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Classic Motorcycle Mechanics December 2020 (Digital)

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84 Articles

Arise, ‘Sir’ John!

Arise, ‘Sir’ John! As a first meeting, it didn’t go well… I was editor of Two Wheels Only and it was early 2003. I was sat opposite John Bloor enjoying an interview with the man who rebuilt Triumph. Apart from the fact that I wasn’t enjoying it, the interview had been set up by my ‘ultimate’ boss Sir Michael Heseltine, chief of Haymarket publishing, who put a call into Mr. Bloor to facilitate the interview, but Bloor didn’t do interviews… As I shook his hand I realised I’d made a rookie mistake by not wearing a suit. By rights, motorcycle journalists didn’t wear suits. Well, apart from when they interview John Bloor, clearly. He refused to have his picture taken (I’d booked a £300-a-day snapper for some snazzy portraits) and…

Arise, ‘Sir’ John!

Arise, ‘Sir’ John!

As a first meeting, it didn’t go well… I was editor of Two Wheels Only and it was early 2003. I was sat opposite John Bloor enjoying an interview with the man who rebuilt Triumph. Apart from the fact that I wasn’t enjoying it, the interview had been set up by my ‘ultimate’ boss Sir Michael Heseltine, chief of Haymarket publishing, who put a call into Mr. Bloor to facilitate the interview, but Bloor didn’t do interviews… As I shook his hand I realised I’d made a rookie mistake by not wearing a suit. By rights, motorcycle journalists didn’t wear suits. Well, apart from when they interview John Bloor, clearly. He refused to have his picture taken (I’d booked a £300-a-day snapper for some snazzy portraits) and then he refused to answer my questions…

Arise, ‘Sir’ John!

2 003 saw the successful return of a British marque to national racing after a 30-year absence – Triumph. The Triumph Valmoto team was a mix of youth and experience. At the helm was Jack Valentine, formerly of V&M Racing with a wealth of experience in drag racing, tuning, British Supersport and Superbike, as well as successes at the Isle of Man TT and other road-race events. Riders were no-nonsense former Supersport champ Jim Moodie and youngster Craig Jones, who later lost his life following a crash at Brands Hatch in 2008. V&M Racing was formed way back in 1982 between Jack and the late, great Steve Mellor. When Jack stopped drag racing with V&M motors, they got into team management. Their engines dominated in the 1990s, winning Supersport 600 championships with…

Yellow fever! 2 003 saw the successful return of a British marque to national racing after a 30-year absence – Triumph. The Triumph Valmoto team was a mix of youth and experience. At the helm was Jack Valentine, formerly of V&M Racing with a wealth of experience in drag racing, tuning, British Supersport and Superbike, as well as successes at the Isle of Man TT and other road-race events. Riders were no-nonsense former Supersport champ Jim Moodie and youngster Craig Jones, who later lost his life following a crash at Brands Hatch in 2008. V&M Racing was formed way back in 1982 between Jack and the late, great Steve Mellor. When Jack stopped drag racing with V&M motors, they got into team management. Their engines dominated in the 1990s, winning…

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

LASER TOOL BAGS Another great storage solution from Laser Tools: three multi-purpose storage tool pouches (part number 7837), which are ideal for carrying tools, spares, fixings, or handheld electronic devices when you’re on the go! Made from heavy-duty nylon, they each have a hanging loop and smooth zipper, and are water resistant. There are three different sizes in the set: 30 x 23cm, 23 x 18cm, and 18 x 14cm. The smallest would be ideal for protecting your mobile phone, and the largest is big enough to hold most regular sized spanners and screwdrivers. These tool pouches are a must to ensure your kit is organised, safe, and right where you need it. www.lasertools.co.uk FURYGAN APALACHES JACKET/TROUSERS Furygan has revealed a number of new colour options for the popular Apalaches jacket and trousers.…

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

Riding kit worn, tools twirled & tyres turned

DICKIES COVERALLS As everyone knows, if you spend a lot of time in the garage tinkering you need a good pair of overalls/coveralls to keep you clean and provide a bit of protection. Recently I have been using Dickies’ Everyday Flame Retardant Taped Coverall. These are fairly heavyweight items with a welcome, generously loose fit around the legs and arms, which is handy for a bit of ventilation in summer and also getting some layers on now it’s turning colder. They have stood up really well to all-too-often cack-handed slips with a screwdriver and even a few Stanley knife errors. Oil and grease have rarely soaked all the way through to my undergarments and the knees and elbows are wearing really well; they also scrub up well even after numerous washes.…

Riding kit worn, tools twirled & tyres turned

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

Stuff The latest riding kit, top tools, tyres, retro clothing and more! LASER TOOL BAGS Another great storage solution from Laser Tools: three multi-purpose storage tool pouches (part number 7837), which are ideal for carrying tools, spares, fixings, or handheld electronic devices when you’re on the go! Made from heavy-duty nylon, they each have a hanging loop and smooth zipper, and are water resistant. There are three different sizes in the set: 30 x 23cm, 23 x 18cm, and 18 x 14cm. The smallest would be ideal for protecting your mobile phone, and the largest is big enough to hold most regular sized spanners and screwdrivers. These tool pouches are a must to ensure your kit is organised, safe, and right where you need it. www.lasertools.co.uk FURYGAN APALACHES JACKET/TROUSERS Furygan…

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

Riding kit worn, tools twirled & tyres turned

Tested Riding kit worn, tools twirled & tyres turned DICKIES COVERALLS As everyone knows, if you spend a lot of time in the garage tinkering you need a good pair of overalls/coveralls to keep you clean and provide a bit of protection. Recently I have been using Dickies’ Everyday Flame Retardant Taped Coverall. These are fairly heavyweight items with a welcome, generously loose fit around the legs and arms, which is handy for a bit of ventilation in summer and also getting some layers on now it’s turning colder. They have stood up really well to all-too-often cack-handed slips with a screwdriver and even a few Stanley knife errors. Oil and grease have rarely soaked all the way through to my undergarments and the knees and elbows are wearing really…

Riding kit worn, tools twirled & tyres turned

WIN some very special classics!

CMM friends IDP Moto have embarked on a series of cheap-to-enter competitions to help shed some very special modern classics. It started last month when they wanted to free up some space with the large numbers of Pro-Am Yamaha RD250LC machines they have blocking up their Silverstone-based workshop. Daryll Young who runs IDP said: “The LC was ridden by the likes of Alan Carter (former 250cc GP winner), Niall Mackenzie (three-time BSB champ), Johnny Corrin, Geoff Fowler and Graeme Mitchell. This is the first in a number of future raffles for bikes we have restored.” Next up will be Shane ‘Shakey’ Byrne’s Aprilia RS250 AND our own Niall Mackenzie’s Yamaha YZF-R1 that he restored in the pages of CMM. The competition can be found at www.idpmotocomp.com and Instagram/Facebook @ idpmotocomp and costs…

WIN some very special classics!

WIN some very special classics!

