Classic Bike Guide - August 2018 - Issue 328 by Mortons Media Group Ltd

BUY



SELL



RIDE



REST TORE AUGUST 2018

RICKMAN INTERCEPTOR  ROCKER // PANTHER 120  BIG SINGLE SURPRISE // CBX 1000  THE BIG ONE // SWM SIX DAYS  FUN!

Contents

004 From the archive

We’ve searched for some of George Brough’s exploits including ‘Old Nick’ and ‘Moby Dick’

010 BSA Royal Star

A great example that sometimes, just sometimes slightly less is more

020

CBX – the 084 Honda restoration

New Classics – 056 Brough Superior SS100

Classics – 090 New SWM Six days 450

The real café racer almost never happened. With Interceptor power, it’s a hard bike to beat

It’s new in all but name. Does this new incarnation of the most famous of motorcycles live up to everyone’s expectations? (Give you a clue – it’s great)

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024 News

Norton release more information about their 650cc Scrambler, Triumph are recruiting apprentices and more goings on in our world

028 What’s on

Pack your hamper, clean your goggles and get out there! Let us know of any we’ve missed

032

Buying Guide – 050 Rickman Metisse

Buying Guide – Matchless G9

Forever in the shadows of Triumph and BSA, but the G9 and AJS Model 20 are good bikes

Buying Guide – 042 Panther 120

Phelon and Moore’s last hurrah – the Panther 120 is more than just a sidecar tug

064

Letters

Let us know your thoughts – anything you’d like to say? Go on!

We look at the Honda CBX1000 on its 40th anniversary, with an in-depth restoration of this huge machine

With looks faithful to the original, a fun 450cc engine and it doesn’t cost the earth; the SWM six days is a pleasure

094 Products

A helmet that’s super quiet, some good, aﬀordable gloves and a brake light for your helmet!

066 Archive poster

096 Honda PC50 – restoration

068 Steve Cooper 070 Paul Miles 072 Paul D’Orléans

103 What we’ve been up to

074 Wheels and Waves

110 Next month

A cracking portrait of the Royal Tank Corps team from the 1938 ISDT

Steve has a little disagreement…

Poor Paul – he’s done his back in

Paul looks back at the history of American motorcycles with parallels of today

Bikes, racing and surf, in the South of France. Some great bikes and characters

078 Bakker CBX

One of Honda’s greatest engines framed by one of the greatest frame builders

Two gentlemen revive one of Honda’s charming mopeds on a tight budget

Matt’s been admiring Honda’s little touches, while Steve gets hurt and Oli replaces his tank

In the workshop – 105 Adjust your primary chain Oli adjusts his Triumph T140 primary chain

We have some great bikes for you next month, including a Triumph Bobber, Suzuki’s RE5, the Shetland classic show and how to recommission a bike that’s been resting

112 Reader ads 130 Last Word

The sun is out so treat yourself!

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Frank meets a friend in the sun for a perfect day’s riding

CLASSIC BIKE GUIDE ||AUGUST 2018 3

From our archive

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GEORGE BROUGH, SS100 GRAND TOURER ‘Designer, manufacturer, rider of the Brough Superior’ is how George Brough described himself. But the founder of Brough Superior was more, much more than that. He was a superb salesman, often remembering owners by name. He was a shrewd businessman, realising that the best way to make the motorcycle of his vision was to buy parts in and essentially assemble these ﬁne parts. He knew more about marketing before the term was even used; making sure that Broughs were always at the forefront of speed trials and racing; gaining headlines and column inches. He made sure there was an innovative model on the stand for the British motorcycle show, including some interesting and rarely-seen engine conﬁgurations. George Brough knew how to make Brough Superior stand out and become the bike to have. Below, from left: Broughs could also be practical, as this beautiful Parwood sidecar shows. Moby Dick – Bought by an owner who wanted the ‘fastest bike on the road’. The name came from the stage when most parts were polished or chromed and in the sun it looked like ‘a big white monster’. ‘Leaping Lena’ Supercharged Brough Superior, built in 1932 by Phil Irving, Alan Bruce, and Arthur Simcock for world speed records. George Brough and Ike Webb with Old Bill, formally known as ‘Spit and Polish’. George and others used it for various hill climbs and sprints.

mortonsarchive.com

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Welcome

Quite how, exactly, do you do that? THOUGH SCHOOL, ACADEMIA and conventional studying weren’t my forte, I was lucky-enough to grow up in the countryside where the emphasis seems to be on fix ing, well, all kinds of stuff. M y parents saw I was interested in this, so when their old car failed the M oT badly, they gave it to me, aged 1 1 . T he proviso was that they would insure me when I was 1 7 ; and so began the long road of realising something was broken, how it was broken, how to fix it and then, once the first, second and often third attempt had failed, how to fix it successfully. Hours of my life were spent in the shed. T here was no J edi master to help me, j ust a smattering of old tools, added to every birthday and C hristmas. T erry, who ran an old L and R over garage in a barn behind, was also really patient by putting up with a kid hanging around asking q uestions – all the time… Gradually I learned about torq ue settings, how an engine worked, how to weld and, q uite q uickly, how to modify. T his was before the internet brought us all instant answers remember. I t helped that there was an old-school scrapyard down our lane, which I would walk around, looking at what might make my car better, faster or look cooler. I t was a long road, but gradually my confidence and level of capability raised to ‘acceptable’ standards. By the time I was 1 6 bikes had entered the workshop. T hese 5 0 cc M T s, Z R s T S and C Gs were smaller, easier to fix and –

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best of all – I could get on the road now! T wo-strokes were new to me but seemed so simple, at least to fix . N one were ever advertised, you heard so-and-so’s brother was selling something; a deal was struck and you had a new bike, usually knackered. W orn out big-bore kits, massively overgeared, knackered chains, bald tyres – we didn’t care; it was transport. A nd we could fix it. N ormally. M ove the clock to today and it’s j ust as easy for someone of any age to find a proj ect and learn how it works. But society has made that lengthy time of discovery almost unacceptable – it seems everyone wants to know it all, now. A nd more trades are not hands-on, leaving a lot of riders unsure of how difficult, or not, a j ob is. O ne maj or engineering company who specialise in crank rebuilds and engine builds said they had more and more people ringing them up to service their classic bike. But everyone knows how to do that, right? N o, and why should they if their trade isn’t mechanics? I t’s no one’s fault, j ust changing times. A nd with bikes increasing in value, who can blame anyone hesitating to take their bike apart if not confident? T hank heavens they aren’t as clueless as we were when playing with our 5 0 s – but the bodges above are j ust a collection I ’ve seen in the last week, including the worst chain I ’ve seen, a sprocket that looks like a throwing star and a battery that the owner couldn’t get off, so bungeed a car battery

on the rack and wired that to the battery… But I can’t talk; I remember the time I forgot to fill the gearbox oil up and went bum-surfing past my watching brother. I ’m sure he was laughing. W hat’s the answer? Some may think it’s piffl e paffl e but riding a bike you’ve worked on is so satisfying. A nd if you’re as tight as me, you get an ex tra kick not paying someone. A club in Scotland has workshop evenings which are a great success. A fter all, old bikes are much easier to work on than modern bikes and you can see how they work. C ould your local club do something like that? O r a group of friends? I ’m sure many do. I t’s a brave man who puts their hand up and says ‘I don’t know how to do that’ but there is normally someone who is happy to help. Here at Classic Bike Guide we are going to try to bring more guides on restorations and the common j obs that need doing. W e would really like to hear from you about what sort of j obs you’d like to see. A nd that old car I was given at 1 1 ? I still have it and it’s still not finished. I keep buying damn bikes… Be good

Matt Hull editor@classicbikeguide.com

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Last few of the

Searching for an aﬀordable classic? We meet one man who thinks he’s found the answer – BSA’s 500 Royal Star WORDS & PHOTOS BY PHIL MATHER

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f we all had access to a time machine it might be a good move to scoot back to the late 1 9 6 0 s and buy a twin-cylinder 5 0 0 . N ot to bring back to the here and now, that probably wouldn’t be allowed, but simply to love and to leave to ensure that there would be a lot more 5 0 0 twins for everybody to enj oy 5 0 years down the line – ready for when the pool of ex otic bikes slipped forever beyond the reach of M r E veryman and riders ﬁnally came to their senses and admitted that 6 5 0 parallel twins are truly hard work to live with. I t’s an interesting thought and certainly one shared by J im Hastilow who does his classic biking on a budget, but still wants to ride something with a bit of style and performance that doesn’t relegate him to vintage vehicle parades and tootling around country lanes on sunny, Sunday afternoons. “ T imes have really changed. I once bought a BSA B3 1 for £ 1 5 0 . I had a modern bike for daily transport so I guess the BSA was a hobby, pure and simple. I brought it home in two tea chests and took three years to piece it back together, not

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really knowing what it was until the O wners’ C lub confirmed it was a very early postwar model that left the factory in 1 9 4 6 . A chap from Holland contacted me – he had factory records that showed the bike had been dispatched to BSA dealers M illards in Guernsey, who, I believe, are still going. How it wound up back in the U K is anybody’s guess but it was great fun to ride – a real survivor.” “ N owadays, finding bikes for restoration is difficult because there is so much interest, both from dealers who sell ‘barn finds’ for thousands of pounds, to a worldwide market on the internet, and from people who can afford to throw money at a nut and bolt restoration irrespective of the condition of the bike they have. C ost has outstripped actual value; unfortunately that’s the way it is, but it has narrowed the field a great deal.” T wo years ago, J im was running a T riumph Daytona, a peppy twin carb machine with high compression pistons and a growing reluctance to start. He had, he freely admits, become disenchanted with the brand and swung his allegiance

to the stacked rifl es of A rmoury R oad, Birmingham. O r at least he began to seriously consider a BSA as a viable replacement for the Daytona. “ BSA twins from the late Six ties are ex tremely solid-looking, and the motors of the 5 0 0 s are, if anything, over-engineered. O verall, there’s less fuss about a BSA .” A ll true, but not q uite the tone of the company’s advertising which was focussed on the high performing 6 5 0 T hunderbolts and L ightnings. T hen again, perhaps it was the tone of the advertising that had a lot to answer for – the A 5 0 R oyal Star was billed as ‘smooth, q uiet, dependable – your best choice may be a R oyal Star’. A ll a bit low-key at a time when the motorcycle world was teetering on the brink of the Superbike era… N ot surprisingly, the 5 0 0 twins didn’t sell in great numbers and by 1 9 6 8 there was only one model left in the BSA catalogue. So how did J im go about ﬁnding his R oyal Star? T o start with, he set himself a budget, £ 2 ,0 0 0 , to cover the initial purchase. He knew he was unlikely to ﬁnd anything remotely spectacular at such

a modest price, possibly half the going rate for a bike on the road, but it put his q uest into perspective. J im was well aware that any bike in that price category would req uire work. A nother proj ect in fact; although hopefully not one that came in tea chests this time. A nd although he felt conﬁdent to tackle the bulk of any restoration himself, there would inevitably be a long list of parts that needed replacing, as with any bike that was going to be roadworthy, let alone a reliable runner – a hidden ex pense that is so easy to overlook at the initial purchase stage. A utoj umbles regularly turn up bikes of the less sought-after category and it was at the V M C C Shepton M allet j umble that J im found his BSA . He describes it as “ essentially a collection of parts in a frame and everything very rusty” , although by autoj umble standards it wasn’t that shabby. L ooking at a photograph of the machine in ‘as found’ condition, it looks pretty complete and all the parts – petrol tank, seat, side panels, mudguards and wheels – look to be the right ones. How often have you seen a bike that has been thrown

Jim found the Royal Star at the Shepton Mallett autojumble. It was almost complete – better than his B31 that had come in tea chests...

together with all manner of bits and pieces being passed-off as original! T rue, the A 5 0 had spent a fair bit of time in the damp and there were obvious things missing like the primary chaincase cover and the clutch cable, but the engine kicked over and the wheels turned, so it was well worth considering. A possible bonus was that the engine was supposed to have been rebuilt by the last owner, which may or may not have been true of course. A nd if it was true, how good a j ob had he made of it? A better bonus was that after J im had decided to buy the bike, another guy who had shown an interest in it turned out to be a bit of a BSA fanatic and offered him a primary cover and a good condition, original headlamp shell to get the restoration under way. Back home, J im cleared a space in his workshop and began the careful process of dismantling the bike, photographing

every stage of the procedure with his trusty phone. I t came apart ex tremely easily, leading him to believe that it had been stripped for a rebuild in the dim and distant past ( it was last registered in 1 9 8 2 ) and then loosely reassembled to sell at the autoj umble. T hat would ex plain why the ex haust system was in such good condition, bright chrome on the outside and soot free on the inside – it had been bought brand-new all those years ago and never ﬁtted. C orrosion was evident all over the chassis; it had wrecked the wheel rims and gnawed deep into the metal of the petrol tank. J im was doubtful that the tank could be salvaged and, even if it could, it would never match the q uality of the original so it had to be scrapped. Both glass ﬁbre side panels were badly cracked around the mounting holes, the seat base was rusted and the cover torn. P arts were coming off and, wherever possible, earmarked for repair, but in the case of the tank and wheel rims, new or good condition secondhand replacements would have to be found. T he condition of the engine was still

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unknown so J im broke out his trusty endoscope to have a look around inside. T he endoscope, a mini camera and light attached to the tip of a fl ex ible wand connected to a hand-held screen, has been applied in medical scenarios for ages ( please feel free to shudder) but it is a relatively new toy in the DI Y mechanics toolbox . Having said that, there is now a wide choice available and use of the industrial models isn’t restricted to poking around inside tanks, cylinder heads and crankcases. “ I f you can hear something running and it doesn’t sound right, it smokes or it leaks oil, you know you have some work to do. But there’s no point in taking something apart unnecessarily,” is J im’s approach. He couldn’t find a trace of dirty oil inside the crankcases and the tops of the pistons looked brand-new. A leak-down test, another motor-trade practice that can be undertaken at home with an inex pensive set of gauges and a source of compressed air, indicated a 1 5 % drop on both cylinders which confirmed that the engine was in fine condition. “ I had been worried when I took the

carburettor off and couldn’t make any sense of the j etting,” says J im. I spoke to Am al specialists Burlen L td in Salisbury and they told me the carb was set up for a two-stroke, the body siz e was right for the A 5 0 but the internals were not. Something like that can be q uite disconcerting but then I reminded myself that the bike had been assembled to sell, not to ride away. A nd there was no problem getting the right j ets, slide and needle.” T he missing clutch cable led to further evidence of a hasty assembly – the absence of the clutch actuating mechanism usually housed inside the rear of the right-hand engine cover. T he internet provided comprehensive coverage of what the missing parts looked like and J im was able to ﬁnd the complete assembly, including the cable, on eBay. T he only other hitch with the engine came much later when J im was checking the oil circulation. He was turning the engine over on the kick-starter to prime the system, but nothing was returning to the tank. I n the end, he pulled off the oil pump and found that the spring-loaded ball valve between the pump and the

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crankcase had dried out and was stuck. Sq uirting oil directly into the pump and lubricating the ball solved the problem. A s a helpful hint, J im says that if you should ever be fitting an oil pump in one of these unit construction engines, it is essential to check that the holes in the gasket between the pump and the crankcase align correctly and don’t foul the ball valve. W ith no need to dismantle the engine before removing it from the frame, J im used a home-made rig to lift it out in one piece. A steel I -beam runs down the centre of his workshop roof directly above a hydraulic bike lift ( bike lift optional but ex tremely useful if you’re tired of working on your hands and knees) . A long the I -beam run two trollies to which hoists are attached. W ith the bike firmly secured to the lift and the engine strapped to a hoist, with a little careful manoeuvring the engine can be raised free of its mounting lugs and swung clear. “ I t means you can remove or fit an engine on you own, if needs be, although a second pair of hands is always useful. However, getting the lump up onto the bench is definitely a two-person j ob; those engine units are heavy! ” A nother useful device J im used is an

engine stand that bolts to the crankcase fix ing points on the underside and at the rear. He made his from sq uare section tube but a wooden stand would work j ust as well providing you have clearance to remove the primary and timing side covers and the sump plate. W ith the engine held in a stable, upright position, j ust about any work can be undertaken providing it doesn’t req uire splitting the crankcases. Switching his attention to the frame and cycle parts, J im resolved to strip everything back to bare metal and apply a generous coat of red ox ide primer to which he added a top coat of black T ekaloid coach enamel. Both primer and finishing coats could be brush painted if necessary but in this case J im transformed his workshop into a spray booth with plastic sheeting and gaffer tape and went to work with a spray gun. P ainting, by whatever method, is both time and space-consuming and if you use a slow-drying enamel you need the work area to be dust free and reasonably warm. M eanwhile, the side panels were repaired with resin and glass fibre mat, the only drawback being that when finished the panels were too thick to allow the original Dz us fasteners to engage with the support What would you do with an engine bought with a project - strip it down or check as much as you can and not waste time taking it apart? Jim did many checks and decided it would be okay. He was right.

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brackets on the frame. T his was overcome by fix ing bolts through from the back of the brackets and securing the panels with rubber washers and dome nuts on the outside. N ot q uite original, but stylish and arguably more secure. T hat left painting the side panels, the mudguards that were originally chromed but were now badly pitted with rust – and what about a petrol tank? W e would all agree with J im when he says that the petrol tank is the focal point of any motorcycle and that a poorly finished tank can spoil an otherwise smart machine. “ O riginal BSA tanks were either too ex pensive for my budget or in poor shape – I had one like that already. I looked at the I ndian made tanks on the internet and thought they looked like a reasonable alternative. T he q uality may not be as good as a tank made in Birmingham in 1 9 6 8 but that option isn’t available any more. So I bought an I ndian made tank and guess what – it fits the bike and came with all the bits and pieces that you need; the filler cap, chrome strip trim, mounting bolt bez el and taps. T he tank arrived chromed but not painted so J im was able to spray all the parts at the same time with the correct F lamboyant R ed which auto paint supplier,

R efinish Systems L td of Y eovil, Somerset, was able to match from a swatch. “ I t’s “If you’re fitting an oil pump in one of these unit actually a three-coat, mica pearl finish,” construction engines, check the holes in the gasket ex plains J im, j ustifiably proud of the j ob between the pump and the crankcase align correctly” he’s done on the BSA . “ F irst you apply a coat of silver, then lacq uer with a colour tint. Decals, like the ‘R oyal Star 5 0 0 ’ ones on front fork top yoke where the steering lock the two are laced together. J im assures me the side panels, go on nex t, and I used 3 M once resided. that the procedure works, although thinking F ine L ine tape for the pin-striping. W hen A nother deviation from the original spec about it makes me yearn for the days when all that is done, everything is shot over with is to be found in the combination switch on somebody would build you a wheel for the clear lacq uer.” W oe betide anybody who the left-hand handlebar, which actuates the price of a couple of packets of W oodbines. scratches the paintwork. headlight dip/ main beam, turn indicators W ith the painting finished, the wheels in “ M y greatest single outlay was the wheels place and the engine back in the frame, the and horn. I t cleans up the handlebars and – the rims and spokes were supplied by an integral sub loom is long enough to allow final hurdle to completing the proj ect was Draganfl y M otorcycles in Suffolk and I did all wiring connections to be tucked neatly the wiring. T here was not a single strand the build in the comfort of my own sitting away inside the headlight shell. W arning of wire on the bike when J im bought it so room.” I f that sounds mildly curious it’s lights for the indicators and main beam sit he had to start very much from scratch because J im has devised a rather unusual either side of the ammeter in the headlight with a new wiring loom sourced from approach to wheel building. T he old wheel shell and the original toggle main lights Draganfl y. O nce again the restriction of his is first bolted through the hub to a fl at switch is also in the top of the shell. J im budget meant that he had to stick with the board. T he distance between the edge of admits that his choice of horn comes in for the rim and the board is then measured and original electrics, such as the twin points criticism and that he is on the lookout for ignition system rather than investing in recorded and the circumference of the rim something more in keeping with the age is marked onto the board. T he wheel is then something a little more up-to-date, but that of the BSA , but for now it does a turn and removed, the spoke pattern is photographed created no problems as any parts that were keeps him legal. O ne thing he is fastidious needed were easily available. He did fit and the old rim is cut off. F or assembly, about, however, is the use of soldered ( not turn indicators though, as an ex tra, feeling screws are fix ed around the marked crimped) bullet wiring connectors and that they are essential for riding on today’s circumference of the rim at a height that black rubber cable ties. F or him, Scotchlok matches the recorded distance between rim roads, and devised a circuit that operated connectors and z ipper ties have no place on the indicators as haz ard warning lights. and board thus assuring the correct offset a classic motorcycle. position between the rim and the hub when T he haz ard switch is located neatly in the

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A nd so to the proof of the pudding – how does the R oyal Star stack up? “ I t’s much easier to start than my Daytona was. Y ou need to fl ood it well from cold, but once you can put the choke off it settles down to a steady tickover. I t has really good bottom end power, the seat is very comfortable and the handling ex cellent. T he single-sided front brake, the ‘clubman’s brake’ as BSA called it, is impressive, deﬁnitely on a par with the T riumph’s full width twin leading shoe unit.” A s for advice for somebody undertaking a similar proj ect, J im is an ardent

autoj umbler but suggests wherever possible you take along an old part for comparison with anything new you are thinking of buying. T raders are often keen to tell you “ that’s the one you want; that will ﬁt,” when in fact it’s nothing of the sort. O n the other hand, specialists, like George P rew for BSA , are autoj umble regulars and know their stuff. T here are numerous books available, from the old Haynes manuals to pukka factory workshop manuals to R oy Bacon’s BSA Twin Restoration which in itself is an invaluable source of information.

Jim found the 500 a great bike for restoration and for riding. And for around £3500, albeit without any nasty discoveries on the way, that’s great value.

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Be prepared to shop around, prices vary enormously. A bove all else, keep an eye on your spending and prioritise your needs. N ew tyres and inner tubes, and in J im’s case a new final drive chain, will eat into your budget but should take precedence over shiny levers and stainless nuts and bolts. O verall, J im reckons the R oyal Star cost him j ust under £ 3 ,5 0 0 – that’s with no mechanical nasties to remedy, don’t forget. T hese days it would be foolish to overlook the internet, even if you have to get someone else to do the searching for you. A lot of maj or firms selling parts or offering services are geared to on-line trading ( think of it as mail order without the paper catalogue) and sites such as Draganfl y’s display comprehensive ex ploded parts illustrations to help you identify ex actly what it is you need – and possibly ex actly what is missing from your machine. T hen there are the owners’ clubs’ forums offering help and advice, and individuals who have rebuilt complete bikes that have put together websites recording the process in ex acting detail. U ltimately, none of this should keep you away from the workshop for too long, but it is reassuring to know that somebody else has been through what you are going through and at the end of it all they are willing to share the feel-good factor that comes when the engine fires up for the first time and you can bathe in the glow of a j ob well done.

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Classic news

Norton prepares ground for Atlas Scrambler supercharged supersports A FAMOUS NORTON name is set to return with their new bike. T he images show a pair of front discs in chunky forks 6 5 0 cc scrambler model. and what looks like a cast T he A tlas Scrambler aluminium swingarm. T he will feature a new 6 5 0 cc design of the engine, with 2 7 0 ° parallel twin, which is its deep sump and highbelieved to be derived from mounted gearbox and clutch the long-awaited design req uires a steep angle for the for a 1 2 0 0 cc V 4 superbike. ﬁnal drive chain. C omputer generated images T he price for a basic of the new Scrambler were model will be around posted on T witter by C E O £ 1 0 ,0 0 0 . N orton has also Stuart Garner. developed a 6 5 0 cc twin T he 6 5 0 will compete in the popular scrambler market for C hinese manufacturer Z ongshen, who have bought currently being fought over by T riumph, Ducati and BM W , the rights to the engine and will sell it under their own among others. A complete name in A sian markets, bike is ex pected to appear at paying N orton a royalty for this N ovember’s M otorcycle each one built. L ive event at the N E C . T he A tlas name was T he A tlas Scrambler is originally used in the early the ﬁrst model of a new N orton range that will use the 1 9 6 0 s for a F eatherbed framed 7 5 0 cc sports tourer. same basic 6 5 0 cc engine in N orton also built a stripped different power settings – 7 0 down 7 5 0 A tlas Scrambler and 1 0 0 bhp fuel-inj ected for the U S market. models and a 1 7 0 bhp

Faster and longer for Leighton Hall’s hill climb SPECTATORS AND COMPETITORS are in for even more high-octane action at L eighton Hall’s annual hill climb this year. N ow in its fourth year, the event in C arnforth, L ancashire on Sunday, September 2 3 has an ex tended course with the track lengthened by nearly a q uarter to 2 6 8 m from the previous 2 2 0 . T he increased challenge for riders also means ex tra ex citement for spectators, with a high speed 6 0 ° right-hand bend j ust 5 0 m from the start line providing a grandstand view. T he undulating and longer track will have riders reaching speeds of over 1 0 0 mph, as it inclines up through the L eighton Hall parkland. W ith no speed or noise limits, the race is open to all solo motorcyclists and three-wheelers of any cc siz e up for the challenge. L eighton Hall provides the perfect backdrop for the event. O wner Suz ie R eynolds says: “W e love to get L eighton reverberating to the sight and sound of these powerful bikes

every September. “ N ow this is the only hill climb event in the area, we’re thrilled to have worked with I an Sherrard to make it even bigger and better. “ T he ex tended length means all records have been re-set, so it’s a great opportunity to come along and see riders vying to be the ﬁrst to set the new course record and win the coveted L eighton Hall C up.” T he grounds open at 9 am, allowing spectators the chance to sample all the attractions, stalls and displays, plus watch ex citing practice warm-ups from 9 .3 0 am, before the racing starts at 1 pm. T ickets cost £ 8 .5 0 for adults and £ 3 .5 0 for under-1 5 s accompanying a paying adult. A dmission includes free parking, plus access to L eighton’s gardens, grounds, tearooms and new children’s play area. F or more information, visit www.leightonhallmotorcycle hillclimb.co.uk or contact organiser I an Sherrard on info@ leightonhallmotorcyclehillclimb. co.uk, or on 0 7 8 3 6 3 3 1 3 2 4 .

Antrim Rudge arrives at Sammy Miller’s THE LATEST PROJECT for the Sammy M iller R estoration W orkshop is a 1 9 1 3 T T R udge that was donated to the M useum T rust by staunch supporter Bill M cC omb of C ounty A ntrim. Bill had the machine for many years in a dismantled and poor state and decided that it needed restoring, to bring it back to its full glory and to donate it for display in the Sammy M iller M useum R acing Gallery. T here are many special features on the T T model that was originally registered

24 AUGUST 2018 || CLASSIC BIKE GUIDE

in N orthern I reland. T he Sammy M iller M useum displays nearly 4 0 0 motorcycles, some with great trial and racing history. I t is one of the ﬁnest collections of fully-restored motorcycles in E urope. T he contents are changing constantly and the museum also houses many motorcycling related artefacts. T here is 4 0 -seater café with new outside catering cabin, craft and gift shops, animals – donkeys, alpacas, birds, chickens, goats – and a children’s play

area. P arking is free. T he museum is open to visitors daily from 1 0 am until 4 .3 0 pm at Bashley, N ew M ilton, Hampshire B2 5 5 SZ . V isit www.sammymiller.co.uk

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Legendary London bike shop to close THE STREETS OF L ondon will soon lose part of their motorcycling heritage with the closure of R eg A llen M otorcycles. T he Hanwell shop is to close because of the semiretirement of the longest serving servant of classic biking in the capital. T hose bikes weren’t classics when Bill C rosby bought the R eg A llen dealership in 1 9 5 8 at the age of 2 6 . He kept the name, partly because the business came with an impressive neon sign. A fter decades dealing in everything from E x celsior two-strokes to N orton rotaries, Bill is now 8 6 and has decided to call it a day.

