Classic Motorcycle Mechanics October 2017

SUZU UKI RG500

80S

Walte er Wolf ridden

HONDA CL16 60/175 Buyer’s guide

60 0S

Why the 99 96 Biposto is the best modern cla assic Ducati EVER.

October 14-15

SLIGHT SPEAKS

Aaron is Stafford Show star!

October 2017 Issue 360

FIVE DECADES OF MODERN CLASSIC MOTORCYCLE MECHANICS INCLUDING: 00s: Honda GL1800 Gold Wing ridden.

90s: Ducati 996 Biposto ridden. 80s: Yamaha DT175 MX resto ridden! Honda VF750F resto. 70s: Suzuki GT550 rebuild and tune, DIY powder-coat Z-parts, Honda CB750K2 forks, Yamaha RD350 seat renovation. Also: Q&A and your bikes and memories!

October 2017 Issue 360 Publisher: Dan Savage, asavage@mortons.co.uk Contributors: Joe Dick, Kevin Larkins, Scott Redmond.

Art Editor: Justin Blackamore Picture Desk: Paul Fincham, Jonathan Schofield, Angie Sisestean Production Editor: Dan Sharp Divisional advertising team leader: Zoe Thurling zthurling@mortons.co.uk Tel: 01507 529412 Advertising: Robert Bee rbee@mortons.co.uk, Tel: 01507 529575 Subscription manager: Paul Deacon Circulation manager: Steven O’Hara Marketing manager: Charlotte Park Commercial director: Nigel Hole Editorial address: CLASSIC MOTORCYCLE MECHANICS MAGAZINE, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR Website: www.classicmechanics.com General enquiries and back issues: Tel: 01507 529529 24 hour answer phone help@classicmagazines.co.uk www.classicmagazines.co.uk Archivist: Jane Skayman jskayman@mortons.co.uk, 01507 529423 Subscription: Full subscription rates (but see page 36 for offer): (12 months 12 issues, inc post and packing) – UK £50.40. Export rates are also available – see page 36 for more details. UK subscriptions are zero-rated for the purposes of Value Added Tax. Customer services: Tel: 01507 529529 Lines are open: Monday-Friday 8.30am-7pm Saturday 8.30am-12:30pm Distribution: Marketforce UK Ltd, 5 Churchill Place, Canary Wharf, London E14 5HU. Tel: 0203 787 9001 Subscription agents: CLASSIC MOTORCYCLE MECHANICS MAGAZINE, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR Printed: William Gibbons & Sons, Wolverhampton Published date: CLASSIC MOTORCYCLE MECHANICS MAGAZINE is published on the third Wednesday of every month Next issue: October 18, 2017 Advertising deadline: September 29, 2017 © Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher. ISSN 0959-0900 CLASSIC MOTORCYCLE MECHANICS magazine takes all responsible steps to ensure advice and technical tips are written by experienced and competent people. We also advise readers to seek further professional advice if they are unsure at any time. Anything technical written by the editor is exempt – he’s rubbish with spanners.

CLASSIC MOTORCYCLE MECHANICS (USPS:729-550) is published monthly

by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK. USA subscriptions are $60 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Wisconsin Rapids, WI. Postmaster: Send address changes to CLASSIC MOTORCYCLE MECHANICS, Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715572-4595 chris@classicbikebooks.com

Money talks, cash shouts!

Indeed it does and no more so than in the world of classic and future classic motorcycles.

This month Jim Lindsay tests his Ducati 996 Biposto for us. Now, back in January 2014 we tested the original 916 model and said you could get an early one for £3500, probably not any more. But look at this picture… you can’t argue that this is a classic – and now a very usable one. Now go check the free ads at the back of the mag and you’ll see it’s up for sale for £5500. With the work that’s gone into it, it’s worth it…

What things are worth is very important to us here at CMM – and doubtless to you guys too. We see that the real cheapie classic is probably on its way out, which is why we will be bringing you our new CMM Marketplace

The Professional Publishers Association

Member

Jim Lindsay

Stan Stephens

Scoop fits seat foam and a cover this month as well as giving us the low-down in the Honda CL160/175 buyer’s guide!

But we won’t hold that against him as he’s quite PC, really. Read his test on his refurbished Ducati 996 (p38.)