News WIN some very special classics! CMM friends IDP Moto have embarked on a series of cheap-to-enter competitions to help shed some very special modern classics. It started last month when they wanted to free up some space with the large numbers of Pro-Am Yamaha RD250LC machines they have blocking up their Silverstone-based workshop. Daryll Young who runs IDP said: “The LC was ridden by the likes of Alan Carter (former 250cc GP winner), Niall Mackenzie (three-time BSB champ), Johnny Corrin, Geoff Fowler and Graeme Mitchell. This is the first in a number of future raffles for bikes we have restored.” Next up will be Shane ‘Shakey’ Byrne’s Aprilia RS250 AND our own Niall Mackenzie’s Yamaha YZF-R1 that he restored in the pages of CMM. The competition can be found…

WIN some very special classics!

BRIDGESTONE CMM COMP CONTINUES!

This month we have an issue’s break from our Bridgestone 2020-2021 Bike of the Year competition as we had a scheduled feature on the 30th anniversary of the re-birth of Triumph, but – fear not – the comp will continue next issue! During 2020 we teamed up with Bridgestone tyres to search for the best restoration and finest classic-based special of 2020. Each issue we’ve showcased either a specials build or straight restoration in CMM’s pages and the owner featured has won a Bridgestone roll bag. Thanks to Covid-19, our original idea to choose the best restoration and special and feature them on our stand at The Carole Nash Classic Motorcycle Mechanics Show was scuppered, so – in agreement with Bridgestone – the competition carries on into 2021. Hurrah! The aim is the…

BRIDGESTONE CMM COMP CONTINUES!

Pirovano rep raffled!

We love this! This is a 2020-spec Yamaha YZF-R1 but sporting the famous white, pink and blue colours of the late, great Fabrizio Pirovano’s 1993 Yamaha YZF750 SP. The special ‘Piro replica’ is a completely unique bike created by Yamaha Motor Europe and it was auctioned off at the start of November in aid of Fondazione Oncologia Niguarda Onlus, the Pirovano family’s chosen charity. The auction raised 27,000 Euros and the winner had two choices. Either have the bike delivered in race trim, exactly as it was for the Estoril tribute lap (where Piro won on the YZF in 1993), or in fully road legal trim with the Piro Replica bodywork, the Akrapovi race exhaust and the Pirelli slick shod wheels supplied as a separate kit. For the photo shoot, 1992 125cc…

Pirovano rep raffled!

TRIUMPH’S NEW TRIDENT!

TRIUMPH’S NEW TRIDENT! This is the new 660cc entry-level three-cylinder Triumph – do we like it? It’s an 80bhp, 189kilo machine which can come in A2-friendly format and will cost around £7200 when it hits the showrooms in Spring 2021. It’s packed with gizmos such as a ride-by-wire throttle, two riding modes, ABS and optional toys such as a quick-shifter and tyre pressure monitors. Service intervals will be every 10,000 miles. Go to: www.triumphmotorcycles.co.uk/motorcycles/roadsters/trident…

TRIUMPH’S NEW TRIDENT!

BRIDGESTONE CMM COMP CONTINUES!

News BRIDGESTONE CMM COMP CONTINUES! This month we have an issue’s break from our Bridgestone 2020-2021 Bike of the Year competition as we had a scheduled feature on the 30th anniversary of the re-birth of Triumph, but – fear not – the comp will continue next issue! During 2020 we teamed up with Bridgestone tyres to search for the best restoration and finest classic-based special of 2020. Each issue we’ve showcased either a specials build or straight restoration in CMM’s pages and the owner featured has won a Bridgestone roll bag. Thanks to Covid-19, our original idea to choose the best restoration and special and feature them on our stand at The Carole Nash Classic Motorcycle Mechanics Show was scuppered, so – in agreement with Bridgestone – the competition carries…

BRIDGESTONE CMM COMP CONTINUES!

The sunny side of the classic world, with the VJMC’s Steve Cooper Keys, keys, keys…my motorcycling life seems to revolve around bloody keys! There’s the one for the workshop, then a digital one for the alarm, another for the garage then a pair for the gates. If you value your machine(s) then you’ll probably have them locked via security chains and, if you’re thus minded, you may also have engaged the steering lock(s). Oh, and to add a little extra spice to the mix if you own early Yamahas then the ignition key is fundamentally different to the steering lock key so more faffing around, etc. It could turn you batty if you let it, but if you value your bike(s) then it’s genuinely worth protecting your investment. Taking precautionary measures is…

Pirovano rep raffled!

Pirovano rep raffled! We love this! This is a 2020-spec Yamaha YZF-R1 but sporting the famous white, pink and blue colours of the late, great Fabrizio Pirovano’s 1993 Yamaha YZF750 SP. The special ‘Piro replica’ is a completely unique bike created by Yamaha Motor Europe and it was auctioned off at the start of November in aid of Fondazione Oncologia Niguarda Onlus, the Pirovano family’s chosen charity. The auction raised 27,000 Euros and the winner had two choices. Either have the bike delivered in race trim, exactly as it was for the Estoril tribute lap (where Piro won on the YZF in 1993), or in fully road legal trim with the Piro Replica bodywork, the Akrapovi race exhaust and the Pirelli slick shod wheels supplied as a separate kit. For…

Pirovano rep raffled!

Visit the Triumph Visitor Experience

You may have noticed a Triumph flavour to many of our pages this month – this is in celebration of 30 years of the re-birth of Triumph, back in 1990. So, when the lockdown is over, we would heartily suggest a visit to the Triumph Visitor Experience Centre. This cost £4 million to build and opened in 2017. It gives owners and bike fans alike the chance to learn about the proud history of the brand as well as being able to see some of the firm’s most iconic bikes – from Steve McQueen’s Great Escape TR6 to the Cee-GAR streamliner that broke the motorcycle land speed record in 1956. Visitors can even book a guided tour to see the production lines in action. It’s a truly interactive experience with exhibitions…

Visit the Triumph Visitor Experience

SCOOPERMAN! The sunny side of the classic world, with the VJMC’s Steve Cooper Keys, keys, keys…my motorcycling life seems to revolve around bloody keys! There’s the one for the workshop, then a digital one for the alarm, another for the garage then a pair for the gates. If you value your machine(s) then you’ll probably have them locked via security chains and, if you’re thus minded, you may also have engaged the steering lock(s). Oh, and to add a little extra spice to the mix if you own early Yamahas then the ignition key is fundamentally different to the steering lock key so more faffing around, etc. It could turn you batty if you let it, but if you value your bike(s) then it’s genuinely worth protecting your investment. Taking…

Visit the Triumph Visitor Experience

Visit the Triumph Visitor Experience You may have noticed a Triumph flavour to many of our pages this month – this is in celebration of 30 years of the re-birth of Triumph, back in 1990. So, when the lockdown is over, we would heartily suggest a visit to the Triumph Visitor Experience Centre. This cost £4 million to build and opened in 2017. It gives owners and bike fans alike the chance to learn about the proud history of the brand as well as being able to see some of the firm’s most iconic bikes – from Steve McQueen’s Great Escape TR6 to the Cee-GAR streamliner that broke the motorcycle land speed record in 1956. Visitors can even book a guided tour to see the production lines in action. It’s…