He has been a prime mover in keeping the nation’s T riumph twins running and helping to establish E nﬁeld I ndia’s products on Britain’s roads. A lthough the shop is closing, Bill will continue to sell his classic motorcycle parts from a shed to be built in the garden of his newly-acq uired bungalow in O ld W indsor. A large number of second-hand parts will be available, as well as new ones. V isit www.reg-allen-london.co.uk Bill is also renowned for setting up the L ondon M otorcycle M useum, which houses a collection of 2 0 0 classic and historic bikes. T he motorcycle museum,

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Moto Guzzi’s chrome and black special

MOTO GUZZI HAVE unveiled a new version of their popular 7 5 0 cc V 7 I I I , the chrome the only collection of its tanked L imited. kind in the capital, will J ust 5 0 0 of the V 7 I I I L imited will be remain open at R avenor sold worldwide, with 2 0 coming to the U K . F arm, 2 9 O ldfield L ane T he fully chromed tank is topped off with South, in nearby Greenford. a black leather vintage-look strap. C hrome A lthough the sq ueez e in plate shines across the rest of the L imited, local government funding and the shine is matched with black has left the museum with carbon fibre mudguards and side panels an annual £ 4 0 ,0 0 0 rent and black wheels. T he M oto Guz z i 7 5 0 bill to pay to E aling C ouncil, twin-cylinder engine has also been given the motorcycle museum attention with the throttle body covers remains well and truly open. made of black anodised aluminium and the T he trustees set up a J ust cylinder heads given milled cooling fins. O n Giving webpage in 2 0 1 6 the tank the M oto Guz z i eagle is rendered to help raise money and in a burnished finish and the locking fuel those wishing to support cap is made from billet aluminium, as are the museum can donate the handlebar risers that bear the model’s through their website, or serial number. T he instrumentation follows by visiting the collection. current retro machine style with a single, W ealthy benefactors are circular display featuring an analogue also invited to get in touch. speedometer and the other information www.london-motorcyclecontained on a digital display. T he M oto museum.org Guz z i V 7 I I I L imited costs £ 8 9 9 9 O T R .

Sparks of interest for classic Yams THOSE THAT HAVE an interest in all things classic and J apanese will know how hard it can be to ﬁnd those elusive semi-consumable items that are needed to keep their machines running. Y amaha specialists Y ambits have a range of new items, including contact-breaker points and electrical

condensers, sourced from J apan, for speciﬁc two-stroke models from the 1 9 7 0 s, including early R D 2 5 0 and 3 5 0 twins, Y R 5 and Y DS7 models. T he points are genuine Daiichi components – the company that supplies Y amaha and stocks are limited. T hey have also sourced hard-to-ﬁnd brass carb fl oats for

M ikuni carbs for the late 1 9 7 0 s X S range. M odel completests might also want to snap up one of a limited number of under-seat document holders for R D, X S and T X models V isit yambits.co.uk

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Classic news

Racer William Dunlop dies in practice crash ROAD RACER WILLIAM Dunlop was killed in a crash while practising for the Skerries 1 0 0 R oad races near Dublin on Saturday, J uly 7 . He was 3 2 years old. P art of a motorcycle racing dynasty, W illiam was the elder brother of M ichael Dunlop, the son of R obert Dunlop and the nephew of J oey Dunlop. W illiam’s father R obert was killed following an accident in practice at the N W 2 0 0 in 2 0 0 8 , while his uncle J oey died after a crash in E stonia in 2 0 0 0 . Dunlop was making his return to the roads at Skerries after taking the decision to withdraw from the 2 0 1 8 I sle of M an T T in J une in order to be with his pregnant partner J anine Brolly, who is ex pecting their second child in September, a brother or sister to their ﬁrst child, E lla. W illiam started racing 1 2 5 cc bikes in 2 0 0 0 . During his racing

career, he accumulated 1 0 8 I rish N ational R oad R ace wins. He raced classic machines, being signed up by the N ational M otorcycle M useum to ride a N orton R otary in the C lassic T T in 2 0 1 5 and riding a 1 9 7 2 Honda 5 0 0 -4 in the 2 0 1 8 C lassic T T , coming third. He also raced a Honda 3 5 0 twin and a 1 9 9 1 K awasaki Z X R 7 5 0 in classic racing. He achieved numerous victories at two of I reland’s prestigious road racing events, the N orth W est 2 0 0 and the U lster Grand P rix . His best results at the I sle of M an T T saw him

secure the third tier on the podium on four occasions with his best result being the runner-up position in the 2 0 1 6 T T Z ero. W illiam had raced for T yco BM W M otorrad R acing and campaigned a Y amaha Y Z F -R 1 and Y amaha Y Z F -R 6 in the Superbike and Supersport categories and a K awasaki Z X -1 0R Superstock machine during selected rounds of the British C hampionship. T im M artin, who runs the M ar-T rain R acing team that W illiam was racing for, told the Belfast N ews L etter he had been left “ numb and shocked” by the

tragedy. He said: “ W hat can you say – what words are there? W e’re all j ust numb and in shock. I t’s nothing compared to what W illiam’s partner J anine, his daughter E lla and the Dunlop family are going through, but it’s j ust so hard to take.” T he organisers of the Skerries 1 0 0 have donated the priz e fund for the races to the Dunlop family. A fl ood of tributes to W illiam Dunlop came from across the world of motorcycle racing with W orld Superbike champion J onathan R ea ex pressing his grief and sympathy and dedicating his win at

M isano to the Dunlop family. Golfers Graeme M cDowell and R ory M cI lroy and former box er Barry M cGuigan added their tributes, which came from across sport and society in N orthern I reland, with DU P leader A rlene F oster, U lster R ugby, E amonn Holmes and the Belfast F ilm F estival all contributing. N orth W est 2 0 0 organisers said: “ W e are absolutely devastated to learn of the death of W illiam Dunlop in an incident today at the Skerries 1 0 0 . O ur sincere sympathies are with his partner J anine, his daughter, brothers, mother and ex tended family.”

to name a few. I nterest in the programme is always very high, so T riumph urges those interested in participating to submit

their applications before the A ugust 3 1 deadline. T o ﬁnd out more, or to register an interest, go to www.triumphapprenticetraining.com

Triumph seeking new talent TRIUMPH ARE HUNTING for the nex t generation of motorcycle technicians. A pplications are open for the T riumph A dvanced A pprentice P rogramme, as the motorcycle manufacturer prepares to take on and train the nex t generation of budding dealership technicians. O n the three-year course, successful apprentices will

carry out a variety of tasks, from routine motorcycle maintenance to servicing and fault diagnosis, eq uipping them with the skills and q ualiﬁcations to work as ex pert technicians in the motorcycle industry. A ll of those chosen for the programme will work in authorised T riumph dealerships, where they will earn a salary and work alongside ex perienced staff that will teach

26 AUGUST 2018 || CLASSIC BIKE GUIDE

them theoretical and practical skills. A t the end of the course, participants will receive a recognised q ualiﬁcation in motorcycle maintenance. T here are 1 2 places available across a number of dealerships nationwide, including W ebbs of P eterborough, Bridge M otorcycles in E x eter, T riumph P lymouth, N orfolk T riumph and L ings Mo torcycles in I pswich

What’s on

Fancy a day out? JULY

3-5 The 44th Annual Gloucestershire Vintage &

25 VMCC (Essex section) 3rd Wrinkly Run.

5 ’Normous Newark Autojumble. T he

Country Extravaganza. T his is a vintage vehicle

starting from W rittle Green 26 LE Velo Lancs & S Lakes, Malham. M eet village centre 26 Krazy Horse – Park it in the Market. Greenwich M arket, Greenwich C hurch Street, L ondon, SE 1 0 9 HZ . www.kraz yhorse.co.uk ( see A ugust 3 0 ) 27-29 Kingdom of Mourne Weekend 2018. N ewcastle, C o Down. O rganiser: A drian Saunders, adriansni@ gmail.com T el. 0 7 5 4 5 2 7 4 8 8 3 . vmccni.org.uk 27-29 Scottish National Assembly of Vintage Motorcycles. C oupars Sports Ground, C oupar A ngus R oad, Blairgowrie, P erthshire 28 LE Velo Northampton gathering. R ed L ion, T hornby N N 6 8 SJ 28-29 Vintage Garden Festival, Letchworth Garden City. letchworthvintagefestival.org 29 Classics at the Castle. Bodelwyddan C astle, R hyl, N orth W ales L L 1 8 5 Y A . www.classicshows.org 29 Ace Cafe London, Sports Bike Special. A ce C afe, A ce C orner, N C ircular R d, Stonebridge, L ondon N W 1 0 7 U D. london.acecafe.com 29 Vintage Motor Cycle Club North Cotswold Section Cotswold Way Run. Hayles F ruit F arm, W inchcombe, GL 5 4 5 P B. www.northcotswoldvmcc.com 29 Suffolk Auto Jumble. C hurch F arm, K ettleburgh, nr W oodbridge, Suffolk I P 1 3 9 J X 29 Exeter Classic MCC 30th Annual Dartmoor Charity Run. Start E x eter Q uay. www.ex eterclassicmotorcycleclub.btck.co.uk/ Dartmoorrun

spectacular featuring vintage displays of nearly

Showground, Drove L ane, W inthorpe, N ewark, N otts N G2 4 2 N Y . www.newarkautoj umble.co.uk T el: 0 1 5 0 7 5 2 9 5 2 9 5 Ace Cafe London, Suzuki Sunday. A ce C afe, A ce C orner, N orth C ircular R oad, Stonebridge, L ondon N W 1 0 7 U D. london.acecafe.com 5 LE Velo Lancs & S Lakes. R ivington, South Barn. T el: 0 1 7 7 2 7 8 2 5 1 6 6 AUGUST ISSUE OF REAL CLASSIC 10-12 Moto Guzzi Club GB GuzziFest. R iverside C amping and C aravan P ark, M arsh L ane, N orth M olton R oad, South M olton, N orth Devon E X 3 6 3 HQ T el: 0 7 5 9 3 6 7 6 8 0 2 . www.motoguz z iclub.co.uk 11-12 National Sprint Association (Northern Section) George Brown Memorial Sprint. E ast K irkby, Spilsby, L incs P E 2 3 4 DE . www.sprinting.org.uk 12 Classic Motorcycle Show. Hen & C hickens, Baldock. T el: 0 7 9 6 3 6 0 9 1 4 3 12 The British Two-Stroke Club (Leicester section). T he Belvoir R un ( venue to be arranged) . T el: 0 1 1 6 2 7 5 0 5 3 2 . 12 Taunton Classic Motorcycle Club, Annual Exmoor Run. F or details visit tauntonclassicmc.weebly.com 12 Sunbeam MCC 56th Graham Walker Memorial Run. Beaulieu, Hampshire. T el: I an M cGill 0 1 2 9 3 7 7 1 4 4 6 . acsociable1 @ sky.com 12 Ace Cafe London, VMCC & Classic Bike Day. A ce C afe, A ce C orner, N orth C ircular R oad, Stonebridge, L ondon N W 1 0 7 U D. london.acecafe.com 14-19 VMCC (Essex section) Summer Camping. T el: Dave I sz ard 0 1 6 2 1 8 9 2 2 0 6 15 SEPTEMBER ISSUE OF CLASSIC MOTORCYCLE MECHANICS 15-20 Norton International Rally, Austria. www.nortonownersclub.org/ events 16 SEPTEMBER/OCTOBER ISSUE OF CLASSIC RACER 16 CLASSIC DIRT BIKE ISSUE 48 16 LE Velo Lancs & South Lakes, Arnside. M eet car park nex t to viaduct. T el: 0 1 7 7 2 7 8 2 5 1 6 18 Scorton Auto & Bike Jumble. Scorton, N orth Y orkshire E vents C entre DL 1 0 6 E J . T el: 0 7 9 0 9 9 0 4 7 0 5

AUGUST 2018

2 Krazy Horse Late Nights Bury. O n the ﬁrst T hursday in every month during the summer in Bury St E dmunds K raz y Horse ﬁre up a barbecue, put on a band and people turn up. T he organisers say this month will be ‘inappropriate night’ so don’t go if you’re easily offended. K raz y Horse, E mpire House, L amdin R oad, L ark V alley Business P ark, Bury Saint E dmunds I P3 2 6 N U 3 SEPTEMBER ISSUE OF THE CLASSIC MOTORCYCLE

7 0 0 classic cars from pre and postwar, including over 7 0 classic A merican, plus 2 3 0 motorbikes, scooters, 7 0 bicycles from 1 9 0 3 -1 9 8 0 , 3 0 miniature steam engines, 9 0 stationary engines, 7 0 full-siz e steam engines, model engineering, 2 0 0 tractors, more than 8 0 buses and coaches, 1 2 0 military vehicles, 2 4 0 emergency and commercial vehicles, 6 0 industrial trucks, 5 0 vintage caravans and a large model aircraft fl ying display. South C erney A irﬁeld, C irencester. www.glosvintageex travaganz a.co.uk

4 AUGUST EDITION OF OLD BIKE MART 4-5 S&T Regularity Run. V M C C ( Stirling C astle Section) , C ultybraggan C amp near C omrie. T el: 0 1 7 6 4 6 5 3 4 7 4

4-5 International West Kent Run. T he F riars, A ylesford, K ent M E 2 0 7 BX . T el: 0 7 7 6 1 0 0 5 9 9 5 or visit: iwkr.co.uk

4-5 Trimpley Vintage Rally Weekend. C ombining a classic vehicle auction and a show, the Bridgnorth V intage M achinery R ally features an auction on Saturday and classic vehicles, a dog show, fairground, trade and craft stands and a car boot – something for all the family. Bite F arm, T rimpley, Bewdley, W orcestershire DY 1 2 1 N U . T el: 0 7 9 8 6 1 7 0 7 1 5 . www.bvmc.org.uk

4-5 LlandBikeFest 2018. J ohn M cGuinness will be at L lanBikeF est 2 0 1 8 j oined by BSB champion J ohn R eynolds and British Supersport winner Steve P later. T here are classic and custom shows, food and fairground rides, a Beer and Bands event for those camping on Saturday night and many other attractions. Bike F est is at R oyal I nternational P avilion, L langollen, L L 2 0 8 SW . www.llanbikefest.co.uk T el: 0 7 9 60

6 9 3 3 9 8

4-5 National Sprint Association (Southern Section). W estonz oyland A irﬁeld, Bridgwater, Somerset, T A 7 0 L Z . www.sprinting.org.uk

5 Garstang Autojumble. Hamilton House F arm, on A 5 8 6 , off A 6 , Garstang, P reston P R 3 0 T B www.garstangautoj umbles.co.uk E mail: info@ garstangautoj umbles.co.uk

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K nowof as how,cl ubm eetor ev entt hatw ouldb eof i nterestt of ellow classicbi keen thusiasts? Thenf eelf reet od ropus al inew iths ome details andw e’lldoour b estt oi ncludei ts oot herscan en j oyi t asw ell.

18 DirtQuake. DirtQ uake is an alternative motoring festival that encourages a diverse blend of bike fans, dirt racers, millennials, grease monkeys, celebrities, custom shop designers, speed freaks and weekend warriors to celebrate their shared love of motorbikes. I rreverent racing action takes place on loose-surface oval circuits without the hassle, rules and costs usually associated with motorsport. DirtQ uake is inclusive – giving riders, enthusiasts and even pro-racers a uniq ue chance to take on all-comers. DirtQ uake V I I is at A rena E ssex R aceway, A rterial R oad, T hurrock, E ssex .

18-19 The Classic Car & Cheshire Autojumble Passion for Power. T atton P ark, K nutsford, C heshire W A 1 6 6 Q N www.cheshireautopromotions.co.uk T el: 0 1 5 0 7 5 2 9 5 2 9 18 Sunbeam MCC ﬁrst Bolney Vintage Run. Bolney, Sussex : T el: R ob P ond 0 1 3 0 6 6 2 8 2 9 7 / 0 7 9 0 7 6 9 4 7 5 1 . events@ sunbeam-mcc.co.uk 19 Ace Cafe London, Ladies Day – Bring What Ya Run. A ce C afe, A ce C orner, N orth C ircular R oad, Stonebridge, L ondon N W 1 0 7 U D. london.acecafe.com 19 Taunton Auto Jumble. T aunton R ugby C lub, Hyde L ane ( off A 38 ) , T A 2 8 BU . T el: 0 7 9 7 7 6 4 3 8 5 2 . 19 Sammy Miller Museum, Harley Ride-In. www.sammymiller.co.uk 19 Kenley Autojumble. T he P ortcullis C lub, K enley A irﬁeld, V ictor Beamish A venue, C aterham, Surrey C R 3 5 F X . T el: 0 7 7 7 2 1 6 9 5 2 4 / 0 7 9 7 1 8 2 3 3 1 4 . www.facebook.com/ K enleyA utoj umble 19 Sunbeam MCC second Summer Pioneer Run. Handcross, Sussex . T el: R ob P ond 0 1 3 0 6 6 2 8 2 9 7 / 0 7 9 0 7 6 9 4 7 5 1 . events@ sunbeam-mcc.co.uk 23-27 Great Dorset Steam Fair. T he biggest event of its kind in the world, the Great Dorset Steam F air is the vintage vehicle eq uivalent of the Glastonbury F estival and a celebration of Britain’s industrial, agricultural and leisure history. 2 0 0 ,0 0 0 people or more will turn up

for this, the fair’s 5 0 th anniversary. A s well as more than 5 0 0 steam engines, hundreds of classic cars and 1 5 0 or more motorcycles, the fair features four days of live music, autoj umbling, fairground rides and more than you can see in a day. T arrant Hinton, Dorset. www.gdsf.co.uk 25 Sunbeam MCC Gingerbeards Trial. J ackson W oods, Horsmonden. T el: N eil Sinclair 0 7 8 8 5 6 6 09 3 9 . sinclairndlp@ hotmail.co.uk 26 Sunbeam MCC Greybeards Trial. J ackson W oods, Horsmonden. T el: N eil Sinclair 0 7 8 8 5 6 6 0 9 3 9 . sinclairndlp@ hotmail.co.uk 26 Cheshire Classic Motorcycle & Car Show. C apesthorne Hall, M acclesﬁeld, C heshire SK 1 1 9 J Y . T el: 0 1 4 8 4 6 6 7 7 7 6 . www.classicshows.org 26 Waterlooville Motorcycle Club Grass Track. T el: 0 2 3 9 2 5 9 3 0 0 4 . www.waterlooville-mcc.co.uk 26 Ace Cafe London, Harley Day. A ce C afe, A ce C orner, N orth C ircular R oad, Stonebridge, L ondon N W 1 0 7 U D. london.acecafe.com 26 LE Velo Lancs & South Lakes. O x enhope R ail Station. T el: 0 1 7 7 2 7 8 2 5 1 6 27 Arley Vintage Rally. A rley V illage Hall, U pper A rley, Bewdley, W orcestershire DY 1 2 1 R Z . T el: 0 7 9 8 6 1 7 0 7 1 5 . www.bvmc.org.uk 27 Notts Classic Motorcycle & Car Show. T horesby P ark, O llerton, N otts N G2 2 9 E P . T el: 0 1 4 8 4 6 6 7 7 7 6 . www.classicshows.org 27 Blenheim Palace Festival of Transport. T his two-day event over the A ugust Bank Holiday weekend has the added bonus of vehicle j udging and an ex perienced motor commentator to talk visitors through the day’s events. T his is a truly unmissable event for petrol heads and a great day addition for those visiting the P alace. Blenheim P alace, W oodstock, O x on O X 2 0 1 P P . T el: 0 1 4 8 4 6 6 7 7 7 6 . www.classicshows.org 29 SEPTEMBER ISSUE OF CLASSIC BIKE GUIDE 30 Krazy Horse – Park it in the Market. O n the last T hursday in the month K raz y Horse go to ‘P ark it in the M arket’ at Greenwich M arket. L ondon. J oin them for food, music, cars and bikes. Greenwich M arket, Greenwich C hurch Street, L ondon, SE 1 0 9 HZ 7 -1 0 pm. www.kraz yhorse.co.uk 30-1 Salon Privé 2018 Concours Motorbike Classes. U K ’s most ex clusive automotive event returns to Blenheim P alace. I f the Great Dorset Steam F air is classic vehicle’s Glastonbury, this is the R oyal A scot of motorshows, Salon P rivé is one of the most sophisticated motoring events in the calendar, and the vehicles are selected for their immaculate condition. A C oncours d’E lé gance in the truest sense, Salon P rivé is the most lux urious of garden parties over three days on Blenheim P alace’s South L awn. P resenting the ﬁnest collection of motorcycles, supercars,

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hypercars and classic cars, along with a lux ury retail village and ex q uisite cuisine, it is a truly uniq ue ex perience. www.salonpriveconcours.com T el: 0 1 7 5 3 8 2 7 0 6 7 .

31-1 The 25th Carole Nash Eurojumble. T he biggest autoj umble in the south of E ngland is back with a fresh hoard of motorcycling treasures – from tyres to tinware and engines to oil and basketcases complete bikes. T he 2 5 th C arole N ash E uroj umble takes place at N etley M arsh, near Southampton, on F riday, A ugust 3 1 , and Saturday, September 1 . I f you’re looking for that elusive part, piece or spare to purchase for your nex t proj ect you will ﬁnd a huge selection of traders’ wares. T he show is popular with buyers and sellers from the continent, so it could be ideal for those searching for parts for a T errot or M otobé cane. C ar parking is free for all visitors. C harterhouse A uctions will be holding a classic motorcycle auction on F riday, A ugust 3 1 . T he event is at M eadowmead F arm, R ingwood R oad, N etley M arsh, between C adnam and T otton, Hampshire SO 4 0 7 GY . F or advance tickets go to www.classicbikeshows.com/ event/ carole-nasheuroj umble/ or call 0 1 5 0 7 5 2 9 5 2 9 .

SEPTEMBER 2018

1 SEPTEMBER ISSUE OLD BIKE MART 1 Classic Motorcycle Show, Buntingford. T el: 0 7 9 6 3 6 0 9 1 4 3

2 Ace Cafe London, VJMC Bike Day. A ce C afe, A ce C orner, N C ircular R d, Stonebridge, L ondon N E 1 0 7 U D. london.acecafe.com 2 Classic Motorcycle Show. W hite L ion, Baldock. T el: 0 7 9 6 3 6 0 9 1 4 3 . 2 Festival of 1000 Cars including the NW Classic Motorcycle Show. C holmondeley C astle, near M alpas, C heshire SY 1 4 8 A H. T el. 0 1 4 8 4 6 6 7 7 7 6 . www.classicshows.org 2 VMCC (Essex section) Colne Valley Run. contact Dave I sz ard 0 1 6 2 1 8 9 2 2 0 6 2 Northamptonshire Navigation Rally 2018. T he Grange Sports F ield, N orthampton R oad, E arls Barton, N orthants N N 6 0 HG. T el: 0 1 6 0 4 8 5 9 2 1 5 .

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CBG Buying guide

Panther 120

‘N ever play football against the P anther owners club’ was a muse regarding the muscles needed to start one of the innovative Y orkshire singles – but we found it not to be true!

Rickman Interceptor A true racer on the road, the R ickman I nterceptor started with a load of unwanted engines in a dockyard

Matchless G9/ AJS Model 20 T he A M C 5 0 0 twins always played second ﬁddle to the offerings from T riumph and BSA , but now is their time to shine

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Matchless G9 AJS Model 20

Often overlooked in favour of a Triumph or BSA twin, the AMC 500 oï¬&#x20AC;ers a lot for your money. Which badge is best? You decide... PICTURES BY GARY CHAPMAN AND DAVE CHATLEY WORDS BY OLIVER HULME

32 AUGUST 2018 || CLASSIC BIKE GUIDE

The largest archive of classic motorcycle technical literature in the world.

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AJS AND MATCHLESS j oined the move to the parallel twin layout for road bikes in 1 9 4 8 . T he A J S race shop had been at work on bikes other than big singles since before the Second W orld W ar, building its supercharged water cooled V 4 which was originally designed as a road bike before the confl ict and introducing the unit construction dohc 5 0 0 cc P orcupine racer in 1 9 4 5 . Y et the first A M C post-war twin offerings, the M atchless G9 and A J S M odel 2 0 , followed conventional lines, being two valves per cylinder ohv parallel twins in a smart cradle frame. T hey appeared at the E arls C ourt Show in 1 9 4 8 , showing the G9 fitted with a dual seat and with megaphone silencers. M eanwhile, the A J S had a sprung saddle and pillion pad arrangement and this may have been to attract more conservative buyers unconvinced by the newfangled dual seats. I t’s a matter of taste whether the new swinging arm frames worked better with a dual seat, but fashion soon dictated a move to dual seats. T he sprung frames were used from the start of production unlike the frames used by their rivals who also seemed reluctant to embrace the new technology. T he M atchless bikes had a gloss black and shiny chrome finish, with the G9 being dubbed the Super C lubman, while the M odel 2 0 was dubbed the Spring T win. T hat name lasted throughout the M odel 2 0 ’s production run.

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Buying guide

T he cycle parts used on the 5 0 0 twins would become standard A M C fitments in time, with their own T eledraulic front forks and with the famous j ampot shock absorbers used at first. T here were plenty of interchangeable parts from other models used as well. A M C intended the engine to be a good bit tougher than others on the market and used a triple bearing crankshaft. N o other British machine had this arrangement. I t comprised of a massive one-piece cast iron crankshaft supported on each side by roller bearings and with a V andervell thin walled shell bearing in the centre. T his was fed with oil under pressure which then went through drillings to the big end bearings. T he engine was fitted with a hefty twin gear oil pump to keep the lube circulating. T he intention behind the use of central bearing was, according to A M C , to “ operate to very high R P M while remaining rigid” . Y et the A M C twin was considered

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vibratory, even for the time. T he engine used separate barrels that were heavily finned to tackle cooling and the rocker pedestals were cast integrally with the heads to try and keep things oil tight. T he engine was later used as the basis for the G4 5 twin cylinder factory racer fitted in an A J S 7 R frame, though an early effort to bench test a racing engine using the road bike’s crankshaft saw the cast-iron item ex plode dramatically. A steel crank was hastily fabricated for racing which at least held together, but it increased vibration to an almost unbearable level for the rider. T he cast-iron crank was part of a design that changed little over the course of the nex t few years, the first significant change being made in 1 9 5 2 when a new Burman gearbox was adopted across the A M C four-stroke range. L ater the j ampot shock absorbers were dumped for more conventional Girling items with an A M C model-specific clevis bottom mount.

