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5 E<NJ# I<M@<NJ 8E; <M<EKJ 3 19-21 SEPTEMBER GOODWOOD REVIVAL West Sussex
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Modern life is rubbish. At least it feels that way after you’ve been to the Goodwood Revival. For three glorious days in September Lord March’s own race circuit, just outside Chichester, brought the style, sound and smell of the 1950s back to life. The genius of the Goodwood Revival is that it’s not simply an excuse to thrash the living daylights out of old bikes, cars and planes. It’s a total Fifties experience. Crisp, well starched shirts, tweed jackets, flap caps and trilbies are the norm, as are afternoon tea and impeccable manners. As a first time visitor I was blown away by the rock ’n’ roll bands, the WWII Jeep taxi service, how great the girls looked in Fifties clothes, and the extraordinary attention to detail (even the tickets look like they were printed in 1954). If you’ve never been, you must go next year. And if you have been before, go again because it’s simply not possible to appreciate everything the Revival has to offer in one visit. And besides, those brogues could do with an outing… JIM MOORE
PICTURES
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1 Jeremy McWilliams, taps wide open on his Norton Dominator, powers onto the start/ finish straight. He finished second overall and set the weekend’s fastest race lap – 1.33.771; 91.37mph. Full race results are on page 70 2 “He gave me these but then he just melted into the crowd. He was muttering something about having to beat Wayne Gardner” 3 “Have you seen Top Gun?” “No. But I’ve seen Pearl Harbour. From the air.” A 1944 North American SNJ17 ‘Harvard’ took to the skies 4 “We’ll take more care of you…” Spitfires, flying the flag in a synchronised display 5 The bike park would be an event anywhere else. At Goodwood it’s just part of the scenery 6 The Earls Court motorshow came to West Sussex in all its original art deco glory 7 A Rick P lookalike admires an early Indian while his chum practises his Fonz impression 8 Cops and rockers come together for the opening parade lap 9 To the victor the unlit cigar and the chilled mineral water. Mark Sharrock and Wayne Gardner (right) won both races 10 “Apparently that chap in pin-stripes did rather well in the war. Ladies hosiery wasn’t it?” “Yes, and some bloody good cigars”
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Top speed was governed by tweed cap adhesion. Alloy casing houses crank, starter motor, alternator and gearbox
TO ENDURE The R75/5 was arguably the first German superbike. With its 745cc, 50bhp@6200rpm, push-rod, OHV, “boxer” powerplant, the R75/5 offered a top speed of around 108mph, decent acceleration, dependable handling, good ergonomics, and legendary reliability. Launched in 1969 for the US market, and in 1970 for Europe, the Spandau-built /5 series were available with 500cc, 600cc and 750cc engines. The format and colour options were identical for the three bikes. But the flagship R75/5, which both outperformed and outsold its siblings, is the one that everyone remembers. The 32/11 bevel-drive ratio (2.9:1) on the early models was quickly identified as being too high. BMW switched the ratio to 32/10 (3.2:1), putting the power exactly where riders demanded it. But the four-speed box required a fair amount of footwork and had a significant gap between third and fourth. The rest of the mechanics were standard
BMW: a bomb-proof bottom end, a singleplate dry (diaphragm) clutch, a shaft-driven rear. But the engine broke with tradition by locating the half-speed camshaft below the crankshaft and moving the pushrods out of sight beneath the barrels; the advantage was more efficient lubrication (now by highpressure Eaton pump) and a tidier engine. This was also the first BMW that dared to go solo – it was made without any frame lugs for fitting a sidecar. In mid-1973, seeking to improve highspeed stability (the bike had a tendency to develop a weave at about 80-90mph) the engineers at BMW lengthened the swingarm by an extra two-and-a-half inches. The increased use of plastic (notably for the mudguards) on this new generation of bikes was criticised by some as an unwelcome break with tradition. But, coupled with extensive use of alloy throughout the engine, the weight saving enabled the R75/5 to scoot
from 0-60mph in around six seconds, and gave the twin-leading-shoe front brake and single-leading-shoe rear a significantly easier time when the lights turned red. Fuel economy at upward of 50mpg is good, better than the majority of its rivals. The clutch is finger-light, and good overall balance makes for great open road riding. It excels as a long-distance tourer thanks to its big fuel tank (5.27 gallons) and ability to maintain high cruising speed with almost no vibration. But in traffic, while the solid lowend torque is welcome, the long travel of the forks and the instant take-up of the shaft drive transmission can make the ride bouncy. Some said that the chrome “toaster” tank and chrome side panels, introduced in 1972, effectively destroyed BMW’s established reputation for classy, money-no-object gentleman’s tourers. But the buying public in general were more appreciative of the new look and about 38,000 machines were sold. Prices are still relatively low, but they are beginning to creep up. So, if you’re looking for a long distance, reliable, shaft-drive, aircooled classic twin, you should consider the R75/5. It is the only viable alternative to a Seventies Guzzi.
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