Stan’s stories of stripping and restoring GT550s (p114) and buying Indian barrels (p74) and tuning a tiddler LC (p76.)

Verbose doesn’t come close

Jeff Ware

Digger Ware unearths a very special Suzuki RG500 Walter Wolf special (p48).

He’s now bought an RG to restore!

Charlie Oakman Yup! As his TZR250 2MA nears completion, Charlie rents a ride in the Yamaha Past Masters series (page 30.)

Why not Just Ask your local newsagent to reserve you a copy each month?

www.twitter.com/cmmmag

Steve Cooper

Fast Berk races!

Having trouble finding a copy of this magazine?

Editor

BSimmonds@Mortons.co.uk

www.facebook.com/ClassicMechanics/

Down Under contributor

Independent publisher since 1885

section from the November issue. In it, we want to give you the real cost of our flashy core classics, worthy of an investment, all the way down to the ‘meat and two veg’ bikes that can be bought and run on much less wonga.

And the coming classics too… This month I’ve been knocked out by £7000 Honda Gold Wings (there’s one in our free ads) and the prospect of exotica like the Benelli Tornado from £2500… Prices are on the up so it’s better than money in the bank…

Lover of all things Apple

Ralph Ferrand

Legendary big Zed man…

EMPLOYEE OF THE MONTH!

What can we say about big Ralph?

That he likes a beer, that’s what.

He also likes big Zeds, with a Z1325 engine build this month (p96) DIY powder-coating AND he rides his DT off road without a lid. We did hear that when he hit the floor with his noggin after a little off on the mud-plugger that the ground came off second-best. It should have been wearing a helmet, is all we will say…

Super Stan the Man

Mark Haycock Q&A King

Mark has more answers to your questions in Q&A and tries to sort his CB750 K2 forks (p127.)

Paul Pontin

Our friend is electric Reader and all-round boffin Paul Pontin fancied an electric moped with a bit if history behind it: an MT50! See page 60.

Pip Higham

Robert Bee

Justin Blackamore

Then there was Pip! His regular column gets a new place in the mag soon and he’s on with an almighty project!

Book an ad with Big Bad Bob! He’s the man to go to when you want to book a wonderful space in this magazine.

It’s about time you saw the person in charge of making this mag look so good, while looking so bad…

First there was Pops…

Ad contact

Art editor guru person

www.classicmechanics.com / 3

66

❙ WORKSHOP NEWS

68

❙ Q&A

70

❙ KAWASAKI HYBRID

74

Mark Haycock and you with tips!

Steve Cooper on his 250/500 two-stroke demon build.

❙ INDIAN PARTS

Stan Stephens on how to make Indian-bought RD barrels work!

76

❙ YAMAHA RD125 LC

80

❙ BENELLI TORNADO

82 86

Contents

New metal bits and old kit tested.

06

ARCHIVE

30

RENTA-RACER

08

2001 HONDA GL1800 GOLD WING

36

SUBSCRIBE!

12 18

NEWS

38

DUCATI 996 BIPOSTO

48

SUZUKI RG500 WALTER WOLF

20

FEEDBACK

22

SHOW US YOURS

26

AARON SLIGHT

Stan tunes this tiddler.

Italian three-cylinder exotica that’s a coming classic!

❙ HONDA VF750F

Jim Lindsay with part three!

❙ FIT FOAM AND SEAT COVER

Not as easy as it sounds!

92

❙ DIY POWDER-COATING

96

❙ KAWASAKI Z1325

Ralph Ferrand on why it’s now possible to do at home.

Ralph again, on with part one of this Zed powerhouse.

110 ❙ HONDA CL160/175

Steve Cooper’s Buyer’s Guide on these 60s/70s cool classics.

114 ❙ SUZUKI GT550

Stan the Man again on tuning this Suzuki triple.

126 ❙ HONDA CB750K2

Mark Haycock on sorting the forks on his four.

When World Superbikes were brilliant!

The flat-six super-tourer Quick Spinned.

Views, news and what’s new.

CALENDAR

Still plenty on in October!

Like Stafford!

All your feedback, emails letters and views!

Now with added nostalgia!

‘The Way We Were!’

Our Stafford Show special guest talks to CMM!

