Classic Motorcycle Mechanics

March 2023 ‘Why didn’t you do that?’ Issue 425 Criticism is always justified in this game and it space in the garage for it, which means moving Publisher: Tim Hartley helps us get better. onto the next project, which will probably be [email protected] more ‘hands on’ for me. I try and live by that in much of what I do. Publishing Director: Dan Savage Being a journalist means your work is ‘out I just hope the Aprilia rides as good as it’s [email protected] there’ for scrutiny – and that’s only right. So, I’m going to look (course it will, this is Griff we’re used to getting letters saying what readers (the talking about) and that the financial pressures Designer: Michael Baumber important people) want from and in the we are all under means I can keep it! So what magazine and that’s bang on! next? Well, the Speed Triple beckons (tart up Production Editor: Mike Cowton the paintwork, maybe an end-can, suspension A few in the past have criticised my sort and brakes upgrade) then the big one – the Group Advertising Manager: approach to projects… And rightly so! How ZRX1100R. Sue Keily many have I had, let’s see… Ah, there was the Yamaha TDM850, the Kawasaki GPz900R, the If you’ve got a restoration, why not join ‘the Advertising: Owen Hibbert Honda VFR750F and the CBR600F. All got moved team’; many of our contributors below were on to be projects with others, so that’s nice. readers first and foremost. You’ll get some [email protected] fame, if not any fortune (well, we DO pay Tel: 01507 529310 But now it seems I’m in danger of having one something) so give me a shout at: finished. I won’t say ‘I’m finishing it’ as it’s [email protected] Sales and Distribution Manager: mainly been in the care of AP Workshops and Carl Smith Griff Woolley – he’s a perfectionist and won’t let Editor the thing go until it is perfect... you try getting it [email protected] Marketing Manager: Charlotte Park back off him! But, I’m so excited to be making Commercial Director: Nigel Hole Editorial address: CLASSIC MOTORCYCLE MECHANICS MAGAZINE, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR Website: www.classicmechanics.com General enquiries and back issues: Tel: 01507 529529 24 hour answer phone [email protected] www.classicmagazines.co.uk Archivist: Jane Skayman [email protected], 01507 529423 Subscription: Full subscription rates (but see page 90 for offer): (12 months 12 issues, inc post and packing) – UK £52.80. Export rates are also available – see page 90 for more details. UK subscriptions are zero-rated for the purposes of Value Added Tax. Customer services: Tel: 01507 529529 Lines are open: Monday-Friday 8.30am-5pm Distribution: Seymour Distribution Ltd, 2 East Poultry Avenue, London, EC1A 9PT. Tel 020 7429 4000 Subscription agents: CLASSIC MOTORCYCLE MECHANICS MAGAZINE, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR Printed: Acorn Web Offset Ltd Normanton, West Yorkshire Published date: CLASSIC MOTORCYCLE MECHANICS MAGAZINE is published on the third Wednesday of every month Next issue: March 15, 2023 Advertising deadline: February 23, 2023 © Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher. ISSN 0959-0900 CLASSIC MOTORCYCLE MECHANICS magazine takes all responsible steps to ensure advice and technical tips are written by experienced and competent people. We also advise readers to seek further professional advice if they are unsure at any time. Anything technical written by the editor is exempt – he’s rubbish with spanners. www.facebook.com/ClassicMechanics/ www.twitter.com/cmmmag Mark Haycock John Nutting Malc Shaw Q&A King! H2 sampler Nearly there? Mark gives us a two-page treat this Malc’s had a few hiccups on the way, issue of Q&A and is back next issue Nutters celebrates 50 years since the but he reckons the TR750 triple is nearly monkeying around with a Honda ST70. Kawasaki H2 triple. He’s also on with his there and done and dusted. Honda CG125 project machine. Nice! Steve Cooper Joe Madden Simon EMMOOFPNLTOTHYHEE! E CMM Engine room Meyer Unloved GPz Scoop brings more on his YL1 project If there’s a bike you wouldn’t choose for and will be here next issue with his Top ad lad! a special, it would be the GPz305 first-ever ride on a Honda 400 Four! belt-drive oddity. But he and dad did it! Independent publisher since 1885 Time to say farewell and good luck to Ralph Ferrand Simon, who is off to pastures new. Bertie Simmonds Having trouble finding a copy Simes has worked hard to make of this magazine? Zed paint person! CMM pay its way during some Tuono test soon? Ralph’s on with his Kawasaki Z900 difficult times. It’s a hard task getting With the paint done, is he ACTUALLY Why not Just project and devotes his time to putting quality adverts into CMM, but he’s going to finish a project? Surely not Ask your local some ‘deep purple’ on his special’s done a magnificent job. Good luck! – something will go wrong... newsagent to reserve you a copy Alan Dowds Owen Hibbert Pip Higham each month? BMW experten CMM Ad Lad! Man or mouse? The boy Dowds is just back from writing This month Pip is back on with the ‘Little a mighty tome about BMW’s 100 years Owen has been working with Simon for Black Bike’, AKA his Suzuki S32, – so he’s a shoe-in to write our feature. months now, so who better to fill those pondering where the mice have been. big shoes as the main ad man? www.classicmechanics.com / 3



48 ❙ Q&A Contents Mark Haycock with a spread of tips. 06 ARCHIVE 28 BMW AT 100 08 50 ❙ TOOL OF THE MONTH 12 Barry Sheene: it’s 20 years Alan Dowds traces the Ralph cuts some threads… 18 since we lost the legend. history of this magnificent 20 marque! 52 ❙ PAINT FROM HOME CMM STUFF 32 Ralphy boy gets busy with some 24 KAWASAKI 750 H2 deep purple! New kit, tools and tyres and MACH IV tested stuff. 56 ❙ APRILIA TUONO R John Nutting rides this triple Editor Bertie picks up his paint- NEWS 46 two-stroke classic. work. Wow! News and happenings for 90 BMW S1000 RR 60 ❙ SUZUKI TR750 March 2023! 97 Malc Shaw can’t be far away from Yes, it’s recent – but it’s a the finish line by now? FEEDBACK future classic to buy NOW! 64 HONDA CG125 What are you all talking SUBSCRIBE! John Nutting returns with his about this month? 1980 tiddler. Subscribe and win prizes! SHOW US YOURS 68 SUZUKI GSX-R1100 L NEXT MONTH A buyer’s guide to the mighty air/ We want to see what’s in your oil behemoth. shed and see what you Check out what’s in the looked like back in the day! packed April 2023 issue! 82 KAWASAKI Z900 STOCKER Ralph once more: he’s ironing out BRIDGESTONE BIKE 98 PIP HIGHAM the vibes. OF THE YEAR Pip spots a rare ’un at the 86 SUZUKI S32 One very clean café CMM Stafford Show! Pip Higham mans up and takes on the mice. Again. racer from an 92 YAMAHA YL1 unloved GPz. Steve Cooper is back on with his little Yamaha project. To preorder your next issue of Classic Motorcycle Mechanics head to classicmagazines.co.uk/pre-order-cmm Alternatively, scan the QR code on this page and order your next copy today. We will send it directly to you! www.classicmechanics.com / 5

Barry Sheene 6 / classic motorcycle mechanics

WORDS: BERTIE SIMMONDS PICS: MORTONS ARCHIVE It’s now 20 years since we lost Barry Sheene, looked outside of his sport for inspiration to make to cancer, aged just 52. motorcycle racing both more professional and When news broke of his diagnosis in 2002, safer. As a result, his influence and popularity cancer of the oesophagus and stomach, the went further than that of just a simple motorcycle MotoGP paddock had assembled for the Brno racer. His vision helped pave the way for success race in the Czech Republic. Barry’s statement not just for British riders that came after, but also said: ‘Although this is a complete pain in the riders from across the world. Sheene knew how to arse, it happens to lots of people and a lot of play the press to gain maximum coverage – not people get over it. I will do everything in my just for him, but the sport as a whole. And years power to beat this thing.’ before many racers could be bothered with languages, he became fluent in Spanish and We all hoped he’d beat it – after all, Sheene Italian and was passable in Japanese so he could was indestructible. We’d all seen his bravery in converse with and (of course) influence the coming back from two horrific crashes – one a international press and manufacturers. 170mph smash at Daytona in 1975 and the other at Silverstone in 1982. The former saw him His two world 500cc titles came in 1976 and the star of a TV documentary which would secure 1977, but his fame really had only just begun. his fame and only add to the legend: “What’s the Beyond two wheels he’d carve out a career as a first thing to go through your mind in a crash like successful businessman and commentator, as that, Barry?” To which he replied: “Your arse if well as TV presenter in the early 1980s in the UK you’re going fast enough…” Sadly, cancer with the show ‘Just Amazing’. Barry – an claimed him on March 10, 2003. Barry Sheene accomplished helicopter pilot, too – really could was a one-off. In many ways he set the standard do anything he set his mind to. not just for the modern motorcycle racer but also for sportsmen and women in general. But for most of us, it would be his skill on two-wheels for which he is best remembered. Barry’s talents weren’t restricted to the Barry Sheene – legend. race-track. He was an intelligent all-rounder, who Barry Sheene 1976 and 1977 500cc World Champion ■ Want to get hold of pictures from Morton’s Archive? Then head to: www.mortonsarchive.com www.classicmechanics.com / 7

cmmStuff The latest riding kit, top tools, tyres, retro clothing and more! LS2 ADVANT HELMET LS2’s Advant dual- Lining is removable and £249.99 homologated 180° washable, and the cheek flip-front helmet gets fresh pads feature an Emergency colours for 2023. The super Release System. Practical subtle Matt Silver ‘Special’ additions like the Drop- and the Matt Black/Red Down Sun Shield and and Black/Blue/Red/White quick-release Micrometric ‘Sport’ graphics give a nod Metal Buckle make life (ahem) to new bikes hitting comfortable on the road, the showrooms this year. too. The lid comes with a We don’t care about new Pinlock insert, Helmet Bag, bikes – but the lids look Carrying Rucksack and Air funky. Bag Support for easy cleaning and maintenance. The Advant is tested for Cost is £249.99 in solid use in both open and colours. Graphics and closed positions and the special colours, as shown, transformation to and from are £269.99. is simple, too. The visor is www.ls2helmets.com Pinlock-ready, the Comfort £35.98 £35.98 CLARKE £549.99 CLARKE ANGLE MULTI- GRINDER HJC RPHA 11 SONIC THE HEDGEHOG FUNCTION TOOL This Clarke CAG800B Yes, okay it seems a tad infantile 800W 115mm Angle – but Sonic the video game character Ideal for DIY use, Grinder is perfect for is more than 30 years old, so he’s a the Clarke CMFT220 serious DIY jobs in the classic! This is the normal PRHA 11, multi-function tool home or workshop, so it’s a standard setter for lids, with accessory kit, powered by an 800W comprising an aerodynamic shell, is great for sawing, 230V motor. It includes excellent ventilation, brilliant cutting, sanding, a three-position comfort, wide aperture visor polishing and auxiliary handle for user arrangement and a multi-point chiselling. With a comfort and adapting to locking system. We can’t guarantee speed of 20,000 multiple work angles. you’ll collect lots of gold rings oscillations per The CAG800B is wearing this and don’t try and spin minute it comes supplied with grinding into Doctor Eggman/Robotnik. If you complete with a disc, open and closed can understand what that means! sanding pad, three guards and spare www.oxfordproducts.com sanding sheets, one carbon brushes. cutting blade and a www.machinemart. scraper blade. co.uk www.machinemart. co.uk 8 / classic motorcycle mechanics

