September 2014 Issue 323 Publisher: Steve Rose, srose@mortons.co.uk Group production editor: Tim Hartley Contributors: Mark ‘Weeble’ Manning, Alan Dowds, Steve Parrish Design: Justin Blackamore Reprographics: Simon Duncan Divisional advertising manager: Sandra Fisher, sfisher@mortons.co.uk Advertising: Andy Catton, Sam Dearie acatton@mortons.co.uk sdearie@mortons.co.uk Tel: 01507 524004 Subscription manager: Paul Deacon Circulation manager: Steven O’Hara Marketing manager: Charlotte Park Production manager: Craig Lamb Publishing director: Dan Savage Commercial director: Nigel Hole Associate director: Malc Wheeler Managing director: Brian Hill 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 32 for offer): (12 months 12 issues, inc post and packing) – UK £49.20. Export rates are also available – see page 32 for more details. UK subscriptions are zero-rated for the purposes of Value Added Tax. Distribution: COMAG, Tavistock Road, West Drayton, Middlesex UB7 7QE. Tel: 01895 433600 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: Wednesday, September 17, 2014 Advertising deadline: Friday, August 29, 2014 © 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
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A modern classic Triumph! It’s always those that are most deserving that don’t receive. In our little industry of motorcycling, it’s never the people who truly deserve it that get the glory, but instead those that shout the loudest. It’s the PR spin, it seems, that gets the gongs. Surely John Bloor is worthy of a knighthood? We know that he’s a shrewd businessman buying the Triumph name in 1983 in a bid to make a good, exportable product. There was little in the way of fondness or nostalgia that drove him to resurrect the brand – it was pure business logic – but think of the last quarter of a century without Triumph? It would be a sadder place. Now, almost 25 years on, we wanted to celebrate what Bloor and his team achieved. From small beginnings in the 1980s,
2014 will see them produce more than 60,000 motorcycles: they’ve even won TTs and British championships. Now, at CMM we are mainly interested in the older bikes – the first machines that are now worthy of classic status, so it’s to these motorcycles that our 18 page ‘Triumph Special’ is dedicated, but we would also like to give a shout out to the man behind Triumph’s resurgence. In a time when everyone’s trying to revive a legendary old British marque (usually with some overpriced, under-performing ‘special’ that the mainstream bike press are desperate to ride) Bloor did the job properly and for that, he deserves a knighthood.
Bertie Simmonds editor
Bertie Simmonds
Jon Bentman
Chris Moss
bertie@classicmechanics.com This month... ... from Mark Haycock. Is ‘shed’ the wrong word?
editorial@classicmechanics.com This month... JB goes back to 1991 and looks at the first retro: The Zephyr.
editorial@classicmechanics.com This month... Mossy has ridden Triumph specials and twirled spanners on a triple.
Steve Cooper
Mark Haycock
John Nutting
editorial@classicmechanics.com This month... Scoop has ridden GT125s and researched XN85s.
editorial@classicmechanics.com This month... He’s off-loaded a Yam to Bert and now finishes his Hornet calipers.
editorial@classicmechanics.com This month... Nutters recalls that perfect classic: the Honda CB400 Four!
Stan Stephens
Paul Berryman
Niall Mackenzie
editorial@classicmechanics.com This month... Stan reports back on the race results of the TZR250 3XV.
editorial@classicmechanics.com This month... PB finally finishes his Spa Katana - but does it go and race?
editorial@classicmechanics.com This month... It’s stripped, dipped and painted this month!
Don Morley
Karl Webster
Sam Dearie
editorial@classicmechanics.com This month... Don’s camera shows us the majesty of John Surtees. Respect.
editorial@classicmechanics.com This month... Webby checks out a VFR750 Honda 6X recreation!
editorial@classicmechanics.com This month... Advertise with this man! You know it makes sense...
Has just got his RD350R...
Older/nicer stuff editor
Finally, the 3XV races
Legendary photographer
Road test editor
The Q&A King
King of Kat
Down Under correspondent
Triumph lover...
Master of Mira
Fizzy fettler!
Ad sales guru
www.classicmechanics.com / 3
Contents 06
ARCHIVE
John Surtees – celebrating a legend on two, three and four wheels.
TRIUMPH 08 1991 TRIDENT SPECIAL Mossy rides an updated Hinckley Triumph.