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SPECIFICATION MANUFACTURED: 1948-1961 ENGINE: Air cooled, OHV, two-valve dry sump twin DIMENSIONS: 66mm x 73mm CAPACITY: 498cc OUTPUT: 33bhp at 6800rpm COMPRESSION RATIO: 7.7:1 FUEL/IGNITION SYSTEM: Single Amal Monobloc carb, Lucas K2F Magneto ignition TRANSMISSION: Non-unit four-speed gearbox, chain primary drive, wet clutch CHASSIS: Steel, single downtube double cradle frame SUSPENSION: Front telescopic fork, hydraulic damping, Rear – 2 x oil damped Girling shock absorbers WEIGHT: 390lb/177kg WHEELBASE: 55.25in SEAT HEIGHT: 30.5in BRAKES: Front – full width sls drum; Rear – full width sls drum TYRES: Front – 3.25in x 19in Dunlop; Rear – 3.50in x 19in Dunlop. FUEL TANK: 3.75 gallons TOP SPEED: 90mph

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Buying guide

A race-prepared G9 won the M anx GP in 1 9 5 5 , proving that the engine was no slouch when set up properly. I n 1 9 5 7 the gearbox was changed again as A M C introduced its own one-upthree-down design and used it in the A J S,

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M atchless and N orton marq ues. T he box turned out to be ex cellent and continued in use until N orton C ommando production came to an end in 1 9 7 8 . T he later G9 s and M odel 2 0 s were ďŹ tted with full width alloy brake drums, which were intended

as an improvement over the earlier half width variety and there was a Q D rear wheel with a rubber cush drive. A L ucas magneto was mounted behind the engine, and there were a pair of gear driven camshafts front and rear, hidden behind a handsome badged timing cover. A front mounted dynamo, later changed to a crank mounted alternator, provided the electricity. L ater models also got a stylish cast alloy primary chaincase. T he twin-cylinder engine underwent a number of capacity increases and the 5 0 0 cc twin version had, by the end of the 1 9 5 0 s, slipped below the radar of those looking for a performance mount. I nstead it had become a more sensible ride-to-work and touring machine. P roduction of the G9 and M odel 2 0 was ďŹ nally discontinued in the autumn of 1 9 6 1 while the 6 5 0 s that had grown out of the design carried on for another ďŹ ve years. A M C was fond of badge engineering and produced several machines across its range that were near identical apart from the engine casings and the badge on the

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A ﬁne pair of AJS twins

PRICE GUIDE £ 3 ,5 0 0 T O £ 5 0 0 0 T hanks to A nthony and A listair at P embrokeshire C lassics for their assistance with this article. pembrokeshireclassics.com

SPECIALISTS U sed spares at A M C C lassic Spares amcclassicspares.com P arts are also available through the owners’ club

OWNERS’ CLUB A J S & M atchless O wners’ C lub J ampot.com

petrol tank. T his must have been as confusing for the dealers as it was for the buyers. I n 1 9 5 7 P ride and C larke offered both the M odel 2 0 and the G9 brand new at ex actly the same price, £ 2 5 4 . W hen you get down on your hands and knees and take a good look at a M odel 2 0 or G9 , you’ll see evidence of ex cellent build q uality, even if the engineering itself might be slightly suspect in some areas. Big wellmachined bushes and easily accessible parts abound. Both early j ampot or later Girling rear shocks have top q uality clevis mounting points. M ounting brackets across the machine are well cut and solid. W hether ﬁtted with one-piece side panels or the earlier two-piece offerings, the q uality of build is apparent. T he paint on a bike found today could q uite easily be original, as it was applied in solid, thick coats. W hile the management at A M C , according to legend, did not have a clue about how to run a modern

Dave and Rose Chatley have a pair of AJS Model 20s as part of their stable, which also includes a 650cc AJS Model 31– an expanded version of the Model 20. The two 500cc bikes are 1953 and 54 models. Originally his-and-her bikes, Rose has given up her Model 20 in favour of a plunger-framed BSA A10 Golden Flash, as the AJS was a bit tall for her. Dave says: “Apart from the tank badges there’s no difference at all between the Model 20 and the G9. In fact one of mine has a Matchless engine in it after it blew up the AJS engine on a trip across France. “Both the bikes are black, or black and chrome. Matchless also sold them in a deep maroon but most Model 20s were black. Some of the early 1950s bikes were sold without chrome on the wheel rims and petrol tank. This was blamed on nickel shortages during the Korean War but knowing AMC it might just have been being cheap.”

“I’ve had a Model 20 for at least 10 years. They’re a nice useable little bike, caapable of doing everything rything short of long motorway rides. Like the difference between BSA A7s and A10s, I ﬁnd the 500s are the nicer motorcycle. The Model 20 is more revvy and a pleasure to ride. Spares are easy to get and the bikes are reliable. There’s good club back-up too. “It vibrates no worse than any other 500 twin of the period. It’s at its worst between 4050mph, but beyond that the short stroke means that the faster you go, the smoother it is. “It can run quite hot which is a symptom of the barrel design, which sits quite deep inside the engine. “The only major problem I’ve had was when the crankshaft broke in France and completely destroyed the engine – the only bits I could salvage were the timing cogs and

camshafts. camshafts “I’ve covered hundreds of miles on mine, in the UK and on the continent. On modern roads it’s fine, as long as you avoid motorways. If you have to, stick it in the inside lane and stay there at about 60mph. Beyond that it’s starting to rev really hard. The brakes are fine – there’s a solid rod to the back brake. Although they’ve got full width brakes on the later models, that’s largely cosmetic as the half width and full width brakes use the same shoes.” Dave admits that in his youth he would not have found the Model 20 an attractive proposition. “They’re not glamorous like Triumphs or BSAs and were built to be functional. But they are a nice-looking bike and all I have to do is flood the carb and kick it, and it starts.”

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Buying guide

38 AUGUST 2018 || CLASSIC BIKE GUIDE

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motorcycle factory, the engineers on the shop fl oor knew ex actly what they were doing. A t modest speeds on modern roads the twin makes for an ex cellent overengineered tourer that will plod along at 5 5 -6 0 mph all day long. T he G9 C lubman pictured here is on sale for £ 4 2 5 0 at P embrokeshire C lassics, and is ﬁtted with a smart siamesed ex haust system which was available as an option and few other changes from stock. A nthony at the west W ales classic bike dealership says that these days, for reasons probably to do with fashion, the

M atchless G9 is slightly more popular than the A J S M odel 2 0 on the classic market. I t is possible that the G9 looks marginally more appealing with the winged M tank badge, because apart from that there are few differences between the M atchless and the M odel 2 0 . T he C lubman speciﬁcation was intended to make the G9 sportier, though A nthony said, with a chuckle, that the C lubman produces a huge half-a-horsepower more than the standard machine. A good useable A M C 5 0 0 twin can be had for around £ 4 0 0 0 . W hen you compare this with BSA A 7 s which are passing £ 5 0 0 0 and unit T riumph 5 0 0 s which are nudging £ 8 0 0 0 for a smart Daytona, this makes the A J S/ M atchless offering something of a bargain.

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Buying guide

Panther M120 Though many see Panther as old fashioned, they were innovators of motorcycle engineering. We look at the marqueâ&#x20AC;&#x2122;s swansong, the 120.

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WORDS AND PICTURES BY O L I VER W I TH TH A N K S TO

ED DI E CO

HU LM

E ,

L E S

THEY HAVE A reputation today for being solid and unchanging, even E dwardian; yet P anther motorcycles have featured some innovative firsts. I n 1 9 0 2 , Y orkshire engineer J oah P helon built his first motorcycle. T his featured chain drive, easy to handle controls and an open frame using the motor sloped steeply forward to replace the down tube as a stressed member. T his first machine was produced by the Humber C ompany, and in 1 9 0 4 P helon teamed up with another Y orkshireman, R ichard M oore, to form P helon & M oore M otorcycles, or P & M , in C leckheaton. T he innovations continued on the P & M machines with two speed transmissions, magneto ignition, pillion seating, a kick starter, and the distinctive 4 0 ° sloping motor that became the P anther trademark. P helon & M oore produced the first motorcycle with a countershaft gearbox , the first with an automatic internal oil pump and the first motorcycle engine with enclosed valve gear. T hey also made the first motorcycle to cross the Sahara Desert, and the P anther combination did it as part of a legendary j ourney from L ondon to C ape T own undertaken by F lorence Blenkiron and T heresa W allach in 1 9 3 4 . R enaming their motorcycles as P anther in 1 9 2 2 , they built a large range of machines, including two-stroke twins and singles and 2 5 0 cc and 3 5 0 cc ohv models. But they were best known for their large-capacity single cylinder slopers. T he 5 9 4 cc M 1 0 0 , which first appeared in 1 9 3 2 and later the 6 4 5 cc M 1 2 0 made from 1 9 5 9 were practically synonymous with sidecars. T he M 1 2 0 was so popular as a sidecar hauler that it was provided with sidecar gearing and fork-trail as standard and those few buyers who wanted a solo M 1 2 0 had to specify solo gears and forks as options. M ore than 9 0 % of the M 1 0 0 and M 1 2 0 slopers were produced for sidecars.

The Panther here is reputed to be one of the last few to come out of the Yorkshire factory. And despite their reputation, started third kick after several months, thanks to the half-compression device. Many thanks to Jon Johnson and Neville for allowing us to photograph this lovely, largely original machine

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Buying guide

T he P anther sloper engine, which was designed by Granville Bradshaw in the mid-1 9 2 0 s, remained virtually unchanged for its entire production, with only minor ‘tweaks’ and modiﬁcations and the M 1 2 0 had many M 1 0 0 components. T he increased capacity was achieved by boring out the M odel 1 0 0 cylinder by 1 mm, increasing the stroke by 6 mm and skimming 3 mm from the fl ywheels. A s well as increased low speed torq ue, this improved acceleration and top end cruising speed at the cost of increased vibration. T he method of securing the cylinder head on the M 1 0 0 was U -bolts that wrapped around the main bearing housings and proj ected out the bottom of the crank cases, but the increase in stress and vibration lead to early M 1 2 0 crankcase fractures, which meant that the M 1 2 0 had to be ﬁtted with more conventional studding. A lthough there are two ex haust pipes, there is only one inlet and one ex haust valve; it’s j ust a throwback to the style of the 1 9 2 0 s. T he A mal M onobloc carburettor gave the M odel 1 2 0 2 8 bhp at 4 5 0 0 rpm, an increase of 4 bhp over the M odel 1 0 0 . O ne of the more unusual features of the P anther sloper is the oil tank, which is what looks like a giant cheese wedge sticking out the front of the engine. O il is pumped to the inlet valve rocker arm via an ex ternal pipe and to the rear of the piston/ big end bearing via a passage in the rear of the cylinder. T he return is down an ex ternal pipe on the front left of the engine. O il consumption could be very heavy

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according to legend; up to 2 0 0 miles to the pint. T his wasn’t due to wear, but down to the curious methods P helon & M oore had come up with to lubricate the engine. I nside the engine is a weir, and the oil is fl ung and blown over the weir, through a letterbox -type slot, by the rotation of the fl ywheels. T his also causes the oil to be fl ung up against the underside of the piston, aiding cooling, and is one reason the P anther has a reputation for high oil consumption. E x cess oil pressure is bled off from the pump and fl oods the timing chest which also houses the camshaft and followers. C rankcase ventilation is controlled by a ‘fl apper’ valve housed in the engine sprocket nut. W hen the piston descends, pressure is vented thought the crankshaft and valve into the primary case. W hen the piston goes back up, the valve closes creating a depression and the engine usually runs at a slight negative pressure, preventing oil leaks. T he M 1 2 0 uses P anther’s own make of two-way damped telescopic forks, introduced in 1 9 5 4 for the M 1 0 0 and has its own design of two-way adj ustable rear shock. A s solos the P anthers are straight forward rides. Y ou wouldn’t chuck it into a corner like a N orton, but they handle competently.

T he M 1 2 0 could be supplied with a purpose-built sidecar chassis from the factory, connected by a threepoint mounting. A ll three wheels were interchangeable, and the sidecar had swinging arm suspension with an A rmstrong shock absorber. A tow bar and trailer were also available as an option. By 1 9 6 2 P helon & M oore were in ﬁnancial trouble and the company went

into receivership. O ne of the advantages of P anther’s unchanging design was that there were enough spares in stock to keep T he M 1 2 0 in production until 1 9 6 6 when the company ﬁnally folded, and surplus stocks meant they were still on sale in dealerships until 1 9 6 7 . O wners could get spares from P anther’s legendary parts supplier and P anther employee A lice W harton into the late 1 9 7 0 s.

Eddie’s hard-working black cat

E ddie C oles is an aerospace engineer and P anther M 1 2 0 owner. A s well as the M 1 2 0 , he has a V -M ax Y amaha and N orton C ommando 7 5 0 , and to make sure all three bikes gets a regular run out, he ﬁlls each with petrol, and when one runs out he moves to the nex t. E ddie says: “ I ’ve had the M 1 2 0 for roughly 1 5 years and done about 3 2 ,0 0 0 miles on it. T he paint is a bit cracked and each winter I j ust coat it in chain lube and W D4 0 . W hen it looks dry, I j ust add some more and keep riding, it’s a working bike and it’s got to pay its way.” T he M 1 2 0 has its own foibles, not least the lack of any security – I t has no ignition switch or lock. “ I t’s been stolen once, but we found it propped up against a van a few streets away, with a lot of scuffs nex t to the kick start. I don’t think they could start it and gave up. “ I t corners better than my V -M ax ; it’s slow and very predictable with a low centre of gravity. A lthough that seat looks comfortable it’s basically a plank with a cover on it. I did do 9 0 0 miles on it on a trip to the I sle of M an and went around the mountain, being passed by everybody.”

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Buying guide Buying a Panther Single Though many P anthers have survived, back in the 1960s and 70s you could pick up a P anther for pennies, if you could get to one before it was dragged off to the scrapyard. They were sometimes abandoned or given away. E ddie says: “I’ve heard of one M120 owner whose bike broke down, and he just left it by the roadside and caught a bus home instead.” These days they rarely change hands, and when they do it will be through specialist classic dealers or through contacts within the P anther Owners’ Club. A good, useable M120 will sell for between £ 50008 000. Keep an eye on the classiﬁed ads in this magaz ine, the dealer listings and online too... and most of all, be patient.

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OWNERS’ CLUB Panther Owners’ Club pantherownersclub.com

Above: Eddie Coles has owned his 120 for 14 years, in which time he's covered over 32,000 miles. “I only clean it with WD40 and it corners better than my V-Max!”

T here has only been one failure so far, that of a collapsed throttle tube on the handlebars. I t’s got a half compression device ( patented 1 9 0 4 ) which when engaged causes the ex haust cam follower to ex tend the opening and closing duration of the ex haust valve, halving the compression and eliminating kickbacks. A lthough it works perfectly on E ddie’s bike, he rarely uses it. He once had the M 1 2 0 kick back so strongly that it bent the steel shank in the sole of his motorcycle boots. T he engine rarely req uires more than one or two kicks to start. T he M 1 2 0 includes some odd features including a small lump in the timing housing, that originally contained an automatic advance/ retard mechanism, but this was ditched after two years and P anther returned to manual advance/ retard. T he lump in the casing stayed as P anther saw no reason to delete it. Some owners have used it to house a Hall E ffect trigger for the ignition. E ddie’s bike runs on a 6 v M agdyno and uses a 6 v halogen headlight bulb and a modern condenser. T he M agdyno coupling and crankcase have small punch marks on it to indicate T DC and full advance for maintenance. T hat low tickover is no legend,

E ddie has measured his at 1 8 7 rpm. “ I ’ve got through a few clutch cables over the years but I ’m on the original clutch. I change the spark plug when it gets rusty. T he P anther is very easy to work on and owners are very well supported by the club.” E ddie has created his own gauz e filter for the oil, because all of the original ones have rotted or been damaged, and he has a neodymium magnet on the end, so he can check on wear. Some owners drill a small hole in the end of the dipstick and lock wire a magnet to it, for the same reason. Speaking of lubrication, E ddie advises: “ N ever check the oil with the engine running or you’ll get a waterproof coating very q uickly. I started the engine with the oil filler cap loose and the oil spray up the side of the house was impressive! ” He rebuilt the engine four years ago, replacing virtually every component including a new camshaft, timing gears, valves, springs and crankshaft shafts and bearings. T he bushes and fasteners he made himself. A modified R ange R over piston which he had fitted in 2 0 0 6 was re-ringed and the bore honed. T his modification prevents the huge oil consumption.

SPECIFICATION ENGINE: 6 4 5 cc air-cooled ohv four-stroke single BORE & STROKE: 8 8 mm x 1 0 6 mm BHP: 2 7 bhp @ 4 5 0 0 rpm COMPRESSION RATIO: 6. 5: 1 LUBRICATION: W et sump CARB: A mal M onobloc TRANSMISSION: Burman four-speed, multi-plate dry clutch BRAKES: 8 in sls drum front and rear ELECTRICS: 6 v, M agdyno FRONT SUSPENSION: T elescopic fork, hydraulically damped REAR SUSPENSION: Swinging arm WHEELS: 3 .2 5 / 3 .5 0 x 1 9 in front 3 .5 0 x 1 9i n wire rear FRAME: T ubular braz ed, engine as stressed member FUEL CAPACITY: four gallon SEAT HEIGHT: 3 1 in WHEELBASE: 5 6 in WEIGHT: 4 2 5 lb MAXIMUM SPEED: 8 0 mph

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Buying guide

T he barrels are not the most durable in the world, which E ddie says might be down to the poor q uality of postwar cast iron. T he cylinder’s position behind the front wheel ex poses the fins to the deluge and, as the fins are pointing down, the edges tend to corrode to knife edges. T o adj ust the tappets, you have to undo a fl ange at the base of the pushrod tube and ease the lower of the two-part tube up to reveal the adj usters at the bottom of the rods. “ Y ou set the tappets with no clearance. A s long as the pushrods will spin and there is no up or down movement, you’ve got it right. I ’ve almost given up checking them. T his bike hasn’t needed any attention for years. I took the tools out of the cover a few years ago and the spanners were all rusted together in a big lump because they hadn’t been used.” T he M 1 2 0 has grease nipples all over the bike, not least at the steering head, though the bottom nipple is less effective than the top, as the grease ends up filling the hollow frame tube before it gets to the lower bearing. O ne challenge for owners of what are known as the ‘sprung frame’ models is getting the bike onto its centre stand. T he bike was designed to use an old-fashioned stand mounted on the rear ax le, and with most P anthers hauling sidecars they didn’t need one. T he more conventional later

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stand fitted to the M 1 2 0 is badly positioned and req uires the bike to be hauled upright by five or six inches, which is something of a struggle. E ddie has solved this by making a small ramp, which he rolls the bike onto before lifting it around an inch to get it onto the centre stand. T he petrol tank is a broad fl at-topped design which E ddie says vibrates on occasion, but a club member advised him of the solution – ramming a short length of broom handle into the tank nex t to the filler hole it to stop it ‘drumming’. Brakes, which were bought in by P anther from E nfield, are designed to haul up a loaded sidecar, so in solo trim, the braking is good. “ But not six piston caliper good,” says E ddie. P anther trialled A M C gearbox es towards the end but it was basically Burman to the last. E ddie’s gearbox uses L and R over swivel box grease, and E ddie uses Straight SA E 4 0 oil in the engine, winter and summer, even though he says it’s like kicking a box of treacle in the winter. I use a monograde oil because it has roller bearings. T hose bearings will shear a multigrade oil and cause the rollers to skid, rather than roll.” Despite its antiq ue nature, the P anther may have found a new place on British roads in the 2 1 st century. W ith cities and towns awash with 2 0 mph speed limits,

sleeping policemen, pot holes, speed cameras and doz ens of haz ards for the motorcyclist – classic or not – a P anther will chug you around a city centre no more slowly than any other motorcycle, and in considerable style. E ddie says: “ Speed limits are constantly going down which is slowing everyone up. E verything is getting slower and slower, so the P anther is perfect for a pootle and can get around most of Bristol on tick over.” I f you want to challenge its green credentials – its carbon footprint is over 5 0 years old, it doesn’t leak or burn oil and the worst fuel consumption measured was 8 2 mpg. “ W hen I got it, I did what I needed to do to get it on the road. I made a loom to modern standards with fuses and J apanese connectors as it was always going to be used. I was going to ride it for a year and sort it all out, but in the end its never gone wrong and it was brilliant. “ I t’s such an inoffensive bike and I ’ve had so many conversations with people who tell me they used to have one. I always ask: ‘got any spares left? ’ and sometimes I get lucky. I ’ve been late for a few things because I ’ve been chatting. I t’s such a basic bike, and everything here is necessary to keep it going. “ T here’s really nothing to go wrong. I like to think it’s the ultimate M ad M ax bike because even if society collapsed it would keep going no matter what.”

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CLASSIC BIKE GUIDE ||AUGUST 2018 49

Buying guide

Rickman Enﬁeld Interceptor Born from a load of unwanted engines found on the docks, the Enﬁeld Interceptor became one of the best café racers WORDS AND PHOTOGRAPHYB YO

LIH

U LME

THE RICKMAN ENFIELD I nterceptor is a mongrel, but a mongrel with a pedigree – if that’s possible. T he R ickman brothers had been building motorcycle chassis kits of incredible rigidity since 1 9 5 9 and branded them as M etisse, which is F rench for a mongrel bitch. T heir frame kits could be adapted for a wide range of powerful twin engines, allowing them to be matched up with a proven racing chassis. A s well as frames for big twins, they also produced complete off-roaders with small two-stroke Z undapp, Bultaco and P uch engines. I n 1 9 7 1 R ickman, which had never built engines and transmissions of its own, became, for a brief period, the manufacturer of one of the greatest early superbikes. T he R ickman E nfield I nterceptor used a modified version of their legendary chrome-moly nickel-plated frames wrapped around a R oyal E nfield 7 5 0 I nterceptor engine. T he combination of the R ickman frames with the powerful R oyal E nfield vertical twin was the result of an unusual opportunity that arose as the British motorcycle industry thundered off into history. T he M K I I I nterceptor engines, made by R oyal E nfield in their W estwood Q uarry works in W iltshire, had originally been destined for I taly where they were due to be put into a range of frames built by L eo T artarini of I talj et and badged as the I ndian E nfield 7 5 0 . I ndian and E nfield had a relationship in the late 1 9 5 0 s when E nfield M eteors and C onstellations had been rebadged as I ndian A paches and

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C hiefs. T he new I nterceptor-powered twins were made for publisher and motorcycle manufacturer F loyd C lymer from the U S, who was, by then, the owner of the I ndian name and had already produced a V elocette-engined I ndian 5 0 0 . C lymer had ordered 2 0 0 engines from E nfield, and produced a handsome roadster, but only 1 5 -2 0 bikes were made before C lymer died in J anuary 1 9 7 0 at the age of 7 4 . I n 1 9 7 1 R oyal E nfield went into administration, leaving the shipment of M K I I 7 5 0 cc I nterceptor engines sitting on a dockside originally bound for I taly, but not going anywhere, as they were listed as part of R oyal E nfield’s assets. T he R ickman brothers acq uired the surplus engines and fitted them to their famous nickel-plated frames and the R ickman E nfield I nterceptor was born. How many engines were bought from the liq uidators is unclear, as is the number of R ickman-framed bikes built, which could be anywhere from 1 2 0 -2 0 0 . T he result of this unlikely birth was a motorcycling greyhound that came eq uipped with what was necessary for corner-carving high performance and nothing more. T hat kept the bike’s weight of 3 53 lb ( 1 6 0 kg) and with a seat height of only 3 0 in ( 7 6 0 mm) this made the I nterceptor the q uintessential scratcher. T he frame was developed from the Street M etisse kit of 1 9 6 8 and had also seen duty as the home for an eight-valve T riumph engine. I t was considerably modified for its role as the home for the I nterceptor engine.

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Buying guide MICK P AGE , OF Burton Bike Bits, maintains a register of Rickman E nfield Interceptors and the online shop has a good stock of E nfield Interceptor engine components, though Rickman items are somewhat harder to find. “We bought the stock from Bradford on Avon when it closed and have new crankcases, crankshafts and cylinder heads for Interceptors. We ended up with a box of Indian-badged points covers.” Mick has a pair of Rickman Interceptors, but he admits he’s one of those who are responsible for their rarity. “Some years ago, you could get Rickman Interceptors fairly cheaply and like a lot of people I preferred the look of the E nfield version. So, I pulled the engines from a couple and built MkII E nfield Interceptors. Of course, now the Rickmans have gone up in value. “Spares availability isn’t too bad. Things like the clocks and the centrestands are stock E nfield items and the chassis stuff doesn’t wear out. They can be a bit awkward to work on, as the engine wasn’t designed to be in a full cradle frame with the wet sump. The original Interceptor had the engine attached to the top frame tubes and no bottom tubes. So, Rickman just made the bottom rails wider.” This might have helped Rickman out in later years when they started making machines with big Japanese four engines. “They were made in blue, orange and maroon. And as the bike didn’t use rear sets, they had to find another place for the front footpegs.” Rickman decided to mount the footpegs on the exhaust pipes, which are stock Royal E nfield items. They put the bracket on the exhaust with a split and a pinch bolt. This had an added bonus, as if a Rickman was dropped, the footpegs would slide out of the way without causing damage. Bruce Main-Smith, who tested the Rickman Interceptor in 1971, described this arrangement as being ‘t horoughly practical’ with no vibration. “A full spec Rickman Interceptor is an excellent motorcycle. It’s got that brilliant standard RE engine and as it was so much lighter than anything else the acceleration is amaz ing. It uses 4.10x18 tyres front and back, had proper racing Lockheed brakes and Rickman’s racing tank, seat and rearsets you just bolt straight on. It would do 115mph.” H ow much will a Rickman E nfield Interceptor cost you today? “Start at £ 10,000 and go up,” said Mick.

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R ickman did not skimp on the componentry. T he package included Borrani rims, R ickman’s own C eriani-type forks derived from items fitted to their moto-crossers, dual Girling shocks at the rear, R ickman’s fibreglass tank and seat unit and both clip-on and standard rise handlebars. T he R ickman brothers had an obsession with proper rear wheel alignment, and this was solved using a fix ed rear spindle and adj ustment done using eccentric shims on the swingarm pivot. T he bike was the first complete

British motorcycle to be ﬁtted from the start with disc brakes, from L ockheed. O nly Dunstall had produced a disc-brake eq uipped motorcycle before in the U K . O n the prototypes the disc was partly encased on a conical hub as seen on the Street M etisse. A more modern and conventional set-up was used on production models with the rims laced to alloy hubs. T here was a disc brake at the back too. W ith racing q uality calipers, there was nothing on the road that stopped like a R ickman I nterceptor.

Concorde designer’s steed of choice

T he R oyal E nfield M kI I I nterceptor engine has a wet sump oil system, doing away with the integral oil tank the M k1 s had built into the engine cases nex t to the gearbox . A pair of 3 0 mm A mal concentric carburettors with long bell mouths allowed the engine to put out about 6 0 hp at 6 5 0 0 rpm, only marginally less than a Honda C B7 5 0 -4 , which was carrying around 1 2 0 lbs more. T he I nterceptor had E nfield’s stock A lbion four-speed gearbox with a neutral-finder.