Visit the Triumph Visitor Experience

Congratulations on an excellent mag! It was good to see the ‘Retro-Spective’ story regarding Kawasaki Zephyr in the October 2020 issue of CMM. Zephyrs are a favourite of mine and I currently own a 1992 model 550. Riding it takes me back to the early 1980s when I had a Z550 at the age of 21. The October article mentioned all of the Zephyr range, but only showed pics of the 750 and 1100 models. Therefore I have attached photographs of my 550 with a special paint job, which hopefully you will share with your readers. I also enjoyed the Z900RS Turbo article immensely. Jon Swift Bertie says: “Jon, glad you like the magazine and us shining a light on the Zephyr range. We love your 550! She’s a beauty! Have some…

NO retros or riding tips! I’ve just finished the November edition; great mag, great articles, especially the feature about the Kettles. As a subscriber I thought I would have my say on the content, as personally I’m not bothered about the retro rides such as the Suzuki V-Storm. Don’t get me wrong, I love all motorcycles from flat-tankers through to Gold Wings, but I subscribe to this magazine because my passion is classic motorcycles. If I wish to read about modern motorcycles I buy one of the other glossy titles occasionally. Mind you, having said that my main reason for writing this email is about the six pages taken up with basic information about looking after my motorcycle and how to ride. I’m talking about the ‘Ride Better’ feature. My point…

SUBSCRIBE TODAY SHARE YOUR PROJECT WITH THE WORLD! FEEDBACK Post to Mechanics, PO Box 99, Horncastle, Lincs LN9 6LZ or email your pictures to editorial@classicmechanics.com NO retros or riding tips! I’ve just finished the November edition; great mag, great articles, especially the feature about the Kettles. As a subscriber I thought I would have my say on the content, as personally I’m not bothered about the retro rides such as the Suzuki V-Storm. Don’t get me wrong, I love all motorcycles from flat-tankers through to Gold Wings, but I subscribe to this magazine because my passion is classic motorcycles. If I wish to read about modern motorcycles I buy one of the other glossy titles occasionally. Mind you, having said that my main reason for writing this email…

Poetry in motion!

Firstly, thanks for a great magazine! It’s always a great read and whatever machine is being worked upon there is always something to learn that will come in handy. All the contributors are great, but my particular hero is Allen Millyard. Better people than me have commented that his work is truly extraordinary. And, we finally reach the reason for my email: could I presume upon your kindness please? Would you forward this email to Allen? I have pasted in a poem (yes, I know...) that (hopefully) may not at first glance be specifically about motorcycles, but is indeed about restoring them. I have also attached a recording of the poem set to music – please take a listen, it lasts four minutes so don’t get caught out by the... in…

Poetry in motion!

Prize winner A light breeze! Congratulations on an excellent mag! It was good to see the ‘Retro-Spective’ story regarding Kawasaki Zephyr in the October 2020 issue of CMM. Zephyrs are a favourite of mine and I currently own a 1992 model 550. Riding it takes me back to the early 1980s when I had a Z550 at the age of 21. The October article mentioned all of the Zephyr range, but only showed pics of the 750 and 1100 models. Therefore I have attached photographs of my 550 with a special paint job, which hopefully you will share with your readers. I also enjoyed the Z900RS Turbo article immensely. Jon Swift Bertie says: “Jon, glad you like the magazine and us shining a light on the Zephyr range. We love…

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. We’ve teamed up with SDoc100 which manufactures some of the best bike cleaning kit in the business! So, send in your pictures of your bikes and you could win an SDoc100 Chain Care Kit worth £50, which includes their new White Chain Spray 2.0 that offers four times more wear protection for chains and sprockets than the competition. Find out more at www.motohaus.com MAURICE GREANEY’S…

The way we were…

Douglas Hodgson says: “After years away from biking I purchased this 1979 Suzuki GS750 last year as a retirement present to myself from Rap Superbikes in London. Also pictured is my Kawasaki Z550, PYG 746W, in 1986, before and after I gave it the GPZ treatment: handy as I was a spray painter before joining the Fire Service. Keep up the good work and stay safe!” Dale Lomas says: “Back when I was a yoof, a Triumph Trident 900 was a new and exciting British motorcycle. Back then my dad – Nigel Lomas – had a ginger moustache, hair gel, and a similar taste in denim to me. A common theme at the time was to fit luggage and a screen to the new Trident. Of course, Bloor-era Triumph rarely missed…

The way we were…

Poetry in motion!

Poetry in motion! Firstly, thanks for a great magazine! It’s always a great read and whatever machine is being worked upon there is always something to learn that will come in handy. All the contributors are great, but my particular hero is Allen Millyard. Better people than me have commented that his work is truly extraordinary. And, we finally reach the reason for my email: could I presume upon your kindness please? Would you forward this email to Allen? I have pasted in a poem (yes, I know...) that (hopefully) may not at first glance be specifically about motorcycles, but is indeed about restoring them. I have also attached a recording of the poem set to music – please take a listen, it lasts four minutes so don’t get caught…

Poetry in motion!

Show us vours 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. We’ve teamed up with SDoc100 which manufactures some of the best bike cleaning kit in the business! So, send in your pictures of your bikes and you could win an SDoc100 Chain Care Kit worth £50, which includes their new White Chain Spray 2.0 that offers four times more wear protection for chains and sprockets than the competition. Find…

TRIUMPHANT RETURN!

This year marks the 30th anniversary of the rebirth of Triumph Motorcycles – an amazing success story that came about almost by accident. When property magnate John Bloor first visited the closed-up Triumph factory in Coventry in 1983, shortly after the British firm had gone into receivership, it was purely with a view to buying and developing the property, not to resurrect the once proud name of Triumph. Bloor is a remarkable man. Having left school at 15, he took up an apprenticeship as a plasterer and had built his first house before he was 20. Bloor Homes would eventually become one of the biggest property companies in the UK and would contribute to Bloor’s current estimated fortune of £1.4 billion. While he wasn’t nearly as rich in 1983, he certainly had…

TRIUMPHANT RETURN!

The way we were…

The way we were… Send us your nostalgic snaps of you back in the day with your steed! Either send to me at bsimmonds@ mortons.co.uk or via our vibrant Facebook page. C’mon! Douglas Hodgson says: “After years away from biking I purchased this 1979 Suzuki GS750 last year as a retirement present to myself from Rap Superbikes in London. Also pictured is my Kawasaki Z550, PYG 746W, in 1986, before and after I gave it the GPZ treatment: handy as I was a spray painter before joining the Fire Service. Keep up the good work and stay safe!” Dale Lomas says: “Back when I was a yoof, a Triumph Trident 900 was a new and exciting British motorcycle. Back then my dad – Nigel Lomas – had a ginger moustache, hair…

The way we were…

If you can find the first/early model modular Triumphs in good nick, they could well be a tasty modern classic to tuck away. On our nose around shops and the web, we’ve found bikes like an original 1200 Trophy ‘4’ for £1500 with less than 30k on the clock… Basket cases were out there too, with the popular naked Trident 750 and 900 models often starting at a few hundred quid for neglected bikes that would need a full restoration. Later, mid-1990s bikes are out there too and – even though they are more refined than those first machines – they don’t command much more on the forecourt. With this in mind, you could find yourself a mile-munching Trophy from the mid to late 1990s for just a couple of grand. Your…

TRIUMPHANT RETURN!