13 NEWS
What’s hot, what’s not, what’s new as well as columnists!
18
CALENDAR
Remember, remember places to go in September.
20 FEEDBACK
You lick the stamp and tell us what you want to see.
22
26
WIN
£10,000 WORTH OF TOOLS!
Yes… go on... you may win! Page 92
How Hinckley was put on the bike-building map.
30 SUZUKI GT125
Scoop tries a twin-tiddler for size.
39
NOSTALGIA: 1991
Desert Storm and the CBR600FM was king.
44 KAWASAKI ZEPHYR 750
Jon Bentman on whether the first retro can be called a classic.
52
SHOW US YOURS
We love seeing your bikes in our pages.
TRIUMPHANT RETURN
1996 TRIUMPH T595 SPECIAL
Mossy again – this time on a special based on the secondgeneration triple.
57
HONDA VFR750 6X
60
HONDA CB400 FOUR
68
One Antipodean homage on a VFR racer. John Nutting’s MIRA files on the marvellous middleweight.
HONDA CBR600RR
Honda’s best-selling middleweight reinvented.
72
❙ WORKSHOP NEWS
74
❙ BRAKE CALIPERS PART 2
78
❙ PROJECT SPA KAT
82
❙ CARTRIDGE
Our Pip’s column along with new metal bits. Mark Haycock concludes the caliper overhaul.
Paul Berryman on whether or not his Kat made the grid for Spa!
EMULATION
PB again on how to transform older forks.
87
❙ CLEAN ME!
90
❙ PROJECT YAMAHA FS1-E
95
❙ TRIUMPH
One man’s expertise on cleaning shared for us all. Niall Mackenzie’s tiddler stripped bare…
MAINTENANCE TIPS
Chris Moss discovers a course for the early Hinckley triples and fours.
110
❙ SUZUKI XN85
124
❙ YAMAHA TZR250 3XV
129
❙ COMING CLASSICS
Suzuki’s Turbo examined by Steve Cooper. Stan Stephens gets the bike finished and it races!
More on which Triumphs are going to be collectible.
cmm
Archive WORDS AND PICS: DON MORLEY
Surtees – legend John Surtees celebrated his 80th birthday in February and 2014 marks the 50th year since he captured the Formula 1 title for Ferrari, which made him the only man to have won titles on two and four wheels. Back in the early 1950s almost every working man was a motorcyclist and so the national newspapers gave almost as much coverage to motorcycle sport as they did to football. At the time my big hero was Geoff Duke who was already a multi world champion for Norton, had the looks of a film star, seemed invincible and was christened ‘The Maestro’ by the Italians. But we also kept hearing about some kid from down in London who increasingly seemed to be winning everything down there. Then came 1953, the fateful year when Geoff Duke committed what was seen by most then as the mortal sin of leaving Norton and (worse) actually signing for the Italian Gilera firm – remember, this wasn’t long after the Second World War. Surtees took over Duke’s old Norton, but the first big head to head between the two didn’t come until the 1955 BRMC ‘Hutchinson 100’ road Races held at Silverstone. The event was in those days the most important road race series on the UK mainland, indeed it was the only one all the big foreign factory teams also
contested apart from the Isle of Man TT. I had ridden down with camera to Silverstone from Derbyshire on my little 125cc Francis-Barnett two-stroke in very probably the worst weather conditions ever known to man (I had crashed en route and had to bend my bike’s forks back by over an inch so I could carry on). It blew a gale and the rain came down sideways and to cap it all Surtees not only won the 250cc race on his NSU, but also actually smashed the 350cc lap record despite the terrible conditions while winning on the 350cc ‘Junior’ Norton. He then just ran rings round my hero Duke to likewise win the big race by the proverbial mile! Sorry John, but I was not a happy bunny, though I certainly took notice because what we then were witnessing was not at all unlike what is happening with Marc Marquez today, but John from then onwards was often achieving it in three different capacity classes. By then I was on the scene as a photographer and got to know John, Geoff, and so many of that era’s true greats. I remember being faintly amused at the worldwide adulation when Freddie Spencer won both the 250 and 500cc titles in 1985 and yet Geoff Duke, Mike Hailwood, Phil Read and especially
Surtees (Ferrari) drives around the outside of Jack Brabham’s Lotus at Silverstone. John would go on to win the 1964 Formula One world title. 6 / classic motorcycle mechanics