www.classicmechanics.com www.facebook.com/ClassicMechanics/ www.twitter.com/cmmmag £149.99 £74.27 TRIUMPH: £25 A PICTORIAL HISTORY Triumph: Pictorial History of the Great British GBRACING ENGINE Marque delves deep into the extensive Mortons COVERS photographic archive to bring the reader an No one wants to fall off – and no one wants to damage their pride and joy extensive history of the famous motorcycle – so these engine covers for the retro Kawasaki Z900RS are spot on. While manufacturer. It covers everything from the late the bike itself isn’t a race-rep, a fall off a side-stand or out on the road can Victorian age to the Great War; the Vintage period still happen, so it’s reassuring to know that these GBRacing engine covers (1918-1930); the 1930s; the Second World War; the offer the same protection as used by Jonathan Rea’s Kawasaki ZX-10R in 1950s boom years; the cool 60s; the difficult 70s; World Superbikes. Cost for the whole set is £253.31 with individual parts the death and rebirth of Triumph in the 80s; and priced at: Alternator Cover (£91.72), beyond – right up to the present day. Author James Clutch Cover (£100.66); and Pulse Cover (£74.27.) Robinson’s passion for Triumph is what fuels this BULL-IT www.gbracing.eu hardback book along with the hundreds of MENS JEANS DUCHINNI VOLT stunning photographs contained therein. These Bull-It Mens Tactical Icon II JACKET straight blue biking jeans (takes a www.mortonsbooks.co.uk breath) are very popular right now. The Duchinni Volt helps younger They offer AA rated protection in a riders stay dry and stand out – on and PHIL READ 1939-2022 £9.99 single layer design, with high performance cut and tear strength, off the bike – thanks to huge A new book written by James and AA abrasion resistance, while reflective panels on the front, back, having lower thermal conductivity sleeves and hood. Made from rugged Robinson, editor of The Classic which reduces chances of friction burns. It’s a traditional five-pocket Ripstop textile, with taped and MotorCycle magazine, denim design, with a shower- welded seams, the Volt can be easily resistant finish and CE 1621 Level 2 rolled up and stashed in a rucksack or celebrates the life of ace British hip and knee as standard. They are bike luggage, ready for action in damp straight cut, with a light wash blue motorcycle racer Phil Read. Phil finish in sizes 30-44 in short/ or dark conditions. regular/long lengths. The drawstring hood is also Read 1939-2022 is a lavishly reflective and can be removed, so it www.bull-it.com won’t flap around when riding, illustrated softback featuring a making the Volt suitable for a range of outdoor activities, such as cycling, wealth of rare and historic walking and school trips. Mesh lined, with elasticated cuffs, the Volt is images covering the full scope of Read’s career quick and easy to get on and off, and includes two external zipped pockets. from the late 50s right up to his last Isle of Man The Duchinni Volt comes in junior sizes XS (32-inch) to XL (38-inch). outing in 1998. Read became an Isle of Man TT www.thekeycollection.co.uk winner in 1961, was picked by Geoff Duke to ride Gileras in 1963, then signed for Yamaha, duly delivering the firm its first Grand Prix world title in 1964. ‘The Prince of Speed’ was to win five more world titles for the manufacturer, his last in 1971 coming as a privateer. After that, he signed for MV Agusta, winning two 500cc world crowns, before coming back to the TT and claiming victory in the Formula 1 and Senior races in 1977. www.mortonsbooks.co.uk KAWASAKI Z900 T-SHIRT RAGGED EDGE If you’re anything like our own Ralph Classic Motorcycle Mechanics contributor Stuart Barker has a new book Ferrand and you love Kawasaki’s Z900, out entitled ‘Ragged Edge’, concentrating on the Isle of Man TT races. then look no further… Emblazoned with The book is a warts and all look at this the phrase: ‘And on the seventh day, most legendary of events. As the advertising blurb says, the book looks at God created the Z900’, you can show £22‘the history, the atmosphere, the heroes, just what your favourite bike is. The tragedies and legends. And most importantly, T-shirts come in various colours and our fascination with this seductive yet perilous test of skill and daring. This is the unvarnished, raw sizes from S to 3XL. truth behind the world’s most dangerous sporting event – in the words of those who ride it.’ The www.z900.us €27.50 book is released on May 11. www.amazon.co.uk www.classicmechanics.com / 9

cmmTested £19.99 Riding kit worn, tools twirled & tyres turned £229.99 RECEKA LONG-SLEEVE KNOX URBANE PRO TROUSERS BASELAYER When choosing biking trousers, style The trousers boast six pockets, two Layering-up is a must for any ‘adventure sport’ and comfort are as important as at the front, two at the back and two pastime, be it skiing, hiking or biking – especially performance, protection and durability. inside the back waist. An additional in the winter months. lower hip pocket is accessed via an These Urbane Pro Trousers from invisible zip for extra security. Get them Base layers are vital – they need to insulate, Knox have proven to be everything you mucky? No worries, they are machine and wick away moisture when needed. Every could want from a summer trouser, washable. once in a while a new base layer comes along being lightweight, breathable yet that is worth investigating, particularly when it rugged. They are also a Class AA Weight-wise, these are certainly costs just £20! garment for abrasion resistance, the heavier than other mesh-styled class normally found in heavy textile summer trousers, but that can only add Receka is a name new to me and the firm bike trousers. They come with to their durability and means they can deserves recognition for what has proved to be removable CE Level 1 hip and knee also be my autumnal wear. The set of an excellent long-sleeve base layer, protectors with dedicated soft pocket CE level 1 Micro-Lock knee and hip manufactured from a supportive Lycra fleece inserts and an inner thermal lining. For armour is held in individual pockets by fabric. According to Receka, the top was ventilation, the styling includes Velcro fastenings and the armour is originally designed to be worn under one- and breathable, front and back arrownet both soft and pliable to touch, but locks two-piece motorcycle leathers, but has since mesh panel legs. when impacted, thereby keeping the been adopted by hikers. rider protected. In essence, the Lycra fleece fibres on the rear Knox states that proper fitting is of the fabric create an air pocket so warm air paramount, but there’s a wide choice can be trapped between the skin and fabric, to ‘try before you buy’ ranging from S keeping the wearer warmer. Conversely, in (30-inch waist) to 5XL (44-inch), with a warmer weather moisture is transported from standard 33-inch leg length. the surface of the skin via the raised Lycra fibres Mike Cowton to the outer section of the fabric which then www.planet-knox.com evaporates when in contact with air, helping the wearer stay cooler. Beware on the fitment. I’m normally an XL, but was told to go 2XL. I’m glad I did, because the fit is perfect. The top has a really nice, high collar, and the material is lightweight and soft, and hopefully will prove to be durable, making it perfect for all-day rides throughout the seasons. I opted for some particularly chilly days to check out the base layer and – when well layered with a heated vest – not once did I feel a chill through my leather jacket. That all-important sizing is: Medium (38-40 inch /96-102cm), Large (40-42/102-107cm), XL (44-46/107-117cm), XXL (46-48/117-122cm), and the cost is just £19.99: phenomenal value. Mike Cowton www.receka.co.uk 10 / classic motorcycle mechanics

www.classicmechanics.com www.facebook.com/ClassicMechanics/ www.twitter.com/cmmmag SPRAYWAY ANAX VEST I’ve always been a sucker for a nice Repellent) treatment so you’ve that gilet, having worn various styles and brands for years as an accompaniment added protection should the elements to layering up in the outdoors or for casualwear over a T-shirt. suddenly change, which they’ve a mind Simplistic in design, traditionally they to do in the UK. The vest includes a come with a full-front zip and a couple of outer, zipped pockets: that nicely fitted collar, reversed centre-front zip, sums up the latest iteration from Sprayway, the Anax. Manufactured in those large hand pockets with mesh TecWEAVE woven nylon fabric, the benefits include being stretchy and lining, and a semi-elasticated hem. tough, with wind-resistance to boot. The Anax also boasts a DWR (Durable Water This has proven a real bonus on bike rides as part of a layering system, and as a standalone garment for warmer weather walks over something short- sleeved. Available in sizes S-XXL in black. Mike Cowton £55 £49.99 OXFORD OTTAWA 1.0 STEALTH GLOVES Here are Oxford’s new Ottawa 1.0 Stealth gloves, a waterproof winter glove with a full cowhide leather palm and featuring moulded PU knuckle protection. The first two fingers have 3M reflective detailing, with subtle Oxford branding. They are easy to slide over a jacket cuff and have a wrist retention strap and Velcro cuff adjustment, making both comfort and fit a priority. I have found that with some winter gloves they can be so bulky that taking a firm hold on the grips can be awkward, but the Ottawa are constructed with an ergonomic pre-curved finger construction which reduces hand fatigue, thereby making the grip feel more natural. Constructed of 80 per cent polyester and 20 per cent leather, the versatile Ottawa combines comfort and protection. With a Rainseal waterproof membrane and a warm brushed fleece thermal lining, these have so far proven perfect for daytime commutes and longer ride-outs, with the added bonus of the forefinger and thumb being touchscreen compatible. Without resorting to the cost of full-blown heated gloves, these will prove a great winter compromise. Sizing goes from S (19cm) through to 3XL (26cm). A great value glove. Mike Cowton www.oxford riderwear.com www.classicmechanics.com / 11

cmmNews Oxford celebrates 50 years Oxford Products is celebrating its 50th throw-over luggage. In recent years its also chairman Alec Hammond and managing anniversary in 2023 and has a full calendar added some premium brands to its portfolio director Andrew Hammond outlined the of celebrations to mark this special year. so Oxford has everything covered. extraordinary rise of ‘Oxford’ from very humble beginnings before saluting the Imagine all the stuff we bikers have, The company kicked off its 50th year in many talented and dedicated people in the thanks to the motorcycle and push-bike style with a black-tie gala evening at the room who had made it happen. firm, which is (unsurprisingly) based in Doubletree Hilton in Swindon in January. Oxford. It’s not only backed racing for All 160 staff and their partners were invited Oxford is also big on rider training, almost the entirety of their existence, but to a lavish, all-inclusive do with allowing its car park to be used by the local also made and manufactured a wide range accommodation, food, drinks and training establishment Oxfordshire of bike kit that has helped us over the entertainment laid on. Motorcycle Training. For more, see: decades, such as heated grips and cheap, www.oxfordshiremotorcycletraining.com Pre-dinner speeches by founder and Hailwood’s RG returns! One of the most iconic machines in the liquid had corroded a small hole in the after an 11-year absence, single-handedly history of motorcycling has roared back water-pump housing, with the liquid reinvigorating the event. In 1979 he to life as preparations for the opening draining away, meaning that magnesium returned for his farewell TT. Only Suzuki of a new TT Gallery gather pace at the and aluminium components had not had the confidence to supply a machine for Manx Museum. corroded over time. The machine had him to ride: the RG500 on which Hailwood effectively been dry since around 1980. scored his 14th and final TT win. The The Suzuki RG500 was ridden to victory The coating of oil remaining inside the RG500 will go on display in the new TT by Mike Hailwood in the 1979 Senior TT. engine had preserved the machine in Gallery at the Manx Museum, paired with In preparation for display in the Manx amazing condition.” the original leathers and helmet worn by Museum’s TT gallery, legendary mechanic Mike Hailwood in one of the most famous Anthony ‘Slick’ Bass has breathed life into The work uncovered fascinating details races of all time, the 1979 Senior TT. this race-bred two-stroke. Slick has worked never before revealed, such as the factory- with some of the best in his time, including stamped engine; the modified frame; the Joey Dunlop, Carl Fogarty and Steve Hislop. prototype brakes and thumb choke; and More than just a mechanic, this race unbranded prototype tyres which had been engineer today also helps tune and power slashed as they came off the track. racers to victory. Christopher Weeks, conservator for Manx Bass worked on the bike for around four National Heritage, said: “After rebuild, we weeks, finding the engine in the RG just as had the thrill of actually hearing Hailwood’s Mike Hailwood had left it. Slick said: “We Suzuki run once again for the very first time discovered the engine to be in near to since 1979. Marvellous!” original condition, which was an absolutely extraordinary find. Remarkably, coolant Hailwood was already a living legend when he returned to the island in 1978 12 / classic motorcycle mechanics