TON Y H IGGIN S’ IN TE RCE P TOR was bought from a small ad in Motorcycle N ews in 1978 . E ven then some realised what a gem the Interceptor was – the price was £ 175 more than a new Interceptor had cost in 1971. Tony was a Concorde cockpit design engineer and he set to work meticulously updating the Interceptor to make it even better. The original nickel plating had become damaged, but when Tony approached Rickman to see if they could re-plate it, they said that the cost would be more than a new frame so instead he stripped the plating off and painted it black. H e made his own new alloy engine plates and built a new instrument panel that he fitted with anti-vibration mounts and an oil pressure gauge. The timing cover was modified to provide pressure tapping and easier access for seal inspection and replacement. The fibreglass tail section was modified for quick battery removal – things on a Rickman always seemed to be cramped. The tailpiece was reinforced with two layers of glass matt and resin. Bill was 6ft 4in tall and so he made the 30in seat higher, raising everything on new foam rubber mounts. H e raised the tank too,

slipping in 2in of foam rubber underneath and sealing it against leakage. H e modified the chain tensioner, fitted twin air-filters in place of the bell mouths, black anodised the rocker covers, oil pump cap and oil filter body and re-routed the crank breather. Inside the engine he modified the lubrication to the big ends, valves and guides. All the castings were refinished and the shaft journals in the gearbox polished. There were cadmium-plated rear springs on the Girling shock absorbers and everything apart from the frame was re-plated in chrome, nickel or cadmium. As a finishing touch he mounted a small fire extinguisher behind the engine. Later, a pair of the high-rise clip-on handlebars were fitted, which would have been a problem for anyone less lofty than Tony. Sadly, Tony passed

away earlier this year and, along with a very special Ducati Darmah and a BMW R100RS, the Interceptor was taken to local classic bike restorers Alpha Classic Motorcycles for fettling and preparation for sale. Tony’s daughter Katie piloted the Interceptor and declared it ‘ quite hard’ to ride. The racing pedigree might be nice, but the steering stops give a wide turning circle at low speeds. Katie says despite barely being used for over a decade it took just a second-hand battery, a set of spark plugs and a length of fuel hose to get the Rickman running as well as it ever had, thanks partly to Tony’s meticulous ‘ winterising’ of his machines. The only issue was a notchy steering head bearing. If you want to buy this most rare of motorcycles, email Katie at compteep@ hotmail. com. And yes, she has a fair idea what it’s worth!

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Buying guide W ith the engine being a cross between a wet and dry sump arrangement, it meant that the frames, that were originally designed for T riumph, BSA and N orton twins, were found to be too narrow for the E nﬁeld’s sump, so the frame tubes were widened. O ne of the lower frame rails still needed a kink put in to allow access to the sump plug. I t is believed that 1 2 0 R ickman E nﬁeld I nterceptors were built and in the U K , sold by L ondon dealers E lite M otors of T ooting, the biggest motorcycle dealers in the country at the time. T hey were so big that in 1 9 7 4 they bought two weeks’ production of N orton C ommandos and T riumph T ridents from N V T . A handful of R ickman I nterceptors went to C anada, where a few were smuggled over the 4 9 th parallel into the U S as kits, as the R ickman could not be sold as a complete bike in the U S.

SPECIALISTS Burton Bike Bits burtonbikebits.net Hitchcocks hitchcocksmotorcycles.com Metisse Motorcycles metisse-motorcycles.com

SPECIFICATION ENGINE: 7 3 6 ccR oyalE nfield M kI I I nterceptora ir-cooledt win BORE AND STROKE:7 1x 9 3m m TRANSMISSION: Duplex p rimaryc haint ofi ve-platew et clutch, A lbionfo ur-speedg earbox FRAME: N ickel-plateda nde ccentricf orkp ivot SUSPENSION:R ickmant elescopicf rontf orksw ithh ydraulicd amping,s winging rearfo rk,t winG irlings hocka bsorbers WHEELS: Borranil ighta lloyr ims,D unlopT T 1 0 0 t yres,m agnesiumh ubs BRAKES: L ockheedd iscb rakes1 0 in front,9 in rear ELECTRICS: L ucas1 2 0 w1 2 vc apacitor system,L ucasC ontinental7 0 0 7 inh eadlamp EQUIPMENT:T hree-gallon fibreglasst ank,1 5 0 mphS mithss peedometer, 1 0 ,0 0 0 rpmS mithst achometer,l ighta lloyc entrestand

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BROUGH SUPERIOR SS100 A stiﬀ Pimms, sir? After years teasing us and ruﬄing the feathers of the die-hard fans of the original, is the new Brough Superior worthy of its title?

irst things ﬁrst; the new Brough Superior SS1 0 0 is as a fantastic motorcycle to ride as its engineering is to behold. Secondly, you would attract less attention riding a pink camel, whilst naked, at the Grand N ational– shrinking violets need not apply. T hirdly, it costs from £ 6 0 ,0 0 0 . A nd lastly, I can’t think of a more reasonably-priced bike that would truly compare. T his is a truly uniq ue motorcycle. Badge engineering is such a contentious subj ect, especially when it comes to motorcycles. O ur love for a marq ue, its history and its models stretches far; so when someone buys the right to use a name, many have mix ed emotions. W ill any new bikes be true to the original ethos? W ill they ﬁt in? Some work, some don’t. T riumph has managed it well. J ohn Bloor created a clever, sustainable business model that goes from strength to strength. N orton are aiming at a lower-volume, higher-end market, BSA hope a famous name will give the I ndian-built bikes a credos, while A J S, A erial and N ew I mperial are also badges to adorn new models. I t seems an established name helps a brand to grow momentum, which is why P olaris has I ndian after trying so hard with V ictory.

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WORDS MATT PHOTOGRAPHY GARY CHAPMAN

Back in 2 0 0 8 , M ark U pham gained the rights to the most famous of all motorcycle brands; Brough Superior. F or those unfamiliar with the name, it was the fastest, most ex pensive brand ever ridden by thrill-seeking O x bridge undergrads and those well heeled. George Brough was son of W illiam Brough, who made bikes under the Brough name and George even rode one of his father’s bikes at the T T . But George was a clever marketer and started up the somewhat ostentatiously named Brough Superior, using the yearly motorcycle show at O lympia to enthral the media of the day with his latest creations. Brough Superior’s best-known fan was one T E L awrence, also known as L awrence of A rabia who had seven of the marq ue, with an eighth on order when he was tragically killed while riding in M ay 1 9 3 5 , aged 4 6 . So the new company has a lot to live up to. Handbuilt in M arseilles, F rance, the design has taken years to perfect; giving enough of the original look while making it a bike you can actually ride. L ove or loathe the look as you ﬁrst see it, once you get up close few will be as cynical once you take in the details. T hat signature tank is 8 mm cast alloy, which is then machined down to around 3 mm for a perfect ﬁnish and to eradicate any possibility

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of a welded tank fracturing over time. T he paralever front end is something you don’t j ust look at while at standstill, but you see it working in front of you while riding. T he front and rear ends bolt to the engine in a V incent-esq ue manner, with a hand-welded titanium framework clasping the tank and fuel inj ection system. V ery few parts are not made by the factory – the wheels are bespoke made by an A merican ﬁrm, but the rest is in house. T he machined levers have roller bearings in them for a precise feel, the top yoke frames the large speedo and at the back the underslung suspension linkage holds an ex q uisite swing arm. T he C onnolly leather seat, the ex q uisite top yoke, the aluminium bodywork, titanium subframe and even the switchgear are all uniq ue. A nd then there are the brakes. T o keep with the original look, small, twin, fully-fl oating discs per side are used to keep rotation weight down and to look similar to a drum. T he calipers hold three pads; the middle one has friction material on both sides and they cost £ 3 0 0 a set.

Below: Details abound everywhere, you really can spend an eternity taking it all in. The machining on the surfaces, the titanium brackets and suspension arms, the perfect if tiny tank, bespoke handlebars and yoke, clutch and brake levers which feature bearings or more feel, the headlight and even the key, made from brass to feel reasssuringly heavy.

T he engine is a 9 9 7 cc, four-valve, 8 8 degree V -twin. I t has to be liq uid-cooled to pass today’s standards, adding the only unsightly part of the bike, the water pipes. Designed and built by A kira in Spain who also make K awasaki’s W orld Superbike engines, it makes 1 0 0 bhp and a creamy 8 8 lb ft or torq ue, with 1 3 0 bhp available in unhomologated Sport form. A pologies for the laz y description; but creamy is the only way to describe the fl at line delivery of the engine – gearchanges are optional. T he side cases are sandcast and then machined lightly to still show the casting marks, holding forged pistons. T here are

six gears and a chain final drive – it is delightful to ride a bespoke built engine that is so well finished. T he only downside is the engines are currently E uro 3 compliant, so have to be individually type approved. Brough Superior say this is j ust for the time being and are working to get the bike through E uro 4 compliance. F ollowing many high-end products, the SS1 0 0 can be finished as you wish. F rom paint to chrome, even gold-leaf emblems – the world is your – ex pensive – oyster. W ord is there will be a less ex otic version to follow the current models.

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RIDING A BROUGH SUPERIOR Before you start, what does one wear to ride a modern Brough? I t’s fast and powerful, but classic. L eathers and a wax -style j acket I surmised. W hen one is riding a gentleman’s bike, one must not forget one’s attire. P ockets are also essential, as there is nowhere to store anything… T he SS1 0 0 is tall – you can’t hide that fact. T he tall engine means it can be little else and the fuel inj ection and other gubbins have to fit under the tank. I ’m lucky, but others may feel on tip toes. T he seat is as sumptuous as it looks and is long, so if you feel perched you can sit further forward to gain confidence. Steering lock is Ducati-esq ue, enough but that’s it. Y ou can U -turn it, but at this price I have to admit to peddling it round j ust in case. T urn the reassuringly heavy key ( made from brass to deliberately age) in the ignition which is under the tank ( the key in the top yoke is the steering lock) and wait for the speedo needle and idiot lights to do a cycle and hit the starter button. T he big short-stroke motor settles down instantly, reminiscent of a Ducati P anigale and is q uick to rev. T he ex hausts are loud, but j ust the appropriate side of acceptable, so pull in the unfeasibly light hydraulic clutch, slot seamlessly into first and feel the impeccable manners of the fuel inj ection. I nterestingly, the throttle is controlled by a cable, but it’s set up really well; this is no shed-built special devoid of development time. A s you head up the gearbox with nicely spaced gears you can ride the torq ue and short-shift, or rev the engine. P eak power is at 9 8 0 0 rpm and it comes in hard around half of that. Six th gear is relax ed, allowing cruising at 7 0 8 0 mph with minimal effort and there is a lot more to go after that. 1 5 0 mph is a genuine possibility – though I declined to test my theory... T he riding position, which is dependant on your siz e and stature can only be described as mild café

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racer. Slow speeds are not arm-wrenchingly awkward, yet at speed you’re not sitting in the wind. T he clip on handlebars are nicely angled and feature thicker than usual grips. T hese feel nice, but make reaching to the switches less subconscious than on most bikes. But the only issue I had was the right-hand clutch cover sticks out a fair way and with one set of boots, hindered the rear brake. I t has to be said that our test bike is a pre-production model and had passed through several j ournalists and test riders, so production bikes would be set up in a nicer manner. O ne thing that won’t change on the production bikes is the fuel tank. Beautiful to behold, the finish is fl awless with its natural milled alloy coming through the thick lacq uer and the two fillers mimicking the original ( it’s one tank though) . But it only holds 1 0 litres – 1 0 measly litres. W ith a thirsty V -twin to supply this means you have a realistic range of 8 0 miles; less if you’ve been posing around town. I t’s because the tank has to house the inj ection and airbox beneath it, but it’s poor – j ust as Harley’s F orty-E ight peanut tank is. F orm over function gone too far – a gentleman may need to stop on a horse after that many miles, but not on his motorcycle. T his is a real shame, because unlike most high-end limited production bikes, the Brough fulfils its criteria of being a rider’s bike. Y ou could ride all day, with no dramas and no discomfort. T his is helped by the suspension. T he telelever front end allied to a long ( 1 5 4 0 mm – 6 0 .6 in) wheelbase is unusual, though

Below: Handling is set up for the road, not the track. Despite a long wheelbase the SS100 rides the rough Norfolk coast road like a magic carpet - only when leant hard over on bumps does the front suspension give an unusual feeling - not bad, just different to conventional forks though this bike is a pre-production bike.

SPECIFICATION BM W ’s K 1 3 0 0 tourer was similar. Steering inputs need only be ﬁne and the SS1 0 0 heads for the ex act point you want it to. T he T elelever soaks up bumps like a magic carpet, without upsetting the ride and the spring rates are for road, not the track. M ain roads and sweeping A -roads are dealt with perfectly and precisely; only the pockmarked N orfolk coast road we rode on – which has a surface similar to the moon – caught it out when banked over in a corner – instead of forks diving it shimmies slightly. N ever an issue, but different to how forks feel. T he brakes are also perfectly suited. T he unusual four-disc front end is very powerful but allied to the leverage of the master cylinder, spring rate and weight of the bike, doesn’t feel over-powered. Y ou have so much control, the roller-bearing in the brake lever ( a little over the top, but a nice touch) gives no initial stiction and lots of feel. T he rear is eq ually powerful, but you rarely need to use it.

PRICE: F rom£ 6 0 ,0 0 0 o nt her oad ENGINE: 9 9 7 cc8 8d egreeV -twin,l iq uid cooled,8 v BORE AND STROKE: 9 4 mmx 7 1 .8 mm POWER: 1 0 0 bhp@ 9 8 0 0 rpm( 1 3 0 bhp@ 8 0 0 0 rpmS portsv ersiona vailable) TORQUE: 8 9 nm@ 7 4 5 0 rpm( 1 2 0 nm@ 6 4 0 0 rpmS port version) TRANSMISSION: six -speed,w etc lutch,c haind rive FRONT SUSPENSION: F ior-typec asta luminiumw ishbonef ork,t itaniumt riangularl inks,m onoshockw ith preload andr ebounda dj ustment, 1 2 0 mmt ravel REAR SUSPENSION: C asta luminiums wingarm pivotingf rome ngine,m onoshocka dj ustablef orp reloada ndr ebound,1 3 0 mmt ravel FRONT BRAKE: 4x 23 0 mmB erenger4 DS tainlessd iscs,2x f our-pistonB erengerr adialc alipers REAR BRAKE: single2 3 0 mmd isc,B erengert win-pistonc aliper TYRES: 1 2 0 / 7 0 Z R 1 8 front, 1 6 0 / 6 0 Z R 1 8r ear SEAT HEIGHT: 8 2 0 mm DRY WEIGHT: 1 8 6 kg F orm orei nformationv isitb roughsuperiormotorcycles.com

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R iding the SS1 0 0 is nothing short of a wonderful ex perience. T he package all blends so well – it doesn’t follow the normal dictum; long wheelbase, alternative engineering, unusual styling – but it has been so well developed it works. A urally, physically and to many, visually. T he engine encourages you to play with it, ex periment with rev ranges, slip up and down the gears. W atching the suspension becomes memorising, the brakes are effortless and the riding position, as

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'Warning: This bike will draw attention' From curious onlookers to hardened bike specialists, the Brough was fascinating and although easy to ridicule because of price, comments were mainly positive.

I said, feels uniq ue – but surely cannot be. A nd the handling is like a sorted sportsbike set up for the road – accurate but not bone-j arring. Y our ride is not about what your riding, like many ex pensive bikes; but about the ride. I t is a shame, owing mainly to the cost, that those lucky enough to buy one may not risk using it much – which would be a tremendous shame as apart from the tank range, the SS1 0 0 is an ex tremely good everyday ride; for a gentleman, at least. T he shame, I fear, is the Brough Superior will be overshadowed by that price. Being lucky enough to ride one, I can see where the cost is going; all the development, the ﬁnest parts and clever engineering. A nd it’s different. But the trolls will not let go of the vulgar subj ect of money, whining that their Honda Dullfest does everything for a fraction of the price: blah blah blah. O h thank you M r I nternet for giving these spineless, feckless keyboard warriors a loud haler. A nd they miss the point completely. I took the bike to some of my best old-school biker friends to get their impressions of a bike so far away from their comfort z one. N eville, Dodge and Stu laughed initially at the glitz y style at ﬁrst, but once they looked, noticed the detail, realised it wasn’t j ust an off the shelf engine, they started to admire it, and the work involved. N one are interested in money or admiration of wealth, all liked it because it was an interesting motorcycle. M ake up your own mind about the SS1 0 0 . U K importers, M otocorsa have set up some wisely spaced dealers, all of which have a demonstrator. I t’s a very interesting machine that you may, or may not like the looks of, or even what it gives you. But you may; in which case, enj oy. Does it live up to the Brough Superior name? I t’s a clever marketing plot, the thought, style and engineering certainly lean towards the original ethos of George Brough, so maybe. But don’t j udge it against an original; take it on its own merit.

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Letters 1957 or 1953? W ith reference to P art 2 of ‘M ike Hailwood’s machines’, which I have enj oyed very much, I want draw your attention to page 7 0 and the caption on the photo of J ohn Surtees with his N SU Supersport in 1 9 5 7 . W ould C ount A gusta have known of this event as J ohn was in his third year with M V and was not permitted to ride their lightweight machines. A lso as an M V W orks R ider would he have needed the M orris van with his name on it as personal transport? Best regards David Crawford

Have you seen Brough Superior GW2275? I ’ve j ust been reading your article ref the L A Broughs. A friend gave me these photos and asked if I could track down the owner of this Brough and ﬁnd out if they would like to have them. His late father owned registration number GW 2 2 7 5 . Denis

Morini fan M y ﬁve years’ ex perience of owning a M orini 3 1 / 2 was nothing short of fantastic – if you park the fact that as a riding machine they are j ust about as good as you can get and pretty much bomb proof into the bargain then you have to look at the support. T he riders’ club is very welcoming and not at all precious with very few if any concourse advocates, they have great technical help ( see evguru on Y ou tube) plus they hold some great events ( track day, A GM and ride-outs) . N orth L eicester M otorcycles were absolutely brilliant when it came to

support and pretty cheap parts. M y old bike was a bit of a mess when I got it and so I was gobsmacked when I found they had literally everything you would need. M ostly by restoring the duff bits myself and buying parts from N L M , the bike in the picture became a true j oy to own, ride and improve – and it always created interest when parked as they are not ex actly common. I f it was so good why did I sell it to N L M ? – W ell through trading in the M orini, a surprise bonus and by scraping every bit of cash I have together, I could get enough for a Bimota DB2

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which N L M ’s Stuart found and which was a dream of mine to own – it’s also a light and fantastic riding machine. I do, however, regret selling the M orini and I know that as I

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get older I will no doubt return to one, probably a sit up and beg 5 0 0 , as my back won’t be able to stand the Bimota riding position for much longer! Paul Howkins

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Opinion

STEVE COOPER

“Obviously each to their own and everyone has the right to spend their dosh the way they want. But why decry someone else’s take on classic motorcycles so vociferously?”

Two tribes. Ride it or restore it? Steve has done both and enjoyed the merits of their ways... but his mate disagrees

YOU COULD SEE the look of disdain on his face, it almost bordered upon contempt. Wh at was it that had caused such a reaction? M y newly acq uired Y amaha R D3 5 0 had, apparently, offended Derek and he didn’t hang back from voicing his opinion either. I ’d been given the heads up on an early 1 9 7 3 model that was in need of rehoming. C onveniently I had a space in the garage that needed ﬁlling and some cash from the sale of my erstwhile Suz uki T 5 0 0 burning a hole in my pocket. T he prospective purchase looked great in the emailed pictures... but then they always do, don’t they? Having spoken to the owner he sounded like a decent chap and his description tallied with the images; a used, A merican market, 1 9 7 3 R D3 5 0 for £ 2 0 0 0 with a U K registration and it ran sweetly. W ell who wouldn’t? I mean it’d be rude to refuse surely? Deal done, I ’d been keeping Downcast Derek in the picture as he’s a sucker for a stroker twin… so what caused him to get a ‘cob on’? Seemingly he thought it should look substantially better for that sort of money and supposedly I could have done a lot better for myself and when was I going to restore it? T he basic facts here are that any bike of that age, up and running, is worth considerably more than two grand. I n fact I ’d seen a newer model sell at Stafford for twice what I was paying and then the buyer punted the self-same machine out for £ 5 9 9 5 ! M arket forces, desperate buyers etc. T he R D3 5 0 was purchased simply because I had an itch that needed scratching; I ’d owned one as a lad and, like most of us greybeards, wanted to relive my youth. I f I ’d wanted another proj ect I ’d have bought accordingly and here’s why; restoring a bike is bloody ex pensive! T o do the j ob properly there are no genuine short cuts and if you don’t believe me check out this little lot fresh from another recent resto…  P repare, clean, blast and paint frame and related black work £ 4 5 0  C andy paintwork – tank, oil tank, side panel, headlamp/ brackets £ 3 5 0

 R e-plate previously prepared z inced steel parts £ 5 0  V apour blast alloy engine cases, heads and barrels £ 1 4 0  C hrome plate all parts E X C E P T ex hausts £ 5 0 0 So that’s the thick end £ 1 5 0 0 , Derek, and I ’ve not even looked at the engine or transmission, the electrical system or suspension. W hy, in the names of common sense and sanity would you rip a perfectly ﬁne motorcycle apart before you’ve had a chance to sample what it offers? Y es, it’s marvellous to have a brochure-perfect show pony sitting in the garage, and I ’ve done a few myself. However, my max im differs from Derek’s thus… if the bike is a wreck or close to it then it’s likely to be a full-on restoration, but if the bike is a tidy runner I will ride it, enj oy it and possibly, only possibly mind you, carry out some cosmetic work after a few years. W hy please, do folk seem so damned determined to restore perfectly good classics? Th e R D3 5 0 still looks pretty much as it did when purchased but under the skin it’s been substantially updated. A new, modern, alternator has replaced the ageing Hitachi unit. A solid state reg/ rec has ousted the cranky O E M stuff and the ignition is fully programmable. C arbs have been rebuilt, air box and ﬁlter upgraded, modern compound yet period pattern tyres and of course, the braking system totally overhauled. E very time I ride the bike I grin from ear to ear and if it gets dirty, so what? M eanwhile, Derek is perpetually worried his fl eet of pristine restorations will get wet/ dirty/ marked. O bviously each to their own and everyone has the right to spend their dosh the way they want. But why decry someone else’s take on classic motorcycles so vociferously? Surely there’s room for all approaches? Derek always rips perfectly good classics apart and then throws mountains of cash at them, destroying both the bike’s history and patina to deliver a sterile, brochure-perfect facsimile. Don’t be a Derek… enj oy what you have and only restore when you need to!

Steve Cooper once had a real j ob pretending to be an industrial chemist but is now a classic motorcycle journ alist, serial restorer, editor of the VJ M C ’s T ansha magaz ine and perpetually obsessed by J apanese bikes of the 1960s and 70s . He likes two strokes so much he often smells of semi-synthetic 2 T !

68 AUGUST 2018 ||CLASSIC BIKE GUIDE

CLASSIC BIKE GUIDE ||AUGUST 2018 69

Opinion

PAUL MILES

“Yup, British bike stands are the very worst. They’re also the best. I have a prewar Rudge, a company too small to produce multiple models, preferring instead to build them properly.”

Paul’s done his back in, lifting his new Gold Star. Anyone got a violin?...

I SIT HERE, j ust about, although wedged here in place by pillows and cushions like some impecunious wouldbe sultan is probably closer to the truth. T he reason? I ’ve ‘done my back’ in a motorcycle related inj ury. Wh ilst it would be more thrilling to relate a tale of highspeed shenanigans and how the only way to avoid the school bus was by laying the BSA down in a fountain of sparks, the truth, as always, is less ex citing. I hurt it putting my bike on its centrestand. I ’ve enj oyed a difficult and complex relationship with motorcycle stands throughout my life. M y early days usually involved fitting some sort of ‘performance’ i.e. noisy ex haust to each and every bike I owned. R eplacing a pair of low slung factory silencers with upswept stingers, or a 4 : 1 , usually left the stand literally sticking out like a sore thumb, spoiling the essential racer look; so we took them off and threw them away, relying instead on the sidestand. T his is fine when you’re young, one knows no better and wheel changes or chain adj ustments are j ust another j ob for the old T iz er crate. But with age comes wisdom – and a bad back, so little things like stands take on new levels of significance. Sidestands are q uite another thing, of course. Mo st bikes have them; indeed, some only have them, especially sports bikes. T hey’re generally fine for everyday use, you know, making your bike not fall over when you’re not riding it. N ot q uite such a good plan for kick-start-only bikes that can req uire multiple lashings of the lever to fire up, of course, something like, oh, a N orton. Have you seen the length of a C ommando sidestand? I t’s about three feet long and wickedly curved, like a pirate’s cutlass. Because some people insist on starting their motorcycles on the sidestand, it was engineered to take the weight of bike and rider, plus several hundred N ewtons of hopeful thump through the pedal. T he resultant stand is a thing of wonder, a feat of engineering that will try to kill you at the first left-hander should you forget and leave it down when riding off. L aws were introduced, we cannot be trusted. Stands had to either auto-retract or the bike rendered impossible to ride with them down. T he J apanese responded with clever ignition cut-out switches, right there where all the mud and rain collects. T he I talians, knowing their limitations when it came to electrics, went for a more direct approach and fitted

strong springs that automatically retracted the stand. Th ey called them pop-up, we knew them as sui-side stands, the slightest movement resulting in the pop up popping up and your lovely motorcycle deliberately throwing itself to the fl oor seconds later. T here’s always a catch. W hy not j ust use the centrestand, then? M ost J apanese or E uropean motorcycles are well designed and rolling your machine onto the main stand is straightforward, even with super-heavyweights like the C BX 1 0 0 0 . I even sat on a friend’s BM W , complete with push-button, electrically operated stands. I ncredible, at least until the little switch inevitably corrodes, leaving you stranded holding up the bike until the end of time, like A tlas. But the centrestand on a British motorcycle is the very work of the devil. I ’m convinced that most British factories made several million identical stands in the 1 9 4 0 s and simply fitted the same one to each and every bike manufactured until their demise, five decades later. T hey’re all rubbish. R olling a M oto Guz z i onto its stand is a three finger j ob; a BSA a three-man effort. T he balance point is always too far forwards and the stand too long, so the hapless rider needs to lift U P and drag the deadweight back at the same time. BSA et al also went for the sharp and pointy design of feet, utilising the ‘digging into tarmac’ method of stopping the bike retreating back into the garage once started, as opposed to building a less shaky motorcycle. T hese robust designs result in a rear wheel that’s about 6 in off the ground when you and the rest of the rugby team finally succeed in dragging it onto the stand. T hree minutes later it’s sunk by 7 in of course and is now almost impossible to push O F F the bloomin’ thing. Y up, British bike stands are the very worst. T hey’re also the best. I have a prewar R udge, a company too small to produce multiple models, preferring instead to build them properly. A lever, operated whilst astride the motorcycle, pulls the bike gently back onto the stand, the best design I ’ve ever used, award them a gold star. But the reason for my pain? A BSA R ocket Gold Star I ’ve j ust bought back, having sold it to a close friend three years ago, the supreme champion in crappy stand design. A nother twinge has j ust reminded me why I sold it to him in the first place; he used the money to buy a Honda, the snake. O uch.

Paul Miles is a lifelong L ondoner who rides every day and regards a prewar classic as perfectly suited to urban commuting. A contact lens specialist by profession, he nowadays appears to be a full-time rider, breaker and ﬁx er of old bikes. Ent irely fails to understand the concept of patina or winter lay-ups.

70 AUGUST 2018 ||CLASSIC BIKE GUIDE

CLASSIC BIKE GUIDE ||AUGUST 2018 71

Opinion

PAUL D’ORLÉANS

“Indian’s effort peaked in 1911, when they took 1-2-3 at the TT, and DeRosier trounced Charlie Collier’s Matchless at Brooklands.”