TRIUMPHANT RETURN! On the 30th anniversary of the launch of the first Hinckley Triumphs, we look at how John Bloor single-handedly revived the British motorcycle industry. WORDS: STUART BARKER PICS : MORTONS ARCHIVE , TRIUMPH This year marks the 30th anniversary of the rebirth of Triumph Motorcycles – an amazing success story that came about almost by accident. When property magnate John Bloor first visited the closed-up Triumph factory in Coventry in 1983, shortly after the British firm had gone into receivership, it was purely with a view to buying and developing the property, not to resurrect the once proud name of Triumph. Bloor is a remarkable man. Having left school at 15, he took up an apprenticeship as a plasterer and had built his first house before he was…

TRIUMPHANT RETURN!

With a modern Trident on the way, you could do worse than check out these two naked beauties – cheaper than the later Speed Triple, too! Later Trident 900s became the ‘Sprint’ with useful half-fairing. TRIDENT 750 ENGINE 749cc liquid-cooled 12v transverse three-cylinder DOHC WEIGHT 212kg/466lb POWER 97bhp/48.7ft-lb PRICE THEN £5109 (1991) PRICE NOW £500-£3000 TRIDENT 900 ENGINE: 855cc liquid-cooled 12v transverse three-cylinder DOHC WEIGHT: 212kg/466lbs POWER: 100bhp, 61ft-lb PRICE THEN: £5543 (1991) PRICE NOW: £500-£3000…

Clive Wood’s Top Tips!

The first modular Triumphs are bound to have age-related issues or have been meddled with by numerous previous owners. Consult an expert for advice on fixing or buying and be prepared for problems It you use an official Triumph dealer, make sure its mechanic has experience of working on bikes as old as T3s T3 bikes need no special tools, though a shim bucket tool is helpful if you don’t want to remove the cams. With a good toolkit, Torx bits, and an accurate torque wrench, all things are possible If you’re going to store your bike for a longer period, add some fuel preservative and run it through the carbs – it’s less likely to ‘go off’ and cause gumming problems Don’t over-tighten the oil filter cover retaining bolt. Trying to get it…

Clive Wood’s Top Tips!

Triumph’s first stab at a sports-tourer was this – the Trophy – which into the 1990s became a bigger, more substantial tourer in its own right, sprouting luggage, comfier seat/ergos and a bigger screen. TROPHY 900 ENGINE 885cc liquid-cooled 12v transverse three-cylinder DOHC WEIGHT 217kg/551lb POWER 98bhp/61ft-lb PRICE THEN £6122 (1991) PRICE NOW £1500-£2500 TROPHY 1200 ENGINE 1180cc liquid-cooled 16v transverse four-cylinder DOHC WEIGHT 228kg/503lb POWER 114bhp/69ft-lb PRICE THEN £6604 (1991) PRICE NOW £1500-£2500…

The sportier end of the original line-up was the Daytona, available for only a year or so before being replaced by the 900/1200 Daytona family. Both models are rare breeds. DAYTONA 750 ENGINE 749cc liquid-cooled 12v transverse three-cylinder DOHC WEIGHT 218kg/480lb POWER 97bhp/48ft-lb PRICE THEN £5929 PRICE NOW £1000-£2600 DAYTONA 1000 ENGINE 998cc liquid-cooled 16v transverse four-cylinder DOHC WEIGHT 235kg/518lb POWER 100bhp/65ft-lb PRICE THEN £6556 (1991) PRICE NOW £1000-£3000 (minter!)…

TOP TRUMPETS The original Hinckley Triumphs were real modular marvels, so – 30 years on – why not find a good one now? PICS: MORTONS ARCHIVE If you can find the first/early model modular Triumphs in good nick, they could well be a tasty modern classic to tuck away. On our nose around shops and the web, we’ve found bikes like an original 1200 Trophy ‘4’ for £1500 with less than 30k on the clock… Basket cases were out there too, with the popular naked Trident 750 and 900 models often starting at a few hundred quid for neglected bikes that would need a full restoration. Later, mid-1990s bikes are out there too and – even though they are more refined than those first machines – they don’t command much…

The dealer’s view…

Daryll Young (below) now runs IDP Moto. In 1990 he ran Neil Young Motorcycles in Northampton, one of the first Hinckley Triumph dealers. “Bruno Tagliaferri (right), the recently retired national sales manager at Triumph, was initially sales marketing manager at Honda and we were already one of Honda’s top dealers so he approached us about becoming a Triumph dealership. We had to go and have a look at the factory before committing, but as soon as we saw the set up at Triumph it was a no-brainer. We had been a solus Honda dealer, but we were allowed to take on a British manufacturer without losing that status so it worked out really well for us. “The fact that they were British bikes really did help to bring punters through the door,…

The dealer’s view…

TRIDENT With a modern Trident on the way, you could do worse than check out these two naked beauties – cheaper than the later Speed Triple, too! Later Trident 900s became the ‘Sprint’ with useful half-fairing. TRIDENT 750 ENGINE 749cc liquid-cooled 12v transverse three-cylinder DOHC WEIGHT 212kg/466lb POWER 97bhp/48.7ft-lb PRICE THEN £5109 (1991) PRICE NOW £500-£3000 TRIDENT 900 ENGINE: 855cc liquid-cooled 12v transverse three-cylinder DOHC WEIGHT: 212kg/466lbs POWER: 100bhp, 61ft-lb PRICE THEN: £5543 (1991) PRICE NOW: £500-£3000…

Clive Wood’s Top Tips!

TOP TRUMPETS Clive Wood’s Top Tips! The first modular Triumphs are bound to have age-related issues or have been meddled with by numerous previous owners. Consult an expert for advice on fixing or buying and be prepared for problems It you use an official Triumph dealer, make sure its mechanic has experience of working on bikes as old as T3s T3 bikes need no special tools, though a shim bucket tool is helpful if you don’t want to remove the cams. With a good toolkit, Torx bits, and an accurate torque wrench, all things are possible If you’re going to store your bike for a longer period, add some fuel preservative and run it through the carbs – it’s less likely to ‘go off’ and cause gumming problems Don’t over-tighten…

Clive Wood’s Top Tips!

The best part about riding a motorcycle isn’t through towns or on A-roads and motorways, but on the twisting ribbons of Tarmac that we love so much. There are few feelings better than when you’ve smoothly negotiated your favourite set of bends, especially on a cool classic which turns heads more than the latest plastic crotch-rocket – although I do like those too! Now, this isn’t the first mighty tome of general opinions and advice I’ve put together with the editor of this fine magazine, but chatting about it reveals the greatest truth: we’re never too old to learn! Like older bikes shod with better/newer tyres that improve their handling, we older bikers can pick up tips to help us ride better and enjoy our biking more. If I’m honest, I spent…

TROPHY Triumph’s first stab at a sports-tourer was this – the Trophy – which into the 1990s became a bigger, more substantial tourer in its own right, sprouting luggage, comfier seat/ergos and a bigger screen. TROPHY 900 ENGINE 885cc liquid-cooled 12v transverse three-cylinder DOHC WEIGHT 217kg/551lb POWER 98bhp/61ft-lb PRICE THEN £6122 (1991) PRICE NOW £1500-£2500 TROPHY 1200 ENGINE 1180cc liquid-cooled 16v transverse four-cylinder DOHC WEIGHT 228kg/503lb POWER 114bhp/69ft-lb PRICE THEN £6604 (1991) PRICE NOW £1500-£2500…

Let's look at the art of filtering – something that we need to master when traffic slows to a crawl. Firstly, you need to be looking that far ahead so you can recognise that you’re about to go into ‘filter mode’. Look for hazard lights up ahead and brake lights coming on ‘en masse’. If your classic was built before 2002, it may not have hazard lights (some have). If they're fitted – use them. Get your braking done in the main part of the lane you’re in. Ideally you want to have your speed in synch with the traffic ahead as you start to filter. When you enter the space between the two lanes and you’re coming up on the slowing traffic, here’s the danger point. Drivers will start to bob…

In a roundabout way!