56 61 64

Charlie Oakman rents a TZR250 2MA and races!

Subscribe and save cash!

Jim Lindsay rides his stunning restoration.

A very rare square-four.

DOWN AND DIRTY

Ralph Ferrand rides his finished Yamaha DT175 MX.

HONDA MT50

Reader Paul Pontin ‘goes electric’ with this tiddler.

RETRO REBOOT

Kar Lee’s amazing take on an updated Yamaha XT500.

130 NEXT MONTH

Steve Parrish’s Yamaha FZ750 Superstocker, BMW R nineT retro, Honda CB200 resto, GSX-R750M ridden, RGV250 VJ21 resto and two-stroke tuning masterclass from Stan Stephens!

See page 101

www.classicmechanics.com / 5

6 / classic motorcycle mechanics

WORDS: BERTIE SIMMONDS PHOTO: MORTONS ARCHIVE/MARK WERNHAM COLLECTION

WSB heyday Check this out… it’s a picture from the first lap of a 1994 World Superbike race. If you follow the current championship the difference is striking: an array of different manufacturers and top riders battling it out for the lead. We can see James Whitham on his Moto Cinelli Ducati, Doug Polen and Aaron Slight on their then-new Honda RC45s, reigning champ Scott Russell on his Kawasaki ZXR750 (along with a raft of other Kwak mounted privateers). And then there’s Brian Morrison on the Rumi RC45, Andreas Meklau on a privateer Ducati as well as Paolo Casoli on the Belgarda Yamaha YZF750.

The 1990s was THE time for World Superbikes, especially here in the UK. With falling interest in 500cc GPs and the amazing Mick Doohan running away with five consecutive titles a certain Carl Fogarty winning his four titles certainly helped, but there was much more to it than that.

The racing was close, and while 500 GPs had their moments, the depth of talent on a mid-90s WSB grid meant that it more than had the edge over the two-strokes excitement-wise. And then there were the bikes. While the original rules saw the (up-to) 1000cc V-twins have a clear advantage over the 750cc four-cylinder machines, privateers could still win races. Not so in 500cc GPs. Thirteen-times race winner and two-times series runner-up Aaron Slight sums it up: “It was definitely the best time to race in World Superbikes. It was more raw back then and we had tyre manufacturers battling it out there too. It’s a shame the factories don’t support it like they used to either. I’m also not such a fan of all the rider aids like traction control and anti-wheelie in racing. I sometimes wish you had all the modern slo-mo cameras and ultra-highdefinition cameras at a 1990s WSB race: you’d see more action than now. You’d see the sheer throttle control, the chattering rear-end (no slipper clutches) and then watch as the tyres got smoked. Today the rider opens the throttle to the stop and the bike hardly moves. They’re tuning it to a standstill.” For more on the heyday of World Superbikes: check out our Aaron Slight interview on pages 26-29. cmm

www.classicmechanics.com / 7

8 / classic motorcycle mechanics

2001-on

GL1800 Honda’s GL1800 was released 16 years ago and Bertie Simmonds wonders whether that original model is £7000 well spent.

WORDS: BERTIE SIMMONDS PHOTOS: MORTONS ARCHIVE

S

even thousand pounds, seven grand, seven big ones: what can you get for that sort of money? A Honda CBX1000 perhaps?

Of course, we’d be talking the Pro-Link here. But what if I told you that you could spend £7k on a 16-year-old motorcycle with the sweetest engine ever placed inside a motorcycle chassis, ride it everywhere for another decade or so and still guarantee to you now that the bike will be a bona fide classic: scout’s honour…

Welcome to the Honda GL1800 Gold Wing. Yes, you can just about get one of the first 1800s now for £7000 (no, not this 2012 model, but the bikes are pretty much the same) and that’s a bargain because not only are you getting one of the most amazing touring bikes ever created and the latest(ish) in a long line of classic flat-layout Hondas going back to the original GL1000 of 1975, but you’re also getting a time machine and by that I mean that you never forget your time on a Gold Wing.

