Classic Bike Guide

["Chris Spaett is my friend who runs a Above: As it is now... business buying and selling old motorcycles. I borrow lots of these Middle: But back motorcycles so I can learn what they\u2019re in 1962, it was like and can then share that hopefully stripped down for the entertaining and possibly amusing understanding Silverstone Speed with you. We also get on like a house on fire, mainly Trials of June 30, where due to a shared and sometimes obscure sense it did surprisingly well of humour. Right: Mr Clotworthy One thing we do not share, strangely, is our taste also ran in the 1963 in motorcycles. National Rally Like most enthusiastic traders, it is hard to justify being in the old bike business if you\u2019re not a bit batty about old bikes. Chris has a collection of motorcycles which are not for sale \u2013 he calls this his private collection, and like most private collections, including my own, it varies a little from time to time. Bikes come and go. Happily, my collection contains no bikes anyone else would want, and Chris\u2019s contains bikes I could never afford. Another thing we have in common is that every so often we find an exceptional machine. I usually refer to these as The Ones To Have, whereas Chris calls them Keepers. Journalists get paid by the word\u2026 And thus, it was that when an excited email landed from Chris, fair bubbling with delight about some old lunker which had dropped into his possession and which he announced was most certainly a Keeper, I was intrigued. Not so much by the bike itself, which is yet another variation on the well-trod theme of the Triumph twin, but by the features which make CLASSIC BIKE GUIDE || JANUARY 2023 51","it somehow special. Special to a chap who has vast Riding slowly for compare them, filtering out the delight \u2013 or otherwise experience of bikes ancient and modern, who could photographs down \u2013 of the day. have any bike he ever wanted, and who rides more the drive of a bikes than I have hot curries. That last statement is stately home... Initial impressions also count for a lot. Chris is a probably not an exaggeration! Blimey. bike trader; he knows how to present a machine to its advantage. I arrived, steamy but exhilarated aboard I have a theory about test riding motorcycles. my own unmentionable Tiger, after a 90-mile scrape My theory has it that it is almost impossible to be and scratch along some good, amusing and fast roads, objective about the bike unless it is actually bad or and there in the driveway leaned this vision, glinting unpleasant to ride. And there are quite a few of those. arrogantly in the sunshine. Had I been in the market In my last-ever story, I shall tell you all about the for a Turner twin, my wallet would have been in my worst of them. Oh yes. If a bike is great but the roads hand at that point. They are lovely to look at. Real eye are greasy, then the riding experience can be less than candy, as Americans and young folk say. marvellous. If a bike is merely good, not great, but the sun is glaring, the roads empty and entertaining, and And because he knows me well and knows my the owner is a great guy, then it is hard to go home taste in motorcycles as well as I do (do you have without over-rosy impressions. This is why folk like friends like that? I do recommend it), Chris had me try hard to ride lots and lots of bikes and tend to exercised his sense of humour and dug out another of his own bikes. Leaning against the wall was a genuine AJS Big Port\u2026 \u201cGreat Triumph, Chris!\u201d I announced, as I tottered about the unfriendly gravel on the unmentionable (and very tall) Tiger. He grinned at me, walked over to the AJS, slipped it into gear and casually bump-started it. Didn\u2019t say a word. Boom-boom-boom it went. The engine\u2019s exposed mechanicals rattled and whirred away. This is an unkind thing to do to a chap who is a great fan of AJS machinery but who is trying hard to understand (and share with you) the appeal of a Turner twin. I ignored him. \u201cD\u2019you want to try this while you\u2019ve got your helmet on?\u201d Such an innocent question. Such a sly move. I resisted. Triumph today. This Triumph. The AJS? The genuine Big Port? Another day. You have been warned: there will be a burst of insane AJS anorakness next year. Early next year. This Triumph is quite an unusual one, and not a model you might expect to stumble over every time you visit a gathering of the old bike clan. It\u2019s a TR6SS. A 1962 TR6SS, to be precise. You have instantly spotted that 1962 is the last year of the pre-unit 650 engine, and indeed of the rather short-lived duplex frame. 52 JANAURY 2023 || CLASSIC BIKE GUIDE","You may also have recognised, quite correctly, that the The oil pressure switch TR6 single carb engine is a sweet one, less fussy than while not running (left) its T120 stablemate, and that the combination of the and running (right) magneto to light the fires and an alternator to lighten the darkness is a good one. It\u2019s a great bike, then, so \u201cHe had the engine professionally rebuilt, is this why it is a Keeper? Well, yes, that\u2019s all good and I bought it back earlier this year and stuff, but it\u2019s not the entire reason for this machine\u2019s \ufb01nished it off. My work included making elevation to Chris\u2019s collection. This is why: \u201cThis the \u2018professionally restored\u2019 engine oil TR6SS was new and first registered on March 6, 1962. tight. It previously leaked like a sieve\u2026\u201d It was sold by King\u2019s of Oxford on April 18, 1962, to one Martin Clotworthy, who then owned the bike until it was sold in 2007 to a mutual acquaintance in the trade. He then sold it to me, partially restored but not well done. I then sold it to a chap who basically re-did most of the work and more or less finished the bike over a period of a couple of years. He had the engine professionally rebuilt, and I bought it back earlier this year and finished it off. My work included making the \u2018professionally restored\u2019 engine oil tight. It previously leaked like a sieve\u2026\u201d So, this is as near to being that fabled \u2018one careful owner\u2019 motorcycle as you can get without it actually having been owned by just one careful chap. Mr Clotworthy plainly liked it; indeed, he kept it for 45 years. So far, so good. What really fired up the collector in Chris was the history the TR6 came with. Mr Clotworthy used the bike both as his regular transport and to take part in many competitive events, such as the Silverstone Speed Trials on June 30, 1962. He was entered in the One Hour Solo Motorcycle Class and completed a total of 38 laps \u2013 the equivalent of equal third out of 52 entrants. He even wrote about his experience in three issues of Nacelle, the Triumph Owners\u2019 Motor Cycle Club magazine. \u201cHe also went to the SSDT on the bike in May 1962 and entered in the Land\u2019s End Trial over a period of many years, including 1963, 1964, 1965 and 1971. He completed the National Rally in 1963, as well as using his Triumph for holidays and so on,\u201d says Chris. \u201cThe bike came complete with the original buff logbook, its CLASSIC BIKE GUIDE || JANUARY 2023 53","Early (top) and late handbook and parts catalogue, and even the Dunlop (below) Duplex frames Rubber Tyre Company\u2019s Tyre Guide!