Mackenzie’s frenzies! Niall Mackenzie will be appearing in a First up, the three-time British Superbike number of events in 2023 – one most Champion will be at the Burgham Park Golf notably in conjunction with Classic Club and Leisure Centre on Friday, March Motorcycle Mechanics and sister title 17. The evening is entitled ‘It was Classic Racer. acceptable in the Eighties’ and takes place at the club just a few miles north of Morpeth (NE65 9QP.) V4 riders, such as Wayne Rainey, Kevin Schwantz, Eddie Lawson and Wayne But the big one you won’t want to miss Gardner. The Green Dragon is an inn, will be Mackenzie’s appearance at the so why not book some food and an Green Dragon Pub, in Brigstock, Northants overnight stay? (www.thegreendragonbrigstock.com) on April 8. It promises to be a fun-packed The only fly in the ointment is that Saturday night, with Niall recalling all the seeing as the Green Dragon is his local, tales from a 20-year race career and siring CMM/Classic Racer editor Bertie Simmonds two notable champs himself in Taylor and will be in attendance and may even be Tarran. The seven-time 500cc podium asking the questions – as well as handing finisher will also be talking about what it out subscription forms! The action starts was like to battle the best-ever two-stroke from around 7pm and you’ll need NN14 3EZ for your sat-nav. Bike grandad’s licence saved! A grandfather and keen biker know that my entitlement was all of these actions. been made. When that was wrongly denied a licence to no longer on the licence.” Paul currently owns three happens, organisations should ride his motorcycles for over acknowledge what has gone three years, according to the After complaining classics and he said: “The wrong and take steps to put national Ombudsman. unsuccessfully to the DVLA, PHSO and ICA were terrific. My that right. Unfortunately, the Paul went to the Independent caseworker at the PHSO was a DVLA did not do that and were Paul Olsen, a graphic Complaints Assessor (ICA). The real old-school gentleman who inflexible in handling Mr designer who airbrushed one of ICA found that it was more was a quietly persistent terrier. Olsen’s complaint. the original Star Trek Motion likely than not that he held full I’m delighted at the outcome Picture Enterprise models, has motorcycle entitlements but because I was so fed up with “I’m delighted we were able been riding motorbikes for over couldn’t recommend the DVLA the DVLA being unreasonable.” to resolve Mr. Olsen’s case and 60 years. give him a new entitlement have his motorbike entitlements because they had followed Ombudsman Rob Behrens reinstated so he can enjoy his Over the past half-a-century procedure. said: “It was clear to both us passion for biking.” he has owned Triumph and the ICA that a mistake had Bonnevilles, Yamahas and However, the ICA said the Kawasakis. However, when he outcome of Mr. Olsen’s case tried to have a new motorcycle was ‘perverse and unfair’. insured in 2018, he was informed that he didn’t have Paul, who lives in Surrey, the right type of licence. then brought his case to the Parliamentary and Health Paul, who also created the Service Ombudsman (PHSO). film titles for The Abyss, The Ombudsman found that the Terminator 2, and Die Hard, DVLA was too rigid when said: “I had the surprise of my deciding that his evidence life when they said I didn’t have didn’t prove he was entitled to the right biking entitlement on ride motorbikes. It also found my licence. I got a British that the DVLA’s record keeping driving licence and motorbike was flawed in this case. licence when I moved here from San Francisco in 1969. The PHSO directed the DVLA to apologise, refund the £70 it “In the early 1970s I was had cost Paul to cancel his reissued a life-time licence. insurance, and give him £1000 But somewhere along the way, in compensation. It also asked the DVLA must have dropped the DVLA to use its discretion the ball. to reinstate his entitlement to drive a motorbike. “This was before everything became digitised, so I didn’t The DVLA has complied with www.classicmechanics.com / 13

cmmNews The sunny side of the classic world, with the VJMC’s Steve Cooper CMM and Classic Racer go racing! And now appearing on a screen somewhere near Some-time CMM contributor Rob Bean now going to turn it into a race you, yet another unseemly is going racing with his old Trumpet – machine to compete in Bemsee row over how much a piece of and his race bike build and escapades Thunderbike Sport class for a few NOS (new Old Stock) is going for in will be featured in CMM and Classic rounds. That will mean a fork internal the classic Japanese world. Racer. upgrade; a race shock; lightweight wheels; decent exhaust; race Or more precisely, how much the The bike is a 1997 Triumph T509 bodywork; and losing everything it latest lump of unobtanium is ‘worth’. Speed Triple and Rob says: “My T509 doesn’t need before the first race of The whole scene would appear to have Speed Triple has ‘fat bars’, better the season.” gone into some form of toxic shock judging brake pads, braided hoses and sticky by the way some enthusiasts react. When a tyres so I did a couple of track days at With part one of the story coming up pristine tank for a Suzuki GT185K surfaced a Cadwell Park to see how it went. In in the April issue of CMM, we’re now couple of months ago certain individuals fact, it went well enough that I am looking for help sourcing parts. almost entered a state of spontaneous Contact editor Bertie at: bsimmonds@ combustion. The usual words and mortons.co.uk if you want to be part of phrases – joker, deluded, dreamer, thief, hopeful, the exciting project. rogue – and a lot more unpleasant were trotted out… again. Whether a NOS tank in original Rotary Club condition has a genuine monetary value of £500 is certainly up for debate but someone must have at Bristol! thought so as, apparently, it sold PDQ. From a personal perspective I’d struggle to justify that sort You’ve still got time to get to the the engine for the racer was based on of money for a fuel tank with so-so period finish Bristol Classic Bike Show, set for that for the lardy lump used in the unless I already had similarly indifferently finished February 25-26 – where the ‘Rotary Norton Interpol police motorcycle! side-panels fresh from Hamamatsu. But that Club’ of Ron Haslam, Trevor Nation Eventually, Brian’s skills and talents assumes you, me or anyone else actually desires a and Brian Crighton will be in made the 588cc air- (and later liquid-) genuinely, period correct, bike with such a attendance. cooled rotary engines powerful enough parsimonious finish; none of them were genuinely to take the fight to the Japanese that great when new you know. Authenticity is These three names are synonymous manufactured race bikes. always likely to win you a pot, gong, rosette at a with the rotary-powered Nortons of the bike show, but have two identical machines teed late 1980s through to the 1990s and As well as hearing amazing race up for an award and it’s pretty much guaranteed they will be at the Royal Bath and tales, the Bristol show also has stalls, the one with the best paint job will win even if it West Showground in Shepton Mallet. auto-jumbles and other attractions, so was only painted last Thursday! Ron and Trevor both rode the JPS why not go along. For more, go to: liveried Norton racers, while Crighton www.bristolclassicbikeshow.com Bona fide parts will always help or assist was the man behind the machines. No winning awards and may even aid a potential sale. mean feat considering the fact that However, when you spot someone selling a set of those evil, metal-shrouded, plug caps for a Honda 500/4 at £200 a set you very might think common sense has taken a day off. They were, are and always will be a misfire on a wet day just waiting to happen. A set of rubber Lodge caps were the order of the day back then and a quartet of brown plastic NGKs will do an admirable job now. Nonetheless, if you are adamant that you want your four middle-weight Honda decked out with pinpoint accuracy then perhaps, just possibly, that’s money well spent? Your call as they say. Where it all gets a lot more palpable is when you need components you don’t have or the ones you do have are B.E.R. (Beyond Economic Repair). A cracked brake drum is likely to be irreparable at best and potentially dangerous at worst. Is £187 too much to pay for a Yamaha SR500 rear hub? Possibly that depends how much you need it but against the cost of a badly repaired one failing in service I’d argue it is money well spent! I’ve decided some of my NOS parts need to go as I’m never going use everything I’ve collected over the years. We’ll just have to see how it all goes when I start trickling out some of my Stinger stuff. I’ll let you know later if I’m a decent chap or thieving rogue! www.vjmc.com ❙ 01454 501310 14 / classic motorcycle mechanics



cmmNews Facebook moped group formed! If you love your tiddlers then legally) allowed to. So expect you really should head to social lots of APs, Fizzies, MTs, ARs media and get involved with and the like. It has been set up the newest moped group out by CMM friend Andrew Longley there. who wants to celebrate the beauty of the moped! Go to: Retro Mopeds 70s-90s is www.facebook.com/groups/209 full of the cool kit we rode the 4895643860950/?ref=share_ first time we were legally group_link (ahem, or sometimes not so David Miller: 1974-2023 It is with great sadness that Classic Motorcycle taking over the helm of Bikesport News in Mechanics heard of the passing of David Miller, 2007. the motivating force behind Bikesport News, in mid-January. BSN was originally owned by Donington Park race circuit boss Robert Fearnall, and run by David started his career in journalism as a journalists Chris Carter and Dave Hardy. David reporter on the Stamford Mercury, undertaking transformed the BSN website so that it general cub reporter duties as well as becoming eventually rivalled and surpassed the printed one of the newspaper’s motoring version, which he turned from a regular correspondents. But, his love was always newspaper into a colourful tabloid magazine motorcycling and racing. Following in his father – complete with the (by now) regular Miller Robin’s footsteps, who was head of publishing humour and sarcasm. company EMAP and a former Motor Cycle News reporter, David eventually worked at Bike While bikesportnews.com did well, like most Magazine, MCN Sport and What Bike, before news-based specialist magazines the printed version was in the website’s shadow, so it was decided to concentrate on the web-based magazine, which has since gone on from strength to strength. He leaves wife Danielle and two sons, of which he was so very proud. CMM editor Bertie Simmonds says: “I was privileged to work with David in the 1990s when we were together at Bike Magazine and we stayed in touch after that. Many talk of his nous when it came to BSN and other projects but, for me, I will always look at his writing skills on some of the work he did on both Bike and other magazines. He could really spin a yarn. I will especially cherish David’s wit and sarcasm, which made many of us in the industry smile.” PREORDER YOUR CMM! Want the next issue of CMM? Of course you do! Then it’s simple. Subscribing is best but, failing that, why not preorder? Simply scan the fuzzy circular thing with your smartphone (c’mon, we’ve all got one) and off you pop! Alternatively, if you like what you see coming up in the next issue (see page 105 for more) then go to: www. classicmagazines.co.uk/issue/preorder where you can preorder all of Mortons’ wonderful magazines. Even ones about trains, cars or towpaths… 16 / classic motorcycle mechanics



Post to Mechanics, PO Box 99, Horncastle, Lincs LN9 6LZ or email your pictures to [email protected] We love to hear from you, so why not let us know what you like, or dislike in YOUR magazine. Simply get in touch by sending emails to: [email protected] or direct to the editor at [email protected] or post your letters to the normal address. The best will win one of our lovely T-shirts! Boring or brilliant? find both, at sensible speeds, is the start of the long mile-muncher? Magazine really comfortable. I rode the tale… articles and reader’s letters I’ve been a subscriber on and Gold Wing 5500 miles around about the practicalities of off since the late 1980s. I had France, Spain and Portugal I also have a GPz900R and using our classics every day been wondering if the last summer, deliberately an MV Agusta 750 America. I are always of interest and I for magazine was beginning to avoiding motorways. I camped find both uncomfortable for one would welcome much bore me; you’ve probably and cooked most nights. I do rides longer than around an more of that chat, especially written about every classic find the Gold Wing a bit heavy hour. I believe at 55 years of comparing old with new. bike more than once; what and am a great fan of small age, I am the problem. The more is there to say? Lots I bikes and that feeling of GPz starts to make sense I enjoyed the Henry Cole think, and your November freedom they offer that big around 90mph and there is no interview and especially Will issue is a brilliant example of ones just don’t. I have a 1963 doubt it’s an amazing iconic/ Holman’s tales of how bravely that. Clearly you care Honda CL72 Street Scrambler legendary machine, but not biking in India reignited his passionately about your that puts a grin on my face dying and keeping my licence passion at home; more travel readers and are trying very like no other bike except are stronger emotions than my tales and tinkering tips, too. I hard of late to satisfy us all: need for speed. The MV is love Ralph’s ramblings; don’t no easy task. perhaps the CL175 really quite nice for short make him all woke, he’s much I rode from San summer rides but I’m always more entertaining the way First your introduction and Francisco to New glad to park it up safely in my he is. the article about what we find York in 1988. That living room and stretch my comfortable or not these days legs, however short. That’s my Mike Stoane was just spot on. I ride either pension and a lovely object; a BMW R60/6 or a GL1100 the R60 is the daily ride. Bertie says: “Thanks for Interstate without the fairing. I that Mike – excellent Having old, fairing-less feedback!” bikes, perhaps I could swap the GPz for an FJR1300 Hot Hornet! When I bought this 900 it had an Akrapovic end-can on. Great to see Hornets in the The sound was absolutely magazine. This is my 2002 fabulous, but I wanted the 900 Hornet, I have had this originals so I could have it back one for five years. It has had a to four-into-two as the last respray as it looked tired. owner had a four-into-one on it. Since 2011 I have owned Please keep up the good work, three Hornets: two 600s and I love the content of the mag. my 900. My 900 I have owned twice and I have changed the Bernie Sewell bars to Renthal ultra-lows. I changed the foot brake pedal Bertie says: “Thanks and am waiting for a new Bernie. We think your Hornet is gear-change shifter as I want lovely and we will continue to to renew everything I can. I celebrate these ‘newer’ classics.” want it to look like new. 18 / classic motorcycle mechanics

