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86 Articles

Two-stroke fever!

Two-stroke fever! It’s funny how certain motorcycles really get under our skin. Or in the case of a two-stroke, under our skin, fingernails and into our lungs: if there’s a sweeter motorcycling smell than a freshly-warmed up two-stroke, I’ve yet to smell it. It’s as good as cut grass… My own two-stroke experiences were limited to a 125cc learner bike (ahhhh the KMX125…) and an RD350 F2, but they left their own indelible mark on me: I always have two fingers hovering over the clutch, for a start. I then got into four-strokes and never looked back, but perhaps I should. People like reader Tim Partington and our own Andy Bolas love their two-strokes. Andy has a large number in his collection and this month we see his rare-ish Yamaha…

Two-stroke fever!

Two-stroke fever!

It’s funny how certain motorcycles really get under our skin. Or in the case of a two-stroke, under our skin, fingernails and into our lungs: if there’s a sweeter motorcycling smell than a freshly-warmed up two-stroke, I’ve yet to smell it. It’s as good as cut grass… My own two-stroke experiences were limited to a 125cc learner bike (ahhhh the KMX125…) and an RD350 F2, but they left their own indelible mark on me: I always have two fingers hovering over the clutch, for a start. I then got into four-strokes and never looked back, but perhaps I should. People like reader Tim Partington and our own Andy Bolas love their two-strokes. Andy has a large number in his collection and this month we see his rare-ish Yamaha R1-Z. Tim, meanwhile, tells us…

Two-stroke fever!

There is something so special about the Moto Guzzi marque. Founded in 1921 by a pilot and a mechanic from the nascent Italian air force, Moto Guzzi has become the oldest European motorcycle manufacturer in continuous production. Giovanni Ravelli was a friend of the founders who died in a plane crash in 1919 – Carlo Guzzi and Giorgio Parodi would remember him by incorporating the Italian Air Corps’ logo on the tank of their machines… Any machine bearing that logo just feels special – from an innovative race machine (thanks to their aeronautical background, they developed and used the first ever motorcycle wind tunnel) through a V8 and to their almost trademark longitudinal-crank, 90º V-twins… The brilliant bit about Guzzi is the wide-variety of machines produced over the (almost) 100 year period: cruisers,…

cmm Archive Grazzi, Guzzi! There is something so special about the Moto Guzzi marque. Founded in 1921 by a pilot and a mechanic from the nascent Italian air force, Moto Guzzi has become the oldest European motorcycle manufacturer in continuous production. Giovanni Ravelli was a friend of the founders who died in a plane crash in 1919 – Carlo Guzzi and Giorgio Parodi would remember him by incorporating the Italian Air Corps’ logo on the tank of their machines… Any machine bearing that logo just feels special – from an innovative race machine (thanks to their aeronautical background, they developed and used the first ever motorcycle wind tunnel) through a V8 and to their almost trademark longitudinal-crank, 90º V-twins… The brilliant bit about Guzzi is the wide-variety of machines produced…

Super strokers!

It’s easy to see why there’s been such an explosion in prices within the 250cc two-stroke market; with so many different variations on the same theme there’s something to suit everyone and their budget. Prices have been hotting up recently across the sector but not all 250cc strokers are out of reach, well just not quite yet! The class boils down to those models that were official UK models and those that weren’t. Other than Honda the three main Japanese firms got very competitive, delivering ever more technical bikes to us here in the UK. The 1970s two-stroke two-fifties appeal to different types of owners, so I’m going to focus on the 80s and 90s specimens, like those seen in this ’ere issue of CMM. Entry level bikes start off at around £2000.…

Super strokers!

ANDY B’S HINTS AND TIPS

To get a second opinion on the state of the 250cc market we spoke to our own stroker ace, Andy Bolas. With many 250s in his impressive collection he offers us some food for thought… What 250cc model is on the move? “NSR250 MC28 prices have gone through the roof! They’ve broken the £10,000 barrier. I have been looking for one on and off and the closest that I’ve come to finding a good one was a bike in the trade that I bid £8000 for. I would’ve gone higher but to be spot on it needed the stanchions re-chromed and the bodywork respraying!” Where have all the bargains gone? Are there any cheap options to 250cc stroker ownership? “For my money the R1-Z is the sleeping beauty (see page 38) they are quirky…

ANDY B’S HINTS AND TIPS

Super strokers!

cmm Marketplace Super strokers! You can’t help but see the two-stroke 250s in this issue – but what is the market doing? Scott Redmond finds out. It’s easy to see why there’s been such an explosion in prices within the 250cc two-stroke market; with so many different variations on the same theme there’s something to suit everyone and their budget. Prices have been hotting up recently across the sector but not all 250cc strokers are out of reach, well just not quite yet! The class boils down to those models that were official UK models and those that weren’t. Other than Honda the three main Japanese firms got very competitive, delivering ever more technical bikes to us here in the UK. The 1970s two-stroke two-fifties appeal to different types of…

Super strokers!

ANDY B’S HINTS AND TIPS

ANDY B’S HINTS AND TIPS To get a second opinion on the state of the 250cc market we spoke to our own stroker ace, Andy Bolas. With many 250s in his impressive collection he offers us some food for thought… What 250cc model is on the move? “NSR250 MC28 prices have gone through the roof! They’ve broken the £10,000 barrier. I have been looking for one on and off and the closest that I’ve come to finding a good one was a bike in the trade that I bid £8000 for. I would’ve gone higher but to be spot on it needed the stanchions re-chromed and the bodywork respraying!” Where have all the bargains gone? Are there any cheap options to 250cc stroker ownership? “For my money the R1-Z is…

ANDY B’S HINTS AND TIPS

The latest riding kit, top tools, tyres, retro clothing and more!

ARAI FREDDIE SPENCER REP Arai has just launched a couple of special versions of its RX-7X SP sports helmet – and they are dedicated to three-time world champion Freddie Spencer. There’s also the Arai RX-7X 40th Anniversary lid (in a couple of different colours), celebrating his first American national title back in 1978. They’re not cheap of course, but you’re getting a top quality, race-spec lid, kitted out with the colours of one of America’s most iconic motorcycle racers. www.whyarai.co.uk ALPINESTARS WARHORSE JACKET This is a nice-looking, urban sport riding jacket constructed from premium leather, not horse-hide! It has a removable thermal liner and CE-certified protection on the shoulder and elbows, plus the ability to upgrade with Alpinestars Nucleon chest and back inserts. www.alpinestars.com LASER SOCKET AND BITS SET You’ve got a small fastener that’s…

The latest riding kit, top tools, tyres, retro clothing and more!

The latest riding kit, top tools, tyres, retro clothing and more!

cmm Stuff The latest riding kit, top tools, tyres, retro clothing and more! ARAI FREDDIE SPENCER REP Arai has just launched a couple of special versions of its RX-7X SP sports helmet – and they are dedicated to three-time world champion Freddie Spencer. There’s also the Arai RX-7X 40th Anniversary lid (in a couple of different colours), celebrating his first American national title back in 1978. They’re not cheap of course, but you’re getting a top quality, race-spec lid, kitted out with the colours of one of America’s most iconic motorcycle racers. www.whyarai.co.uk ALPINESTARS WARHORSE JACKET This is a nice-looking, urban sport riding jacket constructed from premium leather, not horse-hide! It has a removable thermal liner and CE-certified protection on the shoulder and elbows, plus the ability to upgrade with…

The latest riding kit, top tools, tyres, retro clothing and more!