\u201d That is some excellent provenance. The machine is also very stock; it is as close to standard condition as Chris can get it at the moment, and as he enjoys researching and then locating exactly the correct parts, I guess it\u2019s about as close to a reference machine for that year as I\u2019m likely to see. More from Proud Owner: \u201cAs I understand it, the bikes were supplied to the home market with low level Siamese pipes and the larger tank, while the export bikes had a smaller tank with high level pipes. The bike is currently fitted with the high level pipes, but with the original larger tank.\u201d And if you look through the photos conveniently close to these words, you will observe that in its riding life the Triumph changed exhaust pipes many times. Which does tend to make restoration to \u2018original condition\u2019 something of a challenge whenever a machine has been used in regular competition. In any case, \u201cI do have a low level Siamese pipe for the machine,\u201d says Chris. Of course he does. The machine kicks up really easily, much more easily than you might expect for a twin cylinder engine running an 8.1:1 compression ratio. Plainly, the combination of a sensibly lengthy kick-start and a fairly low first gear ratio (11.2:1) combines with a set of tip-top mechanicals here. I was so impressed by the instant ignition that I wondered aloud whether modern electronicals were lurking hidden inside the 54 JANUARY 2023 || CLASSIC BIKE GUIDE","magneto casing. That would be a sensible mod, in my Top: Easter 1963, and view, especially as the alternator makes conversion with a change of tyres, to 12v electrics easy, and my experience insists that the TR6 rides in that alternators are more dependable than dynamos. year\u2019s Land\u2019s End Trial But I was wrong. This is not an infrequent thing. I Above: Colour \ufb01lm was almost sorry I\u2019d asked, because I received a gentle arrived and still Mr chiding for not knowing that of course the magneto Clotworthy kept is exactly what it looks like \u2013 a magneto \u2013 and not competing, to the only that, did I not know that 1961 saw the end of right, surprising a Triumph\u2019s use of the competition magneto on the Norton rider! TR6? I didn\u2019t. But I do now. Whether it makes me feel better I don\u2019t know. Right: Land\u2019s End trial again, in 1971 and Fixing me with Enthusiast\u2019s Eye, Chris revealed 1964. Note the exhaust that \u201c1962 was the last of the pre-unit TR6s and the changes sides, the \ufb01re only pre-unit TR6SSs. They were fitted with rubber- extinguisher in 1971, mounted oil tanks and the QD headlight attachment and the neat Craven was removed. It really was a single carb Bonneville (?) tank topbox. And by then.\u201d But it doesn\u2019t ride like a Bonnie. It rides like a large smile in both, \u2013 a TR6. seven years apart! I\u2019ll come clean. I do, in fact, like Triumph\u2019s TR6. It does everything I like best about twin-pot British motorcycles. The TR6 is lithe, very quick steering, placid when trundling but smart enough off the blocks if you\u2019re feeling frisky. I\u2019ll come even more clean: a while ago I borrowed a 1969 TR6C from the same Amused Owner and loved it to pieces. I could easily have found space for that particular Trumpet in The Shed had pockets been o\u2019erflowing with spare loot. Which they weren\u2019t, sadly. But that machine was powered by a unit construction engine, held its line brilliantly with its last-of-the-pre-oily-frame frames, and was stopped by that great BSA Group 2ls (twin-leading shoe) stopper. Even though the TR6SS CLASSIC BIKE GUIDE || JANUARY 2023 55","frame is the last of the duplex devices, the one with Pseudo off-road tyres shift was filled with slop... when the suspension the extra top tube added to stop the earlier breaking, not to everyone\u2019s was less bounding greyhound and more dozy it could not be as stable a riding platform as the \u201869, taste, but a great nod English Sheepdog. which had been twitched by Doug Hele and his merry to Mr Clotworthy\u2019s man. So, I assumed that this \u201862 model would be less exploits with his The bike belongs to Chris, though, and it\u2019s only fair in every way. marvellous machine that he gets the last word. \u201cI decided to keep the bike; it\u2019s a Keeper for me. Mainly because of the history, Surprise! It was. In my view. Although the engine documentation, photos, and because it is obviously is very crisp and even though it claims to put out an very genuine. It rides very nicely; it is a really pleasant, almost identical 40bhp-plus at an almost identical relaxing bike to ride. It is quick enough to use almost 6500rpm, it felt less brisk. The gearing may be slightly anywhere and handles well enough. It is a real antidote different, but that\u2019s how it feels. And the non-unit to BSA Gold Stars and Velocette Thruxtons. I also feel gearbox does not shift ratios as precisely as the that with its provenance, it is probably a fairly good later mechanism. The clutches felt much the same. investment. I have now covered about 900 miles on it I confess too that I didn\u2019t get the chance to scratch and can\u2019t wait to ride some more!\u201d hard on the earlier machine, but it felt fine at the speeds I was able to manage. The back brake is a lot better than the front one. Everything in the front brake is new, so I shall charitably suggest that it\u2019s running in its linings. But it was nothing like as reassuring as the 2ls excellence on the later bike. It is not even faintly uncommon for me to ride a bike its owner considers to be the best thing ever in the history of two-wheelers and which leaves me feeling just a little bit underwhelmed. I am faintly fearful that because everything in this machine is new and tight that I am being unfair in not collapsing in awe. It was great to ride, as you would hope for a TR6SS, but it was less stunning to me than was that excellent 1969 model. It is great to look at but is almost too shiny, too visually glamorous, too perfect. How can a bike be too perfect? Maybe it somehow feels too American, even though its British history is sublimely well documented. I\u2019ll share something else with you. I bet I would have preferred the old stager before it was restored. When its wheels were rusty and with bent rims... when every frame bolt was shouldered and a bit loose... when the engine blew a little oil and the 56 JANUARY 2023 || CLASSIC BIKE GUIDE","CLASSIC BIKE GUIDE || JANUARY 2023 57","","Japanese Classic Bike Guide Welcome to the those benefits and so much or bodywork panels, and the Some importers are JapaneseClassic more. The excellent Vintage Japanese manufacturers had a bringing in from the USA and Bike Guide! No