SUBSCRIBE TODAY SHARE YOUR PROJECT WITH THE WORLD! SEE PAGE 90 FOR DETAILS Concept cool… ZRSexy… say around 70 per cent of all my bikes have been from the I enjoyed the article on Ooooh you had Big K. My current rides are the concept bikes in the latest to do it, didn’t two ZRXs and a mildly- CMM. As it happens, I went to you? I mean, not modded ZX-7R from the late the 1993 Tokyo Motor Show one but TWO 1990, albeit in the and took some pictures of the sexy ZRXs in one unfashionable black! But it Honda Future Sport ES21, issue – but you was cheap… in fact, 7Rs their concept bike. It was really missed a pretty much still are – so beautifully finished, with trick. where’s a 7R road test then? hub-centre steering and other futuristic features. Actually it I would have Dave Stokes was a non-working show bike, loved to have Bertie says: “Don’t worry as I found out later. If you’re seen a back-to- Dave, we will be putting in a interested, I can copy and back test with a road test of a very standard forward you my photos to put special, an ZRX soon. And soon you will in the mag. Anyway, keep up 1100 or 1200R and the get your wish on the ZX-7R the good work, CMM is great! 1200S. I’ve been lucky front, too!” enough to own three ZRXs: Robert Gunn one 1100R, one 1200R and a leading directly to my worst 1200S. The last two I’ve still ever hangover: happy days! Bertie says: “Send the got – stupidly I sold the pics!” 1100R (like Bertie did his Eventually he had a new 1200R) so I bought the cylinder liner fitted, which Concept crap! 1200R (at some great expense never worked properly, so – they really hold their value) he got rid of it. I suggested Just had the January and when I wanted a mile- his advert should say: ‘First issue delivered and muncher, decided to buy a to buy will seize’, but he thought the wrong mag 1200S: why not? thought it might put people had arrived. I subscribed off, even though it was a to Classic Motorcycle If I sound like a bit of a distinct possibility! I look Mechanics only to find Kawasaki man, you’d be right. forward to seeing how Kev pages of concept bikes From back in the day I’ve gets on. that will never be made. loved the green bikes and I’d The clue of your Joe Greaves magazine is in the title Kudos KDX, Kev! Bertie says: “Ha ha! ‘Classic Motorcycle’! Cheers for this Joe, it does Was it a slow month for I’m very pleased to see the sound like you guys had a classic bikes or was it new series in Classic blast. So, with that in just a lazy filler to beef Motorcycle Mechanics mind, perhaps we should out the pages? Perhaps I featuring the KDX200. A ask Kev for a riding might suggest looking at mate had one back in the feature/test on it when it’s other classic magazines early 1990s and with me done?” and I’m sure you won’t on my XR250 we had find bikes or cars of the plenty of trail-riding fun future in them. Maybe with it. start a new magazine titled: ‘Concept and The memory of riding Future Bike’, then at along behind him on the least we would know M6 at 30mph between what we were paying for Penrith and Carlisle to get when we purchased it. new clutch plates after it expired up Gatesgarth Pass Terence Roberts near Haweswater still frightens me. After we’d Bertie says: “Sorry rebuilt it in the yard of a you weren’t happy sir! It guest house near Shap. wasn’t a slow month, The pub had no food, only and all the concept bikes were ‘old’ and crisps, but sold therefore classic. It was nice cider, only a small slice of the magazine.” www.classicmechanics.com / 19

yspwabohhnheuoodsattrsttoeaoystsfofotteaoutbrhtWrp’esvetsaheie/hmgbmeowedumtoasoiasl,ndndnoistdefnthwor,[email protected]’UsvnerohfeeRrsTaoa.gd-crndpeseooterthni.wrodiiuesnrfehtk.!ittatEhaootamneuryndcmmoadhuijaloas–yiygrleio.dbininunLeedrecsoahbtoaunieumu-rdfrssoeeewrksenthhoaewt Nick Howe’s Kawasaki ZRX1200S/R Hi CMM, I have just finished my I then went about sourcing very rare Kawasaki ZRX1200S. I’ve always and expensive, genuine parts to wanted a ZRX1200R but you need about convert the fairing to an R-spec one. £6000 for a good one these days, so I It’s a fairly straightforward conversion bought a 1200S, which is the same bike with only a frame bracket which with a touring fairing attached, for a lot needs removing. I made a bracket less money. to retain the original clocks. I had the fairing professionally sprayed to It was in excellent, standard condition match the original S paint scheme. with very low mileage and I got it for a I’ve also treated it to a full Delkevic steal. I fully serviced it and rebuilt the exhaust system. front Tokico six-pot and rear calipers with stainless pistons, seals and braided hoses. The bike stands me at about £4000 so I’ve a bit of money left for WINNER some suspension mods. 20 / classic motorcycle mechanics

Clarissa Beadman’s Dresda Suzuki GT750 Austin Kidd- Smith’s 1998 Whilst following your TR750 replica to Spain as a complete bike back in Yamaha XJ600N build in the magazine, I thought you the early 1970s. What happened to might like to see this one. It was it is a mystery as I purchased just a Hello there! Attached are some built for me by the late John Wyatt frame and bodywork. However, one photos of my 1998 Yamaha XJ600N and is somewhat rare. When the stock A/B engine and road gear plus which I bought in May 2022. Since build started many years ago, Master a set of spannies and voila. I just having the bike I have passed my A Dave Degens even denied ever need to fabricate some side-panels licence, given it a full service, fitted building a frame for a Kettle! After and it is finished... well, until it is new chain and sprockets and a set of sending some pics, he dug deep into converted to proper carbs and a TR new tyres. The bike is in very nice his archives/memory and, yes indeed cross-over system one day! But then condition having only done 13,000 he did build three. This one was sent they never are finished are they! miles and is totally standard. Hope you like it. Vic Victorious’ collection Hello! Vic here from Vic’s fitted with a one-off sidecar Custom Autos in Faversham, chassis and aluminium rolled Kent. I thought I’d send some chair. The Yamaha FZR250 pics of some of my bikes. The is an early 1988 model that Flat Tracker is a modified was stripped and a lot of 350LC and runs a 375cc TLC spent cleaning it. The tuned engine. The forks are bodywork was repaired and CRF, the wheels and swingarm painted at Dream Machine are Yamaha WR, and the and it’s only done 10,000 frame has been modified for miles. Finally, I’ve had the the flat track super moto look. Triumph Trophy street-fighter for 25 years. It has a tuned The mutant is a Muz rolling Daytona spec frame with modified cradle, engine and gas- Talon hubs and racing rims, flowed head. It Brembo brakes. It also has all was air-brushed bespoke aluminium bodywork 24 years ago and a racing 421cc engine and pulls like a with lock-up clutch and train! I’ve got 36mm carb. more bikes but these are my The Enfield is a 500 fuel- favourites. injected, slightly tuned Bullet and has been bobbed and Bob Daines’ Honda 1981 CBX1000 Hi! So, this is my CBX1000. and leg-shields. It’s got new It started off life in 1981 rear and front turn signals, with a fairing, leg shields and Honda mirrors and a generic panniers. I bought it two headlight. Thankfully, no years ago as an unmolested work needed on the wiring, UK bike. Ever since seeing just plug in and go. Then Mike Hailwood at Brands (probably why I bought the Hatch (1968 I think) I’ve bike) my new Pipemasters lusted after a six but no way six-into-six exhaust system. could I afford one when they The sound is something else! released the CBX. But I love this one now. The bags have Now my dreams have come off, as has the fairing come true: six pipes and six cylinders – the best.

Twheewwayere… Swmeiotnhrdtoyunosus.rycosotu.eurekndoo!srEtvaiitlahgeiocrussrnevnaibpdrsatoonftmyFeoaucaetbbabocsokimkinmpatoghneed.sdC@a’ymon! Mike Guttridge says: “Just a few pics for consideration in the mag’s 'The Way We Were’ section. The RG 250 pic is me at 17 with my first big bike after passing my test. I loved that bike so much I've just got another at the age of 52 which is the top pic! The dirt bike pic is me aged about 12 at Lyme Park in Manchester.I was desperate to have a go and my Dad being a biker let me. From that day I was hooked! The TS 50 pic is my very first bike in 1986. The CBR cake is my 21st birthday and I had a new 1991 CBR at the time. I have two Benetton CBR600s currently, too. Another TS pic of me outside my mum's and then my old RGV burning out a tyre in 1996. I have also just got another RGV!” Clive Edwards says: “My third bike – was it a first bike at 16 back in backward step from the X7? 1979 was an AP50: Not really, as it was actually Beeline racing tuned, slightly quicker than my X7, milled head, Beeline at least flat-out on the expansion chamber. It was motorway. But these pushed regeared and had relocated out 32bhp compared to the indicators and drop bars. It X7’s 28.5bhp. It morphed went pretty well for 49cc into the bottom picture and I’m sure it hit about where the frame had been 132mph on the A1! My first delugged and lighter ‘big’ bike I bought at 17 in mudguards fitted. But it’s 1980 with cash I’d earned claim to fame was the from my car washing conversion to 315cc by enterprise was a Suzuki X7 Jock Kerr motorcycles with – good fun and light for the bigger carbs and a full tune times. I went everywhere on by Terry Shepherd Tuning. it, including a memorable It was great fun racing the trip from Stevenage to then-new LCs on a closed Hatfield to pick up a car bit of road! No one guessed key – it took less than it was a bit more than a half-an-hour flat out on the 250. It was very quick for tank there and back. Mind its day and would overtake you, the A1 was pretty clear my mate’s GSX400/4 whilst of traffic back then! My two-up!” www.facebook.com/ClassicMechanics/ www.twitter.com/cmmmag 22 / classic motorcycle mechanics