Paul highlights the worrying parallel for the USA motorcycle manufacturers between the 1920s and today. History repeating itself?

THE AFTERNOON WAS muggy but tolerable in the with their M atchless V -twins on the new Brooklands shade of an oak tree, sitting on the deck of the family track, all comers at various speed trials and of course, cabin, overlooking a rolling field to the sea. O ur non- the I sle of M an T T . I ndian’s effort peaked in 1 9 1 1 , motorcycling guest, photographer P eter K itchell, asked when they took 1 -2 -3 at the T T , and DeR osier trounced ‘what’s so fascinating about motorcycles? ’ I replied ‘the C harlie C ollier’s M atchless at Brooklands. I ndian continued to develop specialised racers for politics, for one thing.’ His raised eyebrow led to a story from 1 9 2 5 , and two F rench photographs discovered this the British and E uropean tracks, and by 1 9 2 6 had built year that revealed how economic forces had changed the fastest motorcycle in the world, the A 4 5 7 5 0 cc the A merican motorcycle industry as dramatically as overhead-valve V -twin that was timed at 1 2 6 mph at the separation of continents creating uniq ue species the E l M irage dry lake, running on alcohol. T hat was in A ustralia. far in ex cess of the world record, but the U SA was T imothy P ickering, co-author of the remarkable having a spat with the F I M , so its speed was never ‘F ranklin’s I ndians’, sent photos a few months ago from officially ratified. the F rench N ational L ibrary. O ur mutual F acebook I ndian didn’t much care, as they had bigger fish friend I sabelle Bracq uemond had identified a pair of to fry. W inston C hurchill had recently orchestrated previously unseen images of I ndian factory racers at a series of protectionist tax es on imported goods, the M ontlhé ry autodrome in 1 9 2 5 . O ne was a well including motorcycles, which were suddenly 3 0 % more known four-valve single cylinder racer, the second was ex pensive in the U K . A fter years of investment in the new: a racing version of their overhead-camshaft P rince British market with dealerships, race support, and single. N obody knew the O HC P rince had been raced. R & D to compete under foreign race rules, I ndian was I t was clearly aimed at the E uropean GP / I sle of M an forced to shutter its operations abroad. T rade politics T T , and was on the leading edge of race technology, also screwed up their E uropean sales, so I ndian ( and concurrent with the V elocette M odel K , and two Harley-Davidson) pulled up stakes and decamped. years ahead of N orton’s C S1 . 1 9 2 5 was also the end I n the space of a year, the U S motorcycle industry of I ndian’s support of racing abroad, and the photos had lost a metaphoric land bridge to the rest of the begged the q uestion: why stop supplying racers to industry, and evolved a native species of motorcycle E uropeans in 1 9 2 5 , and abandon the T T they’d entered – the big, heavy, sidevalve V -twin. A merican racing since 1 9 0 7 ? T he answer was, of course, politics. motorcycles wouldn’t appear again in Britain until the I ndian was the first motorcycle company with an 1 9 7 0 s, with the T ransatlantic M atch series: a gap of international racing team and salaried professional half a century. riders. T he two founders of the brand, George Hendee I n an echo of 1 9 2 5 , Harley-Davidson has become and O scar Hedstrom, were worldly gents who’d a political football in the latest tit-for-tat import been deeply involved in professional bicycle racing tax es between the U S and E urope. Harleys made from the 1 8 8 0 s. Hendee fielded race teams on his in A merica are suddenly 3 1 % more ex pensive than Silver K ing and I ndian bicycles; the pair met when they were in the spring, so the H-D board plans to Hedstrom demonstrated his pacer motorcycle in 1 9 0 0 increase production at its E uropean subsidiary plants. on Hendee’s velodrome; it proved the world’s most T hey did the same in I ndia and T hailand, building capable motorcycle, because Hedstrom invented a factories in those countries to avoid import tax es: this spray carburettor that worked. T he men shook hands is Globaliz ation 1 0 1 . T hat strategy wasn’t possible in to found a motorcycle company under Hendee’s I ndian the 1 9 2 0 s, although J apan did save Harley-Davidson’s brand. T hus I ndian was born on the racetrack in 1 9 0 0 , bacon during the Depression by licensing its 7 5 0 cc and carried on racing from their 1 9 0 1 incorporation. sidevalve V -twin to make the R ikuo. T oday, HarleyBy 1 9 0 7 , I ndian supported racers both in the Davidson can’t afford to lose 4 0 % of its total sales U SA and abroad with special machines, and soon – the E uropean share – and will do what it takes to hired J ake DeR osier, also a former bicycle champ and survive, regardless of the drama and noise. ex perienced pacer pilot, as the world’s first salaried M y guest had also read the news about Harleymotorcycle racer. Davidson being targeted for tax es, and remarked DeR osier was sent to Britain in 1 9 1 0 to challenge “ History certainly repeats itself; I hope this ends better E urope’s fastest. T hat included the C ollier brothers than the 1 9 2 0 s did.” I ndeed, let’s hope.

Paul D’Orléans is a writer, artist, sartorialist and photographer. He’s best known as The Vi ntagent for his longrunning blog and j udges concours such as the Q uail and Vi lla d’E ste, consults for Bonhams auctions, shoots digital and tintype photographs, and is curating an ex hibit on café racers at the Sturgis M otorcycle M useum.

72 AUGUST 2018 ||CLASSIC BIKE GUIDE

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CLASSIC BIKE GUIDE ||AUGUST 2018 73

Wheels & Waves Cay lee H ankins is a regular at the South of F rance ev ent, based around old and custom bikes, surﬁng and skating. O ld and y oung; the mix ture is what makes this festiv al uniqu e WORDS& CA

YLEH

PHOTOGRAPHY AN

K IN

he sound of passers-by roaring together in harmony spurs that overwhelming feeling of anticipation and ex citement, and in a fl ash you want to hop on your bike and ride – ride to every single area of the festival; from the showcase of engines in the ‘village’, heading 4 0 minutes along to the fl at track race, ‘E l R ollo’, in San Sebastian, then onwards to the Deus Swank R ally ( the best place to ﬁnd those classics, customs and scramblers being put to the test in an endurance mud bath) . Y ou’re then led up over the mountains, gliding right to the top, in order to watch the punks peak drag race; a race with the most incredible backdrop. L et’s not forget to dip in to the ‘art ride’ and soak up some incredible history and imagery from the last few years. T his is a snapshot ( in no particular order) of a four-day ex perience at W heels and W aves – one that will leave you wanting more.

7 4

AUGUST 2018 || CLASSIC BIKE GUIDE

Domitilla Quadrelli rides a KTM 125 GS – 1972. Completely stock, no modiﬁcation, yellow side panels and front guard are original. Exhaust guard is a replica due to some damage from endurance racing and the seat has been restored to its original form. Dom races this bike in vintage rallies in Italy.

Christophe Canitrot has a 1971 Triumph T100 Daytona to race at the punks peak. The engine is original but has had a clean- up, it’ s kept its front loop, been bored out, and has been given a high compression piston. B igger carb customised by Christophe. Tyres were originally 18 in front/ 19in rear but are now 18i n for flat track in the Fr ench championship. Swing arm designed by him and made by factory metal works in the U SA. H e’ s kept the regular suspension. Christophe is the only one racing a vintage bike back home, and he rides as part of the V intage R acing Spirit group in Fr ance – they only have ﬁve tracks they can race at back home.

The event is based in Biarritz, South of France and is now in its seventh year, with a bright and ever-growing future ahead. Bike, surf and skate enthusiasts travel from all over the globe to embrace the many elements that make this event so unique, all bound together with the same passion of two wheels. With hundreds of bikes on show and the thousands of bikers that come along to get involved, it’s safe to say there is no shortage in eye candy for every kind of attendee. I’ve been lucky enough to attend the last two years and each year they have outdone themselves. Even with this year’s unexpected storm two days prior to the launch of Wheel and Waves, which resulted in the main village area moving from its picturesque location at the Cité de l’Ocean to a more industrial setting, the event maintained its bustling atmosphere. Everyone mucked in and made it work. Biarritz is known for its unpredictable weather, so suck it up and go with it – the show must go on. Anthony B rown rides a B SA B 3 1952. Ant hony is the founder of the Dirt Track R iders’ As sociation back in the U K – the only U K national flat track cham pionship. The bike belonged to his dad who had owned the bike since 1979, and had swapped it for an old banger racing stock car. O riginal motor, tank is a gold star replica. Mikuni carb – in order to make it run right (he cal ls it a cheat carb). Seat was bought back in the Eighties; location is unknown. H is nifty little sidecar was fabricated by Mike H ill at Survivor Customs and his good friend Geoff at co-bui lt, built the exhaust. U sed mostly for trials around the U K. Despite all the mud it’ s in mint condition and runs like a dream.

Cheetah rides a H arley Davidson, based around a 1939 W L45 model. Cheetah, from 4D Studio in J apan is a custom builder from Tokyo. H e doesn’ t speak much English, but here’ s what I managed to ﬁnd out about this beautiful reconstructed bike ( otherwise known as the comet) : most parts are handmade, including the frame and forks. The bike has custom engraved artwork on every little part. I think this stylish build has really freshened up this model and given it a new lease of life. W atching Cheetah race this piece of classic artwork at the El R ollo track was incredible. H e keeps classic bikes looking great and being used the way they should be.

CLASSIC BIKE GUIDE ||AUGUST 2018 77

BAKKER CBX:

Tangerine Dream Dreamed of in Holland and enjoyed on the roads of Spain... welcome to a one-oﬀ ultrabike, built – or should that be ‘baked’ – by a Dutch master at his own frame academy

WORDS: A L A N CA

TH C A R T

PICTURES: K E L ED GE

olland’s N ico Bakker is the couturier of chassis-builders, the welding-torch wiz ard who’s the man to consult when you want a high-class piece of hardware to wrap round a motor to create a uniq ue bike that handles well and looks the business. So when a youthful Dutch enthusiast who prefers to remain nameless decided he wanted to cement his passion for the classic-era Honda C BX roadster by creating a modern-day six -cylinder streetfighter that he could use to carve canyons and sweep streets around his home on Spain’s sunny C osta del Sol, there was only one man to turn to. T he Bakker C BX O range Blossom special resplendent in the Dutch national colours is the result – a uniq ue tangerine dream-come-true that’s an inspiring blend of old and new, combining N ico’s timeless chassis skills with an iconic powerplant from all Honda’s yesterdays. A ncient meet M odern, to sire a sophisticated streetfighter with a retro heart. W hen it was launched on an unbelieving bike world back at the end of 1 9 7 7 , the Honda C BX represented a beat-that throw of the gauntlet by a company traditionally associated with leading-edge four-stroke engineering. F or its air-cooled straightsix 2 4 -valve 1 0 4 7 cc motor with central chain camdrive represented an imposing visual statement in producing 1 0 5 bhp at 9 0 0 0 rpm in understated but emphatic fashion, a package potent enough to propel an unfaired bike weighing a hefty 2 5 3 kg up to a top speed of 1 4 0 mph – all ground-breaking stats for the era. M oreover, it was designed by Honda’s high priest of grand prix engine technology, Soichiro I rimaj iri, who in the previous decade had been responsible for such iconic racebikes as Honda’s world title-winning 2 5 0 / 3 5 0 six es and its five-cylinder 1 2 5 , so this was a bike which had heritage as well as performance. A s such, it’s not hard to imagine the C BX as a proj ect close to the heart of the company’s founder, the late Soichiro Honda, then still very much a part of his company’s two-wheeled design strategy even as it ex panded into the automotive sector. T he 4 1 ,2 0 0 C BX six es built in four versions from 1 9 7 8 -8 3 [ see history sidebar] proved bulletproof as well as imposing, and during its six -year production run the model developed cult status for a core of enthusiasts who appreciated its straight-line performance as well as its silky-smooth power delivery and sibilant sound – especially when fitted with an aftermarket ex haust. T hat was what first got our Dutch dude smitten with the bike, the first time he saw one 3 0 -odd years ago. “ M y whole love affair for the six -cylinder Honda started when I was 1 0 years old,” he says. “ I was walking with my mum in town, and I saw a C BX in front of a traffic light with the engine burbling away on idle. I t had a 6 -into-1 ex haust, and I couldn’t wait to hear it accelerate off – but my mother wanted to leave and she was dragging me away. T hen the lights changed and he

CLASSIC BIKE GUIDE ||AUGUST 2018 79

took off, and the sound was j ust incredible – it made my skin shiver and my arms prickle, and I knew at once that one day I must have one of those bikes. I t was a watershed moment I ’ll never forget! ” Y ears on, he made that dream come true by acq uiring one of the ﬁnal versions of the Honda six , a 1 9 8 3 -model C BX with bulky half-fairing and P ro-L ink monoshock rear suspension. “ I thought it was really ugly to look at, but it was all I could afford, and the engine was pretty good, even if it was smoking a bit because of a seiz ed oil ring,” he recalls. “ I ran it for a while, and then I decided to have R uud de Groot rebuild it. He’s q uite famous in Holland, because he worked for Honda N ederland for 1 0 years and is a top ex pert on the C BX ; he even drag-raced one. He rebuilt my bike’s engine with new parts, so then I had a new motor but an old, very ugly chassis. So that’s when I went to see N ico Bakker.” Dutch dude had grown up in the same neighbourhood as the late J ack M iddelburg, the N etherlands’ legendary privateer GP racer with a fairytale story of rags to... well, if not riches, at least national acclaim, after he defeated the J apanese factory teams in 1 9 7 9 on his Bakker-framed R G5 0 0 Suz uki to win his home GP at A ssen in front of a q uarter of a million fans. “ I knew all the stories about how N ico Bakker made J ack’s bike and beat the J apanese with it, so I ex pected him to be a bit unapproachable,” he says. “ But I was really in love with the C BX , and after I visited him in De Bakkerij ( literally, the bike-bakery – Bakker means baker in Dutch! ) a couple of times and discussed it with him, it was obvious N ico was the perfect person to help me create a modern C BX streetﬁghter that would be worthy of that fabulous engine. I really wanted a bike to go riding with, not for show, so safety and handling were important to me – looks came second. T he frame had to be good, and it had to be fun to ride.”

80 AUGUST 2018 || CLASSIC BIKE GUIDE

which the engine is hung as a fully-visible P erhaps inevitably, N ico Bakker had stressed member. “ T he chassis isn’t the already built a half-doz en C BX -engined lightest,” said frame-baker Bakker when streetbikes in the 1 9 8 0 s, an endurance I asked him how he did it, “ but it’s made racer-style sportbike many of which are from 4 1 3 0 chrome-moly tube with a still in regular use today. “ I know three 38 mm diameter, so it’s plenty stiff enough other guys who have C BX s with Bakker for a heavy motor that weights 1 0 2 kg with frames, and years later they’re still happy with them,” says Dutch dude. “ But I didn’t carbs. I based its geometry on the frame I made for my Griz z ly streetfighter with want a retro model like one of those – I a Suz uki GSX -R 1 0 0 0 motor, and I was wanted a modern bike with a comfortable surprised how well it looked when we got seat so you can go long distances, and the engine had to really be a part of the design, it finished. A nd it’s good to see the bike being used – I was a bit worried at first too. T hat’s why we painted it black, so it that my customer j ust wanted a showbike, was integrated with the frame to make it but now it seems it’s a bike that gets look smaller and less massive. ridden, which is nice.” “ I wanted a small fairing with good T he finished product has a longish lights, not small ones like you usually 1 5 3 5 mm wheelbase ( q uite rangy compared get on a streetfighter, plus it had to be a to the stock C BX ’s 1 4 9 8 mm stride) , but single-seater, but with the option to have that’s compensated for by tighter steering a passenger. A nd I didn’t want cables geometry than the original, with the 4 3 mm and tubes to be seen – the look had to be W P upside-down forks set at a 2 4 ° rake and clean.” A fter a year of discussion on serial delivering 1 2 0 mm of stroke, with 9 8 mm visits to the bike-bakery, Bakker began of trail, according to N ico’s notebook. But building the bike. what’s most unusual is the far forward A lthough by the end of that year it was almost ready, completion got held up while 5 7 / 4 3 % weight bias delivered by the inclined six -cylinder engine package and the the customer moved to Spain, so it was long wheelbase, with the distinctive-looking actually finished off in the basement of his tubular steel swingarm operating a fullynew home there. Since then he’s ridden adj ustable W P shock via a F ull F loater link it all over Spain, including each year to providing 1 2 5 mm of wheel travel. “ I wanted the V alencia GP , where he let me take it to make sure the front wheel had lots of for an amber amble one morning into the grip, and that the engine is mounted high neighbouring orange groves to try it out. enough to give enough ground clearance I mposing but not encumbering, the with the wide motor,” says N ico. “ I didn’t Bakker C BX has plenty of presence when ride it myself – so is it okay? ” you first see it, a visual impression which W ell, rather surprisingly for a bike with perhaps surprisingly isn’t let down by the such a massive motor, I think the answer hands-on kind when you ride it. I t’s not is probably yes, though I ’ll admit to being too tall, so it’s easy to climb aboard, and more cautious than usual in ex ploring thanks to the slim 2 0 -litre aluminium the grip envelope of the set of M etz eler fuel tank crafted by Bakker’s metalwork R ennsport treaded race rubber mounted magician C ees Smit, it rather surprisingly on the Bakker C BX ’s 2 0 0 2 -model Honda doesn’t seem too bulky on the move, even F ireblade wheels. T hat’s because grip on if you’re inevitably aware of that wide the dusty Spanish tarmac after a four2 4 -valve cylinder head sticking out either side of the bike. T his was one of the design month V alencian summer drought wasn’t the greatest, so I didn’t truthfully ex plore imperatives for N ico Bakker, resulting in whether it’s possible to scrape the engine the narrow upper tubular steel frame from

NICO BAKKER: The Frame-Builders’ Frame-Builder 2018 sees Dutch chassis guru N ico Bakker celebrate his 43rd year in business as E urope’s leading expert in the black art of motorcycle frame building – an art in which even his fellow practioners recognise his unrivalled innovation and ongoing expertise. The list of features which Bakker introduced to motorcycle design reads like a textbook of modern-day chassis technology, for the genial, moustachio’d 68 -

year old Dutchman was the first to fit a monoshock rear suspension to a grand prix racebike; the first to use a rising-rate link on the rear end of any motorcycle; the first to employ upside down forks for street use; the first to fit a single-sided rear swingarm to a four-cylinder streetbike ( some years before H onda did so on the RC30) ; the first to offer a four-cylinder hub-centre streetbike for sale ( ditto, before Bimota’s Tesi) ;

the first to build a shaft-drive motorcycle with a deltaboxtype twin-spar aluminium frame; and the first to design, manufacture and fit a sixpiston brake caliper to a motorcycle of any kind. When you then consider that Bakker has designed and built motorcycle frames for engines from 50cc to 1100cc, from GP winning racers to avantgarde streetbikes, from two-strokes to four-strokes to even a rocket-powered motorcycle

( World Drag Racing champion H enk V ink’s record-breaking projectile) , has worked with factories from BMW to Y amaha in developing new street models, and has even been paid the compliment of having his chassis designs copied by mighty H onda on its H RC-designed factory GP racers, then there can be no contest: N ico Bakker is the frame-builders’ frame-builder.

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cases or not, for fear of my Dutch mate not having a bike to ride another 7 8 0 km back home the nex t day, and me to be on the receiving end of well-deserved Dutch dudgeon! A nyway, this isn’t the kind of bike that you’re looking to drag your knees and/ or the cases on in corners, even if that forward weight bias and the grippy M etz eler race rubber delivered pretty good turn speed for such a hefty piece of hardware. I nstead, it’s a package that you’ll want to turn, point and sq uirt, revelling in the waves of syrupy torq ue and liq uid horsepower as you crack open the throttle that’s surprisingly light-action in spite of having a total of six carbs to crank, and ex perience the six -cylinder engine’s purposeful rather than thrilling acceleration, that’s still impressive enough for a 4 0 -year old motor. But that long ride from the C osta del Sol and back again wouldn’t have been too big a chore, thanks to the Bakker C BX ’s pretty comfy seat, especially by the standards of the stripped-out streetﬁghter class, even if the riding position is a little too upright for speeds of more than 1 5 0 kph to be comfortable for long, and the footrests are positioned q uite far back to avoid that hefty engine block. Still, the one-piece handlebar is ideally shaped – wide enough for good leverage in tight turns and trafﬁc-clogged streets, where the easy clutch action and silky engine pickup make the wide six -cylinder bike surprisingly agile, and not at all daunting to ride. T he lovely liq uid-feeling engine pulls

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bodywork, complete with stock Honda cleanly away from the low 8 0 0 rpm idle headlamps and a rectangular dash housing speed without any transmission snatch, F rench-made M ode 7 digital instruments all the way to the 8 5 0 0 rpm power peak, displaying speed, rpm, oil temp, mileage where 1 0 4 bhp was delivered at the back and trip which is all pretty legible, but not wheel ( versus the stocker’s 1 0 5 bhp at at a q uick glance. Y ou must study it hard the crank) on the M ark T ronics dyno. T his to get needed data, and by then you’re tuning shop in Holland run by former T en about to miss your apex or stray off-course K ate race engineer M aarten F ij lstra also supplied the only non-standard part on the – j ust needs to be bigger, that’s all. T he Bakker C BX ’s archaic 1 9 8 0 s switchgear Bakker C BX ’s mechanical package, in the is at odds with this digital 2 1 st century form of a specially-developed six -cylinder dash... it makes you realise how the world of digital ignition which not only resolves components has moved on in four decades. the fact that stock C BX Honda C DI s have I n recognition of that fact, Dutch dude been unobtainium for some time, but has fitted late-model Honda F ireblade also delivers more power, greater torq ue brakes to his six -cylinder streetfighter – but ( 6 6 .5 lb-ft at 6 0 0 0 rpm, against 6 4 lb-ft the result was surprisingly disappointing, with the original ignition) , and a sharper with not a lot of bite from the massive throttle response with the same stock 2 8 mm K eihin C V carbs, all with greater fuel 3 3 0 mm front discs and their six -piston economy. Sounds like the best of all worlds, N issin calipers. F or sure he must be using the wrong pads, because I know and M ark T ronics can develop a similar from ex perience these brakes will stop a such package for any engine. truck, instead of which, when you sq ueez e T his creamy performance is delivered hard on the Bakker C BX front brake lever, to the melodic, musical accompaniment there’s a very un-confidence inspiring of the custom-made 6 -2 L aser ex haust’s loud graunching noise, but not a lot of twin carbon cans, matched to the sex tet retardation, and using the single-piston of Honda headers – more of a mellifl uous burble, though, than the six -cylinder scream 2 8 0 mm rear brake makes no difference it’s almost useless. F or a point-and-sq uirt of an open-piped multi-cylinder GP racer. package like this that’s a maj or defect, “ I wanted to be able to ride the bike which really needs attention. P ity, when without earplugs, to enj oy the sound of the rest of the bike is dynamically pretty the motor,” says the Dutch dude, who also satisfying in real world riding conditions, admits to removing the mirrors he generally as well as great to look at. uses “ because they look ugly for photos I guess final attention to detail like – but I suppose I ’ll put them back for the this underlines that what we have here ride home! ” T he small fairing is actually is essentially a high-class special, built the top half of a 2 0 04 model C BR 6 0 0 R R ’s around a Bakker frame kit that’s as finehandling and ready-steering as any of N ico’s numerous designs. But it’s been finished off by an enthusiastic owner, rather than finely honed and the edges smoothed off in the bike-bakery. W ell conceived, well ex ecuted and essentially well finished, the Bakker C BX is a completely uniq ue ultrabike that’s fun to ride, and evidently gives satisfaction to its owner. “ N ow I have the bike running well at last, I ’m totally in love with it – even if it’s taken 1 0 years and €3 5 ,0 0 0 to create it,” he says. “ But it’s a uniq ue bike made j ust the way I wanted it to be, to my specification and taste, but with N ico’s skills. Sometimes, there had to be a compromise if I wanted something and he said it couldn’t be made, but the bike itself wasn’t compromised too much – it’s basically j ust how I wanted it to be. I get a lot of fun riding it, even if I sometimes must be careful trying to sq ueez e through traffic to follow my girlfriend on her T riumph Speed T riple.” M ust be a male thing, having twice as many cylinders as your partner...

