GARDEN RESCUE STRAIGHT OUTTA COMPOST

PS unearths rotting Laverda 1200 Mirage, BMW R100RS and Triumph Trident

BARGAIN
TO BIMOTA
45-PAGE Trying to trade up from
GARAGE £1200 ZXR400

SECTION
to DB4

NEW YAM R7
VS TRX850
Hot new sports
twin meets its
1990s grandad,
PLUS New PS R7
race project

Ultimate

GPZ
PS reader transforms 1980s Kawasaki 900 into
AC Sanctuary masterpiece – on a budget
FEBRUARY 2022
£4.70 ISSUE 136
12 JAN - 8 FEB
 10

FEBRUARY 2022 ISSUE 136

PS WORLD FEATURES

8 NEWS 21 SPECIAL BREW: GPZ900R

Things either happening or not happening
10 SPECIALS WE LIKE
NR750, GPZ900R and XJR1300. All special
14 PS MAIL
Correspondence from the world at large
A very special brew this one. One of the best.
We keep saying that, but the standard soars
ever higher month by month. Which is great
28 E FUELS – THE TRUTH
What’s in today’s E10 and E5 petrol, and does
it matter to PS-era motorcycles? 33

16 IN YOUR SHED 33 SELECTOR: 750 MUSCLE

PS readers reveal their works in progress
50 SUBSCRIBE TO PS
Can’t find PS in the shops? Get it delivered. Easy
58 POSTER
Yamaha R7 OW-02 (the old one, the truly
beautiful one from back in 1999)
Can a mere 750 be a muscle bike? Kwak GPZ,
Suzi GSX and Honda CBX say (maybe) yes
42 MOTOGP TECH WARS
How each factory is fighting for 2022 glory
52 TZR250 v NSR250
Expensive, exotic, and head-to-head

62 YAM R7 v YAM TRX850

Brand new twin plays its 1996 grandad

See page 50 Practical Sportsbikes:

Yes, some of them have got little
racks on the back, and things
42

96

52

BUY IT. FIX IT.

92 87

71 RESTORING A... 87 BARGAIN TO

DUCATI 851/888
Would you like to try to restore
one of these? OK, here you go
76 WHAT’S THE
PROBLEM?
Go on, spit it out. What’s the
matter? Torn seat? Lost a valve
cap? Oh... intermittent electrical
problem is it? That’s serious
BIMOTA
Alan Seeley tries to trade his
way up to a Bimota DB4 starting
with a Kawasaki ZXR400
92 HOW TO: SAFETY
WIRE-LOCK
Twist and snip your way safe
96 ON OUR BENCH
Mad garden finds, KH1F, Zephyr

PROGRESS REPORT
62 78 THE REAL
LONG-TERMERS
70,000 mile Aprilia Falco
1100, TS80X, R7, Bandit 1200

111 BIKES FOR SALE

Some Xtra Xmas shopping?
How much more of a 82 UNFINISHED
machine is an R7 compared
to a 24-year-old TRX850?
PROJECT ZX990 114 PROJECT HUNTER
Part 31. Yes, thirty one YES! It’s Gary Hurd time, folks

71

Practical Sportsbikes 5
 SUBSCRIBE
TO GET YOUR FIX OF
PS EVERY MONTH
See page 50
Old Farmer Chris in his
element – grovelling
around in filth
ISSUE 136 FEBRUARY 2022
I
t’s a new year, and new challenges for
some of us on PS. Not the gym – been
there, tried that, got the barely-used
trainers. No, it’s no surprise that our
2022 goals involve motorcycles, and tools.
Because we haven’t nearly enough to be
doing with already…
The world of the modern classic presents
opportunities: opportunities to own the bike
of your dreams for not too much cash, if you
time it right. Alan has been Jonesing for a
Bimota DB4, but didn’t time it right – and
now they’re a fair chunk more cash than he
BASKET CASES
If you found these in a barn, you’d leave them there
Damian Smith Art Editor
A good runner (5km most days), but his
bodywork is shabby and his ECU is fried.
Poor old Damo would fail to meet reserve
if offered for auction.
damian.smith@pspb.co.uk
Mark Graham Production Editor
Classic British iron, That is to say rarely fluid
tight, makes unwelcome noises, and his points
are constantly out of adjustment. Only for a
very committed owner.
mark.graham@pspb.co.uk
facebook.com/groups/practicalsportsbikes
can put behind one. So it’s on to plan B: the
old-fashioned trade ’n’ upgrade, starting
with a £1200 ZXR400 which he hopes he’s
bought smart enough to elevate to a good
standard and make a few quid, then buy
another desirable classic, and repeat until he
has the necessary quids to bag a Bimota.
I’ve been getting involved with a Laverda
Mirage resto. For reasons a shrink may be
able to unpick, I like my bikes characterful,
often Italian, and consequently challenging.
It started with an unexpected invite and a
poignant story, to be found on page 96.
Alan Seeley Technical Editor
The mechanicals are OK, but the
cosmetics have had a challenging
1970s makeover. And his exhaust
baffles are rotten.
alan.seeley@pspb.co.uk
Gary Hurd Workshop Consultant
Much like the old Suzukis he prizes:
no matter how tired and neglected
he may appear, feed him a bit of
fresh fuel (Guinness) and he’ll fire up.
editorial@pspb.co.uk
editorial@pspb.co.uk
Then there’s Mark Forsyth, furthering PS’s
racing ambitions. He’s turning Yamaha’s new
R7 twin into the demon Supertwin we
suspect it could be. Fortunately with his
much faster, way more personable son
Adam at the helm, and then (possibly) with
a roads racer of note later on in the season.
That should be enough to keep us busy,
and you moderately entertained, for 2022
and beyond. As always, let us know what
projects you’re starting or finishing, at the
usual address, please. Happy New Year.
Chris Newbigging, editor
Contributor of the month
Jim Moore (right)
Lucky old Jimbo gets the plum
jobs this month: riding not
only Andy Miley’s exquisite
GPZ900R special, but a pair
of sport-production strokers:
an NSR250 MC28 and
TZR250 3XV. A fine job he did, too: he can come
back next month.
Practical Sportsbikes 7
 Words: Chris Newbigging
PS INVESTIGATES:
HOW LONG DOES
MODERN FUEL LAST?
Chris has built a special apparatus for this experiment. Because he cares
thanol fuel is a growing
concern among owners of any
bike more than a few years
old. Understandably so – when
a critical element to running a
motorcycle has the potential to cause harm,
you’re going to be worried.
So, we’ve decided to delve deeper into the
subject. Alan has covered the theoretical side
(see page 28), but we want to see exactly
what happens in reality , so we’re putting fuels
to the test. We’ve acquired four new cosmetic
reject fuel tanks (dinged, scratched or used
for paint practice on the outside, but the
insides haven’t seen fuel), and we’ve built a
‘tank tree’ to house them for the next six
months in our lock-up, filled with fuel.
Our lock-up is a simple shipping container,
with some bodged-in ventilation for air
crossflow to keep it drier. Even so, it’s prone
8 Practical Sportsbikes
That’s Chris’s fuel tree in full effect. If you can wait
until August, he’ll have some results for you. Yes
to big fluctuations in temperature, resulting in
condensation inside the COR-TEN steel shell.
It’s as unfavourable an environment as
undercover bike storage gets: we don’t leave
bikes in there for too long for that reason.
What it does provide is a great test
environment for fuels. Four 12-litre tanks
contain five litres of fuel each. The first is
straightforward E10 (containing up to, but
not necessarily, 10% bioethanol), from a
leading UK fuel retailer’s busy forecourt –
today’s everyday fuel.
Tank two contains the same but with fuel
preservative from a local auto factor,
advertised as suitable for preventing
degradation of fuel with up to 20% ethanol
content, to see if everyday fuel can survive
with a little help.
Next up is super unleaded (97RON) from the
same forecourt, advertised as having a
maximum of 5% ethanol content. It’s now
recommended for any vehicles not listed as
E10-compatible by the manufacturer.
The final tank contains the specialist
solution; an unleaded, but ethanol-free
99RON fuel sold as a lay-up fuel, though it is
also perfectly suitable for running a bike on if
you can stomach paying £3/litre.
The fuel tanks will breathe from the
atmosphere in a way a jar or fuel can won’t, so
they’ll be as vulnerable as they would be in
your bike. In addition, we’re leaving a selection
of brand new carb components submerged in
separate containers of the fuel to see the
effect of leaving carbs undrained.
The test started on 21 December: they’ll be
left for six months, and examined for water,
phase separation, and any negative effects on
the components. Findings will appear in the
August 2022 isssue.
’EEE GOT ‘LECTRIC DUCATEEE
Like them, loathe them or
wish they’d be ridiculed,
shunned and forgotten like a
Sinclair C5, electric bikes are
coming. This is Ducati’s
prototype V21L racer, which
will be the new tool for the
one-make ‘MotoE’ World
Championship run as a
MotoGP support series. The
MAKE YOUR NR750 STANDOUT
Very little in the realm of
NR750 ownership can be
considered cheap, but this
Innotech Crea bodykit offered
by grey importers Gecko
Motorcycles, surely qualifies.
For just £500, you can take
Bologna factory have said
bugger-all about it, other than
it’s electric and their paid-up
test rider said nice things. At
least it doesn’t look like a
kitchen appliance on wheels as
many ‘leccy bikes do. It’ll spawn
a road bike some time down
the line, ‘when technology
allows’. It’s OK, no rush…
your ordinary production line
Honda (ha!) and transform it
into almost a one-of-a-kind.
Gecko believes no other kits
exist. Not a huge surprise.
Search ‘NR750’ on eBay to
have a proper look.
 we like
From east, to west, to back east again

Looks like there’s something stuck in the

exhaust. That’s not going to help things

Caption wprds in this box of words in

here yah Caption wprds in this box of
words in here yah

TRADING GARAGE It’s OK. Someone’s spotted it just in time

NAKAGAWA KAWASAKI
GPZ900R

Forget MotoGP and WSB, Japan’s Taste

of Tsukuba races are where it’s at for
super-trick engineering. We can’t get
enough of this crazy anything-goes series.
Take engineering firm Trading Garage
Nakagawa’s stunning GPZ900R racer. Who
wants modern all-enclosed, computer-
controlled superbikes when creations like
this exist? Not us, that’s for sure.
This Ninja competes in the F-Zero class,
meaning that it must retain a 900R based
motor but tuning and capacity hikes are
all within the rules. If, however, Trading
Garage swapped the head for a ZZ-R11
or ZRX1200 unit, that would shift the
bike’s eligibility into the even more bonkers
Hercules class where literally almost
anything goes. Here’s how Trading Garage
Nakagawa built their ultimate 900R.

10 Practical Sportsbikes

ENGINE
Capacity is up to 1108cc
using 78mm Wiseco pistons.
The head’s been heavily
reworked running Trading
Garage’s own big valves and
Yoshimura ST-1 cams. It
breathes in through 41mm
Mikuni TMRs – connected
via TG’s own custom carb-to-
head spigots, and out via a TG
four-into-one pipe with Nojima
Engineering silencer. Running
temperature is kept down by
a ZZ-R1100 oil-cooler and
CBR1000RR rad. The total-
loss ignition is Trading Garage’s
own design too. TG claim
around 160bhp…
CHASSIS
Massively reworked
with Trading Garage’s own
box-section aluminium cradles;
the steel spine frame has
“Who wants modern all-enclosed, computer-
controlled superbikes when creations like this
exist? Not us, that’s for sure”
been braced in 12 separate
areas too. Japanese engineering
firm Woodstock provided
the chunky swingarm pivots.
A box-section swingarm by
Wheelie (see the XJR13 overleaf)
connects to bespoke linkages
and an Öhlins shock. Five-spoke
Galespeed wheels (3.5/6in) carry
Bridgestone R11 rubber. Braking
is taken care of via a combination
of radial 4-pot Brembo HPKs,
Sunstar discs and Galspeed
mastercylinder.
DETAILS
Dripping in them, from
the lightweight racing fairing
and integrated seat/tank unit
(Power Builder) and Woodstock
footrest assemblies to the Active
quick-action throttle, one-off
billet yokes for a 28mm offset
for quicker steering, and a Stack
tacho with Q Stars lap timer. Now, that’s what you call an undertray (top left). Swingarm by Wheelie
Practical Sportsbikes 11
 we like
BLACK SERIES
HONDA NR750
Santa Monica-based Iconic Motorbikes
specialise in tricking-up Japan’s finest – from
Blades and GSX-Rs to RC30s and 45s – but
this NR must rate as the SoCal operation’s
finest build yet. Very few have tried to
improve on Honda’s 32-valve marvel, and
Monoshock XJR – OK then, why not?
That Nojima pipe is a beauty too
12 Practical Sportsbikes
You might think it’s hard to
improve on an NR750 – but
it’s amazing what you can do
when you try. Outstanding
with good reason, and yet IM have produced
an updated NR that looks like it could have
come from Honda’s own R&D department.
They’ve ditched the bike’s standard Showa
suspension in favour of Öhlins FGR300 forks
and matching shock – both the Swedish
firm’s finest – radial-mounted Nissin six-pots
up front, lightweight JB Power Magtan
wheels, and a daring yet stunning all-black
finish on the previously red bodywork. A true
21st century NR750.
WHEELIE YAMAHA
XJR1300
Yamaha’s softly sprung XJR13
retro isn’t an obvious track bike.
While the motor packs a ton of low
to midrange grunt for off-corner
stomp, the chassis soon cries in
protest if you push it too hard.
Wheelie Japan, a parts
manufacturer, have the answer
with their XJR racer. Ditch the
stock twin-shock set-up in favour
of a Quantum monoshock unit
attached to a custom-made
Wheelie swingarm. The forks are
early FireBlade with Wheelie’s own
radial clamps to accommodate
Brembo calipers biting Sunstar
discs. Wheels are Marchesini, 3.5in
front and 6in rear. The motor gets a
top end lift from Yoshi ST-2 cams,
39mm FCR carbs, and a free-
breathing Nojima pipe.
» This months
featured product

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Slip-On Kit Removable Baffle BMW or come and see us in our showroom.
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Dyno Center » Unit 11, Redruth Enterprise Park, Cornwall Business Park West, Scorrier, Redruth TR16 5EZ
 Big trips on small bikes are
never dull. Let's have your
tales of tiddler nuttery
please PS readers...

Write a letter to The PS and if it's Star

Letter material you win a grey T-shirt
'designed' by Damo. Who has that?

Not where you

go, it's what
you go on...

R
eally enjoyed the Grom article (PS,
December, 2021). SO true about
having fun on small bikes with equal
performance. Reminded me of a trip to
the Bol d'Or at Ricard in 1993 where two of us
went down on identical CD175s (except colour).
It was so much fun slipstreaming each other
for 750 miles and being bounced around on
D-roads with our ancient, knackered no-damping
suspension. We took the overnight boat to Caen
then rode down to Bandol in two days – 440
miles the first day, no motorways at all, plus we amazed that we'd done it in two days. Some
rode via the Ardèche Gorges for extra fun. even bought us beers. On the way back we went
The first couple of times I'd been to the Bol via Carcassonne and the Dordogne, but that's
was on my ZXR750-H1, which were also great another story...
trips but I'd written it off in '92 (featured in a Theo Brookes
crash article in PS a couple of years back) so as
my mate had previously been down on a Ceed, I
This month’s Star Letter
decided to get one and join him. writer wins a PS T-shirt.
When we arrived at Bandol (by which time it Next month's too. And the
was evening) and cruised along the prom – which month after that. Good, eh?
was rammed with parked bikes – people were

There are better flat track engines

Yes, Dave. Keep 'em coming available. Chain drive ones too

Project Hunter fans in one day to say they bought

The Honda XLV750 in Project something out of Project Hunter.
Hunter (PS, Oct, 2021) looked Johnny Burgess
like a good flat track project.
I know Geoff Cain of Co-Built is Bloke bought a TZR250 1KT in
currently building a frame for a September, loved it – MG
Honda vee like that.
Lucky lady receives masterpiece from sculptor Gary Inman once wrote about
I have now created another piece of sculpture from old bike a GSX-R1100 built by Andy
parts (you featured my first attempt (No.11) last year). Mulcahy in PB's Obsession
Attached is my latest creation, and yes I have included the odd series: "All he has to do is never
cycle part as I am both a biker and a cyclist, which some bikers ride anything more modern.” The
find very odd for some strange reason. This one is one for my blue KZ1000 MK2 in December's
girlfriend’s house. letters made me remember. A
Dave Williams bike that gets me every time, too. How many admirers (secret or
Hopefully someone writes otherwise) has this bike got?

14 Practical Sportsbikes

So long, Wes
They have their fans. Many fans
Just can't get enough
Really enjoyed the Speed Triple
special issue (PS, January,
2021), maybe that’s because
I’ve had three of them; all I want
to do now is get another, and I’m
looking seriously at a 1050R.
There’s still nothing quite like
them – that three-pot growl
Who's copying who?
Hope whoever won the Brühl
Dryer in your competition (PS,
January 2021) appreciates it.
Me? I normally use a thing called
a cloth as a bike dryer. Or maybe
a blow gun off a compressor if
Send your pics, and story to: mark.graham@pspb.co.uk for possible inclusion in the mag, at MG's discretion. He is no longer accepting Fengineer look-alikes: even he, the least
funny man we know, conceded the joke had worn thin. Talking of celebrity doppelgängers, doesn't Mark himself look like fictional goof Ernest P. Worrell on p108 this month?
PS social club
Measure of man
Great obituary for Wes
Cooley (RIP) in the
January issue. Such a
shame to lose him, but
none of us will ever
forget his riding on that
Yoshi GS1000. I can’t
think of any race bike
that’s had more replicas
made of it by ordinary
motorcyclists than that
Wes bike. That is surely
a true measure of his
popularity. Godspeed
Wes.
Kevin Bell
He was a giant – MG
is something that will always
tempt me back to Triumphs,
even though I’ve had Monsters
(750, 900 and 1100) and even
a Buell XBR9 Firebolt (which I
never got on with). Keep up the
good work with the mag – it’s
the best one out there by a mile.
Katy Pilcher
Who used this font first?
Bimota, actually....
I’m feeling really lazy. And has
anyone else noticed how the Brühl
logo is exactly like the Practical
Sportsbikes logo. Did you make it
and badge it up yourselves? I think
we should be told.
Dave Parker
Bikes and goings-on from our Facebook group
Anybody else like drawing
practical sportsbikes when
they're not working on them or
riding them?
Nik Squid Bonnett
After getting the current
magazine delivered, here
is my latest restoration, a very
early '96 750 SRAD in the really
rare purple colour. I think it's
kind of cool these days.
Simon Turner
I've owned this Laverda
RGS1000 since 1989
and it's now covered over
155,000km.
A few years ago I fitted a
spare pair of wheels that I'd
had powdercoated in satin
black, and over the years I've
been gathering a spare set of
bodywork with a view to having
it painted in a non-standard
colour – and here it is.
Alan Cudlipp
My 1993 CBR900RR-P
FireBlade.
Robert Baxter
facebook.com/groups/practicalsportsbikes
Follow us on instagram:
Practical_sportsbikes
Well, coming up to 21yrs
old and still looks young.
Nick Hillman
My first 'big' 4-stroke
after a TZR250. Not a bad
little bike as it turned out,felt
massive after the Teezer
though. Would love to have it
back,was last seen on EvilBay
about 8yrs ago in Somerset.
Jason Newell
Well that's the end of my
riding for this year. Time
to put her away and plan a few
changes over winter.
Richard Voyce
Here's a picture of my
latest eBay purchase, it’s
a 1988 7/11 Slingshot. I need
to find a few parts for it but it’ll
be a nice easy winter project
(and the tyre pen is nothing to
do with me).
Daniel Williams
Practical Sportsbikes 15
 Part way through a restoration?
Just completed a trick special?
Send us your pics, and details
To: editorial@pspb.co.uk. Please include clear, high-resolution pictures as well
some info on bike as below. Our top pick wins a £50 Machine Mart voucher

MV Agusta F4 R312
Builder: David Negrello
Owned for: six months
So far: basic maintenance and radiator soldering
What’s next: chase 190mph on the race track

I t isn’t easy to find a dream bike at an affordable

price – unless it’s been written off. By chance I did. I’m
fascinated by its design and the Cagiva story behind it.
With its outrageous power and lack of electronic rider
aids it’s totally useless on the road, but so addictive.
Furthermore, it overheats if you ride under 50mph –
yes, fan blades can melt in the city. This beast is born to
go fast. My leathers are always soaking wet after a ride;
from a strange mix of joy and fear.
If you fancy an F4, buy an aftermarket bracket to
prevent the radiator from sagging and cracking, a good
quality battery, and a big jerrycan as it drinks more fuel About as easy as owning a pet leopard
than Gary eats biscuits.

Kawasaki ZZ-R1100
Owner: Nick Dodgeon
Owned for: 28 years
So far: guilty neglect
What’s next: full service and recommission

M y ZZ-R1100 has been part of my life for 28 years

but has become a little neglected at the back of
the garage as I’ve been seduced by newer, sportier bikes.
But now the time has come to recommission her, I won’t
be doing anything radical.
First off, I’ll do the general servicing. Then the
chassis could use a refresh, so I’ll strip and rebuild the
brake calipers with new seals and replace the hoses.
Suspension-wise I will fit a new rear shock and replace
the fork springs and seals, and refresh the oil.
Nick’s plainly spent more time
I might unearth a few more things along the way. on the garden than the ZZ-R
Hopefully it will be like having a new bike all over again.

Suzuki GSX-R7/11
Owner: Aart van der Vliet
Owned for: four years
So far: sorted previous bodges
What’s next: a life of regret for selling it

I bought my Suzuki GSX-R7/11 as a non-runner and

spent the following two years working on it. I found a
lot of ‘repairs’ by previous owners. A particular favourite
was the feed from the starter relay to the starter motor,
with the copper ends of two lengths cable-tied together.
I fitted include 40mm carbs to replace the 36mm
units; a radial mastercylinder; wavy discs; a Yoshimura
RS3 end-can; an endurance-style fairing; a single seat; a
750 swingarm; and a GSX-R600 shock.
When it was finished the bike made 125bhp at the
wheel. I sold it to buy a Ducati 999 in Xerox colours; the
Left: that’s a wiring bodge to be proud of. Jeez
best bike I’ve had – but I still regret selling the Suzuki.

16 Practical Sportsbikes
 If a green chain
makes you happy,
then fit a green chain.
Life’s too short not to

Bike Of The Month

Kawasaki ZX-7R
Owner: Nick Callinswood
Owned for: three years
So far: major engine and chassis upgrades
What’s next: ZX-10R engine

Perfection looks like a ZX-7R

with a bigger engine and better
brakes – with more to come

I
have had a love affair with the Kawasaki
ZX-7R since I accidentally purchased one
as a first bike after passing my test. Since
then, I’ve had various road-going versions
but this is the model that really should have
been made.
This 1996 ZX-7R is fitted with the front and
rear ends from an 2004/05 ZX-10R, with the
front further upgraded with Honda Fireblade
monoblock calipers for added stopping power.
The power is provided by an 899cc ZX-9R B4
series engine held in position by a BRG fitting
kit, and fed with air via carbon ram tubes and
a large glassfibre race airbox. Fuelling has
been improved with the addition of a Factory
Pro carb kit. I also did the popular float bowl
Nick has spared nothing in making this ZX-7R fly. With a ZX-10R engine next in the quest for speed
mod to ensure floats and airbox are the same
pressure. Usually done in conjuction with
removal of the KLEEN emissions system, it
also allows a reduction in main jet size from the
super large ones Kawasaki fitted. However I’ve
bolted on a massive Race Products airbox for
the 9R CVKs, so my main jets are still on the
large side.
A number of other modifications, including
a Translogic quickshifter, Kawasaki factory
slipper clutch, Pipewerx end-can and an
EMC Sportshock 2, make this an awesome
specimen of a ZX-7R, and more importantly an
absolute riot to throw around the track.
The bike came to me having been used as a
club racer some years back. I’m happy with the
performance so far but I suspect in the future a
ZX-10R engine conversion is on the cards.
This month’s Bike Of
The Month (and indeed
next month’s too) wins a
£50 Machine Mart
voucher. How good is
that? Good, eh?
Kawasaki ZX-9R
Owner: Damon Kelley-Toner
Owned for: one year
So far: ZX-10R engine swap
What’s next: lightweight wheels

I would love to see my

1994 ZX-9R B in Practical
Sportsbikes. My dad had his
2003 ZX-7R with a ZX-10R
conversion in your magazine a
few years back. I believe that
my ZX-9R is the only one in the
United States with the ZX-10R
conversion.
I did the conversion a few
months ago having spent a little
time with the bike as standard.
I got the conversion kit from
Milos Volk with the original
intention of using it on my ZX-7
J-model (ZXR750 as you know
it in the UK) but figured it would
suit my ZX-9R much better.
The 10R engine I used for the
conversion came from a 2007
ZX-10R, and overall the bike
lost 55lb (25kg).
For the future, I am
considering carbon or forged
rims to further the weight loss.
I’m a big fan of drag racing and A 9 with a 10R engine planted in it.
have taken the bike to the strip Like... why wouldn’t you?
a time or two.

Yamaha TZR250 3MA

Owner: Chris Johnson
Owned for: two years
So far: derestricted
What’s next: prep for next spring

I was doing a Vintage Japanese

Motorcycle Club (VJMC) event at
Mallory Park in July 2019 on my
RD350LC when I heard about this
TZR250 3MA. It was in Cambridge
and I agreed to go and see it. A deal
was struck and it went into my van.
The first thing I did was to have it
derestricted and set up on the dyno.
It was rejetted to better suit the UK
climate. Once all the work was done,
the engine was making a useful 58bhp.
Other work involved having the
wheels powder coated and I fitted a
gold chain and black rear sprocket.
This winter my plan is to re-gas the
shock and give the bike a thorough
going-over. Previously, new tyres have
made a big difference especially on
track, so the bike will be ready for a
new set in the spring.
Overall, my TZR250 is an awesome
Sweet looking and with piece of kit with an amazing
58bhp to play with too soundtrack.

18 Practical Sportsbikes
 since 1986

Where would these bikes be without our parts service?

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FESTIVAL OF 1000 BIKES IS BACK FOR 2022

16th / 17th July at Mallory Park Circuit, Leicestershire

The Vintage Motor

Cycle Club and Mallory
Park Circuit are pleased
to announce that one of the
country’s premier classic motorcycle
events will be back bigger and better on
the 16th /17th July

This event is not to be missed so put

the date in your diary now.

