoon chums.

24 > SUZUKI GT750 A setback with the steering.

54 > EXHAUSTThe mysteries of exhaust plumbingrevealed.

76 > KATANA UPDATEEngine trouble afflicts our 1260 dragbike.

FEATURES

TECHNICAL


www.classicmechanics.com 7

15 > NEWSWhat’s hot this month

22 > PRODUCT NEWSNew kit, old favourites, the best in thismonth’s biking gear

34 > BIKE BASHESEvents, rallies and shows

36 > SHOW US YOURSPut yourself in the picture

40 > VJMCVintage Japanese Motorcycle Club

44 > LETTERSThis month’s mailbag

78 > STAFF BIKESA unique Honda 500/4 joinsour team.

80 > FEATURES INDEXMissed a story? Catch up here

83 > PROBLEM SOLVERTime for a helping hand

87 > JAP CORNERThe ultimate emporium for yourJap Classic

98 > BIKES AND BITSGorgeous bikes galore

106 > SERVICES GUIDE

112 > NEXT MONTHCheck out what’s coming up

114 > INTERNET HELPBiking in Cyberspace

41 > READER EXTRARegalia, books and back issues – averitable treasure trove of goodies forMechanics readers

42 > SUBSCRIPTIONSSubscribe for two yearsand get 2 issues free

58 YAMAHA YZR500 REPLICA 70 SIX OF THE BEST 76 KAT UPDATE 94 KAWASAKI Z440LTD

REGULARS

READER’S OFFERS


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street special > kawasaki h1+1

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stockAND FOURsmoking barrels

Kawasaki’s H1 triple was always afearsome machine, so what happens

when you add another cylinder to takethe capacity out to 666cc? Triples fanatic

Roger Ramm recruited the legendaryAllen Millyard to help him find out.

Not




“HE PURCHASED THE H1FROM NEW BACK IN JULY1973, AND ROGER’S IS STILLTHE ONLY NAME ONTHE LOGBOOK. ”



At first glance, Roger Ramm’smachine is just another nice 70sbike, albeit well put together and verywell maintained. Many will havepassed by without giving it a secondglance, as it can take some time,and a close inspection, for the brainto register the extra pipe andcylinder. Once the full extent of thework that has been carried out hassunk in, then one can fully be in aweof the end result.

Roger, having carried out most ofthe work himself, was determined tobring the H1 into the 21st century byadding modern brakes and the extrathird of a power plant without losingthe original looks and style.

He purchased the H1 from new,back in July 1973, and Roger, then19, is still the only name on thelogbook. It was two-tone green back

then and lasted for all of six weeksbefore a combination of youthfulexuberance and the bonnet of a MorrisMarina saw the potential demise ofhis pride and joy. Luckily the machinewas rebuilt, after much deliberationfrom the insurance company, (theMarina didn’t fare quite so well) andeight months later, Roger and the H1were reunited on the road.

The broken arm and leg that Rogersuffered, bouncing off the Marina,didn’t dampen his enthusiasm for thetriple and he set about tuning it tofurther enhance the already staggeringperformance. Sprinting became anobsession in the mid-70s and the500 speedily made its way up thequarter for four years, recording abest time of 12.19 seconds, with aterminal speed of 119mph.

During this period, many of thestock parts were junked in anattempt to save weight and increaseperformance. Among these partswere several very hard to find pieceslike exhaust pipes, airbox and thegrab-rail, something Roger was tobitterly regret 30 years on. Rogeralso used the bike as regulartransport during the 80s beforelaying it up and neglecting it for wellover a decade. Two years ago, Rogerfinally found time to take stock andhave a look at the 500 thatlanguished in his workshop. “It wasin a terrible state,” he admits, “afterall of the good times it had given me,

Although visually exciting, the bigdifferences in the bike are discoveredonce riding it. The extra weight isimmediately noticeable, as is thewidth, although the latter doesn’t everbecome a problem when cornering asthe casings are still some way fromthe Tarmac. However you do appear tohave a lot of metal in front of yourshins. This presents itself as aproblem only when trying to kick-startthe extra-wide engine. The kick leveris no longer directly under your rightfoot and requires more of a sidewayspush from your legs rather than amuch easier vertical shove. Thankfullyit does fire first time and the lever canbe folded out of harm’s way. Theengine is responsive and very smooth,a testament, if one were needed, of MrMillyard’s expertise at weldingengines together as well as Roger’smechanical abilities.

The clutch is a heavy thing to getthe hang of and, thankfully, once onthe move, you don’t need to trouble ittoo much. Not quite as cumbersome isthe throttle, it requires slightly moreeffort to twist the grip but, it has fourcarb slides to lift instead of the three

found on the original version.Open the taps and the engine is

most unlike a Kwak triple, the crankhas been re-phased to create a 90-degree firing order. This despatchesfour separate bangs to the rear wheelwith every revolution of the engine,making for a staggering power deliveryfrom way down low in the rev range.Producing 74bhp at 9800rpm, thetotal power is up by nearly half fromthe standard H1 figure; this is largelyattributable to Roger’s porting andpipe design with a great ride being theresult. The 666 Kawasaki goes aswell, if not better than it looks.

Equally impressive is the chassis’sability to keep it all in check. WithKawasaki triples never among theworld’s greatest handling machines,the potential for bad handling wouldhave been immense, what with thegains in weight and power. This H1 hasbeen effectively tamed, chiefly by thesubstantial swing-arm, and now toesthe line obediently. A Kawasakisteering damper also chips in with abit of extra stability for the front end.This was always bad enough withthree pistons pushing it along, imagine

what the front tyre would be doingnow, with four of them kicking in, wereit not for the damper.

Just looking at the pictures will tellyou how good the front brakes are, youdon’t bolt equipment like that onto abike without superb results. TheKawasaki master cylinder gives a goodfeel, while the six-pot calipers react toany movement at the lever, dissipatingthe energy built up by the engineeffectively and swiftly. Roger haschosen to leave the rear wheel asKawasaki meant it to be. The drumstopper matches the front anchorswell, further modification is just notnecessary.

The cackle that the four pipesproduce is sweet enough at low speed,and positively addictive once thepower band is reached, developingnicely into a raucous cacophony as thebike rapidly disappears in a cloud ofblue haze. Surprisingly, just potteringabout is a doddle too, despite thebike’s pretension of the opposite.

Riding behind the camera car atreasonable speeds, often a majorproblem for early piston-ported two-strokes, proved to be no such

challenge for this engine. It cruisedalong nicely, always willing to goshould the signal be sent down thosefour throttle cables to the asthmaticMikuni flat slides. The open carbs docause a small cough as the Kwakclears its throat, but that just givesyou a little time to get ready for theoff. The 666 Kwak is as easy to ride asa two-stroke ever could be, with astrong pulling engine and hardly a signof a power band to battle with. Ofcourse it does have a step up, but thetransition onto this is a smooth as amodern machine and not at all like astroker.

Looking around the bike reveals thatall concerned with the creation of thisbeast know their collective stuff, inparticular Roger, who dreamt up theconcept and made a large proportionof the components.

The end result is a very professional-looking and factory-finished machine.Looking closely at the casingshowever might prompt one to changethe bike’s name, personally I prefer'Elton' to (Roger’s preferred)'Damien', as even very closeinspection fails to reveal the join.

DANCE WITH THE DEVIL




this was how I had repaid it.”Around the same time, Roger caught sight of the

four-cylinder H2 owned by triples club memberJohn Edge. “That H2 was the best bike I had everseen,” he admitted. “It was simply superb, AllenMillyard had done the work to the engine and Iwanted one, and immediately I knew what to dowith the 500. A quick calculation revealed theresulting capacity to be as near as damn it 666ccand that was it, I was sold on the idea of a four-cylinder machine.”

The next step, getting Allen Millyard to take thejob on, was the easiest. He just needed reassuringthat it wouldn’t end up as a piece of workshopjunk, and that Roger was capable of tackling therest of the work required to fit the extended Kwaklump into the frame. Four weeks later thecompleted casings and crankshaft were returnedto Roger’s workshop for the fun to begin.Thankfully, Allen had provided lengthy notes onwhat to expect when it came time to put it alltogether. Various parts were ordered or sent off tothe relevant suppliers. Hagon built the wheels andsupplied the rear shocks, while drawings weresketched for a new box-section swing-arm to befabricated. Four, 32mm Mikuni flat-slide carbswere acquired and the basic jetting guessed at byAllen’s Performance of Nottingham, the price ofthe carburettor parts alone adding up to a shadeunder the cost of the bike in 1973.

With the motor now considerably wider on theleft side by around a third, the casings neededsquaring up in the frame by moving it severalinches to the right. This in turn meant the all-

KAWASAKI 666

engine Four-cylinder, air-cooled, piston

port two-stroke

capacity 664cc

bore & stroke 60mm x 58.8mm

carburation 32mm Mikuni flat slide

max power 74bhp @ 9800rpm

torque 49ft-lb @ 7000rpm

ignition Dyna S electronic

transmission Five speed, wet clutch

starter Kick

frame Steel tube twin loop cradle

front suspension 34 mm telescopic forks,

rear suspension Hagon hydraulic shocks, four-way

spring pre-load

front wheel 110/90 x 19

rear wheel 110/90 x 18

front brake 292mm EBC disc Pretech

six-piston calliper

rear brake 177mm single leading shoe

wheelbase 1415mm

fuel capacity 3.3 gallon (inc 8 gallon reserve)

top speed We didn’t go there

SPECIFICATION

CONTACT

DIMENSIONS

CHASSIS

POWER

www.kawasakitriplesclub.com


http://www.kawasakitriplesclub.com


important chain alignment would be out by thesame amount; Roger fabricated a lengthenedoutput shaft for the gearbox and supported thiswith an outrigger bearing support attached to theleft casing. The result is a perfectly stable piece ofengineering, more than capable of supporting thehuge strains seen at this point of departure for theengine’s power.

Further complex engineering work saw Rogermachine each barrel to allow the fitting of a 1mmspacer to raise the porting. During this operationthe lathe grabbed one cylinder and threw it acrossthe workshop. Roger feared the worst – that hehad lost a valuable and scarce middle pot – butthankfully the gouge made by the lathe wasshallower than the job he was trying to do, so thebarrel wasn’t scrap.

Originally the ignition consisted of a four contactbreaker set-up, powering a brace of Suzuki GT380coils, but this proved troublesome and has sincebeen upgraded. Sparks for the four pots are nowprovided by a unique custom-made Dyna S system,this gives a whopping spark almost good enoughto weld with. Mark Hutton of A&H performancecycles of Ash in Hampshire is the guy responsiblefor much of the electrickery, and Roger is quick topraise his high standard of workmanship andproficiency. Lubrication is taken care of by an oilpump taken from an H2, these have four outlets asstandard so can provide oil to all the cylinderswithout modification. A special throttle cable hadto be made, with five cables now leaving thejunction box to provide actuation to the four carbsand the oil pump.

With most of the serious stuff taken care of, it

was time to start thinking about aesthetics. A pairof Pretech calipers were made to fit the standardfork legs, complete with the ‘666’ logo machinedon the outer faces. The six-pot calipers grab acouple of EBC floating discs originally intended fora Z1. All that was missing to finish the cosmeticsside of the bike was a grab-rail, the exact partRoger had disposed of so many years previously.The hunt began, but, to no avail, until triple guruRick Brett of RB spares uncovered one and dulypresented it for inclusion in the project. “The wayRick gave me it you would have thought it was agold bar,” laughed Roger, “a gold bar would havebeen considerably easier to find,” he added. Thepaint job, also provided by RB spares, is beautifullyapplied, being based upon the scheme from theearly 350cc triple. The end result is an eyepleasing mix of both modern and old.

Gazelle exhausts of Cardigan, Wales built thelovely stainless steel pipes to Roger’s own design.Once again a top job has been carried out and thefinished job is in keeping with the rest of themachine. The silencers are easily detachable,enabling the full-on, 70s unsilenced, sound to berecreated should circumstances permit.

Surprisingly, considering the guesswork involvedin the carburation and other set-up matters, thecompleted four-cylinder machine struck up firstkick following the build. Much work followed theinitial euphoria however, Roger claims, “tons ofjets were consumed getting the jetting correct,and once it was running something like, the clutchgave up the ghost.” Once uprated with heavy-dutyplates and springs the clutch has not given causefor concern again.

“THE CACKLE THAT THE FOUR PIPES PRODUCE ISPOSITIVELY ADDICTIVE ONCE YOU REACH THE POWERBAND, DEVELOPING NICELY INTO A RAUCOUSCACOPHONY AS THE BIKE RAPIDLYDISAPPEARS IN A CLOUD OF BLUE HAZE. ”


This year’s Classic MotorcycleMechanics show at Staffordpromises to be the best ever.Attracting over 30,000 visitors lastyear, the show is now in its 12thyear and continues to go fromstrength to strength as the biggestshow in the UK dedicated to bikesfrom the ‘modern classic’ era.

Expect a strong Japanesepresence at the show as the VJMCand many one-make clubs presentthe very best bikes from the FarEast. European bikes includingsome of the most desirable Italianexotica will be on show, and loversof older Brit classics will haveplenty to drool over too. Thisyear’s guest of honour is racinglegend and LC fan NiallMackenzie, who will be making anumber of personal appearancesand presenting trophies on theSunday.

The Stafford autojumble has thereputation as one of the largestand best in Europe, and, if you'replanning to go shopping for a biketo add to your collection, theBonhams Auction is the place topick up a rare bike from any era.

Tickets are on sale now for£8.50 for adults, £6 for OAPs and£2 for the under 15s. Call theticket hotline on 01507 529300or book online atwww.classicbikeshows.com


newsdesk > people, places, bikes, events...

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STAFFORD 2005

Staffords legendary autojumble is one of the largest in Europe.

NEW SISTER TITLE FOR MECHANICS

2006 marks the 60th anniversaryof the formation of the VintageMotorcycle Club Ltd who will bereintroducing the Festival of 1000bikes into the classic calendarover the weekend of 8-9 July 2006at the famous Mallory Park circuitin Leicestershire.

This event, supported byMortons Motorcycle Media, isreverting back to its original homeof Mallory at which the first event

was held in the early 80s.James Hewing, chief executive

of the VMCC said: “Both membersand non-members will get theopportunity to use their ownmachines on the Mallory Parkcircuit in dozens of sessions overthe entire weekend.”

Trade stands and many otherattractions promise to make thisevent one of the most excitingduring next year.

Festival of 1000 bikes

Don LeesonIt is with deep sadness that we have toreport the untimely death of Don Leeson,while racing at The Isle of Man, on Friday 2September 2005. Don will be sorely missedby all those who were fortunate enough toknow him.

His commitment to the VJMC wassecond to none. More recently Don held theposition of club secretary, a role which herelished and, like everything he did, madehis own. The club would not be what it istoday without his extraordinary passion forall things motorcycling.

The VJMC pass on deepest condolences to his partner Jay and his family. Hispassing will leave a huge void in all our lives and throughout the motorcyclingworld. Our thoughts and support are with you at this time of sadness.

Malcolm Linsley, VJMC ChairmanMortons Media Group, publishers ofClassic Motorcycle Mechanics, havenow added Motorcycle Sport & Leisureto their stable of biking titles. Billed as‘the thinking motorcyclists magazine’,Motorcycle Sport & Leisure can traceits roots back to the 60s and has itsfocus aimed clearly at practical bikingincluding long distance riding and long-term road tests. Mortons PublishingDirector Malcolm Wheeler commented:"There is a great deal of synergybetween the readers of MotorcycleSport & Leisure and our current stableof classic titles." You can obtain a copyof Motorcycle Sport & Leisure in yourlocal newsagents, or by callingMortons on 01507 529300.

http://www.classicbikeshows.com



Superb Suzuki T350 was one of many bikes in attendance.Bikes from the Aircooled RD club at the show.

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IN BRIEF

WINNERS!Lucky winners of tickets for ourEurojumble Competition were:• Keith Chrimes, Birmingham• Alex Sheath, Southampton• B Jones, Wimbourne• Stewart Begbie, Lancashire• Andrew Earl, Liskeard• Mark Netley, LancingThey each receive a pair oftickets to attend the Eurojumble,and enjoy a great day out onMechanics!

21ST ANNIVERSARYFOR GPZ900RIn celebration of its 21 yearsservice, the UK GPZ 900ROwners’ Club is organising a Johno’Groats to Land’s End run. Lastyear’s successful 20th birthdaycelebrations, held in conjunctionwith the German GPZ 900ROwners’ Club, were the catalystfor organising the End to End run.The event will begin on Friday 30Sept at John o’Groats and finishon 2 October at Land’s End. GPZ900R owners can join and leavethe procession at differentlocations. There will of course bea hard core of owners who willaim to complete the entire 950-mile route. Everyone is welcometo join in for all, or any part of theevent, and further information,including route specifics,campsite details and timings isavailable via the GPZ 900Rwebsite at www.gpz900r.co.uk ordirect from Craig Davies on01380 860641.

FOOTMAN JAMESEXPAND SERVICESpecialist vehicle owners andenthusiast club members haveproved loyal customers of FootmanJames since it was establishedover 20 years ago. Staying trueto its heritage, Footman Jamesnow has plans to broaden itsexpertise and earn bigger discountsfor policyholders looking to bringall their insurance under one roof.Footman James’ policyholders arenow able to take advantage ofpreferential rates for homeinsurance, travel insurance,modern car and motorcycleinsurance, caravan insurance andeven wedding insurance, cuttingout the time and hassle involvedin cherry picking several differentpolicies from different brokersand insurers. For furtherinformation contact EmmaBicknell at Footman James on0121 561 6245.

The small Wiltshire country townof Calne was packed with anestimated 3000 bikes of all shapes,sizes, models and ages onSaturday 16 July. The town RotaryClub held its increasingly popularannual Motorcycle Family Fun Day,raising money for local charities.Many local vintage, classic andmodern owners clubs attended,mixed in with the trade stalls.

The VJMC presented a smallline-up of bikes, they were joinedby members of the Aircooled-RDclub. Notable among the soloentries was a Suzuki T350 in finestandard condition. Even a smallgroup from the scooter clubdisplayed multi-mirrored scooters,riders dressed in full Mod regalia.A pig roast kept the crowds fedand two rock bands played in thetown centre. Next year’s show ison 23 July 2006.

Calne Motorcycle Show

Chris Bennett with his RD400E at Calne Town Hall

New proposals look set to make itmuch more difficult for people totake up motorcycling after 2011.The European plans are containedin the 'Third Directive on DrivingLicences', a complex directive,which covers many aspects ofvehicle driving and riding licences.

Proposals for motorcycling areamong the most draconian everseen and discriminate particularlybadly against people who wish totake up motorcycling either forcommuting purposes or for leisureand touring. Key proposalsinclude:

■ Minimum age for riding bikeslarger than 125cc likely to risefrom 17 to 19

■ Direct Access to larger bikes

not allowed until 24 (currently21)

■ New categories of motorcycleriding licences creating severaltwo-year 'steps' between bikesof different engine size

■ Riders required to completeextra riding tests between'steps'

Europe has proposed thesewide-ranging changes in the nameof road safety, but has ignoredroad safety evidence, which showsthat experience gained while riding– and not the age of access tomotorcycles – is a key factor. Asecond test of basic skills is alsoviewed as largely worthless to amotorcyclist who has alreadygained riding experience.

The European institutions havealso ignored the key fact that wellover half of all motorcycleaccidents are caused by otherroad users – people will still belegally allowed to drive any car ofany power or size that they canafford after passing a singledriving test at age 17. Theproposals are set to become UKlaw in 2011.

"We hear a lot these days abouthow the Government is using itsinfluence to ensure a fair deal forUK citizens as part of its EUPresidency," commented MCI'sCraig Carey-Clinch. "It's time thatministers put their money wheretheir mouths are and make surethat we get a fair deal formotorcycling."

EC licensing nightmare

http://www.gpz900r.co.uk

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IN BRIEF

RARE VELO ON SALEAT STAFFORDThe motorcycle collection of thelate John Logan Thompson will besold by Bonhams at The ClassicMotorcycle Mechanics Show,Stafford, on 16 October.Highlight of the collection is theex-Les Graham 1947 VelocetteKTT MkVIII, a machine previouslybelieved lost, which hasunexpectedly resurfaced. LesGraham won the first ever 500ccWorld Championship in 1949,riding for AJS, before joining MVAgusta. An eight times GrandPrix winner, he was killed at theIsle of Man TT in 1953. Grahamused the MkVIII KTT while'freelancing' during the 1951season, taking him to victory inthe 350cc class at the SwissGrand Prix at Berne that year.John Logan Thompson was akeen devotee of the Velocettemarque and his collectioncontains no fewer than nine ofthe Hall Green singles.

£172,000 RAISED FORHEATHCARE ATDONINGTONThe 13th annual Riders for HealthDay of Champions at DoningtonPark, on 21 July, raised a record-breaking £172,000 for Riders’programmes. The highlight of theday was the main auction, whichsaw the stars of MotoGP workingwith a huge crowd at the mainstage to raise over £62,000 injust a few hours. The moneyraised at these events will makea huge difference to Riders forHealth’s life-saving programmesin Africa, supporting healthworkers to deliver vital healthcare to remote and vulnerablecommunities. More informationon Riders For Health is atwww.riders.org

MOT FEES RISEThe MoT fee for motorcycles hasbeen increased in proportion withthe time it actually takes toperform the test, followingsustained lobbying by the RetailMotor Industry Federation (RMI).The Vehicle and OperatorServices Agency (VOSA)announced the new motorcycletest fees on 1 August. Formotorcycles up to 200cc, thenew fee will be £23.80 – up from£15.20. Fees for outfits rise to£30.40 from £24.85 and trikesup to 450kg rise to £30.40 from£29.

Deliveries of Ducati’s SportClassicrange are expected next month,but the first limited-edition batchof Paul Smart 1000 V-twins isalready sold out. TheSportClassics recall the Bolognafactory’s V-twins of the early 70s.

The Paul Smart 1000 is styledon the Desmo 750SS, a worksprepared version of which wasraced by the Kent ace to victory inthe Imola 200 in 1972. It’s one ofthree SportClassic models, theothers being the Sport 1000,styled on the original 750 Sportand expected to arrive later thisyear while the touring GT1000,similar to the softer 750GT, will beavailable from May next year.

Ducati decided to offer theclassic range in January 2004,following the production of stylingexercises to gauge opinion.

Engines are unconnected with theoriginal V-twins, which had bevel-driven overhead camshafts: eachuses the 992cc air- and oil-cooled1000DS unit from Ducati’sMultistrada. With belt-driven

overhead camshafts, it is derivedfrom engineer Fabio Taglioni’s500cc Pantah V-twin of 1977 Thesix-speed desmodromic engine,developing peak power of 92bhpat 8000rpm, is mounted in atubular welded trellis-style framewith twin-shock rear suspensionand tension-spoke wheels usinglight-alloy rims. Front suspensionis a modern inverted telescopicfork with twin 320mm Brembobrake discs.

Prices had not been announcedat the time of going to press butDucati UK spokesman LukePlummer said the Paul Smart1000 would be about £9000 whilethe Sport would be about £8500and the GT £7500.■ Read about the 1978 Ducati

Desmo 900SS, a worksdeveloped version of which MikeHailwood won the Isle of Man TTF1 race that year, in this issue:page 48.

First Ducati sport classicsARRIVE

Naked muscle: Ducati’s Paul Smart 1000, a classic V-twin styled along the lines of the

750SS that won the Imola 200 race in 1972, reaches dealers in October.

Yellow peril: Second model in Ducati’s SportClassic range to reach the UK is the Sport 1000.

Drag racer John Regan took thesepictures of this remarkable specialat the recent Hoghton Tower Sprintnear Preston. "The bike was builtby a guy called Simon Foster,"reports John. "He came across aworks Krauser sidecar engine andthought it would make a goodsprinter. He built a frame for it,even blowing out his ownexpansion pipes, to make thismonster."

John reckons the only problemis the bike’s power and torquecurves which "resemble heartmonitor graphs you see onCasualty; it gives over 100bhp, but

the power band is only about1000rpm wide, with nothing at alleither side. It's OK if you have achair on and a fat slick tyre to spinup, not so much fun as a solo,though it is entertaining to watch."

Weird or what?

http://www.riders.org


IN BRIEF

'MOTOR BIKERS'UNWELCOME ATWATERMANIan Lloyd emailed us a flyerdistributed recently at theWaterman in Hatton, Warwick;the popular meeting place formany bikers in the midlands.Following some refurbishment,the new management now says,"we need to consider the future ofthe Wednesday night gatheringsin light of concerns expressed bylocal residents and the carparking needs of our regularcustomers… any futurerestrictions may causedisappointment to some motorbikers" (sic). Of course, it wouldbe presumptuous of any 'motorbiker' to consider themselves aregular customer, who apparentlyonly ever drive cars. "Looks likethe writing is on the wall,"remarks Ian.