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Comparing all the different Honda CBX models 1978-82, with the Pro Link at the front. Ian Foster collection

HONDA CBX 1000 WORDS BY R O B DA VI E S PHOTOGRAPHY BY R O B AN

D J O HN

I CE

D M A N Y TH A N K S T O I A N

F O ST E R

hen it comes to Super Bikes, the Honda C BX gets my vote as the greatest every time. A nd it doesn’t matter how many I see around, I have to drool over every new one I clap my eyes on. Built for only ﬁve years between 1 9 7 8 and 8 2 it was £ 2 7 5 0 when new, and now a good ex ample is between £ 1 2 ,0 0 0 and £ 2 0 ,0 0 0 . T he early models were naked, but the later versions came with what is known as pro link monoshock suspension, fairings and panniers, as Honda made a move to tap into the growing touring market. N ow, I don’t know whether you watched the M otorbike Show with Henry C ole back in M ay 2 0 1 7 , but Henry visited the thriving C BX club of the U K and met one member who admitted to owning over 3 0 ex amples – I mean, is that fair? During the late 1 9 6 0 s and 1 9 7 0 s the world saw what was later called the space race, a frantic grab for prominence and indeed pre-eminence for a technology that could take its nationalistic heroes and backers out beyond the earth. T here was a similar thing going on in the world of motorcycling. A s soon as Honda had taken the limelight with its 7 5 0 -four in 1 9 6 9 , the race was on for every motorcycle manufacturer to take the lead, either in sales or in the world of racing. I n the mid-1 9 6 0 s when two strokes were taking the winning fl ag in events like the I sle of M an T T , Honda developed the 2 5 0 and 3 5 0 six -cylinder fourstroke GP race machines. T hese superbly engineered Left: The Pro Link version – but you get the idea – this frame has breadth, hidden by a very clever fuel tank, while three coils supply two cylinders each. There’s no cradle in this low-slung design – keeping the weight and the centre of gravity low

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Left: A set of well and truly wrecked clutch rubbers and the rivets from the clutch case Below: There’ s a whole battery of carbs lurking behind this one, while the larger output Kawasaki alternator sits below

Above: The engine after a soda blast and silver ﬁnish – it’ s great when you have a purpose- designed engine- holder Below: N ew rubbers ﬁtted to the main body of the clutch

high-revving engines with tiny pistons saw wins with M ike Hailwood and J im R edman. T hese bikes helped change the way everyone saw the J apanese motorcycle industry. However, by the mid-1 9 7 0 s the public – and Honda especially – were looking for something new, something that would take them beyond the success of K awasaki’s Z 1 and into pole position through into the 1 9 8 0 s. T his was a task that no one man could accomplish. So, in 1 9 7 6 , a design team of engineers and artists led by Shoichiro I rimaj iri, who had worked on the R 1 6 6 six -cylinder, was chosen to do

j ust that – to manufacture the ‘ultimate’ superbike. Honda had already planned for the production of a fl at six -cylinder bike with shaft drive for the Gold W ing proj ect. T his idea was dropped in favour of a fl at four, which was easier and cheaper to build. But inline fours were yesterday’s news – Honda needed something with the wow factor. T he team went to work with full-scale clay models. O ne of the designers, M orioka, said many years later that he found inspiration when he saw C B7 5 0 specials in F rance at the L e M ans race circuit. Y oshitaka O mori, the clay The H onda R C 166 3 50 bike and engine at the H onda Collection H all, Tokyo. IAN FO STER CO LECTIO N

modeller on the proj ect from the outset, recalls: “ T he very first clay model we used had a conventional double-cradle frame. W ith frames that have downtubes, the lower portion of the ex haust pipes must come out at the sides in order to avoid hitting the frame. However, the cylinder pitch was so narrow that there was barely enough room for the ex haust pipes to avoid the tubes. T hat’s why we changed over to a diamond configuration. W e were lucky to have realised this at the outset.” F rom there designers went to work on the bodywork, clock console, ex haust, lights, name and tailpiece – this itself went through several forms before the final version was revealed in M arch 1 9 7 7 . Y es, it took 1 2 months to produce the fastest and most sophisticated bike of its day. I t was a big brash statement from Honda that put them streets ahead of their rivals, but in the greatest of ironies, it was outsold by its C B9 0 0F stablemate with the four inline engine that was being developed at the same time. N evertheless, the C BX wasn’t perfect – initial reports by motorcycle j ournalists were mainly full of praise, but they spoke of poor handling issues. I rimaj iri ex plained that in those days engineers working on frames had little contact with those working on the engines. He concluded: “ Honda knew how to make engines but in our minds the frames were not that important. T wenty

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years earlier we had not been able to listen to M ike Hailwood and understand what he was complaining about when talking about our bikes’ handling, because we could not understand the limits he was riding our machines at.” Back to the plot of this month’s restoration. I met J ohn P rice at the Bridgnorth Bikers cafe and this is the blow-by-blow account of the restoration of his early 1 9 7 8 model, the best-looking model – the naked red version. GENER AL NEGLECT J ohn said: “ I bought the bike with 9 0 0 0 miles on the clock in J une 2 0 1 5 for £ 8 5 0 0 . T he previous owner had only done a few hundred miles in 1 4 years and this kind of general neglect is not good for a motorcycle’s engine or components. T he engine ran, but it was corroded and very rattly, while the frame was going rusty in places. I got it home and stripped everything off it. “ T o remove the engine, you disconnect the four bolts holding the top in place and then the whole thing can be pivoted down by loosening the last two bolts near the footrests. O nce out, I soda-blasted the cases ( guns can be bought from as little as £ 2 0 ) making sure that all the orifices were well bunged-up, certain areas were masked-up and then I gave it several coats of Simoniz e aluminium engine paint. “ T he frame went to Bourne Brothers of Birmingham for powder coating and then I fitted new phosphor bronz e bushes to the swingarm. T hese aftermarket parts are of better q uality than plastic Honda bushes. “ Some restorers have fitted pattern part clock faces from eBay, but my intention

was to keep the bike as original as possible. T he large black plastic indicators had taken on a very tatty grey hue, so I went to the owners’ website for inspiration. Here the sage advice was to rub in black liq uid shoe polish. I nstinctively I didn’t q uite swallow this, so I ﬁrst tried a little bit – yes I did happen to have some – where it wouldn’t show and guess what? I t worked a treat. Y ou live and learn. “ T he six carbs needed cleaning and restoring and as it was cheaper to send them away than to buy all the components, I parcelled them up and sent them to a recommended service agent, who I won’t mention or recommend for reasons you will discover later. I also removed the standard vacuum fuel tap to replace it with a standard Honda tap and inline ﬁlter. I learned that some bikes that had been left on the side stand had accumulated fuel in the far left cylinder. A nd then when the engine was turned over, a hydraulic lock had bent the valves. O bviously, I wished to avoid this.

“ I was really impressed with the q uality of the paintwork by L ee at M oto P aint, C radley Heath, who had worked on a previous bike for me. He did the tank, tail fairing and front mudguard and I wired the bike myself with a new genuine Honda loom from the U S. T he old one had been bodged in places and I didn’t wish to have to deal with numerous electrical problems when the bike was finished and ready to go. T he left-hand ex haust had rusted in places so that was replaced with a pattern item that was not q uite as original as the right ex haust, but perfectly acceptable – to me anyway. “ T he front fork legs have been criticised for being on the spindly side, but as they were in good condition – I replaced the seals and poured in a slightly heavier weight oil – they have proved to work fine. I took the rear shocks apart with a homemade compressing device j ust to clean them; after all, the bike had only done a little less than 1 0 ,0 0 0 miles. “ R ear view mirrors – genuine ones – proved ex tremely difficult to obtain, so I settled for an aftermarket pair. T here were two important j obs that the engine needed before I was satisfied that it could be bolted back into the frame. F irst, the clutch had a dreadful rattle. T he C BX clutch contains six rubber cushions in Crash bars are a useful addition – they weren’ t fitted as standard

O ldham j oints connect the two halves of the exhaust and inlet camshaft

Ian F oster handing over the ﬁrst copy of his CB X book

A thirsty engine needs a biggish fuel tank. Capacity 20l , 4.4 gallons with a reserve of 1.1 gallon

Carbs and float bowls removed for restoration

A well laid-out dash. Wi th a B H P of 105 @ 900 and torque of 60ft/l bs@ 80 0, this bike is well capable of the listed 130mph

N ot the greatest front brakes by modern systems, but adequate . Al so, you can always tell an older bike by the solid discs and only a single pot caliper

4+ 2 vacuum gauges are req uired for setting carbs. H ere they have been adj usted j ust right

J ohn at the IoM. CB X s were promoted at the IoM TT in 1979 and 198 0

the outer basket and these wear q uickly, a long time and then used a carpenter’s causing a noisy clutch. T o get at them, the sash cramp to wind the two halves of the clutch has to be taken apart, which means camshaft and the O ldham j oint together. six rivets have to be removed. I ground T his works well if you ever need to do this.” away the end of each rivet and pressed them out using a G clamp I had converted OVERCOMING PROBLEMS for the j ob. T his had a tube at one end, “ T hen it was start-up day – a time of and a 3 mm bar at the other end that ex citement and anx iety – a heady mix . A ll pushed the rivets out. T he rivets are later cylinders ran ex cept number five. I took replaced with bolts – once the holes have out the plugs and there was a fat spark, so been tapped with a 6 mm tap. T hey are it had to be the carburettor, but I ’d had then peined over to prevent them coming them cleaned and restored hadn’t I ? But loose. O nce new rubbers and springs were how could I prove that the carb wasn’t fitted, the clutch worked well and was passing fuel? A nd then I had an idea. I f I q uiet – no one wants a noisy engine. T he could get hold of a small syringe, I could bolts came from the Six C entre in Holland; then inj ect j ust enough petrol through the a shop well-known for its ex tensive C BX hole where the vacuum gauge screws in. spares, while the E BC heavy duty springs So it was off to the chemist and I had to were from Busters of Swansea. convince the lady that I wanted a syringe “ T he other rattle came from the for genuine engineering purposes. She sort camshaft. Because the inlet and ex haust of believed me, because she let me have cams are so long, Honda made them in one, but without the needle. W ell that was two pieces, j oined at the centre by what okay wasn’t it? is called an O ldham j oint – see picture at “ Back at the garage, I removed the the top of this page – these simple j oints vacuum screw, turned the engine over and only have to wear a fraction and the whole placed the syringe in the hole. T he fuel camshaft sounds like it’s going to break was sucked straight out of the syringe, loose. N ew O ldham j oints ( C BX P arts U S) and the fifth cylinder fired up and ran as are an oversiz e item – by a few thou – and normal. T his was a case of good news and thus a tight fit. I put them in the freez er for bad news. T he good news was that I had

isolated the problem. T he bad news was that the engine would have to be dropped again, req uiring removal of ex hausts, tank, seat, drive chain and then lowering the engine using a j ack before all the carbs could come off. Doh! “ W hen number ﬁve carb was stripped, I discovered that a sliver of brass was blocking the j et. T his was a direct cause of the manner in which the j et had been removed during the service procedure. T he service guy had used a 3 mm tap to withdraw the slow idle j et and he left the sliver in place. “ I wasn’t happy, but these are the kinds of problems that we all have to face. I was happy when the engine ran properly. I managed to get hold of two sets of vacuum gauges – a four and a two and j oined them up – see picture above – and spent a while getting them spot-on. I t’s always worth the trouble, for now those six cylinders purr in complete harmony. “ I n the C BX ’s murky past, someone had replaced the original rear brake master cylinder with one from a completely different bike. I couldn’t live with this, but genuine replacements were impossible to ﬁnd and you can’t use any master cylinder because there is so little room at the top

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of the cylinder to run the brake pipe. I t was then that I noticed that the master cylinder on the C X 5 0 0 is about as close as you can get. I t fits on the bracket and allows the brake pipe to clear the frame. “ A ll that req uired altering then was the push rod length. So I bought a C X master cylinder and put the correct short push rod in place and voila – another j ob done. F inally, it was only when riding in the dark at the I oM that I realised that the C BX alternator is j ust too weak. “ Glen P osnet, a member of the C BX R iders C lub makes a conversion kit using an alternator from a K awasaki. I then fitted a M otobatt M BT x 2 4 U , which is an upgrade from the standard battery providing more cranking power. T he bike was finished! N ow it was time to take it out. “ L ee C hambers, a good friend of mine, is restoring a P ro L ink version – one of the very last. T his bike is a U S original and he reckons they are now getting harder to get hold of. His ex ample was imported in 2 0 1 6 and happened to be in pretty good condition having only done 2 0 ,0 0 0 miles. His plan was to strip the bike, so that all the paintwork could either be redone – in essence the fairings – while the rest, such as frame and ancillary items, could be refreshed. W hile the engine was out of the frame, he stripped the carbs and has some contacts worth noting. “ I n F lorida in the U S R andakks sell ex cellent carb repair kits and parts for not j ust C BX s, but also several other Honda bikes, including the Gold W ing. M ike N ix on, also in the U S, provides a carb restore booklet and several videos on Y ouT ube.” However, we’re not finished j ust yet, for C BX fanatics have allowed their imaginations to run riot and have created some amaz ing customs. So, if you’re a purist, then please avert your gaz e ( I hate to see a grown man cry) from the final few photographs. R ickie W hite is a C BX enthusiast and mechanic living in E nniskillen, N orthern I reland, where he built his ultimate C BX creation between 2 0 0 2 and 2 0 0 3 . T he main concept was to merge a Ducati 9 1 6 single-sided swingarm with the original C BX frame. GSX R 1 1 0 0 forks went in at the front. T wo sets of GP Z 6 0 0 carbs were used, modified to work with one cable. A handmade tank, ex haust system and custom paint j ob blend the overall look. A voice box is fitted and sensors activate if anyone approaches the bike, giving pre-recorded warnings with fl ashing lights. R ickie has also fitted a remote starter and rotating registration plate. F ortunately, he works as a mechanic for the police department!

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Typical H onda oil ﬁlter at the front lower engine point. Pers onally, I have never been a fan of the Comstar wheels but they served on several H onda machines, including the CB 750

A nd, if you are thirsty for knowledge of the C BX story and its many derivatives, in recent years I an F oster has created a very lux urious book simply called T he C BX Book, email ian@ netvigator.com or go to the website www.cam-hk.com M y grateful thanks go to the C BX R iders’ C lub. R andakks offer a number of parts for the C BX like braces, carb manifolds at www.randakks.com/ honda-cbx .html A lso, you can get a hold of David N ix on at www.motorcycleproj ect.com/ mcproj ect_ email_ j ump.html

Above: Steve and N icki Golding’ s Spondon CB X . Steve purchased a sad- looking CB X from the U S in 2013. It was a non- runner and the paintwork was a loud multi- coloured green. The engine was totally rebuilt with a superlight F alicon crank and rods and low compression turbo pistons. B oost is set at 10ps i producing approximately 20 0 bhp. The Spondon chassis was modiﬁed to accept the R ayj ay Turbo set- up, which is fed by a Mikuni H SR 4 2 carburettor. The paintwork was taken care of by F lying Tiger P aintwork using H ouse of Colour paints with air brushed logos and details. The magnesium dymags were given the same treatment. F TC also did the Cerakote ceramic coatings on front and rear calipers, exhaust and various other components, including the sprocket.

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SWM SIX DAYS

Resurrecting the spirit of the Seventies? Back to basics with SWM’s 1970s inspired street scrambler WORDS ROSS MOWBRAY PICTURES GARY CHAPMAN

his SWM Six Days looks the business, doesn’t it? The styling harks back to the Enduro machines of yesteryear – there’s almost a Yamaha XT500 feel to it with its low bench-style seat, knobbly tyres on wire wheels, twin-shock suspension, gaitered forks, upswept twin exhausts, raised bars and punchy singlecylinder powerplant. Much like the original XT, the SWM Six Days is a fairly basic machine but that’s by no means a criticism. By basic, I mean it’s simple, straightforward and allows you to enjoy the unbridled pleasure of two wheels and an engine, without the faff of invasive electronics and complicated rider modes. The Six Days is powered by SWM’s 445.3cc air and oil-cooled, four-stroke, sohc, four-valve, fuel-injected, single-cylinder engine – which is produced by Shineray Group in China. And it’s a punchy little engine, kicking out 30bhp and 26.4lb-ft of torque at 5300rpm – with a top speed of around 80mph.

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Who is SWM?

P ower delivery can be a little snatchy low down in the rev-range and the engine is much more responsive if you work it harder. Be tough on it! T here’s plenty of midrange torq ue, allowing you to accelerate out of corners and overtake with confidence. Basically, once you get used to where the power’s available, the little SW M is a j oy to ride. I t sounds fantastic too, with a distinctive single-cylinder growl emanating from its twin, upswept ex hausts. I ts five-speed gearbox and clutch are light and precise, although finding neutral can sometimes be a bit of a challenge. I t’s very comfortable with its upright, relax ed riding position, low seat and wide bars – and because of the bench-style seat, you can slide forward or back to find a comfortable riding position. I n fact, I found myself sliding forward to attack corners, and it handles these surprisingly well. Despite its 1 9 in front wheel and knobbly P irelli M T -6 0 tyres, there’s no vagueness from the front end, and it turns lightly into corners and holds its line well at deep lean angles. T he suspension is capable, but as you’d ex pect it is not the most sophisticated of set-ups – though it does offer preload adj ustment at the rear. I n general, it’s fairly soft, which helps offer a comfortable ride. M id-corner bumps are likely to unsettle the bike, but because of its wide bars and light weight, it’s not too much of challenge to muscle it into place. Brakes are fairly basic too. I ts front single 2 60m m disc ( with A BS) is ample for stopping the lightweight bike, offering decent bite and reasonable progression, while the rear 2 2 0 mm disc is perfect for smooth filtering and tight turns in town. O ff-road, the little SW M is great fun. O f course, you can’t ex pect modern motocross levels of performance – mostly as a result of its short suspension travel. So no big j umps... but it’s q uite happy tackling some niggly green lanes and single tracks. I t’ll probably surprise you with j ust how capable it is on the dirt – I know it did me. C ontrols are basic, but everything works as you’d ex pect. I ts tall, circular mirrors are wide and well

Since its inception in Milan in the early 1970s, SWM made a name for itself building a range of innovative, small capacity machines for Trials, Enduro and Motocross. Founded by Piero Sironi and Fausto Vergani in Milan, in reaction to the off-road successes of Japanese manufacturers in the early 1970s, SVVM (or Sironi Vergani Vimercate Milano) enjoyed some serious success on the world circuit for 20 years, taking titles across a wide breadth of off-road competition. But it didn’t last. Sadly, SWM went into liquidation in 1984. And that was it for 30 years... until Ampelio Macchi (formerly an engineer with Cagiva, Aprilia and Husqvarna) got his hands on the SWM brand and joined forces with Chinese businessman Daxing Gong. Together they kicked off its resurgence, unveiling six new models at EICMA 2014. Interestingly, despite the Chinese connection, SWM has chosen to keep manufacturing in Italy and maintain its historic roots to the region, basing the brand at a former Husqvarna manufacturing plant in Lombardia.

TECHNICAL SPECIFICATIONS ENGINE: 4 4 5 ccs ingle-cylinder,f our-stroke,s ohc FRAME: Steels ingle tubeb eamw ithd oublec radle SUSPENSION:T elescopich ydraulicf orks, doubleh ydraulics hocka bsorber;s pringp reloada dj ustment BRAKES: F ront – ﬁx ed disc withh ydraulicc ontrolan dA BS;R ear–ﬁ x ed discw ithh ydraulic control WHEELS/TYRES: F ront–1 0 0 / 9 0 -1 9 ;R ear–1 3 0 / 8 0 -1 7 / P irelli M T -6 0 POWER: 2 9 bhp@ 5 3 0 0 rpm SEAT HEIGHT: 8 7 4 mm GROUND CLEARANCE: 2 2 6 mm DRY WEIGHT: 1 5 3 kg FUEL CAPACITY: 2 0 l itres PRICE: £ 5 4 9 9 CONTACT:s wmmotorcycles.co.uk

placed, the switchgear is where you’d ex pect and its simple dual-pod analogue instrument panel offers a speedometer and tachometer with a small L C D screen showing odometer and one trip meter. T here are no fancy ex tras like a fuel gauge, j ust a fuel warning light. I f you are after a retro-inspired scrambler, check out SW M ’s Six Days. I t’s a stylish bike that turns heads and you can ride it on an A 2 licence. I t’s a very capable machine, as happy tearing up the trails as commuting – and costing £ 5 4 9 9 on the road, it’s signiﬁcantly cheaper than most of the competition.

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COSMIC REAR LIGHT T his modern piece of kit could actually be brilliant for classic bikes, especially those scramblers and racers without lights. I t is a clever rear light that you attach to the back of your helmet. T ap it twice and it is a rear light that, when it senses you’re slowing down enough, brings the brake light on. I was really sceptical when I ﬁrst saw it, but all of my doubts seem to be unfounded. Y ou attach a magnetic strip to the back of your helmet, so if you do happen to fall off, the light will j ust pop off, so as not to risk your helmet not doing its j ob. I t’s bright and, because it’s on your lid it’s high up, so people tend to take notice. I t charges via a U SB cable and lasts for hours. I t works via a three-ax is accelerometer and a three-ax is gyrometer meter, meaning it accurately determiness when to bring the brake light on, so you u don’t look like a C hristmas tree. But th his technology can also measure when yoou’re doing something you should not do – liike crashing. I n the event of it detecting a crash scenario, once set-up with a ph hone app, it will automatically tex t a m message about your predicament to three numbers and also the co-ordinates of your location. I know – we’ve neveer needed this before, so why do we need it now? W ith the roads being busier and otheer drivers even more stupid, this looks like a great idea. Matt  £129  tranam.co.uk

 Getting period-appropriate luggage for a classic can be tricky, as most of the old stuff will have worn out by now. M eanwhile, the new stuff, while way ahead technologically, can’t really be said to suit – it j ust doesn’t look the part. I t’s also q uite ex pensive – shopping for good new luggage can cost hundreds of pounds. W hat I use on my classics are these ex -British army panniers. I ’ve had three sets over the last three decades. T hey’re tough, they carry loads of stuff and they are cheap too. M ade from two 1 9 5 8 -pattern British A rmy backpacks and sold in pairs, they come with plenty of straps, so you can put them over or under seats and strap them to frame rails, and there are handy pockets inside and out. A dmittedly, they aren’t as waterproof as a more modern z ipped-up set, but that heavy duty canvas is hard for water to penetrate and anyway, that’s what supermarket bags for life are for, right? A s for security, having four straps per pannier holding things together that are ﬁddly to undo has to be better than an easy-opening z ip. I ’d defy any sneak thief to get into them q uickly without cutting the straps. I picked this latest set up at a fl ea

market on an army surplus stall for j ust £ 2 0 . Silvermans will sell you a pair of green ones for £ 3 5 or a dyed black set for £ 5 0 . T hose looking for a more wartime look can get a Second W orld W ar surplus set from the same source for the same price, but they don’t have the same capacious capacity. Oli  From £35  silvermans.co.uk

SEGURA EDWIN GLOVES  M y favourite j ackets are Segura, so I was keen to try these goatskin gloves. I t’s nice to put on lightweight gloves after the winter and these have the added beneﬁt

of being ex tremely comfortable. T here’s a V elcro strap, as the popper is j ust for show, the perforations are for looks, but even on hot days your hands don’t do get too sweaty. T he fingers have exx terior stitching for comfort and there is hard knuckle protection. A pparently,, they are n Germany also waterproof. A recent trip in found them to put a brave fightt on but etter of them. torrential rain finally got the be But, being goatskin, they dried q uickly, so a light shower shouldn’t be an issue. A nd the colour didn’t run, avoiding a the stained hands I ’ve often suffered! A lso, I can say etter than they’re much be e used after some gloves I ’ve being caught ou ut by diesel – they work well, they are hey are not made well and th badly priced either. Matt  £69  tranam.co.uk

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SCHUBERTH R2 AND SC1 BLUETOOTH INTERCOM  W ith age you get to know what you like in life, and also in helmets. I had a Schuberth ( an SR 2 ) for a number of years and I liked it, so when I was given the chance to try a new R 2 , I said yes. I t has a huge visor aperture – especially up and down – which really helps you to feel like you know what’s going on and j ust feels less claustrophobic. T he R 2 is light, even with the SC 1 Bluetooth kit fitted and the double D-ring strap is easy to use and reassuringly secure. T he visor comes with an anti-fog insert as standard. T heir q uality is noticeable instantly, from the outside finish to the plush lining, which includes q uick release cheek pads to aid emergency crews in getting your helmet off in an accident. O nce riding, the R 2 is q uiet, which Schuberth is known for, but thanks to a fl ush visor mounting and j ust the one top vent, the R 2 is really q uiet. I always wear earplugs and tried it without and it’s tolerable. I wasn’t sure about the minimal lining – it feels odd at first. But strangely, it’s still comfortable, showing the shape of the helmet is right, at least for myself. A nd it also means the R 2 feels well ventilated, even though the top vent and chin vent ( which hardly opens) can’t let as much air in as my normal race-orientated lid does. T he only point I can knock it on is the visor is so tight-fitting that it’s hard to lock and to open, though I ’m sure this could be adj usted or will become easier over time.

F or the price we found the R 2 for at U K dealers it’s hard to beat. T his is the q uietest full-face helmet I ’ve tried, really good q uality and would be perfect all year round. A s with all helmets, j ust try one at a shop to make sure it is comfortable for your head shape. T he SC 1 intercom allows you to talk to up to four other people, listen to your sat nav or music and make calls. I t even has an F M radio. T he system is only designed to ﬁt into Schuberth helmets, so you hardly notice it’s there. T here’s no large wedge on the side of your lid, j ust two small buttons under the valence, with a charging port. Schuberth helmets are designed with this in mind, so the earpieces are already in place and, unlike most systems, the channel is shaped so the speakers can be placed ex actly where your ears are. T he microphone is cleverly in the top of the visor opening – Schuberth have found that this suffers less from wind noise. Battery life depends on how much you use it, but I ’ve covered more than 4 0 0 miles listening to music and the odd phone call on one charge. I also had no issues pairing it to my phone and my sat nav – a j ob many systems make very difﬁcult! Matt  R2 £440, but widely reduced to around £220  SC1 Advanced Bluetooth system £300 (standard £200)  tranam.co.uk

WEISE VICTORY GLOVES  Short gloves are really popular for the summer. T hese W eise V ictory gloves are labelled unisex but they ﬁt female hands perfectly, without the ﬁngers being too long. T hey are simple in style, which is great for older or new bikes. Good q uality goat leather outer material is backed up with added protection for your knuckles, while turn them over and the palm has a suede-like material for better grip. T he V elcro strap is simple and aids pulling them on, while keeping them secure. T hey felt really comfy and bedded in straight away. I ’ve put some dubbing on them to help keep the rain out a little, but there hasn’t been much call for that recently! Kirsty  £49  weise.co.uk

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It all looks great and it would run (badly) the same day

Classic Restoration – Honda PC50 We may dream of restoring a ‘Bevel’-engined Duke or a mighty Z1 but reality dictates that these stretch beyond most budgets; our option is very frugal, very entertaining and very PC. WORDS AND PHOTOGRAPHY BYG R AN

ur challenge was to restore a piece of two-wheel history to a good standard for around £ 5 0 0 including the purchase price; immediately I can confess that we failed, though not by much. A long with my long-suffering pal A lan M oore, over the years we have endured many days emotionally attached to one old classic or another. A fter several cars, a genuine ‘barn-ﬁnd’ Honda SL 1 2 5 arrived and it took us on a new path ( some may consider it the ‘dark side’) that led to a Honda C haly and, more recently, a Honda P C 5 0 moped; I am sure you can see

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T F O R D

the pattern here. Y es, small four-stroke Hondas. F rom the earliest Six ties versions these are mechanically indestructible, cheap to ﬁx and don’t annoy the neighbours. F or many aged over two score and 1 0 there is as much fun in the ﬁx ing as there is in the riding. Sure, I have had my time with aching hips grimly hanging aboard bikes with loads of ‘R s’ in the title; currently I am much happier in my shed with a ‘P ed’ having a tinker. TIME FOR A ‘P’ Honda’s ‘P ’ range shares much with their incredible C ubs, apart from their values;

you won’t have failed to notice that since a modifying trend sprang up, these have become more popular than talking electronic box es; j ust ask A lex a F inding any Honda ‘C ’ at sensible money can be a fruitless task, especially when the calculation culminates in a fully restored ex ample returning far less than the outlay. M ost C 9 0 ’s are overpriced works of art, rust buckets or have endured some visionary with an angle grinder. M r Honda found the two-stroke motor offended, noisy and smoky ( all the reasons we loved them in the Seventies) and in 1 9 6 7 launched the ‘engine in wheel’ P 5 0 . I t was the strangest and most interesting

The engine looks worse than it is (I tell myself) and she runs

The rough running may be due to ‘pond life’ inside the carb

Any thoughts of re-using the exhaust just went out the window

Front suspension needs more than TLC and the bushes are kaput!

Attached to a wheelie bench, the frame relocates to the ‘tin-shed’

No wonder I got ‘told-off’ for re-colouring the driveway

of all early J apanese ‘P eds’ but its eccentricity was short-lived and the more conventional P C appeared in showrooms during 1 9 6 9 , priced at £ 8 0 . M arketed across both age and gender ( chaps removed the shopping basket) , the new model immediately sold well across E urope. I ts engine was relocated within the frame, initially with O HC and alloy head, and then, post 1 9 7 0 , it was altered to O HV . T here were several model types released over the following years, some with ex otic titles like the P S5 0 Sport, ‘A migo’ and ‘N ovio’. N one of them are either sporty or ex otic, but they are reliable, easy to work on and offer a pastime far more entertaining than watching life in W alford or W eatherﬁeld. FINDING MY STEED W ord of mouth sent me to one address with the knowledge ‘there is some old bike out the back’. Y ou know the kind of

This is what happens after Alan spends a few hours ‘tinkering’

place – where you mow the lawn and ﬁnd a car, well what was left of a Honda 7 0 that needed a dustpan and brush to take home. U ndeterred and following many hours of debating ‘salvageable’ ex amples on auction sites, I decided to advertise my desires within newsagent windows under the banner ‘W anted; Dead P ed in your Shed? ’ T his produced nothing for my £ 1 per week outlay but a friend at M otorbike-Breakers. com sent a mobile phone image from somewhere in Suffolk. ‘I t hasn’t run for years’ came the message, ‘she is a 1 9 7 5 P C K 1 with two owners from new and most likely missed the last three decades at the back of a damp garage’. Several weeks later the P C sat on my driveway after I had parted with £ 3 2 5 ; I consoled myself with the fact the tiny piston moved up and down, still working on the premise ‘it’s a Honda and will therefore start’. I t came with period legshields ( discoloured and broken) an ex haust with a rust hole and a two-tone paint ﬁnish

courtesy of some fine brush work in the wrong blue. A ll these issues, plus many more, failed to deter my enthusiasm or in fact my mate A lan, who could barely contain his ex citement! A lan is the master of taking things apart and I knew within eight hours he would have our prospect down to its components. I needed to ensure the motor had life before he even opened the toolbox . T he first checks involved the oil, of which there was plenty, but it was darker than deep space, then draining the lumpy fuel from the tank and replenishing with new. W ith no battery to consider I began to pedal like a madman and j ust prior to a heart attack my Honda theory came true again, as the tiny motor coughed and spluttered to life. T his resulted in a celebration that involved some ‘solo moonwalking’ plus four bottles of ex pensive lager and a C hinese curry; further proving even old mopeds can offer life’s finest moments.