Download the regulations and entry forms from our website

www.festivalof1000bikes.co.uk
or contact:
Natalie Hansard, Mallory Park Circuit, Kirkby
Mallory, Leicestershire, LE9 7QE
e: info@realmotorsport.co.uk
t: 01455 502214
Photo: Lee Hollick Please do not forget to enclose a
stamped addressed envelope for

www.vmcc.net return paperwork, if no email address

has been provided
 ROADN RACE SUPPLIES
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We are able to repair a full range of Race Exhausts and/or
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RESTORERS AND MODIFIERS OF

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Website: www.70s-80srestorations.co.uk
or call on 01403 711 312
As featured in the June edition of Practical Sportsbike
 IN ASSOCIATION WITH
GPZ900R REBORN
Take one tidy example of a GPZ900R, hand pick just a few precious AC Sanctuary
parts, and then work up the rest in the AC image, but without the eye-watering spend
P
lans. Who needs ’em? Not
Andy Miley. If ever there was
an example of a project going a
bit off-piste, Andy’s GPZ900R
is it. Had he stuck to his
original idea of building a budget special,
he’d now have a Kawasaki that he’d more
than likely lose interest in and sell on inside
a year. Fortunately, though, Andy realised the
folly of his initial intent and now owns
arguably the UK’s finest 900R.
“I’d had the idea for this build for a while,”
explains Andy, an electrician by trade, who’s
previously restored a DT250MX, a Suzuki
Hustler 250 and a GS1000, among others.
“But you can’t really build a Sanctuary
replica on a budget, can you? That plan went
YOUR BIKES, YOUR WAY
It’s easy to forget what a fresh
thing the GPZ900R was in the
1980s. And this reworking
does it more than justice
Words: Jim Moore | Pictures: Jason Critchell
out of the window early on. Even so, I
thought it’d cost me no more than £8000 to
do it properly. I stopped counting at £12k…”
It’s hard not to become bewitched by the
work of Japanese specials shop AC
Sanctuary. Their builds are as good as it gets,
and not just because of each project’s
beautifully engineered componentry. The
overall look and stance of Sanctuary’s
updated Zeds, Katanas, CB Hondas and
GPZs is bang-on every time. They set the
standard. We’ve been hooked on AC stuff for
years; Andy first clocked their work on the
pages of this mag, and that sent him
searching for more.
Tidy beginnings.
“Once I’d seen the quality of their builds,
Standout ending
I wanted to see more. That’s when I found an
Practical Sportsbikes 21
 YOUR BIKES, YOUR WAY
image of a GPZ900R that they’d done
[RCM-268 model – JM]. It was finished in a
similar red-and-graphite colour scheme to
the first A1 models, so it retained a factory
flavour, but everything about the rest of it
was super trick. I like the balance between
classic styling and a modern rolling chassis.
I also liked the fact it had only a top fairing.
On a build like that you want to see the
engine and pipe.”
Intent on building his own Sanctuary-style
GPZ, Andy bought a tidy ’88 900R from
which to begin. That was three years ago; the
project didn’t start in earnest until October
2020, and he finished it in August last year.
A Sanctuary exhaust was a must – it was to
be the biggest single expense of the project,
Falco wheels (made by Brembo) do the job. If
Andy had gone Sanctuary on them... £££££££
22 Practical Sportsbikes
Is it just us? Or does Andy look a
little bit like Kevin Schwantz’s older
brother? Meant as a compliment
and the only pukka AC part on the bike. At
around 1500 quid, the pipe cost as much as
the donor machine. But the thing is, once
you’ve seen and felt the quality of a titanium
Nitro exhaust (Sanctuary’s inhouse pipe
brand) you know it has no business being
attached to anything other than a fully
top-spec build.
Don’t, however, get the impression that this
is an open chequebook project. Even after
realising that a couple of grand and a bit of
elbow grease wouldn’t get him the bike he
desired, Andy still didn’t go crazy with the
Sanctuary parts catalogue. There are other
ways to achieve the desired look without
forking out a small fortune. Take those tasty
looking five-spoke wheels.
“They’re off an Aprilia Falco,” he smiles.
“And so are the calipers and forks. The
wheels are actually made by Brembo, just
like the brakes, so they’re decent things. I just
had to file off the Aprilia logos that were cast
into the spokes. Now that they’re
powdercoated, they don’t look that
dissimilar to a pair of magnesium
Marchesinis or JB Power Magtans.”
Any Sanctuary build worth its salt comes
with a chunky aluminium ‘Sculpture’
swingarm; they’re integral to the overall look
of any AC bike. But at around £2000 a pop
(minus shipping and taxes, so let’s call it
£2500) that’s a hefty chunk out of any
There is not one single detail with a question mark hanging
over it, except maybe the carbon bar-ends. Nah, why not?

Practical Sportsbikes 23
 1
36mm Mikuni RS
flatties still need
some dialling-in (and this
won’t be the last time we
write that)
Full Sanctuary Nitro
2 system, with a
dB-killer just to take the
top off the racket
Dream Machine did
1 3 the paint in Honda
CBX1000 Candy Glory
Red. Did a fine job too
Priller Falco wheels in
4 the goldiest gold
powdercoat you’re ever
likely to see this side of
Goldfinger’s bath taps
SPECIFICATION
KAWASAKI
2 GPZ900R
ENGINE
Standard 1988
GPZ900R motor,
Mikuni RS36 flatslide
carbs, K&N filters,
Z1000 radiator with
one-off mounts,
titanium 4-1 Nitro
system with retro
fitted dB killer,
modified front
sprocket cover,
Cerakote/
powdercoat finish.
CHASSIS
1988 GPZ900R
frame, ZZ-R1100
swingarm and
linkages, Maxton
shock, 43mm Showa
3 usd forks (Aprilia
Falco) with Maxton
cartridge internals,
one-off top yoke with
20mm drop, LSL
replica ’bars,
five-spoke Brembo
wheels (Aprilia Falco),
320mm wavy front
discs, Brembo
calipers (Falco),
220mm wavy disc
rear, Brembo caliper
(Falco), 120/70
ZR17 and 180/55
ZR17 Metzeler
Roadtec, Sanctuary
footrests and
hangers plus radiator
mounts, digital GPS
speedo, Dream
Machine paint, 199kg
IN ASSOCIATION WITH
dry weight (est).
4
budget – and that’s before you’ve sourced
suspension linkages and a shock. Aware of
this, Andy had to think laterally when
concocting a plan for his GPZ’s rear end.
“At first I thought about fitting the Falco
swingarm, seeing as I’d bought the bike to
strip for parts,” he says. “But it was going to
be far too much hassle because the shock on
the Aprilia is off-set.”
Instead, Andy wisely looked at Kawasaki’s
own back catalogue. ZZ-R1100 swingarms
are a known retro fitment on GPZ900Rs, so
knowledge about the conversion is widely
available. The chunky ZZ-R ’arm looks the
part, too. Better still, you can pick up a
decent one with linkages for under a
hundred quid. Win-win all round.
Encouraging it to fit the GPZ frame is
straightforward, too.
“The ZZ-R uses a slightly thicker spindle
than the 900R, so I retained the one from the
GPZ and mated it to the ZZ-R swingarm by
using bearings and bushes with a smaller
inner race. The linkages are also ZZ-R and
the shock is Maxton, but 20mm longer than
normal because I wanted the rear end to sit
slightly higher.”
Maxton also reworked the Falco Showa
forks, setting both ends to match Andy’s
weight and riding style. Creating a front end
out of disparate parts isn’t always easy. One
wrong calculation can inadvertently shave
several inches off precious ground clearance.
With Andy’s bike, he had the clearance of the
fairing to think about too, because right from
the start he’d intended on losing the GPZ’s
standard clip-ons for conventional ’bars.
Removing the GPZ’s middle and lower
fairing panels reveals a bunch of parts that
aren’t aesthetically pleasing – the radiator
and associated mounts being two of the
worst offenders. As ever, Sanctuary has the
solution: an exquisitely finished billet
radiator subframe kit (sold under the AC
sub-brand of Noblest).
“I knew the stock rad had to go. It’s an ugly,
bulky looking thing that’s usually hidden
behind plastic. Around the time I was
thinking about what might replace it, I had a
mate’s ZXR750 in my garage. That has a
curved radiator which I was able to place on
the 900, but that didn’t look right either. An
internet search brought up the Z1000 rad. It
seemed to have similar fixings to the GPZ
while looking neater, so I took a chance.”
In keeping with the finesse and finish of
Japanese specials Andy made it his mission
for his build to have as few, if any, visible
fixings to detract from the overall look of the
bike. The way he’s mounted the Z1000 rad is
a case in point.

Engine externals are as mint as the insides,
with a Cerakote/powdercoat combo
“I machined up an aluminium bar on
which to mount the top of the rad, as well as
making my own bushes and brackets to
secure it in place. I’ve done away with all the
ugly Kawasaki brackets and all the fixings
are now discreet and out of view.”
Good thing too, because your eyes are
naturally drawn to the engine and its crisp,
immaculate finishes. “I stripped the motor
because I wanted to refinish the outside
rather than refresh it internally; it’d only
done 29,000 miles, but I replaced the rings,
bearings and seals while I was in there.
Rattle-can finish on the cases wouldn’t have
achieved the finish I was after, so I opted for
Cerakote on the crankcases and block, and
powdercoat on the outer covers to give a bit
of contrast. TM Specialist Coatings in
Nantwich did the work – they’re bikers so
they knew how to mask everything off
perfectly. I got them to Cerakote the fork legs
and top yoke as well. Wasn’t cheap, but the
finish more than justifies the cost.”
“I was all-in by then,” smiles Andy. “The
footrests and assemblies are Japanese, too –
“I’VE DONE AWAY WITH ALL THE UGLY
KAWASAKI BRACKETS, ALL THE
FIXINGS ARE NOW DISCREET”
WR Battlesteps. They’re the same quality as
Sanctuary, I got them through Webike! Some
Japanese parts are less expensive than you’d
image. Stuff like the head-to-pipe exhaust
stubs. They’re Sanctuary. I could have made
them myself on the lathe, but they were
affordable, so I thought ‘why not?’”
Why not indeed, because on a build like
this detail is everything and Andy’s nailed it
throughout the bike. Things like the seat.
Obviously, Andy could have fitted a stock
900R saddle. It would have looked OK, but
that’s not good enough. Instead, he had P&P
Seating in Birmingham replicate a Sanctuary
part, right down to the vented faux leather
rider’s perch. A small detail, but it matters.
YOUR BIKES, YOUR WAY
Left: engine got a refresh with new rings,
bearings and seals. Above: dry build on the go
Another Sanctuary trait is updating existing
instrument panels, rather than replacing
them wholesale with modern gear. Andy’s
taken that lead and, knowing that the
original cable-operated speedo wouldn’t
work with the Falco wheel, he’s fitted a GPS
speedo in its place that’s subtly different
enough from the one it replaces to suggest an
update without looking out of place. It’s
exactly what AC would do.
Most striking of all, however, is the rich
red-and-black paint. I say ‘red’, it’s actually
cherry red, and deep enough to dive in to.
“Dream Machine did the paint,” says Andy.
“It’s a replica of the Sanctuary GPZ I found
online all those years ago. We talked about
Practical Sportsbikes 25
 YOUR BIKES, YOUR WAY
different shades; they suggested CBX1000
red, and that’s what I went with. I’m amazed
they managed to get it all to line up as they
didn’t have the bike to mask it up on.”
You really need to see it in the metal, in
natural light, to appreciate just how stunning
it is. But standing next to Andy’s GPZ,
admiring it in the golden December sun, fills
me with guilt because I’m about to take this
gorgeous Kawasaki out onto damp, dirty
Welsh roads in a selfish pursuit to discover
how it rides. Luckily, Andy’s fine with that.
“Don’t worry, I’ve booked tomorrow off
work so I can clean it!”
Amazing how cool an old 1980s bike can look
Emma Airey, Head of RH Insurance, advises on insuring a special like this Kawasaki GPZ900R
“RH Insurance is happy to quote for modified bikes provided the owner is able to provide a copy of a current MoT
certificate and, if requested, (which would be the case with this Kawasaki GPZ900R as it’s been modified by the
owner) an engineer’s report, plus photos. Because of its bespoke nature, RH considers requests for insurance on an
individual basis and we’re happy to discuss your unique requirements over the phone.”
Call 0330 912 0017 or visit rhsspecialistinsurance.co.uk
26 Practical Sportsbikes
Shed weight, up the chassis’
game, and you don’t need
insane amounts of power
Even so, I’m careful to thread a course
between the puddles, storm debris and mud
left by farm traffic as I search for cleaner
tarmac and somewhere to properly sample
this 900. Andy’s not long completed the
build and he’s currently working his way
through fine tuning and set up. He warns me
before I set off that the fuelling is still a bit
lumpy lowdown – the 36mm RS flatslides
could really do with some dyno time to
determine their optimum jetting, but once
the motor spins its way past 5000rpm and
the main jets come into play any lowdown
roughness fades away. Andy’s fitted a
Amazing how uncool an old 1980s rider can look
dB-killer in the pipe just before the end-can
so, while the motor emits a pleasingly fruity
soundtrack, it won’t have his neighbours
curtain-twitching every time he rides by.
GPZ9s were never short on stomp, and
Andy’s feels even more punchy than it would
have in stock form. That’s not solely down to
the Nitro pipe, carbs and K&Ns. His
modifications have shed the bike of a
whopping 29 kilos – the OE exhaust
accounting for almost 12kg on its own – and
it really shows not only in how eager the
engine is once it gets going, but also in how
nimble the handling feels. Andy was
concerned that the Falco front end and wide
’bars might make the steering a bit nervous,
but he can rest easy because the reduction in
unsprung weight gifted by the Aprilia parts
coupled with higher-set controls seems only
to have improved on what was once there.
I only wish it was warm and dry so I could
properly explore the potential of the front
Metzeler rubber. Coupled with Brembo
calipers that offer bags of bite and feel, plus
those sorted Maxton forks, this new front
end transforms a competent ’80s sports
tourer into an accomplished scratcher worthy
of trackday action.
Taut chassis, accurate handling and meaty
performance aside, what I like most about
this Kawasaki is its riding position. Clip-ons
and single seats look great, but they can be a
real drag when you’re not in a position to get
it on. This GPZ’s wide ’bars, deep seat and
purposeful yet not extreme rear set footpegs
tread the perfect line between hustling and
cruising. Either will suit, neither feels
compromised. After all, Wayne Rainey’s old
AMA GPz750 had similar ergonomics and it
didn’t stop him from wringing every last drop
out of the thing.
I’m pleased to give Andy his Kwak back
before it attracts more dirt, but I’m also left
gagging to try it again in better conditions.
The mods he’s made have elevated the
performance of the bike in every area. It’s
truly worthy of the Sanctuary replica tag –
and you can’t pay a higher compliment.
THANKS TO: Dream Machine Paintwork,
Nottingham, dream-machone.co.uk
TM Specialist Coatings, Nantwich, https://www.
facebook.com/TM-Specialist-Coatings-LTD-
Nantwich-112359877287322/
 NEW IN
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That’s 2015 Moto3 World
Champion Danny Kent
sticking some V-Power in
an RG500

Are we being had over by modern enthanol-rich fuels? Or are they no worse (and
maybe even better in some respects) than the stuff we used to get served up?
Words: Alan Seeley | Pictures: Bauer archive

ince 1 September last year, regular
unleaded fuel can contain up to
10% ethanol by government
mandate. Regular unleaded is also
known as ‘premium’ unleaded for
no good reason we can discern, given that
there is no grade below it. As ever when
‘they’ mess with ‘our’ fuel there is
widespread alarm in the motorcycling
community and no small amount of
moaning, and online conjecture, about what
that means. So what’s going on? Are we any
worse off than we were before now that the
E5 labels on the regular unleaded have been
replaced by ones saying E10?
Under the UK Renewable Transport Fuel
Obligation, in practice since 2008, 5% of all
road vehicle fuel had to be from sustainable
renewable sources by 2010. On 15 April
2018, that proportion was raised to 7.5%. Don’t put diesel in your bike. That’s the main job

28 Practical Sportsbikes
 TAKEN FOR A FUEL

Now the figure is at 10% as of 1 September Guy Martin uses E85 (85%
ethanol) in his Guyabusa for a
last year. The requirement to add ethanol
more-controlled burn
falls on all fuel companies that retail more
than 450,000 litres of fuel a year, defined as
“major suppliers of fossil fuels”. The fuel
manufacturers can always add renewables to
diesel to keep the averages up, and indeed
they do.
Ethanol actually has a higher octane rating
than petrol and it keeps combustion
temperatures down while contributing to a
more-controlled burn. Indeed, it’s why some
builders of high-powered race and record-
chasing machines use E85 (85% ethanol,
with just a trace of dinosaur juice to aid cold
starts as much as anything) – Guy
Martin, and his ‘Project 300mph’
Hayabusa, as seen in these pages,
included. It is slightly less energy
dense than petrol but in the whole
5/10% ethanol debate we’re
talking fractions of fractions. So any
tendency to lean running will only
be slight. A closed-loop injection
system will easily compensate for it,
however earlier FI systems and carbs
might need tweaking for absolutely
peak performance on regular
unleaded, if that’s what’s required.
Any slight decrease in fuel economy
(1% or less) is more than made up for
in environmental terms by the reduction
in greenhouse gases through the whole
process of manufacturing fuel with a
higher renewable content. Grow a plant,
plant absorbs carbon, fuel made from plant,
fuel releases carbon, and then the cycle
starts again. The logic is apparent – from an
environmental standpoint. The stumbling
block to worldwide roll-out of 100%
bioethanol fuel is the realities of producing
it. Put simply, we can choose to grow food or
fuel with the space available, we are told.
However many of us have become familiar
with the damage ethanol can do to older
bikes. The issue is with the hygroscopic
natures of ethanol, meaning it absorbs water,
both liquid and condensation. Once Green man fills a green bike from
saturation point is reached, the ethanol a green tin on a green background.
separates out of the fuel as does the water. That’s what going green means
This is called phase separation. The higher
the temperature, the more water there is too.
If you have say, 10% ethanol fuel (E10) you
can have up to 0.5% water at 15°C. For this
reason, the fuel companies add ethanol at
the latest possible moment to delay the
process. At the same time they add their
‘additive packages’ to the fuel including such
things as friction modifiers, detergents,
corrosion inhibitors and octane boosters.
Once phase separation has begun, the
water sinks to the bottom of your tank and,
if left long enough and forms sufficient
volume, sets to its corrosive work in your
fuel system. Water can also change the pH
of the fuel, making it more acidic. Ethanol is
a solvent too and plastics, rubber and metal

Practical Sportsbikes 29

That’s Tobey Maguire in one of the unused Top
Fuel scenes from the 2002 movie Spider-Man
30 Practical Sportsbikes
“The only supplier to
explicitly state that
their super unleaded
is ethanol-free is Esso
with their Synergy
Supreme+ 99. So
although their pumps
have an E5 label there is
no renewable fuel in it ”
are all subject to attack and we’ve all seen
evidence of what can happen to glassfibre
and some plastic tanks when E-rich
unleaded gets to work. Guy’s 800bhp
Hayabusa is fitted with specific fuel lines,
sealing components and injectors to cope,
but even then they need regular replacement
to combat the effects of ethanol at such a
high percentage.
So how resistant to ethanol-induced
damage is your bike, and what can you do
about it? The bike manufacturers themselves
vary in their advice. You can soon get an
idea of what their positions are on gov.uk/
check-vehicle-e10-petrol
All Yamaha models from Model Year 1990
are compatible with E10. Older models
should continue to use E5.
All Honda motorcycles and mopeds
produced for the EU market since 1993
“can use ethanol-blended gasoline up to
10% although carburettor-equipped models
could experience poor driveability in cold
weather conditions”.
There’s a lengthy and specific list for
noughties-onwards Ducatis that can handle
E10 with a suggestion to use E5 in anything
not listed. Plastic tank models are known to
have issues with fuel attacking the material,
especially in the USA where E10 has been
available for some time.
Kawasaki also have a list of models and
dates from when they are E10 compatible
with the recommendation that unlisted
models, or those manufactured before the
stated year should continue to use E5 petrol.
Suzuki says that all model years from 2002
onwards can use E10 without problems.
Some, though not all, models from 1992 to
2001 can use E10 fuels. Suzuki’s advice is
that owners of these should contact their
national importer for clarification. Suzuki
models from 1991 and earlier are not E10
safe and RON 98 with no bio-fuel content
must be used. You’ll struggle to find that, so
a more pragmatic approach will be required
to work with what we’ve got. Really the
same is true for all of us with older bikes.
You could just run your bike on E10 and
see what happens. Truth is, you’ll probably
be just fine provided you have a decent
throughput of fuel through regular riding.
The phase separation we talked about that
causes the water absorption issues takes

KNOW YOUR FUEL. Yes, we could have just
printed this big on the page and been done with it
time. If you use your bike, it has less chance
of happening. When it comes to storage,
keep the system either brimmed or totally
drained and dry.
Then there’s the option of using super
unleaded petrol which, for the moment, is
not required to have a proportion of fuel
from renewables, like ethanol, to be present.
Although the super unleaded pumps are
now required by law to carry an E5 label,
meaning that they can contain up to 5%
ethanol. That’s half the permitted ethanol
content of regular unleaded.
The only fuel supplier to explicitly state
that their super unleaded is ethanol-free is
Esso with their Synergy Supreme+ 99. So
although their pumps have an E5 label there
is no renewable fuel in it except in Devon,
Cornwall, North Wales, North England and
Scotland “for technical supply reasons”.
Shell do not explicitly state that their
V-Power super unleaded is ethanol free so
assume that it has up to 5%. Same goes for
BP Ultimate and Total Excellium.
There are various ways to take ethanol out
of fuel but they are quite labour intensive
and you might strip additives other than the
ethanol out of it.
Then there are stabiliser products you can
add yourself. We’re trying some right now
(see PS World, page 8) and our findings will
be published in the July issue, on sale 8 June.
While there’s still a choice go for E5 over E10
Massive health an
d
issue here: her ha safety
ir is
perilously close
to th
suspended ceiling at
Brazil’s bioethanol breakaway
T
he South American nation has a long
history with ethanol fuel: sugarcane
was an early crop to be cultivated
by European settlers, and its use in fuel
production came as soon as internal
combustion-powered vehicles arrived.
Oil shortages during the Second World
War saw it mixed with fossil fuel at up to
50%. Regular fuel returned to prominence
post-war as supplies were affordable and
plentiful.
The more relevant use dates to the 1970s
oil crisis: in 1975 the Brazilian government
promoted its increased adoption to reduce
its vulnerability to oil supply problems.
From 1976, mixes went up from the E10
range to the current E20-E25 range.
E100 has also been in use since 1979.
Car manufacturers initially offered limited
models designed to run on biofuel, but
as technology advanced so-called ‘Flex
Fuel’ cars became available early this
century, able to self-adapt and run on any
A CG125/150 could run
on bacon fat if it had to
TAKEN FOR A FUEL
combination of fossil/bio fuels. Naturally,
bikes followed – many major manufacturers
build bikes in the country, and specific small
capacity models are now produced to run on
any level of ethanol. Perhaps unsurprisingly,
the miser’s favourite – the Honda CG – came
first, in 150cc format. Yamaha too have got
involved with an XTZ and YBR in the same
capacity bracket.
The future of ethanol-tolerant bikes
appears to lay eight time zones away
in India, where biofuel is part of the
emerging nation’s efforts to not only meet
environmental targets, but economic ones:
ethanol produced from agricultural by-
product is touted as a cheaper alternative
to gasoline. Both fuel and bike production
technology are being actively pursued and
developed right now.
None of which is a help to an LC or GSX-R
owner, naturally. But investment in ethanol-
ready bikes can only be good for the future
of our sport, and transport in general.
Practical Sportsbikes 31
 Services Parts
• Re-Bores • Piston Kits
• Crankshaft • Gaskets
Rebuilds Sets
• Cylinder • Crankshafts
Re-Sleeving • Bearings +
• Cylinder Honing Seals
Wolverhampton Tel: 01902 307457 New Parts for ALL Bikes...
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 Look at that practical sportsbike go!

1980’S 750 MUSCLE

Still well under most people’s radar, a mint example of any of these three can be had for
£5000. And the good news is the best of the trio is currently the cheapest to buy
Words: Jim Moore | Pictures: Bauer archive

S
o, you’re after a naked inline-
four. You’ve ruled out retros
because you want the real
deal, not some accountant-
commissioned pastiche that’ll
have you nodding off in boredom on your
first ride. But there’s a problem. Pukka
’70s four-pot dinosaurs like Kawasaki’s
Z1/900/1000, Suzuki’s GS750/1000 and
even Honda’s CB750/900F are so far out
of your price range you can’t even bear to
look at adverts for them any longer. So,
what do you do?
We have a solution. And it’s even better
than you were hoping. What if you could
buy something with all the period charm
you desire, plus a touch more engine/
chassis/equipment development, for half or
even less what you’d pay for a ’70s muscle
bike? Well, you kind of can, they’re the
early ’80s 750s.
Suzuki’s GSX750E, Kawasaki’s Z750GP
and Honda’s CBX750F all draw heavily
from their ’70s forebears while benefitting
from improved suspension, brakes, and
spec. And they’re currently something of
a bargain if you’re prepared to put in the
time to find the right one.
None of them were huge sellers when
new; the rapid pace of change meant they
were only relevant for a year or two at
best, so the number available worldwide
is limited and, as a consequence, they’ve
not been on most people’s radar for years.
Thus, prices are still temptingly affordable.
Whether you’re after a project, a regular
rider, or something to modify, this trio
cover every base. But you’d best get in
there before everyone else cottons on.

Practical Sportsbikes 33
Now that is what you
call an outfit. Boss
SUZUKI
GSX750E
L
ike Kawasaki’s GPz750R and
Honda’s CB750F, the GSX750E was
a bike that existed in the background,
never quite emerging from its larger
sibling’s shadow. In the case of the 750E that
more significant family member was the
GSX1100E. Physically, they’re almost
identical. Numerous components are shared
between the identical-looking machines. So,
why bother with a smaller model when the
larger one offers all the same stuff and more?
PRICE GUIDE
HOUND £1000-£1700
If you can find a complete GSX750 for under a
grand you’re doing very well, says our G. Values
have shot up, even for dogs, because they’re
getting so hard to find. Those looking to modify
an old air-cooled Suzuki are now turning to the
750 because 1100 values are too high.
34 Practical Sportsbikes
Back in the ’80s that argument had
real merit but now, four decades on, the
GSX750E has finally come into its own.
This surge in popularity has nothing to do
with this old Suzuki suddenly getting better
with age, and everything to do with demand.
GSX1100Es are now commanding strong
money – up to £10k in some cases – as
tidy, original examples become harder
and harder to find. Frustrated by a lack
of affordable 11s, fans of big, air-cooled
TIDY £2500-£3500
Were £1500-£2000 a couple of years ago.
Expect the original exhaust to be long gone.
Uprated shocks are a bonus. A regularly run and
serviced machine is better than one that’s sat
for years. If a bike’s missing original parts,
haggle the price down because finding
replacements won’t be cheap or easy.
“ALTHOUGH IT
DOESN’T PACK THE
PUNCH, OR HAVE
THE DRAMA AND
PRESENCE OF THE
1100, THE 750 IS STILL
A FINE BIKE IN ITS
OWN RIGHT”
Suzukis have instead turned their attention
to the 750, mainly as a base to modify. And
because of this, prices are on the rise.
Although the 750 doesn’t pack the punch,
or have the drama and presence of the 1100,
the three-quarter litre GSX is still a fine bike
in its own right.
It was the replacement for the GS750 – the
firm’s first inline four, which drew heavily in
terms of tech from Kawasaki’s Z1. Suzuki
dialled the engineering back a notch or two
MINT £4500-£5500
Although values are shooting up, don’t pay top
money unless it’s immaculate, and all original.
A quality aftermarket pipe is welcome, but
that’ll knock a few hundred off. Mint,
unmolested bikes are likely to have been
imported – US-spec examples are called GSs
even though they’re 16v.
 SPECIFICATION
SUZUKI GSX750E
ENGINE
Type air-cooled, dohc, 16v inline-four
Capacity 747cc
Bore x stroke 67 x 53mm
Compression ratio 9.4:1
Carburation 4 x 32mm Mikuni BS32
Ignition transistorised
TRANSMISSION
Primary/final drive gear/chain
Clutch wet, multiplate
Gearbox 5-speed
CHASSIS
Frame tubular steel cradle
Front suspension 35mm telescopic
forks, non adj
Rear suspension twin shock, adj preload
Front brakes 2 x 275mm discs, single piston
calipers
Rear brake 275mm disc, single piston caliper
Wheels 10-spoke cast aluminium
Tyres 3.25 x 19 front, 4.00 x 18 rear
DIMENSIONS
Wheelbase 1520mm (59.8in)
Seat height 790mm (31.3in)
Fuel capacity 19 litres (4.2 gals)
Dry weight 229kg (504lb)
PERFORMANCE
Power (claimed) 79bhp@9200rpm
Torque (claimed) 46.5lb.ft@7000rpm
Top speed 123mph
with the GSX. Although it gained a 16v
head, the previous roller bearing crank – a
copy of Kawasaki’s – was replaced with a
cheaper, less bulky plain bearing unit. As
a result, the 750 engine feels smoother
than the 1100, even if it won’t withstand
the same level of punishment, or slapdash
ownership. Fail to keep up with regular
oil changes on a 750E and its crank will
eventually, well… fail.
The 750E’s styling is a matter of taste. Its
stout, angular silhouette has always divided
opinion – even Suzuki had their doubts,
commissioning Target Design to pen the
Katana in response to the factory’s blocky
inhouse styling. A GSX-E certainly won’t
steal hearts away from a Z750GP or CBX,
but they do possess a robust charm that
fits surprisingly well with more modern
suspension and wheels.
If you buy a 750E you might want to
seriously consider updating the rolling
stock. As with Katanas, the skinny 19/18-
inch wheels limit tyre choice, the single-
piston caliper brakes are average at best,
and the suspension will cost more to
update than it would to fit forks and even
a monoshock rear end from a Bandit or
GSX-R. Remember, Suzuki have a welcome
habit of making components from all eras
delightfully interchangeable. Even a Bandit
12 lump can be teased into a GSX frame
without too much bother. What a street
sleeper that’d make…
THINGS YOU NEED TO KNOW
CRANKS
Unlike the 1100, which runs a
roller bearing crank, the 750
employs a plain bearing design
which can suffer if previous
owners haven’t been regular with
oil changes. When they’re running
well, the 750 feels much
smoother than the 1100.
BASE GASKET
Deteriorates over time and can, if
you’re unlucky, fold into the oilway
that feeds the head. Left
unchecked this can seize the cams
solid. If the top end’s not been off
in years, if ever, be suspicious.
REG/RECS/GENERATORS
If original, they’ll be 40 years old
by now, so problems will ensue.
Luckily, they’re not hugely
expensive to replace. A quality
pattern reg/rec is £55, as is a
generator, from Electrex World.
AIRBOX
Fuelling is an absolute pig to set
up properly without an airbox,
according to our own Medium G,
so don’t buy a bike without one
– finding a replacement will be a
lifetime’s work.
A good one makes about 70bhp, but does it smoothly (if that helps)
FRAME/SWINGARM
Although a lot of parts are
interchangeable between the
750 and 1100, the 750’s
swingarm spindle is a smaller
diameter. The lower engine
mounts are slightly different too,
although an 1100 lump can be
made to fit.
EXHAUSTS
Most bikes’ OE 4-2 systems will
have rotted to dust a long time
ago. 1100 exhausts fit – stock
and aftermarket – so that widens
the choice for replacements.
Delkevic make a couple of 4-1
options, one with a megaphone
silencer, the other with a straight
can, they retail at £355 and
£365 respectively.
SPARES
Getting thin on the ground now.
Tanks are in short supply, so if
you buy a bike that needs work,
ensure that it’s complete. The
only glimmer of light is that
1100s have been popular for a
while with modifiers who like
upgrading the running gear, so
stock wheels, brakes, forks, etc.
should be relatively easy to find.
Practical Sportsbikes 35
Hard to know if the
GSX has emerged
from the pit – or is
soon to be flung into it
MODEL GUIDE
MODEL GUIDE
1980 GSX750ET
Replacement for the
8-valve GS750. The GSX
(still called the GS in
America) features a 16v
head and a plain bearing
crank – the GS was roller
bearing. Almost identical
to the GSX1100E (the
bigger motor can be made
to fit) with bread bin tank,
square headlamp and
chunky clocks. 79bhp,
229kg. Colours: black/
red, black/blue, silver
1981 GSX750EX
Fuel capacity increased
from 19 litres to a more
useful 24. Handlebar
width also reduced slightly
from 800mm to 775mm.
Colours: red/black, black/
red, blue
1982 GSX750EZ
Distinctive rectangular
headlamp and big
instruments changed for a
more classic round lamp
and twin dials with
additional oil temp gauge.
Other changes include
different indicators,
modified switchgear, and
updated clutch cover.
Colours: black/blue, red/
black, red
 “ON THE UPSIDE THE
BOTTOM-END IS HEWN
There’s an awful lot of
autumn debris on that FROM GRANITE AND
asphalt. Sunny, though
MORE THAN CAPABLE OF
DEALING WITH EXTRA
PERFORMANCE”