Japanese Motorcycle Club habit of changing details every other countries, and being doubt many (vjmc.com) and the numerous year or so, so you need to do generally so useful and reliable, readers grew superb marque clubs are all your homework, but they use a Japanese project bike should up with Japanese bikes, just really helpful, there are more metric fasteners and manuals prove worth any hassles that as earlier generations spent specialists making new parts, are generally available. doing it up may encounter. So, their formative riding years and some new-old-stock (NOS) two-stroke or four, scrambler, on British machines. They parts are still turning up! Prices are rising, but you can cruiser or sports, there is a felt familiar, were reliable, still find a bike for your budget. Japanese bike for you. Go on, and gave us what we wanted. You\u2019ll have to be creative And the smaller capacity bikes you know there\u2019s a little more Now, as classics, they offer all with some parts thin on the are as much fun, if not more so room in the shed... ground, like rotten exhausts than the larger machines! Hodaka Honda C100, C50\/70\/C90 Series When Oregon-based PABATCO It\u2019s the one Japanese \ufb01rm that Engine: 50-90cc, four-stroke, push There\u2019s a vast range of sub-models, (Paci\ufb01c Basin Trading Company) really requires little introduction. rod, ohc, single from basic commuters through to was looking to expand its portfolio The brainchild of Soichiro Weight: 70kg trail-based ones. beyond agricultural products, Honda, the \ufb01rm was jointly Top speed: 55-70mph motorcycles were immediately on masterminded by him and his Year: 1958 onwards the agenda. So, in 1961 it took on right-hand, Takeo Fujisawa, who With more than 60,000,000 the Yamaguchi franchise, one of added the \ufb01nancial acumen to examples made, it is the world\u2019s Japan\u2019s oldest brands. That all went Soichiro\u2019s mechanical genius. most popular motorcycle. Originally well until Yamaguchi folded in 1963. From humble commuter push rod motors (C100 etc) the With a ready market but no product, machinery to the world\u2019s \ufb01rst ohc unit, semi-automatic, three- PABATCO turned to Hodaka, which superbike, Honda led the way speed Cub just keeps rolling on. had made the last engines for while others followed. The sale Given basic servicing and clean Yamaguchi. Working together, the of 50cc step-throughs funded oil, little stops it. The rear section of two trans-Paci\ufb01c organisations the \ufb01rm\u2019s early racing, and the pressed steel frame can rot away turned out a range of trail and knowledge thus acquired was fed over time but with so many out o\ufb00-road machinery based around back to both the R&D teams and there, buying a good one isn\u2019t hard. well-engineered two-stroke singles. the shop \ufb02oor. Totally unafraid Strong marketing saw machines to challenge the norms \u2013 be CG125 arrived that same year, and electric from 90cc-250cc successfully sold it number of engine layouts, start in 2001. Copied by Chinese, across the US, with arguably some method of cam drive, suspension Engine: 124cc Taiwanese and Korean \ufb01rms, they of the \ufb01nest model names ever systems or established machine four-stroke, push are also made by Atlas Honda in coined. Road Toad, Super Rat, Dirt shop practices \u2013 Honda rod, single Pakistan. A modern-day Bantam Squirt and Combat Wombat were e\ufb00ectively pioneered modern Weight: 114kg with charm and character. all pivotal models to this unique working practices for the Top speed: brand. A rising yen and falling manufacturing industry. 65mph dollar ultimately saw sales killed Year: 1976-2008 o\ufb00, but the marque still has a Honda is sometimes accused of Designed from loyal following. If you\u2019re looking making bland machines, e\ufb00ective the outset for for something a little unusual, yet insipid, but this misses the Third World use, then Hodakas certainly \ufb01t the point entirely. The company\u2019s where Honda bill \u2013 but remember, all spares aim has always been to produce knew the bike will be Stateside, so buy the most machines that are viceless and would be regularly overloaded and complete example you can. These free of imperfections. Yes, on abused, the CG125 was designed bikes seem to arbitrarily rise and occasion they get it wrong; VF750 to be bomb-proof. Sold globally, it fall in value, so it\u2019s not easy to cams, in-board discs, inadequate became a learner school favourite give a \ufb01xed price. However, they cam chain tensioners etc. Yet, in the UK. Production transferred are all hugely entertaining to ultimately, Honda always sorts to Brazil in 1985, 12v electrics ride, su\ufb03ciently left\ufb01eld to be out the problems without di\ufb00erent, yet not so obscure as to walking away from the concept. be impossible to fettle. Re\ufb01ned and honed, Honda remains an iconic Japanese brand. C92\/C95\/CB92 350cc look slow. With just still completely usable as six volts, the super-ef\ufb01cient modern commuters. Quirky Engine: 125-154cc, four- electric starter wowed period styling just adds to the stroke, ohc, twin customers. The cooking charm. All thrive on revs yet Weight: 110-120kg version, C92, and its 154cc remain reliable. The CB92 is Top speed: 62-80mph C95 brother majored in mega expensive but C92\/95s Year: 1958-1964 period charm, yet they are remain attainable. Outrageous for the time, the CB92 made anything below CLASSIC BIKE GUIDE || JANUARY 2023 59","Japanese Classic Bike Guide CB160\/175\/200 CD175\/185\/CD200\/CD250 Engine: 160-200cc, four-stroke, annual cosmetic overhauls and Engine: 175-250cc, four-stroke, for ease of maintenance. Earliest ohc, twin upgrades. Fun, reliable and viceless, ohc, twin CD175 Sloper is a genuine classic Weight: 112-132kg any models make for a good Weight: 112-132kg and so easy to ride. CD175 became Top speed: 77-81mph introduction into reliable Japanese Top speed: 77-81mph the backbone of many 1970s Year: 1964-1977 classics. Rare street scrambler Year: 1967-1993 commuters, with 185\/200 carrying A key model range that began as a version sold in US. Electric start. A range of good, honest, no- on providing no frills, reliable feisty small sport twin and \ufb01nished nonsense workhorses. All except transport. Still a cheap route into as a good general all-rounder CD250U run single carburettor classics, Sloper excepted. with a decent turn of speed. Next generation on from CB92 et al and supremely sophisticated engineering. The 160s run old-world styling, while 175s got CB250\/350 K Series CB250\/400 T & N Series Engine: 250\/324cc, four-stroke, Engine: 250\/400cc, four-stroke, ohc, twin ohc, twin Weight: 112-132kg Weight: 170-175kg Top speed: 87-94mph Year: 1977-1986 Year: 1968-1974 Technical tour-de-force by Big Aitch, Second generation 250\/350s were taking back top sales in both key produced to reduce machining and markets. Comstar wheels, three assembly time. A 1970s backbone valves per cylinder, CDI sparks etc. of biking, the K-Series mobilised The T Series