Riding kit worn, tools twirled & tyres turned

BELL MOTO-3 ACE CAFE GP 66 HELMET There’s no denying the Bell Moto-3 Ace Cafe GP 66 is a cool looking lid. It looks almost identical to the iconic helmets worn by 1970s scrambling stars – but don’t worry, it’s equipped with the latest and greatest modern materials and technology, to meet European and American safety standards and help keep your noggin safe out on the Tarmac (or dirt). It’s not packed with an abundance of features though – after all, it’s a fairly simple and straightforward design, that’s been tried and tested over the years. Why change a winning formula? The lid is made using a modern lightweight fibreglass composite shell – which comes in three different sizes, allowing you to get the perfect fit. Regarding the fit, I did find it…

Riding kit worn, tools twirled & tyres turned

‘New’ W800 coming!

If you’re a Kawasaki fan of a certain age, you will ‘recognise’ these two beauties… These are the new Kawasaki W800 Street and W800 CAFÉ and they are coming to a dealership near you in 2019. Kawasaki says that both models can trace their lineage back over half a century to the original 1966 W1 650; at the time the largest capacity four-stroke machine manufactured in Japan. A number of W-models have been in the Kawasaki modern-classic/retro stable since, but this is 90% new and is Euro 4 compliant. Sharing a completely new chassis, each machine has modern brakes (with ABS and a disc rear for the first time) and modern touches such as LED lighting. The motor is a 773cc bevel driven camshaft parallel twin. No price has yet been announced but…

‘New’ W800 coming!

Riding kit worn, tools twirled & tyres turned

cmm Tested Riding kit worn, tools twirled & tyres turned BELL MOTO-3 ACE CAFE GP 66 HELMET There’s no denying the Bell Moto-3 Ace Cafe GP 66 is a cool looking lid. It looks almost identical to the iconic helmets worn by 1970s scrambling stars – but don’t worry, it’s equipped with the latest and greatest modern materials and technology, to meet European and American safety standards and help keep your noggin safe out on the Tarmac (or dirt). It’s not packed with an abundance of features though – after all, it’s a fairly simple and straightforward design, that’s been tried and tested over the years. Why change a winning formula? The lid is made using a modern lightweight fibreglass composite shell – which comes in three different sizes, allowing…

Riding kit worn, tools twirled & tyres turned

STOP PRESS! SHEENE BIKE BUILD!

If you’ve just got this issue of CMM you’ll still have time to head to the Birmingham NEC for Motorcycle LIVE! And if you do, pop along to Suzuki’s stand in Hall 2. There you will see this very G-54 being rebuilt. The bike was the precursor to the XR14 and RG500 machines that went on to take Suzuki and Barry Sheene to world championship glory. The G-54 concept was born in May 1973, five years after Suzuki withdrew from Grand Prix racing following regulation changes by the F.I.M. But, after competing in the smaller 50cc, 125cc, and 250cc classes, Suzuki had decided to make a return, this time in the premier 500cc class. The bike – where G denoted Grand Prix use only and 54, strangely, stood for 1974 – was designed…

STOP PRESS! SHEENE BIKE BUILD!

‘New’ W800 coming!

News ‘New’ W800 coming! If you’re a Kawasaki fan of a certain age, you will ‘recognise’ these two beauties… These are the new Kawasaki W800 Street and W800 CAFÉ and they are coming to a dealership near you in 2019. Kawasaki says that both models can trace their lineage back over half a century to the original 1966 W1 650; at the time the largest capacity four-stroke machine manufactured in Japan. A number of W-models have been in the Kawasaki modern-classic/retro stable since, but this is 90% new and is Euro 4 compliant. Sharing a completely new chassis, each machine has modern brakes (with ABS and a disc rear for the first time) and modern touches such as LED lighting. The motor is a 773cc bevel driven camshaft parallel twin.…

‘New’ W800 coming!

Does this sound just the teensiest bit familiar: “I wish I knew where I’d put that bag of spares!” Just how many times have you hunted around your shed, workshop, man-cave or the like looking for highly important components you know you have but cannot locate? This is, sadly, part and parcel of what we do. Well no, that’s strictly not true. It’s only an integral part of your life if you are daft or naïve enough to embark upon restorations. Having an atypical attack of organisation some time ago I did actually embark upon a full week of strategic labelling, box rearrangement and parts rationalisation. The entire process was, I freely admit, cathartic and enlightening. I found parts I’d lost, components I’d forgotten about, and stuff I have no recollection…

STOP PRESS! SHEENE BIKE BUILD!

News STOP PRESS! SHEENE BIKE BUILD! If you’ve just got this issue of CMM you’ll still have time to head to the Birmingham NEC for Motorcycle LIVE! And if you do, pop along to Suzuki’s stand in Hall 2. There you will see this very G-54 being rebuilt. The bike was the precursor to the XR14 and RG500 machines that went on to take Suzuki and Barry Sheene to world championship glory. The G-54 concept was born in May 1973, five years after Suzuki withdrew from Grand Prix racing following regulation changes by the F.I.M. But, after competing in the smaller 50cc, 125cc, and 250cc classes, Suzuki had decided to make a return, this time in the premier 500cc class. The bike – where G denoted Grand Prix use only…

STOP PRESS! SHEENE BIKE BUILD!

SCOOPERMAN! The sunny side of the classic world, with the VJMC’s Steve Cooper Does this sound just the teensiest bit familiar: “I wish I knew where I’d put that bag of spares!” Just how many times have you hunted around your shed, workshop, man-cave or the like looking for highly important components you know you have but cannot locate? This is, sadly, part and parcel of what we do. Well no, that’s strictly not true. It’s only an integral part of your life if you are daft or naïve enough to embark upon restorations. www.vjmc.com ❙ 01324 410519 Having an atypical attack of organisation some time ago I did actually embark upon a full week of strategic labelling, box rearrangement and parts rationalisation. The entire process was, I freely admit,…

1 Southern Classic Off-Road & Racing Show & Motorcycle Jumble. Kempton Park, Middlesex TW16 5AQ. www.kemptonparkautojumble.co.uk 2 Ace Cafe London,Bike Day + Ace Cafe Club Day Xmas Meet. www.london.acecafe.com 9 Normous NewarkAutojumble. www.newarkautojumble.co.uk 9 Ace Cafe London,Paws‘n’ Claws Pet Food Run. www.london.acecafe.com 16 Ace Cafe London, Xmas Carol Service. Stonebridge, London NE10 7UD. 19 JANUARY ISSUE OF CLASSIC MOTORCYCLE MECHANICS 31 Ace Cafe London, New Year’s Eve Party. http://london.acecafe.com…

SEE YOU THERE! December 2018 1 Southern Classic Off-Road & Racing Show & Motorcycle Jumble. Kempton Park, Middlesex TW16 5AQ. www.kemptonparkautojumble.co.uk 2 Ace Cafe London,Bike Day + Ace Cafe Club Day Xmas Meet. www.london.acecafe.com 9 Normous NewarkAutojumble. www.newarkautojumble.co.uk 9 Ace Cafe London,Paws‘n’ Claws Pet Food Run. www.london.acecafe.com 16 Ace Cafe London, Xmas Carol Service. Stonebridge, London NE10 7UD. 19 JANUARY ISSUE OF CLASSIC MOTORCYCLE MECHANICS 31 Ace Cafe London, New Year’s Eve Party. http://london.acecafe.com…

A 2019 Bobber job!

Bobbers are part and parcel of the specials scene now, and it’s the case that the major manufacturers have been producing these retro-styled factory specials for the last few years. This issue, we have a go on the Moto Guzzi V9 Bobber (page 32) so we figured it prudent to show you this 2019 take on the base model: this is the V9 Bobber Sport. Guzzi says that the Sport gives the basic Bobber design a more aggressive, racing style, drawing inspiration from the flat-track racers that originated the Bobber phenomenon. On paper the Sport has a lower seat height, gorgeous twin Ohlins shocks, a slip-on end-can for more sound and updated aesthetics, including a solo-only single seat vibe… We won’t say too much about our ride on the current version as that’s…

A 2019 Bobber job!

A 2019 Bobber job!