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CMM BIKE OF THE YEAR Back from the dead... Son and father team Joe and Andy Madden had a dream of resurrecting an unpopular bike into a stylish café racer special. Welcome to ‘The Lazarus Project’! WORDS AND PICS: JOE MADDEN Like all good ideas this one started in recent retirement from a long career as an engineer, the pub. Like all bad ideas it was surely meant that we had all of the necessary after one too many cold beers. experience to build our own custom café racer. I’d been riding for only a couple of years and between the two of us (me Joe and dad Andy) With a real passion for the vintage bike scene we had we’d done some minor restorations and taken a a pretty clear vision for what we wanted to build and so couple of damaged bikes and made some relatively the first real job was to find the donor bike. Simple tidy track tools from them so, of course, at 11pm on criteria: tubular frame; parallel-twin; pre-1990s; not a Friday night we were well prepared and completely rotten; and, of course, cheap (or cheap enough to not qualified for our first full custom build… be too out of pocket if it ended up on the scrap heap!). Andy had raced successfully in the 1990s and After a few weeks of eBay browsing we came across a spannered on his own championship-winning bikes 1983 Kawasaki GPZ305, described as spares or repair as well as having an extensive back catalogue of but more or less intact. iconic bike ownership in the 70s and 80s including RDs, TZ250s and Kawasaki Triples (he still bares We bid blindly with a few pictures and a brief the scars from the Triple which he now fondly refers description and ended up winning the auction for a to as ‘The Widow Maker’). This, partnered with shade under £250: happy days. On collection the previous owner kindly wheeled the ‘bike’ out to the front of his house and, despite the cobwebs and 24 / classic motorcycle mechanics

long-deserted bird nest under the seat cowl, ABOVE: Clean, green! we were optimistic. It moved, it was straight and there was no major rust. As we were RIGHT: Joe and dad about to head home though, the seller are also found at: AMJ stopped us with a “Hold on, that’s not all of Motorcycles and the it” just before he returned with four or five buckets Grumpy Biker podcast. of what could only be described as rusty scrap! houses the battery and starter system hidden neatly Undeterred, we took the bike and accompanying under a bespoke, single-piece fibreglass seat unit. buckets home and immediately set to work, full of The rest of the frame was completely delugged with naive optimism. Before anything else we stripped it any unnecessary bracketry removed. back to a bare frame and began to reassemble the secondhand Lego set whilst concurrently arguing On the mechanical side of things a new rocker- over colour and the angle at which we should set the cover, cam-shaft, valve springs, starter gear and a clip-ons that we hadn’t yet bought! Little did we complete clean and service had gotten the motor to know that this was a much larger task than we’d a point where it turned over freely. A media blast ever imagined. and deep clean then allowed us to prime and paint the engine with Hycote VHT satin black before We decided on a divide and conquer strategy, dad bolting it all back together with a new gasket kit taking on the mechanics of the engine and me – which solved the aforementioned leaks! looking after the frame, forks, wheels and fabricating work. Neither were easy tasks The engine had a At this point the wheels, swingarm and frame notoriously clogged oil pick-up filte; significant wear went off to the powder-coaters whilst we got busy on the cam journals; a faulty stator; multiple oil with more shopping! Clip-on bars, grips, new master leaks; and several missing parts (which we could cylinder, braided hoses, levers and full rebuild kits only assume were in amongst the rusty spares gave us the ability to stop, along with a full service buckets). On my side of the project we had shot fork and rebuild of the rear drum which was machine seals (the GPZ305 runs with air forks so pretty polished before being bolted back together. A new essential); a seized rear shock; horrible seized front headlight prompted the need to reluctantly dive into brake callipers; a rusty rear drum mechanism; and the electrics which unearthed a whole new stage of an entire suite of wheel, headstock and swingarm the build which we called ‘The Headache’! bearings that were absolutely rotten. After many hours of labour and a small fortune in unplanned expenditure we had the bike at a stage where it rolled and stopped, things that were meant to move did so and things supposed to be fixed were fixed. Then came the fun part: transforming this unpopular and desperately unloved bike from a scrapper to a really sharp café racer. First came the fabricating work in line with the aesthetics, a new fuel tank for which we welded new mounts (a steep learning curve in welding for me) which, importantly, gave us the clean, horizontal lines we wanted. Behind that the rear of the frame was chopped off completely and replaced with a hooped tubular steel bar and under-tray which www.classicmechanics.com / 25

CMM BIKE OF THE YEAR As with many older bikes, we weren’t the first to start chopping up the loom and with new billet- machined stealth switch gear, headlight, LED integrated headlight and a digital dash to boot, we had a lot of work to do. After diagnosing a faulty starter relay, faulty CDI and faulty starter motor, the decision was made to painstakingly build a new wiring harness; this would also make it much easier to relocate some of the electrical components underneath the seat unit. Amazingly, after many hours of frustration, the harness fitted, we had power and, more importantly, the bike was turning over! We then moved into the final stage of the build which we called ‘The Bigger Headache’, mostly due to fuelling issues. The carburettors, which had mostly sat on a shelf waiting for their moment, had been stripped, ultrasonically cleaned and meticulously rebuilt with all new seals, jets and screws. At this point we were happy that the electrics we’re good but the fuelling was not; in fact the bike was running incredibly lean probably due to the stock air-box being replaced by two RAM pod filters. Hours of fine tuning and a new set of inlet rubbers later and we’d finally got to a steady idle and even a test ride! In the meantime a custom front mudguard had been cut from the stock and it, along with the tank and seat unit, had been sprayed in Kawasaki Lime Green with a BMW Alpine White racing stripe running straight down the middle. A custom rear riser had been CNC’d from billet to give us some extra ride height and the newly powder- coated frame and wheels had all new bearing sets and some new Pirelli Route 66 rubber, all powered by a chain and sprocket conversion. A custom wrapped exhaust and stainless end can alongside the integrated rear LED brake light along with hours and hours of polishing and finally we had our finished café racer, The Lazarus Project. The absolute definition of a shed build, this project has consumed us entirely, at times had us ready to scrap it, and at others had us jumping for joy – the first test ride was in the back garden! It has since been on show at the Classic Bike Show and will be doing a few more shows in the coming months before reluctantly being sold. It was a steep learning curve and a million lessons were learned along the way, but would we do it all again? Absolutely, watch this space… cmm 26 / classic motorcycle mechanics

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WORDS: ALAN DOWDS PICS: BMW, ALAN DOWDS, MORTONS ARCHIVE 100 YEARS It’s amazing to think that our favourite German motorcycle manufacturer has been around for a century. We have a quick look at BMW’s first 100 years. Imagine how tough things were after the First ABOVE: How cool is was set up to build warplanes for the German state. World War in Europe. this picture? Marianne Soon renamed Bayerische Motoren Werke, or By the end of 1918 a generation of young men Weber on an R68. Bavarian Motor Works, it began to specialise in had been slaughtered, trench warfare had destroyed aircraft powerplants, producing advanced, powerful large parts of France and Belgium – and they’d even BELOW: BMW’s engines for the rest of the war. had a global viral pandemic (the Spanish Flu in Kompressor engine. 1918) to cope with, too. Part of the Versailles Treaty meant that Germany was banned from making planes, or aeroplane Germany itself had avoided much in the way of engines though. So, in the middle of a trashed direct physical war damage, but had been almost economy and crippled society, BMW’s main line of destroyed nonetheless. Allied blockades prevented business was literally verboten. The workers had a imports of food; a revolution in 1918 brought even go at making farm machinery and train parts, before more unrest; and the mothers of Berlin and Munich producing BMW’s first motorcycle engine, the had lost even more sons than those in Birmingham M2B15. It was a 494cc air-cooled side-valve Boxer and Manchester. Then, after the Armistice, the twin which made 6.5bhp – but the firm didn’t put it victorious Allies imposed extremely harsh in a BMW bike. Rather, it sold the powerplant to the punishments on Germany, including massive Victoria Werke bike firm in Nuremberg which reparations, formalised in the now-infamous Treaty installed it fore-and-aft, with a chain/belt final drive. of Versailles. A few years later, Victoria changed engine It’s hard for a modern mind to picture the supplier, and BMW had to move on. A new situation in Bavaria at the beginning of the 1920s. The area around Munich had version of the Boxer, called the M2B33, become a bit of a hot-bed of aeroplane was penned by design director Max Friz, development in the previous decade. bolted into a brand-new bike design, Less than 15 years after the Wright called the R32, and launched at the Brothers flew their first Wright Flyer Paris motorcycle show in 1923. The plane at Kitty Hawk, the Bayerische 8.5bhp engine had been spun round Flugzeugwerke (Bavarian Aircraft Works) 90 degrees, with the cylinders now sticking out of each side, and it also gained a shaft final 28 / classic motorcycle mechanics

Hitler at a 1935 show with Franz Josef Popp and the 2. drive, just like every Boxer BMW has been built Motorcycle engine Forced labour building BMW 801 engines for the since. BMW Motorrad was in business. production – 1970s FW.190. style. As with any company, BMW’s fortunes waxed and We all know how the Second World War turned waned with the society around it, and it’s impossible BELOW: The factory in out. And in 1945, BMW was as broken as Germany; to consider the bikes without the context. Germany the 1970s-80s. its factories had been smashed by American and was not in a good place in the 1920s, with British heavy bombers, then the remains taken over economic woes, political turmoil and, eventually, by the Allies. The Soviet Union now owned the proper full-fat fascism everywhere. Eisenach plant where motorcycle production had moved when Munich switched to aero-engines only. BMW survived, building its motorbikes and The technology behind BMW’s jet engines was of gradually developing new models with more powerful particular interest to the Americans and British, and engines and better chassis set ups. Cheaper all the victorious nations took what they could: single-cylinder models like the R2 and R4 also machine plant, blueprints, materials, entire appeared with simple ‘half a Boxer’ engine layouts: assembly lines. the crank still ran fore-and-aft and the sole cylinder was moved round to the vertical position, which kept German society as a whole was crippled, but BMW the simple shaft-drive layout. had also lost its moral compass, having taken part in the slave labour programmes instituted by the Nazis. The Versailles restrictions eventually ended, and The firm had little choice: you did what Hitler told the firm returned to aircraft engine production – just you to do in 1930s Germany, of course. in time for the massive rearmament drive launched by Adolf Hitler and his Nazi regime. By the time But as the scale of Nazi depravity unfolded, Hitler’s tanks roared into Poland, BMW was a big dreadful stories emerged of BMW plants using cog in the war machine of the Third Reich, making forced labour, including Jews, prisoners of war and motorcycles and sidecars for the state and military civilians from occupied countries. The firm has since – and also developing massive aero engines like the apologised for its role, and set up a foundation to high-tech, fuel-injected 801 radial, complete with compensate victims. analogue engine management computer for the Focke Wulf FW.190 fighter. The firm would also go Motorcycles once again provided a way forward for on to develop the BMW 003 turbojet engine that BMW. It was a long way off aero-engineering, and powered the prototype ME.262 jet fighter-bomber. even car production was out of the question (the firm had made copies of the British Austin 7 car at Eisenach before the war). But it was 1947 before the occupying www.classicmechanics.com / 29

authorities permitted motorcycle production, with ABOVE: BMW’s K1 and Daimler-Benz – which would have probably seen an the R24 247cc single the first to appear in 1948. K100 RS. end to bike production altogether. Luckily for us, Since there were no plans or drawings, the engineers BMW was saved in a buyout by the wealthy Quandt had to strip down an old pre-war R23 to copy – and Ernst Henne and the brothers, Herbert and Harald, which kept the firm improve a little along the way. The spec was basic: land speed record independent, and allowed a restructuring plan. 12bhp, hardtail frame, drum brakes front and rear, BMW, 1937. and a set of basic forks. But at that time, it was just Bikes were still threatened, though. The Quandts what Germany needed to get workers moving and focussed on developing the burgeoning car side of help begin the process of rebuilding. the business, which provided greater profits through the 1960s. Meanwhile, the Japanese bike industry Through the 1950s and 60s, progress was slow was just taking off, with the four big firms starting to and steady. The Boxers returned in 1950 with the appear both on racetrack starting grids and on R51 /2, a 494cc OHV design making 24bhp in a showroom floors. The bikes from the East were small plunger-suspension chassis. Later, 600cc engines and basic – but quickly got much bigger and better. appeared, plunger suspension was replaced by a Meanwhile, BMW was coasting a little, selling the proper swingarm out back – and BMW also adopted 500 and 600 Boxers in decent numbers in Europe the Earles front suspension set up, with a small and the US, but with little fundamental change in swingarm and twin-shocks. It was heavy, but sturdy, the design ethos. and ideal for use with the sidecars that were common back then. That changed for the 1970s. The firm opened a new production site in the Berlin suburb of Spandau By the end of the 1950s, though, BMW was (where almost all its bikes are still made today), and reaching breaking point. It had experimented with launched a new range of Boxers, with bigger and small bubble cars with little success, while its bigger better engines in 500, 600 and 750cc capacities. cars were expensive and didn’t sell in big enough The ‘slash-five’ line-up – R50 /5, R60 /5 and R75 /5 numbers. Its aero-engine business was sold off to – were a huge leap forward: the 745cc R75 made the MAN firm in 1955, while the bike market in 50bhp, chassis design was sharpened up with new Germany was in steep decline with people preferring forks replacing the old Earles front-end, and the small, cheap cars to bikes and sidecars. At the performance was strong. That was just the start end of 1959, the BMW board actually proposed a however. Through the early part of the 1970s, the merger – or takeover – by the firm’s great rival, Boxer range grew in stages to 900 and then 1000 designs. The R90 /S made a splash in American superbike racing, taking the inaugural AMA title in 1976 under Brit Reg Pridmore, then the R100 RS brought a production frame-mounted full-fairing to the bike world for the first time. The Japanese were pulling away in front, though. Despite BMW’s innovation and premium design, the basic, air-cooled two-valve carburetted Boxer engine with its shaft-drive simply couldn’t keep up with the air-cooled four-cylinder superbikes from Honda, Kawasaki, Suzuki and Yamaha. And with water- cooling and multi-valve motors on the horizon, BMW needed a rethink. Its engineers went all-in, but they just couldn’t do the sensible thing and think conventionally for a minute. A water-cooled multi-cylinder engine was designed for 1983 – it even came with electronic 30 / classic motorcycle mechanics