KAWASAKI
Z750GP R1 steel cradle frame, the Z750GP is a shining
star of its class. For starters, it has the best
power-to-weight ratio by a considerable
stock too. It’s a punchy, responsive (in
relative terms) and characterful unit, more
than capable of thrumming along at a

A
cynic might sum up the Z750GP by
saying it’s little more than a
standard Z750 given a lick of paint,
a new name, and a bikini fairing.
And they’d be right. The 750GP is all of the
above, and yet it’s also so much more. That
clever application of ‘Firecracker’ red paint
(or green in this case – a reader resto from
back in the PS day), token wind protection,
and fresh moniker, really do elevate this
model above a bog standard Z750, visually
at least. But they also signify the roots of a
sportsbike dynasty that defined Kawasaki
throughout that decade and beyond.
Despite being a tarted-up ’70s throwback;
the motor is based on the Z650 unit (sharing
the same 54mm stroke) and so is its tubular
margin. Producing a claimed 89bhp, The
Kawasaki was 7bhp up on its nearest rival –
Yamaha’s dull, shaftdrive XJ750 Seca – and
10bhp better off than Suzuki’s GSX750E.
Better still, at 217kg dry, the GPz is the
lightest in class; Honda’s CB750F is closest
at only 13kg heavier.
So, in terms of riding experience, the GPz
truly lives up to its sporty image compared
to what else was around at the time. The
Z650 was always head and shoulders above
its rivals in terms of handling and that trait
lives on in the Z750/GPz. With modern
rubber (Avon Roadriders are a fine bet) plus
properly serviced suspension and brakes, a
750GP should still be a delight to ride.
The dohc, 8-valve motor is from good
respectable pace and delivering useful
midrange urge. These engines can be
sensitive to fuelling, however. If the carbs slip
out of balance, they can cause the engine
to feel rough and noisy. On the upside,
the bottom-end is hewn from granite and
more than capable of dealing with extra
performance. And a Wiseco 810cc kit is an
excellent place to start.
The biggest issue you’ll ever come across
with a Z750GP is finding one. They were
only sold for one year (1982), so stock is
limited. But there are options. American
imports are worth a sniff, especially if they
originate from a dry state. You’re more likely
to find an original, unmolested example too
– but a Kerker pipe would be a mod worth

PRICE GUIDE
HOUND £1000-£1500
Regardless of condition, the main issue with any
Z750GP is finding one. They were only sold in
1982 so even dogs are rare, hence their value if
you do find one. A basic Z750 would be worth less,
yet they share most major parts.
TIDY £2500-£3500
Before you buy any GPz, first check that it is a
pukka bike and not a converted Z. This will affect
value. A tidy 750GP is unlikely to retain its original
exhaust and may have lost its fairing and OE seat
too. The condition of GPz-specific parts is vital.
MINT £4500-£5000
Likely to be an American import these days. US
bikes are KZ750GPs (although side panel badge
still says GPz) and they come with black/silver
wheels and black sprung shocks. Some Japanese
market bikes don’t have the bikini fairing.

36 Practical Sportsbikes
 SPECIFICATION
KAWASAKI Z750GP R1

ENGINE
Type air-cooled, dohc, 8v inline-four
Capacity 738cc
Bore x stroke 66 x 54mm
Compression ratio 9.5:1
Carburation 4 x 36mm Mikuni
Ignition digital
TRANSMISSION
Primary/final drive chain/chain
Clutch wet, multiplate
Gearbox 5-speed
CHASSIS
Frame tubular steel cradle
Front suspension 36mm air-assisted
telescopic forks
Rear suspension twin shocks, adj preload
and rebound
Front brakes 2 x 260mm discs, single-piston
calipers
Rear brake 260mm disc,
single-piston caliper
THINGS YOU NEED TO KNOW
Don’t say you wouldn’t
Wheels 7-spoke cast aluminium be tempted by this... STARTER CLUTCH
Tyres 100/90 x 19 front, 130/90 x 16 rear You cannot lie to PS Cush drive rubbers on the starter
DIMENSIONS gear harden and perish over time,
Wheelbase 1500mm (59in)
leading to failure of the starter
Seat height 780mm (31in)
clutch. It’s mounted in the middle of
Fuel capacity 24.5 litres (5.4 gals)
Dry weight 217kg (478.5lb) the motor, so it’s an engine-out fix.
PERFORMANCE
Power (claimed) 89bhp@9500rpm CARBS of electrical components such
Torque (claimed) 51.3lb.ft@7000rpm The 36mm Mikuni CVs wear as the reg/rec, generators, coils
Top speed 138mph with age and can be pigs to etc. Replacements are widely
set up. Fretting needles, worn available, however – and won’t
diaphragms, and internal corrosion break the bank.
having. US bikes didn’t get the red wheels, MODEL GUIDE are just a few issues. Fortunately,
shocks or (sometimes) the fairing of UK rebuild kits are still widely INSTRUMENTS
bikes, either. available. Retro Motorcycles in the The Z750GP was one of the first
Despite being hard to find in complete States do a complete kit through machines to incorporate an LCD
form, spares aren’t as much of an issue as eBay for £85 inc. postage. panel into its dash, showing fuel
you might think. The stock Z750 shares and oil level, sidestand position
90% of parts, and the engine lived on in the 1982 Z750GP R1 MANIFOLD RUBBERS and battery health. Check it
GPz750A and even later ZR750, so keeping Striking styling aside, the Another root cause of poor works as it should. The electronic
a Z750GP going isn’t quite the headache it 750GP was basically a fuelling. Original manifold rubbers tacho/voltmeter can also be
Z750 with bells on; extras
could be. being sporty red or gold
will have gone hard and brittle temperamental.
Yes, it’s easy to be slightly cynical about paint, a bikini fairing (some by now; cracks and air leaks will
this bike’s origins, but come on. If you’re not markets it was sold naked be next on the horizon. M&P can FUEL TANK
seduced by that red/black/white tank, those as seen here), red shocks, supply four new ones for £49. They rot out for fun. Modern
and black chromed
Kawasaki-logoed black chrome pipes, the unleaded will eat through the thin
exhausts. Launched in late
Lawson style fairing, and those three letters 1981, the GP was replaced ELECTRICS steel if given half a chance, so
on the side panels then you really should by the monoshock An issue with most bikes of this drain the tank if you’re not using
check if you’ve still got a pulse. GPz750A Uni-Trak for ’83. age. Frame corrosion leads to bad the bike for a while. A standard
Who needs modern retro when an original Colours: red/silver/black, earths, a build-up of resistance Z750 tank fits, but the paint
gold/black/white
is this tempting? in the loom, and eventual failure won’t match.

To all intents and purposes it’s a junior Ted-rep. And that’s no bad thing

Practical Sportsbikes 37
 It might have been a
stop-gap machine in 1984.
But that doesn’t stop it
“WHY BUY ONE WHEN THERE from being a decent 750

ARE SO MANY OTHER ‘BETTER’

750S OUT THERE? THE HONDA
STILL HAS A LOT TO OFFER”

HONDA
CBX750F

H
ad the launch of the VF750S and
750F not been such an unmitigated
disaster, the CBX750F may not
have existed at all. Honda needed
to win back credibility – and fast – after its
early V4s proved to be less than reliable, but
the company didn’t have time to design an
alternative from scratch. So, instead, the Big
H returned to what they knew best, dusted
off an old favourite, gave it a bit of ’80s
sparkle, and the CBX750F was born.
When it came to air-cooled inline-fours,
Honda’s reputation was justifiably solid.
After all, they’d started the trend back in ’69
with the sohc CB750. So, basing a much-
needed stop-gap model on tech from the
proven dohc CB750F was a smart move.
Obviously, Honda wanted potential buyers
to know that the CBX’s lump wasn’t simply
a ’70s relic, plucked off the shelf for the sake
of expediency, so the engine was reworked.
When they’d finished tinkering, Honda
had a motor that was slimmer, shorter
and a claimed 12bhp more powerful than
the old CB mill. Relocating the generator
from the end of the crank to behind the
block reduced width and increased ground
clearance, while switching the primary drive
from chain to gear sliced several inches off
the engine’s length.
The newly compact powerplant also gained
hydraulic valve lifters and a hydraulically
operated (basic) slipper clutch. Producing a
claimed 89bhp, the CBX was 5bhp up on
Suzuki’s 16v GSX750ES and even a couple
better off than the VF750S. With numbers
like that, the fact its air-cooled origins lay a
decade earlier hardly mattered.
The chassis was a mix of old and new. A
tubular steel cradle frame held the engine in A better machine than the early V-fours. Easily

PRICE GUIDE
HOUND £800-£1500
Expect brittle, cracked plastics with missing tangs,
scuffs and bodged repairs. Rotten tanks are always
a possibility, as are challenged electrics, corroded
pipes, unserviced engines. Not worth it – it’ll cost
way more to restore a CBX750 than it’ll ever be
worth. Buy for spares only.
TIDY £2500-£3000
A well-maintained engine and chassis is more
important that originality. Ask about the engine
internals, and if oil has been regularly changed.
Neta silencers were popular back in the day – a
non-stock pipe is likely. Repainted bikes are
common too.
MINT £3500-£4000
Getting much harder to find. Completely original
bikes are unlikely to be UK spec – American,
Japanese or European is more likely (J-bikes may
be restricted). Bol d’Or models are rarer but no
more valuable.

38 Practical Sportsbikes
 Rare, and yet useable and very
good value. Think about it...

SPECIFICATION
HONDA CBX750F

ENGINE
Type air-cooled, dohc, 16v inline-four
Capacity 747cc
Bore x stroke 67 x 53mm
Compression ratio 9.3:1
Carburation 4 x 34mm CV Keihin
Ignition transistorised
TRANSMISSION
Primary/final drive gear/chain
Clutch wet, multiplate
Gearbox 6-speed
CHASSIS
Frame tubular steel cradle
Front suspension 39mm air-assisted
telescopic forks, adj rebound
Rear suspension Pro-Link monoshock, adj
preload and rebound
Front brakes 2 x 280mm discs,
2-piston calipers
Rear brake 280mm disc, 2-piston caliper
Wheels 6-spoke pressed aluminium Comstar
Tyres 10/90 x 16 front, 130/80 x 18 rear
DIMENSIONS
Wheelbase 1465mm (57.7in)
Seat height 95mm (31.3in)
THINGS YOU NEED TO KNOW
Fuel capacity 22 litres (5.8 gals) CAM/ALTERNATOR/ EXHAUST
Dry weight 215kg (474lb) STARTER CHAINS Most OE systems will have rotted
PERFORMANCE Honda went nuts with internal away. Wemoto do a set of Marving
Power (claimed) 89bhp@9500rpm chains when it came to their replacements that look similar to
Torque (claimed) 52lb.ft@8500rpm air-cooled dohc mills; the CBX stock for just over £300. MODEL GUIDE
Top speed 131mph
uses chains to drive its cams,
alternator and starter. The cam VALVE GUIDES
chain tensioner isn’t as bad as, Some early bikes suffered
say, a CBX550, but the cam premature valve guide wear. Most
place, while the rolling stock was distinctly chain needs replacing between should have been sorted by now.
more of the time: lightweight 16/18-in 30,000-50,000 miles. The Hy-Vo If it blows smoke on a closed
1984 CBX750FE RC17
Comstar wheels, air-assisted 39mm forks alternator chain is worked hard throttle, you’ve found your culprit. Half-faired inline-four;
with TRAC anti-dive, an adjustable rear and requires tensioning or at motor based on the
monoshock, and dual-piston brakes matched least checking every service. SPARES CB750F. Twin headlamps,
4-2 black chromed
even the VF750F’s desire for modernity. The starter chain can fail on high There are more about than
exhaust. Basically a ’70s
To ride, the CBX is competent, mileage bikes, so ask the seller you might image. Bodywork, design dressed up in ’80s
accomplished and undoubtedly superior to what’s been done. suspension, spare motors – it’s all clothes. Certain market
the old CB750F in every way. But it’s also available on a certain internet site. got the fully faired Bol d’Or
unremarkable and fairly forgettable. Anti- VALVE CLEARANCES model. Colours: red/black,
black/red, silver/red
dive forks and 16-in front wheels were a fad, Hydraulic tappets are a boon, but SUSPENSION
and they won’t have improved with age. Tyre they’ll only continue to do their The TRAC-equipped forks were
choice is limited as a result; the best thing to business if the engine oil is clean soft from the factory, so firmer
do with the OE forks is junk them in favour and regularly changed, or they’ll springs or modern cartridge
of something more sophisticated. In fact, stick. Fresh lube and filter every internals will work wonders. Hagon
wider, 17-in wheels front and back, fresh 2000 miles is best practice. do a replacement shock for £320.
suspension, plus modern sticky rubber do
wonders for any CBX. 1985 CBX750FF RC17
But why buy one when there are so many Identical to ’84 model. In
fact, all ’85 UK bikes were
other, better ’80s and ’90s 750s out there? actually ’84 bikes. Colours:
Well, in terms of equipment and finish this red/black, black/red,
Honda still has a lot to offer. A stylish, silver/red
comprehensive instrument panel – with fuel
gauge – set in a beautifully finished cockpit,
an all-day comfy riding position, decent
pillion accommodation, bomb-proof motor,
easy servicing, reasonable performance, and
a style that’s just dying to be sat on fat 17s.
1986 CBX750FG RC17
And unlike some other 750s of the era, the No changes. Colours: red/
CBX is still pleasingly affordable too. black, black/red,
Faux-bellmouths are just NAF 16-in front wheel can be swapped
Who needs a VF750? Who indeed. silver/red

Practical Sportsbikes 39
 Kawasaki comes out second best,
but it’s a good looking machine

can’t find one, you could always convert a

stock Z750…

D
emand and prices for the Suzuki
GSX750E is hotting up. Big G
says what you might have got for
£1000 only a couple of years
back will now rush you three
times that amount. GSX values are not truly
representative of how good they are as bikes.
Folk are not snapping these 16-valve Suzukis
up because of their unforgettable riding
experience, but because (a) they can’t find an
1100 at sensible money, and (b) they want to
use the 750 as a base for modification. If you
want an original air-cooled ’80s 750 to own
and ride, the Suzuki would be right at the
bottom of our list.
Not only does the Z750GP look way
better than the GSX, it’s also far more
rewarding to ride, both in terms of its engine
and handling. The styling really has stood
the test of time, even if the finish may not
have fared as well. Fitted with a pair of
internally uprated forks and decent shocks
this old Kwak will offer everything a pukka
’70s four should. All for way less cash. If you
The smart money is on Honda’s CBX750,
though. They’re easier to find than either
a GSX or Z750GP – and usually cheaper
too. They have the best chassis, feature the
most useful ergonomics and equipment, and
there’s also scope to make some serious yet
affordable updates (our mate Simon Francis
fitted VFR800 front and rear ends to a CBX
with spectacular success).
With good ones starting at around £2500,
you’ll struggle to find a better value semi-
naked inline-four. As good a reason as any
to start hunting one down right now.

Suzuki is the most expensive,

and the poorest of the three “IF YOU WANT AN ORIGINAL
AIR-COOLED ’80S 750 TO OWN
AND RIDE, THE SUZUKI WOULD
BE RIGHT AT THE BOTTOM
OF OUR LIST”

40 Practical Sportsbikes
ELK Promotions 2022 All-Motorcycle Events in the South East!

(/.3URPRWLRQV32%R[1HZ5RPQH\.HQW71%(  
&KHFNwww.elk-promotions.co.uk%()25(WUDYHOOLQJ
 STOP, TURN, GO!
The big technical breakthrough that all six MotoGP factories are chasing this
year is – once again – turning, because the sooner you get the bike turned
the sooner you can get on the throttle
Words: Mat Oxley | Pictures: Cormac Ryan-Meenan, Gold and Goose,
Aprilia, Dorna, Ducati, Honda, Oxley, Red Bull, Suzuki and Yamaha

M
otorcycle racing is very
simple – all you’re
trying to do is get down
the straights as quick
as possible and around
the corners as fast as
possible – but also incredibly complex.
And MotoGP has never been more
complicated than it is now. In the old days
it was engine, chassis, suspension and
tyres. Now it’s engine, chassis, suspension,
electronics, downforce aero, holeshot
devices, shapeshifters and tyres.
And it’s never been closer. At one race
last year the top ten was covered by 5.4
seconds, which averages out at a difference
of one hundredth of a second at each
corner between the winner and whoever
finished tenth. It’s insanely close – if your
bike and rider aren’t 99.9% as good as the
best you’re nowhere.
So how to make the winning difference
in 2022?
Through stopping and turning. Getting
the bike turned mid-corner as quickly as
possible is MotoGP’s current holy grail,
because the sooner the rider can get off
Michelin’s not-so-good front slick and onto
its much-better rear slick, the sooner he
can use full throttle.
Also expect more top speed, following a
two-year freeze on engine development,
due to the pandemic. Thus MotoGP’s all-
time record of 225.2mph/362.4kmh, set
by Johann Zarco’s Ducati Desmosedici in
Qatar last year, will most likely be broken.

42 Practical Sportsbikes
MotoGP Tech Wars

It may not surprise you to hear it,

but MotoGP has never been
closer. How about 5.4 seconds
covering the top ten?

Practical Sportsbikes 43
 MotoGP Tech Wars
YAMAHA YZR-M1
Fabio Quartararo (Monster Energy Yamaha)
Franky Morbidelli (Monster Energy Yamaha)
Andrea Dovizioso (WITHU Yamaha RNF)
Darryn Binder (WITHU Yamaha RNF)
Yamaha won the 2021 MotoGP Riders’
Championship, their first since Michelin
tyres and Dorna’s same-for-all Magneti-
Marelli software arrived five years earlier
and confused the hell out of them.
Fabio Quartararo won the title like Jorge
Lorenzo won Yamaha’s last in 2015, by
qualifying on the front row at pretty much
every race and escaping out front, using
“THE HEAT FROM OTHER BIKES RAISES ITS FRONT TYRE TEMPERATURE, WHICH
INCREASES PRESSURE, SHRINKS THE CONTACT PATCH, AND REDUCES GRIP”
Franky Morbidelli
can’t really try any
harder than this
44 Practical Sportsbikes
the clear track to unleash the YZR-M1’s
amazing corner speed.
The problem is that this is the only way
the M1 can win races, because it has the
slowest engine in MotoGP, so if it gets
caught up with a couple of faster bikes
it can’t utilise its corner speed and the
heat from other bikes raises its front tyre
temperature, which increases pressure,
shrinks the contact patch, and reduces grip.
“My only request to the engineers is
to focus on top speed,” says Quartararo.
“If I have the same bike plus some more
horsepower I will be happy.”
In fact the 22-year-old Frenchman
needs a LOT more horsepower. At the
last race of 2021, at Valencia, where the
0.9km straight is preceded by a second-
More power is needed, but the inline-four just
can’t match the V-fours for outright grunt
gear corner, making it a real test of
acceleration performance, the M1 reached
199.9mph/321.7kmh, while the best
Ducati did 208.4mph/335.4kmh!
The problem, of course, is that an
inline-four engine like the M1’s will never
make as much power as a V4 engine, like
Ducati’s, Honda’s, KTM’s and Aprilia’s,
because V4s are shorter, stiffer, and can be
tuned more aggressively.
Luckily there are other ways to make
a motorcycle faster down the straights.
Yamaha are experimenting with revised
rigidity frames, to make the chassis flex in
the corners to make the bike turn faster, so
the rider can get it pointed straight quicker.
Yamaha might also find more speed
through increasing their downforce aero, to
minimise wheelies and allow riders to use
more throttle. But aero increases drag and
the M1 doesn’t have enough horsepower
to deal with that, unlike the Ducati.
The Iwata factory is going to have a hard
time hanging onto its crown.
 Enea Bastianini: turning is the
Desmosedici’s ace card

DUCATI DESMOSEDICI pressure that sucks the bike into the

asphalt, improving grip and turning.
“The Ducati was a not-turning bike,
Pecco Bagnaia (Ducati Lenovo, GP22) now it’s an incredible-turning bike,”
Jack Miller (Ducati Lenovo, GP22) says Pecco Bagnaia, arguably the
favourite for the 2022 crown.
Johann Zarco (Pramac Ducati, GP22)
However, Ducati engineers believe
Jorge Martin (Pramac Ducati, GP22) the Desmosedici’s improved turning
Luca Marini (VR46 Racing Team Ducati, GP22) comes as much from its new generation
Marco Bezzecchi (VR46 Racing Team Ducati, GP21) of younger riders – Bagnaia, Jack Miller,
Jorge Martin – as from the bike itself. Pecco Bagnaia has got to be favourite for the
Enea Bastianini (Gresini Racing Ducati, GP21) 2022 World Championship. So that won’t work
“For sure Ducati work a lot on turning,
Fabio Di Giannantonio (Gresini Racing Ducati, GP21) because it was our weakest point,” says compromised by their huge aero wings,
Bagnaia’s crew chief Cristian Gabbarini. designed to reduce wheelies and increase
Finally, Ducati have the best bike in “But also the riding style of Pecco and our braking stability. If they can achieve that
MotoGP. The Bologna brand won the last other guys helps make the bike turn. Pecco the Desmosedici will be difficult to beat.
two constructors championships and took rolls into corners much faster than Andrea Ducati will have one other big advantage
four wins and six poles from the last six [Dovizioso, Ducati’s number one from in 2022 – eight bikes on the grid, out of 24!
races of 2021. 2013 to 2020]. This is a combination of “Statistics usually give the correct
Chief engineer Gigi Dall’Igna joined many things, like body position.” answer,” adds Gabbarini. “If we change
Ducati in 2014 and since then has The factory’s priority for 2022 is to something and all our riders improve then
introduced all the performance gadgets improve high-speed agility, which has been we made the correct modification.”
– downforce aero, holeshot devices and
shapeshifters – now used by the entire grid.
Vented disc, caliper, and
Dall’Igna’s trick has been to continually even pads. Cool
increase straight-line performance – the
desmo engine now knocks out 300
horsepower – because he understands that
allowing riders to overtake on straights
allows them to take fewer risks and look
after their tyres better.
At the same time he has chipped away at
the Desmosedici’s biggest negative – mid-
corner turning – now the bike turns as well
as anything.
These improvements were completed
last season by MotoGP’s first F1-style
ground-effect technology. When the
Ducati is leaned over through corners F1-
inspired diffusers either side of the fairing
accelerate airflow, creating an area of low
SUZUKI GSX-RR
Joan Mir (Suzuki Ecstar)
Álex Rins (Suzuki Ecstar)

Suzuki won the MotoGP world title in

2020 and didn’t win a single race last year,
so they have a problem for 2022.
The problem is straightforward: the
GSX-RR is a great race bike but it’s not
a good qualifying bike. A few years ago
this wouldn’t have been a real worry, but
MotoGP is so competitive now that you
need to get away with the leaders right at
the start.
“At a lot of races last year we had the
pace of the winner, if not slightly better,
but when you’re coming from so far back
it’s difficult,” says Frankie Carchedie, crew
chief to 2020 champ Joan Mir.
Suzuki engineers are working in two
main areas to fix this problem. First, they
need to make the GSX-RR extract more
speed from soft tyres during qualifying
time attacks.
“The problem is that when we want to
use the tyre more we do use it more but
do exactly the same lap time, so somehow
were not exploiting the extra grip,” adds
Carchedie.
“This is why Saturdays are more stressful
for me than Sundays!” grins GSX-RR
project leader Shinichi Sahara.
Second, Suzuki need to improve their
shapeshifter, which mechanically lowers
the rear of the bike during acceleration GSX-RR is a great race bike,
to reduce wheelies and thereby allow the but a poor qualifying bike.
And that simply won’t do
rider to use more throttle. They were the
last factory to fit these gadgets, worth two
or three tenths per lap, which can make the
difference of one or two rows on Saturday
and victory or fifth place on Sunday.
“The effect on acceleration is quite big
but also the system is extra weight, so it
changes the balance of the bike and we
are still on our way to finding the ideal
balance,” adds Sahara.
Suzuki need to be careful to retain the
GSX-RR’s balance because this gives the
bike its strongest points: magic mid-corner
turning and excellent tyre conservation.

“SUZUKI NEED TO IMPROVE

THEIR SHAPESHIFTER. THEY
WERE THE LAST FACTORY TO
FIT THIS GADGET, WORTH
TWO OR THREE TENTHS
A LAP”
46 Practical Sportsbikes
 MotoGP Tech Wars

Honda have been testing an

exhaust valve for negative
torque on corner entry

HONDA RC213V “What we want to achieve with the

new bike is using the new rear tyre more
effectively. By the end of last season the
improve corner-entry as well as corner-exit
performance. During testing they have
been experimenting with an exhaust valve
Marc Márquez (Repsol Honda Team) way our riders were riding was changing, (an EXUP, basically) which allows them to
Pol Espargaró (Repsol Honda Team) because we were starting to understand the fine-tune negative-torque to get the right
Alex Márquez (LCR Honda Castrol) new tyre more. We’ve put everything we’ve kind of engine-braking into corners.
learned into the 2022 machine. Bu Honda’s biggest concern is Márquez’s
Takaaki Nakagami (LCR Honda Idemitsu) “It’s a bit of everything: weight fitness. He’s been suffering from double-
distribution, pitching behaviour and the vision since an enduro crash in October.
No other factory has changed their bike for way to spin and slide. With a motorcycle
2022 more than Honda, who have built an you have only two contact patches and
entirely new RC213V. Honda dominated whoever takes the maximum efficiency
MotoGP for years, taking six riders titles in from these, especially the balance,
seven seasons, all with Marc Márquez. because you can’t always have both
But when the Spanish genius got hurt at tyres working 100%, will enjoy success.”
the start of 2020 Honda didn’t win a single Honda’s 2022 engine is designed to
race all season, the first time that had
happened since 1982.
When Márquez returned last April he Honda have struggled without
top man Marc Márquez to
struggled with the latest RC213V and
guide them
often raced his 2019 bike instead. In other
words, HRC had lost their way. This was
no great surprise, because when you don’t
have your fastest rider your development
process will be skewed.
Honda’s problem was exacerbated by
Michelin’s latest rear slick, introduced at
the start of 2020. This tyre had a major
effect on how bikes behaved and without
Márquez around to guide them HRC went
the wrong way.
“We rely so much on riders’ feedback,”
says HRC’s MotoGP technical director
Takeo Yokoyama. “And when riders are,
let’s say, not sure what they need from the
bike, things can go into confusion.
 Moto GP Tech Wars

KTM couldn’t hook up on exits

last season – which didn’t please
Miguel Oliveira: inset below

KTM RC 16
“The main thing we’re looking for is
drive grip because we’re losing time in
places where we’re at full throttle because
we’re not getting the tyre hooked up the
Miguel Oliveira (Red Bull KTM Factory Racing)
way we should,” says Binder.
Brad Binder (Red Bull KTM Factory Racing) But making a MotoGP bike exit corners
Remy Gardner (Tech3 KTM Factory Racing) better isn’t just about the exit.
Raul Fernandez (Tech3 KTM Factory Racing) “You can create a lot of drive through
how the rider picks up the bike [onto the Oliveira’s crew chief Paul Trevathan’s
fatter part of the tyre], which gives you concern is the RC16’s operating range.
KTM go into 2022 trying to sort more grip than you can make with any “We are in a window that’s quite small
themselves out after a confusing 2021. The technology,” explains KTM’s tech director which is a bit scary, because if the tyre
Austrian newbies (last season was only Sebastian Risse. “And the best way to help allocation doesn’t quite fit our bike or the
their fifth in MotoGP) made their winning the rider pick up the bike and prepare the track’s a bit too hot or a bit too cold the
breakthrough in 2020 and were expected exit is by giving him the room to do that, so bike won’t work,” he says. “It’s a character
to be title contenders in 2021 but they you need to make the bike turn better, so thing, so we’ve got to soul search the
were never in the hunt. it’s facing in the right direction.” character of our bike. It’s the black magic.”
Their first problem was that their
favourite (hard compound) front slick was
withdrawn from the 2021 tyre allocation,
so the RC16 couldn’t attack the corners
as required. Once they’d worked around
that problem their best rider – Miguel
Oliveira – got hurt. And just like Honda
without Marc Márquez, KTM lost their
way without a fully fit number one.
Going into 2022, with Oliveira fit,
team-mate Brad Binder entering his third
MotoGP season and two super-hot rookies
at Tech3, KTM have two main priorities:
improving corner-exit grip and making the
RC16 work over a wider range of tracks
and conditions.
Poor corner-exit grip is a huge problem,
because it means less acceleration and top On a plinth, like a work of
sculpture. Just as it should be
speed, which loses you time and makes
you a sitting duck when you’re fighting
with another rider.

