VISIT…

/ mechanics
 Tony
Rutter
1941-2020 Tony Rutter
Motorcycle racing legend

PICS: MORTONS ARCHIVE

T ony Rutter, who passed away on March 24,

was more than just a seven-time Isle of Man
TT winner.
The man’s breadth of career – 30 years – and the
many different bikes he raced (two-strokes, four-
strokes of all capacities) and won on, perhaps
makes Tony one of the most underrated riders of
his generation.
Born in the West Midlands, Tony started racing
aged just 20 and was soon heading to the Isle of Man
TT in 1965 for the first time. The Island was to be
the home of some of his biggest successes, the first
coming with a podium alongside Giacomo Agostini in
1972 in the Junior TT. He would snatch his first win
on the course a year later in the same class with an
average speed of 101.99mph. He would take his
second TT win in the same class in 1974, taking the
Formula 2 win in 1981, the Senior 350cc TT win in
1982, a further Formula 2 win the same year,
repeating this again in 1983 before his final Isle of
Man victory in the 1985 Formula 2 event.
More importantly, Tony would become Formula 2
world champion with Ducati in four successive
seasons from 1981-1984. thanks in part to those F2
TT wins. He would also be a leading light at the
North West 200, taking nine NW200 wins, the first
of which came in 1973. He would famously also tie
for a win at the event in 1977 with Ray McCullough
– a dead heat! Rutter would also take five Ulster GP
wins during his long career.
With a career spanning three decades, he would
ride small and large capacity machines, two-strokes
and four-strokes, and on short circuits (he won ACU
British 350 title in 1971 and the 250 in 1973) and
road circuits.
Sadly, a big crash at Montjuïc circuit just a month
after his final TT win in 1985 saw him badly injured
and while he made a comeback, understandably
things weren’t the same. Tony raced on until 1991
– mainly on the roads – by which time his son
Michael was also racing, and who would also go on to
considerable short-circuit and roads success.

■ Want to get hold of pictures from Mortons

Archive? Then head to: [Link]
 Mark t
cmm
e
Air-
cool!
This month we
celebrate all that’s
best about the
air-cooled RD400.
One of the best
Yamaha two-
strokes ever made!
WORDS: PAUL JAYSON
THE MOTORCYCLE BROKER

/ mechanics
 [Link] om [Link] [Link]/ClassicMechanics/ www twitte .com cmmmag

and ineffective. All of them came with just a single front

disc and a rear disc that was also quite wooden.
Another issue with two-strokes is that when you go
down a hill, if you shut the throttle then you shut off the
oil supply and will seize the motor. There is quite an art
to riding a two-stroke which us oldies from that era were
raised on and take for granted. But for new riders on
modern roads they’re not really user-friendly, so best we
oldies have them.
Yes, the real appeal of these machines is nostalgia for
those who grew up with them. It’s about the smell of
were the weapon of choice for anyone with a job and burnt two-stroke oil, the rush of snappy power delivery
you had to have a job to have a bike. from the powerband of these screaming motors. It’s
At this time it had become easier for young people about the vibration, while it ticks over, shaking the forks
to get finance to buy their motorcycle if they were back and forth and the ring-a-ding-ding sound. They
employed. So most people took a crap job so they mean something to the people who grew up with them
could have three months of payslips, go into their and they evoke memories of growing up. They are great
local Yamaha dealer, stick down a deposit and ride fun, but vastly impractical and difficult to ride.
out of the showroom on a new or used RD400. I completely get why people love these bikes and they
So what’s it like to own and ride now? It’s look and sound cool. The 350LC is a more user-friendly
interesting, in that it really doesn’t handle brilliantly. machine with better suspension, a better frame, better
The brakes are atrocious, and that once insane brakes and a liquid-cooled motor that won’t overheat in
powerband which easily burned off a Ford Cortina a traffic jam. But these air-cooled Yamahas are a great
GXL has more trouble with a 3-Series BMW. But, classic motorcycle and offer great value.
these little smokers are a bundle of fun. You can live You have to be careful when buying restored
in the powerband and pretend you’re actually Kenny examples, as the cranks have to be trued to within one
Roberts overtaking Barry Sheene… micron. Also, ethanol eats crankshaft seals, so try to use
Whatever happens and however you ride it, you fuel with no ethanol in it. Petrol taps can give up the
have to ride these bikes with care and respect. ghost and fill your crankcases with fuel, but apart from
These machines were designed for roads that were all that they are lovely little motorcycles. For a beautiful
very different. Our roads have bomb craters every investment grade example you can expect to pay:
few metres and the RD doesn’t like bomb craters. It 1976-79 RD400C – 1979 RD400F £6-£7000. You can
does have quite a flexible frame, flimsy little forks add £1000 if it’s a low gloss black model, which was
and, as I said, really rubbish brakes. The RD’s beautiful and very rare: also add £2000 for the full
brakes do leave a lot to be desired as they’re wooden power RD400 Daytona of 1980.

[Link] / 9
cmm
Stuff
The latest riding kit, top tools,
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Here are two (well, three) new boots from Furygan. First up,
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10 / classic motorcycle mechanics

cmm
Tested
Riding kit worn, tools
twirled & tyres turned
SEALEY
RECHARGEABLE
FLOOR LIGHT
This is Sealey’s rechargeable fluorescent floor
light (ML18/36), which has 2 x 20W power
from the tubes. Now, charging time is 20
hours, the battery is a 6V 4.5Ah unit, weight
is just 1.92kg and the operating time: one
tube is three hours, two tubes is half that.
Overall, this rechargeable lighting unit is very
handy for working on a motorcycle’s bits that
aren’t in a place where they can get decent
light. Totally portable with a pop-out stand at
the base to set the light at a workable angle
that’s spot on for under-lighting a lower
fairing or engine, the unit also has a carry
handle that doubles up as a hanging handle,
too. Sealey says that you can get three hours
on one tube light and 90 minutes on two
tubes, but our unit actually gave us three
hours on two tubes during this photoshoot
alone: impressive. Shame you can’t run it
while it’s charging!
Tony Carter
[Link]

£61.75

£140.94

SEALEY TELESCOPIC FLOODLIGHT

For the nerds, the Sealey LED104 SMD and put them wherever you need them.
LED Telescopic Floodlight’s output in Plug these lights into the mains and off
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maximum height is 0.61/1.6m when sturdy on the frame, the light unit
cropped or extended. Weight is 4.48kg height is adjustable in two places on
and the power output is 2 x 20W. Now the main tube, which makes it very
for the practical bit. This gives a very tweakable to suit your needs. Whilst the
strong, even spread of light across a unit does not have an on-off switch,
110-degree angle, making this unit an don’t let that put you off. If you’re
essential part of our working regime. looking for an extra light unit for your
Made from die-cast aluminium housing workshop or garage then this two-light
with foldaway tripod legs, the whole option from Sealey is bang on, and very
thing is lightweight and gives brilliant bright indeed. No heat either – LED
lighting power. units, y’see.
You can remove the two-light head Tony Carter
unit (notice the handy carrying handle) [Link]

12 / classic motorcycle mechanics

[Link] / 13
 cmm
News
W
Duchinni
IN
Canyon
boots
TO BE IN WITH A CHANCE OF
WINNING, HERE’S HOW TO ENTER:
1. Go to [Link]
2. Fill in your details
3. Press enter
4. Sit back, relax and wait.
Competition closes: 15/05/2020.
Good luck!

There are no cash alternatives available. We’ve teamed up with our friends at Duchinni to
The winner will be the first name drawn at offer you the chance to win a pair of Duchinni
random. Terms and Conditions apply. To Canyon boots worth £139.99. Tough hi-top boots
view the privacy policy of MMG Ltd with retro style that look good and are comfy away
(publisher of Classic Motorcycle from your bike – yet incorporate a waterproof outer
Mechanics) please visit and full impact protection. Find out more at
[Link]/privacy [Link]

Let's hope the Classic TT happens.

TT CANCELLED
The Isle of Man TT races were Surtees. The event will mark and feature in a one-off
cancelled in mid-March after the 60th anniversary of John’s display in the Classic TT
the spread of the coronavirus. final TT appearance, where he Paddock, along with a
The event was due to take won his 6th and final TT number of other iconic
place between May 30 and Race, claiming the Senior machines from the Surtees
June 13, and instead the TT title. family collection.
focus now shifts to the event In total, John Surtees won In other news, the Pre-TT
in 2021, which will be held seven Motorcycle World and Post-TT races have also
between May 29 and June Championships, including been cancelled. Meanwhile,
12. As things currently stand, consecutive 350 and 500cc the North West 200 race has
The Manx GP and The Classic doubles in 1958, 1959 been postponed, as has The
TT Races are not affected. and 1960. Spring Cup, at Oliver’s Mount.
These are still scheduled to The 1960 MV Agusta that It is hoped that both events
take place between August John rode to victory in the can run some time later this
22 and September 4. World Championship and year, but – as with everything
This year’s Classic TT will Senior TT will take centre at the moment – the situation
celebrate the career of John stage for the celebration lap is very fluid.

16 / classic motorcycle mechanics

Post to Mechanics, PO Box 99, Horncastle, Lincs LN9 6LZ
or email your pictures to editorial@[Link]

WIN TYRES
Every month we’re giving away a pair of Bridgestone tyres to the writer of the best submitted letter we
receive. You can choose between Bridgestone’s BT-016 Pros, BT-023s or BT-45s! No cash alternative,
before you ask! Simply get in touch by sending emails to: letters@[Link] or post your
letters to the normal address, giving contact details just in case you are that lucky winner.

Q&A queried?
One good thing to come…
I’m glad I’ve returned to bikes! This has
been sitting in my garage for about eight
years. I bought your magazine on a whim
and decided to once again use the bike.
The coronavirus is giving me time to polish
it again and use it.
I bought the Triumph T595/955i after
getting bored of a Kawasaki ZX-7R I had.
I used the Triumph for a year and was
offered a Suzuki GSX-R750 K6. I liked
the look of the GSX-R and modern styling
so used that instead of my Triumph. Plus, Dusted down and ready to go!
the tyres on my Daytona gave way and
scuffed the right-hand fairing. I had it
fixed as-new, but didn’t trust the tyres and Triumph. It has a soul that the GSX-R can’t
parked it away and forgot about it. I recently match. Better tyres and an MOT test awaits!
dusted it down and charged the battery, and it Steve Gilbert
started straight away. I’m selling the GSX-R as Bertie says: “Well Steve, maybe we can
I now know it was a mistake to stop using the help with those tyres? Welcome back!”