John Surtees all did the double, sometimes several times over. Like the great Mike Hailwood, Surtees also raced cars, often at the same time as racing motorcycles, and as if to just make life a little bit more difficult even built the ‘Team Surtees’ race cars himself. We talk about Marc Marquez, but John won the 350cc world championship three times and the 500 championship four times, mostly back-to-back and taking the 1958 and 1959 seasons as examples I am as sure as I can be (from my fallible memory) that he won both of the 350 and 500cc classes at every single round, so may I suggest young Marquez still has a way to go yet before getting anywhere near John! Of course, then it does not stop there because Surtees also went on to win the Formula One car racing world title, becoming the only man ever to win world titles on two wheels and four. He also raced sports cars at Le Mans; won the American Can-Am championships, raced at Indianapolis and Sebring, then built the Surtees race cars for such as Mike Hailwood to race. To summarise, John Surtees is unique and most likely will always be an absolute one off, certainly in terms of his racing achievements. What’s more, and somewhat amazingly in this day and age, he is also a very genuine and nice man, albeit though he may not suffer fools. He however remains steadfastly down to earth and devoid of any of the airs and graces far lesser beings bestow on themselves, and whose mechanical knowledge and expertise must count as genius, and one incidentally who truly should have been given a well deserved knighthood many a long year ago. I count myself very lucky to have not only met, but witnessed and photographed so many of John’s exploits (including photographing his wedding), and I even think I might just about have forgiven him by now for beating Geoff Duke! cmm
John Surtees – legend on two wheels, three wheels and four! www.classicmechanics.com / 7
early hinckley triumphs feel a bit outdated to ride these days but, like modern Jap classics, if you chuck a few quid at them you can boost their performance so they can feel much more modern.
T
his is a trident the hinckley factory could easily have ended up producing to bring it into the new Millennium. It really does look and feel like the finished article, something so sorted it could only have been built by pros. Arguably it has, as owner Paul Messenger is an authority on 90s triumphs and really does know his onions as far as early triples are concerned. his 900 has been parked in his garage since 1991. As soon as he saw hinckley’s pre-production offerings at the neC he rushed along to his dealer to put down a deposit. this is one of the very first bikes from the initial batch to go on sale. now some might say it’s bordering on sacrilegious to go chopping and changing such an iconic, earlybuild machine. But as Paul has made his
8 / classic motorcycle mechanics
changes tastefully, mainly using bits from other hinckley models, we could argue otherwise. Look at it: nothing really looks like an aftermarket addon. it looks like it’s come out of a factory. the bodywork, from a later ’97 trident, looks classy in its lovely yellow finish and gives the bike a bright and contemporary appearance. it’s complemented perfectly by the black engine and gold wheels – using components from later triumph
Words: Chris Moss Photos: Mike Weston
1991 TRIUMPH
www.classicmechanics.com / 9
models. The front carbon mudguard, from a Super 111, sets it all off nicely. Now Paul has gone non-British with some other parts. Braking is handled by six-piston calipers from a GSXR1100, and wind-cheating and road illumination is provided by a fairing and headlight from a little GPz305 belt-driven commuter. What the eye can’t see but, as I subsequently learned, the bum can feel, are some subtle engine modifications. The Super 111 cylinder head is ported lightly, and with slipper style, hi-comp pistons from a Daytona 750, power is up to around 115bhp at the crank. BOS end cans also help to flow the gases out into the atmosphere a little more freely. The inoffensive sound they emit reflects the general nature of the bike, as is apparent after just a few miles on it. The Trident’s nicely finished appearance is well matched by the sorted way it feels to ride. Easy and nicely balanced, managing the 900 is a doddle. The seat height’s a little lofty for my short pins, but once parked on the plush accommodation, it felt fine and welcomed many hours of use. I’d wager doing big miles on this bike wouldn’t strain or tire the limbs much at all. The riding position is roomy and that little bit of Kawasaki plastic diverts the air more effectively than you’d expect. I’m not sure I’d label it as a continent-crosser, but with a tankbag and backpack I’d happily trot off to have a look around Scotland on it. The civility is emphasised by the well-mannered engine characteristics. The power-boosting mods are obvious from just a few minutes of feeding the engine with more gas. And thanks to the time Paul has spent jetting the carburation to ensure the fuelling is perfect, the throttle response is beautifully crisp, turning bhp into mph cleanly and promptly. It really is a lovely engine to use. With its broadly spread power, the three-potter is friendly and flexible and ready to deliver as much ooomph as you want without having to search for it via 10 / classic motorcycle mechanics
Ex-Triumph dealer Daryll Young speaks the early Triumph years 1
2 IN DETAIL: 1/ Lovely sound from a well-sorted triple motor. 2/ Clocks are very 1990s and none the worse for it. 3/ Factory finish goes right down to the decals.