48 Practical Sportsbikes
 Maverick’s got the power, but
the team needs better braking
performance

“YOU DON’T NEED TO SPEND MILLIONS OF DOLLARS ON SPECIAL

MATERIALS, YOU JUST NEED TO USE YOUR INTELLIGENCE”

APRILIA RS-GP
Aleix Espargaró (Aprilia Racing)
Maverick Viñales Aprilia Racing)

Aprilia are now MotoGP’s only factory

with so-called concessions, which means
they can upgrade their engine during the
season and go testing whenever they want,
which their better-established rivals can’t.
This is Dorna’s way of trying to help the
slower bikes catch up.
In fact Aprilia have come a long way in 2022 MotoGP World Championship
the last two seasons. At the end of 2019 6 March Qatar GP, Losail
Area of highest pressure is the point of the nose
they finally replaced their 72-degree 20 March Indonesia, Mandalika
– so that’s where the air intake goes. Physics, innit
V4 engine with a 90-degree unit, the 3 April Argentina GP, Termas de Rio Hondo
configuration already used by Ducati, general balance of the bike, plus engine- 10 April Americas GP, Circuit of the Americas
Honda and KTM (in fact the KTM is 86 braking character, clutch behaviour and 24 April Portuguese GP, Portimao
degrees). aerodynamics. 1 May Spanish GP, Jerez
After a year-and-a-half of development “We are now better exploiting the 15 May French GP, Le Mans
the bike achieved Aprilia’s first-ever four- potential of the engine as a brake with 29 May Italian GP, Mugello
stroke MotoGP podium at Silverstone last extensive use of an exhaust valve and 5 June Catalunya GP, Barcelona-Catalunya
August. This year the company should although there’s not much talk about 19 June German GP, Sachsenring
score more podiums, as long as they can the clutch in this area, the clutch is a key 26 June Dutch GP, Assen
successfully tackle the number-one item on element of the braking phase. 10 July Finnish GP*, KymiRing
their to-do list. “Also, this is a cheap way of increasing 7 August British GP, Silverstone
“We expect an interesting step in engine performance. You don’t need to spend 21 August Austrian GP, Red Bull Ring
performance for 2022, but I’m pushing my millions of dollars developing high-revving 4 September San Marino GP, Misano
team to really focus on stopping, because engines and special materials, you just 18 September Aragon GP, Aragon
we still don’t have top performance in need to use your intelligence.” 25 September Japanese GP, Motegi
this area,” says Aprilia’s chief engineer The Aprilia already has good horsepower. 2 October Thailand GP, Buriram
Romano Albesiano. “And this is so Last summer at Mugello (MotoGP’s 16 October Australian GP, Phillip Island
important because when you make a bike fastest track) the RS-GP reached 23 October Malaysian GP, Sepang
stop well it will also turn well. If the bike 217.5mph/350.1kmh, just behind KTM’s 6 November Valencian GP, Ricardo Tormo
doesn’t stop properly it will never turn. RC16 (219.3/352.90) and Ducati’s
* Subject to circuit homologation
“It’s complicated because it’s a matter of Desmosedici (220/354.1).

Practical Sportsbikes 49
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BUY IT. BUILD IT. RIDE IT.

Practical Sportsbikes is not for people who own

a bike: it’s for people who live for them. Riders,
restorers, maintainers and modifiers. Brought
to you by an experienced team who own, ride
and fettle their own bikes, we’re committed to
inspiring you to buy, ride, maintain, and improve
the best sportsbikes, from the 1970s to the present day: from
tinkering with an air-cooled classic, to close scrutiny of today’s
sportsbike offerings, you can trust us to tell it straight.
Chris Newbigging, Editor
 RICH MAN’S
STROKERS
Never quite cheaper than chips, exotic 250 two-strokes are now at the champagne
and caviar end of the market. And here’s how it happened
Words: Jim Moore | Pictures: Jason Critchell

52 Practical Sportsbikes

T
wenty years ago, you couldn’t
give two-stroke 250s away.
Production of new models
had dried to a trickle – only
Aprilia was left in the game
with its RS250 – so popularity
for the class flat-lined and used values
tanked as 600s and 1000cc superbikes
hoovered up sportsbike sales.
Around that time, I considered buying
a Honda NSR250R MC21. Decent nick
examples were going for between £1200-
£1600, but then I found an MC18 for £475
and bought that instead. I thought I’d done
well when I sold it for £750 a year or so
later. Today, however, I’d be lucky to pick
up a frame and logbook for that. Current
asking prices for tidy 250s are three, four,
sometimes five times what they were only
a few years ago. But why is that, when
arguably tricker four-stroke 400s and
better-performing 750s are often worth
considerably less?
PERFECT STORM
The astronomical rise of 250 values is
not the work of one single thing, rather a
perfect storm of factors creating unique
market conditions. Two-stroke prices are up
across the board – the fact that we haven’t
been able to buy a new two-stroke road
bike, 250cc or above, for years has a lot
to do with that. Subsequently, the pool of
well-maintained, original bikes is dwindling,
putting a premium on those still left.
During the grey import boom of the late
1980s and ’90s, Japan was a rich source of
tidy, low-mileage 250s. But three decades
on that once vast pool of cheap, desirable
bikes has all but dried up.
YamahaTZR v Honda NSR
“Back then we were bringing in containers
full of mint bikes from Japan almost every
week,” says Fastline Superbikes gaffer Gary
Mitchell, who started the business (as B&M
Imports) in the late ’80s. “But now there’s
barely anything left out there. I spend more
time these days looking for bikes than I do
selling them. A few years ago, the Japanese
cottoned-on to the value and significance of
these bikes and started holding onto them.
In fact, it’s now often more lucrative to send
bikes back to Japan from the UK than it is
to import them.”
If you’ve not looked at the values of 250
strokers for a while, you might want to
pour yourself a stiff drink. Only a couple
of years ago folk were getting light-headed
about RGVs, NSRs and TZRs making
£5000-£7000. Now, a mint NSR250 SP
MC28 will rush you three to four times that
Pound per cee-cee
these are now the
most expensive bikes
on the UK market
Practical Sportsbikes 53

Crisper than a waffer-thin mint
Not as fast as UK 250s of the
early ’90s – but that’s by-the-by
amount. And it isn’t down to dealers being
opportunistic or greedy.
“You cannot buy a good MC28 SP in
Japan now for under 16 grand,” explains
Gary. “SEs and Rs are a bit less, but they’re
still upwards of £12,000 – and that’s before
we’ve shipped them over and had them
through our workshop. We can easily put
another two to three grand into them before
they’re good enough to go in the showroom,
and by then any margin left is small. No
one is bringing them in and doubling their
money now.
“Of course, cheaper bikes do turn up, but
they usually need a new tank, the plastics
fixing and repainting, plus a load of new or
restored parts. By the time you’ve done that,
you’re at the same money, or more, that you
would have at been buying something tidy.”
A quick look at Japanese auction site
Goobike confirms what Gary’s saying.
Straight off the bat I spot a 1988 MC18 SP
on offer for ¥2,299,900 (£15,300), and a
’95 MC28 SP up for ¥2,480,000 (£16,500)
– and that’s before you’ve factored in
commission, shipping, workshop time, new
tyres, pads, fluids and tidying any patina
that’s inevitable on bikes of this age. Even
small bikes are shooting up in a value in
Japan – £9000 for a Rothmans NSR50R
before export? And no, we’re not making
that up.
SUPPLY AND DEMAND
Even so – and here’s the kicker for anyone
who thinks the 250 2-T market is going to
overheat anytime soon – Fastline and other
dealers still importing these exotic GP reps
from Japan simply cannot get enough to
meet demand.
“We sell worldwide – Europe and
America as well as the UK – and I’ve got
a list of customers waiting for bikes. I had
a Rothmans MC21 SP in the other week,
priced at £12k. It sold within an hour. At
present, demand is far outstripping supply
and that’s keeping values high.”
Rarity and specification play their part,
too. Most 250s come in three flavours: stock
R, SE (Special Edition), and SP (Sports
Production). The latter were built to feed
Japan’s ferociously competitive TT-F3 race
series, so they’re the highest-spec models
with (usually) dry clutches, close-ratio
gearboxes, fully adjustable suspension,
bigger carbs, magnesium wheels and other
track-ready goodies. All of which adds to
their desirability and value. Some SPs, like
the 1995 HRC replica MC28 NSR, built
to commemorate Mick Doohan’s first 500
title, was produced in such small numbers
(1130 to be exact) that its rarity further
increases value. Yamaha’s TZR250SP 3XV
is even harder to find. Only 500 were built,
so they’re not ‘just’ 250s, they’re arguably
more exotic than an OW01…

Two-strokes are no longer
‘poor man’s transport’ (if
indeed they ever were)
RIDING THE TZR
When you see these bikes in the metal you
appreciate just how special they are. I’m
at Fastline to sample a brace of 250s, and
the TZR250R 3XV and NSR250 SP MC28
in front of me don’t disappoint. I had a
poster of a 3XV when they first appeared in
1991; I remember thinking that it was the
most beautiful production bike ever, and in
30 years it’s barely aged. It’s also prettier,
tricker, and better put together than any of
its current equivalents – quite a feat for a
bike of its vintage. The rare Nescafé Can
inspired colours (sponsors of Yamaha’s
Japanese racing activities back in the ’90s)
simply add to the mystique.
This 3XV is a 1992 bike showing 22,000
kilometres (13,600 miles). Judging by its
superb overall condition, what use it’s had
has been light. A sharp prod of the kick
starter fires the 249cc liquid-cooled mill into
life. Unlike the 1KT/2MA/2XT and 3MA
models before it, the 3XV is a 90° V-twin
rather than a parallel twin – the motor,
chassis and styling all borrowing from
John Kocinski’s 1990 250GP title-winning
YZR250.
Japanese law restricted all home market
250s to 45bhp, then 40bhp from 1993.
Some models are cheap and easy to
derestrict; others, like the 3XV and MC28,
are not. Being 10-15bhp down on a UK
spec bike is a drag, but there is an upside.
Prevented from chasing ever higher
outputs, manufacturers instead poured their
expertise into maximising the performance
that was available.
In the TZR’s case, this makes for a
surprisingly flexible power delivery – far
more tractable than a UK spec RGV or
KR-1S. The motor pulls cleanly and without
protest from as low as 3000rpm provided
you’re measured with the throttle. Once
away from the mean streets of Preston and
out into the Lancashire lanes I’m able to
open the TZR’s 28mm flatslides to the max.
There’s no discernable step in the rev range
to signify the motor coming on the pipe, as
you’d expect of a parallel-twin TZR, just a
crisp, linear build all the way to 10,000rpm
– the redline’s at 12k but peak power shows
its hand by 9500 so the final few thousand
rpm are for display purposes only.
A lack of top end shrill could be a
disappointment were the motor not so
YamahaTZR v Honda NSR
SPECIFICATION
1992 YAMAHA
TZR250R
ENGINE
Type liquid-cooled, crankcase reed-
valve, 90° V-twin two-stroke
with YPVS
Capacity 249.7cc
Bore x stroke 56 x 50.7mm
Compression ratio 7.5:1
Carburation 2 x Mikuni 28mm flatslide
Ignition computer controlled
TRANSMISSION
Primary/final drive gear/chain
Clutch wet/multiplate
Gearbox 6-speed
CHASSIS
Frame aluminium Deltabox II beam
Front suspension 39mm usd
Showa forks
Rear suspension Monocross
monoshock, adj preload
Front brakes 2 x 280mm discs,
4-pot calipers
Rear brake 220mm disc, 1-pot caliper
Wheels hollow 3-spoke cast aluminium
Tyres 110/70 x 17, 150/60 x 17
DIMENSIONS
Wheelbase 1340mm (52.8in)
Seat height 780mm (30.7in)
Dry weight 126kg (277.8lb)
Fuel capacity 15 litres (4 gals)
PERFORMANCE
Power (claimed) 45bhp@9500rpm
Torque (claimed) 29.5lb.ft@8000rpm
Top speed 115mph
easy to keep on the boil. Most folk would,
I suspect, be quicker on this than aboard a
peakier KR-1S, because the fatter midrange
provides useful off-corner punch with
enough rpm in hand to fire cleanly onto the
next straight.
The Yamaha also comes with a chassis
that’s way sweeter and sharper than
Kawasakis, or even RGVs of the same era.
In terms of TZR hierarchy, the R is lowest
down the pecking order. Unlike the RS
(Racing Sport – Yamaha’s SE option), SP
and SPR models, the R comes with basic
Showa suspension, a wet clutch and few
concessions to proddie racing. But that
hardly matters because the steering is so
light and precise, and the whole package is
ridiculously easy to exploit, that you’ll be
pretending to be Tetsuya Harada by the time
you’ve dispatched your first bend. And it
weighs a mere 126kg – just five more than
the similarly styled TZR125R…
Only the brakes disappoint. The pads feel
glazed – they got better as the ride went on,
generating increased bite, but they never felt
as sharp or sudden as you’d expect four-pots
gripping twin 280mm discs to be.
As fun as the Yamaha is to ride – it’s an
absolute riot on a well-surfaced back road –
the style and finish are the things that really
draw me in. I could spend hours staring
at a 3XV and all its little details, from the
miniature fold-out pillion pegs (although
you’d have to be brave to sit on the postage-
Practical Sportsbikes 55
 stamp rear seat), to the brushed aluminium
KNOW 4mm to 32mm) plus
a stiffer chassis,
adjustable shock
(preload/compression
45bhp@9500rpm,
132kg (R), 134kg chain guard, perfectly formed silencers,
YOUR NSRs wider six-spoke on the forks) and (SE), 133kg (SP). Red/ Grand Prix-inspired chassis and TZ-style
Enkei wheels, larger Magtek wheels. white, blue/white, clocks. It is a perfect race replica in every
diameter discs and 45bhp@9500rpm, red/black, (SE) red/ sense. And at £9995 it’s half the price of the
RC30-type calipers. 131kg (R5K), 130kg white/blue, (SP) Cabin,
An SP version, the R4J, (R6K). Red/white, Pentax and Rothmans Honda next to it.
also appeared, but it’s blue/white, (SP) silver/ reps.
only differences from white Terra Racing.
MC16 (1987) the R2J are Rothmans
Replacement for paint and magnesium
the NS250R MC11. Magtek wheels.
Loosely based on 45bhp@9500rpm,
Freddie Spencer’s 127kg (R2J), 126kg
1985 title-winning (R4J). Red/white, blue/
RS250RW, the MC16 white, (SP) Rothmans. MC21 (1990-1993) MC28 (1993-1996)
features an HRC-style The third major Final incarnation
ribbed beam chassis overhaul for the of the NSR and the
and a 90° V-twin NSR, the MC21 drew trickest road-going
motor with crankcase heavily from Honda’s 250 ever built. The
induction and Honda’s factory racers, using engine management
RC Valve system. a similar PGM-III system was updated
45bhp@9500rpm, MC18-II R5K/R6K computer to monitor again to PGM-IV,
125kg. Red/white, (1989) fuelling, ignition, allowing the ignition to RIDING A 20 GRAND 250
blue/white. The MC18-II is throttle position, be started by a ‘smart But this Honda is special. Very special.
identified by its powervalve operation card’. Pro-Arm rear end The MC28 SP is an RC30 level sportsbike,
sleeker front fairing and gear ratio – each has no performance in terms of build, engineering, spec and
and high-level cylinder even had its function, it’s there to
silencers. Technical own map. The chassis ape the factory NSR potential. Yes, it’s frighteningly expensive
updates include is based on the ’89 (although the chain to fully derestrict a 28 – and that’s if you
an improved PGM GP bike, featuring run is on the opposite can even lay your hands on the kit loom,
MC18-1 R2J/R4J system (PGM-II), new the ‘banana’ style side). Power reduced smart card, ignition, pipes, barrels, etc. But
(1988) carbs and RC Valve swingarm. The MC21 by law. R, SE and
if you’re lucky enough to do so you’ll have
The NSR got a major mechanism, and came in three flavours: SP models offered.
overhaul after just revised gear ratios the base model R, 40bhp@9500rpm, yourself a pukka 70bhp racer, good enough
one year. The MC18 (closer between SP with close-ratio 138kg (R and SE), to snap at the heels of an RS or TZ250.
features Honda’s PGM second and sixth). gearbox, tricker 137kg (SP). Blue/ For the road, however, a 28 is best left as
computer-controlled 150-section rear tyre suspension, dry clutch, white, red/white/blue, is. Like the NR750 (yup, big name drop,
carburation/ignition replaces the previous Magtek wheels, or (SE) red/white/blue/
140. The R6K was SE (Special Edition) yellow, (SP) red/white/ but bear with me) this NSR was and still is
system (a first on
a road going 250), the first true SP NSR, which is SP spec blue HRC, Rothmans Honda’s two fingers up to all competitors;
bigger carbs (up with dry clutch, fully minus the mag wheels. and Repsol reps. anything you can do – we can do better.
And more. The single-sided Pro-Arm, for
example, is there purely for one-upmanship.
It’s heavier than the 21’s Gull-Arm, but it
apes the look of the factory racer of the
time, although it’s a mirror image of the
works NSR’s rightside arm. In short, the 28
has a single-sided rear end purely because it
looks trick. And because it can.
Likewise, the keyless ‘smart card’ ignition.
It’s marketing pomp at its best, and 25 years
later it’s still as trick as you like. The 28
needed to excite buyers because its arrival
in late 1993 coincided with a 40bhp max
for home-market 250s. Punters weren’t
going to swallow a less powerful MC21,
the 28 had to ‘wow’ and it’s never lost that
intrinsic magic.
Like the TZR, the NSR is physically tiny
but it’s still possible to squeeze an average
European body on board without suffering
TZR is a classier proposition major discomfort – just. It is heavier than
graphics-wise – and half the the Yam, however, at 138kg, but once on
Honda’s money at ten grand the go the chassis is so beautifully balanced
you don’t notice the extra weight. Ironically,
given the 28’s SP status, the Honda’s chassis
doesn’t feel quite as taut as the TZR’s, but
there’s no doubt its fully adjustable Showa
suspension could be tweaked to better
represent the bike’s potential. In fact, the
only thing that dates the bike is the forks.
A pair of upside-downers off an RVF400
would soon sort that.

“It’s still possible to squeeze an
average UK body on board,” says
Jim. ‘Average’ Jim Moore, that is
“THIS NSR WAS HONDA’S TWO FINGERS UP TO ALL
COMPETITORS; ANYTHING YOU CAN DO – WE CAN DO
BETTER. THE SINGLE-SIDED PRO-ARM IS THERE
PURELY FOR ONE-UPMANSHIP”
In terms of performance, there’s not much
between the two, despite the Honda’s 5bhp
deficit. Like the Yamaha the NSR is torquier
and more flexible than a stroker of this
capacity has any right to be, so it’s a doddle
to keep it on song even on an unknown
road. The 112mph top speed (another
Japanese market restriction) will be a pain
on trackdays, however.
This ’95 NSR is one of the 1130
aforementioned Doohan replicas, so it’s
about as rare as a 28 gets. The build quality
WHAT ELSE CAN I GET FOR £20K?
BIMOTA HB2
This HB2 is even more
exotic than an early ’80s
Bimota would normally
be. The Italian firm built
the HB2 to house a Honda CB900F lump, but
this had a far saucier CB1100R motor fitted
instead (by Harris Performance). As you’d
expect, it’s dripping in top-shelf parts, from the
magnesium Campagnolo wheels to Marzocchi
suspension – reworked by Maxton. A true one
off, for £19,995. motoretrouk@gmail.com
is sublime, from the HRC-spec frame spars
and crisply moulded bodywork panels to
the digital speedo, Magtek wheels and twin
tail lights that mimic an NSR500’s top pipes.
It’s exotic, special and way more interesting
than anything else of the same capacity.
But is worth £19,995? In terms of cold,
hard cash, 20 large is a hell of a lot to pay
for a 250. Only a couple of years ago that
was RC30 money. If, however, you think of
the NSR as the rare, sophisticated, race-
exotica it is, rather than just a 250, this 28
SUZUKI GSX-R750RK
The RK was Suzuki’s
answer to Honda’s RC30
and Yamaha’s OW01, and
it’s by far the best of the
early oil-boilers, using a long-stroke version of
the engine (more tuneable) complete with bigger
CV carbs, close-ratio ’box, top quality suspension,
aluminium tank, single seat and beautiful braced
swingarm. Only 500 RKs were built. This minter is
a UK bike showing just 12,500 miles. Values will
go only one way. www.craigshonda.co.uk
YamahaTZR v Honda NSR
SPECIFICATION
1995 HONDA
NSR250 SP MC28
ENGINE
Type liquid-cooled, crankcase reed-valve,
90° V-twin two-stroke with RC Valve
Capacity 249cc
Bore x stroke 54 x 54.5mm
Compression ratio 7.4:1
Carburation 2 x Keihin TB10
Ignition PGM CDI
TRANSMISSION
Primary/final drive gear/chain
Clutch dry/multiplate
Gearbox 6-speed
CHASSIS
Frame aluminum beam
Front suspension 41mm telescopic
Showa forks, fully adj
Rear suspension Pro-Link monoshock
Front brakes 2 x 276mm discs,
4-pot calipers
Rear brake 220mm disc, 1-pot caliper
Wheels 6/8-spoke cast magnesium
Magtek
Tyres 110/70 x 17, 150/60 x 17
DIMENSIONS
Wheelbase 1340mm (52.7in)
Seat height 770mm (30.3-in)
Dry weight 138kg (304.2lb)
Fuel capacity 16 litres (3.5gals)
PERFORMANCE
Power (claimed) 40bhp@9000rpm
Torque (claimed) 23.8lb.ft@8000rpm
Top speed 115mph
sits far more comfortably against that price.
The fact that importers can’t get enough
of them to satisfy demand suggests that
buyers already view them in that way. For
me, however, I’d have the Yamaha. It’s half
the price, equal the fun (maybe more) and
only a couple of notches down in terms of
trickness. And the most remarkable thing is
that neither bike looks like it’s going to stop
creeping up in value any time soon.
THANKS TO Fastline Motorcycles, Preston, for
letting us loose on their immaculately prepared
NSR250 SP and TZR250R. Fastline regularly
have fresh shipments of exotica arriving from
Japan – everything from 50s to 1400s. Check
out their stock at fastline.co.uk or call them on
01772 902600.
TRIUMPH SPEED
TRIPLE RR
Triumph’s latest street
sportsbike packs one
hell of a punch: 1160cc,
177bhp, top-spec Öhlins suspension front and
rear, Brembo’s latest monobloc calipers and
discs, all wrapped in styling that owes more
than a nod to the best retro specials coming
out of Japan. All yours for a smidge under
£18k. Are you still absolutely sure you want a
250? triumphmotorcycles.co.uk
Practical Sportsbikes 57
Without wishing to in any way
diminish the new Yamaha R7,
you can’t beat the original
YZF-R7 for sex appeal
 YOU ONLY LIVE

Yamaha’s new R7 revives the idea of a middleweight sports roadster – one that
didn’t quite catch on with the TRX850 in the 1990s. Will it hit the mark this time?
Words: Chris Newbigging | Pictures: Simon Lee

62 Practical Sportsbikes
 et’s address the obvious issue
Bikes left unattended while with Yamaha’s latest addition
Chris and Daniel take a to the R-series sportsbike
winter dip in the North Sea
family: the name. Yes, it’s called
the R7. Just like the OW-02
homologation bike. Although
not YZF-R7, as would be the
usual way of things, in deference to the
exclusive WSB challenger. Does it matter?
We don’t think so. If you are lucky enough
to own a YZF-R7, there is zero chance you’ll
be interested in a brand-new, built-to-a-
budget 70bhp parallel twin. If you are in the
market for a brand-new 70bhp parallel twin,
odds are the old one is of no interest to you.
Maybe you’ll ‘like’ it on Instagram at most.
There isn’t any real crossover.
Shall we move on? Good. The R7 is such
an obvious idea it’s very odd nobody had
it before. It’s essentially the MT-07 naked
dressed up in sports gear, and treated to
a fully-adjustable USD front end, radial
calipers and mastercylinder and… very little
else. At all.
Suzuki should have done this in about
2003. As soon as the SV650 came out,
people started bolting up last-generation
GSX-R cycle parts to give it the handling

“Right, what shall we

talk about then?”
 More pointier, lighter than TRX
prowess Suzuki couldn’t within the original
design brief. There was nothing stopping
Suzuki offering an uprated model with parts-
bin goodies, other than their own crippling
conservatism. And Kawasaki: the ER-6/
Ninja 650 family has been around since
2006, and is the backbone of the Supertwins
race series, yet KHI has never turned them
out with so much as clip-on ’bars, let alone
better running gear. Even Yamaha has taken
eight years to do it.
I bet they’re glad they did – they’re selling
as fast as they can build them. £8200 is
entry-money for a ‘big’ bike these days. A
1999 SV650S at £4299 is the equivalent of
£7600 today. So, let’s not forget Yamaha’s
first faired sports twin, the TRX850. Its old
£6999 list price comes out at £13,500 with
inflation. The final models knocked out at
£5699 in 2000 still come to £9800 now.
I’m meeting PS reader Dan Moore at
Cadwell Park, for a road ride around
Lincolnshire to let him sample this R7, and
for me to acquaint myself with his TRX850.
Even winter ming on the
roads couldn’t stop the R7
being a hoot of a scoot
64 Practical Sportsbikes
Cheaper, comfier than R7
“OUT OF TOWN FENS
BECOME WOLDS AND THE
ROAD STARTS TO TWIST
AROUND REVESBY. THE R7
AT ONLY 188KG IS SO
LIGHT ON ITS FEET”
The 65-mile ride up will let me form some
first impressions.
Impression one: the R7 is narrow, as well
it might be with only two cylinders and a
steel tube frame running over the engine
rather than around the flanks. It’s relatively
tall with an acceptable, if not spacious, reach
to the footpegs. The clip-ons (machined
aluminium alloy just like the R1M, and
with a quality top yoke nut fashioned from
the same) are under-yoke and surprisingly
aggressive. The LCD dash is unique to the
R7, a crowning touch on the well-finished
cockpit – the fairing flanks extend inwards
to cover the gubbins around the bottom
yoke, the steel fairing bracket is concealed
by a plastic shroud mimicking the central
air intake that passes through the headstock
on the R1. Look through the opening in the
nose fairing and there’s a projector headlight,
and little else. Air passes through, under
the shroud, and neither cools nor feeds the
motor. Much like Kawasaki’s ‘Hoover’ tubes
on early ZXRs: a racy affectation.
It’s smart in general – look closely and
you can see it’s built to a price, but the full
bodywork and unique detailing disguise the
cost-conscious construction. The gull-wing
swingarm looks good, even though it’s steel
under the black paint, not alloy. Multi-spoke
wheels look like OZ Racing items.
The R7 is Euro-5 compliant. That means
it’s whisper-quiet – think CG125, right down
to light mechanical chatter audible over
exhaust note. The faux MotoGP tailpipe
with diffuser grille is an official accessory
 YAMAHA R7 V TRX

Reader Daniel on his tidy

£1500 TRX. Good value
that covers the exit of the one-piece header/
silencer/catalyst. If you want more noise or
power, you need a complete system. They
are at least cheap – the minimal pipework
means race systems start at £400.
I’d do it too, the stock system totally
disconnects you with what the engine is
doing, especially with such a modest power
output. It’s a keen motor – it’ll lift the nose
with a small pull on the ’bars in first, or a dip
of the clutch in second, and it fizzes through
its six ratios without hesitation. Peak
power of a claimed 72bhp is at 8750rpm,
the remaining revs largely redundant, in
standard tune.
The A16 from Peterborough to Boston is
a near-unbroken string of cars sat behind
52mph HGVs, punctuated by roundabouts.
As such you spend a lot of time picking off
clumps of road users. The newbie-friendly
motor doesn’t need thrashing too hard to
do so – leave it in fourth and it has sufficient
midrange to quickly achieve a speed
differential before having to work perceptibly
harder to overcome drag above 90mph.
The traffic is all but stationary in Boston
centre, and the town bike basis comes in
useful. The 689cc CP2 motor has flawless
manners from a standstill up. All the more
surprising, given it’s one of the last few bikes
to have cables directly operating throttle
butterflies. I took it for granted that you
couldn’t have Euro-compliance AND nice
throttle response, but Yamaha have managed
it. It does need the mirrors folding in for
tighter gaps. Which is surprising, as they’re
almost useless despite being wide enough to
impede filtering.
Out of town, Fens becomes Wolds and the
road starts to twist around Revesby. The R7 ‘Progress’ never clearer to see than with a clock-to-clock comparison. At least new R7 is mode-free
is only 188kg with fuel slopping out of the
filler (within grams of a Honda NC35 and greasy winter clart. The forks feel soft when have as much feel, progression and power as
Aprilia RS660 measured likewise) so is light bounced at a standstill, but they’re well you’d wish for. They’re actually better than
on its feet. There is no traction control, only matched to the bike’s weight in action. Nor the apparently higher-spec kit fitted on the
EU-5 mandated ABS. are there any complaints over the rear shock current R1. I suspect that lies at the hands of
The suspension is commendably well as this price – I suspect it’ll soon degrade as the Brembo radial mastercylinder, and either
damped, firmer than the MT-07 which cheap shocks tend to, but that’s an easy fix. a better hydraulic ratio or leverage at the, ah,
comes with very loose damping rates and The forks will unlikely be found wanting for lever. Admittedly a bike of this speed and
no adjustment for ride quality around most owners short of Supertwin racers. power doesn’t need much stopping, but it
town, nor higher-speed feel. The R7 paints a The brakes are a highlight of the chassis: never harms to have an excess. The rear is
clear picture of the grip to hand as the road radial four-piston ‘silver-spots’ that were good too, if you’re in the habit of using it for
alternates between dry and slicked with fitted to R1s 15 years back, on 298mm discs, slow riding or for mid-corner corrections.