BUG FRIENDLYThe BUG 2 Biker-Friendly Stop-Offs Guide and its websitewww.bug2bikerfriendlystopoffs.co.uk highlight watering-holes atwhich motorcyclists can beassured of finding room at theinn. It has now teamed up withOrchard Ovens, importers ofValoriani Italian wood-burningovens from Tuscany, who aresponsoring the category of BestBiker Beer Garden. Details of howto enter are detailed on page 69of the BUG Guide for 2005 whichcan be bought fromwww.bug2bikerfriendlystopoffs.co.uk So, if you want to give yourfavourite biker beer garden aboost, tip off the landlord.

CASUALTY RATE FALLSInterest and enthusiasm formotorcycling is still strong in theUK, and there are approximately3.5-million people who havemotorcycle entitlement on theirlicence. There is also good newsfor motorcyclists that riding abike or scooter of any type isgetting safer. Department ofTransport figures show thenumber of powered two-wheeler(PTW) casualties fell by 16 percent in 2004 (585 deaths)compared to 2003. Althoughpowered two-wheeler (PTW)traffic fell during this period itresulted in a further improvedcasualty rate per mile.

The West London Branch of theHonda Owners’ Club organised theHonda Day and invited otherHonda clubs to attend. Rainshowers did not prevent well over300 machines attending a gatheringto celebrate 40 years of HondaMotorcycles at the BrooklandsMuseum on 14 August.

Every model, from CB72s to

CBX and Fireblades were inattendance, with members fromthe CBX Riders’ Club, ClassicHonda Club, Goldwing Owners andthe VJMC. On display wereexamples of the original ‘nifty fifty’C100, C114, CB160, CB72(250cc) or a ‘Tiger Chasing’ CB77(305cc) with all these machinesfrom the 60s era.

Today’s machines covered theCBR1000RR, CB600F ‘Hornet’ a‘Blackbird’ and the ‘Goldwings’ –in a class of their own with almost30 ‘wings’ attending the event,lining the entrance and making avery impressive display.

Honda day at Brooklands

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SHOW RESULTSclass A (pre-1980) 1 CB750K6, Mick Logan

2 CB500F, Pete Goodger

3 CBX1000, Glenn Warby

class B (1981-1990) 1 XBR500, K Dare

2 CBX1000, Dave Ferns

3 VFR750FJ, Andy Young

class C (1991-2000) 1 CBR1100, G Seymour

2 CBR1000, Keith Burkill

3 ST1100, James McCulloch

class D (2000-2005) 1 CBR900RR, Ian Woodlock

2 Valkyrie, Will Curtis

3 ST1100, Micky Maw

class E (Custom) CB750F1, Alan Eastes

CB400F ‘Richard 1 CB400F2, Jeff Appleyard

Edelstein’ Trophy 2 CB400F, Brian Shipperlee

3 CB400F2, H Jenkins

Goldwing 1 GL1500, Paul Painter

2 Interstate, Roy Laver

3 GL1800, P Russell

Goldwing Trikes 1 GL1500SE,

Mick & Sheila Asbury

2 GL1200, Ron Colman

3 GL1500, R Baker

The Motorcycle Hall of FameMuseum in Pickerington, Ohio, hasunveiled its newest exhibit, ‘BMW:The Mastery of Speed’, acelebration of the Bavarianmarque’s sporting heritage.

The exhibit features seldomseen and historically significantmachines from nearly everydecade of the company’s 80 yearsof motorcycle production, from a

1927 overhead-valve R47 twin tothe recently introduced K1200R in-line four sport bike.

Also featured is a valuable,never-before-shown collection oftrophies and cups on loan fromBMW’s own archives in Munich,Germany, as well as memorabiliaand historic images from BMW’sMobile Tradition division.

Located on the campus of the

American Motorcyclist Associationin Pickerington, Ohio, theMotorcycle Hall of Fame honoursthose who have contributednotably to the sport, and threemajor exhibition halls showcasethe machines and memorabiliathat have shaped motorcycling.

For more information, call (614)856-2222, or visit the museum’swww.motorcyclemuseum.org

FAMOUS BMWS

http://www.bug2bikerfriendlystopoffs.co.uk

http://www.motorcyclemuseum.org


rally report > vjmc lotherton hall

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classic dThe VJMC show atLotherton Hall has grown

into one of the key eventson the classic Japanese

calendar. Rod Gibsonwent along to the 10th

annual show.

I have to admit it: this was only my second visitto Lotherton Hall, perhaps a shockingadmission for a such a long-established fixtureon the classic Jap scene. But, then again, asVJMC chairman Malcolm Linsley pointed out,the show has been attracting successivelyhigher numbers each year; and, like many otherfolks, now I’ve discovered the Lotherton showI’ll be going back year after year from now on.

In 10 years Lotherton really has grown intosomething special, with one of the mostimpressive displays of classic Japanese bikescoupled with an extensive range of specialisttraders and breakers. Holding the show

outdoors is a risky business in our mixed climate,but last year’s torrential rain storms neverthreatened to make an appearance and the dayhad that quality of a sunny English summerthat makes you glad to be alive and biking.

Arriving early in the morning aboard a slightlysick Katana project bike (see page 76 for thefull sad story), we were soon inundated withvisitors and well-wishers on the Mechanicsstand, and it was a real pleasure to be able toput faces to names I’d only seen on emails orletters. One of the great benefits of a show likethis one is the ability to do on-the-spotresearch, and my thanks are due to all who

A real family event, Lotherton has something for everyone.

This stunning collection of FS1-Es had models from every year of production.

LOTHERTON HALL RESULTSCATEGORY MODEL OWNER

Long distance Honda Silverwing – 337 milesSkippy Allen

Best trailered Suzuki GT750 Phillip Ryan

Best rat bike Honda CD175 Paul Ager

Best original Honda 500/4 Sam Sparr

Best special Yamaha RD350LC Craig Hopkins

Best Honda 1 CD 90 Chris Dodd

2 350 K4 Gordon Mottershaw

3 CBX 750F Andrew Whiteley

Best Yamaha 1 DT 400 Mark Tyson

2YL 1E Andrew Mastin

3 YR 5 Paul Gley

Best Suzuki 1 GT250K Ken Groatbanks

2 AP50 James O'Sullivan

3 GSX-R A Barker

Best Kawasaki 1 KH 400 Mark Tyson

2 KH250 Dave Windle

3 Z1 Chris Martin

Best Yamaha FS1-E 1 Nick Sykes, 2 Andrew Swain

3 Dave Morris, 4 A Hartley

Best Honda Goldwing 1 S Chambers, 2 G Houserman

3 M Trollape

The John Downing Trophy for best restored bike

HONDA CB77, presented by Ray Pickard

The Trudy Wylde Trophy for best in show

HONDA TL125, presented by J Cliffe

It made it under its own steam, but had to be vanned back home.



decadeasked after my health when I was caught lyingon the ground beneath a collection of mintSuzuki Kettles. I was simply refreshing mymemory for the rebuild of our project bike and,once I’d figured out what bits I’d lost from ourproject, I was able to take a quick tour round theautojumble and get everything I needed within afew minutes. My thanks are due to Mick Hopson,the GT750 specialist, who not only offeredspecialist advice but also donated an old set ofcarbs I needed for spares. Many thanks, Mick.

I also finally managed to catch up to theKatana Owners Club, who for some reasonwere relegated to a far corner of the field –

perhaps they were simply trying to keep theirlovely collection of standard bikes as far awayfrom my own hybrid as possible! Club chairmanFossie had organised a collection of rare andinteresting Kats, including a very rare 250cctwin-cylinder model and at least one mintGSX1000SZ.

Step forward Roy Firth, of M&R MotorcycleBenches, whose original bike has covered only ahandful of miles since he bought it new. Roy hasnow added a second GSX1100SZ to his collectionso he has a bike to ride and one to polish!

Ducking back to the VJMC stand, I waspressured into making some remarks on the PA

system when the microphone went decidedlydodgy, and I was left doing a fair NormanCollier impersonation (remember him?) wafflingmadly in the hope the sound system wouldbehave itself. Alas, I managed to kill itcompletely, and Malcolm and Brian had togather the crowds tighter around the stand tomake the trophy presentations.

Our thanks to the VJMC for their hospitality ininviting us again this year for a cracking dayout. And, if you haven’t yet been to LothertonHall, I suggest you mark the date in your diaryas soon as it’s confirmed.See you there next year!

Two-stroke or four-stroke, – they’re all on show at Lotherton.

Show winners included classics of all capacities.

Philip Ryan’s GT750 is a tastefully assembled hybrid of

early GT750K mated to a twin disc front end.

Mark Tyson took trophies for both best

Yamaha and best Kawasaki.

A warm welcome always awaits visitors

to the Lotherton Hall show.

This TL125 owned by J Cliffe won the

Trudy Wilde Trophy.


product news > pick of the bunch

If you're upgrading the braking on your olderJap classic these billet calipers will give a hugeimprovement, as well as outperforming mostmodern designs. Milled from solid billet, eachcaliper half carries three pistons, each with itsown brake pad, to provide ultimate stoppingpower. Available with polished or anodisedfinishes.contact: Harrison Billet

tel: 01795 477752

web: www.billet.co.uk

HARRISON BILLET 6 CALIPERS FROM £284

Duke Marketing have an unbeatable reputationfor their TT coverage, and this DVD from the2005 event is a stunner. All the stars are herein over three hours of track action, interviewsand on-board footage. Relive the besthighlights from this year’s event to relievethose winter blues.contact: Duke Marketing Ltd

tel: 01624 640000

web: www.dukevideo.com

TT2005 DVD £19.99

If you were at this year's Thundersprint you'llwant a copy of this DVD. If you weren't, you'llwant one to see what you missed. With lots offootage of race action from the world’ssmallest racetrack in Northwich town centre,celebrity interviews and a trip aroundNorthwich in the cavalcade, it's a great eveningentertainment.contact: Thundersprint, Manley Lane, Manley, Cheshire WA6 0PB.

tel: 01928 740 498

web: www.thundersprint.com

THUNDERSPRINT DVD £14.99

http://www.billet.co.uk

http://www.dukevideo.com

http://www.thundersprint.com

Made from a mixture of Ballistic and Tri-coBallistic materials, the Aquagard jacket has awaterproof, breathable Aquapore lining and adetachable windproof liner. CE armour is fittedat shoulders and elbows, and the jacket hasreflective piping and reflecta-lite panels. It'savailable in four colour varieties, with sizesfrom S to XXXL.contact: Frank Thomas Ltd

tel: 01933 410272

web: www.frank-thomas.co.uk

FRANK THOMAS AQUAGARDGLIDE JACKET £179.99

Transferring petrol from one tank to anotherusually entails sloshing fuel throughfunnels. This device fits any standard petrolcan and allows you to quickly transfer thecontents into a petrol tank with anautomatic shut-of f device, which is bothquick and per fectly safe. Also available witha push-on spout for jerr y cans.contact: Safety Fill Ltd

tel: 01529 462034

web: www.safetyfill.com

SAFETYFILL FUEL NOZZLE FROM £11.99

Top quality retro paddock wear, these replica70s-style jackets have been specially made forEarnshaws Motorcycles and are now availablein limited numbers. Made from authentic nylon,the jackets have a warm quilted lining andthree zippered pockets, and the correct periodTexaco Heron Suzuki emblem.contact: Earnshaws Motorcycles

tel: 01484 421232

web: www.earnshaws.net

TEXACO HERON SUZUKIREPLICA JACKET £79.99

This kit from specialist company Frost is one ofmany items that will be useful to the bikerestorer. The kit dissolves varnish from theinside of fuel tanks, then etches the innersurface ready for the final coat of zincphosphate. Patches are included for badlycorroded areas.contact: Frost Restorers Equipment

tel: 01706 658619

web: www.frost.co.uk

FROST TANK REPAIR £24

These all-weather gloves are made fromkangaroo leather with a waterproof, breathableAquapore membrane lining. Both the knucklesand fingers have concealed hard moulded, yetflexible, reinforcements. Finished in black withreflective piping, the gloves include suede visorwipes and are available in sizes from S to XXL.contact: Frank Thomas Ltd

tel: 01933 410272

web: www.frank-thomas.co.uk

FRANK THOMAS AQUA SHADOWGLOVES £79.99

http://www.frank-thomas.co.uk

http://www.safetyfill.com

http://www.earnshaws.net

http://www.frost.co.uk

http://www.frank-thomas.co.uk


project bike > suzuki gt750 - part five

2: With both brackets and all the mounting rubbers inplace the top yoke can go on. A little waggling isrequired to get it all to fit, but once it’s engaged withthe steering stem and both stanchions I can fit the topstem nut and wind it down to seat the yoke. At thisstage I'll adjust the head bearings, then finally looseneach fork leg pinch bolt in the bottom yoke and positionthe top of the stanchion level with the top yoke beforenipping up all the pinch bolts. Note the rubber bushesfor the clock mountings.

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reassembly of ourproject Kettle. Nowthe wheels can goon to the chassis,

and the enginebegins to take

shape.

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Multi Illorum Nunc Non VidetisTurns ownership of a Kettle into a love affair

Spares ~ Advice ~ Runs ~ RalliesTel Peter Smith 01883 340422 for more details

email: [email protected] www.thekettleclub.org.ukKE267123

Tel Peter Smith 01883 340422 for more detailsemail: [email protected] www.thekettleclub.org.uk

1: First I'm going to finish mounting the forks, then Ican get the wheels fitted. Like many Japanese bikes ofthe period, the GT750 has its headlamp mounted tothe forks by means of two chromed brackets whichslide over the stanchions, and are then sandwichedbetween the two yokes. As the left-hand bracket wasaccident damaged, owner Roy has opted to fit a newpair. The yokes have rubber cups both above and belowthem, and chromed steel shrouds which cover thebottom yoke. On this bike I've added taper roller headbearings, so the yokes will be further apart thanstandard; so I've had to fit an extra O-ring around eachleg to secure the headlamp brackets.

SPECIAL THANKSM&R Motorcycle Benches 01924 235740

Kennedy Motorcycles 01422 382809

VJMC PO Box 14, Corwen LL21 9WF.



http://www.thekettleclub.org.uk




9: And good morale is what's required when a setbackpresents itself. Temporarily refitting the freshly paintedfuel tank, I now discover that the bottom yoke pinchbolts are going to clout the tank on full lock. For somereason the lockstops allow the steering to rotate a fewdegrees too far. This is a mystery, as I didn't noticeanything untoward when I examined the original bike,but everything is correctly fitted and the problem won'tgo away, so some kind of a solution is required.

10: After making a lot of phone calls, and askinganyone who may have any insight into the problem, I'mgetting no further. Time is marching on and I need tokeep the project moving, so a radical solution isrequired. Stripping down the front end after some verycareful measuring, I take the top yoke round to RichardWilliams Engineering and get the lockstops built upwith weld, then take it back to Triple S for powdercoating again. That works, but it's an odd one and I'dbe interested to find out why it was necessary. Thebest, and most likely explanation I've come up with sofar, is that the bike has been crashed in the past andrepaired with a different bottom yoke, possibly from aGT550.

6: I've already rebuilt the calipers with new pistons andseals, so now I can drop them over the new discs andbolt them up. And of course, it's at precisely this pointthat I realise the old Kettle should have its calipers infront of the fork legs, not behind them, so it'sbacktrack a few steps to swap the fork legs around.D’oh. The powder coating on the caliper bodies not onlylooks good, it should be a lot more durable than theoriginal painted finish.

7: By modern standards the front brake plumbing onthe Kettle is hideously complex, and it takes me awhile to sort through the parts list to figure out exactlywhat should go where. The hose unions pass througha rubber bushing on each side, and each rubber bushis held to the fork leg with a pressed steel bracket. Forsome reason I've ended up with some duplicate partshere, which complicates the issue somewhat, butthat's because I've had all the original bits replatedand Roy has supplied me with new replacements too.I've sorted through them all to make sure the bestparts get fitted to the bike.

5: Handlebars next, so I'll have something to steer therolling chassis around with later. I'll be connecting upand bleeding the front brakes too, to make it easier toget the bike down off the bench and move it around theworkshop. I may as well fit the clutch lever andswitchgear now, then the handlebar grips can go ontoo. This is a new left-hand switch; lovely.

3: Slotting in the front wheel is easy now, with just alittle attention to the pictures I took at the stripdown tomake sure the spacers and speedo drive gearbox areall in the right position. The wheel spindle can bebolted up into the wheel first before the wholeassembly fits into the fork legs and is secured by thesetwo clamps. Note the lovely shiny new disc.

4: I've already assembled the clocks onto their newmounting bracket, now I only need to drop in the twomounting bolts and tighten them up to fit the wholecaboodle to the top yoke. The correct mounting boltsare shouldered, so when tightened fully they leavesome movement in the rubber bushes to isolate theclock from vibration.

11: That's it for the rolling chassis for now, time to takea look at the motor. The top of the crankcase had achunk broken out of it by the generator cover mounting,so I've used a plastic metal compound to build it upbefore dressing it off with a hand file. Alloy weldingwould have been better, but would have taken moretime and money, and would never have looked as neat.As the surface isn't load bearing and the repair will behidden by engine paint I'm happy to take this option.

8: It's a bit premature really, but at the back end I'mnow bolting on the chainguard. There's a couple ofreasons I like to assemble parts which are handy,rather than wait until I need them; firstly it reduces thepile of bits in boxes, leaving less clutter to sort throughwhen looking for something specific. Secondly it givesme advance warning if something is missing, or forsome reason doesn't fit as it should. And it temporarilymakes the bike look a bit more complete, which isgood for morale!



project bike > suzuki gt750 - part five

15: There's a couple of bits and pieces to assembleinto the crankcases before I can put them together.This is the gear selector mechanism, which followsconventional Japanese design practice. The rotatingdrum (bottom) will be rotated by the selector shaft viathe ratchet mechanism visible at the lower left. Thethree selector forks engage into their relative slots inthe drum, so the rotation of the drum is translated intosideways movement of the forks, which in turn movethe gears to the correct position on the shafts.

16: The bottom end layout follows conventionalpractice, with the rebuilt crank assembly at the front,and the input and output gear shafts laying behind it.At the very rear of the engine is the kick-starter. Theunusual bit is, of course, the small cross-shaft you cansee aft of the crank. Driven by the large white nylongear, this shaft runs in two ballbearings and has askew gear for the tacho drive and another skew gear forthe water pump.

14: Before rebuilding the motor, the Kettle engineshave this internal oil pipe fitted inside the lowercrankcase. In normal service it would probably neverget disturbed, but as we've stripped the cases forblasting it needs to be refitted. Incidentally all theoilways and drillings in the cases have been cleanedout and blown with compressed air, and all the threads(even the ones which were masked up) have beencleaned out with a finishing tap.

13: The second batch of Bright Zinc Plating arrivesback at the workshop. This is a surprisingly cheapprocess, if you can find a good firm to do it, and morethan adequately restores the original factory finish tofasteners, spacers and spindles. On the Kettle I'veeven remembered to re-plate the gearshift and kick-start shaft ends, which is a tiny detail that will helpfinish off the appearance of the rebuilt engine.

12: Scrubbed up, degreased and shotblasted, thecrankcase halves can now be sprayed silver. I use aVHT engine enamel that is a pretty good match forSuzuki’s original factory finish. You can get goodresults just scrubbing and degreasing cases beforespraying them, but the shotblasting takes off all themuck and corrosion and allows the paint to key to thesurface better.

17: The crankcases go together easily and, pausinglong enough to make sure all the shafts turn freely, Ican begin assembling some of the peripherals. I'vefitted the oil pump and its feed pipes, and here I'mdropping in the tacho drive gear assembly. This isretained in the crankcase by a single pinch bolt oncefitted. Note the O-ring at the top which acts as an oilseal.

INSIDER INFORMATION

■ Note that the first ‘J’ model has wider top andbottom yokes to accommodate the four-leading-shoe drum front brake. In fact the whole frontend is the same on the 750 and 550 J modelsapart from different coloured headlightmounting brackets.

■ There are five different types of clocks for theGT750 series, make sure you get a matchingspeedo/tacho/temp gauge if buying spares.The ‘gear position diode’ is unique to the 750;although fitted to the 550 and 380 the 750s‘mounting tabs’ are offset differently to the 550and the 380, which are the same, so beware ifbuying at an autojumble.

■ A combination of things could affect thesteering clearance; the standard clearancebetween the top yoke pinch bolt and the tank isonly 3-4mm. I had this problem on one of mybikes, which also had taper bearings. Imachined the top yoke allowing the bolts to sita few mm deeper and skimmed the face of thebolts. The GT550 bottom yoke is the same asthe 750 apart from a tapped hole on theback/rear right-hand face for a brake pipe clip.You can see the casting ‘boss’ on the 750 but itisn’t drilled. The 380 is also exactly the same,just slightly smaller bores for the smallerdiameter forks.

■ The internal ‘breather’ pipe mentioned at step14 connects a hole in the casting where thewater pump sits to a hole on the edge of thewater pump impeller cover. The ‘pick up’ point isbetween the 2 outer O-rings on the water pumpbody, and any seepage of oil or water will be‘exhausted’ under the bike. If you notice largedrops of oil or water (or both) emulsified underthe centre of the bike this is where it willprobably be coming from. It is still OK to ride thebike, but it indicates a water pump oil sealproblem and is best remedied ASAP.

■ The crank oil seals harden if the bike isn’t usedregularly. If the seals are worn, pressure fromthe crank forces gearbox oil through the wornseal next to the drive gear on the crank,forcing oil out of the gearbox breather (thecast ‘chimney’ under the oil pump cover). Oilwill flow out of the drain hole just below the oilpump cover. When buying a bike make surethis hole has not been ‘bunged up’ byunscrupulous sellers. Take the bike for a runbefore buying and accelerate hard in first,second or third gear, then check for oil comingfrom this hole.

■ Note the number 13 crankcase bolt (going bythe numbers cast on the bottom of the cases)must have a copper washer. This bolt is ‘open’to the gear box and will allow oil to leak if notfitted with a copper washer.

■ It's important to align a ‘dot’ on the kick-startpawl with a ‘dot’ on the kick-start shaft, so thatthe hole in the kick-start shaft faces upwardsto gather oil. If this is correct there is another‘dot’ on the end of the kick-start shaft thataligns with a ‘dot’ on the kick-starter lever. Thisdot should be at 12 o’clock. This alignment isoften overlooked as the kick-start will work inany position, but will not gather oil for lubrication.

Dave Walker, Kettle Club.



20: Flipping the motor back over, I'm fitting the startermotor. This may have to come off again later to getaccess for the SRIS pipework, but as I'm not intimatelyfamiliar with the GT750 engine I'm taking my time withthe assembly and consolidating my learning curveabout how it all fits together. The best way to approachany job like this is to take your time with it, and makesure you fully understand what each part does beforemoving on.

18: Next, the water pump. I've turned the bottom endupside down on the bench to make the pump bodyeasier to fit, and made sure it’s turning freely beforeoffering it into the crankcase. Again, note the O-ringsthat act as seals on the pump body. The body isnotched, and will only fit the correct way. Once it’s fullyhome a circlip secures it in place.

19: Again, I've checked to make sure everythingrotates correctly before proceeding; as the crank isturned over the water pump shaft should now rotate.Next I can fit the impeller to the end of the water pumpshaft and secure it with a circlip, before fitting theimpeller housing with a new gasket.

23: Roy has located a brand-new generator stator,which takes the sweat out of cleaning up the old one.This slots over the rotor and bolts up to the crankcasewith three long screws. Note the piece of wireprotruding from the brush holder, this is holding thebrushes back in their holder to make the stator easierto fit. Once bolted up I can pull the wire out, and thetwo brushes will spring outwards to sit on thecommutator. The brushes must be in good condition orthe bike may not charge correctly – these are, ofcourse, brand-new.

21: At this stage it makes sense to place the bottomend into the frame and bolt it up, as the rest of theengine can be built onto the bottom end in situ. TheKettle has four main engine mountings, each one usingrubber bobbins and a spacer sleeve. I've also usednew stainless engine bolts supplied specially by InoxFasteners. Now I'm fitting the kick-start return spring,and I can check the kick-starter turns and returnscorrectly before moving on, being careful not todamage the pistons, of course.

22: At the right-hand side of the engine now, I can refitthe generator rotor. This simply clamps up onto a taperon the crank, and one tip I have picked up over theyears is to lap the tapers together with a little grindingpaste before assembly. Kawasaki triples, in particular,used to shear Woodruffe keys as the rotor came looseon its taper. The secret is that the key only locates therotor in position; the integrity of the taper surface is thebit that actually transfers the load. The GT750 rotorcan fit in any position, and doesn't use a key.

CONTACTSKettle Club 01883 340422, www.thekettelclub.org.