BMW’s luxury big tourer: the 1200LT. ABOVE: The inline-four BMW K1200RS. RIGHT: Boxer twin production took off... fuel-injection. But the K-series powertrain was ABOVE: Game- kicking off with the R1100 RS. Fuel- hobbled from the start with an illogical laid-down changing BMW injection, high-cam heads, four-valves design. The crank was on the right-hand side; the R1200C from 1997. per cylinder, compact lightweight design, cylinder head on the left; the air-box was under the the engine had it all. And the chassis tank; and it stuck with shaft-drive (the one BELOW: The classic was sound, too, introducing a new advantage of the laid-down motor was a straight-line R90 S. Telelever front end to match the Paralever power transfer to the rear wheel). It came as a single-sided rear swingarm for high-tech 987cc K100 four making 90bhp, or a 740cc K75 handling abilities. triple with 75bhp, and in naked, sport-touring or The new bikes went right to the top of the class, full-touring layouts. Later, a K100 LT added a and the range grew quickly, with an R1100 GS, RT, full-dress touring option, and the motor was later R, S and even a custom R1200 C Boxer all appearing improved with a 16-valve head in 1988 on the K1 over the next five years. Capacity increases took them and K100 RS 16v. to 1150 then 1200 and finally 1250s in 2019, while the technology just kept advancing. BMW’s Boxers Expansion to 1100 and 1200cc formats came in developed high-tech ABS, traction control, ride-by- the 1990s, but while the K-bikes did okay, bringing wire, semi-active suspension and much more digital fuel-injection and ABS to the market, throughout the early 21st century, and are now amongst other tech, they never quite hit the spot. cracking bikes across a range of model types. Existing BMW fans actually quite liked the old Boxer The 2000s were a busy time in the BMW design thank you very much, while tech-heads and department. In 1999, it had the R1100 and 2250 performance fans found less-compromised answers Oil-head Boxers; the old F650 Funduro single made to their desires amongst the offerings from Japan. by Aprilia/Rotax; the whale-like K1200 LT and RS; BMW had planned to pretty much dump the Boxer, and not much else. Just 10 years later, though, it running down the range – with one exception. The had a new range of parallel twins with the F800 R80 G/S had appeared in 1980 as a production models; a series of updated singles; the inline-four version of the off-road machines the firm had K1200/1300 S, R and GT; plus an all-new 1000cc experimented with through the 1970s. Modified superbike. There was even a full-on 450 single R75s had competed in various events, including the four-stroke dirt-bike – the G450X. It was amazing first Paris-Dakar race in 1979, with surprising progress for such a short time span, and a real success. And while its later success was by no testament to how much the firm changed its design means obvious in the 1980s, BMW’s early ethos post-1999. GS models were solid sellers – and cult So, a hundred years on from the R32, BMW is in classics – from the off. a much (much) better place than when it started. It’s funny to think, though, that its motorcycle It was clear what BMW had to do – division is still quite reliant on Boxer-twin, shaft- come up with a new Boxer for the 21st drive motorbikes… century. And that’s what it did, releasing Next issue: We look at the best classic BMWs to the ‘Oil-head’ Boxer range in 1993, buy from the last 100 years. www.classicmechanics.com / 31

MAIN TEST WORDS: JOHN NUTTING PICS: GARY CHAPMAN, JOHN NUTTING, MORTONS ARCHIVE for the In the year that man first stepped foot on the moon, Kawasaki launched its phenomenal 500cc H1 Mach III, but the 750cc version three years later was even more of a missile. John Nutting rode the original 50 years ago, and a modern restoration. Classic motorcycles of the 1970s don’t come more intimidating to the uninitiated than Kawasaki’s 750cc two-stroke triple, the H2. No matter that the first time I’d ridden one half-a-century ago in 1972 was to find out just how quick this missile could be at MIRA’s testing ground, the prospect of riding one now was more dominated by the reputation that Kawasaki had created, a reputation that has been fuelled over the years by owners happy to bask in the thought that others view them with awe, just for riding what had been called the ‘coffin on wheels’. Clearly I’d survived my first encounter with the bike, but still, coming to terms with the purple H2C in front of me as owner Neil Haworth reminded me about its idiosyncrasies was more than just mind over matter. Back in the 1960s two-strokes powered small bikes, but the Japanese factories applied their racing experience and 350cc twins from Yamaha and Suzuki became the machines of choice if you wanted to blow off the duffers on their 650cc British bikes. At the time, Kawasaki was more obscure but keen to join the fun with potent but rare disc-valve twins, the 350cc version of which pumped out a heady 40bhp. When Suzuki launched its 500cc Cobra twin for 1968, more was expected, but it turned out to be mild-mannered and much more gentlemanly than the factory’s smaller and racy 250cc Super Six. Could this cautious approach suggest that bigger two-strokes were pushing the boundaries of reliability? 32 / classic motorcycle mechanics

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MAIN TEST “The Mach IV was a masterpiece of brazen marketing by Kawasaki. At a time when fuel was still cheap, bikers in the USA loved the idea of a machine that was the cheapest in its class, but was the scariest!” 34 / classic motorcycle mechanics

In 1969 – when man first stepped on the Moon ABOVE: The beautiful The Mach IV was a masterpiece of brazen – Kawasaki blew that idea into the weeds with its details that make up marketing by Kawasaki. At a time when fuel was still 500cc Mach III triple. Launched around the same the H2. She’s a very cheap and there was no tomorrow, motorcyclists time as Honda’s 750 Four, which established the stunner... in the US loved the idea of a machine that was the superbike era by combining high performance with cheapest in its class yet was even more scary. refinement and modern features such as a self- LEFT: Made for the Advertising claims fuelled the flames. With 74bhp starter and a disc brake, the Kawasaki unashamedly open road. the Mach IV, also called the H2, was the most tempted speed freaks with 60bhp packed into a powerful road bike on the market with a claimed top chassis that looked like it was about to pounce on its speed of 126mph and quarter-mile acceleration victims. It was aimed at the US market where times in the low twelves. straight-line power was everything. That the light and spindly Mach III’s handling could spit its Mick Woollett, sports editor of the weekly paper unsuspecting rider off the road in a moment only Motor Cycle, was at Ontario to report on a big-money enhanced its grizzly reputation. superbike race and witnessed Kawasaki employee Steve Strickland effortlessly pulling power wheelies Kawasaki ruled the performance roost for two on the triple. Mick’s images of the bike’s front wheel years. Then at the end of 1970 Suzuki revealed its pawing air ensured that its reputation as the baddest GT750 triple: could this be the sucker punch? But bike on the block would not be forgotten. although the Suzuki featured liquid-cooling (a first for a Japanese road bike) and a self-starter, it was a Bob Hansen, chief of Kawasaki technical services homely Labrador to Kawasaki’s snarling pit bull. in the US, told Mick about the thinking behind the Imagine then the reaction to Kawasaki’s unveiling of 750, which, with no electric starter, weighed only a 750cc version of the triple at Ontario Motor 420lb (191kg). “The aim has been to keep the price Speedway in California in October 1971. If the down,” said Hansen. “This seven-fifty will sell for 500cc Mach III offered barely-harnessed blistering about 1200 dollars (then about £520) in the States, power, the bigger version, called the Tri-Star Mach which is under the price of any of our competitors.” IV, left speed freaks slavering in anticipation. The bigger engine’s 748cc resulted from the bore and stroke being increased from 60 x 58.8mm to www.classicmechanics.com / 35

MAIN TEST “Riding the H2 wasn’t quite as hairy as I expected it would be. It offered a visceral riding experience, true enough, but not the mind-bending missile that those first reports had promised.” The H2 LEFT: The rightly proud 71 x 63mm. The three air-cooled light-alloy owner’s story owner, Neil. cylinders used steel liners with porting that breathed through 30mm Mikuni carburettors and gave peak The 750cc Kawasaki featured here was BELOW: Getting these power at lower revs than the 500, 6800rpm rather originally a US-market H2C dating from 1975, set up makes the bike than 7500rpm. The five-speed engine was also and is one of a number of H1 and H2 triples sing sweetly. mounted in a revised and stiffer version of the 500’s owned by 63-year-old Neil Howarth from frame, giving a taller and tighter look, although the Basingstoke. wheelbase was the same at 55 inches (1397mm). Cornering clearance – despite the engine’s width at In his wide collection he has one original about 23 inches (585mm) – was also improved by H1 Mach III, two H1As, an H1F and two Allen tucking up the three silencers more effectively. Millyard specials, a 666cc four based on an Hansen continued: “The five-hundred suffered H1 and a 998cc four based on an H2. because it’s so easy to ground the mufflers. Now the “They’re good fun if not sensible,” says Neil. first thing that touches is the end of the foot-pegs, “I took the H2C out just after the photo which is the way it should be.” session and it reminded me that they handle better than people say, particularly with Mick’s first impression was that the H2 Mach IV modern tyres like the Avon Roadriders that I was bigger than the 500, but this was, he thought, use. It was fine cracking on at up to 90.” due more to the high-and-wide American handlebar than the proportions of the bike, which were similar He bought the H2C as a ‘wreck’ in 2015 from importer DK Motorcycles in Stoke-on- Trent for £2000, showing just how highly- valued the triples have become. “It was a scrapper and well neglected with bits missing,” says Neil, but his mate Allen Millyard thought it had potential. Closer inspection revealed that the engine was seized with cracked cases resulting from the dowel pins being misaligned. “We had to saw through the connecting rods to remove the cylinders and even then one piston needed 15 tons in the press to remove it,” says Neil. “The engines are hard to find now and supply seems to have dried up. It’s not like when I bought the H1s donkeys years ago when I could pick them up for between £350 and £475. The rebuild of the H2C took a year to complete, the longest bit being the dating certification which took a while even though Kawasaki dating guru Rick Brett helped. The fuel tank was hard to find. I was lucky to find one for £350. The bike is pretty original, except for the non-standard handlebar which is the one that came with the bike. The standard high bars are a problem because they cause a weave at high speed.” As a retired classic and vintage car restorer, Neil did all the paintwork himself. The purple finish – the most popular – “is very fiddly to do”, he says. “The secret is to get the base colour right before the inked varnish is applied. Even from the factory they’re all slightly different.” 36 / classic motorcycle mechanics