“Check, check and check again,” says Niall when he talks about roundabouts, large or small. “The thing for me, when we enter these things often it could be a dual carriageway going into and coming out, or a single lane going in but a dual coming out – so again read the signs. They will tell you everything – use the amazing braking and acceleration to make up time on cars. When I say check, I mean the mirrors: they can tell you everything that’s happening behind in those lanes.” Neil adds: “As can your eyes – so keep your head on the swivel and do the ‘Linda Blair’. She was the actress in ‘The Exorcist’ who could turn her head 180 degrees. Don’t go that far, but try your best as…

In a roundabout way!

DAYTONA The sportier end of the original line-up was the Daytona, available for only a year or so before being replaced by the 900/1200 Daytona family. Both models are rare breeds. DAYTONA 750 ENGINE 749cc liquid-cooled 12v transverse three-cylinder DOHC WEIGHT 218kg/480lb POWER 97bhp/48ft-lb PRICE THEN £5929 PRICE NOW £1000-£2600 DAYTONA 1000 ENGINE 998cc liquid-cooled 16v transverse four-cylinder DOHC WEIGHT 235kg/518lb POWER 100bhp/65ft-lb PRICE THEN £6556 (1991) PRICE NOW £1000-£3000 (minter!)…

The dealer’s view…

The dealer’s view… Daryll Young (below) now runs IDP Moto. In 1990 he ran Neil Young Motorcycles in Northampton, one of the first Hinckley Triumph dealers. “Bruno Tagliaferri (right), the recently retired national sales manager at Triumph, was initially sales marketing manager at Honda and we were already one of Honda’s top dealers so he approached us about becoming a Triumph dealership. We had to go and have a look at the factory before committing, but as soon as we saw the set up at Triumph it was a no-brainer. We had been a solus Honda dealer, but we were allowed to take on a British manufacturer without losing that status so it worked out really well for us. “The fact that they were British bikes really did help to…

The dealer’s view…

Banana Republic

The great thing about being part of a magazine like CMM is that you’ve got all the experiences of bikes from ‘back in the day’ backed up with hindsight and history. Then you saddle up a bike you did way back when and all these amazing ingredients serve up a balanced view of the bike that, with the benefits of 20-20 vintage vision, means you can properly sum up a bike in a way that you probably couldn’t back then. Now, I’d best set my stall out and say how much I’m a big fan of early Hinckley Triumphs. I guess it’s because my first foray into motorcycle journalism came at a time when they were only a few years out of the starting gate and as I was way down the…

Banana Republic

Second opinion: It’s my bike!

“Ok so it’s been a bloody long slog getting the big yellow beastie on the road, but it has an MoT, it’s taxed and ready to go, hopefully it all goes well! “So a quick check of all the levels and tyre pressures, and everything’s good so it’s time to fire the Daytona up. The motor sounds lovely and has that lovely distinctive whistle to it. Now, I have only ever ridden this bike in a car park before today so this is a kind of ‘first impression’ and a ‘second opinion’ all rolled into one! “So through town first and although it’s a heavy beast it behaves fine in traffic and I feel comfortable with it. Now on to a national speed limit road I take a look down to the…

ENGINE TYPE 1180cc liquid-cooled four-cylinder four-stroke with four valves per cylinder MAX POWER 147bhp @ 9500rpm MAX TORQUE 85ft-lb @ 8000rpm TRANSMISSION 6-speed FINAL DRIVE Chain SUSPENSION Front: 43mm RWU Kayaba forks, with preload and rebound adjustment. Rear: Kayaba monoshock adjustable for preload and rebound BRAKES Front: Twin 310mm discs with four-piston Nissin calipers (SE: six-piston Triumph calipers) Rear: 255mm disc with two-piston caliper TYRES Front - 120-70-17 Rear - 160-60-18 (later 180-55-17) SEAT HEIGHT 790mm WHEEL BASE 1490mm DRY WEIGHT 228kg (501lb) FUEL CAPACITY 18 litres…

RIDE BETTER! Welcome to part two of our three-part series on how to ride your modern classic better! Messrs Niall Mackenzie and Neil Hodgson give us some tips on survival out on the road and on track. Part two: Getting out on the open road… WORDS: NIALL MACKENZIE, NEIL HODGSON PICS: GARY D CHAPMAN, MORTONS ARCHIVE The best part about riding a motorcycle isn’t through towns or on A-roads and motorways, but on the twisting ribbons of Tarmac that we love so much. There are few feelings better than when you’ve smoothly negotiated your favourite set of bends, especially on a cool classic which turns heads more than the latest plastic crotch-rocket – although I do like those too! Now, this isn’t the first mighty tome of general…

Filter tips! Let's look at the art of filtering – something that we need to master when traffic slows to a crawl. Firstly, you need to be looking that far ahead so you can recognise that you’re about to go into ‘filter mode’. Look for hazard lights up ahead and brake lights coming on ‘en masse’. If your classic was built before 2002, it may not have hazard lights (some have). If they're fitted – use them. Get your braking done in the main part of the lane you’re in. Ideally you want to have your speed in synch with the traffic ahead as you start to filter. When you enter the space between the two lanes and you’re coming up on the slowing traffic, here’s the danger point. Drivers…

RETRO SECTIVE TRIUMPH SPEED TRIPLE 1050

The Triumph Speed Triple has long been a favourite Hinckley machine since the first one reared its front wheel in anger back in 1994. These early modular T300-series Triples are sought after today and finding a cheap one can prove difficult – so let’s jump forward a few generations and check out something a little younger. The Speed Triple 1050 first hit the dealerships back in 2005 – so that makes this slice of British beef a prime and juicy ‘coming classic’. The major break with previous models was that this machine was finally designed as a ‘Speed Triple’ from the off – that’s to say it wasn’t actually a Daytona model with the fairing torn off it as the Daytona by this time had been discontinued. Other ‘firsts’ included the under-seat exhausts,…

RETRO SECTIVE TRIUMPH SPEED TRIPLE 1050

In a roundabout way!

In a roundabout way! “Check, check and check again,” says Niall when he talks about roundabouts, large or small. “The thing for me, when we enter these things often it could be a dual carriageway going into and coming out, or a single lane going in but a dual coming out – so again read the signs. They will tell you everything – use the amazing braking and acceleration to make up time on cars. When I say check, I mean the mirrors: they can tell you everything that’s happening behind in those lanes.” Neil adds: “As can your eyes – so keep your head on the swivel and do the ‘Linda Blair’. She was the actress in ‘The Exorcist’ who could turn her head 180 degrees. Don’t go that…

In a roundabout way!