Genuine Suzuki spares Robinsons Foundry 01227 454366

Crank rebuild SEP 01509 673295

Powder coating Triple S 01274 562474

Stainless fasteners Inox 023 8058 6805

Reboring Serco Engineering

Bead blasting (for paintwork) Reg Webb 01329 288812

Paintwork R&K Body Repair 023 9252 4292

Reproduction striping kit Sunrise Graphics 01253 711862

Wheel rebuilding Paul Jackson 01422 378100

Rechroming Chrome Restoration Services 01785 212878, Vernon Moss

Tyres Associated Tyre Services

Alloy polishing M&G, Halifax 01422 831916

Zinc plating : Simms, Halifax

Oils and brake fluid Millers Oils 01484 713201

Spark erosion Kelland Precision Tooling Ltd, 01422 370715

24: At the other side of the engine I'm going to fit theinner timing cover. Firstly this short drive shaft has tobe located correctly in its bearing in the cover. Thisshaft drives the ignition system, so it must be keyed tothe crank. The notch you can see at the top locateswith a peg on the starter clutch, and be aware that theshaft and starter clutch must be a matching pair. Someshafts had the drive notch in a different position, andif you mix and match them you may have seriousproblems timing the ignition.

25: Now the inner timing cover can be fitted over thestarter clutch and clamped up to its new gasket. Thismay look like a complex set-up, but in service thewhole ignition system can be removed as an assemblyand laid aside without disturbing the timing, useful ifrapid access is required to the starter clutch or waterpump drive gear. I bet it was a boon at the trackside inthe Kettle’s racing heyday.

NEXT MONTHROD FINISHES OFF THE MOTOR, ANDTHE BIKE BEGINS TO TAKE SHAPE...NOVEMBER ISSUE ON SALE OCTOBER 19.




cult bikes > bmw r90s ‘meistershaft’

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tevie

P


Riding the R90S for the first time will dispel forever any preconceptions about the BMW breed.It looks like a staid tourer, it sounds like onetoo, but within seconds the full potential of thedesign smacks you in the face and makes youpay attention. It happens to me every time Icock a leg over one. On the way there I moanabout ‘bloody bee emm’ this and ‘bloody beeemm’ that, and on the way back I keeprepeating, ‘I wouldn’t mind one of those in thegarage’.

Quite surprising is the compactness andnarrowness when you sit on the Beemer. Whatlooks like a very big bike as you approach itbecomes nothing more than a powerfulmiddleweight once you are sitting on it. The’bars are hardly wider than your shoulders andthe foot-rests, offset to match the cylinderspacing, incredibly close together, around fiveinches further in than anything the Japanesehave to offer. Even the large-capacity tank isn’tin any way bulky, achieving its five-and-a-quartergallon capacity with length and height ratherthan width. This instantly endears itself to therider sitting fully on the centre line of themachine, making the bike feel balanced and

not at all the capacity it is.At low speed the bike is so easy to keep

upright there is hardly a need for thatcomforting foot down; certainly, turning thebike around on a narrow B-road for the photoshoot could be performed like a trials bike,feet up all the way. The engine configurationhelps no end in this aspect with very littleweight above mid-shin height.

Once on the move, little changes. The bigGerman twin is agile, lithe and, above all, fast.OK, you can’t go rushing around in a ham-fistedmanner or the bike will get upset with you.There is simply no point trying to run to theapex of a bend with the brakes on, forinstance. The front suspension is too soft andcompliant to handle such abuse, while theengine is a bit on the lazy side to cope with thelate downshifts required for this technique. Farbetter to work in unison and make smallsuggestions to the bike. Get the braking,downshifting and turning done well in advance,then try to go through the apex on the gas –that way the whole plot tightens up nicely andyou will be exiting the corner at a far higherspeed than an equivalent Japanese machine.

Braking is positive and effective, althoughsome feel is lost as the front lever pulls acable that, in turn, actuates the master cylinderdeep under the petrol tank. This doesn’t affordthe kind of feedback usually associated withhydraulic systems, but it works nonetheless.

Gear shifts need to be positive – no half-hearted touches on the lever, a real prod isrequired to get the Boxer engine to shift ratios.

Once the engine revs are correct, the gears willshift both effortlessly and without the clutch;get it wrong and it is as if you are trying tothrow a breeze block with your left big toe.More difficult than going up the box is comingback down again.

The engine speed must be accuratelymatched to the rear wheel speed to make thisa smooth affair; mismatch either and the bikewill let you know in a way that only trying toshift large engine components before they areready creates.

As soon as riding harmony has beenestablished between you and it, the Beemer isa cracker, and every aspect of the experienceis a delight. The pulsation of the two hugecylinders smoothly pumping against each otherto calm the vibes is reassuring. It is possible tooverwhelm the rear suspension, especially onbumpy roads, as the combined shaft drive/rearbrake hub just sits there as unsprung weight; asmall price to pay for such a luxurious ride atall other times.

Once the travel has been soaked up, thechassis is a tight and positive package, theswing arm moves on roller bearings and theshaft drive introduces no flex into the rear end.Accuracy is built in at the factory and, with nochain adjusters to alter anything, remains therethroughout the bike’s life. It comes as nosurprise why the R90S has such a loyal fanbase: it is fast, smooth and will keep going allday long. Owners report travelling 800 miles aday and still feeling fresh at the end of thejourney.


The Boxer with teeth

RACING SUCCESS

The /5 series BMWs had had someracing success in the hands of HelmutDahne and Hans-Otto Butenuth, both ofwhom managed fourth places in theProduction TT. But it was 1976 beforeDahne and co-rider Butenuth delivereda TT win for BMW on an R90S in the1000cc production race.

The Americans had taken the R75/5to heart, and US distributors Butler &Smith commssioned Rob North toproduce frames for their R75 racebikes campaigned by Reg Pridmoreand Kurt Leibman in AMA racing. Thelaunch of Superbike racing in 1974opened the doors for Pridmore to takea Butler & Smith R90S to a productionrace win at Ontario, finishing so farahead of Yvon DuHamels Kawasaki

that DuHamel thought he'd droppedout.

The Butler & Smith bikes were

developed by New Jersey tuning aceUdo Gietl, who fitted shorter rods andbarrels to increase cornering

clearance. The 995cc engines had acompression ratio of 12.2:1, used36mm and 40mm valves and had carbsbored to 40mm to produce anestimated 100bhp at 8300rpm. Thechassis was extensively modified andused a monoshock arrangement, offsetto allow wide racing rubber, and thebikes were capable of a top speed of146mph. John McLaughlin won atDaytona in 1976 on a Butler & SmithR90S, and the bikes remainedcompetitive in the superbike seriesuntil 1978, with John Long bringingone home in third place at Daytona andfinishing third in the championship thatyear. Stuart Beatson subsequentlywent on to win the Battle of the Twinsseries on one of the bikes in 1983.

BMWs were gentlemans touring mounts,until the R90S arrived and shook everyones

preconceptions about shaft drive tourers.

John McLaughlin’s Daytona winning R90S.


to fit a new one every couple of years– an operation that requires somedismantling amidships. The alloyexhaust collars screw on alloythreads on the cylinder heads – not aclever design, and it’s easy todamage the heads when removingthe front pipes. Shatter the oldexhaust collars off with a chisel tosave the threads on the heads ifthey’re reluctant to shift, and useplenty of copper slip whenreassembling.

The standard steel exhaust systemis good for around three years usebefore the rot breaks through fromthe inside out. Stainless steel pipesare easily available and rectify thiscompletely.

The R90S has no cush damperwithin the drive train so somethinghas to take the knocks, and the rearoutput splines that transfer powerfrom the rear drive unit to the wheelhub can wear with excessive mileage.Smear petroleum jelly into the splineseach time the wheel is out to keepexcessive wear at bay. The gear

WHAT GOES WRONGWith a design of such longevity, onewould not expect much in the way ofcommon faults. The R90 boxerengine is a tough old lump. As thelaw of sod dictates: the bike with themost comprehensively equippedtoolkit is the least likely to need it.The R90S kit is oversubscribed withsockets and spanners aplenty, allwrapped up in a snug tool rollcomplete with its own BMW-badgedtowel to lay them out on in theunlikely event of a roadside malady.For the pedants, the tool marked‘Hauptbremszylinder’ is required toadjust the free play in the brakemaster cylinder.

R90S owners will admit to a fewweak points. Rear crank seals canleak, and the factory continued tomodify the seal throughout theproduction run to cure it. The tell-talesign is an oil weep on the top of thesump casting, below the gearbox. Thecarbs need frequent attention to keepthem in balance, and lower pushrodtube seals can weep oil on thecrankcase. Total electricalfailure can result from thelive connection rotting offthe bottom of the starterrelay, under the left sideof the fuel tank.

Like all boxers of theperiod, the R90S eatsbatteries, so be prepared



OWNER’S TALE: SHAUN THOMAS

model 1976 R90S

owned since 2000

price paid £1800

present value £3500

mileage 22,000

condition very tidy

owner Shaun Thomas

proprietor Rainbow

motorcycles, Rotherham

I had my first R90S aged 21 (sadlyit was a company bike). TheR100S had just replaced the 90Sand my boss said ‘get that 90SPDI’d and you can have it as yourcompany bike until you find abuyer’. That was 12 January 1976,a beautiful winter’s day. I preppedthe bike myself and proudly rodeoff home that evening. You canimagine my dismay when, on the13th, my birthday, I looked out tosee a foot of snow on top of thebike. Never mind, it took ages tofind that elusive customer to buythe bike. Since becoming a BMWdealer 17 years ago, I had beenlooking for a good 90S. I foundmine through Miles, now one of ourtechnicians. It is a very originalFrench bike which, with just mildrestoration, has since served mewell.

I felt it fitting to use it to ride tothe dealer launch of the K1200S at

the Nürburgring last year; after all,the new bike is very much aSuperbike. I believe that the R90Swas the first bike that had theSuperbike moniker attached to it.My colleagues thought I was crazybut the old girl can still lift herskirt and buzz along at a genuine100mph for hour after hour. I spenttwo days riding the K1200Saround part of the Nürburgring GPcircuit and also enjoyed four lapsof the Nordschleife too. When I gotback on the 90S I was sure thatmy fun-loving colleagues haddisconnected the brakes, let downthe tyres, loosened the spokes andsteering head bearings andattached a brick to each throttlecable. Looking around the bike, Irealised that Superbikes havecome a long way in the last 30years! The 90S was just her usualself and, after an hour, I was 21again!

OWNER’S TALE: ADRIAN NURNEY

model 1975 BMW R90S

owned since 1986

[rice paid £1500

[resent value Not for sale

mileage 54,000

condition Mint

owner Adrian Nurney

I bought the R90S in May 1986 for£1500 with 15,000 miles on theclock. I got him out of bed (inOxford) at 6am to answer the ad.He didn’t hold it against me andpromised first refusal on seeingthe machine. A queue had formedoutside his house in case I didn’twant it. Present mileage is 54,000which includes many touring trips:South of France twice, Italy,Germany and a couple of yearsliving in Spain with my fiancée,Susan. If the sky is clear I use it!

It is insured for many years withCarol Nash (about £120 fullycomp) at an agreed value of£6000. If I lost the machine itwould cost me this to locate andrestore another, so a recent offerof £7000 didn’t tempt a sale. Themachine would probably fetch£4500-£5000 in the specialisedPress but what price 20 years of

ownership and the memories – andI don’t need the money! I have justcompleted a 1200-mile round tripto the BMW biker party in Garmisch,and the bike handled sustained90mph cruising with not a problem.I met various Germans whocouldn’t believe the 13-hourjourney down and 10 hours of rainto arrive with groups of peoplegawping at an extremely dirty (tome!) machine and enthusing at theapparent cleanliness. The bike hasnever let me down and alwaysbrings me home wherever I am.The clutch was replaced by lighter,post-81 parts. This, to me, is anessential mod, because themachine is so much easier to livewith in modern traffic, and issignificantly quicker inacceleration on overtaking.



change selector return spring hasalso been known to have an earlybath, although the mileagesmentioned when this is likely tohappen would see most Jap sportstourers forgetting the bath andsearching for a bed for the night.

TUNING TIPSThe lighter clutch assembly, takenfrom the 1981 spec Boxer engine,greatly helps acceleration and generallow-speed riding, although it doesrequire the gearbox output shaft tobe replaced. Most R90S owners haveopted to have the heads convertedfor trouble-free unleaded fuel use,and many also sport some kind ofelectronic ignition in place of thecontact breakers, with systems beingmade by Boyer Bransden, Lucas Ritaand Piranha.

There was nothing wrong with theold points system; it is just one lessthing to worry about on long journeys,as well as reducing the demandsplaced on the battery at start up. Tosmooth out the clunky gearshiftproblems the later ‘Kinematic’ gearlever can be fitted, giving the rider agreater leverage over thetransmission internals.

DEVELOPMENT HISTORY

Despite repeated success on theracetrack, by the late 1960s BMWsimage had moved firmly to theconservative, and their bikes wereseen as genteel gentlemans touringmotorcycles. The launch of the /5series in September 1969 gave thebrand a new impetus, but comparedto far eastern exotica they stilllacked the sparkle that would kickthem forward into the superbike era.Behind the locked doors of the BMWboardroom a plan began to takeshape for a new flagship bike toheadline the upcoming /6 series, andmaverick designer Hans Muth (laterof Target Design and responsible forSuzukis Katana project) was given anR75/5, a budget and a free hand. Inthe meantime the engineers at theSpandau factory had opted to

increase the bore of the biggestboxer to 90mm, producing a capacityof 898cc for the R90/6 tourer.Upping the compression ratio to9.5:1and fitting a pair of Dell O'rtoslide carbs resulted in an enginewhich would make 67bhp at7000rpm, a 63 per cent power hikefrom the original R75/5. The newengine was passed to Muth, andfitted into the restyled rolling chassisto become the R90S.

Muths styling touches had broughtthe bike bang up to date, with a newand larger sculpted fuel tank andelegant tailpiece, both of whichwould later see service in the /7series. But the most radicaldeparture from the common orgarden road bike was the addition ofa dedicated nose fairing. Up until the

R90S, fairings belonged firmly on theracetrack, or resembled barn doorsbolted to the front of Police bikes andstodgy tourers. The R90S lookedsleek, elegant and futuristic. It hadthe performance to match too, andwhile it didn't burn rubber like a Z1 itsoon gained a reputation as a highquality, stylish sports bike. The colourschemes were pretty radical too; anairbrushed finish in either 'TT SilverSmoke' or 'Daytona Orange', whichmade every bike unique. The R90Slaunched a rash of replicaaftermarket nose fairings which werebolted willy nilly to everything fromFizzys to Kettles. It changed thefortunes of the company and usheredin a new breed of boxer twins, pavingthe way for their continued successtoday.

“UP UNTIL THE R90S, FAIRINGS BELONGED FIRMLY ONTHE RACETRACK, OR RESEMBLED BARN DOORS BOLTEDTO THE FRONT OF POLICE BIKES AND STODGY TOURERS.THE R90S WAS SLEEK, ELEGANT AND FUTURISTIC.”




THE OPPOSITION

The closest rival came from Italy inthe shape of the Moto Guzzi750S3, soon to be the LeMans. Infact the Guzzi layout is almostidentical to the BMW, only theangle of the cylinders separatingthe two designs.

Guzzi’s V-twin gives more groundclearance and is easier to cast asthe sportier ride, but cramps itsrider in a crouch behind thecylinder heads that can be toouncompromising for serious long-distance, high-speed work. Andthe Beemer was no slouch on theracetrack, with an enviable race-winning pedigree.

BMW fans would claim that

Bavarian quality control tips thescales in favour of the R90S everytime. I find the BMW moreresponsive and actually quicker toride than the Guzzi, but thewallowing suspension pushes itback to second place through thetwisties. You pays your money andyou takes your choice.

Many original ideas found in theBoxer design were widely imitated.Yamaha, for instance, used anidentical shaft drive set up in theirnew range of sports tourers, whilethe handlebar fairing became boththe norm for the next generation ofsports machines and much copiedby the accessory market.



BMW R90S

engine Air-cooled four-stroke opposed

twin ohv

capacity 898cc

bore x stroke 90mm x 70.6mm

compression Ratio 9.5:1

carburation 38mm Dell’Orto PHM with

accelerator pumps

maximum power 67 hp (49.3kW) at 7000rpm

maximum torque 76 Nm / 56ft-lb at 5500rpm

ignition Bosch contact breaker

transmission Five-speed dry clutch

shaft final drive

frame Twin steel loop

front suspension 36mm Boge telescopic fork

rear suspension Twin shock adjustable

spring pre-load

front wheel 3.25in x 19in

rear wheel 4.00in x 18in

front brake 260 mm ATE one-piston caliper

rear brake Simplex drum brake of 200mm /

7.87in diameter

wheelbase 1465mm

weight 498 lbs

fuel capacity 5.27 gallons

(inc 0.5 gallon reserve)

top speed 124mph

http://autos.groups.yahoo.com/group/R90SWORLDNET

www.motobins.co.uk

www.motorworks.co.uk

www.bmwmcc.co.uk

SPECIFICATION

CONTACTS

DIMENSIONS

CHASSIS

POWER


http://autos.groups.yahoo.com/group/R90SWORLDNET

http://www.motobins.co.uk

http://www.motorworks.co.uk

http://www.bmwmcc.co.uk

25 September 2005: NSA Sprint, Honington, Suffolk.Details from 01255 508120.

1-2 October 2005: The South East Motorcycle Show;12th year at The Kent County Showground, Detling,Kent.

1-2 October 2005: Classic Bike Race of the Year,Snetterton. More information from MotorSport VisionLtd, Brands Hatch, Fawkham, Longfield, Kent DA3 8NG.Tel. 01474 875 206, fax 01474 874766, emaillaura.stevens@motorspor tvision.co.uk webwww.motorsportvision.co.uk

2 October 2005: The 2nd Autumn Japanese Bike Ride-In, Show & Jumble, Warwickshire Exhibition Centre,Leamington Spa, Warks. More details from AndrewGreenwood, PO Box 1254, Huddersfield HD4 6WY. Tel.01484 452002, fax 01484 452006, webwww.classicshows.org email [email protected]

7-8 October 2005: The Motorcycle Hall of FameMuseum annual Hall of Fame weekend, on the campusof the American Motorcyclist Association inPickerington, Ohio. The weekend honouring the Class of2005 begins on Friday 7 October with an eveningreception at the Motorcycle Hall of Fame Museum.Festivities continue on Saturday 8 October with the 4thannual by-invitation-only Concours d’Elegance featuringover 100 rare vintage motorcycles. The Hall of Fameweekend concludes with the induction dinner andceremonies on Saturday evening. Attendance to allevents is open to the public with reservations requiredfor the museum reception and the induction. For moreinformation, call (614) 856-2222, or visit themuseum’s website at www.motorcyclemuseum.org

9 October 2005: NSA Sprint, Waterbeach, Cambs.Details from 01255 508120.

9 October 2005: The 8th Staffordshire Classic BikeShow & Bike Jumble, Uttoxeter Racecourse, Uttoxeter,Staffs. More details from Andrew Greenwood, PO Box1254, Huddersfield HD4 6WY. Tel. 01484 452002, fax01484 452006, web www.classicshows.org [email protected]

15-16 October 2005: The 12th Classic MotorcycleMechanics Show sponsored by Central WheelComponents, Stafford County Showground. For ticketsor more information call 01507 529300, or book onlineat www.classicbikeshows.com

15 October 2005: Yorkshire Speed Hill Climb andSprint Championships, Cadwell Park (provisional).Including: vintage, post-vintage, classic, post-classicand modern, solos and three-wheelers. For detailscontact Peter Hillaby, Auto 66 Club, The Circuit Office,Oliver’s Mount, Scarborough, North Yorkshire YO112YW. Tel. 01723 373000, fax 01723 373111, [email protected] or check the website atwww.auto66.com

30 October 2005: The 7th South of England ClassicMotorcycle Show, South of England Showground,Ardingly, W Sussex. More details from AndrewGreenwood, PO Box 1254, Huddersfield HD4 6WY. Tel.01484 452002, fax 01484 452006, webwww.classicshows.org email [email protected]

6 November 2005: The 15th Malvern Classic BikeShow, Three Counties Showground, Malvern, Worcs.More details from Andrew Greenwood, PO Box 1254,Huddersfield HD4 6WY. Tel. 01484 452002, fax 01484452006, web www.classicshows.org [email protected]

20 November 2005: The 5th Newbury Classic Car/BikeShow & Car/Bike Jumble, Newbury Racecourse,Newbury, Berks. More details from Andrew Greenwood,PO Box 1254, Huddersfield HD4 6WY. Tel. 01484452002, fax 01484 452006, web www.classicshows.orgemail [email protected]

27 November 2005: The 9th Staffordshire ClassicCar/Bike Jumble, Uttoxeter Racecourse, Uttoxeter,Staffs. More details from Andrew Greenwood, PO Box1254, Huddersfield HD4 6WY. Tel. 01484 452002, fax01484 452006, web www.classicshows.org [email protected]

13-14-15 January 2006: Bikespor t Live, TheMillennium Stadium, Cardiff. Billed as the ultimatemotorcycle experience, featuring a mix of Tarmacracing, live arena action, stunt shows, stage shows,‘trade zone’, and two fantastic evenings of topSupercross action. For further information [email protected] Extreme Sports Promotions01992 571640 or email [email protected]

11-12 February 2006: Classic Motorcycle Show: Bath& West Showground, Shepton Mallet. H&H Auctions,will be hosting an auction, with viewing to be held in theExmoor Hall on Saturday 11 and Sunday 12. For ticketsor more information call 01507 529300, or book onlineat www.classicbikeshows.com

22-23 April 2006: The 26th International ClassicMotorcycle Show, sponsored by Central WheelComponents, at the County Showground, Stafford. Fortickets or more information call 01507 529300, orbook online at www.classicbikeshows.com

19-21 May 2006: Spring Eurojumble, Netley Marshnear Southampton, on the A336 between Cadnam andTotton (M27 J1 or J2). For tickets or more informationcall 01507 529300, or book online atwww.classicbikeshows.com

bike bashes > upcoming events

SEND YOUR BIKE BASHES TO:CLASSIC & MOTORCYCLE MECHANICS,PO BOX 99, HORNCASTLE, LINCOLNSHIRE, LN9 6LZOR E-MAIL [email protected] guide

> 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!

STRAIGHTLINERS DRAG RACE MEETING

9 October 2005: Straightliners Drag Race Meeting atElvington, North Yorks.

Classes for all types of bikes including Run What

You Brung – simply turn up, sign on and ride. Moreinformation from Trevor Duckworth on 01484 718164or www.straightliners.co.uk

Our Katana makes its last outing of the season at Elvington on 9 October.


http://www.motorsportvision.co.uk

http://www.classicshows.org


http://www.motorcyclemuseum.org





http://www.auto66.com
















http://www.straightliners.co.uk

1> KAWASAKI GPZ900 & Z650"Two of the best," emails Pete Biggin. "They're both very good, and fordifferent reasons. The GPZ900R still packs a punch and is easy to livewith, as for the Z650 – did air-cooled fours get any better? Both mybikes are not quite original but the mods are period and practical."

2> HONDA CB500T & YAMAHA XS400SEIan Cox, of Goathland, North Yorkshire, owns this pair of four-stroketwins. "The CB500T was bought new in August 1975, and I still have it,and ride out when I can – it's really enjoyable. It's only done about16,000 miles from new, and has never been dismantled for anythingother than routine servicing. It always seems a pity that peopledismantle bikes for no good reason and then throw them into boxes atthe back of a shed. Ride on instead! The 1983 XS400 SE Yamaha isused daily during the summer months as transport to work. It’s largelyoriginal, but has just had a beautiful new seat cover made, which hasrestored its dignity no end (thanks Peter). I am gradually restoring it toits former glory over the next few months."

3> HONDA XL500RBrian Hiscock is a dyed-in-the-wool fan of Honda's XL500R trail bikes. "Ihave owned one of these forgotten warriors for the last 15 years anduse it both on- and off-road regularly. If used for sensible green laneoutings and not as a faux enduro mount they do not suffer unduly – afterall it is what Sochiro made it for. My current mount is an original Englishmodel, but I know of several more and they have all come from Italy."