Tony's bike is in ther

e...
Zingy Zeal!
One lovely Zeal.

Bertie says:

Bertie says:

/ mechanics
 SUBSCRIBE TODAY SHARE YOUR PROJECT WITH THE WORLD!

Tiddler tidings…
A real Honda classic tiddler...

Busa boy 2!

Bertie says:

Bertie says:

Calling for Kar!

ck it?
Another tasty VFR: Can Kar cra

Bertie says:

mechanics
[Link] / 25
 READER’S RESTO IN ASSOCIATION WITH BRIDGESTONE

A Shaw thing!
CMM reader Malcolm Shaw is a Welcome to the world of Malc Shaw. A former
self-taught spanner-man with a nurse, now a self-taught specials builder and lover of
classic bikes (ok, nearly all two-strokes, but the
penchant for making specials… Fazer 1000 is four-stroke and modern. “It gets me
to Spain and France in comfort,” says Malc.)
WORDS AND PICS: BERTIE SIMMONDS While Malc carries on talking I realise this isn’t

“L
the bike I wanted to come see. But it would be rude
et me see. I have a GT750, a Z650, I’ve 1: Malc Shaw has a of me to interrupt when he’s in full flow!
got an air-cooled RD350 along with a race against time to He’s pointing at the RD350 with the Nico frame
RD350 special being built with a Nico get this TR750 special again. “I’m making the mountings for the Jim
Bakker TZ frame. The engine needs a complete finished! Lomas exhausts. I’ve built lots of stuff myself for it,
rebuild in that one. That bike has an Aprilia RS rear you know, rear-sets and the like. I want to be able
end and RS250 Aprilia forks – Aprilia wheels, too. 2: BDK barrels and to ride them (I’ve got a shot right knee) so I look at
The VFR tank on that looks like it was meant for it. I Allens carbs. the bike, look at seat heights, look at foot-peg
guess I’ve got around 17 bikes,, nearlyy all two- position with blocks of wood – it’s more than an
strokes.” educated guess.”
2 Our Malc is even making moulds for the seat.
“Yes, I chopped up an old Two-Four seat as I had a
scabby one and altered it, then glassed it up to
make a seat unit. It’s a crude way of doing it,
but it works.”
His mind is off again when he points to another
bike. “That’s a GT500 which is a runner – well, a
running engine. It is a special café racer: that’s what
I like. When I retired I wanted to restore bikes and I
found a tolerably ok GT500 that ran, but when I
looked at resto costs, chroming and the like, it was
3

daft. Some of these go for £7000 apparently but I’ve

yet to see people buy them for that price. Instead,
building a special helps you develop different skills.
This one has Bandit forks, but I will go back to GT
forks. I’ve got three of these. I have a KH400 with
98 per cent of the parts ready to build, and a couple
of GT380s. I used to love my 380. I’ve got a 550
with a frame and log-book and that’s going to be sort
of a drag bike with inverted forks… Yes, the list of 5
projects on the go at the moment is ‘far too many’.”
It’s not all specials as we spy a trio under wraps:
an old Trumpet, a Kwak triple stroker and an 3: Dummy bottom-end where his skills originated from. “My dad would
RGV250, but you can see where his heart is. In his for fit. never sign any HP agreements, so I always had to
two workshops we see lots of equipment essential to scrabble around and re-build stuff myself! Later on I
fabricating your own parts. “I’ve got a proper 4: Real bottom-end raced cars and we built our own semi-space frames
setting-out/marking-out table and I’m teaching ready. so I have always been fairly handy. When I retired I
myself to TIG weld: it’s hard, but I’m enjoying it,” had some disposable so used the pension pay-out to
says Malc. 5 GSX-R inverted forks get the mill and things, but all of it’s a culmination
So, where does this love for bikes come from made to fit. of 40 years really…”
then? Malc explains: “I guess it’s all from the Finally, I get to see what I’m here for. It’s
summer of 1976. I remember laying out in the unfinished, but stunning: a CMR-framed ‘TR’ 750.
garden revising for my O-levels. Back then I had a Wow. “We were going to build an ally frame for this,
Yamaha SS50 – the original FS1-E – not the Honda! me and someone else, but that didn’t happen. So I
I wish I had kept that now as they are rare-as and got in contact with Denis Curtis of CMR Racing in
hold good money. After that I was mainly into Canada and went with what we see here. Denis
Suzukis, GT250s; I tuned them myself (I didn’t sends over the frame and much as you want but I
know what I was doing, but they could beat RDs on had the frame and the tank along with bearings,
the road) then I had the GT380s. Like most of us it swingarm, etc. I wanted to put inverted forks in, but
then went to relationships and houses. Denis says you can’t, but as you can see this has
“Then, when I was about 40, I really wanted a GSX-R1000 K5/6 forks and wavy brake discs. This
Ducati 916, but a cousin’s mate had a Suzuki radiator is much narrower than the standard GT750
GSX-R750 SRAD so I bought that. I did my rad as it’s been much modified, but I need to sort
advanced riding course (I’d recommend it) and that some brackets out for better clearance.
was that. I was back into bikes.” “The engine I had sitting around for a few years. I
As we move into the second workshop, Malc says was looking at buying an H1 from a bloke in

[Link] / 27
 READER’S RESTO IN ASSOCIATION WITH

Mark Dent's artistry!

Bridgestone launches new
BT46 ‘classic’ tyre!

Bridgestone’s new BATTLAX BT46 Using the latest in tyre

tyres are the successor to the technology, Bridgestone has
popular BT45s, which have been succeeded in upgrading the
in the marketplace since 1998. BT45’s wet performance, while
Brighton and I mentioned looking for a GT750 motor The BT45s have long been the maintaining the level of dry
and he had one complete, so I bought it there and choice for modern classic riders handling performance.
then. The barrels are ported by BDK Race and the new BT46 promises to The new BT46 is therefore a
Engineering: this engine is mocked up with just the have even greater performance. perfect choice for your modern
barrels on and the carbs from Allens Performance. Launched earlier this year, the classic wherever and whenever
The bottom-end is all assembled on the bench. I’ve tyres will be available in eight you ride it.
the ignition system to order, the motor has a front sizes and 17 rear sizes from We will be reporting back from
centre-plug head on it, so BDK reckon it will February 2020 with an additional the launch of this exciting new
produce a lot of power. They also reckon the jets in 14 sizes in 2021 and another tyre later this year.
the carbs that Allens sent up are close and the eight sizes in 2022. [Link]
exhausts are done to suit, too. They are made by
Performance Fabrications. They mainly make stuff
for RG500s, but I took the bike up with dummy
engine and left it with Mark Dent for three months,
and they are a work of art.”
While this bike may well end up pretty racey
sounding, looking and ‘going’, Malc is adamant that
it’s a road bike. He says: “I don’t do track days! And
with my shot knee it needs to be comfortable. It will
be a sanitised race bike!”
It’s clear that this machine is some way off being
finished, so will it hit deadline for the Bridgestone/
CMM competition? “Every time you put a bit on this
bike, you have to think of the other 10 things around
it,” he admits. “The fairing and headlight were a
week’s work alone! I’m doing stuff myself as I enjoy
it. I have a budget for what parts I can’t make and I
get from Robinsons Foundry – Michelle Robinson
there is a mine of information on parts! That said,

I’m aiming to get it done by the Classic TT in

August/September. Denis from CMR is over
(hopefully) so I’m pushing on with it right now. I also
have to think of the overall finish. At the 2016
Classic TT I chatted to Steve Wheatman of Team
Classic Suzuki (he’s a lovely bloke) and my fave bike
to have would be a replica of Michael Dunlop’s
XR69. So, with that in mind I was thinking of Team
Classic Suzuki’s colours, but either way it’s a Suzuki
so it’s got to be blue and white, yes?”
Oh yes. We can’t wait Malc. In fact, maybe we will
follow this build month-by-month?

Out in the sunshine early on in the

build.

She's coming together.

28 / classic motorcycle mechanics

[Link] / 29
 CLASSIC EVENT

Cadwell Calling! Classic Bike Trackdays and CMM – in association with

Bridgestone tyres – have a weekend of fun lined up at
Cadwell Park in June.

If you want to book

and/or keep abreast of
the situation then go
to: www.
classicbiketrackdays.
W
go ahead.
e know nothing is for certain in these
difficult times, but as we write this the
UK is in lock-down, but we are still
holding out hope that our planned weekend can
the air at the moment. See next issue for a feature on
his amazing grand prix two-stroke.
Don’t worry if you’re not an Elsie aficionado as any
machine will be eligible as long as it’s a Y2K bike
(2000) or younger.
com The details are the same: our very good friends at Darin Frow of CBT says: “The situation as it stands
Classic Bike Trackdays have joined forces with is that we are talking to MSV and they have said it is
ourselves and Bridgestone tyres to line up a brilliant business as usual – for the time being. However, the
weekend of action over the weekend of June 6-7, at latest Government advice to stop any non-essential
Cadwell Park, Lincolnshire. travel would include our events. The question is for

/ mechanics
[Link] / 33
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[Link] / 35
/ mechanics
 WORDS: JON BENTMAN
IMAGES: GARY D CHAPMAN

Yamaha’s RD400 was born into a confusing world where

customers wanted more performance, but legislators wanted
less emissions, where simplicity was key and yet complexity
sold. It was then something of a mixed-up contrivance. Yet it
succeeded, handsomely.