Dreams got slated a generation. Early models were for bulbous styling, but the later N pretty in off-white and candy blue\/ Series Superdreams became best- red\/gold etc. The later K3\/K4 had a sellers. Rare 400A runs semi-auto more sombre uniform paint scheme. box with a torque converter and is Engines popular for classic racing; now gaining in popularity. Electric CL street scrambler version with high start. The 400N was actually faster pipes. Electric start. than the much-lamented CB400\/4. CB250\/360, G & CJ Series CB72\/CB77 Engine: 250-360cc, four- with anyone not into strokers. Engine: 250\/305cc, four-stroke, stroke, ohc, twin Electric start. CJ Series ohc, twin Weight: 122-165kg are stripped-back Gs with Weight: 152-159kg Top speed: 87-94mph 2-1 exhausts and sleeker Top speed: 85-95mph Year: 1974-1977 styling, minus electric foot. Year: 1960-1968 G models essentially updated Essentially a stopgap before First truly \u2018modern\u2019 Hondas and jaw- Ks with revised heads, disc the new 250\/400 Dreams, dropping for the period. The 305cc brake and new styling. the CJs proved to be Honda\u2019s CB77 in particular punches above Honda\u2019s response to falling best-handling twins of the its weight. Four-speed gearboxes 250\/350 sales and popular period. have a big gap between third and fourth and many swap pairs of cogs CB350\/400F around to minimise issue. It was used as a production racer, and a Engine: 350\/400cc, four- the bike that many reckoned street scrambler version was also stroke, ohc, four should have been launched sold. Honda openly and cheekily Weight: 176kg years earlier. The 350 lives advertised the CB77 as being able Year: 1972-1978 in 400\u2019s shadow but is still a to take on Brit 500s and possibly damn \ufb01ne ride. The 400 is even 650s! Electric start. Both thrive on revs. The 350 held in high regard; prices sounds glorious, yet its looks solid and unlikely to dip are a little staid for some. for the foreseeable future. Reworked as a 400 with Electric start. The 350 is simple elemental lines and said to be Soichiro Honda\u2019s unique 4-1 exhaust, it was personal favourite. 60 JANUARY 2023 || CLASSIC BIKE GUIDE","CLASSIC BIKE GUIDE || JANUARY 2023 61","Japanese Classic Bike Guide CB250RS Engine: 250cc, four-stroke, ohc, CB500\/550\/650 CB750\/900\/1100 XBR500\/GB500 single Weight: 128kg Engine: 500-650cc, four-stroke, Engine: 750-1100cc, four-stroke, Engine: 500cc, four-stroke, four- Year: 1980-1984 ohc, four dohc, four valve, ohc, single Light and sporty 250 single with Weight: 201-212kg Weight: 238-250kg Weight: 150-185kg four-valve head, based around the Year: 1972-1985 Year: 1979-2003 Year: 1985-1991 XL250 engine. Nippy with decent The 500 is arguably the best of Honda\u2019s belated reply to the Z1\/ Two takes on the same theme and handling, it can eat drive chains. the 350\/500\/750 bunch, usefully GS\/XS fours and seriously good potentially what a modern Velo 1983 onwards has electric start. augmented by an additional 50cc pieces of kit. Euro styling similar to would have been. XBR is boxy\/ Later CBX version likes to be worked and 10% more torque on the CB550. Superdreams still looks fresh. 750 a slabby and runs Comstar wheels; harder and at higher speeds. A Several different styles and possibly little underpowered, 1100 a mega- GB pure retro. Former a UK market popular period conversion was to the \ufb01rst UJM (Universal Japanese muscle machine, but 900 possibly machine and latter a grey import shoehorn in an XL500 motor! Motorcycle). Later 650 is a massively the pick of the litter. Faired versions but seems decidedly more popular. overlooked machine and potentially make \ufb01ne tourers. Known to have Bags of fun from either. XBR VT250 the best route into earlier sohc cam chain rattle and\/or gear selection parts are now getting hard to \ufb01nd. Japanese classics. All electric start. issues, so always worth a test ride. Electric start. Engine: 250cc four-stroke, dohc, four-valve, water-cooled, V-twin XL Series trail bikes Weight: 153kg Year: 1982-1990 Engine: 100-350cc, four- Lithe, slim and fast for a twin, some stroke, ohc, single died early due to bottom end issues, Weight: 92-154kg but if it is running now, chances are Year: 1972-1988 it\u2019s \ufb01ne. Crazy in-board discs are a XL250 Motorsport took the dirt pain to work on. Electric start. Ride world by storm when launched one and ask why it was never a 400. and is still a class act. Smaller XLs borrow heavily from their XL500\/600\/FT500 CB road-going cousins, so engine parts shouldn\u2019t be an Engine: 500-600cc, four-stroke, issue. Designed to be easy four-valve, ohc, single but rewarding to ride off-road, Weight: 140-175kg all are hugely enjoyable. The Year: 1979-1986 250 is better off-road than the Honda\u2019s responses to Yamaha\u2019s XT 350, but the latter does offer and SR big singles. Less competent more torque. on the rough, but easier to start. Later 500\/600 XLs technically advanced; some ran radial valves. FT, aka \ufb02at tracker, gained a bad reputation for breaking its electric starter mechanisms. It\u2019s hard to \ufb01nd good examples of any now. VF750S\/F Engine: 750cc, four-stroke, water- cooled, dohc, V-four Weight: 170-200kg Year: 1982-1986 Honda\u2019s \ufb01rst attempt at V4s and painfully embarrassing. Cam radii much larger than any before or since, so mega-high tip speed leading to rapid wear. Subject of numerous recalls and upgrades; reg\/rec units can die; S version known to crack frame at headstock, and now extremely rare. A sorted VF750F is a thing of joy. Always and without exception, buy a quiet one. 62 JANUARY 2023 || CLASSIC BIKE GUIDE","CB750 The grandfather of all modern less so, but none are cheap. F1 CBX1000 superbikes. Early and \ufb01rst-off Euro style often maligned; F2 Engine: 750cc, four-stroke, sandcast versions are obscenely genuinely one of the best; later Engine: 1000cc, air-cooled, inline sohc, four expensive. Later models (K2-K7) K6\/7 perhaps the most re\ufb01ned. six, dohc, four-valve head Weight: 225-232kg Overlooked CB750A automatic Weight: 265-285kg Year: 1969-1980 also worth considering. Expert Year: 1978-1982 input certainly advisable, but in all Honda hubris at its very best, arguably a great bike. unnecessary given the CB900, yet still glorious. A living facsimile of Honda\u2019s early race bike and a statement from the Big Aitch. First off Z models the most desirable and \ufb01nal C series Pro- Link Tourer the cheapest, but none will disappoint. Not the best-handling bike of the period but it didn\u2019t need to be \u2013 it was always a \u2018heart-on-your- sleeve\u2019 motorcycle. VF400\/VF500 CBX550\/CBX750 Engine: 400\/500cc, water-cooled dohc, V-four Engine: 550-750cc, four-stroke, CB450\/500T competition. It soon gained a Weight: 170-200kg dohc, four much-needed \ufb01fth gear, and later Year: 1982-1986 Weight: 190-220kg Engine: 450\/500cc, four-stroke, US versions were \ufb01tted with disc Unfairly tarred with the VF750 Year: 1982-1986 dohc, twin front brake. Relaunched with brush but still not always perfect. Honda\u2019s Plan B if the various V4s Weight: 190-210kg lower compression, stroked motor Free-revving compact bikes utilising didn\u2019t fare well. Early 550s had Year: 1965-1977 and brown seats, but the CB500T Honda\u2019s mass centralisation concept. top end issues and in-board disc Original Black Bomber created a sold badly. All models make 400 not a direct competitor to brakes. The 750 was accepted well furore with its torsion bar top end excellent classics now \u2013 a potential Yamaha\u2019s 350s; 500 more in the but never a big seller. Avoid noisy that got it banned from racing alternative to a Brit twin. same league. 