4> KAWASAKI Z650"There are a few 650s here in sunny Bordeaux, none as far as I knoware luminous candy red," emails Richard Dennis. "I bought this bikefrom its one and only previous owner, the guy had it for 26 years. The Znow has 51,000km, Marzocchi shocks, dyna coils, Newtronic ignition,Raask rearsets, a Marshall 4-1, and an oil cooler off a ZR7. It's a greatall-round ride, and it takes me to work almost every day. It'll do 5.5-7.0litres to 100km and a top speed of somewhere around 200kph (butwe're not supposed to know that), and it does fine two-up as well. Myusual weekend trip is an easy, rather too many straights, 70km-or-so tothe beach, where all the posers have coffee and everyone watches thesurfers and all the wonderful people on the shore."


put yourselfin the picture

SEND IN PICTURES OF YOURSELF AND YOURPRIDE AND JOY - POST TO MECHANICS,PO BOX 99, HORNCASTLE, LINCOLNSHIRE, LN9 6LZOR EMAIL YOUR JPEGS TO [email protected]

show us yours > readers’ bikes



5> SUZUKI T500M"Just to say how much I enjoy reading Classic Mechanics, which I'vebeen getting through the post for a few years now," says John Mackayfrom Teeside. "This is my T500M which took me a year to restore (myfirst restoration). I rebuilt it to look like the T500J I had in the 70s. Apartfrom a few teething problems to start with she runs great now, though itwould have been cheaper to buy a restored bike. Everything from top tobottom has been re-chromed, with stainless steel nuts and bolts, and apowder coated frame. I hope you and the readers like it."

6> YAMAHA TDR250Gordon Smith has just rebuilt this TDR250 Yamaha. "It is not completelystandard, but I have improved it considerably in the handling, braking,and performance departments. I bought it 14 months ago as a tattyrunner. It was then totally rebuilt (including a complete engine rebuild). Idid over 500 miles during the first week it was back on the road." Thebike has been aired at both the North-East RD Owners’ Club and theAircooled RD rally in Derbyshire.

7> HONDA CB900FMartin McCloy owns this tidy Honda CB900F. "The bike is a 1982CB900 Honda I acquired a few weeks back. It is an American import andappears to be in very good condition. I am told the Yank 900 has aslight restriction, which I plan to rectify. Now that my Suzuki Tempter isoff the workbench this could be my next project, although I don't know ifI could be bothered just yet – Oh sod it! Where's my spanners?"

8> HONDA VFR750Show pic: Honda pictures 009.jpgJohn Tanswell from Plymouth, New Zealand, owns this tidy 1985 HondaVFR750G. "I have restored both a Kawasaki H1B and Z900 in the past.After reading the Buying Bikes feature on the VFR 750 in the Dec 2004issue, I thought that I'd like one of those. Low and behold, if one wasn'tadvertised in our local rag in January. It was mine for $2000 NZ (about£750). The bike has travelled 86,000km and is very original, right downto the tool kit and owner’s manual. I've replaced the exhaust systemand the other side of the fairing needs a little repair work, but other thanthat it runs like a new one. I'm going to get the fairing tidied up andhave it repainted (in original ‘pearl white’ of course) ready for nextsummer. Please keep up the good work."


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9> HONDA VF750FThis is Liz Welburne’s Honda VF750F. "The bike has covered 38,000miles, with Liz having had it since early 1992," writes husband Dean."Since we acquired it, it has been mechanically 100 per cent reliable,the only problems being a CDI unit (replaced for £20) and blowncollector box. The bike has done numerous European tours and wasLiz’s main bike until last summer when it was joined by her Fazer 1000.It is standard apart from the Kerker exhausts (taken from my FJ1200system when its link pipes got ground though during cornering at theNurburgring) and it occasionally wears a Krauser luggage system. Theonly other work of note (other than taking it apart and cleaning years ofneglect from it when we bought it) was the bodywork, which wasresprayed a few years ago by Merlin Coachworks of Durham."

10> HONDA CB200Frank Harrison has fond memories of the Honda CD200 he used to ownas student in Leeds. Now living in Germany, Frank has just acquired thisCB200. "Since buying it in January, paying 350 euros incidentally, all I’vedone is a service and replaced the battery, plug caps, petrol pipes andthrottle cable. I then undersealed the mudguards. It got quite a fewadmiring comments at the TuV inspection, but I don’t really take it toofar currently as the charging system seems a little temperamental. It hasa couple of dings and dents, if you look close enough, notably in thepetrol tank due to broken lock stops, but I put all this down to patina,which is the excuse ex-editor Bob Berry used for not repainting/repairingthings as I recall. It shares the garage with my 1994 Triumph 900Sprint, but there is a queue forming of various other bikes in variousstates of disrepair, so hopefully this will not be the last you hear fromme."

11> YAMAHA RD250LC"Having owned bikes every year since I was 16 (I'm now 34), I fanciedreliving my youth and sought out a 250LC," writes PC Matty, by email."My current collection includes a Suzuki TL1000S, a Yamaha TY250 andthe legendary Honda CR500, yet I was still drawn to owning anotherElsie. Having owned several different types of RDs in my teens and earlytwenties I just had to have one more. This is a good clean bike, withplenty of original parts still intact, and hopefully by the end of the year itwill be back to standard. It's the best £1200 I have ever spent; the LCbug has well and truly returned."

12> SUZUKI KATANA 750This is Phil Giddings’ GSX750 Katana, imported in 1982. "I'd only had iton the road for a week when someone offered me a GSXR600 as astraight swap! It's a great bike to ride and always draws attention. As faras I know the only non-standard parts are the Predator exhaust, theforks (which are a temporary fix until the originals are re-bushed) and theluggage rack!"


show us yours > readers’ bikes


vjmc > the voice of the vintage japanese motorcycle club

THE VINTAGE JAPANESE MOTORCYCLE CLUB IS AN ENTHUSIASTS’CLUB WITH MORE THAN 5500 MEMBERS, UNITED BY A COMMONINTEREST IN OWNING, RIDING, PRESERVING AND RESTORINGJAPANESE MOTORCYCLES OF 15 YEARS OF AGE OR MORE.

> Contact the VJMC:web: www.vjmc.comemail: [email protected]: 0870 013 8562write: P.O. Box 14, Corwen, LL21 9WF.


A penchantfor the tiddlers

This month Steve Cooper talks to Chris Merrett;a VJMC stalwart, colourful character and all-round nice bloke!

Mr Merrett has been into his bikesfor some 34 years and started offwith a little Suzuki M12; quitetopical really as these little fellowsare now being restored as peopleappreciate what advanced andreliable bikes they were for theirtime. Cursed by the heinousmoped laws Chris took to thestreets on an AP50 and confirmsthat it was a real feisty littlebeast. Sorry guys, but if Chrisrates the AP over your Fizzer I’mnot going to argue.

The Merrett riding stablecurrently consists of three HondaC100s, three ST70s, a SuzukiA100 and a 325 Suzuki Beamish(a trial iron for those who avoidthe mud at all costs!). As Chrispoints out (as if it were needed)he’s rather partial to the smallerbikes. It’s good to see someonewith a penchant for the tiddlers,as they don’t always get thecoverage they deserve. Givenlimitless funds the Merrett garagewould play host to a GT750J(always a popular choice), a 1200Bandit, any Buell (because theyjust make them so different to anyother bike) and an ex-WD BSAB40. Yet again the VJMC membersshow they are not purely focusedon bikes from the Orient then.Seems to be fairly obvious nowthat we have some very eclectictastes within the club.

If there’s one thing that reallywinds Chris up it’s preparation oftin-ware prior to painting. All thateffort and time, filling, priming,sanding and then repeating it allad nauseam until you think it’sOK, only find another dent youmissed. Many readers are going to

identify with that one methinks. Onthe skills side Chris passed on anancient secret for carburettorrestoration. Apparently picklingvinegar is excellent for removingthe oxide from carbs. We don’thave details, such as time ofimmersion or temperatures, but agood source informs that it’s bestto avoid the pickling vinegar thathas added chillies. Apparently thechilly seeds tend to block jets!Chris has been tinkering withbikes for so long now that he’sfairly up on most restoration

problems. It’s also reasonable tosay that his knowledge of theST70 is close to comprehensive.

Outside of the VJMC, our manruns a children’s quad bike rideand is heavily into vintagecommercial vehicles. As if tounderline the latter interest, Chrisarrived at the VJMC’s rally thisyear in a Green Goddess fireengine which certainly eclipsed hisprevious ‘special’… a 50s tractor.Who says life in the VJMC is dulland totally bike obsessed?

“ PICKLING VINEGAR IS EXCELLENT FOR REMOVING THEOXIDE FROM CARBS, BUT IT’S BEST TO AVOID THE

VINEGAR THAT HAS ADDED CHILLIES.”

On Friday 2 September 2005 a giantof motorcycling was taken from uswhile racing at The Isle of Man. DonLeeson will be sadly missed by notonly the VJMC but by everyone whohad the good fortune to come intocontact with him. He could sometimesseem cantankerous, but he workedtirelessly to uphold the beliefs of theclub and was instrumental in makingthe club the success it is today.

I knew Don for some 12 years. Onfirst meeting him it seemed difficultto get to know the man, but once hebecame your friend he would doanything for you. He also upheld hisbeliefs with everything he did onbehalf of the club as he strivedtirelessly to exceed people’sexpectations, often to his owndetriment. Having taken over asVJMC secretary four years ago, hewould very often travel miles toattend shows and motorcyclingevents not only in this country butfurther afield to promote the VJMC.

His hobby and passion wasmotorcycling and in particularSuzukis, with a love of the two-strokemachine on which he was arenowned expert. He attended manyrace meetings as a competitor andas with everything else he turned hismind to, gave 110 per cent.

In recent years Don becamesomething of a dab hand at farmingand, as with everything in his life,this became a passion as he and hispartner Jay tended to the needs oftheir animals. The committee of theclub were often enthralled by hisnew-found knowledge, and he oftentold humorous stories which wouldhave us all in fits of laughter.

But that was Don Leeson; a veryquiet unassuming individual whowould quietly and professionally goabout his business. The respect hegained over the years from his peersis second to none, and he will besorely missed by everyone who knewhim. He leaves a huge voidthroughout the motorcycling world.

On behalf of the VJMC can I passon our heartfelt condolences to hispartner Jay and his family, we willmiss you Don as you ride off into thewide blue yonder.

Malcolm Linsley,VJMC Chairman.

OBITUARY

IN MEMORY OF AGOOD FRIEND

http://www.vjmc.com



QUICKSHIFTWith reference to the letter in the March issuefrom John Bisset, regarding quickshiftconversions, I have one of these push-buttonquickshifters and they are brilliant. Thecompany deal with a lot of customers withamputations and various paralysis anddepending on circumstances (ie membership ofNABD) will offer discounts. They would have thetechnical knowledge to help John with allaspects of conversions. Contactwww.kliktronic.co.uk

Spike, by email.

WANTS DVDSI want to tell you how much I love themagazine. I've been a subscriber over here inthe US for a number of years now – and I thinksince you've taken over the magazine it trulyjust keeps getting better and better! I'm ridinga 2000 Kawasaki ZRX1100 – not a classic –yet! Never done a major restore but I do enjoydoing all my own maintenance (valveadjustments, carb sync, tyre changes, fork oilchanges, etc.).

As to your doing restorations on DVD, countme as a YES to purchase when they hit themarket. Keep up the great work!

John Foley, by email.

We're still working on this idea, John, and we'llkeep you posted as the project develops. Wouldother readers like to have bike servicing availableon DVD too? Rod.

BACK ISSUES

80 > BACK ISSUESMissed a story?Catch up here


WHERE’S THE Z650?

I've just collected my August editionof Classic Motorcycle Mechanicsand was delighted to see yourfeature on the YZ490 Mono Shocker.

I attended the Farleigh Castlemeeting last month and noticed thatthe machine being raced by PiersWaddington looked very special andwas very competitive. The report andpictures are high quality and Isincerely hope that you cover moreof the twin-shock and classicmotocross scene in the future.

My brother and I raced throughoutthe 70s and early 80s so the twin-shock motocross scene is going tobe a very interesting and nostalgicinterest for us. Farleigh Castle isalso a very nostalgic motocrossvenue. It was, and in my mind willalways be, the home of the British500 GP.

Every year without fail weattended the 500GP at FarleighCastle and, as I now recognise in mylater years what an absolute

privilege it was to watch the likes ofNoyce, Hudson, DeCoster and Mikolarace there.

It was the golden era of GPmotocross. Thanks again for a greatfeature.

Glenn Marriott, Markfield,Leicestershire.

Would other readers like to seemore twin shock off-roaders inMechanics? Drop us an email [email protected] let us know. Rod.

Piers Waddington with the Motolink

Yamaha YZ490.

BUILDING THEM AGAINFollowing the recent discussions inthe letters column about re-manufacturing older bikes, andparticularly the problems of meetingcurrent emissions laws, I would liketo add my comments. If you were tobuild a 1978 model bike entirely fromold stock parts then it could beregistered as such, and would nothave to meet any current legislation,just the 1978 standards.

So, if Honda, for instance, were toopen up a ‘classic division’ and re-manufacture the 1979 CBX1000Z tothe exact original specification withcompliance plates and manufacturedates, then registration andownership should not be a problem. Ifor one would beat a path to thedealer’s door.

There is probably as big a markettoday as ever for the RD350LC and500V4, and imagine being able topurchase a brand-new KawasakiZ900, Kettle or GS1000S.

Come on guys, please, please buildthem again!

Chris Anderson, Papua New Guinea.

Congratulations on a really greatmagazine. I look forward to itlanding on the doormat withanticipation each and everymonth. Today, issue 214 wasdropped onto said doormat by mypostman. On the front cover I read‘MIDDLEWEIGHT MOULDBREAKER– Kawasaki Z650’. Being a Z650owner myself, I couldn't wait toread through this particulararticle. But, having scouredthrough the magazine now on twodifferent occasions, I still cannotfind it. Can you please advisewhat happened to the missingZ650 article.

Andy Ford, by email.

In the August edition that's justdropped through my letterbox,where's the 'Middleweight mouldbreaker Z650' from the actualcover? Still love the magazine.

Steve Ebberell, by email.

Browsing the shelves of my localnewsagents I came across a copyof your August 2005 issue.Blazened across the front coverwas ‘Middleweight mould breaker– Kawasaki Z650’ and being the

proud owner of a 1979 model Ibought a copy of the magazine.When I got the issue home I readit from cover to cover, but foundno article or mention of aKawasaki Z650. What happenedto it?D Graham, Shildon, Co Durham.

My fault I'm afraid, and myapologies to all the otherdisappointed Z650 fans. We

actually prepare our coverssome time in advance ofpublication, and when theplanned Z650 feature was heldover to make room for PiersWaddington’s YZ490 crosser, Isimply forgot to change thecover artwork. The plannedZ650 feature will appearshortly, promise, and in themeantime here's a sneakpreview. Rod.

Rod captured on the phantom Z650.

TWIN-SHOCKED

http://www.kliktronic.co.uk




Suzukis stole the show at a scorching Kettering, withPeterborough’s Heidi Cockerton running out the‘Victrix Ludorum’ with her 1965 model S32.

Defying the rival attractions of Assen, BrandsHatch, Live8, various Superbikes, the National Rallyand the Sheene Run, not to mention a doubtfulweather forecast, the Doug Perkins-organised eventonce again proved a winner.

Moving the AGM to late Saturday afternoon stillallowed time for two runs into the countrysidebeforehand. Perhaps more importantly, it allowed fora lie-in on Sunday before a more relaxed concoursjudging and presentation, and an earlier departurehome for the longer-distance travellers. Club officialswere re-elected en bloc, with members more thanhappy to confirm new Editor Dennis Lodge in post. Aproposal to move the VJMC eligibility date out to 25years, from the current 15, generated lively debateand gained little support when put to the vote. Sowe’ll stay as we are all round, then!

The formalities over, members were then able toindulge in a full evening’s entertainment, starting withJohn Kenworthy’s quiz, moving on to Dodgy Doug’sDouble Deck Disco, two rock bands, and theinfamous Somerset Cider Challenge, which kept someamused until 4am and beyond.

Defying the forecast, Sunday stayed fine all day andbrought forth a crop of stunning new bikes to joinsome old favourites in the show line-up. Premieraward is the Graham Blunden Memorial‘Masterclass’, designed to encourage just that - majoraward-winning machines at Kettering being ineligiblefor anything other than the ‘Masterclass’ insubsequent years. This year it was the 1965 SuzukiS32 of Heidi Cockerton that took the top prize.

Latest addition to the Baldwin/Cockerton stable ofstunning Suzukis is a Japanese-market K10, a utilitysingle of the early 60s. At its first showing this tookbest Suzuki, best ‘Tiddler’, and also youngest ever

Judge Justin’s special award, bringing a prize apieceto the Peterborough triumvirate! Best overall wasjudged as Jon Wright’s Suzuki T125-II ‘Stinger’,followed by Chris Martin’s Kawasaki Z1 and theSuzuki T250J of Steve Heyhoe. All three took homemagnificent cut-glass decanters and glasses as fittingreward for their efforts. No show would be completewithout some exotica from Brian McDonough, whomanaged no less than four trips to the podium withhis bikes. Continuing the VJMC tradition of trophiesthat are top quality, useful and a little different, forthis year winners will receive a ‘Digital Dennis’ photoof their bike in an engraved silver frame.

We now look forward to similar good weather forthe open-to-the-public VJMC headline show atLotherton Hall near Leeds on 7 August, where manymore fine machines will be on display backed by acomprehensive Japanese Jumble.

Give that man a lollypop – second-best overall was Chris Martin

from Melton Mowbray, with his immaculate Kawasaki Z1.

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Don

Leeson

It’s that woman again – Heidi Cockerton

and the 1965 Suzuki S32, winner of the

2005 ‘Masterclass’. Named in memory of

past Editor and all-round VJMC lynchpin

Graham Blunden, the award is contested

by previous ‘best in class’ winners, who

are henceforth eligible only for that prize.

This has the double benefit of ensuring

the same old bikes don’t win the prizes

every year, while encouraging the top

restorers to keep producing new

machines.

Steve Parr and Karen Taylor with their

well-travelled Z1R, owned for 21 years. A

frequent long-distance winner at VJMC

events, the bike has now done 51,000

miles and has already this year picked up

prizes at the Nabs Head and Heatley

Shows, with Lotherton Hall next on the

agenda.

vjmc > the voice of the vintage japanese motorcycle club

THE VINTAGE JAPANESE MOTORCYCLE CLUB IS AN ENTHUSIASTS’CLUB WITH MORE THAN 5500 MEMBERS, UNITED BY A COMMONINTEREST IN OWNING, RIDING, PRESERVING AND RESTORINGJAPANESE MOTORCYCLES OF 15 YEARS OF AGE OR MORE.

> Contact the VJMC:web: www.vjmc.comemail: [email protected]: 0870 013 8562write: P.O. Box 14, Corwen, LL21 9WF.


RESULTSVJMC ANNUAL CONCOURS 2005MASTERCLASS -

THE GRAHAM BLUNDEN MEMORIAL TROPHY

Suzuki S32 Heidi Cockerton

BEST OVERALL

1 Suzuki T125-II Jon Wright

2 Kawasaki Z1 Chris Martin

3 Suzuki T250J Steve Heyhoe

MIKE GARNETT MEMORIAL CUP

Honda CB750 Chris Rushton

JOHN THRELFALL MEMORIAL SHIELD

Suzuki B100P George Beer

ALAN BETT MEMORIAL TROPHY -

BEST IN REGULAR USE

Honda CB750 Chris Rushton

HONDA – CLASSIC

1 CBX 1000 Glen Warby

2 CD175 Brian McDonough

3 SS50 Rob Stone

HONDA – MODERN

NSR250 Ray Ambrose

KAWASAKI – CLASSIC

1 KH400 Ken Ward

2 Z1 900 Chris Martin

3 Z1300 Dave Ferris

KAWASAKI – MODERN

ZK1S Stuart Gibson

EDITOR’S CUP

‘Raffles’

SUZUKI – CLASSIC

1 K10 Heidi Cockerton

2 T350 Terry Hooton

3 GT750A PR Olner

SUZUKI – MODERN

GSX750 Kyle Lawrence

YAMAHA - CLASSIC

1 RD350 Bob Kenyon

2 XT500 Andy Hodder

3 DT400 R Gibson

YAMAHA – MODERN

RD200DX Jamie Allum

OTHER MAKES

1 Yamaguchi B McDonough

BEST NON-STANDARD

Honda Yamadax Robin Melmoth

OFF-ROAD

1 Bridgestone LS Brian McDonough

2 Yamaha XT500 Andy Hodder

3 Yamaha DT400 R Gibson

RACERS

1 Honda MT125 Brian McDonough

2 Honda CB750 Geoff Peaple

3 Suzuki GT750 A Holt

BEST ‘TIDDLER’

Suzuki K10 Heidi Cockerton

FARTHEST TRAVELLED

Duncan Staniland 397miles Honda CB750F1

Suzukis steal the showThe VJMC National Rally at Kettering attracted a scorching

selction of bikes to go with the scorching weather.

http://www.vjmc.com



readers’ letters > you write


NO PARKINGI'm mortified to see that Scarborough Councilis seeing fit to ‘fine’ motorcyclists yet again(see Letters, August issue).

I have been going to Scarborough for 40years now, and I was happy to note that duringthe ‘works’ there on the sea wall thecontractors did appear to be lowering the kerbto accommodate us, but it seems it wasdesigned just to catch us out.

How about a big bike meet early oneweekend to block up Scarborough, then go onto park one bike in each car parking space.How hard would that hit home? It would also bea cracking day out.

Keep up the good work.Pete Wright, Craig Wright and Conor Wright.

I just received the August issue of ClassicMotorcycle Mechanics. I have one complaint. Istart to read, get inspired, and head into thegarage before I finish an article! Regardingthose b*****ds in Scarborough. Here inMelbourne, Australia, we have the right to parkour bikes on ANY footpath (as long as we don'tcause an obstruction and don't ride on thefootpath).

A couple of times the council have tried tochange the law, but then the MRA (MotorcycleRiders Association) organise a Saturday wherehundreds of bikes turn up early and occupy one(car sized) space each. The council soon backoff!

Keep up the good work.Trevor Lock, Melbourne, Australia.

We spoke to John Riby of Scarborough BoroughCouncil, and he made the following response:“Scarborough has a long tradition of welcomingmotorcyclists and is anxious that this relationshipcontinues in the future. The borough council iscurrently pursuing new facilities for bikers nearthe southern end of Marine Drive, where secureand free spaces will be provided for approximately50 bikes. This should be available for the autumn.This is in addition to other dedicated spacesaround the town.The on-street parking orders are, of course,enforced by the police in, hopefully, a pragmaticway. We would, however, ask bikers to actsensibly and not to encroach on to areas thatmight result in conflict with pedestrians and causeobstruction. This definitely would require policeintervention.”

IT MEANS MEGUROThanks very much for the Kawasaki SG250article (August issue), it was a great read. As aKawasaki enthusiast, it was good to see sucha well-preserved bike getting a run. It appearedthat the same bike showed up in the VJMCsegment, where it was described as a '170'.What looks like a 1-7-0 on the side panel, isactually stylised Japanese Katakana script forthe word Meguro.

The '1' really being 'Me', the '7' is 'gu', andthe '0' is 'ro'. Katakana is one of the writtenforms used by the Japanese, mainly for writingforeign words.

Still, a great read, and a great magazine.Thanks.

Jeff Eeles, by email.

GOODBYE FOREVERAs I wrote to the editor at the time of the ‘freshnew look’, some smart ass, at a stroke, haddestroyed the very thing that made CMM whatit was. In my opinion the ‘fresh new look’ wasmore suited to the plastic rocket/boy racerbrigade than us classic enthusiasts. When BobBerry left CMM something went with him.

The articles within the magazine just do notpossess the same depth of feeling – witnessthe idiot who rubbished the GS1000 sometimeduring 2004! Us classic enthusiasts want aclassic magazine that befits our image, notsomething dreamed up by a student fresh outof Art School.

Barry Tanner, Stowmarket, Suffolk.

Barry, it may have escaped your notice, butalmost everyone currently writing for Mechanics(including myself) has been associated with thetitle for many years, and we were all pleased tohave been part of Bob’s team before he movedon. And our designer, Craig Lamb, is delighted tobe compared to a fresh young student, but pointsout that he has in fact been designing Mechanicseach month for the last six years.I missed the ‘rubbishing’ of a GS1000 ‘sometimeduring 2004’, so I'll be scouring my back issues tofind out which idiot was responsible before issuinghis P45 and sending him to the Job Centre. Howdare he have an opinion different to yours? Rod.

KEEP DOING IT

Greetings from Tasmania! Justfinished reading the June issue,great effort on the part of all yourteam, 10 out of 10.

I went straight to your articleon page 76 concerning the Katanaproject; she's looking good,although the frame bracing is likenothing I've ever seen here downunder. I have several friends whohave put together a few Kats,both for road and track, somestock, some highly modified buthave never seen the likes of this.

A mate Chris had a Kat with a1260GSXR engine with latemodel USD front end andmonoshock rear, and the onlybracing it had was for the rearshock mountings. He won his lastyear on the drag strip with noproblems with frame flex.