A 2019 Bobber job! Bobbers are part and parcel of the specials scene now, and it’s the case that the major manufacturers have been producing these retro-styled factory specials for the last few years. This issue, we have a go on the Moto Guzzi V9 Bobber (page 32) so we figured it prudent to show you this 2019 take on the base model: this is the V9 Bobber Sport. Guzzi says that the Sport gives the basic Bobber design a more aggressive, racing style, drawing inspiration from the flat-track racers that originated the Bobber phenomenon. On paper the Sport has a lower seat height, gorgeous twin Ohlins shocks, a slip-on end-can for more sound and updated aesthetics, including a solo-only single seat vibe… We won’t say too much about our…

A 2019 Bobber job!

You asked for thanks to friends getting us into bikes, well, my mate Phil Blennerhasset, has a lot to answer for. Biking was a cheap commute for me 36 years ago, when Phil and I met and became life-long friends. Fast forward to four years ago when I hadn’t ridden a bike for 25 years, and Phil persuaded me to come along with his mates (as a pillion, to begin with) around Europe. Well you can imagine the stick I got to get another bike. So, on the spur of the moment I went out and bought a GS, and tentatively rode it the six miles home. I didn’t realise how big bikes had become and I couldn’t even turn it round in the garage! So glad I’m back into…

WIN BRIDGESTONE TYRES

FEEDBACK WIN BRIDGESTONE TYRES Post to Mechanics, PO Box 99, Horncastle, Lincs LN9 6LZ or email your pictures to editorial@classicmechanics.com Loving the mag! I renewed my subscription today, still a top mag, nice mix of plastic fantastic and old iron. The mix of writers and their varied interests cover a really broad spectrum. Special mentions for: Allen Millyard – an extremely talented guy – way more capable than my wildest dreams; Scott Redmond – ‘Wheeler Dealer’, very resourceful and always a great insight with a good dose of humour; Steve Cooper – obviously suffers from Serial Restoration Disorder – I really like his practical approach, alternative solutions and depth of knowledge (even if I have to check my dictionary for some of the words he uses!). While I…

WIN BRIDGESTONE TYRES

WIN BRIDGESTONE TYRES

Loving the mag! I renewed my subscription today, still a top mag, nice mix of plastic fantastic and old iron. The mix of writers and their varied interests cover a really broad spectrum. Special mentions for: Allen Millyard – an extremely talented guy – way more capable than my wildest dreams; Scott Redmond – ‘Wheeler Dealer’, very resourceful and always a great insight with a good dose of humour; Steve Cooper – obviously suffers from Serial Restoration Disorder – I really like his practical approach, alternative solutions and depth of knowledge (even if I have to check my dictionary for some of the words he uses!). While I was on the www.classicmagazines.co.uk website I thought I’d check out the EXTRA feature that you’ve been promoting in the last few issues but had…

WIN BRIDGESTONE TYRES

Dear CMM, about the fuel issue: this matter was covered very well a few months ago in Old Bike Mart – your sister title. So perhaps CMM could write up a more detailed article aligned to ‘modern’ machinery, i.e., 1970s/1980s etc. One elderly reader of OBM later wrote to say that Esso had no intention of using ethanol in its Premium range, so perhaps this could be clarified for your readers too? Perhaps you could also highlight the rise in the use of petrol additives too, which ones are recommended etc. Apparently ethanol can also have an adverse impact on the durability of existing fuel lines on older machinery: another area to consider as part of any future article? Leafing through my old back copies of CMM I notice you haven’t…

Prize winner Thanks, mate! You asked for thanks to friends getting us into bikes, well, my mate Phil Blennerhasset, has a lot to answer for. Biking was a cheap commute for me 36 years ago, when Phil and I met and became life-long friends. Fast forward to four years ago when I hadn’t ridden a bike for 25 years, and Phil persuaded me to come along with his mates (as a pillion, to begin with) around Europe. Well you can imagine the stick I got to get another bike. So, on the spur of the moment I went out and bought a GS, and tentatively rode it the six miles home. I didn’t realise how big bikes had become and I couldn’t even turn it round in the garage! So…

Andy Gordon’s 1971 Suzuki TT350 I purchased this bike six or seven years ago, in fair condition, but wanted to totally restore the bike, so did a full-on restoration including fully rebuilt engine. The bike is a genuine UK bike and was purchase new in 1972 from Comerfords, I found out that the bike was a rare TT350 with different colours to the T350R. I have shown the bike at Bristol classic bike show and also met the original owner of it, so I know the early history and that the bike was done in its original colour of candy red. Mark Banister’s 1978 Yamaha XT500E After a few years in the shed (more than four, as I recall) and a few quid having been spent this old friend was reborn in the…

Fuel’s gold? Dear CMM, about the fuel issue: this matter was covered very well a few months ago in Old Bike Mart – your sister title. So perhaps CMM could write up a more detailed article aligned to ‘modern’ machinery, i.e., 1970s/1980s etc. One elderly reader of OBM later wrote to say that Esso had no intention of using ethanol in its Premium range, so perhaps this could be clarified for your readers too? Perhaps you could also highlight the rise in the use of petrol additives too, which ones are recommended etc. Apparently ethanol can also have an adverse impact on the durability of existing fuel lines on older machinery: another area to consider as part of any future article? Leafing through my old back copies of CMM I…

Like many of us, when we get to certain special times in our lives, we like to treat ourselves, yes? Hitting 40 is a classic, 50, 60 and 70 too… Often we have what’s fashionably called a ‘bucket list’. It could be throwing yourself out of a perfectly good aeroplane, or travelling to a faraway country. For many of us men (yes, I know we have a proud female readership, but bear with me on this) we confuse a ‘bucket list’ with ‘mid-life crisis’. Some may seek out the delights of the younger, fairer sex, while the shrewder among us will try and keep the better half happy, so we can have more time in the shed/garage… Tim Partington was shrewd. Note the use of the past tense, there. Then things changed…

Show us yours We want to see YOUR pride and joy in our pages, so you can share what you ride and restore with fellow readers. Email your hi-res shots to bsimmonds@mortons.co.uk or mail in some photos to the address at the front of the mag. Let us know what you’ve done and how you’ve done it and send before and after shots if you can. Do get in touch. Bertie. Andy Gordon’s 1971 Suzuki TT350 I purchased this bike six or seven years ago, in fair condition, but wanted to totally restore the bike, so did a full-on restoration including fully rebuilt engine. The bike is a genuine UK bike and was purchase new in 1972 from Comerfords, I found out that the bike was a rare TT350 with…

Bobber dazzleer?

Biking fads seem to be the way things are heading and one is the Bobber. In the same way that café racers seem to pop up from time to time, these stripped-down machines hark back to an era that marketing people seem to think we really want to relive. A ‘Bobber’ itself was a ‘pared back’ American machine, more often than not a Harley-Davidson. When the men came back from the Second World War, they could pick up ex-War Department hogs and strip them back, make them look more aggressive and make them unique. Today ‘hipsters’ love them and make them from anything and everything. That’s all well and good, but some bikes are more suited to this than others, so what on Earth is Europe’s oldest motorcycle manufacturer doing making…

Bobber dazzleer?

READER SPECIAL Holiday FUN-D! CMM reader Tim Partington had a plan for his 50th: a top holiday away with missus Nicole. Then this bike happened… WORDS: BERTIE SIMMONDS PHOTOS: SIMON EVERETT, TIM PARTINGTON Like many of us, when we get to certain special times in our lives, we like to treat ourselves, yes? Hitting 40 is a classic, 50, 60 and 70 too… Often we have what’s fashionably called a ‘bucket list’. It could be throwing yourself out of a perfectly good aeroplane, or travelling to a faraway country. For many of us men (yes, I know we have a proud female readership, but bear with me on this) we confuse a ‘bucket list’ with ‘mid-life crisis’. Some may seek out the delights of the younger, fairer sex, while the…

Bobber dazzleer?