Steel trellis frame, 270º firing order Steel backbone frame, 270º firing order
 YAMAHA R7 V TRX
It’s a shame it’s midwinter, not high-
summer, as it could be real fun to thrash
along these lanes. It still is in fairness
– it’s agile like a mountain goat, and as
unthreatening as a Labrador puppy. How
refreshing to ride a brand-new sportsbike
without modes or electronic settings; crisp
and sharp, without complication.
Qualities shared with the TRX? “I’ve
always wanted one,” says Dan as he shows
me round his TRX. “But they’ve started
going up in money, and I have an R1 5VY
already so haven’t been able to justify one,
but this came up for £1500 near where I
66 Practical Sportsbikes
work, so I viewed it, then bought it,” he says.
He bought well. It’s a tidy, honest 24-year-
old sportsbike. A bit of flaky engine
paint, with par-for-the-course carbon cans
and blue-spot calipers. But it does have
Thundercat forks – not an easy spot, but
the full complement of adjusters (the TRX
lacked compression screws) give it away.
They’re an easy fit in TRX yokes, FYI.
Daniel’s bike weighs at 205.5kg despite the
carbon cans. Says something for the thought
that has gone into the R7’s slimline build – a
17.5kg advantage is impressive any way
you look at it, especially with ABS, charcoal
TRX is now 24 years old, but still in the game
Inset top: Ancient OE shock is still
performing. Inset above: When few, fat
spokes were the style favourite
cannisters and other modern necessities to
carry. On a dyno, a stock TRX makes about
the same power too.
I hand the R7 over to Dan and get a feel
for his TRX. It’s narrow like its modern
counterpart, though the handlebars above
the yoke, and footpegs lower and more
forward give it a markedly different attitude,
even for its day. It’s more sports tourer, but
it steers really well, and has plenty of feel
from the sneaky fork upgrade, and even
the original remote-reservoir shock is still
hanging in there with enough damping. In
less than ideal conditions it near enough
matches the R7’s poise – only giving a little
away to the tighter new machine on a better
grade of tyre (R7 on Bridgestone S22, TRX
on Dunlop SportSmart 2).
The brakes don’t come in for the same
praise. The ex-R1 calipers have been
connected to the TRX’s 5/8in-bore master
cylinder. As such, the lever has little travel,
“YOU’D EXPECT THE R7 TO
BE BETTER AND IT IS, BUT
THE TRX STILL HAS A FAIR
TURN OF SPEED TO THE
TON, A DECENT CHASSIS,
AND ENOUGH STOPPING”
 TRX VS R7 IN NUMBERS
R7 TRX850
Cost: £8200 Cost: £1500-£3500
Power: 68bhp Power: 76.4bhp
Torque: 47lb.ft Torque: 61lb.ft
Weight: 188kg Weight: 205.5kg

Inset top: Will you get 24 years service

from an R7 shock? Inset above: Many,
skinny spokes are now preferred

feel or power. It needs a 14mm equivalent up after their test. But would I spend £8000 charmless by comparison – something
to make proper use of the stronger (and less on a brand new R7? Probably not – I had afflicting a lot of previously perky bikes since
maintenance-intensive) retrofit calipers. as much fun on my £1500 TRX even with the move from Euro-4 to Euro-5 regs. The
The engine goes about its business very its age-related issues. If I was on an A2 latest rules seem to affect their verve.
differently. It’s five-speed, and has a slightly licence it would be a great choice. For me The R7 is a great little bike. Not
shorter rev range. You’d expect more torque, in my late 30s, I’m more in touch with the spectacular, clever or a sportsbike milestone.
and it feels like it has it, initially responding older machinery and have more respect It’s a budget bike made sportier, and that’s
to the throttle with more urge from as low and appreciation for the older bikes. I’d say just fine – it’s well overdue. 15 years ago
as 1500rpm, whereas the R7 is soft very low the R7 is a good road bike with plenty of I’d have loved one, as will the novices
down, and is best from 4000-7000rpm. But useable power for UK roads, but possibly too clamouring to order them. Now the
first gear is tall, the rest of the gears widely- big a step down if you like the power and precedent is set, what Daniel and I would
spaced, so it doesn’t convert the grunt into characteristics of a 1000cc four.” really (really) like is an ‘R9’ derived from the
much more than leisurely acceleration. I agree. Dan’s TRX is also more MT-09: 120bhp and a good road chassis, not
Yamaha made much of the 270º crank comfortable, and the R7 is also a little a track tool. Do it, Mr Yamaha.
(just like the R7) and its V-twin-like delivery.
It throbs and chugs like one, but where a
bigger twins of the day (TL, VTR, Ducati) This is fine. But an R9
were noted for being deceptively fast, the would be a lot better
TRX is the opposite, especially with the
constant racket from the silencers that
have likely long since lost most of their
muffling material. You think it’s digging in
and grunting up to speed, but it isn’t. The R7
makes off on its toes, flaunting its lower kerb
weight and better match of torque curve and
transmission ratio.
That’s not to give the TRX a kicking – it is
after all, much older. You’d expect the R7 to
be better and it is, but the TRX still has a fair
turn of speed to the ton, a decent chassis,
and enough stopping power (half-completed
upgrade notwithstanding).
Dan is off the R7, and has some thoughts:
“A great first big bike for anyone stepping

Practical Sportsbikes 67
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 96
71 RESTORING A...
DUCATI 851/888
The big eight-valve thing from Bologna
is no harder to tackle than its four-valve
forebears, so get stuck in

76 WHAT’S THE PROBLEM?

Triumph Tiger 1050 spotlights, Suzuki
GSX1250 FA headshake, Bandit Mk2
head gasket, GS550E rear brake
seizure, caliper rebuilds, DR-Z400 carb
trouble, VFR1200 fork upgrade, and
CB750 carb balancing bothers. So, a
fair few problems in actual fact

78 REAL LONG-TERMER
45 2004 Aprilia Falco, 70,000 miles done

PAGES 82 PROJECT ZX990 TURBO

And into 2022 we go. Roll on 2023

87 BARGAINS TO BIMOTA
Alan attempts to trade his way up to a
Bimota DB4 from a standing start

92 HOW TO WIRE-LOCK
All you need to know about that

96 ON OUR BENCH
Chris unearths some gems (literally),
MG’s KH1F in nearly ready shock, Old
Farmer’s old man’s Zephyr stud aggro
remedied, Jim buys a Suzuki TS80X,
Monkey Wrench Racing get a Yam R7,
while MG’s Bandit 12 rolls gently along

BUY IT. FIX IT. 111 BIKES FOR SALE

With all that bothersome Xmas
nonsense out the way, here you go...

RIDE IT A BIT. GO OFF IT. SELL IT. 114 PROJECT HUNTER

BUY SOMETHING ELSE. WHATEVER Captain Sensible (aka Gary Hurd) with
some halfway decent propositions

87

92

71

Practical Sportsbikes 69

DUCATI 851/888
Highly desirable, surprisingly durable, and with a huge network of expertise and spares. Why wouldn’t you?
D
ucati had shown their
futuristic intent under the new
ownership of Cagiva in 1985
with the unveiling of the
extravagantly styled Paso at
Milan in 1985 but it was the 851 of 1988
that truly heralded the firm’s entry into the
world of modern motorcycling. Four-valves
per cylinder, liquid-cooling and fuel
injection evidenced serious pursuit of
performance, and set a template that would
serve Ducati well for many years to come.
Massimo Bordi was the man behind the
engine. Having delivered his engineering
thesis on a four-valve desmo head, he was
tasked with focusing wholly on
performance. Liquid-cooling allowed the
engine to have a shallow combustion
chamber for a fairly narrow included valve
angle of 40º giving optimal gas flow
through large, straight ports. The shallow
combustion chamber made it easy to keep
the compression ratio high too.
An open loop fuel injection system
adapted from a Weber-Marelli system
developed in F1 car racing (that would
provide the basis of Ducati fuel injection
systems up to the 2000 996 SPS) was used.
A coolant pump was driven by the left
end of the cam belt cross-shaft, flowing
liquid to the cylinders and up to the heads.
The trellis frame had recognisable roots
in the TT1/TT2 racers, with a direct line
from headstock to swingarm pivot and
Words: Alan Seeley
plenty of bracing. The prototype was ready
to race in the Bol d’Or in September 1986
and at 15 hours-in was running in a decent
seventh place when a conrod let go. By
March 1987 the new bike had grown to
851cc with a 92 x 64mm bore and stroke for
a claimed rear wheel 120bhp@11,500rpm,
and had taken a trip to Daytona to enter the
Battle of the Twins. It was worth the journey
as Marco Lucchinelli won, despite the 851
being a heavyweight at 150kg or so against a
European Superbike minimum of 140kg.
The 851 underwent plenty of development
in 1987, and for 1988 a new challenge
beckoned, the World Superbike
Championship, for which Ducati would be
required to build 200 bikes for
homologation. Development of the race bike
continued through 1988, a 2mm overbore
took it to 888cc. Although Lucchinelli won
one of the two races at Donington Park’s
inaugural round of WSB, there would be
only one more win that year, in Austria,
because the bike was plagued with crankcase
and electrical issues, and Ducati sat out the
final two rounds.
There were three models of 851 built in
1988: a Ducati racing red Lucchinelli replica
of which 20 were built; one of 200 851
Superbikes; or an 851 Strada, 300 of which
were made. The Lucchinelli rep had an 888
engine like the WSB racer but these Corsas
were only offered to selected customers.
Most Lucchinelli wannabes had to buy an
RESTORING
In showroom condition in a
showroom, or it might
be a studio. Studio
condition then
851 Superbike. For everyone else there was
the Strada, finished in the tricolore colours
of the model above it but with 16-in wheels
and an unbraced swingarm unlike its
sportier siblings, which also had close-ratio
gearboxes. All were essentially handmade as
the factory wasn’t yet geared up for mass
production of the 851. All the 1988 bikes
had two injectors per cylinder.
For 1989 there was again a full-house race
replica, this time 30 of them. The 851 Sport
Production replaced the 851 Superbike and,
like the 1989 Strada, had single injectors
and standard gear ratios. The Strada, of
which 1500 were made in 1989, benefitted
from 17-in wheels and a revised head angle
to decrease trail for quicker steering.
For 1990 the name on the race rep
changed
It all gotfrom
a lot that
moreof Lucchinelli
YZF-y in 1994to new
Square headlight, yes. But wheels remain round
Practical Sportsbikes 71
 RESTORING
“There were major and
detailed variations in
hero (Raymond) Roche, that year’s WSB
champion. The Sport Production (SP2, 500
equipment and spec
built) was essentially an 888 Roche Replica between models and
with lights and without slicks – it also
returned to a close-ratio box and twin
years. Research is
injectors. The Strada got a dual seat befitting essential”
its ‘street’ designation.
The 1991 Corsa (50 made) claimed
128bhp in the year Doug Polen won the first
of his two WSB titles. Its stablemates were
the SP3 (500 or so built) and the Strada,
now a little softer and claiming 91bhp.
The 1992 Corsa was designated the
Superbike Racing and had more carbon,
plus magnesium engine covers. Just 30 were
built. There was an SP4 and 851 Strada too,
now with simplified (read cheaper) frames
and steel fuel tanks. There was a Sport
Production Special (SPS) too with basically
a Corsa engine from 1991 and carbon tank,
seat and silencers.
For 1993, the final year of the 851/888
there was a Corsa, an SP5 and a Strada, plus
an SPO (Sport Production Omologato) for
the US, all 888s. While the SP5 got an SPS
engine upgrade it lost the carbon tank and
Öhlins forks.
That’s the thing about the 851/888 series. If you’re looking for a bone
There were major and detailed variations in stock machine. Your search will
equipment and spec between models and be long, and fairly arduous too
years. Research is absolutely essential.

1993 Chris can mix and match bits to

888 STRADA make three vesions of one bike

Owner: Chris Bridgland

Owned for: four years
Paid: £8500
Resto cost: £3500 (ish)

“I haven’t added up all the restoration costs,

but the big-ticket items were a full engine build
at £2500 and paint (frame, wheels, panels, tank)
at around £1000 and done by First Place Finish
near Bicester. This was a passion project and
one that I was going to do regardless of cost, as
this has always been my dream bike.
“I always liked the look of the SP5, but my
budget didn’t stretch to that, so I sought parts to
give me the look; namely the carbon rear hugger,
underslung rear brake caliper kit, replacement
front forks and fully floating Brembo ‘snowflake’
front discs. I outsourced the engine to Pro Twins and full fairing bracket sets. I found a to find a set). Or 2. As a replica SP5 using
in Godstone, Surrey who gave me the pieces to serviceable set of front fully floating discs for original parts sourced over the years. 3. As a
take to Hi-Spec Coatings in Slinfold, West the bike, but had to get the soft standard tribute to Foggy’s 1993 NW200-winning bike
Sussex for Cerakote. Pro Twins replaced all of Brembo carriers remade by a local engineering with spare panels and replicated stickers.
the bearings, seals and rings and the engine is firm in aircraft grade aluminium. Most service “Buy or download a parts list and workshop
now pretty much brand new inside and out. items are still readily available from your Ducati manual. Consider buying The Red Baron’s
“Some parts are becoming hard to find, and I dealers, or from companies like Stein-Dinse in Ultimate Ducati Desmo Manual: Belt-Driven
have started reproducing parts in CAD and 3D Germany. Camshafts L-Twins 1979 to 2017 by Eduardo
printing, such as the seat pad bases and rubber “My bike can have three personalities, as it is Carbrera Choclán. Also spend time on the
air duct connectors. I have also remade various more acceptable to do this with a Strada rather Ducati851and888.net forum; an amazing
items for fellow owners such as Termignoni than a SP4 or SP5 say: 1. As a Strada with pillion source of information, advice and, if you play
exhaust rivet bands in stainless steel, stickers, seat, rear pegs and low level pipes (took a while nicely, rare parts.”

72 Practical Sportsbikes
 1991
851 STRADA
Owner: Mark Lumb
Owned for: seven years
Paid: £3000
Resto cost: got paid to do it
“My 851 is a Strada with a single seat
conversion; apart from that it’s just about
standard everywhere else. When I say I was paid
to do the restoration, I should explain that I run a
company called Madasl Racing (madasl.co.uk)
and this was one of my customer’s bikes that he
later decided to sell. To be honest the previous
owner paid me for most of the restoration work.
He’s Number One alright, Numero Uno.
I’d been looking after it for five years before he Says so on the fairing. Must be true
decided to sell it along with his 900SL. He felt he
was getting a bit too old to ride them. I wasn’t
quick enough to put an offer in on both bikes but keeping the charging system connections clean “All consumables are available and many parts
was lucky to get the 851 Strada for three grand and corrosion-free. These need to be good as are common across the Ducati range of that era.
as prices have gone up quite a bit in the seven you want all of the alternator output to keep the We fabricate headers for them at Madasl. One
since I bought it. battery charged up to meet starting demands. set has been in the IoM Classic TT on an 888.
“As we know there are a lot of Ducati On my Strada I have routed the charging loom “I’m not looking forward to finding
nay-sayers but the truth is there are no major between the frame and fairing for easy access. replacement bodywork or ignition items that
problems as they’re a good bike once you’ve got “I ride the Strada at track days and also do are not commonly available should the need
to grips with the Ducati specialities like the belts some long distances. Out of sympathy for the arise. Maybe then it will be time to modify or
and valve clearances which are likely to be engine, I have a chain and sprocket set for track look at the aftermarket despite the purists.
different to what you’re used to. Nothing that work to allow the engine to rev out easily and “Advice when required comes from other
anyone with some mechanical sympathy can’t another set for road trips to keep the revs down. Ducati specialists. There is a depth of
get to grips with. My biggest concern is with The engine is flexible enough to manage both. experience out there and it’s growing too.”

1988
851 STRADA
Owner: Adam Miller
Owner for: seven years
Paid: $0
Resto cost: $15k

“I went to pick up some wheels for my 1994

888 SPO Limited and the vendor said he had his
dad’s old race bike to sell. It was hard to tell what
it was as it was much modified, and had a
two-valve air-cooled engine in it. I didn’t really
have any money after buying the SPO but they
liked the sound of the other restos I’d done and
they gave it to me.
“I got on ducati851and888.net and a whole
history opened up. Turned out that the bike had
originally been Reno Leoni-tuned and ridden by
Jimmy Adamo in 1987. Adamo won a record 31
Battle of the Twins nationals and two series
titles. The bike later went to another racer called
Chris Jensen, then to Paul Orlandi who gave up
on the four-valve and fitted the two-valve
engine. I got the bike from Orlandi’s son.
“I’m saying the frame is a Strada as it doesn’t
have the mount at the headstock for the front
subframe. It did come with a Corsa linkage and
swingarm hoop though.
“I bought an ST4S to get the 996 engine. I
used the loom and modified it to fit. In the
interest of keeping this build from becoming a
complete bitsa, I had RC Engineering clean,
refurbish, and bore the original ST4S injectors
to increase flow from 330 to 450 cc/min at 3
bar to give me enough juice for 140+hp. You can
swap out all kinds of stuff between the the 851
and 916/996 motors apart from the barrels
and heads because the stud spacing is different.
“The frame had been chopped about a bit. I
had it repaired with a removable crosspiece
fitted to take a one-piece carbon airbox. Forks
are Öhlins Road and Track FG43 in replica Corsa
yokes and the wheels are five-spoke Marchesini.
Looks really together. Those Termis
are a must, and Adam’s got ‘em
“I went for the style of a 1991 Corsa with a
boxy tailpiece as that’s my preferred 888. The
original tank had been modded so I have fitted
an aluminium 888 unit. There are lots of
specialists in Europe. Redfox (redfox-grinta.
com) were particularly useful.
“I was torn over how to restore the bike, as
Orlandi had ridden it or as an 851? In the end I
decided to build something that could be fast
and reliable using more modern parts but still
following the lineage of the 851/888. You can
do that with Ducatis.”

Practical Sportsbikes 73

EXPERT
VIEW
Richard Llewellin, the ‘Loui’ in Louigi Moto
(01761 453366, louigimoto.com) knows
his Ducatis every which way round, even
prepping them for success at the punishing
Classic TT.
“The 851 and 888 are great machines
for the home restorer. There are plenty
of parts about, some interchangeable
with other models, and a large network of
specialists and enthusiastic owners.
“People are put off by the name and
reputation but they are a lot less complex
than the earlier bevel models.
“Engines can be tricky to get apart, and
the shimming of crankshaft and gearbox on
They carry a fair bit of gubbins beneath those fairing panels, most of it readily available though
74 Practical Sportsbikes
If you like your V-twins
(L-twin is just wrong),
you’ll adore one of
these
the early stuff can be a bit hit and miss. Some
of the early 851 engines have a cocktail of
parts that were prototypes, making upgrades
inevitable with some of the early bikes. You
might want to enlist an expert there.
“Water pumps are also a problem and the
spacing inside the cases varies through every
model although they all look the same. Valve
shims, half rings and valves on the early 851
can be hard to source. Tyres aren’t a problem
except for the first 16-in shod 851 Strada.
“Bikes are very robust and possibly let down
by the early maintenance they weren’t given
when they were new. Dealers sent mechanics
to Bologna for a training course, but they
didn’t teach the basics of mechanics; most
came home with a certificate and a hangover.
“Home maintenance is fairly easy using the
workshop manual or the Haynes. Timing belts
are simple but you must pre-tension them
“Dealers sent mechanics
to Bologna for a course,
but they didn’t teach the
basics. Most came home
with a certificate and a
hangover”
(spin the engine over to check correct
alignment) before the final adjustment.
Electrics aren’t bad unless they’ve been
dowsed In WD40 for the last 20 years,
making wiring hard and brittle. Fuel leaks
under the tank around the wire gland can
cause permanent damage.
“A lot of the common parts are easy to
source, timing belts are common to the
916 range, sprockets are common to the
SS range, as are steering bearings. Some
parts are being remade and the interweb
will yield almost everything. Many genuine
bits are hard to find, such as original panels,
screen, fuel tank, switchgear, rear light and
cooling system parts.
“Upgrades and modifications could
include lightweight wheels; fork and
rear shock modifications or upgrades to
different engine specs. The world Is your
oyster if you want to go faster. We build the
engines for the Oxford Products 888 that
finished on the podium in 2019 Classic TT,
we used the bottom end from the ST4S as
the swingarm pin is the same as the 888
and put the superbike top end on that,
giving us 996 and a very reliable motor.
“Other upgrades could be lightweight
fairings; the alloy rear subframe and the
single seat unit to emulate the factory
racers or limited edition models.
“If you ask advice on the internet you can
get a hundred answers other than the one
to the question you asked. Take advice
from a reliable source and stick with that.
Don’t be put off using a specialist for the
tricky stuff; I shim up bottom ends while
their owners wait and they carry on with
the job after that. Everyone has a fear
factor or maybe just doesn’t have the
correct tools for the job. Get to know your
local specialist.
“Modified aftermarket exhaust
systems can be a benefit. There aren’t
many available but stuff does become
available from time to time.The P8 ECU is
better than the P7 found on many bikes
as it allows the fuelling and ignition to be
mapped separately for each cylinder.
“Attention to detail is key to the end
result, I’m not a fan of stainless steel bolts,
they weren’t used by Ducati. I like to source
the original bolt or screw. It makes all the
difference in my eyes.”
 RESTORING

230kg wet. No longer Sport Production

shares Pankl conrods Special (SPS): Red.