to the smaller version. He liked the H2’s flickable ABOVE: If only this outer cylinder head finning in the rider’s view. handling and ease with which he could lift the was a ‘scratch and The culture at Motor Cycle was to approach the front wheel, though was unimpressed with the sniff’ picture! front disc brake: it lacked bite and needed too much testing of motorcycles with a sober practicality and lever pressure. BELOW: Better hang the appraisal of this latest Kawasaki was to be no on tight to these! different. Even more perhaps because, rather than Yet when I got the opportunity to ride one of the let me loose on the test bike, it was the turn of first H2 models to reach the UK, not long after I Midlands editor Bob Currie to put it through its joined Motor Cycle as a rookie writer early in 1972, paces, probably because he was closest to the it was nothing like as hairy as I expected it would Nottingham Kawasaki importer Agrati Sales. be. It offered a visceral riding experience, true enough, but not the mind-bending missile that the Bob, the high priest of British motorcycle lore and first reports had promised. with eye-wateringly adroit writing skills, would no doubt have been happier with his pre-war Blackburn, Unlike the Mach III, this H2 was softer and less but he applied himself ruthlessly to the task of malign; the engine was set closer to the front wheel grappling with the Kawasaki. Ill at ease with the which was less kicked out using steering geometry triple’s tall US-market handlebar that lightened the with a steeper steering angle; styling that was steering, Bob persevered during the bike’s 1000- accentuated by the more highly upswept exhaust mile running-in period. The dead upright position system. Although compact, the engine still bulged was better suited for a gentle amble up and down a either side below the fuel tank with most of the seafront on a sunny day than for serious motorcycling, he said. He also found that the bike would develop a disturbing slow roll at 80mph on a couple of occasions, possibly due also to having to pull on that high handlebar. Agrati was asked to fit a flat handlebar from a Mach III, which was an option on offer, along with the removal of the steering damper. The transformation in the handling was dramatic. It felt like a completely different motorcycle, far more purposeful and more comfortable for fast road work, and above all had acquired rock-steady stability, enabling cornering with peace of mind, in contrast from the original 500 Mach III, which called for careful preparation for safe cornering, by selecting the right gear and completing the braking to maintain stability before tipping in. Also while the Mach III’s power came in with a rush at 5500 and could be held through to almost 8000, the delivery of the H2 was broader and less www.classicmechanics.com / 37

MAIN TEST peaky. The 750 provided grunt in plenty, which is ABOVE: Bends need to its benefits, so long as you didn’t ride other why it was such an easy bike to wheelie. Snap the be treated with care! machines with conventional gearbox arrangements. twist-grip in any of the lower of the five ratios and But the clutch suffered from stiction of its plates, lifting the front-end became the most natural of calling for it to be disengaged while swinging the tricks. It also made the 750 a doddle to ride in kick start lever after folding up the right-hand traffic. Only the jangling of the three 250cc foot-peg in preparation for starting: depressing the air-cooled cylinders betrayed the 750’s true nearside thumb lever to richen the mixture while character, along with slight vibration through the pumping the long kick start lever brought the motor footrests at around 5000rpm, which is typical of a to life and a quick warm-up. triple with a 120-degree crankshaft. Like the 500, the 750 featured the novelty of Daily use was undramatic, though it called for a capacitive discharge (CDI) ignition. In contrast to specific starting routine from cold. The five-speed conventional inductive ignition, in which the gearbox with its unusual neutral below first gear has high-tension coil carries a current which when TIMELINE: THE H2 YEAR BY YEAR 1973 H2-A 1975 H2-C Frame no: H2F-23671~. Engine no: H2E-23158~. Front Frame no: H2F-42547~. Engine no: H2E-42827~. Styling changed with longer fuel tank and shorter seat. Steering damper mudguard chromed along with revised rear mudguard. switched to left side. Small changes made to instruments, grabrail, Emblems changed to metal badges. Holder for spare spark plugs rear shocks, side panel badges and exhaust mountings. Candy Super Red and Candy Purple. Discontinued at end of model year. added inside tail. Revisions to instruments, seat lock and fuel cap. Candy Gold and Candy Purple. 1972 H2 MACH IV 1974 H2-B Frame no: H2F-00001~. Engine no: Frame no: H2F-32201~. Engine no: H2E-32401~. Engine porting changed to H2E-00001~. Styling and chassis in spread torque and reduce peak power to 71bhp. Redesigned in line with styling common with H1 500 for that year of H1-500 and S3-400 along with changes to instruments, frame, seat, bodywork, with colour-matched tank, side panels footrest, stands, fenders, handlebar controls, rear shocks, electrics, fuel cap and and mudguards. Magneto powered CDI tail light. Longer swinging arm. Lubrication improved with pump feeds to crank ignition. Oiling system for drive chain. Candy Blue or Candy Gold. and float bowls. Larger silencers rubber mounted at rear. Hydraulic steering damper fitted. Engine checks valves fitted. Candy Super Red and Candy Purple. Source: Kawasaki Recognition Manual Part No 99930-1001-01

Triple mania! Just after Kawasaki started at 8000rpm, enough for a and shorter selling the 750cc H2 in 1972, 100mph-plus top speed. seats. A it completed its range of 400cc model, two-stroke triples with the The 250cc S1 was visually called the S3, launch of the 350cc S2 Mach identical to the S2 (having a replaced the II and for markets such as smaller bore and stroke) and S2 and with a the UK, the 250cc S1. offered British learners the rubber- opportunity to ride mounted The S2 was a smaller something much more exotic with a version of the 500cc H1 and looking than the twins from big-bore being lighter and shorter – Suzuki and Yamaha, although engine just over 155kg and 1385mm its performance, despite a offered between the wheel spindles claimed power peak of 28bhp slightly less – was no less lively, with a at 7500rpm, was a bit limp, but smoother claimed peak power of 44bhp with a top speed of less than peak power, 42bhp at 90mph. 7000rpm, which the power was further In 1973, the S2A along with better low-end reduced, to 38bhp at throttle response. With a 7000rpm. A number of detail version of the 350 slightly wider front tyre changes were also made adopted a disc (sizes were now 3.25S-18 and including graphics, but front brake along 3.50S-18) and stiff significant was the use of CDI with some styling suspension the S3 handled ignition and ‘water–resistant’ changes that were brilliantly, but poor fuel disc brake pads. The disc carried over to the consumption – 75 miles to a brake was added to the S1, which retained tankful was normal – made KH250-B1. a drum brake. The the joy brief. following year, The final model year for the Kawasaki Kawasaki changed the smaller triples was in 1978 harmonised the model names in 1976, with with the KH250-B3 and styling and the smaller triples now called KH400-A5 models. paintwork of the the KH250 and KH400, on triple range with longer fuel tanks interrupted by a contact breaker or electronic switch BELOW: H2s summed never oiled up its plugs, even when trickling through produces a high-voltage spark in response to the up a mad, bad part of traffic. Like all Japanese two-strokes of the time, the collapse of the coil’s magnetic field, a charge is built the 1970s. We loved it triples featured oil injection from a pump driven up in a high-voltage, up to 600v, capacitor. When – still do! from the right-hand side of the crankshaft, with this energy is directed through the ignition coil it feeds to the main bearings. produces a more intense spark, but of shorter duration. The idea was to ensure that spark plug My own impressions of the H2 were that it was fouling would be prevented, particularly with the use trim but conventional, with familiar 325 x 19 and of surface discharge plugs. 400 x 18 laced spoke wheels and a duplex steel frame, the styling dominated by the asymmetric Peculiarly, Kawasaki switched its Mach III 500 exhaust system and brightly-finished blue 17-litre triples to conventional coil ignition with contact tank and seat fairing. breakers just when the H2 appeared with another incarnation of the CDI system. In any case, the H2 You felt in close proximity to the engine, its cacophony combined with a hum from the intakes www.classicmechanics.com / 39

MAIN TEST Nutters about to PERFORMANCE and the nasal drone from the exhaust ever present. unleash the beast! DATA Weighing just 420lb (191kg), the bike felt taut and stiff, and so responsive to the twist-grip that I hoped 40 / classic motorcycle mechanics H2 750CC TRIPLE the wild performance claims could be for real. All figures compiled at So, just after the 1972 Isle of Man TT, we put Motor Industry Research the H2 to the test on MIRA’s timing straight, 1000 yards of almost dead-level asphalt. The Kawasaki Association’s proving felt like it had been uncaged and growled up to ground, Nuneaton, top speed in a cloud of white smoke. In top gear Warwickshire. it revved with the needle buried in the red line beyond 7500rpm. MODEL: Kawasaki H2 Knowing how two-strokes like this had a habit DATE OF TEST: of overheating and possibly seizing after being nailed on full throttle for even just a minute or so, June 1972 I kept a cautious finger over the clutch lever. I REG NO: needn’t have worried, because the big Kawasaki BTO 661K coped admirably. MEAN TOP SPEED But MIRA’s electronic timing gear revealed that 115mph the H2’s top speed was well short of the factory’s claim of 126mph. The most I could wring from it BEST ONE-WAY SPEED flat on the tank was 117mph and the average of the 117mph best two opposed runs was 115mph. STANDING That matched my calculations for the standard quarter-mile (mean) 4.77 to 1 top gear with 15/45 final drive sprockets which showed that at 6800rpm when the engine 13.3s/100mph was churning out its maximum power the bike would FUEL CONSUMPTION be clocking 113mph. 30mph 56mpg But top speed wasn’t the objective. Flat-out 50mph 40mpg acceleration runs confirmed that the H2 was the 70mph 25mpg quickest production bike on the road when it was BRAKING DISTANCE launched, zipping up to 60mph in less than five (from 30mph) seconds. Compared to what had been achieved by 25ft 6in TEST WEIGHT (1GAL FUEL): 428lb OVERALL TEST MPG 35mpg est Speeds In gears at 6800rpm 40, 58, 77, 96 and 113mph

SPECIFICATION test riders before the bike’s US launch, the standing fuel cost a few shillings a gallon, wasn’t too bad. 750 H2 quarter-mile time we recorded – 13.3 seconds with a For all its performance, the H2 was well regarded terminal speed of 100mph – was unremarkable, but MODEL it was a repeatable average of two best opposed for a number of practical features. Its 35-watt Kawasaki H2, H2-A runs, rather than a one-off in a single direction. The headlamp was ‘brilliant and far reaching’ though the times were limited by the clutch, which overheated dip beam was clearly less potent. The drive chain [H2B, H2C] as I slipped it to stop the front-end lifting. More to had a lubricator, operated by a spring-loaded plunger the point, it bettered the 500 Mach III. that you use when spinning the rear wheel. ENGINE Air-cooled two-stroke triple A year earlier, a slightly off-par model tested at Less impressive was the challenge of removing the MIRA clocked 13.5 seconds with a terminal speed back wheel, which because the two right-hand CAPACITY of 94mph. silencers were in the way of the spindle, needed to 748cc (71 x 63mm) be removed before the endless chain was slipped off Fuel consumption is always a talking point with the sprocket. Also missed was the quickly VALVE OPERATION the Kawasaki triples. Riders of the H2 were probably detachable rear hub of the smaller triples. Piston ports unconcerned in 1972, apart from knowing that it was necessary to fill the fuel tank every 90 miles or But you couldn’t escape the H2’s heavy thirst. COMPRESSION RATIO so. In road use, that showed the bike was using a Even careful use of the throttle was unrewarding and 7.0 to 1 (from ex. closure) gallon every 35 miles or so, which at a time when therefore pointless with a machine for which performance was the point. LUBRICATION ABOVE: A Automatic oil injection motorcycling icon. IGNITION RIGHT: Attention to Capacitor discharge detail on Neil’s H2. CARBURATION Three Mikuni VM30SC PEAK POWER 74bhp @ 6800rpm (71bhp at 6800rpm) PEAK TORQUE 57.1lb-ft @ 6500rpm PRIMARY DRIVE Gear PRIMARY RATIO 1.88 CLUTCH Wet multi-plate GEARBOX Five-speed INTERNAL RATIOS 2.17, 1.47, 1.11, 0.92 & 0.81 to 1 FINAL DRIVE Chain FRAME Duplex tubular cradle FRONT SUSPENSION Telescopic fork REAR SUSPENSION Swingarm, twin shocks, 3-pos preload adj FRONT WHEEL Laced spoke, steel rim REAR WHEEL Laced spoke, steel rim FRONT TYRE Yokohama 3.25 x 19in REAR TYRE Yokohama 4.00 x 18in FRONT BRAKE Single 280mm (11in) disc, floating calliper REAR BRAKE 200mm (7.9in) drum ELECTRICAL SYSTEM 150-watt alternator, 35/25W headlamp BATTERY 12V-6Ah FUEL TANK 17 litres (3.75 gallons Imp) WHEELBASE 1,397mm (55in) [1,448m (57in)] SEAT HEIGHT 32in (813mm) CASTOR ANGLE 62.0deg [63.5deg] TRAIL 110mm (4.3in) [104mm (4.1in)] WEIGHT, DRY CLAIMED 191kg (420lb) [205kg (452lb)] 41