RETRO RIDE Bobber dazzleer? Bertie Simmonds rides a characterful Moto Guzzi, but asks if this is just a fad too far? WORDS: BERTIE SIMMONDS PHOTOS: GARY D CHAPMAN, MOTO GUZZI/MORTONS ARCHIVE Biking fads seem to be the way things are heading and one is the Bobber. In the same way that café racers seem to pop up from time to time, these stripped-down machines hark back to an era that marketing people seem to think we really want to relive. A ‘Bobber’ itself was a ‘pared back’ American machine, more often than not a Harley-Davidson. When the men came back from the Second World War, they could pick up ex-War Department hogs and strip them back, make them look more aggressive and make them unique. Today ‘hipsters’ love them and…

Bobber dazzleer?

ENGINE TYPE 853cc, air-cooled, 2-valve per cylinder 90º V-twin MAXIMUM POWER 55bhp @ 6250rpm MAXIMUM TORQUE 46lb-ft @ 3000rpm TRANSMISSION 6-speed FINAL DRIVE Shaft CHASSIS Tubular steel double-cradle SUSPENSION Right-way-up 4omm forks (F) Twin shocks adjustable for pre-load (R) BRAKES Single 320mm floating disc, 4-piston opposed caliper with ABS (F) Single 260mm disc, two-piston floating caliper with ABS (R) TYRES 130/90-16 (F) 150/80-16 (R) SEAT HEIGHT 770mm WHEELBASE 1480mm WEIGHT 200kg (wet) FUEL CAPACITY 15 litres…

SPECIFICATION MOTO GUZZI V9 bOBBER ENGINE TYPE 853cc, air-cooled, 2-valve per cylinder 90º V-twin MAXIMUM POWER 55bhp @ 6250rpm MAXIMUM TORQUE 46lb-ft @ 3000rpm TRANSMISSION 6-speed FINAL DRIVE Shaft CHASSIS Tubular steel double-cradle SUSPENSION Right-way-up 4omm forks (F) Twin shocks adjustable for pre-load (R) BRAKES Single 320mm floating disc, 4-piston opposed caliper with ABS (F) Single 260mm disc, two-piston floating caliper with ABS (R) TYRES 130/90-16 (F) 150/80-16 (R) SEAT HEIGHT 770mm WHEELBASE 1480mm WEIGHT 200kg (wet) FUEL CAPACITY 15 litres…

Roamin’ roamin’ roamin’…

The Bobber is, well, the Bobber – but its sibling is ‘the Roamer’. This is a much more classic cruiser, so you’ve got the same tubular steel double cradle, but the 16in/16in tyres of the Bobber have been swapped for a 19in front and 16-rear for the Roamer. The ergonomics are more ‘cruiser’ too. Both machines have the same suspension units and brakes (which isn’t a bad thing) but the Roamer has a plusher seat, more traditional pull-back bars and your more ‘normal’ cruiser fayre of gloss paint and chrome aplenty. We didn’t ride the Roamer on our day out, but expect a similar overall feel to the Bobber, except with that more laid-back riding position, which I would guess may actually lend itself to the suspension and motor a little bit…

Roamin’ roamin’ roamin’…

Roamin’ roamin’ roamin’…

Roamin’ roamin’ roamin’… The Bobber is, well, the Bobber – but its sibling is ‘the Roamer’. This is a much more classic cruiser, so you’ve got the same tubular steel double cradle, but the 16in/16in tyres of the Bobber have been swapped for a 19in front and 16-rear for the Roamer. The ergonomics are more ‘cruiser’ too. Both machines have the same suspension units and brakes (which isn’t a bad thing) but the Roamer has a plusher seat, more traditional pull-back bars and your more ‘normal’ cruiser fayre of gloss paint and chrome aplenty. We didn’t ride the Roamer on our day out, but expect a similar overall feel to the Bobber, except with that more laid-back riding position, which I would guess may actually lend itself to the suspension…

Roamin’ roamin’ roamin’…

A few decades ago virtually everyone at the beginning of their biking career would have owned or ridden a two-stroke 250: it was a given! Okay, so – as time went on – not all were giant killers and not all were tuned to the edge of sanity, but many are looked at fondly today, with the benefit of hindsight. I have a hunch that, if the bike we’re about to test had been a UK model (and I can’t for the life of me see why it wasn’t an official import) it would have been a sales success and a successor to the cult of the RD-LC! At a quick glance you can pick up on its LC lineage and while not a racer for the road (looks can be…

Fastline Motorcycles

He imports them, sells them, fixes them and even gets spares from Japan for them! Gary has been in the import game for 30 years now so I thought, who better to ask for what’s hot and what’s not with R1-Z. Gary says: “The R1-Z is a quick mover through the showroom, as quick as I get them in they’re gone. Selling them isn’t an issue although supply is, sadly.” The majority of the R1-Zs Gary gets in now are already over here as the prices to purchase in Japan are going through the roof. A mint original R1-Z costs around £5000 to get into the UK and that’s before its gone through the workshop and been sorted ready for registration. The bikes most importers are bringing in now at…

Buying one today

Scouring the internet for used R1-Zs opened my eyes and the fact you can pick up a fairly mint example for a quid under £4000 makes me think that the two-stroke buying public are missing a trick here, as this is a far superior bike compared to say a 350LC although it won’t appeal as much to your nostalgic side! The cheapest one I found was £1475 and this was for a project which someone had started to install a 350 motor in. DK in Stoke had an unregistered project which at the time of writing was less than £1400 but hadn’t reached its reserve; a couple of other bikes on the net were listed as being sold ‘as is’ off the container for £3250 and fast line in Preston had…

Buying one today

CLASSIC RIDE Parallel lines While the R1-Z didn’t officially come into the UK, there is a lot to love about this Yamaha parallel-twin two-stroke, according to Andy Bolas. WORDS: ANDY BOLAS PHOTOS: GARY D CHAPMAN A few decades ago virtually everyone at the beginning of their biking career would have owned or ridden a two-stroke 250: it was a given! Okay, so – as time went on – not all were giant killers and not all were tuned to the edge of sanity, but many are looked at fondly today, with the benefit of hindsight. I have a hunch that, if the bike we’re about to test had been a UK model (and I can’t for the life of me see why it wasn’t an official import) it would have…

The way we were… SPECIAL!

Adam Wibberley sums up his old RD350LC2 YPVS in one sentence: “It was the best bike I ever owned! The first of the YPVS350 models are now fetching £10,000 in showstopper condition and it’s easy to see why. He adds: “This bike was the absolute dream to have and own. It was in fantastic condition and ran superbly always. It only had Boyesen reeds and the air-filter removed but felt super-quick compared to most others I had ridden and I worked in a Yamaha dealers in Margate so got the chance to sample others quite often. It handled perfectly with just uprated springs and a Micron fork brace, ‘de rigueur ’ at the time! It did have a couple of chrome bits and bobs but was fairly subtle though. I…

The way we were… SPECIAL!

Fastline Motorcycles

Gary Mitchell Fastline Motorcycles He imports them, sells them, fixes them and even gets spares from Japan for them! Gary has been in the import game for 30 years now so I thought, who better to ask for what’s hot and what’s not with R1-Z. Gary says: “The R1-Z is a quick mover through the showroom, as quick as I get them in they’re gone. Selling them isn’t an issue although supply is, sadly.” The majority of the R1-Zs Gary gets in now are already over here as the prices to purchase in Japan are going through the roof. A mint original R1-Z costs around £5000 to get into the UK and that’s before its gone through the workshop and been sorted ready for registration. The bikes most importers are…

Adrenaline JUNKIES

Some say that the 250cc two-stroke twins of the late 1980s and 1990s represent the pinnacle of racing machine technology. Fans of these machines rue the day when organisers cut the class from international competition, saying that their combination of light weight, relative simplicity and undiluted power made them the ultimate tool for the track. Being two-strokes, they harked from a less environmentally- conscious era, so unlike modern machines they were not compromised by having to be developed from road bikes. These 250cc racers were the real deal, with the factory-prepared versions offering peak power around 100bhp yet weighing not a lot more than 100kg. They were hard core, and not for the faint-hearted. The Japanese factories offered batches of less-potent 250cc racers for sale until the MotoGP era, and even…

Adrenaline JUNKIES

You want even bigger kicks from your TZR?