3
We started looking into the idea of expanding Neil Young Honda around the end of 1990. We were already a well-established dealer, but weren’t allowed to take on another Japanese brand. Already knowing new Triumph marketing man Bruno Tagliaferri, from his Honda days, helped and we decided to do a deal. We liked what we saw about the firm’s plans, and when word got out in the press interest from the bike-buying public really developed. At our open evening we had a Trophy 1200 painted in a Union Jack design. The event was a real success and it soon became apparent there was a good market for a British marque. Sales of the first bikes were good. People also liked the later Tiger, and that model turned out to be a good bike for us. There were some initial teething troubles (sprag clutches, corrosion, electrical gremlins, general build quality), and there’s no doubt the buyers were helping with the final R&D on the bikes. Even so our customers seemed to be happy with that, especially as Triumph dealt with any warranty issues so well. Our relationship with the factory was brilliant. We loved working with them – you felt you were part of a team and the people at Hinckley were very accessible. You could call the factory and get a quick solution to any problems – you couldn’t do that with Honda. We’d sit in on meetings and were asked for advice on models. Triumph wanted feedback from dealers and customers and the big family worked well together. We were told what was going on too. We got involved with the Speed Triple Challenge Series and helped a number of riders. Typical customers were more conservative and in the 40-plus bracket to begin with. But as the models got more exciting, the age of those buyers dropped into the 25-plus sector. The factory always maintained a healthy relationship with its customers, and even during T595 frame cracking recall, which it dealt with very well, none of our customers complained. It was good to be a Triumph dealer in the 90s – the non-discounting policy was fair on dealers, the bikes were reliable and popular. On a good summer week we’d sell between 20 and 30 bikes and these were mostly new ones.
spEcIFIcATIoN extra revs and downchanges. Mind you, doing that does bring a fair bit of pleasure. Cant yourself forward a bit, wear a slightly more serious expression and spin the 900 more keenly, and some healthy performance is delivered. A modern 600 might be able to bugger off into the distance and quickly put the Trident’s pace into context. Yet with its more relaxed way of gaining speed, there’s something a bit more satisfying and unhurried about the way this Triumph whizzes along. It all feels a bit more socially acceptable. You’ll need to put a bit more effort in whenever the road becomes a bit more twisty, as by modern standards the bike can’t hope to match the agility of today’s superflickable bikes. But the counter-steering force hardly warrants gym membership, and like the ‘shortcomings’ of the engine does have a happy trade off. Ride as hard as you fancy, even over battered roads, and the front wheel will track the way you want it to. That sort of steering stability without a damper is rare these days, and I rather like the security and confidence it inspires. There’s little doubt the suspension mods at both ends play their part in all this. The Kawasaki ZXR 750 springs and preload adjusters make the forks feel quite firm. But they do control the front wheel over the bumps with enough compliance, and thanks to the quality of the Maxton rear shock, which doesn’t squat under power, the front end remains nicely loaded. It’s an impressive setup and way better than the sloppy arrangement on the standard bike. So too is the braking. Those early-spec two-piston calipers fitted to the first Tridents were a bit lame to say the least. Needing to stop in a hurry tended to be a fraught affair,
1991 TrIuMph ENGINE
Type: 885cc, liquid-cooled, 12-valve, dohc, inline triple MAxIMuM powEr
115bhp @ 9000rpm
MAxIMuM TorquE
70lb-ft @ 7000rpm TrANsMIssIoN
6-speed
FINAL DrIvE
chain
FrAME
steel tubed spine
and unless you limited your riding to more sensible speeds, there was always a chance of running over the edge. With the six-pot Tokicos Paul has fitted, there are no such worries and the fuller capabilities of his Trident can be explored much more fully, and in total confidence. They represent a huge improvement and together with the extra support offered by the modified forks, losing speed is way less worrying. How well the suspension and brakes complement each other is typical of the bike as a whole. Nothing stands out, or outperforms any other area of the bike to imbalance it in any way. It’s a complete and well thought-out package that works well and very effectively. If you want to bring a 90s Trident a hell of a lot more upto-date without losing any of its original appeal, doing what Paul has done would prove very fruitful. cmm Check out Paul’s other special on page 52.