I've also never seen one withanything but GSXR suspensionmated to it, and will beinterested to see how theKawasaki set-up handles. Once

again spot on magazine, keep ondoing what you're doing and I'llkeep reading it!

Geoff Taylor, Tasmania,Australia.

Our Katana is a hit down under.

LYMPHOMA CHARITY

The annual Wolds Run raised over £8200 for cancer

charities this year.

Regarding June edition of Classic Mechanics – As acancer sufferer myself I would like to congratulateyou for your obvious efforts that you put in to theLymphoma charity, raising over £7800. Cancer is afilthy disease, and we never know when it is goingto hit us. I honestly believe people that areunfortunate to get this illness must always thinkvery positive, I do believe cancer kills quickly if wehave negative thoughts. I was given five years tolive nearly 13 years ago, but instead of thinkingabout it, I think about my life-long interest,motorcycles. I've just taken on another monumentaltask with the rebuild of my latest RD350 project.Good work with the lymphoma charity work.

Ed Jeffries, by email.

The final total raised by this year’s Wolds Runwas just over £8200. Keep an eye on our newspages for next year’s run, planned for the firstweekend in May. Rod.Designer Craig Lamb is long past his student days...



mira files > ducati 900ss

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Robb

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I was riding with the gods. Justweeks after Mike Hailwood'sfantastic victory on a Ducati V-twin inthe Isle of Man TT F1 race in 1978,here I was enjoying a brand-new900SS of the type from which thewinning machine had been derived.

At the time, more than a quarter ofa century ago, it was the closest youcould get to a race bike that youcould buy for use on the road. TheJapanese factories might have juststarted to offer better-handling high-performance machines like Suzuki’sGS1000, but the Ducati was the realthing: a lightweight motorcyclestripped to the essentials that withthe most basic of preparatory workcould be raced successfully.

Despite the Ducati factory stillbeing financially strapped, this wasthe highest pinnacle of its earlyhistory. Following a period of leanyears, the Bologna-based concernhad won its first world championshipwith the TT triumph and had startedto establish a base from which itwould go on to greater successes.

Until then it was clear that its lustyV-twins designed by the fabled DrFabio Taglioni were unrivalled for theirpower and flexibility. But build qualitywas poor. The 900 Super Sportoffered in 1978 marked a turningpoint. This was a hot rod head-turnerwith a classy black and gold finishand improved detailing – exclusive to

bodywork that shared only a passingsimilarity to the machine raced by thegreat man. This had been one of abatch produced by the factory-supported NCR race team.

Until then Ducati’s ever-changingmanagement had seemedunappreciative of the talents of itschief engineer and his enthusiasm forusing racing as a means to provingthe quality of his designs.

Although the first prototypes of the750cc V-twin were produced in late1970 it took until 1973 for limitedproduction of the first 750GT to startin earnest. Likewise, Ducati scored alegendary one-two in the 1972 Imola

the UK market – that could not onlytop 130mph but rip through thequarter-mile as quick as almostanything on two wheels. The test bikeI rode also came with optional gold-finished magnesium wheels thatadded to the aura, but would prove tobe a warranty problem.

It is arguable that this late-70sversion of the Desmodromic V-twinwas the factory’s best-ever with bevelcamshaft drives (which alwaysoffered a measure of technical one-upmanship), as distinct from the laterbelt-driven versions derived from thesmaller Pantah. Even better than theMike Hailwood replica versions, whichwere offered with full fairings and

Riding withthe gods

Ducati’s 900SS V-twin was arguably

one of the bestsports bikes of the

late 70s. JohnNutting rode one

soon afterHailwood’s legendary

TT win on a similarmachine in 1978.



200 race with Paul Smart and BrunoSpaggiari with 750cc Desmo racers,but it would take two years before in1974 the factory produced a batch of750SS Imola replicas, and then just450 were made, creating one themost collectable of productionmachines.

In 1975, the first 900 SuperSports models were offered – againin an even smaller limited batch –with the same 864cc engine capacityas the factory endurance racers thathad won the Barcelona 24-hour raceso convincingly in 1973. But it wasn’tuntil 1976 that the 900SS became aseries production model in the Ducati

range. Even then, volumes weresmall: the 900SS was that much aspecialised machine.

But quality of finish was still aproblem. Riders whose prioritiesfocused on high-speed handling andpower delivery might have regardedthe poor paintwork, ignition systemsand lighting as irrelevant, but by thelate-70s these were issues thatmattered in the sales room.

So following some prodding fromUK importer Coburn and Hughes, thefactory responded for the 1978model year with a number ofmodifications that if not up thestandards of Japanese machines

1968 New Ducati managers Arnaldo Milvio and Fredmano Spairani appointed and

authorize the design of two new V-twins: a 750cc V-twin and 500cc racer

1970 First 750cc prototype tested by Bruno Spaggiari and Franco Farne

1971 First 750GT model reaches the UK in August

1972 Paul Smart wins Imola 200 race on 750cc racer ahead of Spaggiari

First 750 Sport shown at Paris show in October

1973 Spaggiari finishes second in Imola 200. NCR 864cc racer wins Barcelona 24-

hours. Milvio and Spairani replaced at end of year

1974 750SS ‘Imola replica’ launched with round cases

1975 New range revealed: 900SS launched alongside 750SS with square cases:

limited production

1976 900SS series production started

1978 Updated 900SS launched. Hailwood wins TT F1 title in Isle of Man

1982 Final year of 900SS production

1983 900S2 launched with revised fairing

1985 Mille S2 launched with 1000cc engine and plain bearing crank

DUCATI 900SS TIME LINE


JUST HOW CLOSE TO STOCK WAS HAILWOOD’S TT WINNER?

According to the regulations for TTFormula racing classes, which wereset up by the UK's motorcyclesporting body the ACU to enableworld championships to be run in theIsle of Man after the Grand Prixseries were withdrawn in 1976,machines were required to be basedon quantity-produced machinesavailable to the public. But they hadto use the same number of cylindersand the stroke, leaving a barn dooropen for a number of modifications.

Mike Hailwood’s 1978 TT Formula1 world championship winningmachine was based on a number ofspecial Ducatis that were producedin the winter of 1977-78 by NCR, theofficial factory racing arm.

The NCR link had started with thepreparation of the 1972 Imola 200winning 750SS machines andcontinued with running enduranceracing teams, most notably winningthe 1973 Barcelona 24-hours by ahefty margin of 16 laps at the twistyMontjuic Park in the hands ofSalvador Canellas and BenjaminGrau.

The NCR Ducatis for 1978 hadspecial frames and engines based onthe earlier 750SS. But these used

different castings that enabled theuse of a revised sump and acartridge, instead of a mesh, oilfilter. The primary drive used straight-cut rather than helical gears and adry clutch. For extra power, thecylinder heads were said to bemodified with a narrower 63-degreerather than a 90-degree valve angle,providing a more efficientcombustion chamber shape at thehigher 11 to 1 (rather than 9.5)compression ratio. Inlet and exhaustvalve sizes were bigger too at 43mm(39mm) and 39mm (36mm)respectively.

But these were just the startingpoints. Steve Wynne of SportsMotorcycles who had entered a900SS for Roger Nicholls a yearearlier in 1977 prepared MikeHailwood’s machine. The story goesthat the 'works' bike for Hailwoodwas delivered in a condition thatsuggested it had just finished agruelling race and required acomplete rebuild by Wynne's team.

Nonetheless, Hailwood raced it toa popular win with a fastest lap ofmore than 110mph, making theDucati the fastest four-stroke in theIsle of Man at the time.



certainly addressed the demands ofthose who thought that idiosyncraticfinish quality should be a thing of thepast.

Apart from the back and goldpaintwork, the 900SS I tested in1978 came with an optional dualseat. Inside the fairing, thedashboard housed the ignition lockand set of bright repeater lightsalongside the Smiths-made speedoand rev meter. On the left-side clip-onhandlebar a newly specified switchcluster provided more sophisticationcompared to the flakey offerings ofthe past. The quartz-halogenheadlamp was also up to the jobcalled for by a 130mph road burner.

A number of changes had alsobeen made to the iconic 90-degree V-twin, which featured the sameangular outer cases first used on the1975 Guigiaro-designed 860 GTmodels. Otherwise it contained theundiluted mastery of Taglioni’s skills:essentially two overhead camshaftsingles on a vertically split crankcasewith a huge finned wet sump holding8.8 litres of oil. Drive to thecamshafts was through anintermediate shaft on the right side,which originally drove the ignitioncontact breakers, to spiral bevelgears and shafts connected thecylinder heads.

The crankshaft was a pressed-upaffair with the one-piece connectingrods running side-by-side on needle-roller big ends. Strangely, the cylinderheads retained a relatively wide valveangle, a legacy of the productionsystems used for the old singles, butany deficiencies in breathing werecompensated for by theDesmodromic valve gear that could,by both opening and closing thevalves and unencumbered by power-sapping valve springs, accommodatemuch sharper lift and dwell. Bore andstroke were 86 by 74.4mm andcompression ratio a hefty, for thetime, 9.5 to 1.

The importers also specified theuse of monster Dell'Orto carburettorswith 40mm diameter throats withnothing as mundane as air filters: theonly protection was a pair of gauzecovers for the long inlet trumpets.

Unlike earlier versions, the gearchange lever on the rear-set footrestswas on the left to meet USrequirements with the changemechanism in the left side behindthe clutch. Otherwise the enginedisplayed Italian practice, with thefinal drive chain on the right and theprimary drive on the left, with gearboxmainshaft and layshaft stackedvertically, a feature nowcommonplace to save space.

This model was also unencumberedby a starter motor, adding to the

Hailwood's Formula 1 TT winner had a special frame and engine based on the NCR 750SS, shown here at the 78 Barcelona 24-

hour race ridden by Victor Palomo.

The legendary Mike Hailwood at speed in the 1978 TT.



image of a machine that was only tobe used by those skilled enough touse its kick-start lever. Fortunately,the ignition had also been upgradedwith magnetically triggered capacitor-discharge system. Not only that, youcould check the timing through asmall porthole in the primary drivecase, dispensing with the time-honoured process of having to pullthe covers and fit a degree wheel.

Provided you rotated the crank sothat it was at the beginning of thelonger of the gaps between the firingintervals and primed the combustionchambers by opening the carbs tooperate the accelerator pumps, a firmswing on the long kick-start leverbrought the booming engine into life.

Get it wrong and the chances werethat you’d risk the crank bouncingback quickly enough to bruise yourshin or break the mechanism.

But the thrill was in stretching overthe long fuel tank, mastering thebeast and then exploring itspotential. In town, the straight-through Conti silencers were loudenough to inhibit opening it up muchabove a few thousand revs, but youcould sense it straining at the leash.

The 900SS offered a peculiarlysatisfying mix of handling strengths.Weighing just 450lb, with a gallon offuel, it felt nimble at low speedsdespite using steering geometry thatthese days would be regarded as

Bob Fox, ‘an ordinary copper’ from the Peak District,first rode a Ducati 900SS in 1981 when he was lentone for an hour when he was at Leeds University.

“Bear in mind that the owner was a chap who hadcome to see his girlfriend (a fellow student), didn'tknow me from Adam and the SS was his pride andjoy,” he recalls. “It was the sports bike of its era –and cost a year’s wages. He just told me to go andhave some fun... So I did.”

He returned with backache, a big grin and a firmintention to buy one at all costs. “But things got lostin mortgages and marriages and it wasn't until I was40 that I suddenly found I was looking at one with aview to buying it. I've now owned it for five years andwon't ever part with it.

“The first production run of 250 or so 900SSmachines made in the summer of 1975 are arguablybetter than the ‘round case’ 750SS as they were alsobuilt for production racing and still had race-shop-assembled engines. Rarer too! They are extremelyhandsome beasts – wire wheels, silver bodyworkincluding the Imola tank and frame.

“My own bike is a 1978-79 machine in black andgold, a paint scheme produced for the UK market. Itwould originally have come with Speedline wheels butmost were replaced under warranty as they wereprone to cracking. (A friend had a rear Speedlinecollapse under him while at the Bol d'Or in 1982...)

“Mine has wire wheels and a single seat, whichwas an optional extra at the time. Various details(such as the chromed Tomaselli throttle, black

'shaved' Brembo calipers, Bosch horn etc) indicatethat it is a 1978/9 build as opposed to the W-registration, which was in March 81. Not unusual forDucati at that time.

“I took the indicators off ages ago but have nowordered some bar-end ones – which will look muchbetter than the originals. I don't miss the indicatorsas I don't spend much time in town anyway.

“It’s fitted with stainless Keihan exhausts for day-to-day use – the untrained eye and ear will mistakethem for Contis anyway. I have a set of those tuckedaway in the loft for 'Sunday best' along with a set ofSpeedline wheels awaiting refurbishment (show only,not for riding!).

“I run the carbs with K&N filters and slightlysmaller main jets (145 front, 148 rear) though I havea set of bellmouths for track days – they make lovelyintake noises!

“The riding position is fine for a few hours in theseat but eventually my thighs start to complain.Suspension is okay at the back: Konis replaced therock-hard Marzocchis, but the front fork needssorting.

“Starting is a routine that you get into after awhile. The early bikes did not have chokes but had tobe flooded. So it's kit on, spin rear wheel to checkit’s in neutral (the lights sometimes lie), tickle carbs,footrest up, kick-start out and turn over ontocompression – then turn the ignition on and lunge...

“Usually it starts first or second kick from cold(unless you are half-hearted about it) or hot, but can

be a pig when only warm. There is also the potentialembarrassment factor to take into account. It usuallymisbehaves in front of a crowd – especially aknowledgeable one. Two that spring to mind are thebusy car park of the Motorcycle Museum car park andthe Quarter Bridge pub during TT week...

“What annoys me is that it just reinforces thestereotype about unreliable Italian bikes.”

900SS OWNER’S STORY

“GET IT WRONG ANDTHE CHANCES WERETHAT YOU’D RISK THECRANK BOUNCINGBACK QUICKLYENOUGH TO BRUISEYOUR SHIN ORBREAK THEMECHANISM. ”


crank, it came with a broad spreadwith the peak torque at 5800rpm.Through the gears it was clear that itthrived from being revved and washappy to pull to 8500.

On the 1000-yard timing straightwith a slight tail wind it revved tomore than 8000 in top to clock abest of 131.6mph with a two-waymean of 128.3mph, putting the



Ducati in the same league asSuzuki’s GS1000 and Kawasaki’sZ1R. Acceleration was quick off themark too, reaching 60mph in 3.5sec,100mph in 10sec, and completingthe quarter-mile in 12.7sec with aterminal of 106.8mph.

Braking from the triple Brembodiscs was remarkable too, both fortheir potency in the dry (26.5ft from30mph was right up with the best)and for their unusually poorperformance in the wet, which wentunexplained.

Also remarkable was the 900Super Sport’s frugal fuelconsumption. In the constant speedtests at MIRA, it clocked 55mpg at70mph, 72mpg at 50mph and anamazing 88mpg at 30mph, whichalthough hardly practical backed upthe overall figure of just under50mpg. With four gallons available inthe tank, this provided a rarecombination: a fast and thrillingcross-country machine that couldmaintain high average speeds andthat could also reach almost 200miles between top ups. Just right foremulating your TT hero.

normal for a cruiser. With a shallowhead angle of 30.5 degrees and along 59.5-inch wheelbase, the 900SSwas highly stable at speed, acharacteristic enhanced by thetriangulated tubular steel frame.

On grippy Michelin M45 tyres, youcould carve through bends incomplete confidence, so much sothat it was all too easy to touch downthe exhaust pipes and kick-leverboss. The stability of the chassis wasso good that it exposed theweakness of the Marzocchi rearshocks, which were stiff when coldyet allowed the rear end to wallow infast bends, not that it felt worrying.In contrast the Marzocchi telescopicfront fork was softer yet offered justthe right amount of control. But thedeliberate steering called for carefulselection of lines through bends.

At speed the rising position waspure racer, for the period, the fairinglifting the breeze over your helmetand providing just the right weight onthe wrists. With just 1000 miles onthe clock, the bike’s gear change hadyet to loosen up and the clutchdragged enough to make neutraltricky to locate.

At MIRA’s proving ground in theMidlands, to which the weekly paperMotor Cycle had access, the 900SSwould turn out to be the quickest all-round Ducati V-twin I’d tested.

This was primarily because it wasset up with 36/15 final drive gearingthat equated to 8000rpm at 130mphin top gear. This optimum gearingwas lower than that used on theMHR900 and improved accelerationthrough the gears.

Aerodynamics helped too. Youcould casually reach and happilycruise at 100mph with 6000rpm onthe clock, the roaring exhaust lost inthe wind and the whining of thebevels and the gasping of the carbsreflected up from the engine bay.

Although Ducati quoted the peakpower as 80bhp at 7000rpm at the

All figures compiled at Motor Industry Research Association’s proving ground, Nuneaton, Warwickshire.

model Ducati 900SS Ducati MHR 900

date of test July 1978 1982

reg no YRO 450S na

mean top speed 128.3mph 126.9mph

best one-way speed 131.6mph 130.6mph

mean normally seated 119.1mph 114.6mph

standing quarter-mile (mean, sec/mph) 12.7sec/106.8mph 3.33sec/102.55mph

braking distance from 30mph 26.5ft (8.08m) na

Speedo accuracy, actual mph at indicated

30 25.2 27.9

50 42.2 46.6

70 59.9 65.7

test weight (1 gal fuel) 451lb 480lb

overall fuel consumption (mpg) 49.9mpg na

note Gearing 36/15 33/15

PERFORMANCE DATA



DUCATI 900SS

engine Air-cooled 90-deg V-twin

capacity 864cc (86 x 74.4mm)

valve operation Desmodromic overhead camshaft

compression ratio 9.5 to 1

lubrication Wet sump, capacity 5 litres

ignition Coil, electronically triggered

carburation Two 40mm Dell'Orto PHM

peak power 80bhp at 7000rpm

peak torque 63.5ft-lb at 5800rpm

primary drive Helical gears

primary ratio 70/32

clutch Wet multiplate

gearbox Five speed

internal ratios 2.237, 1.562, 1.204, 1.00 and

0.887 to 1

final drive 530 chain

final drive ratio 36/15

overall ratios 11.74, 8.20, 6.32, 5.25 and

4.66 to 1.

electrical system Bosch alternator, 60/55-watt

halogen headlamp

battery 12v 12Ah

frame Duplex welded tubular,

incorporating engine

front suspension Marzocchi telescopic fork

rear suspension Pivoted rear fork, twin Marzocchi

shocks

front wheel Speedline, cast-magnesium alloy

2.15 x 18in

rear wheel Speedline, cast-magnesium alloy

2.5 x 18in

front tyre Michelin M45, 350 V18

rear tyre Michelin M45, 425/85 V18

front brake Brembo twin perforated discs,

11in diameter brake

rear brake Brembo disc, 11in diameter

fuel tank 18 litres (4 gallons)

wheelbase 1,510mm (59.5in)

seat height 800mm (31.5in)

castor angle 59.5 degrees

trail 121mm (4.75in)

weight 205 kg (451lb) with a gallon of fuel

SPECIFICATION

DIMENSIONS

CHASSIS

POWER

Ducati Owners’ Club GB: www.docgb.org

Secretary, Andrew Jones,

57 Cliffe Lane South, Baildon,

Shipley, West Yorks BD17 5LB.

Tel. 01274 410916.

Ducati Bevelheads www.ducatimeccanica.com

CONTACTS

COMPARISONSPrice Max Fuel St quarter-mile

(1978) mph mpg sec/mph

Ducati 900SS £2499 128.3 49.9 12.7/106.8

Laverda Jota £2613 136.5 32.5 13.0/111.6

Suzuki GS1000 £1875 131.7 44.9 12.4/110.3

Kawasaki Z1R £2009 127.2 40.9 12.6/106.3

BMW R100S £2521 117.1 45.1 13.8/100.2

Moto Guzzi Le Mans £2015 123.4 39.6 14.0/98.9


http://www.docgb.org

http://www.ducatimeccanica.com

For many years, I more or less ignored exhaustsystems. By that, I mean that as long as thepipes looked presentable and weren't too rustyto fail an MoT I never gave them anotherthought. But, in a deep, dark corner of mymind, I've long been aware that exhaustsystem design can make a lot of difference toa bike’s performance and efficiency, and fittingan after-market system is much more than justnailing on something that looks tasty andmakes more noise. When exhaust specialistsMotad invited me over to their factory in sunnyWalsall to have a system made up for ourproject Katana, I took the opportunity to findout a bit more.

Factory fitted exhaust systems reduce theamount of noise produced by making the gastravel a greater effective distance than thelength of the system. The length governs thefrequency of the sound emitted by an exhaustpipe. The longer the length of the pipe, thelower the frequency. As engine rpm hasincreased over the years, the length of theexhaust pipe for any particular engine

configuration has shortened. Systems of thistype will have some kind of internal bafflearrangement, frequently a chamber containinga series of overlapping pipes. Forcing the gasto travel back and forth along these pipesbefore escaping effectively lengthens the pipe,and helps reduce noise.

But any baffles will introduce backpressureinto the system, and the gas has to overcomethis backpressure to escape. If thisbackpressure can be reduced then it mayfollow that more power can be generated.Reduced pressure will enable the gases toleave more quickly leaving room for the nextincoming cycle and thus increasing power.

Race exhausts that are too noisy to be roadlegal tend to use a straight through silencer soas not to interrupt the gas flow. These designsuse internal perforated pipes along which thegas flows. As the gas enters the silencer itexpands through the perforations in the tubeinto the silencer body. This space is packedwith noise absorptive material, usually afibreglass wrapping. The more sophisticatedtypes use acoustic material woven into a mat-like structure so there are no loose fibres,which can be lost in use. The density of thepacking is critical, too dense and it will notabsorb any noise since the gas will not be ableto expand. If the material is too loose there will

not be enough to react with the gases andreduce the noise level.

But noise control is only part of the picture.The engine designer seeks to create a negativepressure at the exhaust valve during theoverlap period when both inlet and exhaustvalves are open. To achieve this he designs anexhaust system that resonates at a particularrpm, and uses the pressure waves or pulsesreflected by the ends of the pipes to modify thepressure at the exhaust valve. By coupling twoor more of the header pipes together, theinteraction between the pulses created by eachcylinder modifies the pressure characteristicsat any given rpm. But why is the designerseeking to keep this pressure anyway? Theanswer has to do with efficient cylinder filling; alittle back pressure will stop the incoming freshcharge rushing straight out of the open exhaustvalve during the overlap period, so tuning theback pressure will, in fact, result in more powerand more efficiency. Which finally answers allthose questions about why some motorcycleexhausts have balance pipes, and why somedon't, and the likely effect of blanking themoff. Anecdotal evidence also seems to indicatethat a lack of back pressure, and subsequentincrease in the speed of the exhaust gaspassing out of the port, can overheat theexhaust valve and lead to valve seat burning.


how it works > exhaust systemsPa

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Exhaust pipes aresimple bits of tubingthat merely need to bequiet and shiny, right? Wrong.Rod Gibson went to Motad, and foundit’s a bit more complicated than that…

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CONTACTSMotad can be contacted on 01922 725559, or by email at

[email protected] or check out their websites at www.motad.co.uk and

www.venomexhausts.com



http://www.motad.co.uk

http://www.venomexhausts.com

Do a compression check on any high mileageJap four which has run a four into one systemfor an extended period of time, and note howthe compression falls off on one side of theengine first, usually the side with the longerheader pipes. This does indicate that thelonger pipe allows the exhaust valve to gethotter and begin to pit the valve seat.

The physics of back pressure works like this.When the exhaust valve opens aftercombustion a high pressure, positive pulsetravels down the header pipes at the speed ofsound. When it reaches a change in the pipe,such as a join with another pipe, a negativepulse is reflected back towards the engine. Ifthe primary length of the pipe is correct thepulse will arrive at the exhaust valve just as itstarts to close in the valve overlap period. Thisinduces a greater pressure or scavengingeffect across the valve. The dead gasses aredragged out more quickly and space created forthe new. This effect will be maximised at oneengine speed only, because it take the sameamount of time for the pulse to travel along thepipe, whereas the time between the valveopening and starting to close will vary withengine speed.

The method by which the header pipes arecombined can broaden the effect of theoptimum primary length. If all pipes cometogether as a four into one, the effect isemphasised at the top end of the rev range,improving power there. A four into two into onesystem shows broader effects down the revrange and is generally used to eliminate holesor dips in an engine’s power curve at a givenpoint. In general, the longer the primary pipelengths are, the lower down the rev range the

optimum effect will be achieved.Pipe diameter is also important. If it is too

big at the start the gas velocity will drop,resulting in poor scavenging and power loss.The design of the collector, where the individualpipes come together, also affects the powercurve. When the exhaust gases reach a changein cross sectional area such as at a collector, apositive pressure pulse is reflected backtowards the engine. Such a positive pulse willtend to cancel out some of the negative pulsethat the optimised primary pulse has created.This effect needs to be minimised, and carefulcollector design can make the positive pulsesnegligible. And if that’s not enough, the amountof heat retained by the exhaust system willchange the speed of sound within the system,and the gases will effectively see a shorterpipe. This will move the peak power up the revrange.