Although these Yamaha TZR250 3XV V-twins have similar basic architecture they came in different specifications, starting with the ‘entry-level’ R with a wet clutch, the RS with a dry clutch, while the Sport Production (SP) came with different cylinders and heads, stronger TZ-style crankshaft and con-rods, a dry clutch, and a more sophisticated CDI ignition system. This made it easier to upgrade the SP with the Yamaha RC Sugo racing kit that increased peak power to 72bhp for use in Japan’s Formula 3 race series. Daniel Williams of UK-based Gecko Motorcycle Imports, which specialises in parts for the exotic Japanese domestic market models, says that his list of Sugo parts changes regularly so check with him first on availability. Also, because the various models – R, RS, SP and the ‘triple powervalve’ SPR…

You want even bigger kicks from your TZR?

Buying one today

Buying one today Scouring the internet for used R1-Zs opened my eyes and the fact you can pick up a fairly mint example for a quid under £4000 makes me think that the two-stroke buying public are missing a trick here, as this is a far superior bike compared to say a 350LC although it won’t appeal as much to your nostalgic side! The cheapest one I found was £1475 and this was for a project which someone had started to install a 350 motor in. DK in Stoke had an unregistered project which at the time of writing was less than £1400 but hadn’t reached its reserve; a couple of other bikes on the net were listed as being sold ‘as is’ off the container for £3250 and fast…

Buying one today

YAMAHA TZR 250 SP

ENGINE Liquid-cooled two-stroke V-twin CAPACITY 249cc (56 x 50.7mm) VALVE OPERATION Reed-valve inlet, electronically-controlled exhaust timing COMPRESSION RATIO 8.0 to 1 (static) LUBRICATION Oil injection IGNITION Capacitor discharge CARBURATION Two 36mm Mikuni VM PEAK POWER 45bhp @ 9500rpm PEAK TORQUE 3.8kgm @ 8000rpm PRIMARY DRIVE Gear PRIMARY RATIO (67/26) 2.576 to 1 CLUTCH Dry multiplate GEARBOX Six-speed INTERNAL RATIOS 2.357, 1.764, 1.470, 1.253, 1.135 & 1.043 to 1 FINAL DRIVE 525 O-ring type FINAL DRIVE RATIO (37/14) 2.642 to 1 OVERALL RATIOS 16.1, 12.0, 10.0, 8.53, 7.73, 7.1 FRAME Fabricated aluminium-alloy beam type FRONT SUSPENSION Inverted telescopic fork, 39mm legs, Adjustable preload, compression and rebounding damping Rear: Aluminium-alloy swing arm, single shock WHEELS Front: Cast aluminium-alloy three spoke Rear: Cast aluminium -lloy three spoke TYRES Front: 110/70 ZR 17 Rear: 150/70 ZR 17 BRAKES Front: Dual 280mm discs, 4-piston calipers Rear: Single 205mm disc ELECTRICAL SYSTEM Alternator 190W, 60/55W quartz headlamp BATTERY 12V 5.5AH FUEL TANK 15 litres WHEELBASE 1340mm SEAT HEIGHT 780mm CASTOR ANGLE 24 deg TRAIL 90mm CLAIMED DRY WEIGHT 128kg…

The way we were… SPECIAL!

The way we were… SPECIAL! We love getting your nostalgic snaps of you back in the day with your steed! And we’ve had so many Powervalve ones we figured we’d do a special spread. So come on X7 owners, Guzzi owners, etc… pull your fingers out! Either send to me at bsimmonds@mortons.co.uk or via our vibrant Facebook page. C’mon! Adam Wibberley sums up his old RD350LC2 YPVS in one sentence: “It was the best bike I ever owned! The first of the YPVS350 models are now fetching £10,000 in showstopper condition and it’s easy to see why. He adds: “This bike was the absolute dream to have and own. It was in fantastic condition and ran superbly always. It only had Boyesen reeds and the air-filter removed but…

The way we were… SPECIAL!

“I own the TZR250 Yamahas”

The Yamaha TZR250 V-twins are just two of a number of exotic Japanese sports bikes owned by Owen, a master carpenter who lives in west Kent. A lifelong motorcyclist who started on Vespas in the 1980s, Owen soon graduated to an RD350LC and after owning big sports bikes in the 2000s found their appeal waning. That’s when raw 250cc race replicas caught his eye. “I got bored stupid with what the factories were producing, so I started looking for Japanese market models,” he says. Along with the TZR250 RS and SP, there’s also a triple-powervalve SPR, a 1989 TZR250SP 3MA parallel twin with reverse pipes and a Honda NSR250R MC28, the last of the line that is one of Owen’s favourites. Just as tasty is a Yamaha RZV500 V4, the Japanese model…

“I own the TZR250 Yamahas”

Super Stafford!

It was windy and Sunday saw plenty of rain, but it was another successful Classic Motorcycle Mechanics Show! This year’s was the 25th such event, backed – once more – by Carole Nash. If you missed out, we have a few select pictures to show you exactly what it was that you missed out on. As well as all the club stands, auto jumble stalls and bikes for sale, the display of 11 Cagiva race machines was a high point. The machines, part of the collection owned by Martyn and Dean Simpkins are all genuine factory racers, ridden by some of Grand Prix racing’s greatest riders, including the Eddie Lawson and John Kocinski 500cc race-winning bikes. Adding to the interest were frequent interviews on the main stage with racers Jon Ekerold and…

Super Stafford!

Adrenaline JUNKIES

MIRA FILES Adrenaline JUNKIES If there’s anything better than a big powerful bike, it’s a small powerful bike. John Nutting gets out of his comfort zone and onto a pair of Yamaha TZR250 two-stroke V-twins WORDS: JOHN NUTTING PHOTOS: GARY D CHAPMAN Some say that the 250cc two-stroke twins of the late 1980s and 1990s represent the pinnacle of racing machine technology. Fans of these machines rue the day when organisers cut the class from international competition, saying that their combination of light weight, relative simplicity and undiluted power made them the ultimate tool for the track. Being two-strokes, they harked from a less environmentally- conscious era, so unlike modern machines they were not compromised by having to be developed from road bikes. These 250cc racers were the real deal,…

Adrenaline JUNKIES

You want even bigger kicks from your TZR?

You want even bigger kicks from your TZR? Although these Yamaha TZR250 3XV V-twins have similar basic architecture they came in different specifications, starting with the ‘entry-level’ R with a wet clutch, the RS with a dry clutch, while the Sport Production (SP) came with different cylinders and heads, stronger TZ-style crankshaft and con-rods, a dry clutch, and a more sophisticated CDI ignition system. This made it easier to upgrade the SP with the Yamaha RC Sugo racing kit that increased peak power to 72bhp for use in Japan’s Formula 3 race series. Daniel Williams of UK-based Gecko Motorcycle Imports, which specialises in parts for the exotic Japanese domestic market models, says that his list of Sugo parts changes regularly so check with him first on availability. Also, because the…

You want even bigger kicks from your TZR?