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STRIP-DOW N A s predicted, j ust a few hours after our compulsory ‘fry-up’, one P C 5 0 became a large pile of parts on the bench. Sure, several bolts committed ‘hari kari’ with the grinder but, overall, we concluded she has potential. O ver the years essentials have been added to the workshop that new restorers need to consider. A M I G welder is cheaper to buy and to learn to use than to keep visiting a pro and a sand-blaster, which, luckily, we also have access to. T he ex haust was reluctant to part company with its bracket, resulting in both seeking new homes in the scrap pile. T he front suspension is a strange set-up that seems to operate more by witchcraft than engineering and ours was in a bad way. T he plastic bushes had long since left the building and the springs may well have spent a few years under the N orth Sea. T he tax disc conﬁrmed it was last used in 1 9 8 0 but we concluded, j ust as beer o’clock came around again, that if you took away the surface rust or scraped off the ﬁlth, this L ittle Honda was a gem. A top tip, as all veteran restorers will concur, is to take images of the wiring, especially the birds’ nest within the headlight bowl and we go further and number all the connections, which is perfect if you are colour blind. A lan took the carb apart and concluded its brown contents was a fuel/ tank debris combo that smelt of old socks. W e chopped the ex haust mount j ust where it contained more substance than a tissue and attached the frame to our cleverest accessory, a homemade worktop on wheels. O ur bench has a parts washer underneath and grips your average moped by the centrestand bracket. I t also allows me to prep and paint in another shed, as I have been banned from spraying in the house...

O n their return after having a blast, these rims are too good for scrap

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A lan fabricates a new exhaust hanger and welds it into place

R usty exhaust hanger chopped and, post whirlywheel, it’ s all solid

Fi rst attempt at repairing legshields and mudguard, more would follow

THE PATH TO PAINT T here was nothing about the P C that was perfect but everything seemed fix able and so I de-rubbered the rims and A lan took them, plus the suspension and number plate bracket, away for a sandblast. W ith our budget in mind, new wheel rims and spokes would scupper our proj ected outlay but there is an alternate and that comes later. A day with a ‘whirlywheel’ and sander left me needing a long shower, but the frame now bared its rusty bits. T his was mainly at the base and all of it surface corrosion, so a coat of z inc primer to protect it before a little filler and all was looking very presentable. M y mate is pretty useful with a welder and in no time he had fabricated a new ex haust mount into position. T he swingarm was visually a write-off and I was prepared to search for another, but once the fl aking paint and surface rust was removed it was actually solid. Several hours of light filling followed but it responded to my efforts and the fact it possessed bushes with minimal wear was a bonus. A lthough the engine will fit inside the

Pri me then flat times three, some say it is very therapeutic

average lady’s handbag it still took a day to clean, fl at then alloy polish; the final touch being a deep gloss black to the head and barrel. W e chose to leave the cables and wiring in situ, in this case there was little to gain in feeding them back through the frame when masking sufficed. A s for the legshields, I must confess, having viewed hundreds of P C 5 0 images these are a rarity, a genuine accessory that was compulsory to repair, which is much easier said than done. O ver the years, attempts had been made to re-seal the large cracks around the mounting points but with new high strength clear adhesives on the market the plastic/ Bakelite material bonded, allowing me to apply a skim and then blend. T he same process was applied to the chasm that had opened on the front mudguard mounting point, all the time remembering our budget philosophy – fix it, don’t buy it. M eanwhile, the frame was ready, so armed with my £ 1 5 spray gun, three coats of primer were applied and fl attened back before the process was repeated… twice. T hen, on the hottest spring day since records began, I decided to stand inside a metal shed for six hours and apply an almost perfect match to the original V arnish Blue – who needs an oven! T here was little chance of any paint runs as the frame enj oyed five coats of colour and three clear. Spraying is another aspect of restoration that can and should be learnt – I j ust keep in mind another top tip from a professional. ‘T ake your time, you can always put more on but you can’t take it off – you j ust watch it drip’. T he cost of paint and materials was around £ 4 0 , but the feeling of satisfaction is priceless.

Above: The ﬁnal workshop act as Al an gets to ﬁt the ‘ Aus sie’ N O S mirror Right: My kids might say that motor looks ‘ lush’ and it took 10 mi nutes to install

WHEELS AND WHITE BITS A lan returned with the wheels and while he carefully refitted the engine, I surveyed the damage. T he spokes hadn’t been attacked by the dreaded tin worm and were all present and correct, while the rims displayed small pits after the chrome had been removed. T o conceal, I recommend a tube of F inissage, a very fine filler that resembles toothpaste that, applied sparingly, takes no time to fl at back for a smooth finish. M y nex t j ob was to order the parts – it’s the bit that can be painful, unless you’re talking mopeds. I used M opedland and received an air filter, ex haust gasket, a pair of white wall C ontinental tyres, chain and sprocket, plus a new ex haust, for less than £ 1 5 0 . T he budget was blown but I convinced myself that it’s going to be worth it. A lan has more patience than me and he is prepared to spend hours reviving the white finish from the plastic mud and chainguards. T hese responded well to a light scuff pad with degreaser to remove ancient stains and discolouration. T he fuel

B ack on the bench our colour match with the original rear shock is close

tank finish also came back to life with j ust a couple of small blow-ins on the edges, then polished to match and we repainted the underside of the seat – it’s all about the details. W ith the new tyres fitted to the ‘prepped’ rims it took what seemed to be a lifetime to mask every spoke plus our new white walls. R estoring on a budget generally means you need to replace money with time. So, with a wheel held onto a ‘workmate’ via the longest round screwdriver, the primer coats went on and by spinning the wheel the gun remains in one position, ensuring a thick but even coat. A day later, a careful dry fl at and on went four coats of silver and three of lacq uer. N o costly eq uipment is req uired here, j ust patience and good q uality spray cans – don’t skimp. De-masking also takes forever before the spokes are treated to a lacq uer coat, very carefully applied with a piece of sponge, which will prevent any rust appearing. W hy did we fit the tyres first? W ith the same certainty I can predict my lottery numbers will never come in, fitting

Pati ence and care is needed or too much lacquer w ill run down the spokes – not good

the rubber post-paint would have resulted in scratched rims. REBUILD O bviously, the rebuild is the best part of any restoration proj ect and, post breakfast, A lan stole the first glory j ob and attached the new ex haust. W ith the rear wheel fitted I shortened the chain and adj usted up, while the repainted front suspension received new brass bushes ( £ 2 5 ) found online. W e concluded that these are an improvement over the plastic versions, the fit was fiddly but without drama. W hile attaching the brittle plastic for the air filter housing during the previous week I managed to chip the paint and this resulted in a few ‘choice words’, so once the ‘finger puppet’ sock filter was installed for the second-time, great care and patience meant I only had to repaint once. T he centrestand spring did its upmost to either chip the paint or take my eye out, but some clever use of some hoover cable did the trick. W ith the rear light and rack installed, the back-end vision was topped off with an original round refl ector from M & P at j ust £ 9 . W ith the repainted horn complete with the re-manufactured bracket that A lan had created, our ‘bleep-bleep’ was bolted into place and, with great care, the legshields, now coloured to match, were tightened down. F resh oil, a plug and cap ( £ 1 0 ) should have been the last of the outlay but, by the power of the web, I found a new/ old stock wing mirror ( £ 2 0 ) . Buyers in-period only got one ( which rarely survives) and the second was considered an ex tra. I had to have it, even if it was in M elbourne,

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Redneck Alan reckons he had more fun than a ‘tornado in a trailer park’ riding the old PC50…

HONDA PC50 K1 SPECIFICATION ENGINE: A ir-cooled four-stroke O HV straight single 4 9 cc FUEL DELIVERY: Single 1 4 mm K eihin carb POWER: 1 .8 hp@ 5 7 0 0 rpm – that’s not much TORQUE: 0 .2 9 kg/ m@ 3 5 0 0 rpm – no hills please PERFORMANCE: 3 5 mph – not with me on it BRAKES: Drum front & rear – adj usted up is better GROUND CLEARANCE: 5 .5 in – knee down? FUEL CONSUMPTION: 2 0 0 + mpg – smiles per mile higher WEIGHT: 5 0 kg – throw it in your estate car VOLTAGE: Six volts – no battery 2 3 W generator FUN FACTOR: 1 0 / 1 0

A ustralia. I t arrived in its original Honda packaging and while I struggled with the front wheel, my mate fitted it – a must if you want to see the traffic j am following behind. ROAD TEST AND CONCLUSION T hree months after arriving the finished P C 5 0 rolled off the ramp and a switch on the side of the Honda engine offers either cycle mode or engages the motor. P ulling up the decompressor allows the pedals to turn q uite freely and, once released, all 1 .8 hp q uietly comes to life. T here are no keys or starter switches and, with 1 6 stone aboard, a little peddling certainly assists when pulling away. F rom z ero to 2 8 mph took about 3 0 sec and returning to z ero about the same. I n all the ex citement we forgot to adj ust the brakes. A fter taking turns in riding up and down the road, adj usting the carb and generally feeling damned pleased with ourselves, the first decision was to start searching for another one. W hen you reach a certain age, fix ing up something of a similar vintage does offer much satisfaction. M any purists may not approve of some methods we used on this P C but it demonstrates our main thought was to restore not replace. W e broke the bank on this one but on a bright Sunday morning, parked by the beach, it looks every penny of the £ 6 5 0 outlay. So, young or old, we urge you to grab a mate, find a dead P ed, put it in your shed and have a go. T he only rules are… a fry-up to start and a chilled beverage come beer o’clock.

Beach-bound on a sunny morning, the perfect ‘Ped’ posing place

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CBG Workshop What we ‘bin’ up to... Oli

Tanks for that… When the petrol tank on my Bonneville started spraying fuel from the front seam it was apparent that some cracks had been ‘fixed’ with body filler. The tank had already been inexpertly sealed and badly painted too. So I managed to find a replacement tank and a whole bunch of spares for a reasonable price instead. The new tank is in the much-loathed 1977 tawny brown paint scheme but in remarkably good condition, so I’m back on the road. And for some reason I now own a clutch cable and grab rail for a Yamaha SR125, among other things, which turned up with the tank.

Steve

Frame and thumb Call me cynical, but I reckon old bikes don’t like being restored. Swing arm plus the suspension installed to both ends of the Yamaha CS3C and the ungrateful little sod bites me. The forks run external springs under rubber and this is what I get for ﬁtting some new, hand-made, gaiter support bushes…bikes, huh!

Matt

My brother Dan inadvertently ran out of oil in his Nineties Honda CG125, destroying the bottom end. So he duly bought a second-hand engine from eBay. Fitting was surprisingly straightforward until it came to the small bits at the end – different wiring connectors, different clutch arms and slightly different carburettor manifolds. All were overcome with some initiative, and on the ﬁnal stage – the bodywork – I noticed what makes Hondas such an impressive, well thoughtout machine. This panel ﬁxes to the tank and the chassis. The tank moves and vibrates, so Honda made one of the bungs articulated. How clever?

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Adjusting the primary chain on a T140 Bonneville Doing the paperwork before starting the job

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A SERIES OF long rides on my T 1 4 0 Bonneville had resulted an increasingly stiff clutch and a certain amount of noise from below, not least an intermittent and strident rattling sound. T he former made it clear to me that the clutch and primary chain needed adj ustment, while the latter deﬁnitely needed attention. T he triplex primary chain sits behind the left-hand engine casing and you can check for play by removing a cap in the crankcase behind the cylinder block. P oking a ﬁnger inside showed that the chain was slacker than the 3 ⁄ 8 in of a play it should have had. T o adj ust the chain, you must tighten ( or loosen) a fl ex ible tensioner situated at the bottom of the chain case. T his is done on early T 1 4 0 s, according to the

manual at least, by removing a plug in the base of the case and inserting a special tool, a short bar with a cheesehead and a screwdriver-type blade at the other end. T his locates in a slot at the end of the threaded adj uster and you turn it by using a fl at blade screwdriver. I n theory this is simple, but the frame on the T 1 4 0 gets in the way, both while trying to undo the plug and while turning the adj uster, and I didn’t have the special tool. F ortunately, a fellow T 1 4 0 owner, Garry, had come up with an alternative using a ¼in screwdriver bit and a small ratchet spanner. He also had a proper T riumph workshop manual, which made a change from relying on the Haynes book of vague instructions. F irst you have to remove the left-side

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Left: Garry’s special tools, the ratchet adjuster, wide true guide and clutch adjuster Above: Off with the casing

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footpeg, so there is access to the plug. This also moves the brake pedal out of the way. Ideally, you should also remove the brake pedal. I didn’t, which caused some minor issues later on with the brake light switch. Using one of those cheap and tiny ¼in ratchets you see for sale at autojumbles, I got the plug out bit by bit one click at a time and some of the oil in the chain case drained out. The screwdriver bit was inserted and while I could feel it turn the adjuster, it didn’t seem to be doing a lot to the tension. As I was going to inspect the clutch I decided to remove the chain case, so I could get a clear picture of what was going on. This meant an extra drain tub was

The adjuster in place

needed to collect oil that hadn’t come out when the plug was removed. Under the casing it was clear that the chain was slack, and the reason I wasn’t getting adjustment was that the threaded adjuster was only making a quarter turn and then the adjuster slipped back. This was because the exhaust pipe and engine casing stopped the ratchet from moving more than that. A ¼in spanner was used to hold the screwdriver bit in place, the ratchet spanner moved back, and the half turn needed was then possible. It took several turns to get the chain to the right

Checking the clutch springs are all in the same condition

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tension. N ex t, I wanted to find out why the clutch was so stiff, so the pressure plate was removed, and the friction and metal plates were ex tracted for inspection and cleaning and the springs checked for length and wear. A ll was okay, so the clutch was reassembled and adj usted using the centre screw in the pressure plate. U sing another of Garry’s tools, a wire gauge, I was able to check the clutch was running true. T he primary chain case was refitted along with the plug and the footpeg. A new clutch cable was also fitted to replace the decades old original, 2 0 0 ml of oil was added to the chain case and the bike was taken for a ride. I nitially, the clutch felt no different, but after replacing the alloy clutch lever I had fitted with the original pressed steel item the bike came with and readj usting the clutch at the pressure plate, things became much lighter. N ot to J apanese standards, but certainly a lot easier. T he noise from the chain case had almost gone, but there was still the persistent rattle. T his concerned me, so with the bike running at tickover I went around it carefully, trying to work out where the noise was coming from. A fter much head-scratching I discovered it was caused by a loose T riumph badge, which was happily rattling away on the petrol tank. W hat else could it have been, after all? Above: Using the wire guide to check the clutch is running true

Above: All back together again

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Next month

Next month Suzuki RE5 || MZ ES250 || Rocket 3 || Triumph Bobber || Indian Bobber || Hailwood’s bike part 3 || How to recommission your bike || Shetland classic || How to photograph your bike

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AJS Competition Model 18/55, former works short stroke engine (1955), ex Bob Manns ISDT 1956 etc, G50 crankpin, polished flywheels, £7800 Tel. 07866 598336 Northumberland

AJS 18MS, 350cc jampot, 1956, immaculate must be seen, owned for nine years, £3750 Tel. 01664 812723 Leics

AJS 30CSR 1961, CSR in good condition, 650cc, not mint, a good riding bike, £5000 Tel. 07842 234777 Northants

AJS MODEL 30 600cc twin, 1958, recent comprehensive restoration including engine rebuild, stainless rim & spokes, Owners Club certificate of authenticity, vgc, £4750 Tel. 01482 632091 E Yorks

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BSA A50, 1962, totally original, very good running order, MoT, good history, £3750 ono Tel. 01328 855673 Norfolk

ARIEL Red Hunter VH500, 1946, girder forks, rigid tail, twin port (2 pipes on one cylinder) 12V conversion, tank & chrome perfect, vgc, offers above £10,000 Tel. 07980 800252 Surrey

ARIEL COLT 1955, complete nut & bolt rebuild, showroom condition, stainless rims & spokes, new battery, £3500 Tel. 01664 474638 evenings Leics

ARIEL HUNTMASTER 1957, good clean condition, new tyres, carburettor, magneto battery 12 volt, original log book, £5000 no offers Tel. 01214 445320 West Midlands

ARIEL HS ring for details bike is in Cornwall £6500 Tel. 07779 742629

ARIEL NH Red Hunter 350cc, 1953, good condition, reducing collection, near junction 5 M40, £3950 ono Tel. 07703 304100 Bucks

BIANCHI MT61 1961, fairly rare ex Italian post war military bike, 318cc single cyclinder, very good original condition, snorkel high level exhaust, V5, MoT Tel. 07798 866071 Middx

BMW KI Touring, very tidy condition, 1993, 24,500 miles, 10 months MoT, £3500 ono Tel. 01242 245039 Gloucs

BMW R1150GS 2003, 34,000 miles only, good condition, MoT Sept, Givi 2 helmet top box Hepco Becker panniers, heated grips, comfy seats, spots, £3500 Tel. 07443 577278 Staffs

BMW R1150R 2003, 38,250 miles, full touring kit, BM panniers, Givi topbox, two screens & foot guards, heated grips, MoT May 2018, £2500 ovno Tel. 07719 220260 Merseyside

BMW R24 1949, 250cc, had a full professional restoration about five years ago, £6500 Tel. 01539 620429 Cumbria

BMW R60/7 87,600 miles, 1977, MoT, professional service, alloy guards, wide bars, some rewiring, original parts supplied, vgc, £4100 Tel. 01603 861220 Norfolk

BSA C11 1952, older restoration, in good running order, not getting used enough I also have some spares, £2600 Tel. Jim 01772 631309 Lancs

114 AUGUST 2018 || CLASSIC BIKE GUIDE

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01924 406135 / 07917 260260 email: Michael@rhubarbcounty.co.uk www.mikeivesmotorcycles.co.uk

Call or Visit our website for more details on our motorcycles!

Viewing by appointment only please this way we can give you a personal service!

“Probably the ﬁnest collection of Classic Motorcycles anywhere to be found” BSA A10 Golden Flash 1957: We have just recently brought this bike back to the UK from a fellow European Country, The bike has good compression starts well does not smoke or rattle, all gears select the bike rides as you would expect. We will register the bike with the DVLA to obtain a UK V5 certiﬁcate for the new owner................................................... £6,500 Matchless G11 600cc Twin 1956: This bike has been in a private overseas collection for the last 20 years. The bike will need some light recommissioning which we will undertake it has been cared for very very well and a credit to its previous owner. The condition we would score as 90%, viewing highly recommended .................................. £5,650

Triumph T120V Café Racer Build: A very special Bonneville build made by known builder Vagn Jensen in Denmark. Every single bit has been touched and gone over. Built from the ground up! 5-speed gearbox. All hardware (nuts/bolts etc) is new stainless or zinc plated original. Nothing has been overlooked on this machine. Runs great and still needs running in! The exhaust note is breath taking. Must see and hear in person! ........................£9,000

BSA A65 Thunderbolt 1962: This bike has been repatriated back to the UK from a fellow European Country. The bike comes with a UK V5 certiﬁcate along with a current UK MOT. If you’re looking for an honest A65 single carb then look no further ....................... £5,750

Norton Commando from 1972:

We have repatriated this bike from a fellow European Country, all UK taxes have been paid with proof which comes with the bike. We will register the bike with the DVLA and it will come with a year related UK V5 registration. The previous owner looked after his machine without a thought of expense, as you can see the bike is in ﬁrst class condition, there are a few MINOR scuﬀs here and there which proves the bike is in its original form we will service and MOT the bike for its new owner, viewing highly recommended don’t miss this opportunity ......................... £9,250

Triumph Speed Twin 1938: This 1938 Speed Twin is as far as we can tell original; having said that we think it may have had some paintwork done over the years. These pre-war bikes are becoming very desirable and prices are hitting mouth-watering figures. We will fill out all the paperwork for the new owner to obtain a UK V5 with age related number plate. The import NOVA certificate also comes with the bike ......................... £12,500

Unit 2, Station Yard, Halifax Road, Liversedge, West Yorkshire WF15 6PS CLASSIC BIKE GUIDE ||AUGUST 2018 115

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BSA A10 Golden Flash, 1959, very nice example, electronic ignition, rebuilt dynamo 2016, beautiful usable classic, £5750 ovno Tel. 07900 497373 Somerset

BSA B31 1954, fully restored engine & frame nos match BSA records, showroom condition, ready to ride or show, £4950 may take small bike p/x Tel. 01905 21667; 07966 178348

BSA B40 1965, ex-AFS bike, much original, oily rag condition, but lost spark, £1700 Tel. 01928 717844 Cheshire

BSA BANTAM DI frame D10 engine, complete respray, electronic ignition, new levers cables, chain, many other new parts £1200 Tel. 07951 270827 Berks

BSA BANTAM lovely red Bantam, in good condition & great fun to ride, has a current MoT but is exempt, £2150 Tel. 07850 444339 East Sussex

BSA BARRACUDA matching numbers, 250cc, single, ride as is or improve previous new handlebars and controls, mudguards, battery, reducing collection, £2150 Tel. 01723 372219 North Yorkshire

BSA GOLDEN FLASH 1950, older restoration, original reg with V5, new exhaust pipes & silencers, new tyres, £4500 Tel. 01792 873536 Swansea

BSA GOLDSTAR ZB, 350cc, 1949, bike starts & runs well, a beautifully restored machine, loads of money spent on restoration, £6500 ono Tel. 07817 256283

BSA SHOOTING STAR 500cc, 1959, good clean condition, lots of chrome, new tyes, alloy rims & lots more new parts, £5000 Tel. 01214 445320 West Midlands

BSA SHOOTING STAR 1962, dating certificate, vgc, rides as it should, history known for 20 years, reducing collection, must be seen, £6250 Tel. 01723 372219 North Yorkshire

DKW RT200VS 1959, original, 8300 miles, unrestored in running order, well looked after, nice patina, £2400 Tel. 017772 774770 Lancs

DUCATI GT750 1974, great condition, owned for 30 years, starts runs & rides great, £20,000 Tel. 07847 454234 East Yorkshire

HARDING TRICYCLE with cyclemaster 32cc, been completely refurbished to concours condition having recently won a prize at the Ardingly Classic Motorcycle Show, offers Tel. 07702 001509 East Sussex

HARLEY DAVIDSON XR1200 2010, 10,600 miles, full MoT, excellent condition, on Sorn, Bassani exhaust system, £6500 Tel. 07786 232232 Tyneside

HARLEY-DAVIDSON Iron Head Sportster, English reg with V5 as January 1980, totally rebuilt with new parts where required, new paint, £5500 ono Tel. 07624 417039

HERALD 250 Classic, 1000 miles, September 2015, mint condition, genuine reason for sale, £1650 Tel. 01747 853957 Dorset

HONDA CB500-4 1976, 41,800 miles, superb condition, 4 into 4 exhaust, owned by same family since 1981, t&t exempt, only 200 miles since MoT July 2017, £5500 Tel. 07811 333373

HONDA CB750 K2 1972, new seat, new handlebars, new clutch, new paint, new battery, honest example of this model, £5850 ono Tel. 07968 089939 North Yorkshire

HONDA CB750F 1978 Cafe Racer, alloy tank, electronic ignition, powder coated frame, plus many new parts, vgc, £5000 Tel. 07811 170592 South Devon

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HONDA CB750FB 1981, very good condition, completely standard bike except for fly screen, showing 28,000mls miles, £2950 firm Tel. 07890 570990 West Midlands

HONDA CUB 90 tidy commuter, on Sorn, £700 Tel. 01484 318160 West Yorkshire

HONDA GB500TT aesthetically pleasing little Cafe Racer in the Gold Star mould, absolutely pristine condition Tel. 01204 791764 Lancs

HONDA H100S-J 1989, good reliable runner, good tyres, top box & spare front wheel, £650 Tel. 07720 718585 Sutton

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HONDA CB650Z, 1984, MoT May 2019, very good condition, £1850 Tel. 07796 031849 Hampshire

HONDA RVF400R NC35, 1995, vgc, special paint job Colin Edwards Laguna Seca tribute, recent full service, £4750 Tel. Paul 07847 454234 Sheffield

HONDA VFR400R NC30, 1994, excellent original condition, 21,000 miles, new tyres, datatool, alarm, currently Sorn, £6000 Tel. 07801 932127 Bucks

HONDA VFR400Z 1989, rare Z model, unfaired street bike, twin headlamp, good original condition, low mileage, exhaust solid, £1250 Tel. Paul 07847 454234 Hull

IZH PLANETA Sport 350, 32BHP, 9840km, recent tyres, tubes, battery, crank seals, MoT June 2019, interesting rare classic, £1000 ono Tel. 01159 556145 Notts

KAWASAKI F11 Samurai, 1973, UK reg, US import with a UK age related number plate, daylight MoT until August 2018, £2550 ovno Tel. 01952 461143 Shropshire

KAWASAKI AR50 C10, stunning, 1995, lovely little bike, covered just 5867 miles, MoT, Haynes workshop manual & owners handbook, £2850 Tel. Jon 07768 365974 Oxfordshire

KAWASAKI GPZ500S 1994, MoT, new 2 into 2 Delveka exhaust, aluminium rad battery, new engine bars, resprayed, 26,856 miles, good tyres, £1000 Tel. 01655 331721; 07920 141700 Ayrshire

MATCHLESS G11 1959, documentation, original registration, fully restored, every component finished to highest spec, £5250 ono Tel. 07887 544207 Glos

MATCHLESS G12 650cc, 1959, super condition, electronic ignition, regularly used, full restore by previous owner, wonderful sound from original exhausts, £4850 ono Tel. 01256 472095 Basingstoke

MORINI 350 STRADA 1974 Spanish import with NOVA Cert, part restored rebuilt wheels, good tyres, new chain/sprockets, Armours stainless silencers, £2650 Tel. 07788 442155 Somerset

MOTO CONFORTE rare 1941, 98cc twinport, runs well, £1400 Tel. 07932 576663 Cornwall

MOTO GUZZI Le Mans 850 MK1, 1978, 20,963 miles, new electronic ignition, original paint, lots of new original parts fitted, sounds nice, on Sorn, Tel. 07821 672576 West Midlands