suspENsIoN
Front: 43mm telescopic forks, fully adjustable Rear: rising-rate monoshock, fully adjustable BrAkEs
Front: twin 310mm discs with six piston calipers Rear: single 255mm disc with twin piston caliper TYrEs
Front: 120/70 x 17 Rear: 180/55 x 17 sEAT hEIGhT
790mm
whEELBAsE
1490mm
DrY wEIGhT
205kg
FuEL cApAcITY
25 litres
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& events Steam and Vintage SucceSS! The 40th annual Gloucestershire Steam & Vintage Extravaganza was a rip-roaring success. More than 8000 visitors flocked through the gate on Sunday alone, making it the best attended day in the event’s 40 year history. The show saw approximately 12,000 visitors throughout the weekend and raised money for both local and national charities. The show is organised by The Stroud Vintage Transport and Engine Club and since moving from its existing site at Kemble Airfield in 2011 to South Cerney Airfield, has grown considerably. This year saw 80 steam engines, 400 classic cars, 180 classic tractors, 100 vintage cycles and 220 classic motorcycles on display. Plans are already under way for next year’s show, which will take place on the weekend of July 31 – August 2, 2015. So diarise it now!
the 21
st
chili in Stafford! Pierfrancesco Chili is the guest of honour at the 21st Carole Nash Classic Motorcycle Mechanics Show on October 18-19 so book now! The genial Italian’s career stretches back into the 1980s, with spells in 500cc Grand Prix, 250 GPs and World Superbikes. He is remembered for winning the controversial Misano 500cc race, which was held in wet conditions and with many of the top riders refusing to race. However, he is best known for his passion and determination in the WSB races of the 1990s and early 2000s, where he was one of the pace-setters in a time when the series could boast riders of the calibre of Carl Fogarty,
Aaron Slight, John Kocinski, Anthony Gobert and Simon Crafar. The show isn’t just about people (although around 30,000 of you visit) it’s about machines and you’ll enjoy every machine from the 1960s through to the 1990s. The event takes place (as ever) at the Staffordshire County Showground and features more than 900 trade stands and autojumble to help you find that elusive part. Don’t forget the live action arena, Bonhams auction and other events yet to be announced. Gates open from 9am6pm Saturday and 9-5pm Sunday. ■ For more information go to: www.classicbikeshows.com
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LAUNCHED IN EXCESS Was the XS750 as bad as we made out last month asks Mark Williams?
L
SuffOLk ShOW SIzzLeRS There were plenty of attractive two-wheelers at the Suffolk VJMC Bike Show back in July. Held as usual at Great Blakenham Village Hall, it was a big draw thanks to the free entry and autojumble pitches. Here are some of the nicest bikes at the event.
STOP PRESS!
Stan the man to build a V6 Oh yes, you read right. CMM’s own Stan Stephens has been approached to build a V6 two-stroke. Based on the Yamaha RD500LC as well as many existing tune-up products, the motor will power a customer’s project – and CMM will be on board during the build of the motor. Stan says: “It’s an ambitious project and one I’m looking forward to getting my teeth into. I reckon we will be looking at a sizable amount of horsepower from the motor itself.” Watch this space!