Super Six Mk.2!

After a bit of carburettor fettling last month on my Z1 Super Six, it’s now running nicely and I’ve ridden it several times in between the rain and storms. The low speed hesitance has gone and there are no more drips from the carburettor overflow pipes when I stop. Hopefully I can get in a few more rides before the winter salt hits the roads. It’s very satisfying when I get a bike to this point, as it can take quite a bit of time in the commissioning phase before it’s running properly, but it’s worth it in the end. During the lockdown period I decided to make a second Super Six engine to use up all my spare Z1 engine bits; the new engine is 1522cc because a lot of the bits…

Super Six Mk.2!

In olden days, like bicycles, motorcycle headstock bearings used a system known as cone and cup bearings with hardened steel ball bearings running in between races known as cups for the outer and cones for the inner. The actual bearing contact area was quite small, meaning that the pressure on the races was far greater compared with the equivalent taper roller bearing; think about the eight-stone girl in stilettos putting dings in the dance floor, whereas an elephant will do less damage to the surface of the floor by spreading the weight. Check out my drawing for an illustration! Whenever I build a bike I will always ditch the old-school steering head bearings in favour of the far superior taper rollers which seem to be ubiquitous now. It seems even bicycle manufacturers…

Banana Republic

MAIN TEST Banana Republic As a head-scratching bike from the time, the years have been kind to Triumph’s thought-provoking Daytona 1200. WORDS: BERTIE SIMMONDS, ANDY BOLAS PICS: GARY D CHAPMAN The great thing about being part of a magazine like CMM is that you’ve got all the experiences of bikes from ‘back in the day’ backed up with hindsight and history. Then you saddle up a bike you did way back when and all these amazing ingredients serve up a balanced view of the bike that, with the benefits of 20-20 vintage vision, means you can properly sum up a bike in a way that you probably couldn’t back then. Now, I’d best set my stall out and say how much I’m a big fan of early Hinckley Triumphs. I…

Banana Republic

Electric Avenue!

Time now to look at the electrics and there were no surprises here. The wiring was generally in pretty good shape apart from one or two points… As long ago as the early 1970s, Japanese wiring systems were made to a very high standard compared with those which were typically found on contemporary British bikes, and despite the fact that they were designed to last for maybe 10 years or so, after nearly 50 years they usually are still capable of working satisfactorily. In this case the problems were where the insulation had been damaged (Photo 1) or replaced by something slightly dodgy (Photo 2). The other issues were in the inevitable corrosion or oxidation which had occurred and was in effect insulating parts of connectors which were meant to be conductors…

Electric Avenue!

GENERATOR Quirkily it’s a dynamo not an alternator and will require the correct threaded puller down its centre to facilitate removal. Use any other type puller and risk terminal damage. GUARDS Hard to find good used ones and expensive to repair rotted examples. EXHAUSTS Need to be present and in good condition. Street scrambler C variants also need to have the hard-to-find heat guards. SHOCK ABSORBERS Typically oversprung and underdamped, something like period-looking Hagons will improve the handling. ELECTRICS The loom is at least 50 years old so some TLC may be needed. A modern regulator wouldn’t go amiss either! GAUGES The combo unit used on the YR1 is notoriously hard to find new or used and will be expensive to repair. ENGINE Ideally needs to be in good order. Con-rods, pistons and bottom end have nothing in common with later YR or…

Second opinion: It’s my bike!

MAIN TEST Second opinion: It’s my bike! “Ok so it’s been a bloody long slog getting the big yellow beastie on the road, but it has an MoT, it’s taxed and ready to go, hopefully it all goes well! “So a quick check of all the levels and tyre pressures, and everything’s good so it’s time to fire the Daytona up. The motor sounds lovely and has that lovely distinctive whistle to it. Now, I have only ever ridden this bike in a car park before today so this is a kind of ‘first impression’ and a ‘second opinion’ all rolled into one! “So through town first and although it’s a heavy beast it behaves fine in traffic and I feel comfortable with it. Now on to a national speed…

SPECIFICATION ENGINE TYPE 1180cc liquid-cooled four-cylinder four-stroke with four valves per cylinder MAX POWER 147bhp @ 9500rpm MAX TORQUE 85ft-lb @ 8000rpm TRANSMISSION 6-speed FINAL DRIVE Chain SUSPENSION Front: 43mm RWU Kayaba forks, with preload and rebound adjustment. Rear: Kayaba monoshock adjustable for preload and rebound BRAKES Front: Twin 310mm discs with four-piston Nissin calipers (SE: six-piston Triumph calipers) Rear: 255mm disc with two-piston caliper TYRES Front - 120-70-17 Rear - 160-60-18 (later 180-55-17) SEAT HEIGHT 790mm WHEEL BASE 1490mm DRY WEIGHT 228kg (501lb) FUEL CAPACITY 18 litres…

RACING HERITAGE:

Prior to the YR1, anyone wanting to race in a 350 series had to use a TD250 that had been over bored sufficiently to qualify. And although the 250cc TD series race bikes had soldiered on with vertically split crankcases for some years, the new YR1 motor afforded Yamaha the opportunity to utilise the much more trackside and mechanic friendly horizontally split motors. The earliest 350s were a curious hybrid of pre-production YR1 engines housed in the proved RD56 250cc chassis. At the 1967 Daytona race, Yvon du Hamel and Art Baumann brought the YR1s home in second and third places on bikes limited to just four gears and behind Cal Rayborn on a 750 Harley! The next two years proved to be something of a Yamaha fest at virtually…

What to buy, how much to pay?

The YR1 is very much an acquired taste and this is often reflected in the price of unrestored examples. Something with patina that’s up and running will be in the £2500-£3500 region. YR2s aren’t a lot more, but the YR2C street scramblers can easily touch £4000+. The YR3s seem to be on the rise of late and a fully restored one can easily cost around £5000 as a private sale or as much as £6500 from a dealer, but that’s a lit bit rich for us at CMM. Simply because parts are harder to find and most overseas with all the attendant shipping/ import fees costs we’d avoid a project. Either a cared for YR2C or maybe a European YR3 would suit the bill perfectly and either would make an…

What to buy, how much to pay?