118 AUGUST 2018 || CLASSIC BIKE GUIDE

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CLASSIC BIKE GUIDE ||AUGUST 2018 119

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MOTO GUZZI V50 1982, 500cc, shaft drive V twin, left foot brake, right foot gear change, long MoT, £2000 Tel. 01522 753100 Lincs

MOTO GUZZI V65 1986, 29,000 miles on the clock, MoT till March 2019, new battery, rear tyre & stainless front pipes, £1800 Tel. Jim 07591 134791 Lancs

MV AGUSTA F4 only 9500 miles, new MoT & tyres, excellent unmarked condition, rides superbly, 100% reliable, oiro £7500 Tel. 07887 658061 West Sussex

NORTON ATLAS complete as photo, engine, gearbox out ready to refit, 1965, V5C, USA import, good condition, 7745 miles, offers over £5000 Tel. 01132 854135 West Yorkshire

NORTON DOMINATOR 600cc, lovely bike, vgc, strong engine, matching numbers, to heavy now, £6000 firm Tel. Brian 01162 880266 Leics

NORTON ES2 1938, very original correct nos, will need restoring, all documents plus history, £7000 Tel. 01749 860377 Somerset

RELIAN TRIKE 850cc, MoT, good runner, now too heavy, sell or swap for small classic bike or low cruiser, £2300 Tel. 07470 387302 Durham

ROYAL ENFIELD Combination 500cc EFI, 2016, 373 miles, 2018 sidecar, GP Manx (70 miles only) steering damper, tonneau cover, vgc, £8000 ono Tel. 01278 459723 Somerset

ROYAL ENFIELD 350cc Clipper, 1956, new tyres, rims & stainless spokes, new DVR2 dynamo voltage regulator, top end overhaul, runs well, £3250 ovno Tel. 01832 731844 evenings; 07580 249601 Northants

ROYAL ENFIELD 500 Bullet, 2004, only 2400 miles from new, stainless wheels & silencer, Amal carb, Boyer ignition, loads of spares, MoT, £2200 Tel. 07936 432701 Kent

ROYAL ENFIELD Bullet, 350cc, 100% overhaul engine & cycle parts, new rims & tyres, paint, exhaust etc, looks like new, £2200 Tel. 02392 713432 Hampshire

SAMMY MILLER CUB Pre 65, completely rebuilt 199cc engine supplied by Meriden Triumph Electrex World ignition, Mikuni carb, trials engine & gearbox, £4500 ono Tel. 07790 600703

SCOTT 1933 TT replica, not been on road since the 1950s, engine, wheels, brakes, radiator etc all done & ready for recommissioning, £8950 Tel. Ken 07939 001115 Leics

SPRITE trials bike, project, road reg, 1970, J reg, 125cc Villiers engine, Duplex frame, 1980s Japanese tank, wheels & forks, £895 Tel. 07785 223029 Lancs

STEIB 350 SIDECAR genuine 1951, complete total restoration, all stainless fittings, all new seats/ screen/tyre/stainless rim/hydraulic braked wheel, £4000 Tel. 01322 276378 Dartford

SUZUKI 250GS 1981, 17,700 miles, MoT, ready to go, £725 Tel. 01698 305761 North Lanarkshire

SUZUKI B120 call for details £425 Tel. 01323 488702 East Sussex

SUZUKI GS500EW 1998, MoT November, vgc, buyer collects, sensible offers, Tel. 07808 090174 Bucks

SUZUKI GSX600F 1990, vgc, 32,000 miles, new brake calipers, disc pads & battery, new tyres, steering head bearing & fork seals fitted last year, £1250 Tel. Bill 01286 881644 Gwyedd

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TRIUMPH 21, 1958, matching nos, ride or restore, all metal bath tub etc, £3000 ono Tel. 07837 865016 Notts

SUZUKI TS250M 1977, 22,000 miles, one owner from new, very good condition and recent renovation, £3000 Tel. 01386 860654 Worcs

TERROT TENOR nice bike, 1961, £1850 Tel. 07513 269252 Staffs

TRITON 650cc, 1955, pre-unit, Triumph T110 engine in Norton frame, Gold Star sweptback exhausts, alloy tank, fully restored, BTH electronic ignition, £9500 ovno Tel. Graeme 07717 733556

TRIUMPH Hinckley Bonneville, bought new in 2001, always been parked in garage when not in use, mileage of 6214 genuine, MoT, ‘51 reg plate, £3800 Tel. 07967 668664 Surrey

TRIUMPH 21 3TA ‘Bath Tub’ 1963, a full restored classic, full nuts & bolts restoration in 2017, numbers all corrected, £4135 ovno Tel. 07582 351060 Lancs

TRIUMPH 6T Thunderbird, 1954, rigid sprung hub, good condition, matching numbers, original reg plate number, can deliver, bargain £11,000 Tel. 07443 642408 West Yorks

TRIUMPH 6T Thunderbird, 1955, restored a few years ago, complete history, all receipts with bike, old logbook, V5C, £7850 ono p/x why? Tel. 07443 642408 West Yorks

TRIUMPH BONNEVILLE 1970, provenance known, matching numbers, detailed rebuild by professional engineer, vgc, 1095 miles, £11,250 no offers Tel. 07940 319166 Surrey

TRIUMPH BONNEVILLE T120, 4 speed, 1972, 17,000 miles, matching numbers, immaculate condition, electronic ignition & regulator, new paint, £5950 Tel. 01270 662186 Cheshire

TRIUMPH BONNEVILLE T140 1977, OIF, matching numbers, new MoT, would benefit from light restoration or just ride as is, Tel. 07860 395534 Kent

TRIUMPH DAYTONA 1969 rebuilt engine, frame & forks with nos petrol tank & seat, new twin carbs, harness & electronic ignition, MoT, £6450 Tel. 07799 075752 Edingburgh

TRIUMPH T100P 1970, 500cc motorcycle complete renovation, £5650 Tel. Paul 07925 540309 Cumbria

TRIUMPH T120R Bonneville, 1970, matching engine & frame numbers, MoT, original paint, £9000 ovno Tel. 01204 412157 Lancs

TRIUMPH T140 Bonneville, 1981, 18,000 miles, twin front, new tyres, lots of history, vgc, on Sorn, matching numbers, £4800 ovno Tel. 07922 649520 Leics

TRIUMPH T140E Bonneville, 1979, completely restored to high standard, engine rebuilt including mains, big-ends, re-bore, pistons, valves & guides, £5500 Tel. 07801 827437 Suffolk

TRIUMPH THUNDERBIRD Sport, 11,500 miles, owned for the last 20 years, superb original condition, Tel. 01302 710704 South Yorkshire

122 AUGUST 2018 || CLASSIC BIKE GUIDE

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TRIUMPH THUNDERBIRD 1996, vgc, many spares and extras, full history, too heavy now, consider exchange for American or Speedmaster £3900 Tel. 01509 559930 Notts

TRIUMPH THUNDERBIRD 6T, 1954, rigid sprung hub, matching numbers, original reg number, very nice condition, original throughout, may p/x why? £11,500 Tel. 07743 642408 West Yorks

TRIUMPH TIGER T90 Convert T100 engine, original reg Boyer ignition, great sound, £4850 Tel. 07598 315018 Glos

TRIUMPH TIGER CUB 1958, recent complete engine & gearbox rebuild with 12V Boyer electronic battery-less ignition, still being run in, good all round condition, £3100 Tel. 01684 592738 Glos

TRIUMPH TIGER CUB 1962, V5, has a 1967 square barrel engine fitted, many new parts, £2750 can be viewed in Edinburgh Tel. 07917 021713

TRIUMPH TR5T Trophy Trail/ Adventurer, 1973, total restoration, original, first kick starter, matching numbers, like new, £8650 Tel. Mike 01722 744037 Salisbury

TRIUMPH TR6 1967, MoT till Aug 2018, approx 19,800 miles but cannot guarantee, matching engine/ frame no, £7500 ono Tel. 01622 632595; 07731 953693 Kent

TRIUMPH TRIDENT T160, 1000cc (Norman Hyde Conversion), 1975, fitted with alloy rims c/w s/s butted spokes, twin disks, £9000 ono Tel. 07990 735928 Bucks

TRIUMPH TROPHY 1965, matching numbers, age related plate, twin carb head, new concentrics, Boyer ignition, TLS front brake, 2500 miles since rebuild, £5000 Tel. 07990 553874 Staffs

VELOCETTE VOGUE MoT, rides superb, lots of stainless, engine first class, 41,000 miles, Stafford show bike, £2600 Tel. 01782 392090 Staffs

VELOREX SIDECAR undercoat painted some fittings new tyre, good seat, lights need wiring, new screen, £375 Tel. 07946 485404 Notts

YAMAHA FS1E DX 1977, original & unrestored, bought bike from first owner around 15 years ago, left in storage for a long time, mileage 11,000, £4750 ono Tel. 07404 486092 London

YAMAHA FZR1000 EXUP, 1990, vgc, 14,657 miles, well serviced & maintained, EBC prolite discs at the front & Goodrich hoses, MoT, £3250 Tel. 07964 266863

YAMAHA RD250C straight, clean bike, front and rear disk, good exhausts, German import, V5 present, on Sorn, £2850 Tel. 07984 608285 Bedford

YAMAHA RD250C blue, good clean bike, German import, bike is UK reg in my name V5, on Sorn, £2800 Tel. 07984 608285 Bedfordshire

YAMAHA RD400 classic 1977, professionally restored 4 years ago with no expense spared (receipts to prove), all original parts, full engine rebuild with only 4230 miles, £7000 Tel. 07592 908218 Wolverhampton

YAMAHA RS200 1981, 12V electrics, electric & manual kickstart, vgc, one years MoT, new battery & front tyre, runs & rides well, £1850 Tel. 01227 740909 Kent

YAMAHA SJS6 Diversion, panniers, carrier, very clean, 2011, 8400 miles, swap for good CB600F Hornet with low miles, £4000 ono Tel. 01709 579556 South Yorks

YAMAHA YB100 1986, in good original condition, runs well, new clutch cable fitted, chrome all original, £950 ovno Tel. 07909 953124 Berkshire

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CLASSIC BIKE GUIDE ||AUGUST 2018 125

Reader adverts For Sale AJS MODEL 14 1958/59, engine standard bore, deglazed, new rings, complete bike has been running, now dismantled because of twisted headstock putting wheels out of alignment, needs paint, chrome, tlc, V5 present. Tel. 07958 795335. Teesside. ARIEL COLT 200cc, three bikes to choose from. Honda Benly 200cc. Tel. 07736 648768. Lancs. BSA BANTAM 1962, D7 round tank/back light model rid/restore. James Sports Captain engine, swap for 2T or 4T engine, any condition £750. Tel. 07934 114301. Monmouthshire. BSA C10L 1953, excellent condition, £2500. Tel. 01515 385013. Wirral. BSA ROCKET 3S 1969, pair matching numbers, imports with Novas, ground up rebuild, almost everything new, not yet run, 95% complete, few parts needed to finish, £2300. Tel. Bob 07886 799615. Stoke-onTrent. HONDA 50R HRC racer, 2003 Dream, fabulous, rare CR110 replica a mechanical masterpiece, brand new, never started from a private collection, £8000. Tel. 01522 703687. Lincs. HONDA CB250N Superdream, fully restored, low milease, superb example, 1978, T reg, 12 months MoT, £2200 ovno. Tel. 01925 470285. Cheshire. HONDA GL500 Silverwing, 1982, 73,000 miles, new screen, new back tyre radio side and rear boxes, tool kit, MoT, run out spares as well with bike, £900. Tel. 07725 947876. West Midlands. HONDA H100 S-J 1989, good reliable runner, new tyres, top box, £650. Tel. 07720 718585. Surrey. HONDA VFR750FT 1996, Givi panniers, Baglux cover & tankbag, powder coated wheels, Maxton forks, stainless pipes and can, new battery, chain sprockets, £2000. Tel. Jim 07974 071187. Lancs. MATCHLESS G9 very good condition, alternator model, ali rims, £4000. Tel. 02083 045132. Kent. SUZUKI GSX600F 1990, very good condition, 32,000 miles, silver, new brake calipers and disc pads, new battery, new tyres and steering head bearing last year, £1250. Tel. 01286 881644. Gwyned. SUZUKI GT185 lots of work done, many new parts, some parts rechromed other parts powder coated, some spares, £1200 ono. Tel. 01282 838231. Lancs. SUZUKI T500 1974, good condition, with sensible modifications, non matching numbers, registered historic, good tyres, MoT, includes many useful spares, £2950. Tel. 07733 324707. East Hampshire. TRIUMPH T110 1955, all in original condition, sweet engine, good starter bargain at £7500 may p/x why? Bar end mirrors, £8 each. Tel. 07443 642408. West Yorks.

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TRIUMPH T110 all original condition, very clean bike, £8000. Tel. 01908 642105. Buckingshire. TRIUMPH TR25W runs and rides well, matching numbers with V5C, sounds awesome nice patina always garaged, money spent over the years, new chain, Hagon rear shockers MoT exempt in May, above average condition, £2750 ono. Tel. Mike 01934 744195. Somerset.

Parts For Sale AMAL CONCENTRIC CARBS 32mm pair complete concentric Mk II R2934. Smiths 120mph chronometric speedo No 5608/11 1450, Suzuki GS1000 starter motor working. Tel. 01772 783774. Lancs. BMW K100RS rear panniers + mounting brackets, £95. Rear light unit + mounting seat base, £35. Two rear indicator units, £30. Two front lower air ventside panels, £30. Front fairing with screen, £85. Headlight unit no glass, £20, all parts in metallic black. Tel. 07853 73555. Wiltshire. BSA A65 Lightning kickstart, genuine fits all unit twins and later unit singles, superb condition, £40 no offers, also DB32 polished fly wheels, Conrod, £275. Tel. 07711 956019. South Yorks. BSA A65 parts inc crank cases, cyl head, inlet manifolds, clutch basket, Devimead pressure plate, A10 cyl/head plus barrels/pistons. Tel. 01772 783774. Lancs. BSA ASSORTED SPARES: C15 trials/scrambles, pair of headlamp shrouds, £40. R/G Star original number plate, £40. Gold Star/B31/33, inner primary chaincase, no damage or repairs, £150. Single cylinder magneto for exchange, condition unknown but does spark, £75. Tel. 01865 762859. BSA C15 250 engine unit, £450. 1955 G9 Matchless crank cases, very good, £75. BSA B25 spares, grank assembly cycle head, cycle barrel, all good. Tel. 01262 488672. East Yorkshire. BSA C15 ENGINE crank cases, £35. Inner timing case, £19. Outer timing case, £19. Cylinder head, £18. Rocker Cover, £12 all + postage, pictures available. Tel. 07764 374926. Cambs. BSA OUTER TIMING COVER fits B31, B33 etc, bargain, £20 p&p at cost, also bar end mirrors, bargain, £8 plus p&p. Tel. 07443 642408. W Yorks. F2 350 ROLLING CHASSIS stainless braided brake lines, four Lockheed racing calipers on three disc brakes, 13” alloy wheels, priced to clear workshop space, £250. Tel. 01302 851716. South Yorks. GIVI CARRIER suit 2011 Diversion electric type, £30. Hand guards, brand new in box, black, £35 with post. Tel. 01709 579556. Rotherham. HONDA 50 1963, green, spares/repair, £100. Tiger Cub tank, c/w badges, £80. Gilera 125FX 2T, engine cases nos, 98-05, offers, autocycle wheels, £50. Tel. 07934 114301. Monmouthshire.

126 AUGUST 2018 || CLASSIC BIKE GUIDE

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HONDA CG PARTS for 1998 Limited Edition, enclosed chainguard, oblong headlight with bulbs, rear light/number plate mount, dirt deflector, all good, £25. Tel. 01702 526247. Essex. HONDA C90 engine & gearbox & carburettor, £80. Tel. 01622 676324. Kent. LEADING FRONT FORKS for DOT 1954 SD model. Tel. 01482 881638. East Yorkshire. MOTO GUZZI V1000 two of both with V5, each engine fully rebuilt, valves guides, rings and all bearings and seals, lightened single plate clutch, alloy timing gears polished rockers and alternator cover, vapour blasted engine, like new. Another engine in bits, so many parts, enough to build two bikes. Three sets of wheels one pair spoked with floating discs. Tel. 01409 211662. Devon. NORTON COMMANDO alloy fork yokes RGM Part No 050705 suit 1971 on, offset 2.13/16 in, £100 + postage. Tel. 01827 874609. Staffs. PAIR OF CHROME saddle springs 130mm high and two silencer reducers 44mm and 40mm diameter, all new, £5 . Tel. 01702 526247. Essex. PANTERA II FAIRING black and silver flexs, complete with fittings, fit most bikes with twin front down tubes frame, with a spare fairing with slight repairable damage, £195 the lot, buyer collects. Tel. 01495 759234. South Wales. SCREEN FOR AN AVON Streamliner dustbin, £100. triumph T140 h/lamp brackets, good chrome, £30 pair. BTH type KC2-AC9, mag casing only, no armatour, £40. BSA A&B model, rear m/guard stays, £30 pair all + p&p . Tel. 01653 331721; 07920 141700. Ayrshire. TRIUMPH pre-unit oil tank and tool box with lid, £100. Cover for crank case oil filter, F486, £3. Unit Triumph two batt retainers F6897, £8. Two 12 volt coil new with brackets, F6943, F6944 with clips E6389, £25. Front Garo original, £80. Rear brake spindle, £2 all plus postage. Tel. 01933 355796. Northants. TRIUMPH T120R 1961, matching numbers, £13,500 no offers. Tel. 01978 759915. North Wales. YAMAHA RD200DX 1976, frame, forks, wheels/tyres, brakes, two tanks one good, one iffy, rear shocks, good seat, side panels, oil tank, air box, no engine or electrics, wiring, clocks, switches, free to collector, will not split, the lot or nothing. Tel. 07709 209951. East Manchester.

Wanted ANY AGE OR CONDITION motorbike or moped as we are looking for a project for me and my boy will travel upto 150 miles. Tel. 01872 241852. Cornwall. ANY MAKE OR SIZE classic motorcycle wanted in any condition from a basket case to one in nice condition, cash waiting. Tel. 07811 189755. Staffs.

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ANY OLD MOTORCYCLE any condition even if you think its scrap, project required even off road bikes, cash waiting. Tel. 07415 431944. East Yorkshire. AUTOCYCLE CYCLEMOTOR Brockhouse Corgi or older moped wanted for a restoration project, anything considered, will travel, but prefer Midlands area. Tel. 07983 832076. Staffs. BSA B31 wanted needing renovation, a oily rag bike would be great anything considered. Tel. 01748 811676; 07810 434147. Yorkshire. BSA RESTORATION PROJECT wanted, anything considered, from a Bantam to A10 or A65, have cash & will travel, prefer complete bike, but unfinished project or spares ok. Tel. 07984 225937. Leics. BSA ROCKET 3 MK1 wanted, restoration project, anything considered or four pipe Ariel square four. Tel. 07971 478243. Yorks. BSA SLOPER 1930, 500cc, OHV crankcases, need a good set of cases to complete my bike must be matching pair & in good condition, fair price paid. Tel. 07522 560947. p.tunnicliffe67@gmail.com GREEVES 32DC Sports twin main alloy frame 1961 on. Tel. Roger 01363 84200. Devon. d.brooking36@btinternet.com HONDA HORNET 600 looking for a right side panel to fit a Honda Hornet 600, 2006 model. Tel. 01628 668799. Bucks. HONDA TL125 and Yamaha TY must be good, cash buyer . Tel. 07919 437931. Bucks. HONDA WANTED 1960s CB77 or CB72 for restoring, any rough condition, in bits, basketcase. Tel. 01978 842668. Clwyd. MATCHLESS G3LS motorbike bike lift ramp table wanted, good condition. Tel. 07788 768313. Bucks. NSU QUICKLY and cycle masters or just parts. Tel. 07790 168224. Warwickshire. PETROL TANK for Matchless 350cc G3LS, year 1952, good condition ready to use. Tel. 07788 768313. Bucks. SUZUKI DR/SP500 PARTS wanted anything considered including complete/incomplete non runner/runner. Tel. 01305 826670. Dorset. SUZUKI DR400 twin shock parts wanted, anything considered, including complete/incomplete non runner/runner. Tel. 01305 826670. Dorset. SUZUKI TS250 1969/1970 Savage parts wanted, complete/incomplete non runner/runner also considered. Tel. 01305 826670. Dorset. VELOCETTE VIPER or Venom wanted needing renovation or in oily rag condition, anything considered. Tel. 07716 19554. Sunderland. WANTED FOR BMW R50/5 or R60/5 1970-1973, pair of Bing carburettors in good working condition. Tel. Mike 01992 571579. Essex.

Miscellaneous BAMBI MODEL 75 air compressor, good condition, parts book & instructions, £150. Tel. 07763 496526. Kent. BELT BUCKLE HarleyDavidson motorcycles, double eagle on front, made USA 1993, belt buckle HarleyDavidson made USA 1983, single eagle on front, £36 phone for details. Tel. 02086 414238. Surrey. BIKE JACKET mens Arma Kenji leather 44” brand new, unworn, £180 ono. Tel. 01353 720885. Cambs. BOOKS: F. W. Neill, AJS (single cylinder), £10. Haynes manual, Norton Twins, £5. Haynes manual, Triumph 650/750 Twins, £5. All books are plus postage and packing or you can collect. Tel. 01728 603863. Suffolk . CLASSIC BIKE MAGAZINES: from 1988 to 1994, approx eighty offers, Classic Bike Guide 2009 to 2012 approx seventy, offers. BSA 8” brake plate with shoes. Tel. 01684 293594. Glos. GAUNTLETS leather with Thinsulate & Kevlar, size XL, brand new, unused still with tags attached, cost £75, sell for just £39 inc p&p. Tel. Ron 02086 995307. London. LADIES LEATHER motorcycle jeans, black, size 12, 27” inside leg, little used and in good condition, £30 only. Tel. 01503 240732. Cornwall. MAGAZINES: total of 140 classic motorcycle magazines (mixed titles - Classic Bike Guide, Classic Motorcycle, Classic Bike, Classic Motorcycle Mechanics) from 2007 to 2017, all in mint condition, £50 plus postage or collect S.E. London. Tel. Ron 02086 995307. MATHEW NORMAN Breguet carriage clock, size 7 1/2” x 4 1/4” x 3 1/2” solid brass, Grande 8 day strike, repeat, alarm, calendar, moon phase, day date, new unused, collectors, piece, value £6000, swap for British Motorcycle, cash either way. Tel. 01495 759234. Gwent. RACE LEATHERS Spidi one piece lined race Leathers, black, gold, red and white with Fieldsheer knee sliders, to suit someone 5ft 7in tall 42in chest 30in waist 30in inside leg, in excellent condition, recently cleaned and treated, with receipt to show, £120. Also one piece wet suit to go over the above leathers in red as new condition, £25 . Tel. 01613 711960; 07754 727265. North Manchester. RUKKA CORDURA III jacket 38” chest; trousers 37” waist, 32 leg; pair new size 9 Jolly boots; Frank Thomas size 9 boots, all in good order, offers. Tel. 02086 931003. London. SINGLE MOTORCYCLE TRAILER complete with spare wheel, ramp and lighting board, robust and tows really well, surplus to requirements, £150. Tel. 01743 860362. Shropshire.

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Opinion

FRANK WESTWORTH

“His road positioning was flawless, aiming for sightlines and adjusting to the road camber. Our speed slowly crept up until we were running into licence-damaging areas. But the roads were clear and appeared camera-free – it was a great, exhilarating ride.”

Sunshine Supermen. F rank ﬁnds a friend on a ﬁne day ’ s riding

WHAT AN AWESOME summer it is for riding. I write this with only a few fingers crossed, as publishing deadlines almost inevitably mean that you’re reading this while the skies are black and a biblical thunderstorm hammers at your windows… but from here, the weather is as startling fine as it always was in our youth. I have no idea how it can be, but no matter what actual age we are, youthful summers were always glorious, while later versions were less so. T his is actually impossible. I was considering this while powering down the truly ex ceptional riding road which is the A 4 8 3 , heading south after a cultural ex cursion to N orth W ales. Th ere’s an O K Diner at O swestry – how more cultural can a chap’s day get? A nd the sky was clear blue, the old air-cooled pushrod twin was doing what they do best and although there were delightfully few cars on the road, there were loads – and I do mean L oads – of bikes. T hey were almost all heading the other way. T his tells you one of two things: either you’re lost and they all know where you should be going, or you’re travelling at the same speed as all the bikes on your own side of the road. E ither way, much courtesy, and not too much hooliganism. M uch waving and gesticulating too. L ike being in F rance. W e rattled blissfully along, the bike and I , savouring the clear roads and bright skies. I delight in riding alone. R iding alone is the best kind of riding. N ot for me the endless frustrations of riding in a group or even with a pal or two. E veryone else is either too fast or too slow. O nly I ride at the right speed. T his is true. O ther views may also be unavoidable. M irrors are a great invention, unlike sat nav. I n my mirrors appeared a light. A fter a mile or two the light separated into three lights, the familiar pattern of a BM W with running lights. O ther marq ues fit them too, but I always think BM W . A nd this time I was correct, which makes a refreshing change. T he lights caught me up somewhere near W elshpool, and drew alongside at a red light. He nodded. I nodded.

T his is the best kind of conversation – the silent kind. E veryone involved knows what they’re talking about… which is another refreshing change. W e pulled away together and he dropped back. O kay. O n we rode for maybe another 2 0 , 3 0 miles of mostly unencumbered roads, until he overtook, waved. F air enough; I am no rapid rider and prefer to enj oy the scenery I ’m passing through. I waved back, j ust in case BM W mirrors are good enough for it to mean anything. A nd off he went… at ex actly the same pace. E x cept it wasn’t q uite the same pace. His old, ( mostly) air-cooled pushrod ( sort-of) twin braked harder into corners than I prefer, we cornered at the same speed, but he accelerated less lifting out of the bends. But our riding rhythms were very close. R emember that I dislike riding in company. T his was actually ex cellent. V ery enj oyable. His road positioning was fl awless, aiming for sightlines and adj usting to the road camber. O ur speed slowly crept up until we were running into licence-damaging areas. But the roads were clear and appeared camera-free – it was a great, ex hilarating ride. W e both touched toes but at different parts of the bends, and I was constantly humbled a little by his eastern E uropean registration – his own roads were ridden on the right. An d then at an A bergavenny j unction he headed for Hereford in the north-east, while I ran south to N ewport and the M 4 . W hat a ﬁne afternoon. C ouple of hours of entirely enj oyable riding on machines as divergent as can be, both luggage laden and decently competent. A pleasure. O nly later that evening, as I sat in a diner chatting with a bunch of much, much younger sportsbike riders regaling each other with what sounded to this old fool like a suicidal day in the mountains; only then did it occur to me that anonymous riding companions were very common when I was younger. Th ey’re not now. Th ey’re remarkable now. W hich is why I ’m writing about it. I f you were that GS BM W rider – hello!

Frank Westworth is the editor of RealClassic magaz ine, the latest in a long series of publications that began in 1982 when he was bullied into producing The Jampot, the previously ex cellent magaz ine of the A J S & Matchles s O C. He was also founding editor of Classic Bike Guide and briefly returned as a penance. O r something. He has a mysterious obsession with riding obscure and elderly motorcycles, which he does very slowly…

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