PRICES with other models,

Pantah type used
Engine similar to 1991
Corsa, 120bhp. Carbon
(Strada, pick your own five- instead. seat, tank, silencers.
figure numbers for the full- MODEL DIFFERENCES AND COLOURS Weight 185kg.
1991 851 Strada: Red. Steel
house Corsa reps) 1988 851 Strada: Red, white 888 Corsa: Red. fuel tank. Showa shock
Lucchinelli Replica: frame, wheels. 851 Stronger crankcases. replaces Öhlins.
Immaculate £8000-£10,000 engine with higher CR Claimed power Revised cooling
Red. 888 engine with
Rider £5000-£7000 130bhp claimed at for a claimed 105bhp. 128bhp. Carbon seat system. Larger valves
Project £3000-£5000 crank. Close-ratio Single injectors and and tank. 3.75-in front and 10.5:1 CR for
gearbox. 17-in Marvic standard gearbox. and 6-in rear rims. 95bhp. Weight 202kg.
wheels. Marzocchi Revised steering head SP3: Red, black wheels.
41.7mm M1R forks. angle. 320mm front Stronger crankcases. 1993
Braced swingarm. discs, 245mm rear. Claimed power 888 Superbike Racing
300mm front discs. 17-in Brembo cast 128bhp. 8-plate clutch. (Corsa): Red. Frame
851 Superbike (aka wheels. Carbon front and bodywork revised
‘Tricolore kit’): mudguard. Öhlins as per factory bikes.
Tricolore, silver frame. 1990 DU0060 rear shock. More carbon, less
851 engine with 888 Corsa Roche 851 Strada: Red. CR weight (145kg dry).
120bhp claimed at Replica: Red. Öhlins lowered to 10.5:1. Larger valves and now
crank. Close-ratio usd forks. Marvic mag Claimed power 91bhp 135bhp at rear wheel.
gearbox. 17-in Marvic wheels. Aluminium at rear wheel. Showa Closer ratio box,
wheels. Electric start subframe. Magnesium GD011 forks. Öhlins revised clutch.
and lights. Braced primary cover. Larger DU0060 rear shock. SP5: Red, bronze
swingarm. 280mm valves, new inlet cam. Dry weight now 199kg. frame and wheels. SPS
front discs. Higher CR. New engine fitted less
851 Strada: Tricolore. gearbox ratios. 1992 racing radiator claiming
851 SP2: Red. 94mm 888 Superbike Racing slightly less power at
MODEL GUIDE
851 engine with
102bhp at crank. 16-in bore for 888 engine, (Corsa): Red. New 118bhp. Showa forks
Ducati 851/888 Marvic/Akront wheels. valves as per Corsa for exhaust cam. More replace Öhlins. Shock
a claimed 109bhp at carbon and magnesium now Öhlins DU8071.
1989 rear wheel. Back to reduce weight to SPO: Red. US model,
Specification
Lucchinelli Replica: as twin injectors. Gearbox 150kg. 41mm Öhlins single seat Strada with
Capacity: 851cc for 1988. as per 1988 Superbike. usd forks with upswept exhausts,
851 Sport Production: Suspension as per magnesium yokes. Only Öhlins shock with
Bore x stroke: 92 x 64mm
Red, white frame, works racers, Öhlins 30 built. Famously eccentric ride height
Power (claimed): 110bhp@9600rpm wheels. 851 engine FG9050 42mm usd campaigned by a adjuster. 851 engine
with higher CR and forks and DU8070 privateer by the name bored to 888 and
Wet weight: 202kg
larger valves for a shock. Vented clutch of C. Fogarty. claimed 100rwhp.
Front brake: 2 x 280mm discs, 4-piston calipers claimed 122bhp. cover. Weight up to SP4: Red. Revised 888 Strada: Red,
Single injectors and 188kg dry from 180kg. headstock bronze frame, black
standard gearbox. 851 Strada: Red. Dual construction. Steel fuel wheels. Engine now
Know Your Doo-Cartys... Running gear as for seat with stronger tank. Revised fairing, 888. Weight now
Q: Which Doo-Carty is this? Strada below. subframe. Weight up to seat and footrests. 224kg wet.
A: A red one.
Correct

Practical Sportsbikes 75
problem?
What’s the
right? Our expert
Bike not running ughest questions
s have the
to
answers to the
Triumph Tiger 1050
Light me up
I want to fit additional spotlights to my
Triumph Tiger 1050. I could just wire
them direct to the battery with a switch to
turn them on and off, however I know I’m
likely to forget to switch them off when I
park the bike up, and will come back to a
flat battery. Therefore, I want to tee them
into a switched feed, still with a separate
switch so I can turn them off and on when
the ignition is on.
What kind of wire and switch do I need?
Where should I splice into, and will I require
a relay?
Matt Farmer, email
Suzuki Bandit 1200 Mk2
Real deal
I’m rebuilding a Mk2 Suzuki Bandit 1200.
When it comes to gaskets, do I need to go
OEM or will pattern suffice?
Johnnie Fox, PS Facebook Group
Gary Hurd says: It’s a question almost as
old as the art of motorcycle maintenance.
These days there are many quality
aftermarket gasket sets available from Athena
and the like, and I’ve used these without issue.
However when it comes to head gaskets I tend
Caption words here and some other words AS
to use OEM if they are still available, or very
Alan Seeley
O U R E X P E RT S
Here he is, old smiler,
all set to help any
fellow motorcyclist.
Or build them a valve
amplifier, or sell
them a guitar. Or make them a nice
cup of coffee. Truly, he is a knight of
the modern realm. Salute him.
76 Practical Sportsbikes
Ferret says: Yes, use a relay. Equip
yourself with a standard 4-pin 12V
relay of the type Halfords sell for car Suzuki GSX1250FA
foglights. You will also need a fuse and fuse
holder, so check the load requirements of Back to front
the lights you intend to use and double it My mate has a 2012 Suzuki
to get the value of the fuse – for a pair of GSX1250FA that has done
standard 55w lights you will probably want approximately 18k miles.
a 20A fuse and a 5A if going LED. The bike is mint and rides likes new.
When it comes to wire, 2mm thin wall for The only problem is if he takes his hands
the connection to the battery and 1mm off the bars at approx 40-50mph the
thin wall for the switching part of circuit I’m ’bars shake quite violently. It is OK below
about to describe will suffice. You will also that speed, and completely stable at all
need a simple on/off switch that can be speeds normally.
conveniently mounted on the handlebars. I have checked the headraces, front
Connect the battery positive to the pin wheel for damage/missing balance
marked ‘30’ on the relay, fitting your fuse weight and the tyres are all good. Bike is
inline in this wire. Pin ‘87’ goes to the new as tight as a drum for its age. Any ideas?
lights and they must also be earthed, as Ian Galway, PS Facebook Group
must pin ‘85’ on the relay.
Splice a wire from either the blue/red Gary Hurd says: You’ve done all
or blue dipped beam wires, whichever is the right things at the front end and
more convenient for where you want to anyone might reasonably think that this
mount the switch. These two wires are is where the problem lies. However I have
joined together at the starter relay, so are known this issue to appear on these, and
effectively the same wire. the problem has been down to the hard
Connect the new wire to one side of luggage upsetting the balance. So test
the switch and run a wire from the other again with any luggage removed. Also,
side of the switch to pin ‘86’ on the relay. tyre pressure is critical, run the rear at
On your Tiger, when the ignition is on, 42psi, and although you say the tyre is
the dipped beam is always on, so the good, even the slightest squaring off at
spotlights can be switched off and on too. the rear seems to push the front.
high quality aftermarket from Yoshimura, for enough to prevent the pistons hitting the
example. Regular readers might recall that I valves/combustion chamber. So if you either
almost got caught out by a pattern head want to, or have to, use a pattern gasket –
gasket on a GSX1100 engine that wasn’t thick check that it’s thick enough.
Gary Hurd Ferret Rob Wittey Pete O’Dell
PS’s technical Born with a Technical top Pete runs The
guru would appear multimeter in his man at PDQ Motorcycle Works
to be one of the hand, Ferret of Motorcycle restoration firm
jolliest men alive Ferret’s Custom Developments in Peterborough
if this photgraph Electrickery (01753 730043), (01733 578883,
is anything to go by. But never be (07765 832420) is also the Rob can be found fishing for themotorcycleworks.co.uk) as
fooled by a mere snapshot, the leading stunt double for Louis chub on the Thames when he’s well as a highly successful mole-
truth lies beyond the lens. XIV, former King Of France. not fettling motorcycles. catching enterprise.
If you’ve got a problem with your bike, write to What’s the Problem? Practical Sportsbikes, Bauer Media, Media House, Lynch Wood, Peterborough, PE2 6EA,
or email editorial@pspb.co.uk. If you have any relevant pictures, be sure to send/attach those too to assist our boffins in their enquiries

Suzuki GS550E
Hot in the cold
The rear brake on my Suzuki GS550E
gets very hot and seizes intermittently
yet works fine once it has cooled off with the
piston moving freely. I never have this problem
in warmer weather, only in winter. Any ideas?
Giles Rawlinson, email
Gary Hurd says: I’m going to go out on a
limb here and suggest that the problem is
probably not with the bike. When the weather
turned cold, did you start riding with big heavy
boots? It’s easy to place just a little pressure
on the lever without even realising it when
wearing heavy boots. Take a look, and maybe
adjust the lever so it requires a little more
movement before it actuates the rear brake.
Honda CB750 SOHC
Pressure drop
No amount of fiddling with the rebuilt
carbs on my 1976 Honda CB750 SOHC
will bring them into balance. Carbs two,
three and four can be happily matched but
number one refuses to register the same
on the vacuum gauges despite all the slides
appearing to lift. That said, number one
doesn’t always appear to raise to the same
amount, despite the adjusters at the top of
the carbs being properly set. There is a bar
that lifts all four slides on this model.
George Knowles, email
Go professional?
I’ve been looking online for rebuild
kits for these Brembo calipers and I
noticed that there’s a company that will
refurbish calipers for a similar price and
paint them as well. Given that, does it make
sense to do it myself?
Mark Brunning, PS Facebook Group
Alan Seeley says: Given the
reasonable rates offered by
companies such as Powerhouse (01246
260665, powerhouse.uk), not to mention
the peace of mind that comes with
knowing your calipers have been expertly
sorted using quality parts, maybe not.
However, what price the satisfaction of
a job well done in your own shed? I enjoy
refurbing my own calipers, often using
parts from Powerhouse. Other good
suppliers for Brembo rebuild stuff include
Ducati Paddy (ducatipaddy.com) and
Gutsibits (gutsibits.co.uk). Ducati dealers
don’t sell rebuild parts for Brembo.
Number one carb
won’t play ball – the
miserable thing
Pete O’Dell says: Check that the
lifting rod that retains the needle and
connects the slide to the gantry is properly
screwed into the top of the slide in number
one carb.
Also, check that the U-shaped section on
the bottom of the rod has not opened out or
closed up compared to the ones in the other
carbs. I have seen these bent and also not
fully screwed onto their slides, causing them
to lift unevenly and causing the problem you
describe. And check for any air leaks too,
that could be the issue.
WHAT’S THE PROBLEM?
Suzuki DR-Z400
Seal deal
A couple of years back I fitted a Keihin
FCR41 flatslide carb to my 2002 Suzuki
DR-Z 400. Once set up on the dyno, it made a
real difference to the bike. However I recently
deep-cleaned the bike, including lubricating the
cable and giving the carb a thorough dousing
with spray cleaner.
After that the revs tended to hang up and the
slide was reluctant to come all the way in the
carb body. Thinking I had dislodged some dirt
and got it into the workings of the carb, I took
the slide out and cleaned that and the body.
Still the issue persists. What’s happened?
Neil Lawrence, email
Alan Seeley says: I too have had this
problem with an FCR41. This was
eventually traced to the seal behind the
vacuum plate that mates with the slide.
Bizarrely, this was caused by carb cleaner
making the seal swell. I went half crazy trying
to solve the issue.
I gave the seal time to dry off and shrink back,
reassembled the carb and all was well. Make
sure you refit the vacuum plate the right way
up. It might look like it should go with the
curved edge up and the straight edge down
to match the shape of the slide, in fact the
straight edge should face down.
Honda VFR1200
Internal issue
Any opinions on K-Tech piston kits versus
Andreani cartridge kits for a VFR1200?
Rear has a Nitron NTR R1 so is excellent,
front currently only has K-Tech linear springs
for my weight. A cartridge kit would really be
stretching finances though.
Dan White, PS Facebook Group
Rob Wittey says: I would just go with the
K-Tech kit, the Andreani gives you fancy
tops but the function is still technically the
same, with 20mm pistons in both.
Practical Sportsbikes 77
Phil Penhey
2004 Aprilia SL1000
Kiwi with a hard-worked, but
well-fettled 70,000 mile
Falco. Worthwhile mods and
religious servicing have kept
this Priller in tip-top order
Words: Alan Seeley
W
hen it came to choosing a
bike for his daily 50-mile
round-trip commute in
and out of London, Phil
Penhey stayed away from
the obvious. The 47-year-old IT
professional knows what he likes in a bike
and saw no reason not to have something
that would bring a little enjoyment to the
daily grind. He also wanted a bike he could
enjoy for leisure riding too. Hence he found
himself with a 2004 Aprilia SL1000 Falco.
Now owned for seven years, Phil has
racked up an impressive 50,000 miles on
the Italian V-twin.
... yes, Falco. Rememb
Falco
s? No? Best
Me Amadeu
“I’m drawn to single and twins,” says
Phil, “I’ve ridden multis but don’t really
like them. I prefer thumping, addictive,
low-rpm torque.” Phil’s choice of a Falco
starts to make sense when you look at his
motorcycling history. As a learner rider in
New Zealand he started out on a Honda
VTR250 then moved on to a Honda
GB400. He owned two of the Brit-style GB
singles because the first got written-off.
After moving to the UK 20 years ago, he
bought a Yamaha TRX850. “That finally
expired with over 90,000 miles on the
clock. I think it’s done its main bearings
and is still at the back of the garage
awaiting a rebuild. I spent the last few
thousand miles on the Yamaha wondering
what I would replace it with when it finally
gave up the ghost. I knew I wanted another
half-faired twin and the Falco appeared to
fit the bill,” says Phil. So he started looking
for a Falco even before the Yam went pop.
However the first one he bought was a bit
of a pup. “I must have had rose-tinted
spectacles on,” says Phil of the black 2002
Phil’s black 2002 Falco was a pup, the
green ’04 version is a beaut though
er Rock
not
model he bought first off. It’s a bit of a
lemon with quite a few issues I’ll sort out
one day.” Less impetuous second time
around, Phil’s 2004 20,000-mile Falco was
exactly what he was looking for. It’s
something of a rarity too, even in the
context of the lesser-spotted Falco. “It’s
finished in a colour called Oasis Green.
Aprilia did maybe seven or eight of them to
display at the bike shows in 2004 as the
next year’s new model. However they
pulled the plug on Falco production and no
more were built. I know where another
three or four of them are through forums
and Facebook Groups but the whereabouts
of the others is unknown,” says Phil.
Some might think that an Italian V-twin is
a bold choice for a commuter given the
reputation for unreliability that resolutely
sticks to such bikes. Phil’s having none of it:
“I have had no reliability issues
whatsoever,” he says. “The Rotax engine is
bulletproof. I’ve had only two problems:
That’s just shy of 70,000 of your British statute
miles, which are themselves Roman-derived
 THE REAL LONG-TERMERS

caption words in this box of

words here jnfds box of words
here jnfdns box of w

“I’M DRAWN TO SINGLES

AND TWINS. I’VE RIDDEN
MULTIS BUT I DON’T
REALLY LIKE THEM”

Priller’s Oasis Green is a bloody lovely colour, is it not?

one was a collapsed front wheel bearing

about a mile from work one morning, and
the other was dodgy oil pressure sender
telling me I had no pressure when in fact
the lubrication system was working fine
and it was just the sender at fault.”
Of course reliability relies on
maintenance and Phil is religious about oil
changes, and the major services at 20k mile
intervals are done by marque guru Griff
Woolley at AP Workshops Ltd (Aprilia
Performance). “It’s never needed much.
Valves are checked at the 20,000-mile
service and so far only one has been found
to be out,” says Phil.
Reliability apart, the Falco’s other merits
have been a source of joy on Phil’s
year-round commute. “It’s nice and skinny Standard clutch slave cylinders are not much cop, so people opt for Factory Racing or Oberon substitutes

Practical Sportsbikes 79

The Tuono forks Phil fitted came
with Brembo M4 radial calipers
This has got to be one of the
nicest Falcos we’ve yet seen
“IF AND WHEN THE
ENGINE EXPIRES I’LL
LOOK AT REPLACING
IT WITH AN RSV
MILLE OR AN RSV-R
UNIT, THERE ARE
PLENTY ABOUT AND
LOTS OF GUYS IN THE
FORUMS HAVE DONE
EXACTLY THAT”
for slicing through London traffic. My
commute is a mix of A-roads, a bit of
motorway, and then the mandatory 20mph
in the City. It has the legs to cope with the
fast stuff and the manners to cope with
traffic,” says Phil.
London riders now need a bike that
complies with Ultra Low Emission Zone
(ULEZ) regulations or face a £12.50 daily
charge. The Falco predates the 2007 Euro 3
regulations that would grant it an automatic
exemption, so Phil had to apply to Aprilia
for paperwork to prove the Falco was clean
enough. The bike emits around a third of
the allowable level of NOx and the
certification to say so cost €80 from the
manufacturer. “It was a bit of a palaver,
with some to and fro-ing on the Piaggio
website and emails back and forth, then I
had to send them a bank transfer
but it’s sorted now,”
says Phil. For the
coldest days, Phil
has Gerbing heated
gloves plugged into
the Falco’s electrical
system.
Of course it isn’t all
work and no play for
Phil and his Falco.
“Myself and my late mate
Mike Tobin used to go on
camping weekends and to
events like the BMF. Mike
was a Triumph owner so we
used to go to a lot of their
events too,” says Phil. “We
never made it abroad but that’s something
I’d really like to do. The Pyrenees and Alps
are on my list and maybe a trip to Italy to
take the Falco to the Aprilia factory at
Noale for a bit of a home-coming.” One of
last summer’s highlights was a ride-out to
the Festival Italia at Brands in August.
Reluctant though we are to bring up the
topic of a possible replacement for the
Falco, there’s no getting away from the fact
that the bike’s mileage is getting up there.
“Yes, I have been thinking about what to
do about that,” admits Phil. “I had to retire
the Yamaha TRX850 because I struggled to
find a replacement engine for it. There

Never underestimate the joy of a trick filler cap.
Things always in view might as well be nice, eh?
OZ Racing forged ally rims: they look great and
the handling benefits can be felt at every turn
would be no such problem with the Falco. If
and when it expires, if I don’t have the
engine rebuilt I will look at replacing it with
one from an RSV Mille or an RSV-R. There
are plenty about and lots of guys in the
forums have transplanted engines. The
engines are very tuneable too. Not that I’m
after more power, there’s a balance to be
struck between performance and reliability
and economy. There’s a lot of
interchangeability between the bikes.”
That interchangeability has, for example,
allowed Phil to fit Tuono forks fitted with
RSV4 Brembo M4 radial calipers. An early
modification was the replacement of the
original cast wheels with silver OZ Racing
forged aluminium rims, an accessory for
the Mille that was sold separately and never
factory fitted. These would have been about
a grand each when new but Phil bought
them from a racer who had used them as a
spare wet set, so they’d seen few miles. Phil
is totally sold on the handling benefits of
lighter wheels.
“I’m not one for chopping and changing
bikes,” says Phil. Indeed by our count he’s
only had six examples of four different
models in 30 years of riding. “I like to
modify my bikes and make them mine,” he
continues. “I hope to keep the Falco for a
long time to come. Anyhow, there’s nothing
out there I would want to replace it with.”
THE REAL LONG-TERMERS
“I put new EBC HH pads in the calipers when
I fitted them, and they’re still going strong
after 16,000 miles.
“There are a couple of specifics to be aware
of. The shock linkage bearings are on the 20k
mile service schedule and have to be checked
and greased. I did the head bearings when I
swapped the forks but I’m thinking the
swingarm ones are probably due.
LIVING WITH A “You want a good battery and it’s worth
fitting a higher current solenoid and
APRILIA SL1000 FALCO upgraded starter cables, otherwise you risk
“I change the oil every 4000-4500 miles. I failure of the sprag clutch. It’s a common
use Castrol Racing 10w40 synthetic and V-twin issue. Ducatis can suffer too.
change the filter every time. I have a K&N “The more you use them the more reliable
filter in the standard airbox and clean the they are. The battery is always topped up by
element every 10,000 miles. I use an app the charging system and the fuel system is
called Road Trip HD to remind me of what always full of fresh petrol.
needs done and when. “I always run on super unleaded for the better
“When it comes to tyres, I’ve been sticking performance and to try and avoid ethanol-
with Michelin for a while now. I’m currently on related issues with the plastic fuel tank, as
my second set of Road 5s, and had 4s and 3s these can be prone to swell. I have yet to fit
prior to those. The previous pair managed the ultimate tank solution – a carbon-fibre
nearly 12,000 miles and I could probably unit from Richard Vanags. I’ll paint it in Oasis
have got a few more out of the front but just Green and leave the carbon showing in the
changed them as a pair anyway. areas where Aprilia painted the tanks grey. I
“You’d expect a torquey V-twin to hammer have a Gen 2 carbon front mudguard that I
the chain and sprockets, especially one that plan to have painted the same way. Like the
does the traffic-light GP every day, but I got forks, brakes and wheels, they will add to the
34,000 miles out of the last ones; JT steel ‘sleeper’ vibe of the bike; where things look
sprockets and a DID X-ring chain. standard until you look up close.”
THE MAIN MODS
1. OZ Racing wheels 6. Factory racing clutch big twin start easier,
Forged aluminium wheels slave making the sprag clutch
are much lighter than cast. There are two choices less likely to fail too.
Originally sold as when it comes to the clutch
accessories for the Mille. slave, neither of them OE. 9. Aprilia RS125 mirrors
Oberon and Factory racing Chosen for their longer
2. Öhlins shock are the go-to slaves, Phil stems to reflect things to
Falco-specific Öhlins shock has gone Factory. the rear other than the
with remote preload rider’s torso.
adjuster 7. Giannelli slip-on cans
Stylish and fruity of note, 10. Rizoma goodness
3. Tuono forks Phil has a different chip Phil has trick Rizoma
Set of forks from Aprilia’s from Italian tuner Gabro rearsets and fuel cap. He
stonking Mille-based Racing to suit these and the recently changed the
naked let Phil make other K&N filter he has fitted. indicators to Rizoma too
front-end upgrades like… with integrated stop/
8. Starter upgrades turn/running lights, and he
4. RSV4 Calipers Beefier wiring and a higher fitted LED bulbs in the
Brembo M4 calipers came current solenoid help the head and tail lights.
from a racer who’d blown
his bike up. Came with a
master cylinder and discs,
all for £300.
5. Brembo radial clutch MC
When you’ve gone to a
radial brake master
cylinder, it’s good to have a
radial clutch MC too. Bike chipped for the Giannelli cans. Rizoma winkers are cool
Practical Sportsbikes 81
 THE PLAN
To give a ’90s icon, the
ZX-7R, the power and
handling to trounce a
new Kawasaki H2, with
a GSX-R1000 motor...
and a turbo. One day

Smiling because he doesn’t understand

the seriousness of the situation
PART

31

ZX990 TURBO
ON (AND ON) IT GOES
The Fengineer (and welder) is deployed. Again. Of course he is. Onwards and forwards
involves sideways and backwards for the ZX990 this month. And every month
Words: Chris Newbigging Pics: Simon Lee

f you read PS in the manner
the Japanese consume
literature – that is, back to
front – then you will have
read about the Laverda
project that has come my way. If not – flick
forward to page 96 to see what I’m on
about. I’ll wait here for you…
Back? Good. Now you’re up to speed,
you’ll understand that Pa Newbigging and
I are quite excited about it. We’ve not done
much to the bike itself, other than eyeball it
and soak a few things in penetrating spray,
but we have spent a few evenings on the
interwebs sizing up the scale of the project.
You may look at it and think ‘oof… rather
you than me’, but the recent experience of
ZX990 and Zephyr has desensitised us to a
‘straightforward resto’. Pull it apart, refinish
and refurb, put it back together according
to the manual. It’s not difficult, it’s just time
consuming and likely expensive. But easy,
in relative terms. The fight will be rusty
fasteners, finding certain parts, and playing
the cost down to my other half. She is a
very understanding character, but everyone
has their limits.
The ZX990 must have caught sight (or
smell) of the dusty Laverda manual in the
workshop and sought some attention like a
first-born when a new sibling arrives. First
headache: the plenum chamber we had to
slice open last month to clear the fuel tank
for the second time, after the inner skin of
that ballooned out under pressure testing
just enough to cause fresh interference. No

82 Practical Sportsbikes

All very Blue Peter, but that’s the
way with templates. Valerie
Singleton would be proud of
them (but only for a second)
Sadly for The
Fengineer, this skill is
not transferable. He is
therefore destined to
be welding on the
ZX990 for the rest of
his natural life
PROJECT ZX990 Turbo
Plenum chamber is in 2mm ally, but they had to try
reshaping it with 3mm because that’s all they could
get hold of. Far from ideal, but do-able
matter how hard I beat it with a mallet…
It’s always been tight, so we bit the bullet
and decided to chop up the Holeshot
plenum (designed to fit a stock GSX-R1000
K3) to make sure it clears for evermore.
The tank is a pain in the arse to do, and
further reduction in capacity isn’t desirable
when the Garrett blower in the bellypan
will considerably raise the demand for
super unleaded.
Finding replacement 2mm plate locally to
match Holeshot’s work proved impossible.
The best we could do at the time was 3mm,
which sounds inconsequential, but when
you’re dealing in a fabrication technique
that’s sensitive to heat in both parts, adding
50% extra material is a big deal when it’s a
willing conductor of heat away from the
work area, as aluminium is.
Anyway, that’s what I (don’t) pay The
Fengineer to worry about. Armed with a
jigsaw fitted with a metal-cutting blade, the
box from the kids’ cereal (Harvest Morn
Krisp Rice) as a template, and the power
file to turn the too-thick alloy into the new
end-plate, he set to.
And did the job. You’ll observe him
enjoying Black and Decker’s fine Powerfile:
Practical Sportsbikes 83
 Plenum chamber needs
tie-rods to stop it popping “SIMON HASN’T
off under pressure spikes WORKED AS A WELDER
FOR SOME YEARS. I
HAD TO FLICK THE
GARAGE HEATER OFF,
HE WAS SWEATING SO
MUCH WITH THE
PRESSURE HE PUT ON
HIMSELF. BUT DIDN’T
HE DO WELL?”
he finally relented, stopped trotting out the
‘I’m an engineer you know, it’s all about
precision’ claptrap, and embraced the
utility of this humble powertool. It’s the
kiddie when it come to this kind of
bespoke, trial and error, workshop friggery.
End of, as fools trying to end a losing
argument say.
The new piece is a bit more convolute in
shape than before, owing to the new angle
compared to the base plate, so he made it in
two sections. Then the pressure was on:
Jack Frost’s handiwork is neat, as you’d
expect of someone who builds them week
in, week out. Simon hasn’t worked as a
welder for some years so perhaps lacks the
assured ability to make a run of weld look
like a stack of five-pence pieces (or dimes,
if you’re in the US of A). I had to flick the
garage heater off, he was sweating so much
with the pressure he put on himself.
But didn’t he do well? The difference in
material thickness was an issue sure
enough, but he got there. The tank now fits
down on its rubber mounts without fouling.
Joy. To keep it there, it’s over to me to add a
pair of plenum braces. It’s the simplest of
the control measures a turbocharger needs:
pressurising the intake system runs the risk
of it popping joins, or even whole
components, clean off. Especially if the
blow-off/dump valve sticks or hesitates to
The whole machine has a good, strong release excess pressure. Shutting the
one-off vibe to it. That’s because it’s a
proper special – no other like it throttle is a favourite for this: closed

Ice cream is nice, but fresh fasteners are nicer

84 Practical Sportsbikes
 PROJECT ZX990 Turbo

butterflies mean the pressurised air is

suddenly met with a solid object as the
turbo behind it briefly continues to spin
until the exhaust gasses follow suit and ease
up. You’re relying on the valve to let the
pressure off, but even so, there’s the
possibility the brief spike (or peak boost)
can blow the plenum off the throttle bodies.
So you tie it to something solid.
Most builds tie it direct to the engine, but
there is a lack of suitable fasteners on the
motor with a clear path from the
attachment points on the plenum, so we’re
doing it to the frame with some carefully
placed rivnuts. The right is straightforward,
beyond access being fiddly with tools on a
built-up bike, but the left side needs to
come down and out at angle to clear the Exhaust hanger means
throttle cable pulley, which barely sits the end game is
approaching (fast)
inboard of the frame and fuel tank. The
camchain runs down the right side of the
engine so the inlets are offset to the left
(part of why the plenum only needed a
haircut on that side).
The retention function is performed by an
M6 threaded bar with rose joints at either
end. They’re sold as gear linkages on eBay,
in various lengths, though I had to order
larger than needed and cut the ends down,
as they’re sold with more thread than the
rose joints can wind down on. Top tip: leave
a nut on the thread when you break out the
hacksaw. Clean the cut up with a file, then
you can wind the nut off to guarantee the
thread is 100%.
A further job for the tradesman on the
TIG is an exhaust bracket. It was left out in
order to push on with something else, but
now’s the time to do it. That job might –
probably – or not – be the last time we ship
the welding kit into my garage, at least on
the ZX990. An off-cut of alloy tube, a saw,
the Power File of Joy and 45 minutes see it
made, and the exhaust fixed in place for the
final time. The turbo’s round mount flange
is horizontal in front of the cylinders, the
exhaust to turbo flange is vertical at 90º to
the direction of travel. The turbo and
exhaust can therefore rotate, allowing a
wide range of final orientation for the
exhaust and inlet.
It is important to get that fixed once and
for all so the lower fairing fit can be
finalised, because that also needs to be in
place for the wiring loom to be modified or
remade. Looking at it, fitting it in will be
difficult (no surprise) so it’s essential that
anything that will make it harder is
attended to first. The usual routes for
wiring over or around the airbox don’t look
to be feasible, so it may have to run under
fairing panels to an extent.
The mechanical core can now be regarded
as complete, and stay in place so the loom Chris shuts his eyes hoping
can be built, the bike can be run for the first when he opens them again, the
time and then set-up. The fog is clearing, ZX990 will be finished. But no
and an end is in sight.