400 runs in-board discs examples of either due to parts in the UK. Average handling that take ages to service. Electric start. supplies, but if it\u2019s running okay it saw it embarrass home-built Both now rare, especially the smaller should be \ufb01ne. Both came in faired model. If they\u2019re running now, the and unfaired versions. The 750 is engines should be \ufb01ne. just starting to climb in price, but still cheap for what you get. CX500\/650 GL1000\/1100\/1200 Engine: 500-650cc, four-stroke, push rod, Engine: 1000-1200cc, water- V-twin cooled, ohc, \ufb02at four Weight: 215-235kg Weight: 301-335kg Year: 1978-1984 Year: 1974-1987 Dubbed the Plastic Maggot and initially cursed Initially perceived as a car on two with cam chain and big end issues, the CX went wheels, the Goldwing went on to on to become a dispatcher\u2019s favourite. Later 650 create a totally new genre of rider. versions were equally popular and robust. Mad Frames on early models can rot out, choice for a turbo bike \u2013 but Honda made it work carbs don\u2019t like being left with old well. GL versions are faux cruisers and generally fuel in, and brakes do a lot of work. cheaper. Their worst issue is rotting swingarms. GL1000 now collectable, but smart money would go on the 1200. CLASSIC BIKE GUIDE || JANUARY 2023 63","Japanese Classsic Bike Guide Kawasaki G and KH100 Series Arguably, KHI (Kawasaki Heavy Engine: 90\/100cc, two-stroke, Industries) never really needed single to even make motorcycles, yet it Weight: 88kg chose to do so. The engineering Top speed: 70mph giant allegedly wanted to get its Year: 1967-1978 name out in the public domain, Feisty disc-valve machines that and with spare manufacturing punch above their weight but capacity within its aircraft are less utilitarian, more sports division, it decided to diversify lightweights. Sold in trail bike form into bikes. as well as commuter. The super solidly built engine harks back to From humble two-stroke when the Kawasaki aircraft division singles, BSA A7 copies via was looking after motorcycle design. buying the Meguro brand, G models have bags of style and through disc-valved two-stroke character. twins, the legendary triples to the benchmark dohc fours S1\/S3\/S3\/KH400 and beyond; Kawasaki has consistently delivered fast, Engine: 250\/350\/400cc, the appeal. The drum eye-catching machinery. two-stroke, triple brake versions are often Weight: 150-165kg better at stopping than Keenly branded and aware of Top speed: 95-110mph later disc models. Any its target markets, Kawasaki has Year: 1972-1980 250 is huge fun; S3 and moved with the times and has The smallest of the KH400 are arguably the often been ahead of the game. family and, until recently, most practical; S2 350s Having established itself on the not too expensive. are often referred to scene with its pre-eminent triples, Unquestionably the best as petrol-cooled! Pure the company strangely chose to handling of the genre, adrenaline machines, \ufb01rst marginalise and then axe while unique sound and yet unlikely to petrify like its most successful models, as stunning looks add to their larger siblings. environmental concerns saw two- strokes increasingly demonised. H1\/KH500\/H2 750 most of the budget on the engine (if still a little thirsty), and and then used a cheapened version the \ufb01nal H2 750C is genuinely nice to The Z1 totally aced Honda\u2019s Engine: 500\/750cc, two-stroke, of the 350 A7 chassis! Rearward ride \u2013 but is not to be provoked. CB750\/4 to become the number triple weight distribution on early machines one superbike, and the brand Weight: 150-165kg makes for interesting handling, while went on to become arguably the Top speed: 110-125mph later examples handle better(ish). leading player through the late Year: 1969-1980 Motors detuned year on year to reduce 1970s and well into the 1980s. Original 1969 500 nicknamed The pollution. KH500 is eminently practical Widow Maker and justi\ufb01ably so, with Class-leading R&D is the brand\u2019s 60 horses on tap. Kawasaki spent hallmark, and it has consistently been able to introduce sea changes into the market. Grasping that, its GPZ900R is e\ufb00ectively the grandfather of all modern machines \u2013 and you begin to see just how dynamic the company is. W1\/W2\/W3 Z650 Engine: 650cc, four-stroke, load, strong engines and classic Engine: 650cc, four- versions not too extreme and often push rod, twin looks. Come with twin or single stroke, dohc, four signi\ufb01cantly cheaper. Arguably Weight: 188kg carbs and as street scramblers. W3 Weight: 215kg the best Oriental four prior to the Top speed: 105-110mph even runs Z1-type clocks. Take Top speed: 110-115mph GPZ900R Ninja! Year: 1966-1974 one to the Ace Caf\u00e9 and then stand Year: 1977-1983 Cult bikes in Japan, based back to watch the confusion. Everything that on the 500 Meguro which, in Kawasaki learned from turn, was a BSA A7 made the 900 Z1 condensed under licence. Amazingly into a 650 and then long-lived faux Brit twin that moved some. Accessible, from right to left gear-change, practical and eminently drums to discs, chrome tanks to reliable, the classic scene is only candy etc. Earliest very Brit-bike now waking up to what must be looking, the last ones look like twin- one of Japan\u2019s best-ever air- pot Z1s. Character by the bucket- cooled fours. Factory custom 64 JANUARY 2023 || CLASSIC BIKE GUIDE","A1\/A7 Series Engine: 250\/350cc, two-stroke, twin not down to price. Relatively uncommon Weight: 145-159kg and overshadowed by the later triples. Top speed: 95-105mph Two distinct looks: early models have Year: 1967-1971 restrained 1960s styling; later models Disc valve twins (Samurai and Avenger are sleeker and less fussy. SS or street respectively) that totally rewrote the scrambler versions run two pipes up perception of Japanese strokers. Fast yet LHS. They give a singularly unique civilised and built up to a speci\ufb01cation, riding experience. Z250\/400 Z1\/Z900\/Z1000 F Series trail bikes Z1300 Engine: 440cc, four-stroke, twin, sohc Engine: 900-1000cc, four-stroke, Engine: 125-350cc Engine: 1300cc, four-stroke, six, Weight: 155-166kg four, dohc Weight: 110-140kg dohc Top speed: 85-95mph Weight: 230-245kg Year: 1968-1975 Weight: 322kg Year: 1974-1984 Top speed: 125-134mph A range of rather sophisticated Top speed: 139mph Early examples plagued by oil leaks Year: 1972-1980 trail