MAIN TEST “The bike cackles into life, exhausts popping and with the sound I can’t help being taken back 50 years to that first wild ride on the original version. Once you get into the habit of remembering where neutral is, the bike is a hoot to ride! It felt as crazy as ever...” Model changes ABOVE: A glorious Riding an H2 now sight, sound and Kawasaki revised the 750’s styling for 1973 (H2-A) smell... Neil Haworth’s bike is one of the final versions. with a chromed front mudguard, metal badges for Viewing it outside his house in Basingstoke, I the tank and side-panels, altered instruments and a BELOW: Classic Kwak couldn’t help recalling back 50 years to that first holder for a set of spark plugs in the seat tail. H2 rear-end. wild ride on the original version. Finished in purple, Neil’s 750 sparkled in the sun, but the underlying More changes were made for the 1974 H2-B malevolence was obvious when I switched it on, model, with a styling update that was similar to the lifted the right foot-rest, thumbed the enrichening H1-500 and the S3 400 triples. This, with revised lever on the left grip and stabbed the kick-starter, a engine porting that cut peak power to 71bhp and a procedure that’s awkward because of its height. 50mm longer swingarm, included improved lubrication with oil check valves. Some say these The bike cackled into life, the exhausts popping changes undermined the 750’s essential character. and the pistons rattling. Once you get into the habit The final version of the 750 was the H2-C for 1975 of remembering that neutral is below bottom gear, featuring even more significant changes that the 750 is a hoot. You’re in a time warp when noise, included a longer fuel tank and shorter seat. exhaust fumes and anti-social behaviour were the rule. This 750 felt as taut and lively as ever but the riding position, with high footrests, took some getting accustomed to, as did the unusual gear- change arrangement. Revving through the ratios, it felt as crazy as ever. But the Avon Roadrider tyres provided much more security than the Yokohamas of yore. And as ever with these early Kawasakis, the disc brake needs respect because it lacks initial bite. Even as the 750 was being launched in 1971, Kawasaki was preparing for a future ruled by emission laws and high fuel costs. A year later the even faster but more sanitary four-cylinder 903cc Z1 was launched. Barely 400 of the 750 triples were sold in the UK so they are rare beasts. No wonder that examples like Neil’s attract prices up to £15,000, representing as they do an iconic motorcycle. But they are creatures of their time: my utmost respect to those who keep them running. 42 / classic motorcycle mechanics

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RETRO BMW S1000 RR BMW’s first ‘proper’ sports-bike wasn’t just a sea-change for the German firm, it was also an epoch in the development of race-replicas… WORDS: BERTIE SIMMONDS PICS: MORTONS ARCHIVE/BMW MOTORRAD UK 46 / classic motorcycle mechanics

Do not adjust your set or throw away your copy of CMM in disgust – we know that this machine is from 2009 – but consider this an early ‘heads up’. BMW’s first ‘true’ sports-bike is 14, just one year from qualifying for ‘classic’ status according to the VJMC, so we’d suggest you find a clean, tidy, standard one right now. Hinted at in many a spy-shot in the weekly paper, the S1000 RR eventually broke cover in the spring of 2008 with the express purpose of competing in the 2009 World Superbike Championship. When asked why he’d joined the factory as its number one rider, double world superbike champ Troy Corser said: “When they spoke to me about the bike and what they wanted to do, I realised this was more than a factory team – it was a full-on company effort.” With the requisite 1000 machines built during 2009 to homologate the bike, it then went on full sale in 2010 – and what a machine this was. The 999cc four-cylinder motor produced a stonking 199bhp claimed at 13,500rpm – the bike revved to 14,200… Rear-wheel, real-world power was still around 180, amazing for the day and still plenty to this day! But, as they say, power is nothing without control and here’s where the BMW knocked spots off the opposition, featuring ABS brakes and a traction-control system as an option. The looks were stunning – shark-like, even if some didn’t ‘get’ the traditional lop-sided/monocle look of the main headlights. We love it – just maybe not the ‘metallic urine’ paint option; we’d go for the corporate BMW ‘M’ scheme of white with blue/red if we’re honest. Prices are very strong compared to the competition from the same 2009-2010 era, such as the Fireblade and R1. Today, we’ve yet to see a 2010 bike down below £5000, with most being nearer £6k with around 30k on the clocks. If you can find one of the first 1000 2009 models, good luck. BMW’s S1000 RR is still with us and has come a long way, but back in 2008 it showed that there was a new direction for BMW and one which it embraced fully – even if the bike is still to take a world title. It did take its first of (so far) 13 wins back in 2012 so maybe 2023 will be BMW’s year? Either way, this bike was a game-changer on so many levels and warrants its coming status as a real classic. Buy one now… cmm www.classicmechanics.com / 47

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. this have a bearing on my problem? Is there a company that you know of that can check an ECU to see if it's okay to remove and send in the post? The ECU is a Bosch Motronic: 0261200250 David and Caroline Dunstan 1974 SUZUKI TC185 one approach would be to transfer them A:You do say that the main bike over. Naturally, the problem with buying wiring loom is completely dead but Q:I have a 1974 Suzuki TC185, and secondhand is: ‘Is what I am buying any also that you are getting 12.5 volts at the my problem is with the speedo and better than what I already have?’ ECU so I am confused. I shall assume that rev counter. The speedo is fine until it gets the problem is with the engine to about 50mph then the needle starts to 1990 BMW K100 RS management system. The Bosch Motronic jump all over the place. The rev counter is system was a replacement for the earlier the same after about five or six thousand Q:My Engine Control Unit has failed! LE-Jetronic system, and both systems revs. Are they repairable? With the ECU removed from the came in a number of iterations over the bike, the connector block into the ECU years. They were fitted to both bikes and Roy Hook (checked with the ignition off), reveals cars. The changeover from LE-Jetronic to only one of the pins showing 12.5 volts. Motronic for BMW bikes occurred when A:The drive to the instruments needs With the ignition on, three more pins show the two-valve engines for the K series were to be smooth and consistent, so 12.5 volts. Normally when the ignition is replaced by the newer four-valve type. Your the cables for the instruments need to be turned on the fuel pump in the tank will system was Motronic version MA2.1 and in perfect condition. Remove the inner the serial number you quote is for that cables, check them over, clean them and buzz for a few seconds, but it does not. model. One change for the Motronic apply a little grease. Otherwise, I suspect With the pump on a bench with jump system was that it controlled both the the issue might be that the damping leads attached to the battery it functions fuel-injection and ignition systems with arrangement for the indicating needles has properly. The wiring in the tank to the bike one integrated ECU. failed. You are supposed to keep has been tested and is fine. The main bike instruments the right way up, as damping wiring loom, with the ignition on, is BMW and Bosch are not very oil can escape otherwise. completely dead: no voltage at all. forthcoming about releasing data or manuals for the system. It would probably For repair work, use Peter Bond in I’ve checked the fuse box and relays and be best to approach your local BMW dealer London. You send him a piece of junk and they are all okay. Do these ECUs just fail who can use a system called MoDiTeC to he returns what seems to be a new item! with age? analyse and diagnose what is wrong. I Call him on 0208 289 9031. He’s quality, understand that as the reports it produces not cheap. You might be tempted to have I have had fitted an isolator switch next are very comprehensive there is no need a go yourself but this could end badly. You to the battery. The main positive power for manuals as the technicians are told could try eBay and as I write this I see that lead from the bike goes to the switch on which bits need to be replaced. This would there is a listing for a new-old-stock one side and out on the other side it goes be a better approach than just testing the TC185 MPH speedometer in Finland, part to the battery positive terminal. This ECU on its own. But, asking the BMW number 34101-36612. The price is £185 switch has been fitted so when the bike is Motorrad dealer to do the work required at current exchange rates, including not used for a long time I can turn the key would be very expensive, so perhaps let delivery – import duty might need to be in the switch and kill all voltage from the them do the diagnosis so that you can do added. battery, so the battery doesn't drain. Does the actual fix. You could find instruments for a TS185, Firstly, why not check all the sensors which seem to have the same fitting and their connectors just to make sure arrangement, but the outer case is made that the electrical contacts are okay, as of black plastic. However, I am pretty sure well as any electrical earths you can find? that the internal parts were the same, so These often cause trouble. I heard the fault codes produced by the ECU are wiped out by the battery being disconnected (I am not sure I can believe that), but this might have some bearing on any analysis procedure you carry out. cmm Send your queries to: [email protected] or write to Problem Solver, CMM, PO Box 99, Horncastle, Lincs LN9 6LZ 48 / classic motorcycle mechanics



cmm Tool of the month with Ralph Ferrand works with tools all day long – he sells them too at bikerstoolbox.co.uk so he knows what works. The first job is to ascertain the pitch of the thread you want to cut. Here I was measuring a metric fine M12 x 1.25 pitched thread. SHAFT? Damn right… Irecently showed you a tool used for tailstock forward, you soon run out of I screw cut a couple of M12 x 1.25 bolts keeping taps perfectly straight when hands and the resultant thread is wobbly, from stainless hex for my Z900 just for cutting a thread in a hole, but how do which is a bad thing. shits and giggles. I am beyond help. you make a perfect thread on a shaft? Many years ago, I made a tailstock die was making for a slitting saw which I make parts regularly for my bike that holder that worked okay for a limited size needed a reasonable level of precision. I involves cutting a thread on round of dies, but I decided it was time to get a probably would have bought the arbour material. The best way to cut threads on a pukka tailstock die holder that would from Chronos, but I needed it in a hurry shaft is on a lathe. The most challenging, locate in the morse taper of my tailstock and with the state of the postal services and in my warped world, the most fun and so contacted Chronos Engineering currently, it was more expeditious to method of producing an external thread is Supplies, who offer affordable engineering make one. to screw-cut it on the lathe. This is, tools and equipment to model engineers however, fairly demanding and you do and other folk making things in metal at need a lathe with decent screw-cutting home. I have bought many tools from them facilities, which isn’t always included on over the years and have been always budget machines. The humble split die is pleased with what I have received. They the easiest and most common method for tend to offer a nice balance between cost cutting a thread on a lathe, but the and quality. traditional diestock, that comes in most tap and die sets, is difficult to use with Despite the postal problems, the tool any form of accuracy. To add a bit of finally arrived, though too late to follow on square-ness on the lathe, the back of the from the tapping tool as I intended, but it diestock can have the tailstock pushed was worth the wait. Considering the tool against it to start it flat, but as soon as the costs less than £30, I was agreeably thread starts to cut the die moves forward surprised by the quality and fit. and whilst you can try pushing the My first challenge for it was to cut an M14 x 1.25 thread as part of an arbour I 50 / classic motorcycle mechanics