RETRO SECTIVE TRIUMPH SPEED TRIPLE 1050

RETRO SECTIVE TRIUMPH SPEED TRIPLE 1050 Short, stubby and yet stylish, the first 1050 Speed Triple is now ripe for classic status! WORDS: BERTIE SIMMONDS PICS: MORTONS ARCHIVE The Triumph Speed Triple has long been a favourite Hinckley machine since the first one reared its front wheel in anger back in 1994. These early modular T300-series Triples are sought after today and finding a cheap one can prove difficult – so let’s jump forward a few generations and check out something a little younger. The Speed Triple 1050 first hit the dealerships back in 2005 – so that makes this slice of British beef a prime and juicy ‘coming classic’. The major break with previous models was that this machine was finally designed as a ‘Speed Triple’ from the…

RETRO
SECTIVE TRIUMPH SPEED TRIPLE 1050

ENGINE TYPE Air-cooled, two-stroke, twin DISPLACEMENT 348cc BORE X STROKE 61.0mm x 59.6mm COMPRESSION RATIO 7.5:1 MAX HP 36.0bhp @ 7500rpm MAX TORQUE 23.9ft-lb @ 7000rpm CARBURATION Mikuni VM28SS (both left-handed) WHEELBASE 1340mm/52.7 inches KERB WEIGHT 168kg /371lb LENGTH 2040mm /80.3 inches WIDTH 735mm /28.9 inches HEIGHT 1005mm/39.5 inches SEAT HEIGHT 805mm /31.7 inches TYRES 3.00 x 18 (F) 3.50 x 18 (R) BRAKES Drums FUEL TANK 15 litres (3.3 gallons) OIL CAPACITY 3.1 litres…

Where fuels rush in…

Last time out you’ll have seen me buy the engine from a fairly humdrum middleweight bike (FZ8) to repair my stricken 5VY R1. This was only after ascertaining that inside it were all the R1-based goodies I needed to rebuild mine – namely crankshaft and rods, plus also some other ‘nice-to-have’ parts like a clutch basket that didn’t rattle and crankcases that didn’t have oil ways filled with clutch plate and flywheel magnet grinding paste… Engaging the significant help of R1 guru Pete Beale, the largely scrap 5VY motor and low-mileage breakers yard FZ8 motor were fused together to create a totally refreshed engine. When complete it had the later model R1 crank and rods found in the parts bin FZ8, as well as all new crank shells and main bearings. A…

Where fuels rush in…

Super Six Mk.2!

Allen Millyard Award-winning motorcycle engineer! Super Six Mk.2! Only Allen would have spares left over and say “Let’s build another six-cylinder Zed!” After a bit of carburettor fettling last month on my Z1 Super Six, it’s now running nicely and I’ve ridden it several times in between the rain and storms. The low speed hesitance has gone and there are no more drips from the carburettor overflow pipes when I stop. Hopefully I can get in a few more rides before the winter salt hits the roads. It’s very satisfying when I get a bike to this point, as it can take quite a bit of time in the commissioning phase before it’s running properly, but it’s worth it in the end. During the lockdown period I decided to make…

Super Six Mk.2!

Track day hound!

This poor little Honda has been passed around the CMM office from Bertie to Scott Redmond and then on to yours truly and I have to admit I have done bugger all with it for a couple of years, but in my defence neither had the other two! Yes, this was originally Bertie’s ‘Zero pound hound’ as he was given it gratis! From then, as with most people, life, work and anything else took over and he sold it to Scott who passed it on to me! Well, things are finally looking up for this CBR600. I say looking up... I’m going to get my arse in gear and turn it into a track bike. Looking around the bike, the only part of the bodywork that isn’t damaged is the petrol…

Track day hound!

Tool of the month with BIKER'S TOOLBOX Balls to this! Ralph Ferrand works with tools all day long – he sells them too at bikerstoolbox.co.uk so he knows what works. In olden days, like bicycles, motorcycle headstock bearings used a system known as cone and cup bearings with hardened steel ball bearings running in between races known as cups for the outer and cones for the inner. The actual bearing contact area was quite small, meaning that the pressure on the races was far greater compared with the equivalent taper roller bearing; think about the eight-stone girl in stilettos putting dings in the dance floor, whereas an elephant will do less damage to the surface of the floor by spreading the weight. Check out my drawing for an illustration!…

Electric Avenue!

Project Yamaha TX750 part 7 Electric Avenue! Our Mark sorts out any electrical gremlins with the TX and finds that the system was fairly advanced for the time. WORDS AND PICS: MARK HAYCOCK Time now to look at the electrics and there were no surprises here. The wiring was generally in pretty good shape apart from one or two points… As long ago as the early 1970s, Japanese wiring systems were made to a very high standard compared with those which were typically found on contemporary British bikes, and despite the fact that they were designed to last for maybe 10 years or so, after nearly 50 years they usually are still capable of working satisfactorily. In this case the problems were where the insulation had been…

Electric Avenue!

Exhausting times!

What defines a Suzuki TR 750? To my mind there are two visual components that are iconic to that bike: the ‘duck tail’ seat and the through-the-frame expansion chambers. Both make it instantly recognisable, without those it could be just another bike. So, the die was cast, my CMR TR had to have them. In the words of Dirty Harry, ‘A man’s got to know his limitations.’ My limitation is simple. There is not any way I could build expansion chambers that would work, do what I wanted or even look good. There are a few companies out there that are building expansion chambers, but they are generally for standard bikes to retro fit. Dave Swarbrick does a kit for the TR, but at the time of contacting these were mild…

Exhausting times!

BUYER’S GUIDE YAMAHA YR1/2/3 It’s the great, great grandfather of the Elsie! Welcome to the Yamaha YR family! WORDS : STEVE COOPER PHOTOS: MORTONS ARCHIVE GENERATOR Quirkily it’s a dynamo not an alternator and will require the correct threaded puller down its centre to facilitate removal. Use any other type puller and risk terminal damage. GUARDS Hard to find good used ones and expensive to repair rotted examples. EXHAUSTS Need to be present and in good condition. Street scrambler C variants also need to have the hard-to-find heat guards. SHOCK ABSORBERS Typically oversprung and underdamped, something like period-looking Hagons will improve the handling. ELECTRICS The loom is at least 50 years old so some TLC may be needed. A modern regulator wouldn’t go amiss either! GAUGES The combo unit…

Tanks for the memories!

So, back on with the Z500F! With the carbs on I can now tell you about balancing them. Tank and seat off (again), I rigged up my dummy tank, propped up with a length of wood, and tied to the bike with household electrical cable: which is very handy as it flexes into any position. This is all new stuff to me so Dave was over (again) armed with his vacuum gauges. Hoses connected and fuel turned on, I fired up the engine with the battery connected. It ticked over okay, but revving was a problem. Coughing and spluttering. With those tiny air screw caps removed, Dave set them to the factory setting of two turns out. This did make some difference. Next were the carb synch screws: we made some progress,…

Tanks for the memories!

RACING HERITAGE:

RACING HERITAGE: Prior to the YR1, anyone wanting to race in a 350 series had to use a TD250 that had been over bored sufficiently to qualify. And although the 250cc TD series race bikes had soldiered on with vertically split crankcases for some years, the new YR1 motor afforded Yamaha the opportunity to utilise the much more trackside and mechanic friendly horizontally split motors. The earliest 350s were a curious hybrid of pre-production YR1 engines housed in the proved RD56 250cc chassis. At the 1967 Daytona race, Yvon du Hamel and Art Baumann brought the YR1s home in second and third places on bikes limited to just four gears and behind Cal Rayborn on a 750 Harley! The next two years proved to be something of a Yamaha fest…

Suzuki GSF1200 Bandit

Budget bikes are often an assortment of parts from other models within a manufacturers’ range that are then slung together into a ‘new’ model. It’s a concept that keeps the bike trade going, not just with fresh models that prop up the flagship motorcycles every year, but also much further down the food chain. Not all used bikes have it easy, and not every clapped-out bike will be lovingly restored, so let’s deal with this cold-hearted fact now. This Suzuki Bandit 1200 was new once. Since then it’s been used and abused, and it’s reached a point where it’s beyond economical repair. That said, it starts and runs perfectly! It came my way via a few text messages from a local trader. He’d picked it up, but was having one of those…

Suzuki GSF1200 Bandit

What to buy, how much to pay?