bikes that generally few Year: 1979-1988 and wear issues, but if it\u2019s running Kawasaki\u2019s emphatic reply to know about. Variously named Big Kawasaki\u2019s response to Honda\u2019s now, it should be \ufb01ne. Various faux- Honda\u2019s CB750\/4 and technically Horn, Sidewinder, Bushwacker CBX 1000. More of everything custom versions with disc or drum more advanced by some distance. and Bison. Most run disc-valve and frankly massive. Last of front brakes. Earliest examples Immensely strong roller bearing induction motors, except the later its generation before mass look like mini-Z1As, later examples bottom end can take huge amount 250 F11s. Superbly engineered centralisation and weight reduction a little plain. Kawasaki US-made of abuse. Upgraded, enlarged, and aesthetically different, they are took over from ego and hubris in the models were the best-selling sub- caf\u00e9-racered, even fuel-injected, easily as viable as the equivalent Japanese factories. Super-smooth to 500s for several years. A decent, the Z1-Z1000 range is still in huge Yamahas, but the earliest models ride but really built for US freeways honest twin with few real vices \u2013 but demand. Lots of reproduction parts only ran four-speed boxes in some and not UK B roads. One of the \ufb01rst it won\u2019t set the world alight. are now available for earlier models, instances. 125,175 and 250 lived bikes to run fuel injection (1984). so some care may be needed when on a little later as KE models, with Capable of huge mileages, it\u2019s still Z750 buying top-dollar examples. 750 Z2 changes making them more tarmac- a decent, if heavy, transcontinental Japanese market model rarer but orientated. tourer. Engine: 750cc, four-stroke, twin, less desirable. Lots of grunt and dohc charisma, but not cheap. GPZ900R that\u2019s now becoming popular Weight: 230kg as a cheap(er) modern classic. Top speed: 110mph Z500\/Z550\/GPZ\/GT550\/ Engine: 900cc, four-stroke, four, Earliest are most desirable; last Year: 1976-1980 GT750\/Turbo dohc ones best to own and cheapest The answer to a question no one Weight: 250kg to buy. Still fast enough for most asked in the mid-1970s and Engine: 500-750cc, four-stroke, Top speed: 150mph mere mortals, and the only damned with faint praise ever since. fours, dohc Year: 1984-1996 negative is its weight compared Actually a good effort, but no one Weight: 210-227kg The \ufb01rst motorcycle to be to modern machines. The great wanted big twins in 1976. Lusty Top speed: 105-127mph designed as a single entity and grandfather of every single big motor delivers grunty portions Vast range of supremely viable not a new engine to which a modern superbike and still more of torque, which is why sidecar air-cooled UJMs \u2013 it\u2019s actually hard frame has then to be \ufb01tted. than capable of giving its owner enthusiasts bought them. Custom to buy a bad one. There\u2019s pretty Ground-breaking 1980s missile an adrenaline rush. versions are not to everyone\u2019s taste. much something for everyone. Rarer Complicated by balancers and 400cc version is not in the same chains, they are now more popular mould as Honda\u2019s CB400\/4. Well- than they were new. Not a Yamaha engineered, but some have poorer XS650 challenger, yet still an build quality. GT550\/750 run shaft enjoyable and memorable ride. drive and seem to go on forever. Non-GPZ versions make stunning lower cost classics \u2013 if you can \ufb01nd one! The Turbo version is a truly epic piece of kit and the best of the genre by a sizable margin. CLASSIC BIKE GUIDE || JANUARY 2023 65","Japanese Classic Bike Guide Suzuki GS750\/1000 From weaving loom Engine: 750-1000cc, four-stroke, 550-650 but otherwise sound. with wire wheels, arguably the manufacturers to becoming fours, dohc GS1000S is a Wes Cooley replica smartest thought-out, best value air- world champions at multi- Weight: 225-215kg and commands big money. GS750, cooled Japanese four bar none. disciplinary two-wheeled sport Top speed: 120-135mph is no mean achievement. Like Year: 1976-1980 many of its peers, Suzuki was an The 750 was unashamedly based arch proponent of the two-stroke, on Kawasaki\u2019s Z1, but with a but its \u2018acquisition\u2019 of ex-MZ substantially better-handling racer Ernst Degner gave the chassis and less mass. Everyone company a vital edge that put goes for the larger GS1000 in its it centre stage of the GP scene. various guises, meaning the 750 is This success boosted the brand massively overlooked and therefore image immeasurably and saw the cheaper. Same electric issues as launch of the hugely successful T, GT and TS families. The T20\/T250 subsequent and expensive blind alley that was the RE-5 rotary TS range Engine: 250cc, two-stroke, are well built and reliable if almost took Suzuki under, but it twin properly put together. High-pipe came back harder and sharper Engine: 50\/400cc, two-stroke, Weight: 143-145kg T250II rarer and stunning. The with its celebrated GS range, single Top speed: 89-94mph \ufb01nal TT250 is a GT250 with a which totally rewrote the book Weight: 72-126kg Year: 1965-1972 drum brake. All are devastatingly on air-cooled four-strokes. And Top speed: 55-90mph At a stroke, the T20\/ effective 1960s and 1970s it\u2019s the same range of machines Year: 1970-1981 Super Six\/Hustler de\ufb01ned twin-pot strokers. that really pushed Suzuki to the Capacious range of trail bikes and the layout of quarter-litre strokers next level and, arguably, took the possibly the most comprehensive. for decades to come. Six speeds brand over and above its rivals All early models are drop-dead in 1965 was unheard of. Robust in the 1980s. With unburstable gorgeous, but later examples a little and elegant, if a little old-worldly engines and predictable handling, plain. Extremely robust motors that now. The bike was superseded the horrors and potential \ufb01nancial are eminently rebuildable. Early 400 by the T250, which ran a series oblivion from the Wankel engine Savage can be a handful off-road, of considered upgrades. Both disaster were happily buried. Of but later version was easier to ride. the major players today, Suzuki Early TS125s incredibly pretty. is the marque most in touch with its past. Its Vintage Parts Scheme has seen previously unobtainable components being remanufactured, which has to be good news for anyone who is a fan of classic Japanese machinery. T200 & GT185 GS550\/650 GS400\/425\/450 Engine: 185\/200cc, two-stroke, twin \ufb02exible etc, and now a favourite Engine: 550-650cc, four-stroke, Engine: 400-450cc, four-stroke, Weight: 128-132kg for classic racing. GT185 sold as fours, dohc twin Top speed: 79-88mph Suzuki\u2019s answer to Yamaha\u2019s CD\/ Weight: 200-215kg Weight: 174-179kg Year: 1967-1978 RD200s. More manic performance Top speed: 110-115mph Top speed: 105mph Again, actually distinct models, T200, and quite peaky by comparison. Year: 1977-1983 Year: 1976-1987 aka The Invader, built as a smaller Featured Ram-Air head cowling Unfairly accused of being the original Essentially half a GS750, so very version to the T20\/T250, with similar adopted from bigger brothers. T200 UJM (Universal Japanese Motorcycle), well-built. The 400 battled for attributes. Strong performance, for style and usability; GT185 for the 550\/650 fours provide stunningly sales against RD400s, so it never decent handling, decent brakes, high-revving hooliganism. good VFM. Only real demon is sold in huge numbers. 