O ur headline explains all about the RD400:

so much of it is wrong, but success is
carried off because in the end the balance
is just about tipped in favour of the right.
And by heck is there a confusion of influences
around this model, from beginning to end. It is to its
credit that it can shirk all its failings and
shortcomings and appear as the pristine example of
a true motorcycling icon.
Let’s start with its predecessor the RD350. First
made metal in 1973, that bike emerged as part of a
newly united Yamaha family. Up until 1973 the
series of Yamaha two-strokes was muddled. The
RD350’s immediate predecessor had been named
the R5, while it’s sibling 250 was named the (Y)
DS7. Meanwhile, a 200 was named the CS5 and a
125 the AS3. Dare we mention the production
racers, which in fact bore a lot of shared
omponents with the roadsters? Here we had the
350cc TR3 (based on the R5 road bike), the 250cc
TD2B (based on the YDS6, updated). It was a mess
of nomenclature, and someone, somewhere in the
Yamaha management must have cried ‘Enough’. So,
in 1973 the Yamaha two-stroke road bikes were at
last renamed collectively the RD series (RD – Race
Developed) and the racers TZ (why TZ? Answers on
a postcard…)
Now while the RD350 was ‘race developed’, we
should note that RDs are a long way short of
 TIMELINE

1976 RD400C 350cc Norton, Brit Bike Man will actually find the
Supersedes the RD350A/B
(1973-75); very similar frame
RD400 to be quite amenable in the lower revs. Often
to the 350, but the engine is two-strokes get characterised as high-revving, razor-
moved 20mm forward, it’s edged devices, and while that might be true of older
also rubber mounted and road racers, so many two-stroke road bikes are in fact far
the engine has an 8mm
increase in stroke to make more flexible and easier to ride than even mid-sized
the 350 up to 400cc. four-strokes. Of course that all changes as the revs come
Meanwhile, the tank takes up, and approaching 6000rpm the RD comes on pipe in
the ‘coffin’ shape that is the
signature of the bigger RD. a fairly determined manner. It pulls strong, there’s a
The C model came with wire distinct mid-range hit – but those reed-valves that
spoke wheels – cast wheels , , debuted with the RD range (in 1973) make for a broad
were an option. pistons, exhausts, carbs,
frame-mounted hinged controllable hit of power. The feeling from the engine is
footrests, thicker forks similar between the RD and later LC. You can feel that
1977 RD400D
(35mm), new brake calipers typical Yamaha flexibility, they have a certain character,
Cast wheels as standard and taller final drive ratio.
plus the seat styling changes but the LC with that water-jacket and a little more
to incorporate a tail cowl refinement is the smoother, more potent of the two.
and colour-coded strip along 1979 RD400F
the base. Only change: dog leg levers The handling is pretty smart on the RD. Ridden in the

1978 RD400E
1980

/ mechanics
BUYING & OWNING
Let’s start at the top: £6000. That’s pretty full, mind
– cash is king in this faltering economy and there’s
probably wiggle room there for something with a five at
the front-end. And, of course, that’s reserved for a top
example: matching numbers, either beautifully/faithfully
restored or an immaculate original. And that’s a grand to
a grand-and-a-half less than a top LC – which tells you
something of the difference in popularity of the two at
this time. Likewise at the bottom end of the market, a
push-into-your-van (parts missing, but enough there to
stir some optimism) complete restoration case can be
found for around £1500, again about a grand less than
an equivalent LC project.
A quick word here. Five years ago the top price for an
RD400 was about £4000. Like all classics, their prices
have been boosted by the failing economy and poor

[Link] / 41
 MAIN TEST USEFUL
CONTACTS
gasket £20. Inlet rubbers £20: a beer money bike! hinged frame-mounted footrests – and the brakes,
[Link]
Likewise if you need some help with the owners forum, specialist
too, changed from opposed twin-piston calipers to
reconditioning – bores/honing: it comes at very easy help, etc single piston floating type. However, that doesn’t
rates because these are straightforward jobs. And stop the parts being interchangeable.
[Link] And that also goes for parts from the RD250s
when it comes to issues like crank rebuilds, again
for OEM service parts, etc
the sim licit f the motor hel s the lab rinth seal which ran alon side the RD400s – so man arts

42 / classic motorcycle mechanics

[Link] / 43
3

ca.
rrideable classic
eap ahead of the
r, too.
rison) RR4/5 and
aass Blade terms
lly.
hampionship in
nd in 2007 and
titles with

the used market

great bikes, so
r at under £4000
you’d be best
int as to how
d after and what
e. You won’t be

mechanics
 HAYNES PRINT & ONLINE

1983 YAMAHA SR250

Q: I have acquired a 1983 Yamaha

SR250 for restoration. I have
tried to get a workshop manual for this
model. The only one l have seen is a
Haynes manual for SR 125 and125 XT
models. Are they the same engines, but
with a different bore?
John Mitten

2007 TRIUMPH
SPEED TRIPLE
A: There are quite a few
differences between the 125
and 250 engines I am afraid. You have

Q: I’m writing on behalf of my

partner who rides a 57 plate
Triumph Street Triple. She has been get one point out of the way. Over the years
a number of options available to you to
get hold of a 250 manual. You could go
to your nearest Yamaha dealer and try
suffering with an issue for quite a while I have come across lots of similar to order one as a Yamaha part, but I do
that we have not been able to resolve. situations and the advice given to the not recall that model being available in
Despite trying to research this online on owner is something like checking the the UK so it will not be listed here. If
various forums I have not found any ignition system, carburettor settings or you do get one you might be shocked
definitive answers as to how to get it fixed, fuel-injection system sensors, but the at how much it will cost. Haynes
the issue being the bike will fire up no respondents have missed the point. Your products are generally much cheaper,
worries and will ride fine until it gets up to issue is not just that the engine won’t start but not as thorough as genuine
normal running temperature and needs to –it won’t even turn over properly, so of products, though that is not an option
be restarted after, say, refuelling /stalling, course it will not start. in this case as I believe Haynes did not
etc. It acts as if the battery is flat and just Normally, the situation is that the extra cover the 250.
does not have the power to turn over. We load provided by cold, viscous oil At one time Yamaha manuals were
are forced to wait around 20 minutes for it combined with a less efficiently working available as microfiches, but you would
to cool down again and it will once again battery means that the starter motor need a specialist viewer to make use of
start with no issues. I can confirm that the struggles to cope. It should have an easier one, and I have not seen a viewer for
regulator/rectifier, stator have both been job when the engine is hot, so what could quite some time. If you have access to
replaced with Triumph parts (both had be the problem here? the internet then you will be able to
previously failed). The bike then sustained One thing that could make the hot make use of more up-to-date
some minor damage in an accident, engine hard to turn over is that it has technology and find a few listings for
resulting in no more than cosmetic partially seized, but then it is ok when it is downloads, or if you or a friend can
damage (sadly the rider took the impact of running. Another possibility is that there is access eBay, then there are listings for
bike on her). The starter button assembly a fault with the ignition timing, such that second-hand copies of the genuine
has been cleaned, as has the main earth it is too far advanced, but only at low paper manual, mostly in the United
wire; the starter solenoid was checked and engine speeds when hot. I suggest to you States, for varying prices.
the battery has been replaced with a that both these possibilities are highly
Motobatt. A second-hand starter motor has unlikely! Much more feasible is an
also been fitted, but all this has not helped electrical fault. What it boils down to is when you press the start button. It should
and is really adding up the pounds. We are making sure that enough electricity is be no lower than 9.5 volts. If it does drop
both losing faith in what is in every other available to be used, and ensuring that it too low, either the battery is knackered or
way an excellent bike so any ideas will be can reach the starter motor and return there is a mechanical problem in the
gratefully received, as all I can think of left unimpeded to the battery. So next time starter or its drive to the engine. Next, as
to do is a full diagnostic check to see if you have the hot engine running, check you press the button, check the voltage
this will show anything. the voltage across the battery terminals. It between the battery +ve terminal and the
Steve should be around 14.5 to 15 volts. Then starter motor terminal, then between the

A: This is interesting because one

would normally expect the reverse
situation: the engine starts ok when it is
stop the engine and after five minutes or
so, check again. It should now be around
13.2 volts. Now, assuming that the starter
battery casing and the battery -ve terminal.
The voltage drop (which is what you are
measuring) for either should be minimal:
hot, but not when it is cold. Firstly, let me is not working properly, check the voltage no more than a fraction of a volt. If either
reading is higher, there is a problem with
Our very own wizened sages, Messrs Mark Haycock and Steve an electrical connection or perhaps the
Cooper, are here to answer alll of your woes, be they starter relay on the +ve side. This could be
mechanical or spiritual. Every month we will be gi caused by the heat from the engine, such
that it is ok when cold, but not when hot.

Send your queries to: bsimmonds@[Link] or write to Problem Solver, CMM, PO Box 99, Horncastle, Lincs LN9 6LZ

46 / classic motorcycle mechanics

[Link] / 47
 Simple solutions: Join the clubs/forums. HAYNES PRINT & ONLINE

And out comes the starter

motor – a five-minute job
on one of these.

halves it's immediately obvious what's up turns out not to be suspect at all, which He comes back 10 minutes later
– half of the main magnets, which are is a relief. perfectly happy: “It's got a bit of a misfire,
supposed to be attached to the steel The prospective buyer duly turns up, but I'm sure that's nothing serious,” he
casing, have detached themselves, broken completely fails to ask any sensible says. I explain about the iffy fuel and the
up and wedged everything solid. questions about the bike, and prepares to Italian tune-up and suggest it'll probably get
With no time to order a new starter, I've hand over the pre-agreed asking price. I better on its own, but that ideally it wanted
got no choice but to clean everything up didn't want him taking it away and then a full service and everything cleaned out
(ever tried cleaning metal swarf off a bringing it back later, demanding his properly. I also ’fessed up to the problem
magnet? Not easy!) Then, glue what's left money back because he'd found with the starter, and knocked off the price
of the magnets back in place with JB Weld something wrong with it (French consumer of a pattern replacement to sweeten the
and hope. While I'm waiting for the glue to law is heavily on the side of the buyer, so deal. (The original asking price assumed I'd
go off, I remove the enormous Givi Trekker he'd have been within his rights), so I had be changing the oil and filters and a few
top-box (which I might want for something to more or less bully him into taking a test other bits anyway, which I'd not got round
else in the future) and brackets, and refit ride, explaining that he might not like the to, so it didn't actually cost me anything.)
the original, rather odd-shaped BMW heavily modified suspension (a modified He went away happy, and although I was
box, swap the high power SW Motech and re-sprung GS1100 rear shock and a bit sad to see Flossie depart down the
spotlights for something that puts less rebuilt front shock leave it sitting lane, the healthy wad of notes in my back
strain on the charging system, and get on considerably higher off the floor than pocket cheered me up no end, and I
with some of those little tidying-up jobs I standard and sharpen up the steering to a started plotting how I could spend it on
mentioned earlier. point some people might not appreciate), improving the CX500 to take Flossie’s
Next morning, turn the key, cross the rattly brakes (I converted the Brembo place as daily load-lugger. Then I got a tax
fingers, press the button and hope it discs to fully floating spec some years ago) bill: Arse, all gone in an instant. Right
works. Amazingly, it does and she spins and the inevitably slightly baggy feel of then, what else can I flog? Ah yes, time to
over a treat. And the suspect battery something that's covered so many miles. resurrect the little Ducati 400SS...