At this year’s Bonhams auction arguably the star was the 1925 Brough Superior 981cc SS100 Sand Racer Project, which just looked like a dismantled box of bits… It sold for £264,500… a record, apparently and traditionally the sort of bike that goes for big wonga. But what of the bikes that are more CMM’s staple food? There are lots of them. Today, turbo Maggots and YPVS 350s are now going under the auctioneers hammer! We take a look at how emerging Japanese classics are ending up at Bonhams. Those 1980s and 1990s classics are big business it seems and it’s not just the pristine examples that can command top whack, machines in average condition and even projects can now make your eyes water with their worth. Tucked away in the Bonhams catalogue…

YAMAHA TZR 250 SP

SPECIFICATION YAMAHA TZR 250 SP ENGINE Liquid-cooled two-stroke V-twin CAPACITY 249cc (56 x 50.7mm) VALVE OPERATION Reed-valve inlet, electronically-controlled exhaust timing COMPRESSION RATIO 8.0 to 1 (static) LUBRICATION Oil injection IGNITION Capacitor discharge CARBURATION Two 36mm Mikuni VM PEAK POWER 45bhp @ 9500rpm PEAK TORQUE 3.8kgm @ 8000rpm PRIMARY DRIVE Gear PRIMARY RATIO (67/26) 2.576 to 1 CLUTCH Dry multiplate GEARBOX Six-speed INTERNAL RATIOS 2.357, 1.764, 1.470, 1.253, 1.135 & 1.043 to 1 FINAL DRIVE 525 O-ring type FINAL DRIVE RATIO (37/14) 2.642 to 1 OVERALL RATIOS 16.1, 12.0, 10.0, 8.53, 7.73, 7.1 FRAME Fabricated aluminium-alloy beam type FRONT SUSPENSION Inverted telescopic fork, 39mm legs, Adjustable preload, compression and rebounding damping Rear: Aluminium-alloy swing arm, single shock WHEELS Front: Cast aluminium-alloy three spoke Rear: Cast aluminium -lloy three spoke TYRES…

After the arrival of the RD350LC’s replacement in 1983, the YPVS-endowed 350 LCII’s place in history was already ensured. A startling sales success, the simple addition of a mid-range-boosting powervalve in the cylinder barrel allowed the exhaust port to be raised and lowered automatically via a servomotor, resulting in the greatest production two-stroke motorcycle engine of the decade. For just one year in 1985, Yamaha released its purest version of the 350 – it came sans-fairing or belly-pan, but added low clip-ons to create a screaming café racer style hooligan that could race from chip shop to chip shop, leaving heavyweight GPzs and VF1000s behind in a cloud of smoke: and veering off into the nearest hedge. In a parallel universe, they probably still make the 350N and it looks…

“I own the TZR250 Yamahas”

“I own the TZR250 Yamahas” The Yamaha TZR250 V-twins are just two of a number of exotic Japanese sports bikes owned by Owen, a master carpenter who lives in west Kent. A lifelong motorcyclist who started on Vespas in the 1980s, Owen soon graduated to an RD350LC and after owning big sports bikes in the 2000s found their appeal waning. That’s when raw 250cc race replicas caught his eye. “I got bored stupid with what the factories were producing, so I started looking for Japanese market models,” he says. Along with the TZR250 RS and SP, there’s also a triple-powervalve SPR, a 1989 TZR250SP 3MA parallel twin with reverse pipes and a Honda NSR250R MC28, the last of the line that is one of Owen’s favourites. Just as tasty is…

“I own the TZR250 Yamahas”

1984 SUZUKI DR125 SD Q:I recently suffered a bout of nostalgia and bought one of these. I passed my test on one many years ago, and, having had lots of big bikes, thought it would be nice to pootle round smelling the fresh air again. All is fine but it does bog-down a bit, especially going up hills or if accelerating hard. Now this bike is not new and it’s been around the block a bit. The air-filter was completely clogged and this has been changed. I bought it with a large box of spare parts and I have a new carb. A Mikuni VM22, with 3847 on the body. It has a main jet marked 95 and the needle is E4CM2 set on the second level up from the pointy bit and…

Super Stafford!

SHOW REPORT Super Stafford! we came,we saw,and it poured of rain,down – on the Sunday – but a good time was had by all. A record-breaking time for some… It was windy and Sunday saw plenty of rain, but it was another successful Classic Motorcycle Mechanics Show! This year’s was the 25th such event, backed – once more – by Carole Nash. If you missed out, we have a few select pictures to show you exactly what it was that you missed out on. As well as all the club stands, auto jumble stalls and bikes for sale, the display of 11 Cagiva race machines was a high point. The machines, part of the collection owned by Martyn and Dean Simpkins are all genuine factory racers, ridden by some of…

Super Stafford!

This month I shall initially turn my attention to the rear brake, more particularly the master cylinder reservoir. I couldn’t find any bikes with an attractive rear remote fluid container that would look right on a bike of this nature, so I then had to look for a mass produced ‘custom’ item. They seemed to be either stupendously expensive or very cheap, but all seemed to be geared up to a very small bore pipe to feed the master cylinder. I had previously had a bad experience with a cheap plastic reservoir with anodised top I fitted to a chopper for a chap that looked fine, but sadly leaked. This time we went for a plain anodised aluminium one, and while one can’t see the fluid level without removing the lid, at…

SHOW REPORT Show stoppers! The big news of the show came from Bonhams who produced a record-breaking sale achieving £3.4 million! Scott Redmond asked some questions. At this year’s Bonhams auction arguably the star was the 1925 Brough Superior 981cc SS100 Sand Racer Project, which just looked like a dismantled box of bits… It sold for £264,500… a record, apparently and traditionally the sort of bike that goes for big wonga. But what of the bikes that are more CMM’s staple food? There are lots of them. Today, turbo Maggots and YPVS 350s are now going under the auctioneers hammer! We take a look at how emerging Japanese classics are ending up at Bonhams. Those 1980s and 1990s classics are big business it seems and it’s not just the pristine…

On the road again

There’s nothing quite like the glow of satisfaction when all your components for a restoration project are laid out, clean and fresh, ready for reassembly. But, will everything go back together as intended? Do I have the skills and tools necessary to get everything to fit as the factory originally intended? You read about the heroes of resto and rebuilds and wonder if you can match even a small part of their achievements. Paranoia sets in and you wake up at night in anticipation of the next job. It can be a nightmare. You’ll recall that the 1988 Honda NT650J Bros that I’d owned for 20 years had been suffering cosmetically from lack of attention. It looked tired, particularly when you inspected it closely underneath to see the ravages of time. The Bros had…

On the road again

Counters & caps!

The rev counter would be a prominent feature on my RC374 and I wanted it to look in keeping with the original item, so my plan was to make one from scratch. I had found a few photos to work from and there were also some good images in my model maker’s reference book. The original Honda six engine had a mechanical cable drive for the rev counter and I had already looked into fitting a cable drive when I was making the engine. However that would increase the overall width of the head so I decided I would use an electronic movement in my rev counter rather than the original cable driven magnetic mechanism. The first thing I did was to make the main body of the rev counter using an…

Counters & caps!