If all this hasn't put you off applying for a jobas an exhaust system designer, just addconsiderations like ground clearance andaccess to oil drain bolts and filters, then makethe system look good too. What once seemedlike a bit of bent tubing begins to resemble amammoth triumph of engineering and physics.

And one final question I had about theadvantages of stainless steel over mild steelrapidly exploded another myth. There isstainless steel and stainless steel, it seems,and some cheap systems are made in 409-grade stainless which will corrode. The beststuff is 304 stainless, which won't. Motadhave years of experience making both streetlegal and performance exhaust systems andstill carry large stocks of four into ones forclassic Jap bikes. They're also happy to

undertake one-off systems in house, and caneven run the bike on their own dyno for beforeand after comparisons. Certainly the one-offsystem they produced in only a few hours forour Katana gave a measurable power boost,and contributed in no small way to theimproving performance of the bike on the dragstrip.

My thanks are due to Rob Limbrick and allthe staff at Motad for showing me round andanswering some of my dafter questions, andthe tea was pretty good too!


Motad's Rob Limbrick demonstrates the internal baffle

assemblies used in traditional silencers for road use.

Motad carry huge stocks of exhausts for classic Jap bikes.

Performance end cans are available in a variety of finishes

including carbon fibre and titanium.

Artistry in metal. These pipe sections are carefully hand

cut and welded to make a one-off exhaust system at the

Motad factory.

This plasma cutter slices through stainless sheet to make

mounting brackets and collars.

For production, jigs are made for each system to clamp

everything up squarely before welding.

Despite specialised CNC pipe bending machinery, a lot of

good old-fashioned skill still goes into making exhaust

headers.


showstoppers > rd500 ‘yzr500’ replica

Show rd500 - yzr500 replica

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The many bikes on display at showscan grab your attention for a wholehost of different reasons. It may betheir pristine restoration or even asimilarity to your own machinery,either past or present. Nigel Kimber’sGrand Prix YZR500 immediately smacksas something that just should noteven be there. Top-level race bikesare rare, seldom seen away from theclosely guarded paddocks and

workshops, and certainly notsomething you would stumble acrossat a classic bike event.

Of course it isn’t a real one, ratheran RD500-powered replica. Mostpeople, however, would probably notguess its true origins even afterminutes of close inspection, it reallyis that well assembled. The enginehas been professionally shoehornedinto a TZR250 chassis, which is thensupported by top-notch running geartaken from a whole host of machinery.The forks are Ohlins originally meantfor an Aprilia RSV Mille R while therear end is once again Ohlins,intended for a CBR600. Marchesiniwheels and Brembo brakes completethe Moto GP look and convince allthat they are looking at somethingMax Biaggi might have ridden.

The bulk of the bodywork has beencopied directly from an ex-LucaCadalora race fairing, which was thenmodified to fit the TZR chassis, whilethe tail unit was originally an Apriliarace seat reshaped to mimic theimmediately identifiable rear of the2001 works Yamaha. Harry Barlow madethe sweeping expansion chambers tofinish off the pure GP look convincingly.The silencers do have some genuineGrand Prix provenance as they aretaken from an RGV Suzuki onceridden by the 500cc champion of

2000, Kenny Roberts Jnr.While we can identify the origins of

the various parts relatively easily, themotivation behind the project is moredifficult to nail down. “It all startedwhen a friend bought a similarTZR250/500 hybrid. The work hadn’tbeen done well and I knew I could doa better job of it,” said Nigel. “I justhad to build my own, chiefly as anadvert for my fabrication and machiningbusiness, NK racing, but also toprovide something a little faster thanmy 350LC special when I do trackdays. The project went reasonablysmoothly, or at least as easy as anyspecial can ever be. The only realproblem came right at the end of theproject when getting the bike to lookright, adjusting ride heights etc, sothe silhouette matched that of thepukka YZR500. It was only then Inoticed that the wheelbase wasbecoming far too abrupt and wouldhave been unstable at anything like adecent speed. This required somelengthening of the swing arm to correctand now all is well.” Nigel Kimber isa perfectionist, as can be seen byexamples of his work that adorn virtuallyevery RD special in far corners of theUK and beyond. His YZR replica is afine example of his workmanship andattention to detail; he already hasorders for four more to be built.


showstoppers > rd500 ‘yzr500’ replica

Show rd500 - yzr500 replica



street special > xt500 supermoto

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It is quite something when you canradically improve both theperformance and handling of aseventies machine. What is evenmore special is if, while carrying outthose extensive modifications, youcan still retain most, if not all of theoriginal spirit and feel at the sametime.

This is exactly what Dave Newitt ofthe Thumper Club has achieved withhis superb XT500 Supermotomachine. The engine is pure XT andyet, thanks to a few crucialimprovements, it has a significantly

more modern, and rev happy, styleabout it.

The chassis too, is unmistakablyXT, with the standard frame cradleremaining intact and yet, with somevery trick stuff now hanging off eachend, immeasurably improving thestopping and handling. All Dave hasdone is remove lots of the standardparts and replaced them with newerand more up to date stuff, and yetthe weight has just fallen off.Weighing around 60 pounds less thanan XT should, the Supermoto makesfor quite a performer. Not having to

FULL ONThumper

Dave Newitts XT500 supermoto is based on a 30 year oldbike, but could still give some of the latest bikes a good

thrashing, reckons Chris Pearson.




“THE ENGINE IS AS READY ANDWILLING AS A NEW MACHINE EVERCOULD BE, MAYBE EVEN CAPABLE OFTAKING ON SOME OF THE LATESTSUPERMOTO MACHINERY ANDGETTING THE BETTER OF THEM.”



haul so much chassis around is a bigbonus for an engine producing solittle horsepower in the first place.The result is a thumpy, tractablemachine that could “have a go” atany new Supermoto machine and yet,still slip back into a time of flaredjeans and cut off denim jacketswithout attracting too much attention.

Dave originally bought the donormachine as a source of spares forthe immaculate restoration seen inCMM issue 214, the plan was tostrip the machine down and move onthe parts that remained via eBay.Once robbed of the necessary partsthe remaining bike was still completeenough to start his brain thinkingwhat if? With so many restorersseeking the holy grail of as new, oreven better than, condition, Davedecided to show how you could keepthe original looks without having tosource the difficult to find, and oftenprohibitively expensive genuine parts.With the XT having more racy siblingsin the HL and TT models the decisionwhat to do was an easy one. Davedecided to build a full on Supermotomachine, using as many Yamahaparts from other machines aspossible, with the emphasis oncreating a fun machine.

The Supermoto began life as anAmerican spec model imported to theUK. Thankfully it had been well caredfor by its previous owner, havingreceived a Wunderlich twin oil feedconversion to the rocker box area andmany similar updates before Dave gothis hands on it. The motor was damnfast too; a quick spin up the roadsoon revealed the work was not justexternal; this one was a real flyer.

The end result, after just six weeksof intense work, is the XT Supermotoseen here. Some problems did arise,like the wider rear wheel and tyrefouling both the swing arm and braketorque arm, but ace mechanic Davequickly sorted these, eventuallygetting the Yam frame to accept awider swing arm. Once a pair ofYZ250 yolks had been grafted ontothe front end, 50mm YZ 250, up sidedown, forks were slid in placeenabling the use of a 240mm discand a Nissin brake caliper replacingthe tiny, single leading shoe, drumstopper of the XT. Spacers weremachined up to fill the 5mm gapbetween the 55mm fork yolks andthe fork legs, as the parts are fromdifferent models of YZ, even so theywork very well together.

Using galvanised spokes providedby Central wheels, Dave rebuilt thewheels himself. The original rear huband the YZ250 front item was lacedto Takasago rims, this allowed theuse of wider, smaller diameter tyres,more in keeping with the Supermoto

ethos. The new wheels were fittedwith grippy radial rubber, the result isa sharp steering machine that can bethrown around on the road as if itwere a fraction of the size it actuallyis.

Aesthetically pleasing to the eyeand equally nice to ride, the XTperforms the tasks of the originaland much, much more. Despitelooking well thought out and thesubject of lengthy planning meetings,the orange and aluminium tankwasn’t actually meant to be. Theoriginal plan was to get the barealuminium anodised, however, anaccident early on in the buildingresulted in a dent near the filler capand the only option was to paint theupper section. Once again, Dave hasmade the best of the situation, theresulting colour scheme is strikingand, at the same time, a homage tothe XT. Simply by thinking in straightlines and logically, Dave over camethe few niggling problems heencountered and the result is plain tosee. The livery is enhanced furtherwith a cut down front universalmudguard, while the standard sidepanels and rear guard remain intact.The flashes of orange and custommade logos finishing the job of nicely.

Once the project was somethinglike complete the initial road testingbegan. Right at the top of the earlyfailures was the standard Yam clutchthat simply could not cope with therigours placed upon it by the extrahorses. An EBC heavy-duty kit,




comprising of plates and springs, was fitted and,since that time, nothing further has been heardfrom that department. In use the engine is “goodold dependable” XT but, as if on steroids, muchmore willing to go. Throttle response from the34mm Mikuni carburettor is instant, as is the lurchforward, stretching arms to the max and sliding therider rearwards, greatly exacerbating the wheelieability in the process. Off the gas for a corner andyou can’t load the front wheel as much as a modernSupermoto machine due to the excessive weightand positioning of the big Yamaha lump. What youcan do though is ride it a like a conventional roadgoing machine and keep the wheels more in line,making the most of the grip to get the power down

in the process. The horsepower is up by half as isthe torque, which peaks at a staggeringly low 2500rpm. Wheelies off the throttle can be had in the firstthree gears and one must show great care whencracking that throttle open while leaning as the frontwheel will just leave the tarmac and head for theskies. This will happen regardless of the angle youhave the bike over at, just get ready to lean evenfurther still to reduce the understeer this processcreates.

It was while pushing the cornering abilities to thelimit that we found the only potential fault with theSupermoto XT. The rear Avon Azaro AV26 tyre is thelargest that can be fitted within the swing arm, butthis is still not wide enough to correctly fit the wheel

“WHEELIES OFF THE THROTTLE CAN BE PULLED IN THEFIRST THREE GEARS AND THE BIKE DEMANDS GREATCARE WHEN CRACKING THAT THROTTLE OPEN ASTHE FRONT WHEEL WILL JUST LEAVE THETARMAC AND HEAD FOR THE SKIES. ”



YAMAHA XT500 SUPERMOTO

engine 4 stroke single cylinder aircooled

SOHC US spec 1E6 model

capacity 499.35cc

bore & stroke 87mm x 84mm

compression ratio 9:1

carburation 34mm Mikuni

max power 45 bhp @7500 rpm

torque 37ft lb @ 2500 rpm

ignition Contact breaker

transmission Fve speed, wet clutch

starter Kick ( and pray)

frame Steel single down tube

front suspension 50mm telescopic USD forks,

rear suspension Hagon hydraulic shocks 4 way

spring pre load

front wheel 120/70 x 17

rear wheel 140/80 x 17

front brake 240mm disc nissin caliper

rear brake 150 mm single leading shoe

wheelbase 1415mm

weight 115 kgs

fuel capacity 8.8 ltrs inc 2 ltr reserve

top speed 94 mph

www.yamaha-xt500.co.uk

SPECIFICATION

CONTACT

CHASSIS

POWER

DIMENSIONS

rim. The profile isn’t quite right as the rim is a littletoo wide and a few times during the test we foundourselves running off the edge of the tread. Thiswas at its worst when low down in the rev range asthe torque was enjoying greater leverage over thetormented rubber. Massive power slides were theresult though, the engine allowing superb controlover them for the maximum grin factor to be had.For those a little less disposed to such riding, it is asimple matter of lifting the bike up, a few degreesonto the fatter part of the rear tyre, before hittingthe go button, I just couldn’t help myself. Just incase you do get it wrong large plastic crash bobbinsare fitted at each corner of the bike to stopexcessive damage.

Every inch covered while riding on the Supermotois matched by a super wide smile, this bike deliversfun by the bucket load. Of course, it is in itselement being thrown from left to right, and backagain, down a twisty B road, or leaping over humpbacked bridges. Checking out the top speed showsit is no slouch either should you wish to travelfurther a field. I would imagine however, that thevibration from the big single might get a littlefatiguing over long journeys, you don’t notice italong country lanes as you are having too much funto be bothered buy such things, get a long A roadhowever and your mind would be less pre occupied.

With cycle parts chosen from a number ofsources the result could have been a disaster,thankfully this isn’t so and the machine handlessuperbly. Steering is far sharper than any road legalXT I've ever previously encountered, no doubt acombination of the jacked up rear, and the profile ofmodern Radial rubber. Sitting as high on the roadas this machine does could have provedtroublesome but Dave has thought long and hardabout this motorcycle. To help the rider maintain agood foot hold when not moving, two inches of foamhave been removed from the padding before beingrecovered with a custom made seat cover, completewith matching orange piping. Extra height would notusually be a benefit to the age old problem ofgetting an XT to burst into life, the precarioustechnique of balancing on one leg while you prodthe starter with the other is never a good one on astandard machine, let alone one even further awayfrom terra firma. Thankfully this pepped up machineis a cracking starter and struck up first time, everytime. In fact it never missed a beat during our timeon it. Quite surprisingly the ignition is unmodified,still retaining the points and coil set up as originallyfitted by Yamaha. It works and clearly, very well, allthe way up the extended rev range that thismachine enjoys.

STUNNING SOUND TRACKOf course no production is complete without astunning sound track and this bike doesn’tdisappoint. A K&N filter is all that separates theoutside world from the inlet side of the engine whilea short and stocky, cut down, Scorpion end candoes little to calm the explosions going off withevery other revolution of the crank. Attaching thesilencer to the head is a custom-made stainlesssteel header pipe, which is nicely colouring upthanks to the heat process.

And it carries little in the way of social niceties. Adigital speedo, actuated by a metal weight attachedto the brake disc, provides enough information tokeep your license intact, while mounted on the headlight shell are the neutral, high beam and oilwarning lights. This integration of componentskeeps the slim styling as neat as possible and istypical of Dave’s approach to the whole concept.

Dave is pleased with his latest creation and heshould be. Without a firm idea or plan in mind aboutthe end result, he has got stuck in and reacted toeach and every problem positively.

The Supermoto looks every inch an XT500 andyet, more alert and ready for action. The engine,now thirty years old, is as ready and willing as anew machine ever could be, maybe even capable oftaking on some of the latest Supermoto machineryand getting the better of them.

It certainly sounds as good as anything else outthere.


http://www.yamaha-xt500.co.uk


stateside scene > the hodaka story - part three

From 1973, Hodaka’sidiosyncratic model designationsand promotional material wentwild. Wes Jackson, of Nanaimo,British Columbia, started sellingHodakas from his basement in1973 before establishing adealership that sold Hodakas until1979. "They were quite aninteresting company," Jacksonsaid. "They were always comingup with some cute little gadget,cartoons, calendars, that sort ofstuff. It was good for business.”

Stateside Scenebrought to you each month by

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As Swanson explained, thepromotional force, Marvin Foster,‘has a tremendous imaginationand was able to get away withthat stuff when our conservativebosses weren’t looking’.

He went on: “Don Koch, 68, ofE&K Cycle Sales in Sweet Spring,Missouri, started his dealership in1967 in my wife’s uncle’s garagewith two bikes and $50 worth ofspare parts.” Today E&K Cyclepurports to hold the world’slargest inventory of NOS and used

Hodaka parts. In spite of thisstature in the new age of Hodaka,it’s still a mom-and-pop operation.“My wife can just about answerany question I can,” he said.

Koch says he acquired themassive inventory from one of the12 US distributors, Bill’s Hodakaof Mexico, Missouri, after Pabatcolocked their doors. “We wereselling bikes by the turtleloadsaround here and I didn’t think itwas right to leave the customershigh and dry,” stated Koch.

At the same time, Wheels ofTime in Pennsylvania acquired therest of Pabatco’s inventory, eightfreight cars full, sourced from theUS, Canada, and Australia.Regrettably, their warehouseburned down in 1981, damagingor destroying much of thecontents, thus clearing out theworld’s motherlode of Hodakaspares. What wasn’t melted orruined was sold to John Fisher, aPennsylvanian Hodaka dealer.

Meanwhile, the Missouridistributor badly wanted out of thenow-defunct Hodaka business.While the two men were sittingaround Koch’s back yard, Kochoffered to ‘bring all the stuff here,straighten it out, pay the advertising,and split it down the middle’. Inresponse Bill jumped out of hislawn chair and ran home to packup his inventory before Kochcould change his mind. “That putus with 5000ft of shelves withHodaka parts – and that’s notcounting no big parts,” Koch said.

Of Hodaka’s demise, Koch said:“Shell Oil’s got economists sittingaround and they don’t necessarilycare what’s going to happentomorrow or the next year, butthey do care what’s five and 10years down the road. And theydidn’t like what they were seeing.”

By the mid-70s the economists

probably saw a lot not to like. In1973 floating exchange rateswere introduced and, in anunregulated currency market, theJapanese yen started risingrapidly against the US dollar. Priorto that, the yen-dollar exchangewas fixed at 360. Today it hoversat something closer to 100 yen tothe dollar. Matching prices withthe ‘Big Four’ became more andmore difficult for Pabatco.

They launched the 100c ‘RoadToad’ in 1975 at a competitive$529 when Swanson says theyreally needed to sell them ataround $1200 to make areasonable profit. The morediversified corporations likeHonda, for instance, ‘could giveaway their 125s while profitingfrom the Gold Wings and cars’.And Yamaha could sell you apiano if you weren’t in the marketfor a motorcycle, Koch added.

To twist the screws further, thiswas also the dawn of the longtravel suspension age and single-shock technology. Manufacturerslike Kayaba, Showa and KYB werereserving the newest technologyfor the ‘Big Four’. Overproductionwould glut the market through tothe early 80s, land use restrictionsbounded the endless mountaintrails and wide-open desert ridingtypical of the conditions Hodakaswere designed for.

The last new model, the 1978Hodaka 175 SL (street legal)came out on stage just before thecurtain closed. Production endedafter 700 units. “They had theiract flat together with that bike,”recalls Koch, while looking at oneon his shop floor with only 147miles showing on the odometer.

Other than that, Koch’sfavourite model is the mildly tuned100cc Dirt Squirt that came outin 1973. “It gave you all the

Road Toads & SquirtsDirt

Of

In the final part of our Hodaka story, the Road Toad, Dirt Squirt and Thunderdogjoin forces to survive against the onslaught from Honda and Yamaha.

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http://www.midamericaauctions.com



basics you needed to trail rideright there – and it had that toughold 100cc engine sitting in her.”But the Road Toad, which is thestreet legal version of the DirtSquirt, doesn’t garner as muchpraise from him: “The Road Toad?Right. Well, they was OK… Iguess.”

1975 saw the first totally newHodaka design, the 250ccThunderdog enduro bike. Twoyears later the Thunderdog SLemerged for street trail riding. Theaforementioned, but otherwisenameless, 175SL was built from asleeved-down Thunderdog motorpaired with a 125 Wombatchassis. As a postscript, the lastyear also saw the creation of thesmallest Hodaka, a minicycle forkids called the Dirt Squirt 80, justbefore Shell Oil pulled the plug onthe Pabatco-Hodaka connection.

“That was a real, real neat littlebike with lots of trick things butunfortunately those are wickedrare,” said Paul Stannard, 47, ofStrictly Hodaka, Rhode Island.“The 175s and 80s were importedafter Hodaka knew they were doneso, as far as replacement parts,there’s barely nothing.”

Stannard is the ‘spark plug’behind the Hodaka revival, saidFoster. Stannard got back intoHodakas in 1987, after a having aDirt Squirt 100 as a teenager. Thesausage-maker and deli ownerfound the old twin-shock Hodakamagic and charisma were stillspellbinding across the passage oftime and technology. Over the nextfew years he managed to trackdown and phone some of the oldPabatco guard. “These are greatbikes!” Foster recalls Stannardtelling him, “and I want toresurrect them!”

Everybody I spoke with from anypoint in the timeline of Hodakagives kudos to Stannard forbringing the brand back from theashes. “It’s not just me,” rebuttedStannard. “Honest to gosh,there’s a bunch of people that areall a part of this. I might be theloudmouth, or the front man, butthere’s a team of us that all worktogether.”

Strictly Hodaka began as ahobby in 1987 when people werejust happy to give away theirorphaned machines and parts toclear out their garages andbasements. Stannard beganbuying Hodaka parts to supporthis new hobby of collecting andrestoring and then reselling theextra and surplus pieces. In theearly 90s, word got round that hesometimes had parts for sale.

Then he got involved in reproducingthe rare and non-existing parts tokeep his bikes running, and sellingthe rest of the small productionruns to other collectors.

Stannard also required thebalance of the fire sale inventoryfrom John Fisher. As StrictlyHodaka bolted forward withunanticipated acceleration,Stannard and his wife, Patti, had arough ride running the sausagecompany and deli as well. As forthis logjam, Stannard said: “It wasoverwhelming – I wouldn’t wish iton my worst enemy.”

No longer an eccentric littleendeavour, the remnants of thelittle motorcycle companyregrouped and started chargingthe hill again. Hodaka, it seemed,just wouldn’t stay down. Stannardsold the sausage factory and deliin 1993 to get a grip on therunaway hobby and tame it into alegitimate business.

What drives people’s devotion toan obsolete and nearly extincttwin-shock line-up of trail bikes?“Back in the 60s and 70s,everybody got their start on aHodaka,” explained Stannard.“Most of my customers are intheir forties and fifties and sixtiesand they want to turn the clockback 30 or 40 years when thingswere a little bit simpler and a littlemore fun… I think that’s whatpeople are shooting for.”

There are three main factors,Stannard reckons, that enabledthe Hodaka revival. First was thereproduction of extinct parts. “Themain focus is on all the littleincidental things that we need tokeep the bikes alive” – sundrymechanical bits like kick-start

shafts, shifter shafts and rubberpieces like air boots.

Second was access toinformation and communicationsthrough the internet. “Computershave made a world of differencefor people who had an old broken-down Hodaka in their barn. Thewebsites out there… people canfind information on how to fix up

the bikes and where they can findthe parts.”

And third, Hodaka Days, anannual three-day celebration inAthena. Unique among theprogramme’s many events is aHodaka parade along Main Street,a slide show of Hodaka-Pabatco’searly years by Chuck Swanson,and former world 250 motocrosschampion (1973) and earlyHodaka rider, Jim Pomeroy,conducting classes in beginners’motocross skills.

“It’s a ton of fun – you wouldn’tbelieve it,” said Stannard, addingthat 1000-1500 people were likelyto attend the 2005 event, doublingthe population of Athena for itsduration.

And what do the former Hodakaemployees think when they returnto Athena and see their past comerushing back at them? Many ofthem had devoted their lives tothe fertiliser company’smotorcycle division between 1961and 1978. The resurgence in thepopularity of the machines and thefree-spirited and creative forcesdriving the company validates whatthey were trying to do. “We alwaystried to make it fun,” said Swanson,“and look – today our propagandaand stuff is still working!”

Hodaka celebrate their 10,000th machine in June 1966.



classic ride > honda gb500

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Six of the bestHonda’s GB500TT single is a rare enough beast, so when six of them cropped up in

South Yorkshire Rod Gibson grabbed his goggles and headed for mining country.




As a Yorkshireman, I've always beenslightly wary of Barnsley folk. Theformer coal mining town seems tohave a dialect all its own, and it’s notunusual to overhear burly ex-minersin the pub addressing each other as‘love’ or ‘flower’ in deep, boomingvoices without a hint of irony. So,when reader Ron Hollingsworthinvited me up to take a look at aunique gathering of Honda’s(arguably) most desirable single I hadto check I didn't need to take mypassport.

memories of my own XBR, whichprovided me with five years ofreliability and fun while it carried meover the Yorkshire Moors to workeach morning. Eventually the cylinderhead expired, and I swapped theengine for a much later NX650Dominator unit from a trail bike, abike which is still available brand-newas the Spanish built SLR650 or ‘Vigour’.

The XBR remains a favourite amonglovers of big singles, and occupies aplace in the hearts of thumper lovers,rivalled only by Yamaha’s SRX600.But what let the XBR down, to myeyes at least, was the styling. A mishmash of classic lines and mid-80s'high-tech' resulted in the strange

I needn't have worried, for thewelcome photographer Andy Duttonand I received when we rolled up atRon’s home was not only warm andwelcoming, it also included copiousamounts of freshly brewed tea and ahuge plate of home made scones.While we quaffed and munched andattempted to avoid spitting too manycrumbs at each other in our mutualenthusiasm for Honda singles, Ron’smates began to arrive, each on yetanother seemingly mint but subtlydifferent variant of the rare GB500TTthat sprang from the mainstreamXBR500 production line.