The brushes on these motors can give trouble, but they’re cheap and easy to replace. Ah, so that’ll be why the starter didn’t
No problems here though, must be something else wrong. work then...

50 / classic motorcycle mechanics

[Link] / 51
cmm
Allen
Award-winning motorcyc
Sawing and welding
Allen is doing yet more sawing and welding on the motor of his Kawasaki ‘Super-Six’!

F or me the nicest thing about making

a new engine is working out how to
make it in a way that it looks as
factory produced and original looking as
possible.
Sometimes I spend hours just looking at
crankcase castings, cylinder barrels and
cylinder heads trying to imagine the
thought processes of the original designer
all those years ago at the factory.
I find it helps me focus and see the way
forward, and ultimately where to cut and
adapt parts, making them fit together and
look right.
I had already finished the crankcases
and barrels, and the next job was to
modify the cylinder heads to fit. I had a
rough idea how I was going to cut the two
heads and how to weld them back
together, but the final details were still a
bit fuzzy. I never let that bother me too
much, though.
The first thing I did was to cut the first
cylinder head in half with my hacksaw,
cutting through the centre of the cam- The first cut on the first cylinder head.
chain tunnel; not to any particular size,
just in half. I always use 18 TPI Bahco
Sandflex hacksaw blades for sawing
aluminium as they cut really well, last a
long time and don’t break.
It’s important to have a good-quality
hacksaw blade with sharp teeth to help
you cut straight, remembering to let the
blade cut and find its way rather than
forcing it through the metal.
The two halves of the first cylinder head
will be used for the outer two cylinders on
each side. I trial fitted them on to the
cylinder barrels and they looked great.
Next I mounted the right-hand part of the
cylinder head on to my milling machine
and machined the vertical inner joint,
removing excess material and truing up
the surfaces where I would be welding to
the inner part of the cylinder head. This
was repeated on the left-hand part of the
cylinder head. With both outer parts
machined, I put them on to the barrel and
measured the gap in between them with
my Vernier Caliper. I then marked out and
cut off the two outer cylinders from the
second cylinder head, leaving a few mm
on each side to true up the surfaces on my Second head ready to cut in background. Real Meccano!

52 / classic motorcycle mechanics

Trial fit of outer heads on barrels. uter head set up for machining mating surfaces.

milling machine. The inner part of the

cylinder head was then machined each
side, gradually removing metal and
checking the overall width dimension until
all three parts would fit on to the barrels
with no gaps at the two joints. This was a
critical machining task and took a bit of
concentration to get right. I remember my
apprentice master saying to me: “Measure
twice and cut once,” and this advice was
very relevant with this particular
machining operation. It’s important that
all welded joints are tight with no gaps to
minimise distortion. If there is a gap at the
joint it will pull together as the weld cools,
drawing the two parts closer together and
distorting the casting in the process. If you
do end up with a gap they have to be filled
with a shim of aluminium that has been
filed to the right thickness to tightly fill the
gap. With the machining completed I filed
a 45-degree chamfer by hand on the edge
of all the joints about a third of the wall
thickness both sides to increase the Trial fit of the head on the engine itself.

Trial fit of head with mandrels clamped

Machining the steel mandrels on my lathe. in place. Looking good.

[Link] / 53
cmm Allen Mill
Award-winning motorcycle
strength of the weld. The next thing I had
to do was make two steel mandrels to
clamp into the camshaft bearings to hold
them in line.
The camshafts on a Z1 engine run in
white metal split shell bearings, which I
had already removed, so I placed one
upper bearing cap on to the cylinder head
and measured the inner diameter with a
Lushington bore gauge and Micrometer,
then I machined two mandrels to the
measured size from cold rolled EN8 steel
bar on my lathe.
The last job I needed to do before I
could start welding was sleeve the oil
drains from the valve bucket chambers.
These drain holes spanned the welded
joints. I wouldn’t be able to weld all the
way around the holes so I reamed out the
existing holes and pressed tightly-fitting
tubes into the holes as the parts of the
cylinder head were assembled together.
With the head pressed together I placed Cutting the cam covers. Every man should have a vice... Ahem.
the two steel mandrels into the camshaft
bearings and tightened the caps to hold
them in place and ensure the critical
alignment of the camshaft bearings was
maintained during the welding process.
With the camshaft bearing cap bolts
partially tightened I tapped the heads
tightly together with my hide mallet,
closing up any gaps at the joints, then
fully tightened the camshaft bearing cap
bolts to keep everything in line.
The complete cylinder head was then
placed into my gas BBQ to be pre-heated
prior to welding. I then clamped the
cylinder head on to my milling machine
table and promptly started to weld all
accessible joints and fins as far as I could
reach with the smallest diameter shield
fitted to my TIG torch. With the upper
welds complete I unclamped the head,
turned it over and completed the welding
on the underside. I then filed the
protruding welds smooth while still hot
and re-clamped the head on to the milling Machining the cam cover parts.
machine table to cool. Once cooled I
removed it from the milling machine, barrels. This is quite a long drawn-out
checked the gasket surface with my steel process, but it’s simple to do at home
rule and was pleased to see it was still flat without any specialist equipment. If you
across the joints. haven’t got a cast iron lapping plate you
Aluminium takes a few days to fully can use a piece of thick plate glass or an
relax after welding and will age harden as old mirror as a lapping plate. With the
well, so I left the camshaft mandrels lapping done the gasket surface had a nice
clamped in place while I fettled the flat grey finish. I took the cylinder head
remaining welds and cleaned up the cam outside for a good wash with degreaser
cover mating surfaces. A few days later I and a jet wash to ensure all the grinding
took the head and barrel back to Rob at paste was removed. The cam covers were
RD Cox & Son in Reading to complete the next while my garage was littered with
vapour blasting process. I’ve been taking swarf, so that all the aluminium machining
my engine parts to them for over 25 years and welding processes for the engine were
and am really impressed with the process complete. The two cam covers were cut,
they have developed that produces such a machined and welded in a similar fashion
factory fresh and durable finish. described above to match the shape of the
The last job I needed to do on the head new cylinder head, then I had a good
was to lap the gasket surface with my clear-up before tackling the camshaft and
lapping plate and grinding paste. I crankshaft modifications.
explained this process last month with the More on this next time. cmm Some left-over bits!

54 / classic motorcycle mechanics

 Tool of the month
with
ccmm
Ralph Ferrand works with tools all day long – he sells them
too at [Link]. So he knows what works.

Crimping old British Bullets.

Crimp my style!
F or the third month in a row I am dealing
with electrics.
Now, for some reason all high street
auto-shops and even motorcycle shops sell pre-
insulated bullets, spades and ring terminals by the
bucket load, despite the fact that no motorcycle
manufacturer or professional auto electrician would
use them. Their use is evidence to a professional
that a monkey has been playing with the wiring.
Proper terminals aren’t even appreciably more
expensive, though professional crimp tools do cost a
bit more than those nasty tools punched out of sheet
steel that claim to strip, cut and crimp, and yet do
none of the jobs properly. If you’re not willing to buy
the correct tools, pay someone who does have them
to do the job!
Old British bikes with wiring by Lucas use
machined male brass bullets that are forced into
connectors. I use the term ‘forced’ as they tend to
be as tight as a duck’s bum to fit together. To the
best of my knowledge only one manufacturer still
makes the crimps for them and they are far from
cheap for a basic tool. A professional non-insulated terminal crimp
p tool.

56 / classic motorcycle mechanics

 Professional Superseal/ A tube type
AMP crimp tool.
crimp tool.

For those of us working on classic

Japanese and European motorcycle wiring
the most used crimp tool is the one for
setting what are known as non-insulated
terminals. A curious, misleading moniker,
but I cannot change the English language.
The jaws are made in two parts. The first
part forms the crimp that makes the fine crimp, but is nothing like as nice to
connection for the wire’s copper conductor, use and a bit fiddly. At the bottom end of
and the second part forms the rear part to the market for the truly parsimonious is a
clamp into the wire’s insulation to secure a very budget tool stamped out of steel sheet
degree of mechanical strength preventing that requires the two parts of the crimp to
the terminal being pulled off the cable. be made separately. It will do the job, but I
This tool is used on bullet connectors, wouldn’t give one workshop space.
spades, rings and most multi block The next tool I want to look at is the The work of Satan: the
connectors you are likely to find on classic Superseal/AMP/Econoseal crimp. These pre-insulated terminal!
motorcycles, including 2.8mm mini connectors are water resistant. Superseal
connectors, 6.3mm multi block tends not to be used by OEMs (Original
connectors, relay bases and headlight Equipment Manufacturers), whereas AMP inside a loom. The right-hand inset in
plugs. The most commonly used bullets are type connectors are seen on more modern Photo 4 shows a wire with a butt splice
3.9mm Japanese bullets which once bikes. The crimp tools are only available as crimped. Another wire would be fixed at
crimped have a clear insulator boot slipped professional ratchet tools. They work in the other end and the joint covered in
over that properly protect the connection, exactly the same manner as the non- polyolefin heat shrink sleeve. I also use my
unlike the ‘pre-insulated’ terminals that are insulated tools, except that the rear crimp tube type crimp for fitting ring connectors
far from properly covered. There are various secures the rubber seal to the terminal and to battery leads, as can be seen in the
types of non-insulated crimp tools wire joint, as can be seen in the inset in other inset in Photo 4.
available, but for me the best choice is the Photo 3. There are other crimp tools out there,
ratchet style as shown in Photo 2, which Lastly we need to look at the tube type including flag terminal tools, but these
delivers exactly the correct pressure to crimp tool. I mainly use this for butt are monstrously expensive and of limited
form the crimp and then release. Laser splices. Butt splices are great when you use. Yes, I have one, but I have a serious
Tools offer what I describe as a basic need to extend a wire and sometimes when tool buying habit for which I know of
non-ratchet, which will make a perfectly you want to join a number of wires neatly no cure. cmm

Non-insulated Terminals

1 2 3 4 5 6 7 8 9

1/ 5.3mm Ring Terminal. 2/ Male 3.9mm Japanese Bullet Connector. 3/ Female 3.9mm Japanese Bullet Connector. 4/ Double Female
Japanese Bullet Connector. 5/ Female 6.3mm Spade Terminal. 6/ Female 6.3mm Latched Terminal for Block Connector. 7/ Male
6.3mm Latched Terminal for Block Connector. 8/ Female 2.8mm Mini Connector Terminal. 9/ Male 2.8mm Mini Connector Terminal.