425\/450 electrics, a Suzuki foible of the became dispatcher\u2019s favourites. time, with an odd way of wiring up GSX versions (there\u2019s a 250 as the generator\/reg-rec\/switches etc. well) are arguably over-complicated Cheaper than a CB500\/550, a solid for what\u2019s on offer. Many were platform from which to start classic sacri\ufb01ced as bobbers\/caf\u00e9 racers\/ Japanese riding. 650 Katana version brats and so on. The 400 is now not hugely desirable compared to becoming recognised as a decent 1000\/1100. GS650L factory custom all-rounder classic. cheap way into air-cooled fours if its styling suits you. 66 JANUARY 2023 || CLASSIC BIKE GUIDE","CLASSIC BIKE GUIDE || JANUARY 2023 67","Japanese Classic Bike Guide K, M, B, A & GP Series T305\/T350 Engine: 50\/125cc, two-stroke, Engine: 305\/315cc, two-stroke, single twin Weight: 65-100kg Weight: 143-145kg Top speed: 60mph Top speed: 92-97mph Year: 1963-1981 Year: 1969-1972 A vast range of singles from Over-bored T20\/T250 with more commuters to sporty leaners, offering torque and slightly stronger top something for everyone. Stunning end speed. Rarer than the 250s, good looks whatever the model, pistons and rings can sometimes be robust engines\/transmissions, decent hard to \ufb01nd, but otherwise a viable chassis and effective brakes. Initial alternative to Hondas and Yamahas bikes ran premix, but later used of the period. Last T350s sold as Posi-Lube oil injection. Early models GT350s. T350 won key endurance were imported by AMC Group to help race in Australia, beating Kawasaki boost sales. In terms of quality and H2s and Yamaha TZ750s \u2013 yes, reliability, these little bikes were easily they are that good! a match for the period Hondas but beware \u2013 one is never enough\u2026 T125\/GT125 GT250\/X7 Engine: 125cc, two-stroke, twin Weight: 98-115kg Engine: 250cc, two-stroke, twin Top speed: 75-80mph Weight: 145-154kg Year: 1969-1978 Top speed: 92-99mph T125 Stinger is a unique stab at Year: 1972-1982 building a totally different machine. Within a few short years of launch, the Stunning looks, decent performance, GT250 became Britain\u2019s best-selling and chassis and brakes adequate. 250. Essentially an updated T250 with Incredibly hard to restore and often a disc brake and Ram-Air heads, the hellishly expensive, but nothing else GT250 was physically a decent-sized looks or sounds like a Stinger. Low bike, so folk felt they were buying pipe and 90cc versions also sold. something substantial. Engine changed GT125 a frantic little 1970s buzz from three to four bearing cranks bomb with lots of noise and pizazz; towards the end of its life. Replaced generally found thrashed within an by the skeletal X7, also called GT250 inch of its life. in some markets. Massive weight loss allied to reed valves made the X7 the top dog for a couple of years. The GT250s are more planted, while the X7 feels like a sports moped on steroids. RE-5 Engine: 500cc, Wankel rotary T500\/GT500 machines. Initial bikes were heavy PE range Weight: 229kg on fuel and quirky handling but Top speed: 105-110mph Engine: 500cc, two-stroke, twin sorted within a year of launch. Poor Engine: 175\/400cc, two-stroke, Year: 1974-1977 Weight: 190kg front TLS brake is a known issue. single An abortive but brave attempt to Top speed: 110-115mph Received makeover for 1976 to Weight: 100-113kg exploit rotary technology. Heavy and Year: 1968-1977 become GT500. Top speed: 75-93mph thirsty, yet also almost hypnotically The \ufb01rst big bore stroker from Variously sold in different markets Year: 1977-1984 enjoyable. Only two models, latter Japan and arguably one of the best. as the Five\/5, Titan, Challenger Suzuki\u2019s enduro range, mixing TS cosmetically dumbed down in a bid to Suzuki\u2019s direct challenge to large or Cobra. and RM motocross technologies. increase appeal. Two oil pumps, multi- Brit twins. Big on torque and long The 175 makes for an interesting stage carb and miles of plumbing did loping power, they are still awesome trail bike; 250 signi\ufb01cantly livelier; little to aid sales. Poor performance for 400 frankly mad. Most modi\ufb01ed, mass; price, allied to 1970s oil crisis, upgraded, and inevitably crashed. killed the RE-5 stone-dead. If you can Interesting choice if off-roading is turn engine over on the kickstarter, your thing. chances are the rotor tip seals are worn out. 68 JANUARY 2023 || CLASSIC BIKE GUIDE","GS850 GT380\/GT550\/GT750 Engine: 850cc, four-stroke, dohc Engine: 380\/55\/750cc, two-stroke, triples four Weight: 183-255kg Weight: 255kg Top speed: 95-120mph Top speed: 115mph Suzuki beyond stroker twins. All well Year: 1979-1988 thought-out machines aimed genuinely at Larger version of 750 with shaft \ufb01nal being grand tourers and not outright sports drive. Heavy bike that sold in large machines; 550 and 750 have electric starts. numbers Stateside, where its long- First off, all have TLS front drums, but distance stamina was appreciated; 750 pushes this too far. GT750 aimed at arguably too much mass for back Honda\u2019s CB750 fair and square, then tuned roads riding in Blighty. However, it up for more power. 380 carried excess could just be the ideal continental weight, 750 heavy, even in the day; GT550 tourer for those who want to ride might very well be the thinking man\u2019s triple. long distances on a classic. Katana\/GS1100\/ XN85 GS1150\/ GSX Engine: 650cc, four-stroke, four, dohc, turbo Engine: 750-1150cc, four-stroke, Weight: 250kg dohc four Top speed: 218mph Weight: 242kg+ Year: 1983-1985 Suzuki\u2019s later big bore chargers before Suzuki\u2019s reply to the 1980s fashion for they became GSX-Rs. Massively turbo-ing. Slated then for being slower capable and deserving of a book to than expected, they are now becoming themselves, they are the apogee of collectable, simply because so few of them the genre. German styling derived exist. First production bike to run 16in front Katana derivatives have a massive cult wheel. Of the turbo machines, the XN85 is following with prices to match. said to be the best-handling of the genre. Yamaha RD500LC set-up can be dif\ufb01cult. Not the racetrack refugee many had hoped for, but still From humble origins as a musical Engine: 500cc, two-stroke, V4 worth sampling. Japanese market instrument manufacturer, Yamaha Weight: 180kg version called RZ500 runs alloy frame chose to base its range on two Top speed: 125-130mph with detuned motor. Engine spares iconic German machines, the Year: 1984-1986 supply so-so; transmission parts supply DKW RT125 and the Adler MB250 Hyped beyond belief, the bike is dire. Easiest of the stroker race reps to \u2013 shrewd moves that catapulted