What to buy, how much to pay? The YR1 is very much an acquired taste and this is often reflected in the price of unrestored examples. Something with patina that’s up and running will be in the £2500-£3500 region. YR2s aren’t a lot more, but the YR2C street scramblers can easily touch £4000+. The YR3s seem to be on the rise of late and a fully restored one can easily cost around £5000 as a private sale or as much as £6500 from a dealer, but that’s a lit bit rich for us at CMM. Simply because parts are harder to find and most overseas with all the attendant shipping/ import fees costs we’d avoid a project. Either a cared for YR2C or maybe a European YR3 would suit the…

What to buy, how much to pay?

Parts and parcel: a breaker’s guide

What’s hot Engines: With classic racing rules allowing oil-cooled GSX-R motors on the grid it’s pulled up the prices of engines. If you want a decent running motor with no fin damage to the block you’re looking at £500-£700. Retro fitting them to GSX1100 and GS1000 frames is getting pretty popular too. Carbs: They are the same spacings as oil-cooled GSX-R models, both 750 and 1100 models. They are also the right spacings for Z900, Z1000, Z1100 and GPz1100 motors. Good sets from freshly broken bikes can command £200 or much more, less for bodged about ones with poorly fitted dyno-jet kits. Tanks: No surprises here, the tanks can rot out. Repairs are often like sticking a plaster on a broken neck. Standard painted tanks are rare and gaudy re-sprayed…

Useless credit cards: Tsk!

My shambolic biking escapades are split into a few distinct categories that are as diverse as Salford’s weather patterns. In the early days we were bimbling around Europe like a rag-tag bunch of tyre-shredding nomads in a much-loved (but massively abused) twin-wheel Transit packed with tools, spares and (invariably) more bodies than Henry Ford or the forces of law and disorder considered advisable. Everything was on the limit, and I’m not just talking about the mechanical limits of Hamamatsu’s finest four-cylinder work horses. I didn’t have a credit card in those heady days. Well no, that’s not strictly true, I applied for, and got an American Express card before I ventured to the West Coast of America to pick up my ‘A Gas’ frame from Sandy Kosman on Fell Street in San…

Useless credit cards: Tsk!

Where fuels rush in…

Project Yamaha YZF-R1 5VY part 5 Where fuels rush in… Final preparations for PB’s Spanish track test go awry with a mystery rich-running problem… WORDS AND PICS: PAUL BERRYMAN Last time out you’ll have seen me buy the engine from a fairly humdrum middleweight bike (FZ8) to repair my stricken 5VY R1. This was only after ascertaining that inside it were all the R1-based goodies I needed to rebuild mine – namely crankshaft and rods, plus also some other ‘nice-to-have’ parts like a clutch basket that didn’t rattle and crankcases that didn’t have oil ways filled with clutch plate and flywheel magnet grinding paste… Engaging the significant help of R1 guru Pete Beale, the largely scrap 5VY motor and low-mileage breakers yard FZ8 motor were fused together…

Where fuels rush in…

Track day hound!

Project Honda CBR600F-V track bike part 1 Track day hound! This bike was gifted to CMM but nowt’s happened for two years – until now! WORDS AND PICS: ANDY BOLAS This poor little Honda has been passed around the CMM office from Bertie to Scott Redmond and then on to yours truly and I have to admit I have done bugger all with it for a couple of years, but in my defence neither had the other two! Yes, this was originally Bertie’s ‘Zero pound hound’ as he was given it gratis! From then, as with most people, life, work and anything else took over and he sold it to Scott who passed it on to me! Well, things are finally looking up for this CBR600. I…

Track day hound!

Exhausting times!

Project Suzuki TR750 part 6 Exhausting times! The crowning glory of any ‘special’ two-stroke has to be the expansion chambers, right? WORDS AND PICS: MALC SHAW What defines a Suzuki TR 750? To my mind there are two visual components that are iconic to that bike: the ‘duck tail’ seat and the through-the-frame expansion chambers. Both make it instantly recognisable, without those it could be just another bike. So, the die was cast, my CMR TR had to have them. In the words of Dirty Harry, ‘A man’s got to know his limitations.’ My limitation is simple. There is not any way I could build expansion chambers that would work, do what I wanted or even look good. There are a few companies out there that are…

Exhausting times!

Tanks for the memories!

Kawasaki Z550F part 6 Tanks for the memories! Time for John to sort out that 550F’s tank issues, we think… WORDS AND PICS: JOHN VASSALLO So, back on with the Z500F! With the carbs on I can now tell you about balancing them. Tank and seat off (again), I rigged up my dummy tank, propped up with a length of wood, and tied to the bike with household electrical cable: which is very handy as it flexes into any position. This is all new stuff to me so Dave was over (again) armed with his vacuum gauges. Hoses connected and fuel turned on, I fired up the engine with the battery connected. It ticked over okay, but revving was a problem. Coughing and spluttering. With those tiny…

Tanks for the memories!

Suzuki GSF1200 Bandit

Suzuki GSF1200 Bandit One of the big successes from the 1990s and onwards was the big Bandit – but how do they break? Only one man can tell us… WORDS AND PICS: SCOTT REDMOND Budget bikes are often an assortment of parts from other models within a manufacturers’ range that are then slung together into a ‘new’ model. It’s a concept that keeps the bike trade going, not just with fresh models that prop up the flagship motorcycles every year, but also much further down the food chain. Not all used bikes have it easy, and not every clapped-out bike will be lovingly restored, so let’s deal with this cold-hearted fact now. This Suzuki Bandit 1200 was new once. Since then it’s been used and abused, and it’s reached a…

Suzuki GSF1200 Bandit

Parts and parcel: a breaker’s guide

Parts and parcel: a breaker’s guide What’s hot ■ Engines: With classic racing rules allowing oil-cooled GSX-R motors on the grid it’s pulled up the prices of engines. If you want a decent running motor with no fin damage to the block you’re looking at £500-£700. Retro fitting them to GSX1100 and GS1000 frames is getting pretty popular too. ■ Carbs: They are the same spacings as oil-cooled GSX-R models, both 750 and 1100 models. They are also the right spacings for Z900, Z1000, Z1100 and GPz1100 motors. Good sets from freshly broken bikes can command £200 or much more, less for bodged about ones with poorly fitted dyno-jet kits. ■ Tanks: No surprises here, the tanks can rot out. Repairs are often like sticking a plaster on a broken…

Useless credit cards: Tsk!

Pip Higham Useless credit cards: Tsk! Tuner, engineer, rider My shambolic biking escapades are split into a few distinct categories that are as diverse as Salford’s weather patterns. In the early days we were bimbling around Europe like a rag-tag bunch of tyre-shredding nomads in a much-loved (but massively abused) twin-wheel Transit packed with tools, spares and (invariably) more bodies than Henry Ford or the forces of law and disorder considered advisable. Everything was on the limit, and I’m not just talking about the mechanical limits of Hamamatsu’s finest four-cylinder work horses. I didn’t have a credit card in those heady days. Well no, that’s not strictly true, I applied for, and got an American Express card before I ventured to the West Coast of America to pick up my…

Useless credit cards: Tsk!

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