[Link] / 57
 e

TRIM
Lots of subtle
differences over
the models and
you really need to
ensure everything
is there and model
year correct. The
early tank badges
are ferociously
expensive.

[Link] / 59
 IT’S MY BIKE:
Dave Jupp
“I’ve owned this
bike for at least 20
years now, but
when I got it I
stripped it right
down and stored it
in my loft. It’s been
work-in-progress for
some five years and
it’s finally finished.
Years ago one of my
friends imported an
A7A that some
gung-ho American
had assaulted with
a shotgun. I was
able to strip off all
the decent stuff
ready for my bike’s
restoration. At the
time no one was
really interested in
Avengers and I was
able to buy lots of
NOS from Z-Power
back then. Today
parts are seriously
expensive and I 1970 saw the bike subtly rebranded as the A7A and to be a serious piece of kit. With a 10% hike in
wouldn’t like to utilised a more angular tank. compression ratio and opened up to a full 349ccs,
restore one now. The bike’s final year, 1971, saw the use of the the bike was delivering 53bhp and was
It’s a well- same paint skin for all the panel work in the rather phenomenally successful at the Bathurst TT in
engineered bike and captivating pearl ivory as per our bike in camera. Australia where it won the 350, 500 and Unlimited
not especially heavy Throughout its short life the bike’s engine didn’t events. Over in America another similarly tuned A7R
and I’m looking change much other than revised materials for the was timed at just under 145mph at Daytona, which
forward to getting disc-valves and drive cogs to the alternator/ignition was pretty impressive stuff for a road-based,
out on it this year.” unit mounted behind the cylinders. In the key USA air-cooled stroker.
market there was also a comparable range of SS Half a century on, the bike – marketed globally as
(Street Scrambler) models with a pair of exhausts the Avenger – still remains something of an enigma
outside of the cognoscenti. Sold in dramatically
larger numbers, the equivalent Bridgestone (which is
All A7 parts are now pricey... reckoned to have never topped 9000 units), the A7
is something of a Cinderella bike in the UK,
probably because so few were sold here. In the early
1970s the brand wasn’t well established, spares
support was parlous and the bike was often
perceived as being overpriced.
However, should you be fortunate enough to be
offered a ride, grab it and be prepared to be
seriously impressed. An A7 is a singularly different
machine from anything else (other than a 350GTR
obviously) and will consistently impress its rider. The
amount of instant drive off the throttle has to be
experienced to be believed and the way the bike
makes progress totally belies its age.
 HAYNES PRINT & ONLINE

13 14 15

16 17 18

13/ Oh bugger! The state of that; the bearing broke up. 14/ I warmed up the casting this time to aid removal of the second half of
the bearing. 15/ On the right-hand side I heated the aluminium before using the puller. 16/ The right-hand bearing came out in
one piece, but the corrosion is obvious. 17/ Heating up the brake disc supports to break the thread lock and corrosion bond while
using my 3/8” drive battery impact driver to persuade the disc bolt out. 18/ While heating one of the disc supports I removed one
of the bearing oil seals.

19

19/ Using circlip pliers to extricate the

wheel bearing locking circlip. 20/
There’s no better way to remove wheel
bearings than with the correct tool.

I used my mate’s tyre fitting machine to

remove the tyres because whilst I have 20
manumatic tyre removing gear at home, I
prefer to chew the fat about bikes and life
and the universe with John and exert less alone. Many Japanese bikes use cap bit at an angle, which will encourage it to
effort. Manual tyre changing makes my screws sometimes with button heads and cam-out and wreck the head.
back ache these days. The wheels were to in my experience a combination of I used a seal puller to remove the oil seals
be stripped and powder coated so bi-metal (galvanic) corrosion and thread protecting the wheel bearings. If I had a pint
everything had to be removed. The brake lock results in the hex rounding out before of beer for every time I have heard a tale of
discs are far from factory fresh and whilst the thread lets go. I always fit a 3/8” drive someone trying to remove a wheel bearing
they have a little bit of life left, I suspect hex (or torx as in this case) driver in the without taking out the retaining circlip (eh
(hope) that the giant Scot will stick his fastener after heating and give a good Bunny?) I would have a very cheerful month!
hand deeply into his sporran for some new sharp blow with a copper-faced hammer. I removed the circlip with my faithful old
ones. A top tip for removing discs from In this case as I was working with pair of circlips pliers, skipped the crusty-
any make of bike is to heat up the good-quality torx screws. I used my 3/8” looking clip before engaging the blind
aluminium to around 120°C, which can be drive battery-powered impact wrench, bearing puller set to extricate both bearings.
checked with an infrared thermometer, if which delivers reasonable blows of torque, Once the valves were transferred to the bin
you’re using a gas torch which could get without tearing the head apart if it sticks the wheel was ready for a swim in some very
stuff hotter than is ideal. fast, allowing me to concentrate on unpleasant chemicals to divest it of what
Almost all the factory disc bolts I have keeping the bit perpendicular with the was left of the powder coating.
come across come with a dry thread lock fastener while the impact wrench does the Right, it’s beer o’clock, so I’ll see you all
that sticks like crap to a blanket and rarely work. When tugging on a breaker bar it’s next month when hopefully we’ll be on the
come undone with mechanical force only too easy for one to end up with the road to construction of shiny bits! cmm

64 / classic motorcycle mechanics

[Link] / 65
 servicesguide
To advertise in classifiedmechanics
contact Andrew
Call: 01507 529583
Email: abruce@[Link]

BIKE STANDS BLAST CLEANING

LUBRICANTS & FUEL TREATMENTS

BLAST CLEANING

BRAKES/CLUTCHES

CARBURETTORS

66 / classic motorcycle mechanics

 servicesguide
BREAKING CHROMING COMPRESSORS

CARBURETTORS

[Link]

DEALER DIRECTORY

CHROMING

DYNO SERVICES

CLOTHING

[Link] / 67
servicesguide
ELECTRICAL ENGINEERING

PARTS AND SPARES

ENAMELLING/POWDER COATING
ELECTRICAL

PARTS AND SPARES SHOCK ABSORBERS

ENAMELLING/POWDER COATING POLISHING

68 / classic motorcycle mechanics

 servicesguide
RADIATOR PLASTIC REPAIRS VAPOUR BLASTING

RESTORATION
TANK REPAIRS

TRAILERS

SEATS

TRANSPORT

SPEEDOMETERS STICKERS & GRAPHICS

[Link] / 69
servicesguide
TOOLS

WEB DIRECTORY

70 / classic motorcycle mechanics

 readersbikes&bits
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BMW R100RS 1981, good BMW R1150RS beautiful, 2003, BSA B31 350cc, 1957, BSA GOLD STAR Rocket, DUCATI 900SS 1994, 32,000
original condition, just had a only 35,000 miles, fsh, new swinging arm, Ariel hubs, 9500 1963, genuine numbers miles, new belts 500 miles ago,
reconditioned gearbox, new MoT/service, new tyres and miles, tidy bike, alloy wheel matching with certificate, plus MoT until July 2020, vgc,
clutch, oil pump and service by battery, large black panniers rims, 12 volt electrics, V5C confirmation from the VMCC, service history, £3750 Tel.
a BMW specialist, 68,000 miles, and rack Tel. 07767 152081. present, £4500 may take p/x fully rebuilt bike, vgc, £20,000 07985 417293. East Sussex
£3750 Tel. 07973 344987. Somerset Tel. 01328 700711. Norfolk Tel. 07986 909423. Essex
Leeds

DUCATI S4R 996 Monster, DUCATI SCRAMBLER 250cc HONDA C92 good condition, HONDA CB360T 1975, new HONDA CB500T 1975, 19,995
2003, 15,127 miles, belts, Narrow Case, 1968, UK reg, Sorn, 90% finished needs exhaust, new seat, new cables, miles only, easy project, much
shims oil and filter just done, very good all round condition wiring sorting and silencers, new tyres, chrome excellent, work done, runs and rides, MoT
new clutch, tyres, chain and with no issues, starts and runs turns over, new battery, £1400 £3900 Tel. 01889 570265; and tax exempt, £1500 Tel.
sprockets, good condition, well, Italian log book £5250 Tel. ono Tel. 07519 310369. West 07975 672997. Staffs 01379 788217; 07834 563670.
£4200 Tel. 07804 945884. West 07718 714722. London Sussex Suffolk
Midlands

CLASSIC BIKE
HONDA CBR250R-B 2011,
recent service with front and
HONDA CBR600F2 1994,
34,500 miles, tyres in vgc, new INSURANCE HONDA CBX750F 1985,
running project with V5, clean
HONDA CM250T 1983, owned
last 10 years, good runner, was
rear pads 44,000 miles, engine
is really clean and tidy, runs
battery, bike in fairly good clean
overall condition, full stainless 0800 458 2530 original bike, £900 Tel. 07845
106060. Kent
used as a daily commuter but
not been used for the last year,
great, £1450 ono Tel. 01264 steel exhaust system, £1450 Carole Nash Insurance Consultants new battery, needs tlc, £500
735256. Hampshire ovno Tel. 07900 650562. West Ltd is authorised and regulated by Tel. 07812 211643. London
Sussex the Financial Conduct Authority.