Most people have come across theXBR500, and I have very fond

BOTTOM LEFT: Happy GB500

owners, left to right: Ian

Wilson, David Ward, Gary

Mangan, Clive Pearson, Ron

Hollingsworth, John Wright.

SPREADING THE WORD

Word of Ron’s Honda singlesspread around the localgrapevine, and it wasn't long tillmates were asking to have a goon one of his GBs to find out whythe little Hondas seemed toleave a permanent grin on hisface. And as the grin factorspread, the ads were scoured formore GB500s and the localcollection grew.• Ian Wilson is a retired teacherfrom Doncaster who suffers withMS. Having graduated from aseries of Velocettes, Ian nowprefers the Honda, partly becauseof the electric starter whichmakes it manageable, and says hewouldn't swap it for his old VeloThruxton.• Retired engineer David Wardalso owns a Kawasaki W650 and aYamaha XT600, and has owned astring of Jap bikes including twoXBRs. "The GB500 is a thinking

man’s bike, and it’s great to ride,"he says.• John Wright bought his GB500for his wife Pauline to ride, butuses it himself as often as he can.His collection includes a couple ofstunning Brits and a Honda RC30.He does his own rebuild work fromengine building to frameconstruction.• A long-standing BMW owner,Clive Pearson’s interest in singlesgoes back to his days as a marshalat Oulton Park in Cheshire whensingle-cylinder machines ruled theroost.• Community Development Officerand local JP Gary Mangan alsoowns a Kawasaki W650 and aYamaha XT600 that he uses allyear round, averaging 15,000miles per annum. “For sheer ridingpleasure it is hard to beat a goodsingle,” he says, “and the GB500is excellent.”

“THE GB500TT IS AN ABSOLUTE

DELIGHT TO RIDE, RARE ENOUGH TO

ATTRACT LOADS OF ATTENTION, BUILT

WELL ENOUGH TO BE RELIABLE,

AND YOU CAN AFFORD ONE. ”Six of the best



mixture of beautifully curvaceous fueltank and hideous Comstar wheels, ofgigantic plastic winkers and a tail-light that looked like a reject from aSuperdream facelift project.

The best model was the XBR500G,which came with the infinitely moredesirable spoked wheels, but theXBR, whichever version you ended upwith, always looked like the kind ofbike you'd want to take a hacksaw toand make some direly needed stylingimprovements. Which is what Ithought someone had done the firsttime I saw a GB500TT in the flesh, atthe Castleford Classic Show a fewyears back. Gone were the awfulComstars in favour of spokes, gonewere the plastic mudguards in favourof chromed steel items, and thebumstop seat could have comestraight from a Triton.

With a classically styled tail-light,neat chrome winkers and understatedpaint job the bike was everything theXBR had promised but failed todeliver, and immediately went ontomy own personal shortlist ofdesirables. Once I'd been informed,that is, that this was indeed a factorybike, and not a special someone hadput together from an XBR and classicBrit autojumble parts. Then, as now,I'm astonished that the GB500 wasnever offered as an option in the UK,which must have been its spiritualhomeland. Perhaps Honda didn'twish to be seen to be mocking thememory of Velocettes and Goldies ontheir home ground, but the lucky folksin Japan and the US were treated tothe tasty GB version in 250, 400 and500cc options while we, officially atleast, missed out.

IMPROVED TECHNOLOGYBut of course a handful of GB500TTshave trickled into our septic isle

much cheaper to buy than an oldBritish classic, which means you canconcentrate on having fun on onerather than worrying about what rareparts you'll total if you drop it."

The black bike is Ron’s (and isprobably the very same bike thatcaught my eye back in Castleford allthose years ago), and it’s now keptcompany in his garage by the redone, rebuilt and painted to echo thelines of a Matchless G50, and one ofthe standard brown bikes, added tothe collection six months ago. Allthree are Japanese spec imports.

Despite my preconceptions, theGB500TT was never a merely face-lifted XBR. As a matter of fact thereare innumerable differences whichgive the GB its own unique identity.Apart from obvious styling themes,the handlebars are set lower than theXBR, and the front tyre has a

through the usual grey importchannels over the years, and dooccasionally crop up in the small adsfor surprisingly modest prices. Ronacquired his first GB500TT thoughthe classifieds after spending sometime with an XBR. Like me, his eyewas taken by the prettier GB, and thebike has performed as well as thelooks promise. Ron’s affair with bikesbegan at the age of 12, when hisfather bought a Norton ES2 withsidecar, which later passed to Ronhimself. A Velocette Venom followedthe Norton, before the Hondasattracted his attention, and Ron sayshe loves them all; no Brit versus Japarguments here.

"They're all great bikes in their ownway," he told me. "The Honda ismore modern, so it benefits fromimproved technology, and the buildquality is superb. And these bikes are

Ron and Gary explain the joys

of handling a GB500TT to Rod.

RIDING THE GB500TT

Honda’s cafe racer single is small,light and nippy, and the relatively lowpower output means the rider has tofocus on getting gearshifts and brakingspot on. The modest 36bhp poweroutput peaks at 7500rpm, whichmeans the bike likes to be revved,(though there's plenty of low endtorque for plodding through traffic).Get it right and it’s enormous fun toride, and it will make respectableprogress, as Ron proved when he keptpace with Velocette racer-mounted BillSwallow at a recent Barnsley Bikers’Classic parade at Wombwell KartTrack. We used the very same track forour photoshoot, and a supposedly staidparade for the cameras soon turnedinto a test of pace and bottle.

Riding Ron’s red bike it only took me

a couple of laps to slot into a grooveand start enjoying myself, as memoriesof thraping my long-lost XBR overdeserted moorland roads came floodingback. "You can give it a bit of stick,"said Ron when I got off, "there's noneed to pussyfoot around like that onit!" I thought I'd been doing OK, butwatching Ron throw my overweightHarley tourer round the track later onrubbed in just what a skilled rider he is.I really would like to spend a day atCadwell Park on a GB500TT, so muchso that I'm repressing a desire to goshopping for one until I have a bit moregarage space. But the GB is noracetrack prima donna, and if you'resimply looking for a bike with classiclooks that will be reliable andrewarding to ride then look no further.




HONDA GB500TT

engine 498cc air-cooled four-stroke single

sohc with RFVC four valve head

bore & stroke 92x75mm

compression ratio 8.9:1

claimed power 36bhp @ 7500rpm

transmission Five speed

front tyre 90/90x18

rear tyre 110/90x18

dry weight 163kg

fuel capacity 3.6 gallons

seat height 790mm (31.1in)

wheelbase 1412mm (55.6in)

Honda Owners’ Club www.hoc.org.uk

Thumper Club www.thumperclub.com

SPECIFICATION

DIMENSIONS

CHASSIS

POWER

narrower section, bothcontributing to make the bikenimbler in the twisties. Americanspec bikes are discernable by theclean air recycling system bolted‘like a large alloy carbuncle’ tothe engine’s left side, which mostowners choose to remove andchuck in the bin. The Japanesehad a 400c option, which doesn'thave the punch of the biggerbike, and the very rare dohc250cc version is pretty butgutless.

The most common mod is tothe gearing, with Jap bikesrunning a 37-tooth rear sprocketand the US bikes a 39. Even theUK market XBR had a 36-toothrear sprocket fitted, but all theGB500 riders were unanimousthat the bike benefits from raisedgearing. The combination of a 33-

tooth sprocket and a smallflyscreen turns the GB into amore relaxed ride and makes allthe gears more usable on theroad. 32 and 34-tooth sprocketsare also available.

Some bikes came with dualseats (which seems to fly in theface of the GB's design brief),but the lovely little race seat onthese bikes is still available as anew, but pricey, part. Stainlessspokes are a popular mod, andtwo of these bikes have beenfitted with bespoke stainlessexhaust systems made by PaulWilkinson of Diverse Engineering(01226 360991). The onlyAchilles’ heel of the whole designis the slightly suspect starterclutch; three of these bikes havehad starter trouble and I've heardof NX650s with the same

problem. It's fixable, though, andthe GB is blessed with atraditional kick-starter if theelectric foot does go down milesfrom anywhere.

There's something about theGB500TT that makes it a veryspecial bike to own. They're rareenough to attract loads ofattention and double takes frommembers of the public, whoinevitably think you're riding arestored Brit.

They're an absolute delight toride, they're built well enough tobe reliable, and they're cheapenough to be affordable, if youcan find one. At the risk of drivingprices up (before I've had chanceto grab one myself!), we reckonthe GB500TT is an absolutecorker.

Join the queue.

CONTACTS


http://www.hoc.org.uk

http://www.thumperclub.com

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in the workshop > katana 1260 project bike

In mitigation, I can only say it was very, veryearly in the morning. I'd arranged to meet upwith photographer Andy Dutton for the ride overto Lotherton Hall. When Andy turned up on abrand-spanking-new GSXR600, I knew we werein for more than a gentle potter, but alas I canonly say we were doing an unspecified speedon an unspecified road far, far away from anyother signs of civilisation when it happened. AsI shut off after an extended high-speed run, theKat coughed, and went a bit asthmatic. Ibacked off, and Andy came charging past,waving and pointing at my bike. As we pulledover he shouted "There's an awful lot ofsmoke blowing out of the back somewhere."That's when the sinking feeling began.

Starting the bike up, it seemed to runhappily, though it was definitely lumpier than itshould have been. But the worrying part wasthe clouds of oil smoke it was now blowing outof the engine breather, which vents out behindthe number plate. Fearing the worst, but hopingfor the best, I pottered the remaining few milesto Lotherton Hall and parked the bike up at theMechanics stand for the day. And there itstayed until packing up time, when a decision

had to be made. I fired it up and it stillsounded sick, the smoke was still blowing outin great clouds, and the general murmuraround the group of onlookers was that itwould be better off going home in a van.

Back in the workshop the following day, Ipulled off the head and barrels to find out justhow close I'd come to a ‘catastrophic enginefailure’, as us wags in the trade call it. Numberthree piston had clearly picked up on thecylinder wall, which was smeared with chunksof aluminium. The back of the piston skirt wastotally goosed with the rings welded into theirgrooves, and close inspection revealed a crackwhich had spread almost across the width ofthe skirt. Another few yards’ high-speedrunning and the piston would havedisintegrated, creating enough debris toprobably total the motor. "Gosh and darn," Iremarked, with one eye on the calendar to seehow long I had to get the bike fixed for the nextStraightliners meeting. This was going to betight, but first I needed a professionaldiagnosis and a strategy for a fix.

Ian at Dynomax took one look at the barrelsand sent me off to see Jim Morley at JME

Engineering, who turned out to be something ofa guardian angel. Despite being in the throesof moving into a new unit, Jim got out hismicrometers to measure the damage to thebore. "It's too badly scored to hone," hepronounced, "so we'll have to rebore it. Getsome oversize pistons pronto and I'll do itstraight away." Cue desperate phone calls toWiseco, who, it turned out, don't do oversizepistons, but would supply a completereplacement 1260 kit with new liners. In fact,they rather gleefully suggested I take theopportunity to take it out to 1370cc, which I'mafraid I declined, fearing the fragility of thestock crank, transmission and clutch to cope.

Several nail-biting days passed, as thereplacement parts made their way over theAtlantic from Ohio, until finally, with only fourdays to go to the 4 September meeting, the kitarrived. I ripped the parcel open to find a setof four high-compression pistons with hugedomed peaks, and took the lot straight to Jim.By 7pm the following night all four new linerswere in place and the bores were machined,and by midnight the bike was rebuilt andready to go.

Just when our project Katana was looking like a solid contender fate rears upand bites us on the bum. Rod gets the spanners out again…

Bolted back together in a hurry, the bike just made the start line for Round Ten of Straightliners at Elvington.

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Ten years ago I was running a 1000 Katana which,with hindsight, must have been raced. At speed onthe M62 near Warrington that bike went very sick,and when I stopped, it dumped all its engine oil ontothe floor from the air-filter box. Not good.

It turned out that both centre pistons had startedto break up, and number three had a whoppinggreat hole in the crown. The culprit on this occasionwas a points ignition conversion, which had beenset up incorrectly for the two centre pistons,causing terminal detonation in the cylinders.

I successfully got that bike honed, and with twonew pistons it ran sweetly, but I never really trustedit again and eventually swapped it for aGPZ1000RX.

Norman Hyde/Wiseco 01926 497375

Kent Cams 01303 248666

Breaking Point 01224 899228

JME Engineering 07984 388405

Griff's Reality Motor Works 0117 9042339

Richard Williams Engineering 01507 523019

Dynomax UK 01522 521420

Duncans Paintworks 01507 522226

Sunrise Graphics 01253 711862

Ultraclean Carburettors 01792 402458

Earl's Performance 01327 858221

Inox Fasteners 023 8058 6805

ProBolt Fasteners 01684 851940

Harrison Billet Calipers 01795 477752

Millers Oils 01484 713201

Motad Exhausts 01922 714700

Venhill Engineering 01306 851111

M&R Motorcycle Benches 01924 235740

Handy Industries www.redimport.net

Disco Volante Motorcycles 01650 531749

The replacement pistons from Wiseco have much higher

crowns for an increased compression ratio.

Jim Morley at JME Engineering carefully measured all the

pistons before concluding the bores were too tight.

Number three piston after it picked up in the bore at

speed on the way to Lotherton Hall.

Rod’s last Katana was a victim of production racing, and

expired at speed on the M62.

Number three piston, terminally damaged by the effects

of detonation.

Throwing caution to the winds, I guessed at acarburation set-up and spent all day Saturdaytrogging the bike round Norfolk to get thebores run in, pausing at the roadside to keepretarding the ignition a bit more to stop thehigh compression kit pinking. And, with no ideaabout valve to piston clearance, no time for adyno run and only a couple of plug chopsthat’s how the bike made it to the start line forthe Straightliners 4 September meeting atElvington. And amazingly, it didn't bend anyvalves, even when I missed a gear on my thirdrun. In fact it not only survived the day, I gotmy best ever run with a time of 11.37 and121mph, finishing sixth in class.

With a bit more running and set-up time, thebike should be a front-line contender by theseason’s end.

So what caused the problem? We found nofault with the old pistons or with the lubricationsystem, but measuring the undamaged part ofthe old cylinder bores opened a can of worms.Not one of the liners we'd had fitted previouslymeasured correctly; each one was belowWiseco's recommended minimum tolerance,and the cylinder that picked up showed onlyone-thou clearance between the cylinder walland the piston. How it came to be like thatremains a mystery, but until I have a betterexplanation I can only assume that it hadn'tbeen bored correctly when we had the kit fittedlast year.

UNLUCKY NUMBER THREE

THANKS TO

The calm before the storm. The Kat pictured on a gentle run over the North Yorkshire moors.


http://www.redimport.net

This CB500 Four is one bike I wish I hadn’t hadthe chance to buy, yet I’m so pleased that ithas joined my small stable. Let me explain.

Just over a year ago I lost one of my bestpals in a road accident. Les Worthington willhave been known to many of you, either as theproprietor of Syd Smith Spares in Sheffield, oras the builder of the incredible miniature GoldStar that made the odd public appearance atthe Stafford Shows and the TT. Having retired ayear or two early, Les had moved to the Isle ofMan with wife Jean, and they were reallybeginning to enjoy life to the full. In theaccident that took his life, and in which he wastotally blameless, Jean escaped serious injuryand has set about rebuilding her life in theIsland.

Les and I enjoyed one of those specialfriendships. It’s fair to say we were both fairlystrong characters and we didn’t always agreeon everything, but we never had a cross word.We just agreed to disagree. We both enjoyednothing more than sitting on the verandah ofhis Island cottage, which has a stunning viewover Port St Mary Bay, with a nice malt to handafter a good meal, while we talked rubbish. Theusual subject was bikes, especially racing, butwe both enjoyed gardening, so we were nevershort of conversation.

Where we did differ was in engineering skills.I can make swarf or sawdust; Les could makeanything, be it in wood or metal, and it wouldfit. If you’ve seen his little Goldie you knowexactly what I mean.

From the moment that Jean asked me tohelp sell Les’s small, but classy, collection ofbikes, I thought perhaps it would be nice to buyone for myself. What is now my 1975 500 Fourshared workshop space with a 1920s Rudge500, a 500 Gold Star, a thirty-somethingFrancis Barnett and Les’s Argon classic parademachine. Given my eclectic collection ofmotorcycles, old and new, the Honda seemedto fill a void.

All of the bikes, except the racer, which Jeanintends to keep, were in various stages ofrestoration. The Goldie was completed but justawaited testing once a pair of touring bars,more in keeping with a bad back and bumpyManx roads, had been fitted. The Honda, whichhad been a steady, ‘when I’ve got nothing elseto do’ job, was finished, even down to thebrand-new battery. Les had managed to trackdown new exhausts through his old contacts inthe trade, and he had stripped and rebuilt themotor.

The chrome and paintwork is a combinationof original, preserved and replaced orrepainted. But the finished result still has thepatina of a very clean used bike rather than a‘bulled to win a show’ look.

As best as I can remember, given the amountof Scotch we’d usually consumed when wetalked about our bikes late into the evening, allthat remained to do was track down an originalfront guard, to replace the pattern BSA onefitted, and source a seat strap and fittings.Perhaps a Mechanics reader or advertiser canhelp me here.

With a nice new MoT and tax disc in place, Iam already enjoying my little Honda. I wasinvolved with the motorcycle trade when theywere launched and well remember my firstcouple of rides on one.

Being more used to a (relatively)lumbering Norton Commando, the low, four-cylinder sewing machine was a revelation. Ireckon I might well get in quite a few milesbefore winter arrives; in fact, the Honda iscurrently parked second-in-line in the shed,allowing quick access when the fancytakes me.

And you know what? Any fears I may havehad about feeling sad owning one of Les’sbikes in these circumstances have been quicklydispelled. All I get when I press the button, andthe motor whispers into life, are happymemories.


staff bikes > honda 500 four

MALC WHEELER

CB

500

Joining the Japanese classic gang

> Malcolm Wheeler isPublishing Director atMortons Media Group,publishers of ClassicMotorcycle Mechanics.



The Honda should provide a good few days of riding pleasure before the winter sets in.

Rebuilt bike has the authentic patina of a clean, used bike.


IDLE SODI just had my Moto Guzzi serviced but now thebike won’t idle correctly and sometimes dieswhen in gear coming to a stop. The garage saythere is nothing they can do. The bike startsfine, but needs an idle adjustment. I havereviewed my owner’s manual, but can’t seemto get the idle up. I hope this will help. Can you?

Tony Abbot, Lomita, California.

The manual should indicate the location of thethrottle stop screws on the carbs, and you shouldbe able to adjust the idle speed to between 1200and 1500rpm with the engine hot. If you cannotget an idle at all, you may have to strip the carbsand make sure the pilot drillings in the carb bodiesare clear of obstruction, and the pilot jets are notblocked. Stalling when coming to a standstill onolder big twins is not unheard of, and can be causedby fuel surge; you may have to develop the oldBrit riders’ technique of blipping the throttle asyou bring the bike to a halt to keep it running. RG.

NO GOMy Yamaha XS500B has not been run for anumber of years. With a new battery the startermotor wouldn’t operate and the solenoid madea hissing noise. I obtained a new solenoid thatclicks, but the starter motor doesn’t move.With both solenoids, if they were taken out ofcircuit and the starter motor lead connected tothe battery, the motor worked. The lights andhorn work normally. Please help.

John Hewitson, by email.

If the starter spins when you connect it straight tothe battery it must be healthy, and you’ve alreadytried a new solenoid. All that leaves you with is awiring fault, and I’d double check to make surethe heavy leads from battery positive to thesolenoid, and from solenoid to starter motor, arein good condition. Also check the engine has agood earth connection to the frame; there shouldbe a heavy-duty cable linking the two together. Ifyou find no fault with these connections, checkthe right-hand switch as you may have a faultwith the starter button itself. RG.

LUMPY RUNNERI have just purchased a 1978 Honda CB750K8that is in excellent condition and is anAmerican import. The bike runs not too badlyapart from at low revs.

I have treated it to new plugs, points andcondensers, checked the ignition timing,cleaned out and balanced the carbs, but it willonly tick over with half choke and runs verylumpy.

Could it be to do with running it on unleadedfuel and, if so, what is your advice to correctthis?

What jets should be in the carbs?Alan Black, by email.

Check the compression to make sure all is wellwithin the engine, but your bike could besuffering from carb varnishing, which is becominga common problem on older bikes that have beenstanding. The bike will have been designed to run

on unleaded fuel so that will not cause theproblem, but modern fuels are of pretty poorquality and degrade very quickly. Our Hondamanual shows size 68 primary main jets and 102secondary main jets. RG.

WHICH TWIN?I’ve just returned to biking via a Suzuki GN400and have totally lost touch with bikes. I nowwant to upgrade to a mid-range or big twin. Ican’t afford a Le Mans, so can anyone suggesta torquey twin for me?

Stuart Morrisson, Longlevens, Gloucester

There are lots of perfectly fine torquey twins onthe market, Stuart, and so much will depend onyour own personal choice and budget. Talk toother owners and get a few test rides if you can.If you’re looking for a good, solid, Japaneseclassic twin, you could do a lot worse than lookingat a Yamaha XS650. RG.

MEET THEEXPERTSMechanics is the magazine that keepsyou on the road. Our Technical ExpertsCan help you with most of yourproblems. Sorry, we can't solveproblems over the phone.

BATTERY POWER

Could you tell what is the correctbattery for a Suzuki GS550L as Ihave chance of one for free, but itneeds a battery?

Kevin Smith, Spalding Moor,York.

The GS550L was initially fittedwith a YB10LA2 battery, whichwas changed later in theproduction run to a YB10LB.The two batteries are identicalother than the breather pipeoutlet, which is alongside thenegative terminal on theYB10LA2, and moved to thepositive side on the YB10LB.The number on the old batterycasing, assuming it’s stillpresent, will identify it for sure,and you can quote the numberat your local bike shop whenbuying a replacement. RG. The numbers on the old battery will tell you which replacement to buy.

problem solver > your questions answered

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


CHRIS PEARSONFactory-trained Yamahatechnician, former bikeshop owner and experiencedracer.

DAVE BARTONVice-president of the HondaOwners Club (GB). He hasworked as a mechanic,partsman and shop manager.

ROD GIBSONWorked in Kawasaki, BMWand Triumph dealershipsbefore starting his ownrestoration business.


STEERING BLOCKI would like to send off my frame for powdercoating. The last time I sent off a DT175MXframe for coating it came back with a steeringlock that was jammed and unusable, and hadto be drilled out, on advice from my localdealer.

Before I send off the next frame, I wonder if Ican cleanly remove the lock and reinstall itafter the frame is done.

Please advise and save me some work.Ross, by email

If you leave any components in the frame,including the steering lock, they will be powdercoated over and you will have to damage the newfinish to remove them. To remove the steeringlock, prise the swivelling cover away from theheadstock (it’s retained by the single rivet) andremove the cover. Now turn the lock body to its‘unlocked’ position and pull it clear of the frame,collecting the small spring that will follow it out.Put the swivelling cover in the pile for replating, orreplace it with a new one. If you don’t have thekey, you’ll have to drill out the centre of the lockuntil the tumblers fall free – a tedious and drill bit-consuming task. RG.

RESTORATION QUESTIONSI am currently restoring a Honda CB750K2 andhave been reading your restoration withinterest. There are just a few questions I wouldlike to ask. Is it better to strip the engine firstthen have it vapour blasted or is it better tohave the engine done as a complete unit?While it is down, I was thinking about havingthe head converted to unleaded – would I needto change the jets?

Also, can your tell me where I can obtainthe silver paint used on Hondas, and lastly,before I reach for the hammer and chisel, howdid you get the badges off the petrol tank? Ihave looked and cannot see how they areheld on.

Alan Evans, by email

While a skilled specialist may be able to vapourblast your engine without dismantling, I’d be veryhesitant to recommend it. Personally I alwaysstrip an engine down to its bare componentsbefore having any blasting work done; theconsequences of getting any grit into the enginemake it by far the safer option. Your bike shouldrun quite happily on unleaded fuel withoutmodification, and a switch to unleaded will notrequire a change in jetting. I use a proprietarysilver engine enamel aerosol to spray thecrankcases on Hondas and Suzukis, and the tankbadges will come away if you simply prise themgently off the tank. RG.

UNSHIFTABLE SHIFTERI’m having difficulty using the gear selector onmy Honda V45 Supermagna. It’s a bit stiff andthe clutch is not working too well; could this bea lack of lubrication, due to the bike being leftstanding for a couple of years?