Practical Sportsbikes 85

THE STORY SO FAR...
PS’s Technical Editor is tasked with
buying a cheap bike – £1500 or less
– then getting it nice and ready to sell
on at a tidy profit to reinvest in
another bike. He will then repeat the
process four, five (or 25) times until
his modest initial stake bags him a
piece of exotica. He’s talking
Bimota DB4. Let’s see...
BARGAINS TO BIMOTA
Alan has a dream: an insane reverie of owning a Bimota. Can he make it by
trading his way from run-of-the-mill to cock-of-the-walk? (so to speak)
T
he plan is a simple one, its successful
execution likely to be less so – we
are dealing with old bikes after all.
And ‘dealing’ is the operative word.
The task is to buy, fettle and flip a
series of PS-era bikes, upping the
ante with each successive deal so that I go
from cheap, and hopefully cheerful, to exotic
and desirable.
The bikes I buy will be wholly typical of
the sort of thing we are all confronted with
– eBay buys, Facebook Marketplace finds,
tip-offs from a mate in the pub, and so on.
Words: Alan Seeley | Pictures: Alan & Chris
Hopefully, by buying wisely, my main
outlays will be time, peppered with a
generous helping of ingenuity, and lessons
learned through decades of fixing and
fettling older machinery. This will be no big
budget endeavour and I won’t be calling in
favours from mates in the industry. My
experience will be exactly that of anyone
buying an older bike. It will be mostly about
grease – both elbow and tinned, plus any
other consumables required (although these
should be kept to a minimum to meet my
target). Things like paint and powdercoat
Bargains to Bimota
Would you buy a used
motorcycle off this man?
Talk about an uphill
struggle...
might be necessary but again these will eat
into any potential profits unless
commissioned only when necessary.
Each bike will be 100% ready to ride by
the time I move it on. Each one a brilliant
buy for a new owner who lacks the time,
inclination or skills to make a bike good
themselves. I’ll stick with the popular stuff to
prevent the process being stalled leaving me
lumped with some obscurity no one wants.
So with a starting stake of £1500, it’s time
to get all over my favourite online selling
resources in search of the starting project.
Practical Sportsbikes 87
 “1993 WAS ACTUALLY A LONG
TIME AGO. LIKE MANY OF US I
THINK THE 1990s WERE JUST A
COUPLE OF YEARS AGO”
That’s Chris, actually helping
someone. Christmas wonders
will clearly never cease

LET THE DEALING BEGIN
The pandemic might have kept older bike
prices buoyant but there’s still a lot out there
to be had for £1500 or less. I trawl through
numerous GSX-Rs, CBRs, Fazers and
Hornets but keep returning to a 1993
Kawasaki ZXR400 L3 I spotted right at the
beginning of my internet trawl. ZXR400s in
general have much going for them. The
model ran for 10 years from 1989-1999,
thousands were sold, it was an official UK
model too, so there is no shortage of spares
and support. This particular one is an import,
so has kph clocks. These show 45,175km,
which is 28,070 miles. The owner, the ninth
since the bike was imported into the UK, is a
most affable young man called Trent who
wants £1500 for the bike.
We enter into a lengthy exchange of
messages. Trent is candidly honest about the
bike, listing the dents and scrapes the bike
has picked up in its 28 years. As well it might
have; 1993 was a long time ago. Like many
of us I think the 1990s were just a couple of
years ago and not the three decades now
passed. Trent it transpires is younger than
the bike. He bought it with the intention of
tidying it up as a runaround for himself but
then found himself defeated by what he
described as “a carb problem”. That sort of
thing is our bread and butter. I am not
discouraged. Although its purple screen will
have to go.
The more I look at the pictures on the
listing, the more I like it. Of course digital
photographs can often make a bike look a
lot better than it is. He’s a fair way off so it’s
difficult to go and kick the tyres. Editor
Chris tells me that Shroom, who sometimes
couriers bikes for our road tests, will be in
Trent’s neighbourhood in a day or two and
can swing by to pick the bike up if I can
strike a deal. I can transfer the funds while
he’s there, so if it is a total dog, there’s still
the opportunity to back out. After even
more to-ing and fro-ing, and good-natured
haggling on eBay messenger, Trent and I
agree on £1200, subject to the bike getting
Shroom’s seal of approval.
Come the day of collection, and true to his
word, Shroom rings me from Trent’s
driveway. He reckons he’d drop his own cash
on it, so that’s good enough for me given
that Shroom is a bit of a wheeler-dealer
himself. Load her up, Shroom.
Clocks are in kph, nothing abnormal with a ZXR
DELIVERY DAY
Time to see if any buyer’s remorse sets in.
On the contrary, the bike is pretty much
what I expected and wholly as described.
Editor Chris rates it as a good buy and
wheels the jet-wash out of the lock-up to get
the dust and cack off to see what lies
beneath. The most stunning transformation
is the off-white mirrors that had gone murky
brown. The jet-washer get them back to
off-white. Neat and tidy freak Chris is very
pleased by this; I’m quite chuffed too.
The bodywork generally will require some
attention – or I could trawl the internet for
better panels. Cracks have been repaired
with vinyl and there are missing lugs as well
as chunks out of the front mudguard trims.
Once the ZXR has drip-dried I wheel it
into the van for the short drive to the
workshop. Now we’ll see what’s what.
Mirrors come back to off-white with a jetwash

88 Practical Sportsbikes

IN THE WORKSHOP
I get the Kawasaki up on the bench, again
demoting the Morini it displaces down the
priority list. It’s hard to resist firing up the
ZXR, so I hook up a battery and auxiliary
fuel tank and after a numerous stabs of the
starter button, it’s no closer to firing. The
fuel filter looks a little suspect so we take it
out of the equation. Closer inspection
reveals it to be bone dry, the filter material
inside collapsed.
With the aux tank reconnected, there’s
now a steady dribble of fuel from number
three carb but my bargain Kwak does burst
into life this time. At least partially. It’s
running but on three pots. Number two
cylinder is stone cold and the stream of fuel
from number three carb is turning into a
torrent. So I cut the ignition, and switch off
the fuel.
Caliper-half bolts need a bit of sprucing up, sure
With the carbs off the bike,
number two’s float bowl is
found to be bone dry. I remove all
the floats and gently pump an
exploratory blast of air from the
compressor down the fuel feed. A piece of
debris emerges at some velocity from the
bottom of number two carb’s body and
whistles past my left ear. I can’t clock what it
is as it whizzes by but guess it’s a piece of
fuel filter element. Now fuel can get to all
the carbs. All the jets look clean, so do the
float bowls. I set the carbs aside for later.
Unsure as to which of the bike’s nine
previous owners, plainly not all careful ones,
might have felt sufficiently moved by
mechanical sympathy to check the valve
clearances, I make this my next order of
business. I’m not the first to have had the
cam cover off, however. There’s half a tube
of silicone plastered liberally around the
Little bit of bog in here, make good, she’s right
Bargains to Bimota
Someone’s beaten Alan to the silicone bodge
cover seal, the steel cups that the cover bolt
rubbers should sit in have somehow
departed, and on lifting the cover two of the
rubber washers around the plug tunnels are
revealed to be the right way up, the others
upside down.
All that would explain the amount of oil
that had blown out to coat the top end and
inside of the frame spars. And indeed if the
clearances had been corrected, it was some
time ago. I take the plugs out, and the
ignition pulser cover off, so I can turn the
engine with a socket to align the T marks on
the pulser rotor with the crankcase join. The
More bog in here, blow over with rattle-can. Done
Practical Sportsbikes 89
 He thinks no one can see him in
that camo top, but as we pointed
out to him it only works outdoors

EXPERT VIEW
Liam Murtagh,
manager at Corby
Kawasaki (01536
401010,
corbykawasaki.co.uk)
Race Centre
Department reckons
our man has made a
tidy buy with good
potential: “Looking at
prices on eBay, clean
bikes are fetching
over £4000. So I
reckon you can push
for a price close to
that once you’ve been
through the bike.
There is a strong
market for Japanese
400s. Now you’ve
done the valve
clearances, just
balance the carbs and
it should run
perfectly. Also check
all of the electrical
connectors while you
have it stripped down,
as I bet they’ll be
green and furry.”

right-side frame spar blocks my line of sight
to the cam wheel markings, but a mirror
between the head and the frame spar lets
me see where they’re at.
The cams act on spring-loaded rockers that
open the valves. Clearances are checked
between the cam lobe and rocker rather
than between the rocker and the valve tip.
Of the 16 valves, one of the clearances is too
wide, two are within tolerance, which leaves
13 that are either too tight or uncomfortably
close to being at the tightest end of the
tolerance ranges – 0.12-0.17mm for the
inlets and 0.16-0.21 mm for the exhausts
(‘ins’ is for inlets on my grubby diagram by
the way, not inches). The cams themselves
are in mercifully good shape; not always the
case on a ZXR400, particularly one where
the valves have been run tight.
So it’s out with the old shims to measure
them up with a micrometer, having first
stuffed the oil drain holes in the head with
shop towel so nothing, particularly tiny valve
shims, can fall in there. The spring-loaded
rocker arms pull to the side to give access to
the tiny shims and I whip these out with a
small magnetic pick-up tool.
Some of the shims have their sizes printed
on them but they go into the mic anyway for
the sake of accuracy. A scribbled chart tells

Hunky-dory in here; new gasket and cover back on Gotta hand it to him... genuine parts. You betcha Little wonder the old oil seals wouldn’t seal

90 Practical Sportsbikes

me what I’ve got on top of each valve and
some quick arithmetic tells me what sizes I
need to restore the clearances. I’m aiming to
put them all at or close to their widest
settings as valve clearances tend to close
rather than open up.
I can swap a few shims around to get the
correct gaps but I still need to order 10 at
£2.50 each. I ask Pete O’Dell at The
Motorcycle Works to order them up for me
– he gets them through Larssons along with
new plug tunnel seals (£10) – and get on to
Corby Kawasaki for some cup washers and
new seals for the cover bolts. The main cover
seal is undamaged and plenty good enough
to reuse.
I won’t pretend that getting the new shims
in was a whole lot of fun. I put a drop of oil
on top of each valve so the shims won’t be
starting up dry when the time comes. The
tricky part is persuading the shims into their
recesses on the valve caps without dropping
them into the head. I use the small pick-up
tool and a screwdriver to finagle them in. It
Bargains to Bimota
Trusty micrometer tells the truth
on shim sizes, while a grubby
paper diagram never fails either.
All you have to is the math (US) or
the maths (UK). Aka mathematics
Captionn words in here some
words abo Captionn words in
here some words abou
“I WON’T PRETEND THAT GETTING NEW
SHIMS IN WAS A WHOLE LOT OF FUN”
would have been easier with the cams out
but I really didn’t want to get into removing
the cam caps and disturbing the cam chain if
I really didn’t have to. The inlet shims were
particularly challenging as I couldn’t actually
see much of the valve tops because of the
inlet cam and its cap. Again the mirror was
my friend.
By far the trickiest shims to deal with were
the ones at the extreme ends of each
camshaft. There isn’t quite enough travel to
push their rockers to the side and hook them
against the valve springs as you can with the
others. I happen on the wheeze of using a
couple of cable ties around each of these
rockers and the frame spars to hold them THE COST SO FAR
aside while I insert the shims. Job done, and Time spent: six hours
that pretty much concludes my engine work, Purchase price: £1200
although I will remove the clutch and
Valve shims: £25 (10 x £2.50)
generator covers for blasting and painting.
So all up the engine work comes to 50 Valve cover seals and fittings: £22.35
quid or so. Haven’t bust the budget yet. Next Pulse cover gasket: £4
month I’ll sort the carbs and turn my TOTAL: £1251.35
attentions to the chassis.
Practical Sportsbikes 91
 It’s not hard to do, but like most
things it’s hard to do really well.
There’s always a twist...
THE LOWDOWN
ON LOCKWIRE
Safety lockwiring, or wire-locking is the same thing. Whatever you call it, it’s
essential prep for race machines, and has its uses on road bikes too
M
y first encounter with
lockwire is still fresh in my
memory. It was 1988 and
some jammy git at our local
bike club had just bought
himself a brand new Honda RC30.
As we stood with our oikish little faces
slackjawed in amazement, I noticed that these
hand-built icons came with the rear sprocket
The kit is cheap enough, but could save much more
92 Practical Sportsbikes
HOW TO
Words and pictures: Bruce Dunn
studs lockwired up; to me this was and still is,
properly ‘factory’.
So the aesthetically pleasing RC30 lockwire
did its job, it elevated the bike’s kerbside
credibility (quite rightly) to new levels. But more
than just impressing greasy little herberts down
the bike club, lockwiring is all about safety or, to
be precise, giving an added layer of safety you
would not have if the bolt or nut was not fixed in
place with wire.
In theory a fastener torqued up to spec should
(if the specs are correct) remain in place despite
the vibration and heat cycles conspiring to
loosen it. So in perfect operating conditions (in
terms of vibration and temperatures), all will be
well and the fastener will not budge.
On a stock road bike all the fasteners
responsible for keeping engine and chassis
together are extremely unlikely to become
loose, because the there will be little excess
vibration or extreme temperatures because its
components are going to be within tolerance
with a margin of error built in. It’s only when you
start to exceed normal conditions that things
start to change... and racing and modifying is a
great way to exceed normal conditions.
As soon as you start to get an engine to make
maximum power all of the time then the
potential for excessive vibration and heat
becomes a real threat to fasteners; it’s even
more of a threat if you’re over-revving the motor.
The vibration is not contained by the motor and
is instead transmitted to and absorbed by the
chassis, which is at the same time trying to cope
with shock loads generated by bumps.
Anyone who has tried riding a road bike fast on
the infamous Ginger Hall section of the TT
course will have an idea of how this feels – it’s so
unbearably bumpy it distorts your vision. Little
wonder then that the TT technical regs require
more components to be lockwired for safety
than on normal short circuit racing bikes.

LOCKWIRE FOR RACING
British bikesport’s governing body, the ACU,
has technical regulations that require certain
items on a road race bikes to be lockwired.
These can differ depending on the specific
class of bike, but the main parts that must be
lockwired are: oil sump plugs, drain bolts, oil
filters and filler caps.
There is of course the option to lockwire
many other parts, this is more often than not
applied to pure race bikes, or machines that
bear little resemblance to their production
counterparts – like superbikes and supertwins,
which make more power and torque than stock.
TYPE OF LOCKWIRE
There are several types and thicknesses of
wire to choose from, but for most motorcycle
tasks Goodridge 302 grade 0.024-inch/
0.62mm gauge stainless steel wire is fine and
easy to work with. If you use thinner wire then
it tends to feel less robust, while too thick is
difficult to work with in terms of tensioning
against anchor points.
LOCKWIRE PLIERS
A pair of lockwire pliers are the rightl tool for
the task. They start from around £9.99 for a
cheap pair, or you can go balls-deep and lob out
£190 for a flash set with two-way function
that allows twisting in either direction. Failing
that, you can be a tightwad and just lockwire
with a standard set of pliers, but it’s a bit tricky.
Go on, treat yourself.
Drilling nuts and bolts for
lockwiring is a fraught,
painstaking process (especially
when you can buy ’em pre-drilled)
MARK WITH A PEN
If you plan to lockwire a bolt that needs to be
drilled, first fit it and torque it to spec. Then mark
it with a pen in a location that, when the wire is
threaded through the hole, it can be tensioned
to keep it tight. If you are lockwiring a pair of
bolts then make sure the holes are aligned to
allow the wire to pull them both tight
simultaneously.
From a tenner to just shy of 200 sheets – but you need a pair (and pliers)
HOW TO LOCKWIRE
DRILLING BOLTS
WITH A PILLAR DRILL
The easy option here is to buy pre-drilled
bolts. Racebolt (raceboltuk.com) in Bristol
stock pretty much everything you could
want – check them out. You can of course
drill your own bolts which sounds
straightforward, but can be tricky if you
don’t have the right kit. I use cobalt drill bits.
Just take your time as you will need to use a
1mm drill, or go to 2mm if necessary.
A lot the bolts fitted to bikes are
hardened steel hence the need for good
quality drill bits. There is also the problem
of holding the bolt still. The easy option is
to use a pillar drill and a drill vice. I have
previously borrowed a bolt head drill jig
before I got the pillar drill, but it always felt
a bit sketchy with the skinny little drill bits
breaking regularly.
OIL-FILLER CAP WIRED UP
The principle behind lockwiring is to secure a
bolt/fastener that has already been tightened
to the correct torque. It needs to be secured
so that the bolt or fastener is under tension
from the lockwire at a fixed point that
permanently keeps the the wire taut, thus
preventing vibration or unforeseen forces
loosening the component.
Practical Sportsbikes 93

Speeds up removal/refitting – looks well- trick too
R-CLIPS LOCKWIRED
The main benefit or need for lockwire is safety
related, but it can be also used to help make life
easy, especially on race bikes. My Yamaha
TZ250 is a needy race machine and spends
most of its life with the fairings and tank
removed. This happens almost after every
session, both the fairing and tank can be
removed in less than a minute.
So, I have the R-clips that secure the fairing
and tank to the bike lockwired and covered in
silicone ‘fallopian’ tube. This means we will
never drop or lose the clips, speeding up
removal, and more importantly refitting.
LOCKWIRING
TWO BOLTS TOGETHER
Short of a fixed anchor point, it’s possible
to lockwire two bolts together. Here the
oil sump bolt and oil level bolt have both
been wired as a pair in such a way that
they are pulling each other tight – they
simply cannot come loose.
94 Practical Sportsbikes
Two will often do, but
three are a better bet
HANDLEBAR GRIPS
LOCKWIRED
You can lockwire the handlebar grips in order
to keep them from slipping/turning. I usually
do this in three places, and I’ve found the best
way to do this is to loop the wire around twice
then twist tight close to the grip and clip off
with about 4mm of twist sticking, then tap the
sharp end into the grip with a tack hammer or
something blunt but not too heavy.
TITANIUM BOLTS
Light weight and anti-corrosion properties
of titanium bolts go hand in hand when
building or upgrading a racing motorcycle,
and of course they lend a road-going
special extra kudos. But be mindful of
torque-ing up these bolts correctly,
especially on safety-critical parts.
The standard torque figure for steel
bolts often is quoted as a dry figure,
meaning no grease of lubricant on the
threads. A titanium or stainless steel bolt
when installed in the same way will often
exhibit what engineers call galling. This is
friction between the threads, and it will
often reduce the clamping strength
despite the specified torque being applied.
The cure is to lubricate the bolt, but get
specific advice from the bolt
Use the correct lubricant on
manufacturer. There are dedicated titanium bolts to prevent
lubricants to prevent this such as Starbrite galling. Most important
Anti-Seize thread lubricant, or AG 90.

TWIST PER INCH
Yes, that’s right, there is a specific amount of
twist for the gauge of wire. This is usually
expressed in inches, between six and eight
twists per inch is fine. Any more and you run
the risk of weakening the wire or shearing it.
Another finer point to consider is where your
twists start and finish, the text book says that
twists should commence no less than 3mm
from the lockwiring hole, and must end within
3mm of the lockwiring hole.
PIG TAILS
The termination of your lockwired bolt should
be neat and precise (as above). The twist of the
pigtail should start within 3mm of the lockwire
hole. The end of the pigtail must contain a
minimum of five twists, and ideally not be
much longer than 15mm. The pigtail can be
gently curved over so as not to snag.
LOCKWIRE
OFFCUTS – OUCH!
Remember –those offcuts of
lockwire all need to be cleared up
straight away. It’ll certainly get
your attention if you end up with a
discarded bit of wire in your foot.
So keep it tidy for you, your pets
and children.
HOW TO LOCKWIRE
Tale of the
Lockwire Snob
T
he Lockwire Snob. Noun: A know-it-all
seeming to take enormous pleasure
from trapping-off about lockwire
imperfections. These characters often pop
up on social media giving their opinion about
an image that has something lockwired,
often derogatory. This is more often than
not because they once worked in aviation,
be it RAF or the Civil sector, and were once
trained how to lockwire one of the more
menial parts of an aircraft, such as auxiliary
sanitation; yes, even the bogs will have
lockwire.
But more often than not, for all their
snobbery, these clowns will know next to
nothing about motorcycles. Let me tell
you a true story about where they’re really
at... I was having a bike scrutineered at a
Darley Moor club meeting. It was my missus’
Honda RS125 and, upon pushing it down
to the tech shed, this scrutineer turned to
me and said ‘oh mate was the person blind
that lockwired this filler cap?’ ‘No’ I replied.. Know how to safety lockwire a toilet? No? Learn
‘why?’... ‘It will do but its not very tidy,’ he said.
He was sort of right because last time it was He continued to search for another minute
done was when we were changing ratios at before deciding to ask a fellow scrutineer
a meeting and the need to get out again was where it was. The other tech then informed
greater than the need to make a lockwire him that the little two-stroke GP bike does
job worthy of distinction for one of these not have an oil filter. He passed the bike and
twats. But the point is that it was safe and gave me a sticker without saying a word. I
secure. told him I was all for bringing the bike back
So this guy carried onlooking at the bike after scruitineering so that he could show
and bent down and got his torch out and me how to make a neat job of lockwiring
spent the next couple of minutes on his the filler cap, but I thought better of it in
hands and knees looking under the bike, case he lockwired the front brake lever to
then he popped his head up and then asked the ‘bar.
me where the oil filter was. Wanting to let These people need to be reminded
him wallow in his own ineptitude, I told him sometimes that we are racing bikes, not
that I didn’t know as the bike wasn’t mine. servicing aircraft.
YAMAHA TZ250 MANUAL
LOCKWIRING ILLUSTRATION
The detail on maintenance and
set-up in a Yamaha TZ250 workshop
manual leaves nothing to chance.
There is even a page that details
the various parts that need
lockwiring. The bike comes fresh
out of the crate when new with all
the sump and drain bolts wired, as
well as the twin throttle cables
intricately laced with safety
wire, the same is repeated on
the thumb choke lever.
Diagrams help, and Yamaha are
good at this. They love a wee
drawing or ten
Practical Sportsbikes 95
 The story so far..
The PS gets offered some
free old bikes – tasty
ones at that. But there
is a catch... jeepers, and
indeed creepers...

Old Farmer unearths three gems from

the 1970s, MG farms out his KH1F,
Zephyr studs conquered at last, Jim
Moore reveals his Suzuki TS80LC
project, MF and son’s new race bike
appears, and MG’s Bandit 12 gets
a GSX-R clutch

Mature ivy (and possibly some

elderflower too). And mature BMW

Chris Newbigging
Old Farmer’s hedge finds

The garden of earthly delights

Old Farmer Chris gets the brush-cutter out to reclaim three abandoned ’70s superbikes
he phone rings. Which is a a Laverda Mirage, a Triumph Trident, and a personal tale is a sad one – an intelligent
surprise, as it’s my laptop. Turns BMW, an R100 I think. I can’t really remember, man with a career in industrial electrical
out my old office landline, has and it’s overgrown now.” engineering, he sacrificed much of his private
been redirected to me digitally. Overgrown? Yes. And that’s the catch: as life to care for ailing parents, staying in the
On the phone is PS reader, Tom Petty (‘not desirable as they are in their own right, the family home and never having pursued his
the dead musician,’ he helpfully points out). Triumph and Laverda were parked in 1991 own relationship or family. It also means
His schoolboy friend – Eric Dowler – recently (outside) and haven’t moved since. Eric’s the two triples stood, unloved, partially
passed on. Among his estate in deepest
Hertfordshire are three bikes to be cleared:
Eric’s family who are beneficiaries in the will
have neither the interest nor the means to
do anything with them. Tom is more attached
to them, but has had to admit that at 76 he
maybe won’t have the energy to start and
finish the restos . If I can make use, I can take
them, he says.
I’m expecting the usual abandoned UJM
stuff – XS250, a Honda CB and maybe a CZ
or something. Whaddya got, Tom? “There’s If you go down to the woods today... no kidding Do the forks feel a bit wooden? I should cocoa

96 Practical Sportsbikes
 THE TRIDENT IS “Not done that many
hours this tractor,”
FIRST IN VIEW IN THIS says the Old Farmer

SAD SCENE, LOOKING quietly to himself

FORLORN, WITH BOXES

OF UNIDENTIFIABLE
JUNK SWIMMING IN
STAGNANT WATER
AROUND IT
overgrown and surrounded by other junk
discarded on the driveway. Before long, even
the tarpaulin over them disintegrated.
The BMW was ridden from 1991 until 1995
(Tom seems to think it was bought to be used
while the others were overhauled), when it Meriden’s finest: some fresh fuel,
too was parked and didn’t move again. In this new battery, and she’s good to go
time, it was close to the shrubbery in the
front garden, which in the 26 years since, has
engulfed it. A numberplate, nose fairing and
a few items of removed bodywork were left
on show.
I didn’t need asking twice: pictures from Tom
convinced me these European classics may
have life left. Pa Newbigging and I hopped in
a van with a load of gardening gear. We both
appreciate a Laverda, he likes a Trident, and…
the BMW can come too, we suppose. Not
our bag, but it will always find a home with a
hipster, brown seat and knobbly tyres ready
to cobble on.
The Trident is first in view in the sad
scene. Faded and rusty with the seat vinyl
disintegrated by UV light. It’s still standing,
all there, but looking forlorn, compounded
by the ivy growing through it, and boxes of
unidentifiable junk swimming in stagnant
water around it. Further back the rear profile
of the Laverda is just visible, on the other side
of the junk around the Triumph. And the BMW
can’t be seen – just some parts.
The Trident appears the easy win, so we
get stuck-in clearing junk and flora run wild
around and over it. Tom goes rummaging in
the house for keys, as the steering lock is on.
Many are found, none fit. The house reflects
the bike – the personal effects of three
people dating back over half a century are all
there, piled high, dusty and beyond any effort
to organise them. Tom has already begun
the mammoth clear-up, and has no doubt the
logbooks and keys for the bikes are in there,
as nothing appears to have been discarded. Always worth trying the starter, you never know Chain removal using the approved factory tool
It paints a sad picture of a life dedicated
to others at the expense of Eric’s own
happiness and wellbeing. The pandemic has
compounded the issue – with no visitors,
nobody realised how he’d ended up living
towards the end.
The Trident stands clear now. We break the
steering lock – they’re easy to replace. The
chain is cut to give the wheels a chance of
turning. The front obliges, but the rear puts
up a fight to begin with, so it’s hopped and
lifted two inches for the first few feet, which It’s a jungle out there, you know. No, really it is More like archaeology than a motorcycle resto

Practical Sportsbikes 97
 WHEN WE GET TO
THE HEADSTOCK AREA
A TWO-INCH BOUGH HAS
WENDED ITS WAY
THROUGH THE EXHAUST
AROUND THE FRAME.
ANOTHER HAS LOOPED
AROUND A FORK LEG

requires a break. When we rock it back off

the centrestand to resume, the wheel rotates
forward just a touch, and working it back and
forth eventually clears the iron disc of rust,
Would suit enthusiast... and it rolls out. One on the van.
Laverda next. More weeds, more boxes of
crap shifted, and we can just about get at it in
the side alley.
It’s not as bad, sheltered from some sunlight
and weather, but it’s still rough. My impact
gun makes light work of removing the caliper
bolts, though the Brembo calipers take some
prying away from rusting discs. It allows the
front wheel to turn, but cutting the chain
doesn’t help again, so the Mirage is shuffled
the first few feet. But then it too starts to
roll, the impact of bouncing the rear end
around (the swingarm and shocks still moving
smoothly with better damping than some
MoT’d bikes I’ve ridden) breaks the grip of
corrosion, and it rolls into the van too. So far,
it’s less grief than I expected. It’s like they
want to be saved.
But there’s no disputing there’s going to be
a fight to get to the BMW. It takes three of
us an hour of snipping and sawing to remove
the plantlife not only around, but through the
R100. The rear pannier rack is fully entwined.
When we get to the headstock area, a
Oil and filter and she’s two-inch bough has wended its way through
ready to rumble the exhaust and around the frame. Another
has looped right around a fork, and one has
grown through the ‘snowflake’ cast alloy rear
Just a pattern seat needed, plenty wheel. Countless other tendrils need to be cut
of life left in those TT100s too before it moves even slightly.
Now we can see it, it’s an R100RS according
to the crankcase. The blue vinyl seat, lack
of pillion grab handles in the tail, white
panniers and blue/red pinstripe over white
suggest it’s an early RS Motorsport, one of
only 200 made. The bikini cowl (as per the
R100S) could make it even rarer – most RS
Motorsports were sold with Hans Muth’s full
fairing. Yes, the Katana designer: the RS was
an earlier work: the pioneer of the modern
sportsbike full fairing. But a few were sold in
the pretty R100S style, dubbed ‘R100SRS’
Even if it’s a replica (a committed one at that),
Eric’s taste was clearly discerning.
But not a man with time, or concern to spare
for machines over people. The front wheel
is out, and one fork cap off. The calipers are
still connected but have no pads. It smacks

98 Practical Sportsbikes
 PROJECT BIKES

of routine maintenance started one day, then

There they go. The stopped and never continued.
Titanic would be an The wheel is found in the back garden,
easier resto than
any of these three
though not the spindle. So it has to be lifted.
This time the rear wheel moves without any
force – a benefit of shaft drive and discs with
a greater chromium content. A sack trolley
supports the front end so it can be wheeled in
the van, and strapped down with its brothers
in captivity.
So, what now? The Triumph is not my
scene, and too rough for Pa’s taste. The BMW
appeals to neither of us. But circulating
pictures to friends gets a response I didn’t
expect. “Are they for sale,” asks my old buddy
Mike Harrison. “I’m sucker for a Boxer in
distress.” Not only that, his friend (and our
team mate in last year’s 24-Hour race) Glen
Holmes loves a Brit bike and fancies the
T150V. Mates rates are agreed: they’re
getting a deal, the possibly-rare BMW
is saved from almost certain café racer
ruination, and the Triumph will be rebuilt, and
not broken.
That leaves the Laverda. This one is staying.
The plan is to assess, start gathering parts,
and possibly send engine internals for
overhaul, then do a family resto on it when
ZX990/Zephyr are both finished, using
the funds from the others to kick off the
substantial resto it needs. And deserves.
Little else will be left to show for Eric’s life:
a property developer will no doubt gut and
remodel (if not demolish) his family home, and
few of his personal effects will escape the
clearance effort.
Tom could have easily called a bike breaker
in, earnt a few quid and got them out of the
way. But they’d have been broken for bits and
profit, no question. Instead, all three will be
revived by very appreciative new keepers,
completing work Eric no doubt lamented he
couldn’t. I hope he’d approve of their futures.