It’s not just the ride (which we will come to in a moment) it’s the soundtrack. Whether you manage to get an original GL1800 with the six-disc CD changer or the later models with some sort of USB connectivity you can enjoy your sounds on the road or – as I often did – switch it all off and listen to one of the best sounds in motorcycling: Honda’s flat-six 1832cc powerplant. This amazing soundtrack took me to Portmeirion in North Wales, it saw me peg-down around the Gooseneck on the Isle of Man, it reverberated around the remote Scottish Highlands and it was also my accompaniment when I got pulled by the cops for using cruise control so I could eat a sausage roll and drink a Capri-Sun up the M2 on the way to the Brands Hatch World Superbike race in 2002…

www.classicmechanics.com / 9

But let’s start way before we swing a leg over the Gold Wing, because that’s where the journey starts Just approaching a GL1800 makes the hairs on the back of your neck stand up. Not just because (brand-new) this would cost you £25,000 (which makes an old one a bargain) or the fact that this low-slung machine is 421 kilos fully loaded, it’s the sheer presence of the thing.

Throwing the leg over that immensely comfortable (and in some instances) heated seat, you find that this is a comfortable place to be and – in comparison to the GL1500 (see April 2017) – a more confidence-inspiring proposition. You see, while the 1500 is stalky and gawky, the 1800 is more easy-going and you notice this brilliant weight and mass-hiding straight away. Okay, so the 1800 is a good 30 or so kilos lardier, but you’ll never notice.

Oh and of course, should you need to paddle this behemoth backwards, just press the ‘reverse’ button and hit the starter…

Finding the starter button somewhere in the dizzying array of controls can be an issue at first, but the response is a low pleasing burble from that gorgeous flat-six motor. Engage first with a snick, let the feather-light clutch out with the merest whiff of throttle and you’re away from 1000rpm. Don’t be intimidated: I’ll guarantee that any rider with a modicum of confidence will be handling this Wing with aplomb within 10 minutes.

So, the secret of the GL1800 is balance. That motor is now 116bhp, although it feels like much more, even with the bulk it’s carrying and the marriage of motor to chassis is sublime. For the 2001-on model, you’ve now got a beefy alloy beam chassis, which was reputedly 89% stiffer than the outgoing model’s frame and this is the secret of its success. The chassis’ ability to handle the weight is amazing and the flexibility of the motor helps here also. The secret is that this sonorous motor gives 10 / classic motorcycle mechanics

Rain or shine the Wing does fine...

1

2

3 IN DETAIL: 1/ You’ll soon get used to the bewildering array of controls.

2/ Clocks/layout haven’t changed much since 2001, save for this later version’s bigger, modern full-colour LCD sat-nav/entertainment screen.

3/ Linked and ABS brakes work well.

GL1800 Wing Things Some owners feel that there’s more engine noise on the 1800 thanks to cam-chains and shim and bucket valve adjustment, over the previous version’s belts/hydraulic valve adjusters. Some issues with exhaust sensors were initially reported – Wings that gulp down fuel are the biggest give-aways of this issue. The radiators (mounted one each side above the motor) may make the bike slimmer, but a number of owners report that the Wing does often run hot, with some early 2001/04 models actually overheating.

Back in 2003 Honda did a recall of potentially affected bikes across both Europe and the USA where frames were inspected for any issues and remedial work being undertaken to repair frames that were found to be faulty.

The UK/Irish VIN numbers included GL1800A2 ABS model

from 1HFSC47A72A101111 up to and including 1HFSC47A12A101170. GL1800A3 ABS from 1HFSC47A43A200051 to 1HFSC47A53A200110, but most (if not all) of these will have been sorted now.

Other issues included squeaky rear brakes, which was sorted with different pads, CD changers swallowing discs whole and damaging them (I had this happen more than once…) and kill-switches cutting out the engines, often

at the most alarming moments! Again, this was the subject of a recall in 2002 which should see all modifications having been completed. Apart from pannier latches catching and lacquer peeling off the wheels (especially if used in rain/salty roads often) the Wing is a very reliable piece of kit! Oh and do keep tabs on the steering head bearings (ball in the 1800, not tapered as before) and check every 10,000 miles at least.

SPECIFICATION

2001-on

GL1800 ENGINE TYPE

599cc, liquid-cooled, 16 valve, six-speed, inline four-cylinder MAXIMUM POWER

97bhp @ 11,750rpm MAXIMUM TORQUE

1800 whups 1500 every time. That’s development...