14 / classic motorcycle mechanics
ast month’s feature on the XS750 was, I think, a little harsh on the old warhorse. But while the venerable, nay venerated Scoop correctly pointed out that compared to the leaky and unreliable old Trident that was still (just about) in production, and the recently announced Jota that was faster (if bigger and costlier), the XS was both a bargain and more innovative than either of ’em. Okay, build quality wasn’t of the finest which is why caveat emptor is definitely the order of the day if you’re looking to buy one now, but I have a soft spot for ’em which periodically prompts some vicarious tyre-kicking whenever I see one for sale. But what I most fondly remember about Yamaha’s triple was not its turbine-like dohc engine, nor its surprisingly smooth shaft-drive transmission, but its press launch. At the time I was in the chaotic, under-resourced throes of a launch of my own, namely Which Bike? magazine, so it was both something of a relief and also quite exciting to be invited to join the alleged cream of the European press on a charter flight to, of all places, Morocco where we were to confront both the XS750 and the XT500. I say “of all places” because while eminently suited to evaluating the dual-purpose XT, at the time, and indeed to this day, the North African kingdom was not exactly known for the quality of its tarmacadam. Still, this was in the days when a UK press launch usually meant a bimble around a rain-soaked airfield, a pork pie and a plastic cup of tepid coffee and Yamaha’s bigwigs had rightly assumed that having being flown to an exotic land and put up in a luxury hotel, we’d be so starry-eyed that our critical faculties would be suitably dulled. They’d also taken the precaution of paying the local constabulary to close some of the country’s better roads so that the progress of a few eager-wristed hacks wouldn’t be impeded by the odd donkey cart or camel. And thus it was that I got my first taste of riding with admirable irresponsibility – i.e. unhindered by speed limits – Yamaha’s svelte new sport-tourer. It wasn’t however an unmitigated success. They may’ve been the best roads the country could offer, but they still displayed a myriad of often disturbingly wide cracks, and when the wind had a mind to, it blew thick ribbons of sand across our path – usually just around a blind corner. And well-bribed though the local rozzers may’ve been, they didn’t manage to restrain some old dear from trudging across one particular thoroughfare just as a Dutch Yamaha dealer flew towards her, an incident that was quietly hushed up, although dark rumours about her fate washed around the press corps after the flying Dutchman was discreetly flown home that same day. And talking of accidents, that launch was memorable for another reason that had nothing to do with the wondrousnesss of the sprauncey new triple. We were flown to Marrakesh in a chartered Airspeed Ambassador, and being something of an aircraft anorak as well as a muttering rotter, it wasn’t lost on me that this was the same ’plane that crashed in Munich killing eight of Manchester United’s victorious ‘Busby Babes’ in 1958. Once we were safely in the air, the captain, a large gent with the florid features of a man who appreciated the odd gin and tonic, wandered down the aisle to gladhand the assembled hacks and emboldened by a few g-and-t’s myself, I questioned him on the structural integrity of what was by then a rather old and weary crate. Sensing that he was dealing with a smartarse, the captain patted me on the shoulder with the reassurance that the Ambassador was “one of the strongest designs around. Why, this one has already crashed once, in South America actually, and after a bit of repair work, it’s still going strong.” Which certainly shut me up and sadly is probably more than can be said for most XS750s.
Kawasaki
750
23 the Zephyr 750, is , 1 Z ty h ig m s it twin homage to oled dohc motor, co rKawasaki’s 1991 ai e th : ts ar p will all the right as then, few of us , ow n years old. It’s got t u B k. n ta les. teardrop ed by classic circ n n u shocks, Z1-esque sh is e ik b e h tic. T ir? accept it as authen Are we being unfa
44 / classic motorcycle mechanics
Words: Jon Bentman PHoTos: mark manning
I
n the beginning there was, we often forget, a Z2 as well as a Z1. It was pretty much a Japan-only model, made by Kawasaki to meet with the 750cc limit in its home market – and so not seen anywhere else, and hence easily overlooked. it wasn’t simply a sleeved-down Z1, with a bore and stroke of 64 x 58mm to make 746cc and produce 69hp – as opposed to the 66 x 66mm, 903cc and 82hp of the Z1 – it was clearly well-planned and well-executed. But engine dimensions aside, yes, it was all-but identical to the Z1. the point being we can confirm 750cc Zs have been with us right from the start. the emergence of the 750cc Z was then, for most other markets a good few years off. in fact the Z650, in 1976, made it to most markets in advance of a 750. We could mention here that there was actually a 750cc Z before the Z750 that we might recall – for in 1975 kawasaki had made a twin-cylinder Z750 that almost looked the part and almost went the part – but didn’t. Producing just 55hp and weighing 218kg it was not a Z for european tastes. Best forgotten, perhaps. So the first 750cc Z (four) we saw (in the Uk) arrived in 1980, being an overbored Z650 (66 x 54mm as against 62 x 54mm) and good for a claimed 74hp, up 10hp on the smaller sibling. it would be replaced in 1982 by the much sportier (and vivid red) gPz750, which by way of racier cams, a higher compression ratio and bigger 34mm CV carbs made a punchier 80hp. it was of course the middle brother in a trio of sporty gPzs that ran: 550, 750, 1100. it was air-cooled, dohc and twin shock, as was the fashion. the gPzs were later updated with linkage (uni-trak) suspension and swoopy fairings but their reign was brief, curtailed by the arrival of the gPz900r in 1984 which set a whole new course in four-stroke sportsbike design.