Richa Toulon 2 Soft Shell

How long: four months
8
Cost: £199.99
10
Contact: nevis.uk.com

It looks like a casual jacket with its

removable hood, but is waterproof
(Scotland-proven) and has body armour
Idiot lights are in great shape, which is handy It must be a Mirage... no, really it IS a Mirage (only CE level-one though). Handy for
more relaxed getting-about with a bit of
discrete protection and practicality in a
jacket that doesn’t
look too ‘biker’
off the bike. It’s
very comfortable,
though there’s no
thermal lining so
you need something
underneath on
cooler days.
Who needs a logbook when you’ve got a real log? It’s actually weathered extremely well the T150

Practical Sportsbikes 99

Mark Graham
1976 Kawasaki KH1F
Professionals make it happen
MG sees the light and allows skilled people to drag the 500cc H1-engined S3 to near fruition
s old Clint Eastwood in his role as
trigger-happy cop Harry Callahan
in the movie Magnum Force said:
“A good man knows his limitations.” I’m not
suggesting for one second that I’m a good man,
but I do have some idea of my limitations.
To this extent I have farmed out the wiring of
the KH1F (and some other tasks beyond my
scope) to a man in Kent called Benjy Straw, who,
for my money, is the best electrics man this
New, improved Ralf Gille clutch worm drive (left)
100 Practical Sportsbikes
side of Ferret. I’ve known him for more than 40
years, and anyone who runs a Moto Morini of
any description (which I used to) will no doubt
know him too.
There’s also been some farming out of
machining work too. Local man Dave The Lathe
fired up his Myford Super 7 and machined the
centre of my 520 47T blank to the correct
diameter, and drilled four mounting holes in
the right places too, as well as making up all the
CDI units properly mounted, tidy wiring. At last
The story so far..
In 2018 a man embarked
on a journey to marry a
Kawasaki H1 500 engine
to a KH250 S3 chassis.
That journey never ends
Dave The Lathe: the less
MG is involved in the
KH1F the better
wheel spacers in ally (in exchange for pints). He
is a good man, with seemingly few limitations.
Thanks Dave.
Benjy also double-checked wheel alignment
on the KH, and discovered that the swingarm’s
left outermost extension was kinked out by
5mm. This has now been remedied with a
judicious cut ’n’ shut, and the chassis is rolling
straight and true. I would most likely never have
found this fault, not being an engineer of any
Coils tucked-up neatly under fuel tank. Top job
 PROJECT BIKES

I’M NOT AN
ENGINEER OF ANY
DESCRIPTION, OR EVEN
A FITTER, OR A HALF-
DECENT FITTER’S
MATE, OR EVEN A
SEMI-COMPETENT
BLOKE WHO SWEEPS
THE GARAGE FLOOR

OE single-piston caliper bled-up – and working

A drawing by someone who knows

what day it is, for someone else who
also knows what day it is. Awesome

Funny wee insert found in brake caliper feed

description, or even a fitter, or a half-decent was a minor concern before we bled it up.
R 6SR 105 Octane (RON) fuel fitter’s mate, or a semi-competent bloke-who- The botton chain run on the lower crankcase
sweeps-the-garage-floor while mumbling to section will need relieved so the chain doesn’t
How long: now himself. Oh well… take more chunks out if it, and as you read this
10
Cost: £134.96 (delivered) The man Benjy also knocked up some throttle the KH1F will be at Mick Abbey’s in Stockton-
10 cables and commented that the pull from the On-Tees getting its spannies fitted. And then
Contact: aaoil.co.uk
Venhill Q/A twistgrip is very firm (even on the we’ll be a gnat’s away from a fire-up.
The Anglo-American Oil Company less aggressive of the two cam options). Steve
supplies all sorts of fuels, including this at Allens (sic) Performance now has some Thanks: Straw Auto Moto Electrico
high octane leaded version for high-comp lighter springs for the three Mikuni VM34s on (01892 861389) straw.benjy@btinternet.com
old four-strokes without hardened valve order to remedy that. Clutch action, which was
seats, and hot two-strokes like this KH1F. also ‘very firm’ with the stock Kawasaki worm
Its high octane drive, has been vastly improved with a Ralf Gille
makes it more product. Not cheap at £150 but it does make
resistant to the lever action way lighter (something to do
detonation, with it having more worms in it).
and it’s kinder The front brake caliper was found to have
to seals and some sort of weird insert at the bottom of the
bearings too. female hose-in section, Benjy fished this out and
Expensive, yes – there’s now a proper old-school HEL braided
but way cheaper line into it. We now have a working front brake
than pistons and (despite me rebuilding the mastercylinder).
crank seals. Lever action is good, and even on full pull it
doesn’t foul the large twistgrip body – which ’Case half will need relieved for chain clearance

Practical Sportsbikes 101


Papa Newbigging
1992 Kawasaki Zephyr 1100
Losing the thread
Build delayed for weeks by one rotten crankcase stud
big part of the appeal of a Zephyr
(or GSX1400, or XJR, or any other
air-cooled bruiser) is the imposing
look of the motor.
They back this beefy visage with a fair heft,
too. So much so, that engine fitment is a real
effort, no matter how many helpers you can
rope in. Kerjiggering it into just the right angle
to slot in or out is difficult before you even
consider the mass involved, and the concerns
about dinging fresh finishes too. It’s easiest,
and best, to fit the bare frame over the engine,
then at least the married powerplant and
chassis can be lifted onto stands for ancillaries
to be wrapped around them.
102 Practical Sportsbikes
In order for the build to progress, all engine
work that demands the lump be out of the
chassis needs to be completed. And that has
been the problem.
The engine has been resisting every effort to
button it up ready to be fitted. So the chassis
jobs have backed up, too. The cylinder head
came off some months ago over concerns of
corrosion, as well as 30-year-old valve seals
possibly not doing their job any longer. In the
process, two studs snapped. The air-cooled
cylinder block has channels between pots one
and two, then another between three and four,
so they can take advantage of the passing
breeze relatively evenly around the cylinder’s
The story so far..
Daddy Newbigging is
building his first special –
a trick Zephyr 11 inspired
by Japanese builds
Fengineer wheeled into
action, but even the TIG
wizard tasted defeat
circumference. These channels are close to the
arc of spray and detritus from the front wheel,
as well as ideally positioned to collect rain or
washing suds running down from behind. No
wonder, then, that two would not yield despite
weeks of heat/penetrating fluid/tweaking
back and forth. In the end, the only way forward
was to crank them until they snapped and
released the head.
There was still optimism – they snapped at
the mid-point, allowing the top end to come
free, with plenty exposed to try more forceful
methods. Stud extractors and vice grips were
tried. More heat, applied more directly, and
more penetrating potion. Nothing doing. In
the end, Fengineer Simon’s welding gear was
brought to bear to weld a mild steel nut on
tight to the ’case. This gives a fresh and direct
means of applying twist, and the penetrating
heat of the weld often helps break the thread’s
grip in a way a blowtorch never will.

Fresh valve seat job from Mark Brewin. And please note: twin plug combustion chambers as standard
Snapped-off flush with the deck. Seriously
If only all threads could be as clean and tidy
PROJECT BIKES
GOOD TO GO BACK
TOGETHER? IT WAS,
UNTIL A PISTON RING
SNAGGED AND SNAPPED
AS WE OFFERED THE
BARRELS UP. ADDING
INSULT TO INJURY WE
ALSO DAMAGED A FIN
Fengineer at the ready: go. The first went
well. It took a lot of force, working back and
forth to grind the corrosion down gently
before giving it a big twist, but it came out. The
second did not: a 22mm nut (the closest size
we had around, fully bonded with TIG magic,
appeared to be doing the trick, until it went
slack and sheared off, leaving the stud flush.
Time to admit defeat: cocking up the next
level could easily write off the ’cases. The
bottom end was dumped on BSD Engineering
(P’boro) for the customary shake of the head/
look of mild condemnation from proprietor
Mark Brewin, before he got stuck in and
drilled it out and fitted a new thread insert. No
snapped bits, no bodges, no knackered ’case.
He was also handed the cylinder head, and cut
fresh seats for all eight valves and refitted
them with new genuine seals.
So, good to go back together? Yes. Or it was,
until a piston ring snagged and snapped as
we offered the barrels up. New one is in the
post. Adding injury to injury, the cylinders got
knocked and a fin has been damaged too. It’ll
be tucked well away in the middle of the bike,
so at least a repair and touch up can be done,
and nobody will ever notice. Between tapping
this instalment out on a keyboard, and the
finished mag reaching your peepers, he’ll have
had the Xmas holidays to finish it, and I’ll help
him finally slot it in the frame. Then we might
be getting somewhere.
TCX Street 3 Tex WP
Nice little rockery they’ve got going on there How long: three months
8
Cost: £159.99
10
Contact: nevis.uk.com
They look like your average hi-top sneaker,
but they’ve got a bit of protection and
waterproofing, as well as a stout sole. Ideal
for a combination of not-too-mental riding,
and walking around. They do keep water out,
and are all-day comfortable whether you
ride, walk or both. The waterproof sealed
tongue does make them very tight and
fiddly to put
on though: but
at least there’s
little need to
take them off
once you’re in.
Fin breakage a pain, but fixable (and out of sight)
Practical Sportsbikes 103
 The story so far..
After selling his Yam
Harry Moore, son of Jim, DT125R Jim had chronic
with a field and a TS80X
at his disposal
two-stroke trailie
withdrawal symptoms,
now fully cured

Jim Moore
1990 Suzuki TS80X

Holidaymaker grabs bargain

Man tears himself from beachside bar stool to put in cheeky bid for rare tiddler – and wins
wouldn’t normally buy anything
without first seeing it, especially
a bike, but it’s not easy to give
something a once over when you’re 3500 miles
Jim, with his boy
from home, lounging about on a Cape Verde
Harry, and the mighty beach. So, there I was, beer in hand, enjoying
TS80X the equatorial Atlantic sun, aimlessly flicking
through a certain online auction site, when I
noticed that a bike that I’d clocked the week
before had been reduced by £300. That was
all the encouragement I needed to send a few
exploratory messages to the owner.
Further motivation to make a purchase came
from, of all places, the missus. “What happened
about that bike you were trying to buy from
Germany?” she enquired from behind her Piña
Colada (third of the morning, and disappearing
just as swiftly as the previous two).
The bike she was referring to, was a 1985
Suzuki TS80X that I’d found on German eBay.
It was a minter and I’d haggled the seller down
from €2100 to €1900 (around £1600). When
you consider that even ropey 50s – TS50Xs,
DT50MXs and MT-5s – are going for up to two

104 Practical Sportsbikes

 BUOYED BY THE
BLESSING OF MY
BETTER HALF, I PUT IN
A CHEEKY BID. A DEAL
WAS STRUCK AT £2050,
DEPOSIT SENT, AND MY
MATE WENT TO PICK IT
UP (CHEERS TIM)
grand these days, £1600 for a faster, more
sophisticated version of those ’peds is not
to be sniffed it, if you like that sort of thing.
Fortunately, I do.
Getting a bike back from the continent
can be tricky, however, but I’d been given the
number of a courier who could bring it to my
door for £300. Unfortunately, he turned out
to be a complete tosser, messing me about so
much that the guy selling the TS lost his nerve
and pulled out of the deal. A lesson learned.
Fast forward a couple of weeks to when a
1990 TS80X popped up on UK eBay. This
rarely happens because the 80 was never
officially imported into the UK – it was a
French/German model built to suit their
learner laws – but it’s more desirable than the
50 because of its liquid-cooled, six-speed
motor, extra performance and sheer novelty
value. The price was a bit steep for my liking, so
I put it on my ‘watch list’ and flew off on holiday.
If it was still for sale on my return, I’d put in a
cheeky bid.
And as it turned out I didn’t have to wait that
long though because the seller reduced the
price while I was away. Buoyed by the blessing
of my better half, I put in that cheeky bid
from the beach. A deal was struck at £2050,
deposit sent, and a mate who lives near the
seller was dispatched to pick it up (cheers Tim).
Now that I’ve got the bike back to Norfolk, I
can finally assess my blind purchase. Overall,
I’m pleased. It’s how the seller described it:
not mint, but tidy, well-maintained and mostly
original. I also did a deal with the seller for
a collection of spares, which include a set
of forks, wheels, brake hubs, two complete
clutches, a spare barrel and head, radiator,
ignition system, foot pegs, seat, and more. You
can’t have enough spare parts with an old bike,
especially a rare one. And the bike’s wearing
new tyres, tubes, wheel bearings, plus chain
and sprockets too.
This TS has had two UK owners since being
imported from France, and I suspect most
if not all the ‘modifications’ I’ve discovered
were done on the other side of the channel.
A previous keeper rebuilt the engine, or so
I’m told, and it certainly runs sweetly enough,
starting first or second kick. It’s also running
premix – not a problem – but the oil tank is
missing, and the throttle had been changed so
I’ll need to source replacement parts if I want
to run oil injection again (I’ve cross-referenced
TS50X parts that should work).
Should be able to squeeze more
than the stock 9bhp out of it
Typical Suzuki trailie rider’s eye view. Comforting It came with a free duck egg blue hoover hose
The indicators are missing, too. Again, no
biggie, but that’s another 50 quid for a set
of four, plus the rear light isn’t the original to
which the rear winkers connect. If I’m being
really picky, the seat cover is wrong – it should
say Suzuki along the side, and the side-panel
graphics are from an earlier model, although
they match the tank colours perfectly and I
actuallyprefer them to the 80X decal that
should be there.
So, why bother buying an import 80? Simple,
really. I had to sell my DT125R last year
during lockdown – something I’ve regretted
’Eee got spare barrel for a wilder porting job
ever since – and this little trailie partly fills
that hole. More importantly, however, my lad,
Harry, can ride this TS off-road far easier than Optimate 4 battery charger
another DT which, at present, would be too tall
for him. Happy kid, happy life. How long: five years
10
I’ve got plans for the 80X. In stock form Cost: £69 (today)
these Suzukis only make 9bhp, so I’d like to 10
Contact: optimate.co.uk
get the spare barrel mildly fettled to release
a few more ponies. I’ve already bought a full Flat batteries are a pain the arse. So, if
Giannelli system for it too (€70 from RRD you’re going to get a charger – and you
Preparation in France, rrdpreparation.com) should if you haven’t already – get a decent
which should perk it up a bit; the exhaust that’s one. This Optimate 4 is good enough to
currently on it is a mishmash of stock front revive a 12V battery that’s all but given up,
pipe connected to a cut-up, hollowed-out TS50 can tell you it’s pre-charge condition, plus it’s
silencer), that makes loads of noise but doesn’t safe to leave connected while the bike’s not
aid performance. I’ve also agreed a deal with in use so that the
fellow small trailie enthusiast for another battery maintains
bottom end, giving me a complete spare charge – vital if
engine – important with something so rare. you don’t want to
If anyone’s got any TS50X spares, bugger up a sprag
particularly indicators, right hand switchgear, clutch on a large
oil tank, and a rear light assembly, please get capacity motor.
in touch. For now, however, the lad Harry and Years of use for 70
I will spend the winter enjoying some light quid. Bargain.
off-roading.
Practical Sportsbikes 105

Anyone recognize the track? Grass is
immaculate. Top marks mower person
Mark Forsyth
2022 Yamaha R7
Move on up: Minis to Supers
After a stellar rookie season in Minitwins, the Forsyths decide to go Supertwins with a new R7
old the front page. Stop press.
Plans have changed, almost
overnight, here at Monkey Wrench
Racing. Both our (immaculately prepared
and incredibly good value for money, cough)
SV650 Minitwin race bikes are up for sale
(form an orderly queue please) and a new
racing steed is on the way to our race HQ.
Yep, we’re going to build a Supertwin and
we’re going to build one around Yamaha’s
sexy new R7.
And here’s the thinking: everyone is
currently, blindly, ordering Aprilia’s RS660
Trofeo. It looks good on paper. Delivered race-
prepped with 100 rwhp it’s practically track
ready out of the box. The price? £15,108, and
we don’t yet know if it’ll be strong and reliable
enough to stay in one piece in the white heat
of pure road racing – which is what many
racers plan to do with it.
For young Adam, Supertwins is a natural
progression. Another 30bhp to get used to,
slick tyres, quickshifters; it’s all part of his
learning curve. For me on the sidelines, with
106 Practical Sportsbikes
The story so far..
PS’s Monkey Wrench
Racing take delivery of
a Yamaha R7 for some
2022 Supertwins action.
Maybe a TT entry too...
Supertwin rules allowing far more alterations,
it’s going to be much more interesting in
terms of development and progression.
On paper, the new £8,200 Yamaha R7 looks
like it’s got strong potential. If its results at
the sharp end in the Moto America twins
class are anything to go by (the US got the R7
earlier than us, and their rules have allowed
MT-07s for a while too).
Physically, it’s tiny and light. I had a spin on
one in early December and everyone I chatted
to about it thought it was an R3 – that’s how Small and light. Much better than big and heavy
diddy it is. The CP2 engine displaces a swept
689cc (already more than its rivals) and its
270º firing order should be just the job for
sniffing out extra edge grip and tyre life – for
proof of that, see what Toprak Razgatlioglu
and and Tarran Mackenzie have achieved on
their crossplane crank Yams in WSB and BSB
this season. Both Champions
Engine aside, the R7 also comes with all
the right bits to turn it into a proper race
bike; upside down front forks with radially-
mounted calipers and just the right fork Winglets or grab handles? Let’s go with winglets

ON PAPER ITS GOT
POTENTIAL. CHATTING
TO SOME OF THE GUYS
IN THE STATES WHO
ARE RUNNING THIS
BIKE/ENGINE IN ROAD
RACING AND FLAT
TRACK IS REALLY
ENCOURAGING.THEY
ALL SAY GOOD THINGS
Top yoke reliefs? Or just decoration? Which?
That’s a lot of brakes for 188kg wet (claimed)
offset and rake angles (compared with the
more commuter friendly but very similar
MT-07). Our theory, having had a good poke
about, is that the forks will only need a
cartridge kit and some fine tuning to be race
ready. The brakes? Maybe just an ABS delete,
a Brembo radial mastercylinder, and hose
kit – maybe Brembo calipers too, we’ll have
to see how that pans out. At the back, just a
decent quality shock – probably a K-Tech –
will sort that out.
The Americans, god bless them, have
already turned out a full race bodywork kit.
Sharkskinz are the boys and $1110 gets you
a full kit, including seat and front mudder.
We’ve started to attract some pretty big
hitters in this little Supertwin project already.
Nick ‘Silverback’ Morgan of MSS racing fame
is already aboard, and seeing as he’s opening
a new non-Essex branch of MSS on the side
of the A1 at Wansford in Cambridgeshire,
the close proximity to Monkey Wrench’s HQ
is handy as you like. Nick and his crack team
of suspension, chassis and engine gurus are
PROJECT BIKES
MSS Racing’s Nick Morgan – so at least
someone knows what they’re doing
keen to get cracking.
The loose plan for this coming season is to Rock Oil Dirt Blaster
get young Adam aboard for the development
of the bike with an eye to fielding a top roads’ How long: one season
10
jockey for the big pure-road Internationals in Cost: £14.96 per litre
10
2023, Omicron mutation permitting. This is Contact: demon-tweeks.com
going to be a full-factory, knobs, bells, kitchen
sink and whistles effort. Been using this stuff all season and it’s
Chatting to some of the guys in the States fantastic. Chain grease fling, brake dust? It
who are running this bike/engine in road just wipes them out.
racing and flat track is really encouraging. Cleaning is the best way to inspect every
They all say good things. The fact our barely part of your machine for lurking future
run-in test bike delivers only 68rwhp says DNFs. It’s also the best way to distract a
more about its strangulation by Euro5 scrutineer at tech’ inspection time. One
requirements than anything else. I blame that scrute at Donington
Martin Bangemann (remember him and his even commented how
100bhp power caps and leg protectors from nice the bike smelt (bit
the 1980s?). weird). That’s the Dirt
So follow us here – and on our Bookface Blaster, mate, eau de
pages – for a series of in-depth EU5 moto, innit. Tried loads
destrangulation fixes, and chassis and of these products over
suspension set-up features too showing the years. This one’s the
you how to unlock the potential of Yamaha’s real deal.
groovy new R7.
Practical Sportsbikes 107
 The story so far..
MG attempts to build a
mildly tweaked, decent
handling Bandit 12 from
the bare bones of a £900
rolling chassis

‘Ernest Fits a Clutch’ was a

box office flop. No wonder
Mark Graham
1998 Suzuki GSF1200 Mk1

Simpler and better. Easy too

GSX-R cable clutch goes into Bandit for better action and less faff. And even MG can do it. True
here’s never a bad time to visit
your Medium-G for a bit of fun and
games with old Suzukis, unless
it’s a Sunday after he’s twisted his ankle in
a pub car park on a Saturday nite. He didn’t
complain too much, after the initial hour of
moaning and groaning passed.
But, as ever, he was a never-ending source of
handy hints and tips.
The stock Bandit 1200 is fitted with a
hydraulically-actuated, diaphragm-spring
clutch. Hydraulic action is good in some ways
as in theory it’s self-adjusting, requires less
maintenance, and the master to slave cylinder
ratio generally provides a lighter lever action.
A diaphragm spring is good in some ways
too because it’s simple, light, and its spring
pressure at the lever decreases after it
flattens, so you get a progressively lighter
lever action.
But cables are way simpler and easier to fix
if they wear of break. And although coil spring
clutches’ realease pressure increases as the
springs deflect, they offer more control at the The standard diaphragm-spring clutch – big circlip facilitates its removal. Swap is a half-hour job. Tops

108 Practical Sportsbikes

 PROJECT BIKES

A FRESH ROD IS GSX-R 600/750 K1-3

ORDERED UP FOR A clutch pack. You only need
FAIRLY STIFF TWELVE the plates, springs and
inner
QUID, BUT BEFORE
THAT GOES IN THE
WHOLE AREA WILL GET
A PROPER CLEAN – IT’S
NASTY EVEN BY MY
STANDARDS

Knurled ’bar end resistant to lever perch fitting

Mark 1 600 Bandit

sprocket cover with cable
clutch release – straight fit
Gary throwing a left hook at his garage gong

lever. A cable-operated, coil-sprung clutch
Tapping grease is the way to go – we feel. Ever had to mess
about replacing clutch slave cylinder seals
How long: three months when they go west on an all too regular basis?
10
Cost: £11.24 It’s annoying, and no fun. Cables... easy.
10 For this reason we’re fitting a Suzuki
Contact: cromwell.co.uk
GSX-R75-/600 K3/4 coil spring clutch to our
The correct lube to use to get cleanly Bandit 12.
tapped threads, and especially handy Off with the clutch cover, and then remove
when tapping threads where you don’t the circlip retaining the diaphragm spring.
want any swarf/shavings getting into a Easy. Out with the plates and then remove
recess beyond the hole. Used this to tap the centre nut with the wind gun. Out with the
out the fuel Bandit clutch centre. “It’s important here not
petcock mount to disturb the oil pump drive that lives behind
on the KH1F the primary gear,” says Gary. “That’s why you
(PS, September keep the Bandit outer.”
2021) with After the big man confirms the oil pump
success. Can drive is properly engaged, it’s in with GSX-R
be used on centre, a quick blast with the wind gun, then
stainless steel, in with the plates, clamp the springs up, back
mild steel, and on with the cover: “Remember that the two
with aluminium bolts with the integral washers go next to the
alloys too. ignition cover, that’s because they’re open to
the crankcase, where the rest are blind,” says
supervisor Gary. And that’s it.. A dog could
do it, but I still preferred having Medium-G’s
beady eye on events to ensure there were no
dumb slip-ups on the internals.
Next job is fitting a Bandit 600 sprocket
cover with its cable actuator. First, pulling out
the existing clutch actuating rod reveals the
tip is in a miserable condition. Not entirely
surprising, a lot of grot gets into clutch slave
cylinders, they generally sit in vile operating
conditions; chain lube crud, grit water, all
doing their worst.
A fresh one is ordered up for a fairly stiff
twelve quid, but before that goes in the whole
drive sprocket area will get a proper clean
down and scrub up (a) because it’s nasty (even
by my standards), and (b) we might want to
replace the rod seal, just because we can.
Next on the Bandit agenda is a carb strip
and rebuild. We’ve got a set of single-pull
36mm Mikunis off a GSX-R1100K and a wee
kit to nice them up with. And I’ll see if I can do
that without impinging on another of the big
man’s Sundays.

Practical Sportsbikes 109

 MARCH ISSUE 137 ON SALE 9 FEB
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 Classifieds

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112 Practical Sportsbikes

 Classifieds

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RIDING THE BEST
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Bikes for sale

YAMAHA FZ750 2 MG
1987
Race bike with V5, 2018
championship winner, R6
winner, huge spares package
including spare wheels, 3 engine,
tank, forks, swinging arms,
exhaust etc £2000 TEL: 07984
009823 HAMPSHIRE

Bikes Wanted
HONDA CG125
Please mention when replying back to advertisers
Or Honda C90/C70/C50, please
ring anytime, any other bike
Autojumble TEL: 07399 079132 LONDON

HONDA TWIN/SINGLE
For a restoration project, road or
trials, anything considered, any
condition, eg C90,CB125,
CB250/350/400, XL125/250, will
travel TEL: 07538 696157
LEICESTER

Practical Sportsbikes 113

 ASKIN
G
£1650

I CAN’T GET MY HEAD

around how prices are going
mad on some bikes. I was
talking to Jim about 20-grand
NSRs – that’s mental. 500
two-strokes are clear of
that too, and I just couldn’t This is increasingly what good value looks
like. Prices are only going one way
stomach the price of some older trail bikes.
£6k for a TS250? No way – I can’t imagine
using a trailie anything like properly when
YAMAHA DT125MX
you’ve got that much in it.
This seemed cheap, even though it’s a
I’ve seen the global market go nuts before
125, not the 175 you realistically want.
for bikes that tended to be more of a
175 barrels drop straight on though so
European interest. The USA is catching on
it’s not a massive problem. There wouldn’t
to 1980s and 1990s Japanese sportsbikes,
be a lot of money to put in to make it very
and Japan started sucking up Z1s from all
nice, when nice ones are £4000 it makes
over the world, some time after they started
a lot of sense. He says it’s running well, so I
regaining popularity here.
wouldn’t even open the engine, just see how
If you want something, and can afford
it goes. It looks honest and nearly-there, and
it, get it soon. Bottom value before things
good value.
appreciate (from anywhere) is getting rarer.
I’m just glad I’ve got most of the old bikes I
could want – where would I get them now, KAWASAKI GPZ1000RX bike, or an engine donor for a 900, so not
and what would I have to pay? These are a really fast, and a lot of bike. worth much more than that. Bear in mind
I know I’m in the minority but I prefer the they don’t really work with the 900 carbs
1000s grunt and speed over the 900. But and airbox though, so you need to run the
this one has loads missing, it’s rough, and bigger carbs and open filters. Or flatslides
they aren’t worth much. It’s really a spares ideally, if you’re feeling flush…

SOLD F
OR
£345

SOLD
FO
£235R
YAMAHA FZR600
That could be the makings of a cheap
track bike. You’d want to update the
brakes, forks and wheels, but you could
use Thundercat bits for not a lot of
cash. It’s really ropey but at that money It is, as the late Ted
you’ve got room to build something well: Rogers might have
described it, a Dusty
it’s worth no more than £235 though. Bin, but the engines
FZR600s still don’t fetch much. are towering things

114 Practical Sportsbikes

 FOR
Simple, interesting, and a basis for a SOLD
TT2-type rep if that’s what you fancy £845

CAGIVA ALAZZURRA
What a wacky looking thing, but
different. Well, hideous really. But
it’s good to see something out of
the ordinary. There are only so many
Roberts-rep LCs you can see before they
get a bit… wearing. The engine is dead
simple, but it’s dead slow too. You can fit
later, bigger SS and Monster engines, and
make a more powerful tribute to early
TT2-type Ducati race bikes.

ASKING
£150

SUZUKI GSX750F TEAPOT

I bet this bloke’s inbox went nuts – I’d be amazed
if he didn’t take an offer over asking price. It
wouldn’t take too much to revive as a cheap,
but well-sorted runaround, or an ideal donor
engine for any old GS/GSX 550 or 750 – the
stock engines in those aren’t worth tuning or
rebuilding, and they’re a bit wheezy by any
standard. But an oil-cooled engine gives a
budget special some decent power as well as
The engine is the best bit. But stealth
Teapots with 1100 motors can rock
saving something that might get scrapped.

YAMAHA TZR/XT660 SOLD FO

R
Be wary of big singles in other £2302
frame, especially if they’re
aluminium. Even Yamaha couldn’t
stop SZR660s breaking engine
mounts – so stuffing this in a
TZR250 2MA frame, built for
a lighter engine, and different
vibration frequencies, is a risk.
It doesn’t sit right somehow either
with RGV running gear. Too many
possible issues for my taste – I’d
start with an SZR then add nice
bodywork and suspension if I wanted
a Yamaha supermono.
It’s basically what this guy was
driving at, after all. The TZR
engine would have been more
powerful, so this is probably The supermono craze is over, but
made of leftovers from when the that doesn’t mean the market is
finished, as we witness here...
donor bikes were worth nothing.

Practical Sportsbikes 115