HONDA CX500 1978, very HONDA CX500 Trike 78/79, HONDA CX500 Turbo, 1982, HONDA NSR250SP Rothmans, HONDA RC30 F reg 1989,
good condition, new battery, reliant axle, very good good condition, 72,500 miles, 1991, MC21 Tyga exhaust 13,945 miles, UK model, vgc,
tyres as new, owned last 10 condition, everything works BT45 tyres F&R good exhausts, standard included, engine two genuine Honda body kits,
years, restored by previous well, new [Link] front and rear, solid reliable bike, MoT, £3950 rebuilt (ex Richie Grantham), standard and Rothmans, lots of
owner, £1950 Tel. 07855 Tel. 07396 145390. Durham offers Tel. 07776 349560. recent tyres, battery, clutch, extras Tel. 07718 498657.
280495. Carmarthen Perthshire 1200km, £8995 Tel. 07717 Essex
518694. Wiltshire

HONDA TL250 Trials 1975, HONDA XBR500 mint bike, KAWASAKI GPZ500 2004, KAWASAKI GPZ500S 1990, KAWASAKI GPZ900R 1985,
vgc, it has been rebuilt using 13,650 miles, rare spoke 14,000 miles, all original very 33,000 miles, new MoT, V5C, silver Firecracker, red, Sorned,
many new parts, rebuilt engine, wheeled version, new tyres, good bike, bike needs nothing, many new parts, Motad 10 years engine, needs
professional paint job, rebuilt electric start, disc brake, proper on Sorn, £1000 Tel. 01782 stainless exhaust, original attention, great project, £1000
wheels, £3200 Tel. Tom 07789 oil filtration Tel. 01204 791764. 274945 or 07421 828918. handbook, £895 Tel. Callum ono Tel. 07597 850789.
341685. Somerset Lancs Stoke-on-Trent 01297 489578. Dorset Manchester

KAWASAKI KH125 great KAWASAKI Z1000 1978, great KAWASAKI ZR1100 Zephyr, KAWASAKI ZXR400-L9 2001, KAWASAKI ZZR600E6 1998,
condition, restored, runs well, condition, free MoT, tax and 1993, vgc, runs beautifully, MoT UK bike, only 2 owners from MoT May 2020, 15,000 miles,
great town bike, full MoT, 100 cheap insurance, phone for August 2020, 18,250 miles, very new, genuine 8553 miles, MoT complete s/s exhaust Motad,
miles after restoration, contact more info, refurbished nut & good tyres, stainless steel end of April, vgc, call for more new Hagon shock, oil cooler &
for pics, £1500 Tel. 07775 bolt £7700 Tel. 07955 848205. radiator guard, V5, £4300 ovno details, £4995 Tel. 07795 rad replaced, £2000 Tel. 07340
902706. North Yorks Lancs cash only Tel. 07717 485790. 820381. Hants 800880. Berkshire
Cumbria

72 / classic motorcycle mechanics

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MOTO GUZZI California EVO, MOTO GUZZI California MOTO GUZZI 1000 Crossbow MOTO GUZZI V9 Roamer, ROYAL ENFIELD Trials, 2002,
29,000 miles, maintained to a Special 1100, 2001, 13k miles, Spada Special, 1980, very rare 2017, 17 reg, 7000 miles, s/steel s/stand, main stand,
first class standard, top box, vgc and working order, 6 digit & collectable, possibly the only screen, engine bars, rack, Lithium battery, ISDT tank,
side boxes, full screen, on Sorn, private number plate sold with fully original one left, 44,000 immobiliser, immaculate, £5700 MoT, f/brace, e/start, alloy rims,
offers over £3400 Tel. 01617 bike, £4500 Tel. 07810 174873. miles, owned 35 years, £4950 poss p/x combination or 13,000 miles, £2950 Tel. 01865
077171. Lancs Suffolk Tel. 07941 684073. Powys sidecar to fix to Roamer Tel. 390868. Oxfordshire
07913 032864. Yorkshire

ROYAL ENFIELD Woodsman, SUZUKI GS1000S genuine UK SUZUKI GS550L Custom, SUZUKI GS750 1977, rebuilt SUZUKI GSF600 Bandit, 1997,
2011, 500cc, 4750 miles, model, 1979, vgc, new battery, 1985, vgc, new seat, full MoT at 2016, MoT not used, beautiful 16,200 miles, good condition,
Sorned, recent battery, tyres, new plugs to be fitted, new seat asking price, only 15,376 miles, bike not used, needs good recent service, MoT, £1800 ono
just services, MoT, chrome, cover, Hagon stainless shocks £1350 ono, swap Enduro trail owner ready to ride, not Suzuki Tel. 07806 710347. Notts
paint very good, £2750 Tel. and front progressive springs, bike, 4 stroke 250cc Tel. 07745 colours, £3250 ono Tel. 01158
01865 390868. Oxon £5500 ono Tel. 01362 667003. 030062; 01729 850421. North 755159. Derbyshire
Norfolk Yorks

CLASSIC BIKE
SUZUKI GT250B buyer to
collect if more than 50 miles,
SUZUKI GT750L 1974, vgc,
new paint, recon engine INSURANCE SUZUKI SV1000S 2005, 6700
miles, with paddock stands,
SUZUKI SV650S 2004, 15,000
miles, vgc, alarmed, new chain
£2300 Tel. 01314 431792.
Scotland
including crank seals, all
original parts, runs well, £8500 0800 458 2530 Scorpion exhaust and original
exhaust, £3500 Tel. 07999
and sprockets, centre stand,
braided lines, hugger, new
ono Tel. 07415 631103. Carole Nash Insurance Consultants 947654; 07999 947655. battery, £1200 Tel. 01656
Cleveland Ltd is authorised and regulated by Cheshire 741428. Glamorgan
the Financial Conduct Authority.

SUZUKI T500 Titan, 1972, vgc, TRIBSA BSA/Triumph 650, TRIUMPH 1959, Tangerine TRIUMPH 675 Daytona, 2012, TRIUMPH T120R Bonneville,
only 155 miles on new engine, 1957, A10 frame, Triumph 6T Dream Bonneville, full numbers 18,000 miles, full service 1966, runs well, good chrome,
needs running in, great runner, engine and alternator primary matching and full expert rebuild history, full Akrapovic exhaust, needs a bit of welding and a
£5500 Tel. 07714 954382. cases, BSA gearbox, £6500 a while ago, very nice historic £4500 ono Tel. 07429 102290. respray, new tyres, matching
Lancashire may take p/x £6500 may take riders bike, £22,000 Tel. 07986 Oxfordshire nos, £6000 no offers Tel. 07365
p/x Tel. 01328 700711. Norfolk 909423. Essex 297414. Hants

TRIUMPH THUNDERBIRD VINCENT Black Prince, all YAMAHA FJ1200 1991, ABS YAMAHA FZR1000 Exup, YAMAHA THUNDERACE
900 1997, 6500 miles, MoT matching numbers, engine and model, MoT, 32,000 miles, new 1990, 16,000 miles, immaculate 1996, braided hoses, few marks
June 2020, owned from new, frame original from Vincent front brake disc at last MoT, condition, owned since 1998, etc but a great engine, great
extras fitted from new, alarm, factory, original reg, 1955, good tyres, V5, £1250 ono Tel. serviced and well maintained, bike, chain oiler, 44,000 miles,
screen and centre stand, £50,000 Tel. 07986 909423. 07989 237837. Staffs £2620 Tel. 07964 266863. £1100 ono Tel. 07597 850784.
always garaged, £4995 Tel. Essex Scottish Borders Manchester
07850 339159. Lancs

YAMAHA XJR1300 2004, YAMAHA XS650 1975, 34,000 YAMAHA XS850 1980, very YAMAHA XT500 1981, USA YAMAHA YDS7 250cc, 1973,
black, 24,500 miles, excellent miles, vgc, last MoT 2008, rare bike, 4000 miles, good import restored by A2 all standard, unstarted project,
condition, owned from new, overhauled to running order clean, tidy condition, replated Restorations in 2013 only covered all chrome excellent, with NOVA
£3250 Tel. 07722 470466. Notts 2017/18, garaged since, £4250 parts, toolkit etc, £2500 Tel. 750 miles since, matching paperwork, good compression,
Tel. 01962 713492. Hampshire 07949 653017. Staffs numbers, immaculate original £1950 ovno Tel. 07949 785972.
spec, £7250 Tel. 01424 773154; Derbyshire
07521 323081. East Sussex