Alan Bowcock, by email

Yes, it could. Start by giving the bike a full serviceand making sure the clutch cable is in goodcondition and well lubricated, and that the lifter iscorrectly adjusted. If your bike has the later typegear change, it may be worth stripping thelinkages and lubricating all the pivots. The V45 is astrong, well-designed bike so should respond to alittle TLC. RG.

RATTLY DUCATIMy 1995 Ducati Monster has a noisy, rattlyclutch. So do they all, I hear you say. True, butcan anything be done about it?

Tim George, Biggleswade, Beds

I’m afraid its in the nature of this type of clutchdesign, Tim, and is part of the charm of owning alate model Duke. After-market carbon fibre coversare available, but they tend to make the noiselouder rather than muffle it. Sorry, but it’s thenature of the beast. RG.

UNDERCHARGINGWhen I ride my Honda NC23 Tri-Arm with thelights on it drains the battery. Is it the alternatoror something more sinister? I have made surethe correct bulbs are being used, and it holdsits charge fine until I turn the lights on.

Adele Gerrard, by email.

Generally speaking, the charging system willeither work correctly or not at all so, if yours isundercharging, the fault may be tricky to trace.You’ll need a muiltimeter and access to Honda’stest figures from a factory manual, then test theAC outputs from the alternator and the DC outputfrom the regulator in order to isolate the fault.Alternatively, you can call in a specialist like FerretsCustom Electrickery on 07765 832420. RG.

DREAM OR SUPERDREAM?My Honda CB250N misfires at anything abovetick-over. It also spits back through the carbs.The carbs have been stripped and cleaned.Also, is it a Dream or a Superdream?

Devlin Maguire, Isle of Arran

You may have some incorrect parts fitted to yourcarbs, or they may have been incorrectlyassembled. If possible, try borrowing a set ofcarbs from another bike to see if that affects theproblem. You may find a good workshop manualwill be useful in identifying how the carbs shouldbe assembled. The CB250T Dream is quite rareas it was only in production for one year beforebeing restyled as the CB250N Superdream. TheSuperdream has the late, angular ‘Eurostyle’ looksimilar to a CB900F, and has a tailpiece. RG.

helping hand > your questions answered


HOT AND BOTHERED

The starter motor on my 1982Suzuki GS650GT fails to turnover the engine when hot. Ifleft for 20 minutes, the starterspins the engine quickly and itstarts first time. The starterworks fine when totally coldand the engine starts firsttime even if left for a couple ofweeks. The problem occursonly when the engine is hotand the bike has been left foronly a few minutes, eg afterfilling with petrol. I havechecked and cleaned all earthcontacts and cleaned thecommutator on the startermotor. Any advice gratefullyreceived.

Robert Mitchell, Ayr

Assuming this isn’t a problemwith engine compression, iethe starter is simply refusingto spin the engine, the faultmust be down to the startermotor itself. Make sure thecarbon brushes that run onthe commutator are in goodcondition and the windingson the armature areundamaged. If the faultpersists, you may have aproblem with the insulationon the windings breakingdown when the motor ishot. The armature can berewound, but a second-hand starter motor isprobably a cheaper andeasier option. RG. Carbon brushes must be in good condition for the starter to work properly.

Remove your steering lock before having the frame

powder coated.


THE LOST GSI am currently restoring/renovating twoGS650GTs, and I am wondering why thesebikes have been ignored in your back issues.It’s also difficult to obtain spares, info etc onthese bikes. Everyone covers the 550 and750, so why not the 650? Any feedback wouldbe appreciated.

Steve Hunt, by email

We covered the GS650GT in our Buying Bikesfeature in the July 2004 issue (No 201), and youcan still obtain a back issue by ringing ourCustomer Services Department on 01507 529300,or online from www.classicmagazines.com Manyparts and service information for the 650 aresimilar to the rest of the GS series, and youshould be able to obtain parts quite easily from anumber of Suzuki spares specialists in our JapCorner section on page 87. RG.

THE NUMBERS GAMEI’m about to start restoration my 1977 HondaCB400F, but at some time in its past, the plugleads have been removed from the spark plugs(they’re in appalling condition anyway). Whichcoil supplies which cylinders?

Terry

As with all in-line Japanese motorcycles, thecylinders are numbered from the left as you sit onthe bike, so No 1 cylinder is on the left and No 4is on the right. The ignition systems used onJapanese fours all use the wasted spark system,with one ignition coil firing the outer twocylinders, and the other firing the two inners. Theleads on each coil are actually interchangeable (ieyou can swap No 1 for No 4 lead, and No 2 for No3). RG.

A GEAR TOO FARWhen going through the gear selection on my1978 Yamaha YZ400E, I get three gears but,when I go from third to fourth, it is as if I hitanother neutral. I seem to have no fourth gearor any more. How many gears should it have?Parts are so hard to find – can it be fixed?What oil is right for the engine?

Sean Fry, by email

Your YZ should have five gears, Sean, so you’regoing to have to do some exploration to find theproblem. You may have a problem with theselector mechanism or even the dogs on thegears themselves. If you need parts, ring Motolinkon 01526 344443 (www.yamahaspares.uk.com).They may have some second-hand parts in stockthat will help keep repair costs down. Yamaharecommended a light gear oil for the box, so agood quality 10/40 semi-synthetic should suffice,and the engine will run happily on premix of 33:1if you’re using two-stroke oil from your local bikeshop; racing oil will let you go safely to 40:1. RG.

FLOOD WARNINGMy 1983 Suzuki CS125 cuts out at the trafficlights and burns lot of fuel.

Any suggestions?Tony, by email

This almost certainly sounds like carburettorflooding. Remove the carb and clean it, thencarefully set the float height to the levelrecommended in your workshop manual. Afterrefitting, watch for any signs of fuel dribbling fromthe overflow pipe on the carb float bowl, and beprepared to fork out for a new float needle andseat to stop it leaking if the problem persists. RG.

BEARING REMOVALHow do I remove the lower bearing from thesteering stem on my 1997 Kawasaki?Kawasaki shows a special bearing separator inthe factory manual. This tool is expensive andthere must be a different approach. It is alsoused on the KZ1000 model.

Charles Jackel, by email.

Without the special tool you have a few options.The bearing is a simple push-fit on the stem and itshouldn’t be too tight.I usually find that careful work with a hammer andtwo small chisels inserted between the bearingrace and yoke will ease it squarely off the bottomof the stem. Once a gap has opened up, it can beprised upwards with a pair of tyre levers orsimilar. You may damage the lower rubber sealbelow the bearing when you use the chisels, sobudget for a new one along with the newbearings. RG.

TANK TROUBLEWhat is the best way to clean out a fuel tank? Ihave just got a second-hand tank for my HondaTL125S and it is rusty inside.

George Richmond, AYR

Put a handful of old ball bearings or small nutsand bolts inside the tank, seal up all the openings,then shake the tank around vigorously for severalminutes. This will remove any loose rust frominside the tank. Then treat it with a proprietarytank sealant such as this epoxy compound from CWylde of Leeds. If corrosion is advanced, themetal on the tank may be very thin at the lowestpoint of the seams, so examine it carefully beforecoating. A specialist will be able to repair smallareas of damage by welding or brazing, but don’tattempt this without lots of experience, and havethe tank pressure tested afterwards to make sureit won’t leak. RG.

I’m going to strip my 1100 Katanafor another rebuild. At the back ofthe engine the frame has a gussetat each side, which holds theswing arm pivot and rear upperengine plate bolts. The gusset isopen at the top and bottom, and aline of rust comes from thebottom where the water runs outwhen it gets wet. How do Iprevent this happening again?Can I weld it up at both ends? Andhow do I go about removing theexisting powder coating?

John Regan, Preston

The gaps in the gussets arethere simply because of thenature of the mass productionprocess used in themanufacture of the bike, andcan be safely welded up beforepowder coating. It may be atime-consuming business,

though, and spraying a littleACF50 into the holes regularlyafter washing the bike may bea much easier way to stop the

unsightly rust streaks. Theeasiest way to remove the oldpowder coating is to get theframe shot blasted. RG.


MO

261414

Gaps in welding can leave rusty streaks after powder coating.

Rusted fuel tanks can be treated with an anti-corrosion

coating.

LEAKING GUSSETT

http://www.classicmagazines.com

http://www.yamahaspares.uk.com



BACKGROUNDThe idea of a ‘factory custom’ really doesn’tmake much sense if you think about it. Howcan something be customised if it’s identical tothe next one off the production line? Whatever,the term has held great appeal to marketingdepartments for about 30 years now. Possiblythe first motorcycle to deserve this dubioustitle, if retrospectively, was the Triumph X75Hurricane, an American interpretation of acustom bike, made in Britain, just before ourhome-grown industry collapsed.

While the X75 (which was actually more of a

BSA than a Triumph) was different and specialenough to ensure that it could never havemade a profit even if sold for a price far inexcess of a standard Rocket III or Trident, theJapanese spotted the moneymaking potentialof factory customs. A couple of years after BSAhad been buried, rumours were rife thatKawasaki was going to launch something reallywild based on the Z1. Word on the street wasthat it was going to be some kind of chopper,just like Peter Fonda’s bike in Easy Rider.

The reality, as unveiled at a lavish do inBeverly Hills, was slightly less far out. Perhaps

“A COUPLE OFYEARS AFTERBSA HAD BEENBURIED, RUMOURSWERE RIFE THATKAWASAKI WASGOING TO LAUNCHSOMETHINGREALLY WILDBASED ONTHE Z1.

WO

RD

S:

Rod

Ker

PH

OT

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Hendle

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”

For those concerned with flat-out performanceand looking for a degree of comfort, one of

the Kawasaki LTD series may be just the job.Rod Ker examines the 440 version.

buying bikes > kawasaki z440ltd

Kawasaki Z440LTD1980-1984


wisely, Kawasaki decided to make their newKZ900LTD closer to standard than expected.Designed and built in the good old US of A, itwas basically a Z1 with a Jardine 4-2 exhaust,Morris ‘mag’ wheels, ape-hanger handlebars,smaller tank and a king ’n’ queen seat.Perhaps the wackiest feature was the fat, 16inrear tyre, a special Goodyear with treadwrapping round its sidewalls.

As the name suggested, the intention was tomake a limited quantity of LTDs. Well, at aprice about 30 per cent above the standard‘Zee’, Kawasaki might have been a bit worried

that no one would want to pay the premium! Asit happened, plenty did, and the factory customconcept soon became established, in America,at least, and other manufacturers followedKawasaki’s lead. It took Suzuki and Honda awhile, but Yamaha soon offered Specialversions of the XS650 twin and XS11 four. Inthe early days, customs tended to be larger-engined models, but the trend inevitably spreadinto the lower orders, with varying degrees ofsuccess! A 50cc custom bike? Hmm…

Meanwhile, having been forced to abandonits infamous Green Meanie triples on


WHAT TO LOOK FOR

After around six years on the market before the LTDarrived, the twin should by rights have been welland truly sorted. Cynics might have suggested thatearly 400 customers did unpaid development workfor them, because the engine suffered from variousteething troubles. In 1974 Kawasaki’s four-strokeexperience (not counting the Meguro link) camefrom the dohc Z1, which used a built-up crankshaftwith roller bearings and a gear primary drive. Thetwin used plain bearings and a hy-vo chain primarydrive, with roller chains to drive the single camshaftand balancers. Tappet adjustment was through eccentricrocker shafts, rather like earlier Honda twins.

While this all seemed sound enough, it wasn’tlong before faults cropped up. All three chains woreout, and oil leaks tended to appear, particularlyaround the head joint. It’s probable that some of thecam chain problems were the result of ill-informedmeddling, though, because one of the engine’sidiosyncrasies was that it ran backwards, ie in theopposite direction to the wheels, which explainedwhy the tensioner stuck out of the front of thecylinders, behind the frame down tubes. Youcouldn’t really blame Kawasaki if the correctmaintenance procedure wasn’t followed.

The unusual valve clearance adjustment methodcaused similar problems, it seemed. Adding all thistogether, the result was that some early Z400sturned into rattly, vibratory, oily horrors. To makematters worse, electrical faults were common,leading to frequent blown bulbs. Overall, you wereleft with a £609 bike that not only sounded like aBritish twin, but also behaved like one! It took awhile, but Kawasaki responded by substantiallyredesigning the engine. Camchain tensioningbecame fully automatic, the valve gear was modifiedto incorporate screw and locknut adjustment. A six-speed box was added to the Z400B available from1978, and this was retained for the LTD, eventhough it could have got by with four.

If it’s a belt-drive model you’re after, beware.Although the transmission will be quieter andsmoother, there may be occasions when you mightwish for a good old chain. As I said earlier, the beltmust be tensioned correctly, which really requires aspecial tool (now let’s hear from all those ownerswho twang the belt to check for play and never havea moment’s trouble). Even assuming the tension isright, foreign objects getting trapped under the teethcan wreak havoc. The Kevlar fibres inside might bejust about indestructible but the rubber bits aren’t.Which is when you might discover that a new beltcosts about the same as a dog of a LTD440…

Whether the twin’s habit of blowing bulbs wasdue to poor voltage regulation or vibration is opento debate, but it’s a bit ironic that the new designof alternator used was one of the things Kawasakiboasted about. A quarter-century later, cracked wiringand bad connections are more likely to be the concerns,particularly as custom bikes tend to be ridden moreslowly and rarely get used at sustained high revs.

As with most old bikes, most of the buying advicethat applied when new tends to be redundant now. Makesure the electrics work. Listen to the engine, checkthat all the gears engage and stay engaged. Anythingmajor wrong here might make the bike worth nextto nothing, because the world isn’t full of peoplewaiting to buy old LTD440s. Having said that, someof the basics, like cam and primary chains, are availablefrom places like M & P, so all may not be lost.



buying bikes > kawasaki z440ltd

environmental grounds, by the mid-70s Kawasakiwas left with a rather lacklustre range of smallerfour-stroke street bikes. In particular, the KZ400,aka Z400, twin first seen in 1974 was widelyperceived as a cure for insomnia. As usual, though,what some people – magazine road testers,especially – missed was that not all motorcyclistswere obsessed by speed. Riders wanting a reliableall-rounder for everyday commuting and theoccasional longer trip really didn’t want‘excitement’ of the sort served up by a two-stroketriple that did 25 miles per spark plug and neededreboring every few thousand miles.

In many ways the Z400 was like a Triumph orBSA might have been if the design had beenmoved into the second half of the century. Just likean old Speed Twin or Beesa A7, the engine was aparallel twin with a chain primary drive, tuned toprovide a good spread of torque. Unlike an oldSpeed Twin or Beesa A7, it didn’t shake itself topieces (in theory), thanks to the marvel of contra-rotating balance shafts. Even in 1974 this was avery old idea, originally credited to a Britishengineer named Fred Lanchester, who wasresponsible for many of the innovations later re-invented by other manufacturers. In the two-wheeled world, Yamaha had already been therewith the TX750 and dohc 500 twins, both of whichfailed miserably to convince punters that balanceshafts were worth the trouble! Perhaps because

Kawasaki didn’t shout about it too much inpublicity material, the 400’s ‘whirligigs’ weren’t abig issue. With a top speed of around 100mph, the398cc twin was just about smooth enough and fastenough to satisfy most people, and gave better fueleconomy than the opposition. Kawasaki claimed100mpg – at 37mph! Admittedly, beating the 30-40mpg average of a Suzuki GT380 or YamahaRD350 wasn’t a huge achievement, but the Z400used less juice than a Honda CB400/4.

And it wasn’t much slower, either. In fact,claimed power and torque figures of this disparateduo were almost identical, it was just that thefrenetic four always sounded twice as fast! Still,despite having gained an extra gear by 1979, theZ400 was beginning to look dated. As was, andstill is, the trend, Kawasaki decided to extract a bitmore oomph from the engine by increasing thecapacity.

Previously of almost square 64 x 62mmdimensions, a new pair of 67.5mm pistons gave443cc. While they could have been forgiven forcalling this a 450 (or maybe a 500 if it was Italian),Big K modestly rounded it down and slapped aZ440 badge on the side of their new baby. As youmight expect, an extra 10 per cent displacementgave about 10 per cent more power and torque.41bhp at 8500rpm and 26ft-lb at 7000rpm werenow the figures.

Funnily enough, the paper gains didn’t seem to

KAWASAKI Z440LTD

engine sohc air-cooled twin, 4 valve

capacity 443cc

bore x stroke 67.5 x 62mm

carburation 36mm Keihin CV

compression 9.2:1

max power 40bhp at 8500rpm

torque 26ft-lb at 7000rpm

transmission 6-speed, belt or chain final drive

frame Duplex cradle

front suspension Air-assisted, leading axle telescopic

rear suspension Swinging arm, adjustable preload

springs

front wheel 3.25-19

rear wheel 130/90-16

front brake 9in disc

rear brake Single 6.3in drum

seat height 29in

wheelbase 54.7in

weight 377lb

fuel 2.6g

SPECIFICATION

DIMENSIONS

CHASSIS

POWER

www.zpower.co.uk

CONTACTS


http://www.zpower.co.uk


The CV carbs can suffer from splitdiaphragms; after-market replacementsare available. A hesitant, lumpy idle isalmost certainly caused by out-of-balance carbs.

The 440 had only a single front disc,although its possible to add a second.The caliper suffers from regular seizures,particularly if used on salted roads.

The 80s custom bike doesn’t offer the greatestriding experience. High, wide handlebars; lots ofsteering trail; fat, high profile rear tyre; rearwardweight bias. You didn’t need to be Kenny Roberts towork out that the handling would be slow andimprecise, getting worse at high speed when therider acts as a wind vane. Still, as the engine is onlygood for about 90mph, the LTD can be a relaxedcruiser and has the right sort of powercharacteristics for slicing through traffic. Pity thatthe bars are so wide that you’ll spend all dayclipping door mirrors.

Perhaps the bike’s best feature is its sound –360-degree firing intervals means it makes a nicedeep burble, just like an old Brit twin.

BRAKESCARBS

Drive belts on late models are smoothand reliable, but expensive to replacewhen worn out. Early 440LTDs hadchain drive, and the later belt versionscan be converted.

DRIVE CHAIN/BELT

RIDING

be matched in reality, because the 440appeared to be about as fast, or slow, as thefirst 400 if road tests are any guide. For thosewho weren’t wild about factory customs, worsewas to come. Yes, in 1980 the 440 was finallygiven the LTD treatment, as seen here!Following the recipe of the first 900 andsucceeding 750 and 1000cc models, Kawasakiadded wide bars, smaller tank, stepped seat,Morris (not really) wheels and a fat rear tyre.Possibly because of the stubby silencers thatcame as part of the package, power was downslightly from the ordinary roadster. Those 40horses had a struggle to push a humanparachute through the air, apparently, resultingin embarrassing limpness. Even the advancedcontortionist techniques of ace road testersfailed to persuade the LTD440 (the reversednumbers and letters were Kawasaki’s officialdesignation) to wheeze far past 90mph, whichtranslates into a practical top whack of maybe80mph in most circumstances. Not impressive.Of course, no one who bought a custom wasexpected to care about flat out performance. Ifthey did, they’d buy a normal bike, simple asthat.

DEVELOPMENTBy the time the LTD came along the basicdesign was six years old and had been

developed about as far as possible. The onlyreal event before the model gave way to thenew water-cooled twins in 1985 was in thetransmission department. Following the lead ofthose well-known masters of avant-gardeengineering, Harley-Davidson, Kawasaki offereda belt-drive version of the LTD from 1981. Sothat the choice was entirely up to customers,both were listed at £1199. This probably madethe rubber band model a bargain, becauseaccommodating the wider, Kevlar-reinforcedbelt was not simply a matter of changing thesprockets.

The advantages were quieter, smootherrunning, reduced maintenance (no luberequired and infrequent adjustment), plus aservice life claimed to be two to five times thatof a properly looked after chain. On the debitside, the belt had to be tensioned correctly –and it was a lot more expensive to replace.

PRICESNo one ever accused the LTD440 of beingbeautiful, and apart from the novelty of beltdrive it didn’t really have much going for it,which explains why there are so few around.Stranger things have happened, but prices arelikely to be stuck in the zero to £1000 bracketfor a long time unless an absolutely mintexample turns up.


nostalgia > cotswold cruisingLu

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Joe Brock recalls a summer trip to the Isle of Wight with a dozen mates.


It was the summer of 1981 and we all hadbikes. We’d discussed the summer trip inthe George and Dragon, Downe in the depthof winter. We did a trip every year but thiswas going to be a biggie, to the Cotswolds,then the Isle of Wight. Why the Isle ofWight? Well, we couldn’t quite afford theferry to France. At least this way we couldpretend we were going abroad. We wereready to go when the back brake on mySR500 started to stick; it had worn past itslimit and the cam was turning past itsmaximum open position. I had to sort it outon the day much to the disgust of my fellowbikers.

The weather was great (as it always wasin those days) so we set of from Orpingtonfor the Cotswolds.

Let me introduce the team, Myself(Sprocket) into renovation but never hadmore than a fiver to spend, tended to likequirky bikes. Ray, a great bloke but no bike,so he came on the back of mine. Tils (orGary, short for Garibaldi as he was a slap'ead) who was one of the sensible riders(note the tank bag) so he took Domp, whohad a GT185 which when I had my CD175seemed lightning quick but by this timenobody was prepared to wait for him. BallKnawer, bit of a nutter but quite skilful witha bike and had brains, with the best pillionI ever took on a bike, Champs. EJ (socalled because when we worked in Tip TopBakeries the foreman (Denbo) couldn’tpronounce his rather exotic name) whoalways had the coolest stuff, ride his bikethe quickest and could get round cornersthat everyone else bottled. You didn’t wantto put EJ at the front as we could all end updead trying to keep up. On the back of EJwas Scrunty (we never really knew why) whoalways talked of XS750s but only ever

actually had an XL125. Kev who’d justrealised that EJ had the same bike, withSteve (five bellies) on the back. Peeny, whohad the smallest bike, and finally Chris whohad the biggest bike and was the biggestnutter. The only thing brave enough to gopillion with Chris was the Til’s family tentand even that’s looking a bit peeky.

What a great trip. We’d pitch the tent, goout for a day’s riding, and then return atnight with other happy campers nervouslylooking to see which tent was ours. We hadto leave a large space around the tent topark the bikes which one unhappy couplethought was an ideal place to pitch theirtent. Wrong!

Actually, we weren’t hooligans. We weresober during the day, walk to the pub atnight, have a few snowballs and return tosleep it off for the next day’s riding. Itcontinued like that for an excellent sevendays of brilliant fun.

How we got back alive is another matter.The general trend of riding for the day wasto start off with someone sensible at thefront. It was all very civilised. Thengradually we’d get faster and someone lesssensible would take over the front slot.You’d get faster and faster until someonewould almost ‘come a cropper’. Then we’dstop, have a fag, (for those stupid enoughto smoke), calm down, then set off at acivilised pace again. Then gradually we’dget faster and faster…

I had the closest thing to a disaster onthis trip. The SR500 was great at lowerspeed, scratching down lanes, but sufferedtwo-up from a soggy suspension. In anattempt to keep up, round Sandownsomewhere, and with Domp on the back,we lost it at about 50mph round a right-hand bend. Both tyres slipped away from

under us and we thought we’d had it. TheSR slid across the road but hit the curb andflipped upright again, skittering along thegutter upright and unharmed. The exhaustdown tube had suffered a few scratches.So, at the end of the day, we laid the bikedown again just to see at what angle thebike had been at to do this strangedamage. Looking at an angle of around 25degrees from horizontal wasn’t nice. Wehad been lucky. Needless to say thiscalmed us down; well for at least the first20 minutes of the next day’s riding.

Riding in a group, at speed, is anexhilarating experience, but dangerous.Another time we were scratching alongwhen suddenly a nicely sequenced set ofred brake lights were going on in front ofus. Instead of reacting immediately Iwondered why everyone was slowing downon such a straight piece of road, only torealise that the road did a 90-degree right-hand bend. What looked like the road goingstraight into the distance was in fact a dirttrack, not good at speed.

Great memories, and thankfully we all gotback all right vowing that we’d do Le Mansnext year. But that’s another story.

The bikes in the picture are, from the left:Yamaha SR500, (big headlight version withmag wheels); Honda 400 Superdream(orange and black with silver comstars);Suzuki GS450 (a rare bike, looked like theGSX400, and went like stink); HondaCX500 (black and red with silver comstars);Honda CX500 (blue with silver comstars);Honda CB250RS (red with blue and whitestripe – it kept up really rather well,especially when you thrashed the nuts offit) and finally Honda CB750F (black andsilver, similar to the 900 but with properhandlebars).



heading to come > words to come

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Millicent


56439698 Classic Motorcycle Mechanics Issue 216 Oct 2005

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Transcript of 56439698 Classic Motorcycle Mechanics Issue 216 Oct 2005