RETRO REBOOT Yamaha RD350N Pure, stripped down fantasy, this is what a rebooted naked Powervalve could look like. WORDS AND IMAGES: KAR LEE After the arrival of the RD350LC’s replacement in 1983, the YPVS-endowed 350 LCII’s place in history was already ensured. A startling sales success, the simple addition of a mid-range-boosting powervalve in the cylinder barrel allowed the exhaust port to be raised and lowered automatically via a servomotor, resulting in the greatest production two-stroke motorcycle engine of the decade. For just one year in 1985, Yamaha released its purest version of the 350 – it came sans-fairing or belly-pan, but added low clip-ons to create a screaming café racer style hooligan that could race from chip shop to chip shop, leaving heavyweight GPzs and VF1000s behind in a…

HAYNES PRINT & ONLINE Q & A Our very own wizened sages, Messrs Mark Haycock and Steve Cooper are here to answer all of your woes, be they mechanical or spiritual. Every month we will be giving advice, as well as some general tips. Don’t forget to send in your own tips too. 1984 SUZUKI DR125 SD Q:I recently suffered a bout of nostalgia and bought one of these. I passed my test on one many years ago, and, having had lots of big bikes, thought it would be nice to pootle round smelling the fresh air again. All is fine but it does bog-down a bit, especially going up hills or if accelerating hard. Now this bike is not new and it’s been around the block a bit.…

If you own a motorcycle that once resided Stateside then the chances are it will be running a sealed beam headlight. There’s absolutely nothing wrong with such a set-up until one of the filaments goes pop, at which point you are royally screwed because you cannot change the bulb! Sealed beam headlights became mandatory across in America from 1940. Supposedly the measure was taken in response to alleged accidents caused when drivers had been temporarily blinded by super powerful headlights from oncoming traffic. The logic was, if the vehicle owners couldn’t get access to the bulbs they won’t be able to muck about with wattages. All perfectly logical I guess (or damn stupid) depending on your viewpoint, but it does us lot no favours at all when we come to sort…

Keeping the lights on

APC (American Pre Focus) bulbs are becoming increasingly hard to source and your local car spares shops can’t help. The same applies to modern bike shops; it’s only the old-time bike shops who have a clue. With that in mind and the fact that few if any specialist manufacturers are tooling up for what is, after all, a seriously minority need we all must consider other options. Against expectation my CS3C ran the ubiquitous P43T style connector which means bulbs are still plentiful. Conventional halogen bulbs are available in a wide range of power outputs that should match most of our two-wheeled needs. With a suitable adaptor knocked up and a PT43 bulb connector, it should be possible to keep any Japanese classic out on the road legally and safe at…

HAYNES PRINT & ONLINE Project Kawasaki Z1325 part 14 Anchors a-way! Our Ralph is on the home straight with this South Wales special: this month he’s sorting some braking and mounting issues. WORDS AND PHOTOS: RALPH FERRAND This month I shall initially turn my attention to the rear brake, more particularly the master cylinder reservoir. I couldn’t find any bikes with an attractive rear remote fluid container that would look right on a bike of this nature, so I then had to look for a mass produced ‘custom’ item. They seemed to be either stupendously expensive or very cheap, but all seemed to be geared up to a very small bore pipe to feed the master cylinder. I had previously had a bad experience with a cheap plastic reservoir with…

Sorting the Suzook!

Last issue we walked through the sorting out and prepping of parts, plus ordering said bits, to build my VJ22 engine. After a few weeks resting under a sheet (the engine parts, not me), all the new goodies arrived via courier to Château Ware and I was ready to spend a weekend on final assembly. After over 25 years of mechanical work, I’m still one to get excited when new bits arrive! The first task was to stock the fridge with my chosen pale ale. Second job: find an activity for the family to do for a weekend so I could get stuck in and lastly, download the Smells Like The 90s iHeart radio app so I can listen to 1990s alternative music all weekend to complete the deal! With that task done,…

Sorting the Suzook!

When two-stroke motorcycles ruled the world, the damn things were everywhere from road-racing right the way down to commuter machinery. Every manufacturer (Honda excepted) offered almost every capacity of stink wheels machine for virtually every conceivable application. There was one notable exception. Kawasaki’s UK agent’s (Agrati of Nottingham) approach to their model range had often been a little haphazard and although they’d eventually imported the 125 and 175 F series trail irons in small numbers they’d studiously overlooked the key 250cc learner option. Heron Suzuki had been on the game from fairly early on with their robust TS250 with Mitsui Yamaha taking a little longer to pluck up the courage to import the famously competent DT250. When Honda introduced the sublime XL250, Motorsport Kawasaki’s line-up was obviously lacking. Agrati was aware of…

ENGINE TYPE Air-cooled 246cc, two-stroke single, piston ported BORE AND STROKE 69.5mm x 64.9mm CLAIMED HORSEPOWER 16bhp @ 6500rpm MAXIMUM TORQUE 13.7lb-ft @ 4000rpm TRANSMISSION TYPE 5-speed COMPRESSION RATIO 6.5:1 IGNITION Magneto/CDI Carburettor CARBURETTORS Mikuni VM26SC TYRES 2.75– 21 (F), 4.00 – 18 (R) FUEL CAPACITY 1.2 gallons (5.5 litres) DRY WEIGHT 96kg (212lb) WHEELBASE 1305mm (51.4in) OVERALL LENGTH 2015mm (79.3in) OVERALL WIDTH 835mm (32.9in) HEIGHT 1155mm (45.5in) What to buy and how much to pay Purchasing a competition machine, even if it is road legal, requires a fair bit more savvy than, say, a low mileage superbike. Trials bikes are normally used and used hard; just because they’re made to be ridden in anger off-road doesn’t mean they’re bomb proof. A lot of attrition can occur in a short space of time with any competition machine. Many examples will have been modified by owners seeking a competitive edge so standard examples aren’t necessarily common. eBay USA is the best source…

I am back at the bike bench, which is groaning under the not inconsiderable weight of my beloved Z1300. For many reasons this motorcycle was a game changer back in 1979 when it was first offered to the motorcycle buying public. Many felt that such a massive bike would not handle and such a formidable engine output would surely lead to the demise of anyone foolhardy enough to throw a leg over such a perilous contrivance. However, most test riders at the time said that the bike handled far better than it had any right to, given its extravagant size and mass. In 1979 120bhp was ground-breaking power, though it needed all it could get to make such a colossus move as briskly as it did. Few were impressed with its fuel…

On the road again

HAYNES PRINT & ONLINE Project Honda NT650J Bros part 5 On the road again Nutters completes the ‘spruce up’ of his Honda 650 Bros. WORDS AND PHOTOS: JOHN NUTTING There’s nothing quite like the glow of satisfaction when all your components for a restoration project are laid out, clean and fresh, ready for reassembly. But, will everything go back together as intended? Do I have the skills and tools necessary to get everything to fit as the factory originally intended? You read about the heroes of resto and rebuilds and wonder if you can match even a small part of their achievements. Paranoia sets in and you wake up at night in anticipation of the next job. It can be a nightmare. You’ll recall that the 1988 Honda NT650J Bros…

On the road again

Paint your wagon!

I just can’t watch the TV. This is mainly because what’s on it is so rubbish that it’s depressing... but it’s also because I’m easily distrac… oooh, what’s that? The cause of my eyes-right is the mix of metal and rubber that sits alongside the goggle-box. Yup, black, grey and more black, Project 10/11 is certainly living up to the cool dream. It’s worthy of being mounted on the wall, as a three-dimensional offering to the Gods of Motorcycle Art. But that would be a waste of this bike’s potential. And the easy way out… So I find myself back in the garage, surrounded by the various panels that make up 1986’s cutting-edge superbike vision. In total, there are 15 different panels that wear paint – the fairing consists of seven of…

Paint your wagon!

Counters & caps!

Allen Millyard Award-winning motorcycle engineer! Counters & caps! Allen gets to work on the clocks and fuel cap for his amazing six-cylinder Honda homage! The rev counter would be a prominent feature on my RC374 and I wanted it to look in keeping with the original item, so my plan was to make one from scratch. I had found a few photos to work from and there were also some good images in my model maker’s reference book. The original Honda six engine had a mechanical cable drive for the rev counter and I had already looked into fitting a cable drive when I was making the engine. However that would increase the overall width of the head so I decided I would use an electronic movement in my rev…

Counters & caps!