[Link] / 73
readersbikes&bits
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KAWASAKI Z550G4 1990, HONDA MIRRORS for a C90, YAMAHA YPVS 250cc, Harry WANTED 1970S Italjet JC5C,
For Sale shaft drive, with V5, selling pair of new unused Honda Barlow chrome exhausts any condition considered, top
HONDA C00/4 1978, frame in parts because it needs mirrors, 1967-1976, sold as a with new ali cans, excellent price paid for the right bike. Tel.
and swing arm with V5C, £195 finishing putting together, pair, £40 collection from Crewe, condition, both pipes exit on Phil 07538 601970. Doncaster.
more 400/4 parts available. Tel. engine starts but has rat bike Cheshire or contact to discuss right hand side of bike, £400. WANTED BIKE any condition,
07742 294786. Herts. look, needs bodywork putting p&p cost. Tel. 07779 312205. Tel. 07483 318257. Kent. good price paid by serious
HONDA CB1 400/4, NC27, on, rearsets race seat etc, also MICRON EXPANSION buyer. Tel. Tony 01704 334669.
1989, MoT, 26,000 miles, blue/ got spare complete engine and CHAMBERS fits RD250/400, Wanted Southport.
metallic, vgc, stainless steel wheels forks etc etc boxes of no headers, one is dented, £180. BRITISH BIKE WANTED FRONT and rear
4/1 exhaust, matched Battleax bits for the Z550, I will split into Tel. Ken 07834 465556. Kent. RESTORATION project spoked wheels for Kawasaki
tyres, Gel battery, £1295. Tel. two, the bike with log book all PARTS FOR Moto Guzzi V50 wanted, anything considered, Z750B1, happy to collect,
07960 127178. Bristol. the bits and engine (if you have wanted or complete bike for any size or condition, more of a needed for my rebuild of 1976
HONDA CB250 1970, barn a frame these bits would very restoration. Tel. Steve 07552 tinkerer than a rider now, open model. Tel. 07889 122628.
find, dry stored, surface rust, nearly build another bike), want 541258. Herts. to offers, pay accordingly, will Email. [Link]@[Link]
does not turn over, bike is to sell all together if I can so PARTS FOR SALE: Triumph travel. Tel. 07538 696167. WANTED HONDA NX650
complete, V5 present, showing reasonable offers please you T100 EFI 2010, both front Leicester. Dominator non runner or donor
6951 miles, collection only, might get a bargain, delivery and rear callipers in excellent CLASSIC MOTORCYCLE bike or parts, cash waiting. Tel.
viewing welcome, photos can be arranged if you’re not condition, standard mufflers wanted anything considered 01485 576316. Norfolk.
available on request, £1150 too far from North Wales. Tel. with genuine tor mufflers to and in any condition. Tel. 07858 WANTED KAWASAKI KM100
ono. Tel. 07787 911481. North Ron 07771 525698. add, the rear mudguard with 132682. Nottinghamshire. parts or consider full bike why?
Wales. SUZUKI DR350 1996, light assembly, factory seat, HONDA twin or single wanted, Can collect. Tel. Tony 07968
HONDA CB250K3 1971, kickstart, no battery, new factory brake and clutch levers, runner or restoration project, 071472. Derbyshire.
project for someone, bike in sprockets, chain disc pads, Metzeler ME77 rear tyre, tec any model 50cc to 500cc from WANTED SUZUKI RG125 or
boxes, frame professionally forks, oil headset repacket, rear shock absorbers, all the 1960’s to 1980’s, may consider Yamaha DT/TZR125, or project
resprayed, engine has been lots of scrapes and scratches, usual bits that nobody seems other makes, will travel your bike if incomplete. Tel. 01534
rebored recently, £750. Tel. MoT, Nov 2020. Tel. 07751 to want, factory indicators, price paid. Tel. 07538 696157. 822082. Jersey.
07518 086361. Lancs. 020614. Bury St Edmunds. complete standard exhaust Leicester.
system, airbox system with YAMAHA DT175 twin shock
HONDA CB350 K4 classic SUZUKI GS1000S 1979, blue/ HONDA NX650 Dominator,
racer, vgc was in classic motor factory filter and snorkel, factory wanted (or DT125 or DT100
white colour, owned 36 years, 1990-99 donor bike or just twin shock), must be in at least
cycle racing club, braced frame, MoT, tax exempt, stored 10 brake lines if you want them, parts anything considered,
alloy wheels, updated front usual Triumph engine fasteners, good to very good condition all
years, 47,500 miles, ideal cash waiting. Tel. 01485 round, will travel and purchase
and rear suspension, special project needs work, good Shoei NEO tec 2 flip helmet that 576316. Norfolk.
exhaust, engine tuned, race I wore for less than 4 days in in quick time for the appropriate
condition, spares available, HONDA SINGLE or twin pre DT175/125/100. Tel. Chris
pistons, high compression, photos available, more info on matt black, £560 in the sale
1990 wanted for a restoration 07918 695280. Essex.
special ignition system no request £4000 no offers. Tel. price here, make me an offer
project, any size 50cc to 500cc YAMAHA RD400 petrol tank
battery needed, ready to be 07500 532179. Bucks. think at least £150. Tel. 07868
older the better, Black Bomber and side panels for restoration
freshened up ready for this SUZUKI T500 1974, full 014753. London.
or XL250 would suit, have project, any calls will be
season, nice looking bike goes restoration, correct numbers, SUKIDA COMMANDER 2006,
funds and will travel. Tel. 07538 much appreciated. Tel. 07818
well, need to sell so reasonable candy orange, £4600. Tel. Chinese scooter, complete bike,
696157. Leics. 004072. Yorkshire.
offers please. Tel. Ron 07771 01733 202926. Peterborough. good bodywork tyres, chrome
KAWASAKI ZZR1200 2004,
525698. North Wales. exhaust, spares repair, free on
HONDA CB750/4 left side
SUZUKI TC100 1974, Dual
collection. Harley-Davidson Workshop Manual needed, Miscellaneous
range gearbox, UK registered condition not important, as
exhaust silencer, early K currently Sorn, loads of nos seat as new, 883 Custom, CTEK XC 0.8 6 volt smart
2004, new model, £75 + p&p. long as complete. Tel. 01793
models, Honda part no HM parts including barrel, head charger for sale with spring clip
CB750K, HM 405, good Tel. 07415 655100. Herts. 526372. Wilts.
piston, rod and carb plus loads connector, M6 eyelet terminal
condition, £100 no offers. Tel. SUZUKI GT550 rare period LOOKING FOR a DVD on
of other bits, built few years connector, storage bag and
07498 812750. Derbyshire. rear sets complete, in good the history of The Castrol Six
ago and just sat in my garage, instruction book, little used, no
HONDA CB750K2 1974, UK condition for age, no makers Hour Race at Amaroo Park,
£1750 ono. Tel. 07585 964120. longer needed as I have sold
bike, very good clean standard mark, manufacture unknown, Australia, 1970-1983. Tel. Ivan
Lanarkshire. 07947 107280. Sussex. my old 6 volt Honda moped,
condition with standard YAMAHA FAZER 600 £150 plus p&p contact further £20 collection from Crewe
exhaust, 88,000 miles, details. Tel. 07762 827603. LOOKING FOR Honda
excellent condition, 2000 CB250K4, reg number NBA Cheshire or contact to agree
new tyres, good chain and Kent. p&p cost. Tel. 07779 312205.
W, 21,000 miles, new MoT, 493M, bought this bike new in
sprockets, MoT & tax exempt, TRIUMPH SPRINT 1998, oil GENUINE Yamaha Service
new tyres and headers, fully 1973 and sold it in 1974, does
gold colour, original seat but filter p/n 3990070 TO301, £5. Manual for XT600E and
serviced, all original, genuinely anyone own this bike or know
new cover, £4750. Tel. 02083 Moto Guzzi Le Mans, Mk 1, XT500E, reference 3TB-MEI,
great condition, garaged, who does. Tel. 07905 866972.
004437. Kent. brake pads, Brembo p/n 07-YA unused, £10 plus £5 postage.
£1800 ovno. Tel. 07854 Manchester.
HONDA CB900FA 1981, 21-06 and 07-YA 22-06, £25 Tel. 01534 822082. Jersey.
100397. Berkshire. LOOKING FOR Suzuki
45,000 miles, MoT September set. Aprilia/Ducati rear indicator HAYNES MANUALS: Yamaha
2020, owned 7 years, one of lens p/n 35149 35153, £5. Tel. GSX400T, 1984, blue,
Parts For Sale 00353 6383024. Cork, Ireland. B244WYA bought new in 250cc, 360cc, 400cc trials,
the best, £3650. Tel. 07796 1968-1979. Yamaha RD125,
011262. Surrey. BMW RSK100 1990, fairing YAMAHA TZ FRAME Alloy Somerset area, good reward
with screen, two ABS pumps for information leading to me 1974-77. Suzuki GT125cc-
HONDA CX650 Eurosport, Nico Bakker copy frame and 183cc, 1973 on Suzuki 100cc,
red, 1985, B reg, 50,939 miles, with E.C.U. rear indicators, swing arm, never used one of finding it. Tel. 07526 708767.
handlebars and more, the Dorset. 185cc, 250cc, 1979-1987 trial,
8 former keepers, owned only five made very high quality, £5 each plus postage. Tel.
by me 8 years, MoT until lot £50. Tel. 07756 093466. £5500 plus any shipping, further LOOKING TO BUY my
Wiltshire. old 1947 M18 AJS reg No 01438 871619; 07799 220513.
12/05/2020, resprayed tank & details. Tel. 07762 827603.
DUCATI 400SS 1991, engine, JLM 470 back if possible, if Herts.
side panels, new fork seals last Kent.
needs top cylinder, full fairing, it’s for sale please contact LADIES LEATHER motor
year, good reliable classic bike, YAMAHA XS650 Heritage
£1995 ono. Tel. 07981 089844. side panels, carbs, plus Special, 1981 rolling chassis, mikewoodley4@[Link] bike jacket, black, size 12,
Cheshire. more. Suzuki GSXR 750WN, plus 5 boxes of its parts, frame SUZUKI DR350ER cylinder £25. White orange County
HONDA SH50 City Express, complete breaking for spares, powder coated, V5, lots of head wanted (including cams Choppers motor bike jacket,
1985, red, stepthrough, engine nothing rusted, would still parts rechromed, forks rebuilt etc). Tel. 07843 156629. East £25. Small black leather
upgrade to 70cc, 16” wheels, make road worthy. Tel. 07816 with new Hagon springs, Devon. trousers, £20. Tel. 07814
MoT November 2020, very tidy 043480. Staffs. new tapered head bearings TRIUMPH TIGER 900 wanted 095139. Dyfed.
for year, new top box fitted, HONDA C90 1996, wiring loom fitted and good swinging arm as a project not worried about M AG AZ I N ES: Cl ass ic
£700. Tel. 01872 240206; wanted, electric start model, bearings, carbs rebuilt with new body work but engine and Motorcycle Mechanics, 1993
07812 457484. Cornwall. AL10 starter relay wanted. Tel. slides and diaphragms, engine wheels need to be good. Tel. to 2019 (27 years) complete full
HONDA SUPER FOUR 1993, 07710 872166. Oxfordshire. is all there in large pieces, looks 07850 831078. Hampshire. set all in binders, all in excellent
MoT April 2020, low mileage HONDA CB750 K6 spares: good but small ends are worn WANTED FOR Honda C90, condition,prefer to sell as one
12,000, runs well, reducing Contact Beaker set, relay out, fuel tank painted, gloss 1996 wiring loom (electric start lot, collection (heavy!), open
collection. Tel. 07543 246382. ignition switch with keys, all black, I have a list of all parts model) and starter relay for this to offers. Tel. Dave 07761
Lancs. new. Clymer workshop manual, in the boxes, phone for more project bike or suggestions 469409. Leicestershire.
HONDA XL250S 1980, 99% Brookland gold portfolio info, £1000, cash on collection on where to purchase please. M AG AZ IN E S: Cl ass ic
complete, engine needs total CB750, £70 plus postage. Tel. please. Tel. 07968 389913. East Tel. Jonathan 07710 872166. Motorcycle Mechanics, 2004-
rebuild, lots of new parts, 07966 019689. Wiltshire. Yorkshire. Oxfordshire. 2019, 108 issues, offers. Tel.
cables, tyres, seat cover, HONDA CB750/900 DOHC, YAMAHA XSR700 complete WANTED FOR SUZUKI 01213 534646. West Midlands.
chain and sprocket, frame original swing arm assy, £25. original exhaust system, vgc, GT380 grab rail, tank, side MOTORCYCLE CLOTHING:
powder coated, new OE front CB750KZ parts book, plus £58. Yamaha YFZ450 barrel panel badges, exhausts helmet size medium; jacket
mudguard, log book and battery tray. Honda Goldwing and piston 95mm, £55. Honda standard or non standard, size medium; trousers 32”
one key, £1000. Tel. 07870 book by I. Fallon, £8. Tel. VFR800 Haynes Manual 02-05, other parts considered. Tel. waist; boots size 7; gloves size
777523. Manchester. 01722 783774. Lancs. £8 . Tel. 01772 783774. Lancs. 07588 776055. Cheshire. medium. Tel. 07949 642830.
74 / classic motorcycle mechanics
[Link] / 75
 CLASSIC RACING

Pigs on PART 3

the wing!
Yup, the Fast Berks are back!
Charlie and Gary take their ‘Pigs’
– Honda CB500 racers – to the
first round of the season…