50lb-ft @ 10,500rpm TRANSMISSION

6-speed

FINAL DRIVE

diesel-car-like power delivery. This motor redlines at a lowly 6000rpm, but that instant urge gives it the ability to carry big loads with ease, there’s no need to chase the revs or the redline thanks to the impressive 123lb-ft being delivered at 4000rpm.

When the 1800 was launched in 2001 the brief included making the bike more exciting, and making it handle better and those parameters were more than met. It really is a giant leap over the GL1500.

Another improvement is with the brakes. The original GL1800 came with ABS as an option back in 2001 and it’s well worth having on a machine of this size and a good haul on the lever and a dab on the rear pedal brings the whole plot up quickly and safely whatever the road conditions.

With this sort of machine the odds and sods make all the difference – as do the looks. Now, many Wing Dingers felt that the looks of the first-generation 1800 are a turn-off as the 2001 model’s rear had a very car-like look which was altered for 2012 with a new rear light design which made the rear look smaller, even when it actually gave the panniers increased capacity. Other improvements over the

years mainly centred on safety – with the ABS becoming par for the course and an optional air-bag system coming in with the 2006 model – as well as improvements in comfort and the all-important entertainment/sat-nav system.

But I say that I don’t care about all that… the 2001 model gives you all the basic ingredients that have largely stayed the same up to the £25k current model. We said this before with the GL1500: Wings are often criticized by the mainstream of motorcycling as being two-wheeled cars and – while we may agree when trying to filter on a busy motorway – when you finally are set free from the humdrum of traffic congestion the best way to enjoy a journey two-up on two-wheels, laden with everything except the kitchen sink is by Honda Gold Wing and the best-performing and best-value Gold Wing that sneaks into our Vintage Japanese Motorcycle Club 15-year rule is the original 2001 GL1800.

Dismiss them, poo-poo them all you like, but I would most humbly suggest you try one. At these prices you could be creating memories for years and still get a return on this flat-six investment. cmm

Chain

FRAME

Aluminium beam SUSPENSION

Front: Right-way-up 43mm cartridge forks fully adjustable.

Rear: monoshock fully adjustable for pre-load, rebound and compression BRAKES

Front: Twin 310mm floating discs, Triumph 4-piston calipers Rear: Single 220mm disc, Triumph single-piston caliper TYRES

Front 120/70-17 Rear 180/55-17 SEAT HEIGHT

810mm

WHEELBASE

1395mm WEIGHT

170kg (claimed) FUEL CAPACITY

18 litres

www.classicmechanics.com / 11

& events

Gear up for the Dirt Bike Show!

You really can’t miss Europe’s very best off-road event: the Dirt Bike Show!

The event is once again being held across four days – October 26-29 – at its traditional home of Stoneleigh Park in Warwickshire, in partnership for a second year with oil and lubricant giant MOTUL. This year you will see

plenty of off-road action from classic old stuff to modern bits of kit and this year the fun-factor has been ramped up yet further with the news that 12-times trials world champion Dougie Lampkin’s display team will be at the event.

And that’s not all.

This year will also include a Motoball match between France and Germany, where the four-strong teams will go wheel to wheel and try and score past the opposition goalkeeper, who is on foot! There will be the Minibike Supercross track, the Wall Of Death and many more have-a-go experiences.

Major manufacturers including Beta, Honda,

Husqvarna, KTM, Sherco and Yamaha and the Monster Energy DRT Kawasaki race team will also be attending for the first time. Hundreds of traders will be offering fantastic deals on a huge range of riding gear and accessories in the retail hall too.

There’s lots to see...

■ Advance tickets are available from 01507 529529, or head to: www.dirtbikeshow.co.uk

And lots of dirty classics!

BIKES AT THE BAY SUCCESS! It was another amazing weekend at the Bikes At The Bay event, down in sunny Kent.

The August weather just about played ball and an amazing array of machines turned up over the two-day event which took place at the Sandwich Showground in Thanet.

Another good event brought to you by the East Kent Classic Motorcycle Club.

A good time was had by all!

Guest of honour

Aaron Slight

Stafford County Showground ST18 0BD, October 14-15

See page 101 for more information

12 / classic motorcycle mechanics