Last time I was looking at a recipe to simulate a Honda paint colour called ‘Flake Sunrise Orange’ for the Honda CB750 K2. To make such a colour, this is what you need from the House of Kolor catalogue: 1 pint (pt) BC-02 silver base 1 ounce MF-2 mini flake 1 pint UK-8 tangerine candy 1 pint UC-01 clear coat 1 pint KU-100 hardener 2 quarts medium reducer Note that the measures are US pints and quarts, not Imperial. My paint sprayer, Tony at Cycle Sprays, had all of what was required apart from two, and I agreed to get hold of them from HOK’s UK agents, Autopaint Solutions (Photo 1). One other thing to bear in mind: prepare to be amazed by the prices. What we see in the photo is basically a tin of silver paint…

HAYNES PRINT & ONLINE Guiding light! Our Scoop replaces a sealed beam bulb and a headlamp lens. If you own a motorcycle that once resided Stateside then the chances are it will be running a sealed beam headlight. There’s absolutely nothing wrong with such a set-up until one of the filaments goes pop, at which point you are royally screwed because you cannot change the bulb! Sealed beam headlights became mandatory across in America from 1940. Supposedly the measure was taken in response to alleged accidents caused when drivers had been temporarily blinded by super powerful headlights from oncoming traffic. The logic was, if the vehicle owners couldn’t get access to the bulbs they won’t be able to muck about with wattages. All perfectly logical I guess (or damn stupid)…

Pops: we’re not worthy!

When Suzuki teamed up with Pops to campaign the GS1000, initially in the US and at the Suzuka 8-Hour race, the other Japanese manufacturers almost fell off their collective perches. How they wished they’d had the bottle to grab him first! The British race operation naturally aspired to repeat Pop’s amazing successes, but there was a bit of a problem, because up to that time the UK race shop had dealt (effectively) with TR500s, TR750s and various RGs: all two-strokes. Suddenly they had valves, cams and cylinders without ports to contend with. Changes of that nature can come with a hefty price tag. In his constant search for added lightness Pops had magnesium cam covers cast, fine, but he had also adopted the Kawasaki style central tensioner wheel between the cams, the…

Pops: we’re not worthy!

Keeping the lights on

Keeping the lights on APC (American Pre Focus) bulbs are becoming increasingly hard to source and your local car spares shops can’t help. The same applies to modern bike shops; it’s only the old-time bike shops who have a clue. With that in mind and the fact that few if any specialist manufacturers are tooling up for what is, after all, a seriously minority need we all must consider other options. Against expectation my CS3C ran the ubiquitous P43T style connector which means bulbs are still plentiful. Conventional halogen bulbs are available in a wide range of power outputs that should match most of our two-wheeled needs. With a suitable adaptor knocked up and a PT43 bulb connector, it should be possible to keep any Japanese classic out on the…

Sorting the Suzook!

Project Suzuki RGV250 VJ22 part 2 Sorting the Suzook! Jeff gets himself a pale ale and gets down and dirty with the RGV250 VJ22 motor… WORDS AND PHOTOS: JEFF WARE Last issue we walked through the sorting out and prepping of parts, plus ordering said bits, to build my VJ22 engine. After a few weeks resting under a sheet (the engine parts, not me), all the new goodies arrived via courier to Château Ware and I was ready to spend a weekend on final assembly. After over 25 years of mechanical work, I’m still one to get excited when new bits arrive! The first task was to stock the fridge with my chosen pale ale. Second job: find an activity for the family to do for a weekend so I…

Sorting the Suzook!

BUYER’S GUIDE KAWASAKI KT250 It’s a trials bike that’s happy to commute or take you anywhere off-road! WORDS: STEVE COOPER PHOTOS: GARY‘D’ CHAPMAN When two-stroke motorcycles ruled the world, the damn things were everywhere from road-racing right the way down to commuter machinery. Every manufacturer (Honda excepted) offered almost every capacity of stink wheels machine for virtually every conceivable application. There was one notable exception. Kawasaki’s UK agent’s (Agrati of Nottingham) approach to their model range had often been a little haphazard and although they’d eventually imported the 125 and 175 F series trail irons in small numbers they’d studiously overlooked the key 250cc learner option. Heron Suzuki had been on the game from fairly early on with their robust TS250 with Mitsui Yamaha taking a little longer to pluck…

SPECIFICATION KAWASAKI KT250 ENGINE TYPE Air-cooled 246cc, two-stroke single, piston ported BORE AND STROKE 69.5mm x 64.9mm CLAIMED HORSEPOWER 16bhp @ 6500rpm MAXIMUM TORQUE 13.7lb-ft @ 4000rpm TRANSMISSION TYPE 5-speed COMPRESSION RATIO 6.5:1 IGNITION Magneto/CDI Carburettor CARBURETTORS Mikuni VM26SC TYRES 2.75– 21 (F), 4.00 – 18 (R) FUEL CAPACITY 1.2 gallons (5.5 litres) DRY WEIGHT 96kg (212lb) WHEELBASE 1305mm (51.4in) OVERALL LENGTH 2015mm (79.3in) OVERALL WIDTH 835mm (32.9in) HEIGHT 1155mm (45.5in) What to buy and how much to pay Purchasing a competition machine, even if it is road legal, requires a fair bit more savvy than, say, a low mileage superbike. Trials bikes are normally used and used hard; just because they’re made to be ridden in anger off-road doesn’t mean they’re bomb proof. A lot of attrition can occur…

Kawasaki Z1300 part 8 Water sports! Ralph is on the home stretch now, getting radical with the rad and sorting the water pump. WORDS AND PHOTOS: RALPH FERRAND I am back at the bike bench, which is groaning under the not inconsiderable weight of my beloved Z1300. For many reasons this motorcycle was a game changer back in 1979 when it was first offered to the motorcycle buying public. Many felt that such a massive bike would not handle and such a formidable engine output would surely lead to the demise of anyone foolhardy enough to throw a leg over such a perilous contrivance. However, most test riders at the time said that the bike handled far better than it had any right to, given its extravagant size and mass.…

Paint your wagon!

Project Suzuki GSX-R1100G part 6 Paint your wagon! As cool as she looks naked in the living room, it’s now time to fix the GSX-R 10/11’s clothes and get her ready for that first road-ride date. WORDS & PHOTOS: MARTIN CHILD I just can’t watch the TV. This is mainly because what’s on it is so rubbish that it’s depressing... but it’s also because I’m easily distrac… oooh, what’s that? The cause of my eyes-right is the mix of metal and rubber that sits alongside the goggle-box. Yup, black, grey and more black, Project 10/11 is certainly living up to the cool dream. It’s worthy of being mounted on the wall, as a three-dimensional offering to the Gods of Motorcycle Art. But that would be a waste of this bike’s…

Paint your wagon!

Project Honda CB750 K2 part 16 Tight fit! Gawd he’s taken forever and been as miserly as Scrooge – but we can’t deny that (at last) Mark’s CB750 K2 looks magical! WORDS AND PHOTOS: MARK HAYCOCK Last time I was looking at a recipe to simulate a Honda paint colour called ‘Flake Sunrise Orange’ for the Honda CB750 K2. To make such a colour, this is what you need from the House of Kolor catalogue: 1 pint (pt) BC-02 silver base 1 ounce MF-2 mini flake 1 pint UK-8 tangerine candy 1 pint UC-01 clear coat 1 pint KU-100 hardener 2 quarts medium reducer Note that the measures are US pints and quarts, not Imperial. My paint sprayer, Tony at Cycle Sprays, had all of what was required apart from…

Pops: we’re not worthy!

Pip Higham Tuner, engineer, rider Pops: we’re not worthy! When Suzuki teamed up with Pops to campaign the GS1000, initially in the US and at the Suzuka 8-Hour race, the other Japanese manufacturers almost fell off their collective perches. How they wished they’d had the bottle to grab him first! The British race operation naturally aspired to repeat Pop’s amazing successes, but there was a bit of a problem, because up to that time the UK race shop had dealt (effectively) with TR500s, TR750s and various RGs: all two-strokes. Suddenly they had valves, cams and cylinders without ports to contend with. Changes of that nature can come with a hefty price tag. In his constant search for added lightness Pops had magnesium cam covers cast, fine, but he had also…

Pops: we’re not worthy!

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