WORDS: CHARLIE OAKMAN,

GARY HARTSHORNE
PICS: SCORPION EXHAUSTS,
CHARLIE GRAINGER, DAVID CHAPMAN
AND CHARLIE OAKMAN.
W ith only three race meetings completed
over the past two years I decided it was
time to race a full season.
If you’ve been following my story, you’ll recall that
I rode a rental Yamaha TZR250 with Yamaha Past
Masters and got friends to help me build one for a
Snetterton meeting. With my lack of ability on the
spanners an issue, some ‘gentle’ persuasion from
Gary Hartshorne from Bridgestone tyres now sees me
with a Honda CB500 twin to go racing for a FULL
season. Ulp!
My introduction to the East Midlands Racing
Association took place at the end of 2018 in the
form of two practice qualifiers and four races in an
event that offered more than any track day ever
could. You have to try it! Even sliding along the
Tarmac in the first race and being a good five
seconds a lap slower than Gary was not putting me TOP: Charlie getting job, Scorpion Exhausts took the bike off my hands
off. I loved it immediately. back into the swing... for a fortnight to prep a new link pipe and end can
After this first EMRA meeting it was the end of the that was stunning. A dyno-run at their facility gave
racing year, but I was soon setting my sights on ABOVE: The smell of me a solid 50bhp, well within the 52 brake limit set
doing a whole season. I had a near six-month wait to victory! Well, petrol... by EMRA. I was in business. A few sponsors’ logos
ride competitively again, and decided to use my time later, including patches on my Fast Bikes
tidying up the CB500. It had a good engine for sure, LEFT: Chaz's Pig ready emblazoned RST leathers, and I was ready for the
though was looking a little tatty in places. The days to rock! season to begin.
of the battle-scarred ‘Pig’ were over; there is a lot of Racing is undoubtedly an emotional roller coaster,
pride in the CB’s appearance nowadays. but this first trip with just me and my race-prepped
Even budget racing isn’t cheap, but I found some bike was something really special, even with a 4am
cash to throw at the bike and the right people to start in the old van. I drove to Mallory Park, watched
help me with it. Benny Grayson (BGR Motorsport) the sun come up and realised I was embarking on a
had been at my first CB race and was doing some real adventure. I started thinking about what I
work on Gary’s bike. As the latter rolled out of wanted to achieve in the season ahead. A top 10
Benny’s workshop, mine rolled in for some cosmetic finish would be nice, along with a proper battle with
therapy. My CB was stripped, scrubbed and the Gary (that would mean getting five seconds a lap
frame powder-coated white, all four wheels blue, the quicker.) I also wanted to compete in every round,
engine was rattle-canned black and a weeping fork lose my novice bib and finish the last round in one
seal was fixed. piece and with a smile on my face.
Further additions came with lever protectors, an With the bike away having a blown oil seal
Armstrong front disc and tyre warmers from Bike it! replaced before the first race, I finally laid my eyes
New engine case covers from Shep’s were fitted and on her the day before the race in the Bridgestone
the tail prepped by Phoenix Yamaha in Trowbridge, awning, up on paddock stands, already scrutineered
with a white number board that merged seamlessly and parked up next to Gary’s CB complete with
with the freshly powder-coated frame. To finish the Captain America decal dip. Flash…

[Link] / 77
 HAYNES PRINT & ONLINE

1
10
10/ Look familiar? Remind you of your la latte teens? Get your mind out of the gutter…
11/ Fresh fork oil. I decreased the air gap from standard by 10mm and used a 7.5w
fork oil blend. 12/ The finished forks. We could have re-chromed the inner-tubes but
the rust spots are out of the travel zone and cleaned up with some wet-and-dry and
WD-40…

12

13 14

13/ 14/ 15/ The repaired original cases with the top case bead blasted. We could not
do the lower case as we still had the balance shaft in. After a bit of extra work with
the grinding wheel I got the repair to the right shape. These will now be the cases
for one of the spare motors.

15
originals and he also has a set of brand As Darren continues to look after the
new aftermarket fairings. He sent the fuel cosmetics, I have turned my focus back to
tank away to get it matched to those as the engine. With four in total, it has been the best engine and rebuild that one. It
well. The fairings themselves were painted some job to work out the best options. has only done 7000km, but as it is now
to Darren’s specifications, to match the Many a beer was required (sorry Malc 20 years young, I want to replace all seals
original exactly. They are Chinese cheap Paul) so I decided the only way to go was (particularly crank) and bearings. I can
jobbies, but the quality is outstanding for to have one beer for each cylinder as I then build two spare complete running
the price. The original bodywork is all worked out the best way to tackle the engines for Darren out of the other three
wrapped up and stored away safely for four motors! motors. The plan is to have three large
when I buy the bike off him when he is too Originally Darren wanted to retain the fold-out tables set up as benches with the
old to ride it any longer! Ha! original engine and chassis numbers, three stripped engines laid out one on
Continuing with making it look good, the which is why the cases went for repair. each table, then use my main engine
rusty expansion chambers were sent off for However, none of us were smart enough to building bench to assemble the actual
sand-blasting, then re-painted in heat- actually check the number and when the engine we will use.
proof black enamel. Darren then stripped cases came back, I realised there are no As I type this I have just ordered the
and rebuilt the billet aluminium/carbon- numbers at all on the TZR 3MA, only the seals, bearings, piston rings and other
fibre mufflers and set the pair aside for model code – and that is on all four parts I need, and should have the engine
when we get the motor back in. He also motors! As a result it really doesn’t matter built in a few weeks’ time! Next time, I
cleaned the bike from top to bottom and which engine cases we use so, although it build the one good motor out of three and
tidied up the wiring loom as well. is going to create more work, I will strip get it back in the bike…

16 17 18

16/ No numbers on aside from the model code were ever used on the 3MA. Unreal… All four engines are the same. 17/18/ The
spare motors being cleaned ready for strip and inspection.

82 / classic motorcycle mechanics

[Link] / 83
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mechanics
cmm
Pip Higham
a
Tuner, engineer, rider
Conkers, lovely conkerr
“H ey luv, ’ave you seen my
conkers?” My inter-rogative
request fell on deaf ears, but
the little beauties I’d foraged that very
morning on our stroll through Clifton
day and the abuse that they’ve received.
They’ve held mudguards on, clamped stuff
together before, during and after welding,
they’ve stood in for a missing presumed
lost gear-lever and they’ve undone stuff way
British Standard Whitworth, the latter being
invented in the mid 19th century by a grand
Manchester lad, Joseph Whitworth. Joe
revolutionised the fasteners that enabled
mass production to succeed by establishing
Country Park re-lit yet another memory beyond their pay grade. Me and Morris T standards that, when repeated in engineering
trail. Have you noticed that kids aren’t Mole have shared quite a lot; we’ve been to facilities far and wide, allowed components
interested in conkers these days? Or the mountain top on many occasions, when to fit together with strength and precision.
catapults, pea guns, Meccano? Or digging times woz ’ard we’ve cranked studs out of a No prizes for guessing that as with so
holes, or lighting fires, climbing trees or Matchless crankcase in a muddy field in many engineering ‘firsts’ it was the military
takin’ stuff to bits. When me and our kid Wales, heaved rusty cut Brads out of roof that took advantage of this innovation.
were (well, kids) we made bats out of trusses older than my Grandad, but they’ve Interesting to note that whilst Joe grew up
branches and bits of inner tube, then also teased together slender alloy sections without tuppence in the back streets of
pea-guns, then pea-rifles in our shed. They of an old Cessna instrument binnacle while Manchester, he ended his days in Monte
started off RAF (rough as….), but rapidly I persuaded a couple of Kwik Loks (also Carlo with 84 years under his belt; it’s
improved in every respect. They looked known as ‘Clecos’ or ‘Skin Pins’) into possible that his inventive mind turned a
better, worked better and we could hit a position prior to installing pop rivets. productive shilling or two. Post BSW/BSF
cocoa tin at 10 yards. From there we went Like most people in my fairly advanced and our American cousins throw yet
on to make crossbows (oiks!) and then via state of development I’ve got a few other another spanner into the works. AF, or
Bako, Meccano and push bikes we started favourites in my toolbox; a very well-worn across flats, sometimes incorrectly referred
systematically dismantling, and Snap-On 10mm combi that has seen action to as American Fine, became the weapon of
occasionally fixing, anything with a piston. from Sweden to Sudan, and possibly my choice in the British automotive industry. To
Although I’m sure that our interest with favourite, my 10-inch Bahco shifter that’s add a final insult to this whole debacle,
weapons-based devices would comfortably pulled up bilge pump glands in the depths Triumph and BSA used, for a short time, a
occupy a van full of psychiatrists for a wet of The Southern Cross in temperatures that mixture of Cycle, BSF and UNF threaded
weekend or two, we needed every nut, bolt would send your average H&S operative into fasteners with correspondingly obtuse
and spring link of that whole period to get our apoplectic meltdown, and more recently spanner sizes. I think Whitworth might have
act together. This pre-occupation with noisy, pulling up spindle nuts on my little Kosman had something to say on this matter: he
dirty, smelly bikes served us both well in later race bike. created unity, those that followed appeared to
years; we both served time (not in a ‘locked The whole spanner issue has long been a dismantle it and chuck it in the hedge.
g
up’ sense) below decks in the Merchant Navy thorn in the tool-bag for many a bloke in a
before settling into jobs fixing bikes (me) and shed. In the time before metric-ness there 10-nch Bah hco,
outboards (Bill). Our passion was to fix the were several different, some might say skin pinns and
pliers, tru
usty
unfixable, and the more unfixable the better! confusing, fastener designations. Early
10 mill coombi.
We both loved our bikes, and fixing them, Britishers used cycle thread fasteners with a
regardless of the pain it caused, was always fine thread (26 tpi generally). Confusingly,
the challenge. We realised very early on that (and there’s more believe me) the spanner
we needed a few quid to buy bits, and more sizes used to twist these were designated
to the point, tools. Tool catalogues were BSW or BSF – that’s British Standard Fine or
preferred reading, but with a minimal budget
a tool that could multi-task was essential; it
needed to bend brackets, twist screwdrivers
and undo mangled nuts of various sizes.
We located our weapon of choice in
Hammond and Walkers, our local tool
emporium. A set of 10-inch ‘Mole’ grips.
What a weapon! I still have them to this

Frrom the top, Metric, AF, My Kosman, possibly the prettiest drag bike ever.
Imperial. You pays your money...

98 / classic motorcycle mechanics