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WOR D PHO S: Steve TOS: Joe Cooper DICK
BUY E GUIDR’S E
INJECTORS
This is early fuel injection and no way as sophisticated as the units on your cars. If removing injectors for cleaning tread carefully and use loads of easing fluid.
IGNITION & ELECTRICAL SYSTEM There’s a primitive ECU in there and lots of caveats as to testing its functions. Seek expert help if issues are suspected.
FRONT BRAKE
Some owners complain of soft front brakes. A late 1990s Honda CBR900RR m/cylinder can be used to upgrade and increase lever feel along with braided hoses.
ENGINE
Basically a strong, well built lump that shares some parts with other models. Avoid anything obviously noisy or smoking.
WASTE GATES
An apparent ignition misfire is normally caused by a sticking waste gate. Easily fixed via Suzuki’s own no-parts-needed modification.
If you really fancy something a little different, something with a little extra bolted on, then try one of these. 110 / classic motorcycle mechanics
T
he strange rush to produce turbo equipped motorcycles at the start of the 1980s was a brief dalliance with a concept that looked like it offered something for nothing or very close to it. Suzuki’s considered suggestion was the XN85 and although it was never a huge seller (allegedly less than 1200 worldwide) it ran several firsts for the company and is arguably perhaps the best looking of the genre. In the Japanese motorcycling world you’ll notice a strong presence of me-too marketing and semidoppelganger models. What one company does another generally follows if not blindly then certainly in the same overall direction. Suzuki’s XN85 raison d’être might have had a generally similar sales spin to its
PANELS
Plastics easily damaged by UV and tanks can rot out. Replacements are difficult to source.
predecessors – Honda CX500TC Turbo and the Yamaha XJ650LJ Turbo – but its focus was intrinsically different. Whereas the Honda and Yamaha were pitched as hightech sports tourers, Suzuki’s turbo was destined from day one to be an out-and-out sports machine. Even now the bike looks remarkably fresh and edgy, due in no small part to its strong Katana-esque styling. That stepped seat, half fairing which showed off the engine, swooping tank-side panel-tail piece combo, and the strangely palatable medley of curves and angles made the bike instantly recognisable. With Katanas now very much the in thing, an XN85 now looks retro trendy but at the time its appearance polarised opinion like little else.
WIRING
Suzuki’s period electrics infamous for going wrong/burning out/frying themselves. If in doubt get expert help rather than watch the bike smoulder.
EXHAUST SYSTEMS
Prone to rot and NOS replacements like cockerel’s dentures. Hand built replacements only option but potentially pricey.
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Next month
BMW R60: Teutonic twin tested Suzuki GSX-R1100K: MIRA file memories Suzuki GSX1300R Hayabusa: One mad motorbike is now a classic Specials: What happens when an Aprilia RS125 chassis meets a big KTM four-stroke single… (honest, it’s in this time!) as is Pip Higham’s Suzuki PE enduro which becomes a PE-tard! Stan Stephens: Stan completes the RD350LC rebuild and undertakes a Suzuki TS125 rebuild. Workshop: Four-stroke oil change and master the multimeter (part two).
OCTOBER PROJECT BIKES:
Niall Mackenzie may just get a tad closer to finishing his 1977 Yamaha FS1-E Bertie may finally pick up the box of bits masquerading as CMM’s ultimately winnable by you Project Top Gun Kawasaki GPz900R The Suzuki apprentices carry on their GSX-R1100L restoration, as does Joe Dick with his Honda VFR400R NC30. Meanwhile, we do the final reveal of Paul Berryman’s Spa Katana and Steve Cooper shows us the latest machine to join his stable! AND LOTS MORE, DON’T MISS IT!
ON SALE: Wednesday, September 17 All subject to changes only because life’s like that, innit?
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