essentially a pair of TZR250 motors on get along with. Yamaha into the limelight. From the a common crankcase linked by an idler earliest days, it challenged Honda gear. Engine fairly straightforward but CLASSIC BIKE GUIDE || JANUARY 2023 69 for supremacy. Formerly overtly two-stroke focussed, Yamaha DT\/DT250, RT & DT400 has successfully worked with automotive giants such as Toyota Engine: 250-400cc, two-stroke, and Porsche to gain expertise single that wasn\u2019t necessarily in-house Weight: 105-125kg when needed. Always risk-takers, Top speed: 78-87mph Yamaha has never shirked from Year: 1968-1981 gambling on controversial ideas. DT1 was the world\u2019s \ufb01rst proper Some have paid o\ufb00 \u2013 XS650 parallel Japanese trail iron and hugely twins and water-cooled stroker LC popular when new. It\u2019s big brother, twins \u2013 while others have bombed the RT360 Series, has a rep for spectacularly \u2013 XZ550 water-cooled kickback and\/or breaking engine V-twin and TX750 parallel twin. cases on the earliest models. Reed Perpetually keen on bucking trends, valve DT250\/400s make excellent Yamaha o\ufb00ers a di\ufb00erent approach do-anything machines but are to many challenges. From feisty heavy in use off-road. MX mono- small strokers through to massive shock versions are easier to use air-cooled fours, the tuning fork off-road. Harder to use off-road than brand has consistently delivered smaller models, but with more grunt inspiring motorcycles. and a higher top speed.","Japanese Classic Bike Guide YR350 Series YG & YB Series Engine: 350cc, two-stroke, twin Engine: 80\/100cc, two-stroke, Weight: 150-160kg single Top speed: 100mph Weight: 70-95kg Year: 1967-1972 Top speed: 60mph Yamaha\u2019s \ufb01rst horizontally split crankcase twin and the basis Year: 1963-2007 for the TR racers. Over-square motors \ufb01tted to YR1\/2\/3 perform Engaging disc-valve machines and much better than might be expected. They have old-school the YG1 formed the backbone of potential. YR5 was a totally redesigned machine and father innumerable versions, including of the legendary RD350. YR5 comes in early and late guises, 100cc YB100 and earliest Yamaha normally identi\ufb01ed by seamed exhausts (1970-71) and smooth trail bikes. First YGs were premix but exhausts (1971-73). All examples are fast for their age and they later moved to Autolube. Look for rot in still retain real world usability. Re\ufb01ned and rewarding to ride. swingarm and rear section of pressed steel chassis. Easy to work on and relatively cheap to restore, the classic scene has so far not picked up on these midget gems. Parts not overly expensive, and they make potentially good entry-level machines for would- be restorers or those who are new to the world of Japanese classics. IT175\/200\/250\/400 RD250\/350 LC Series RD250\/350\/400 Series AS\/RD125 Series \/425\/465\/490 Engine: 250-350cc, two-stroke, twin Engine: 250-400cc, two-stroke, Engine: 125cc, two-stroke, twin Weight: 139-149kg twin Weight: 98-115kg Engine: 175-490cc, two-stroke, Top speed: 95-115mph Weight: 152-166kg Top speed: 70-78mph single Year: 1980-1983 Top speed: 95-110mph Year: 1967-1981 Weight: 96-113kg The game changers that Year: 1973-1979 Frenetic tiddlers that revel in being Year: 1977-1984 rewrote pretty much every rule. Quarter-litre version the must-have used hard. Basic engine design Built as enduro bikes, many are Water-cooled to aid increased learner bike of the 1970s bar none, never really changed, other than now on the classic scene. Feisty performance, the 250 was quoted while the 350 option was the original reed valve \ufb01tment in 1973. The versions of the DT range with at 35bhp! Styled for the European giant-killer. Round tanked models AS1 has marginal brakes; AS3 runs motocross derived suspension and market and obliquely linked to the run 1973-75 with so-called cof\ufb01n super-ef\ufb01cient TLS unit carried over engine technology. Fast, fun and factory TZ racers, this was Yamaha tanks 1976-79. Cast alloy wheel to round-tanked RDs; later models often frantic, the 465\/490 versions at its most provocative. Like the optional on 1976 models and then use front disc. Like many Yamaha are awesome, if not frightening, in air-cooled series before them, standard thereafter. Ignition changes strokers, tinware can be hard to \ufb01nd, use. Not your average Sunday ride. many 250s were converted to 350, from points to CDI with E models. so ideally avoid project examples and a single disc is often the give- Cof\ufb01n tank European and US models missing large chunks. Engines away. Regularly stolen, thrashed, cosmetically different. Final US-only well-built but longevity of pistons is and\/or raced, the 350 remains G model, called the Daytona, runs dependent on the regular checking hugely popular and the 250 is unique heads and anti-pollution and adjustment of point and ignition catching up in popularity and price. \ufb01ttings. All use reed valve induction timing. They are tiny terrors and huge Boy racer bike personi\ufb01ed, yet technology. Ultimate air-cooled fun to ride. inspiring to ride. strokers that never fail to impress. RD350 350 YPVS YM Series XS250\/400 Engine: 350cc, two-stroke, twin Weight: 149kg Engine: 305cc, two-stroke, twin Engine: 250-400cc, four-stroke, pops up. Same name used for Top speed: 117mph Weight: 145kg sohc, twin much rarer dohc version with Year: 1983-1986 Top speed: 90mph Weight: 174-182kg slightly more performance, but dire Total redesign of the older LC engine Year: 1964-1966 Top speed: 85-95mph build quality. Worth sampling if you and the go-to performance machine Over-bored YDS3 series motor Year: 1978-1983\/4 don\u2019t want a stroker. Actually much of the period. Available naked, faired, produced to allow Yamaha to Yamaha\u2019s poppet better than their reputation. or with cockpit fairing, the 350 compete in the same US market valve answer to the Power Valve always was and still is as Honda\u2019s Super Hawk. The extra 250\/350\/400 Honda a cult machine. Servo motors raise 55cc makes a surprising difference, twins. Lampooned when or lower exhaust port height, which, resulting in a torquey powerplant. new for being slow and allied to reed valve induction, give As per some of the YDS series, YMs fussy starters, sales were low due the best of both worlds. Claimed came as street scramblers as well. to Yamaha\u2019s more popular strokers, 59bhp was serious stuff in the Spares are hard to \ufb01nd and almost but they\u2019re decent enough bikes 1980s. Brazilian-made RR version certainly US only. An early stroker that just need setting up properly. lower on power and poor build twin with character. US market-only XS360 occasionally quality. Can be ridden to amazingly high mileages; even viable for long trips. 70 JANUARY 2023 || CLASSIC BIKE GUIDE","XS750\/850 Engine: 750\/850cc, four-stroke, XT\/SR500 V-MAX YDS Series dohc, triple Weight: 249kg Engine: 500cc, four-stroke, sohc, Engine: 1200cc, four-stroke, V4, Engine: 250cc, two-stroke, twin Top speed: 105-110mph twin dohc Weight: 140-150kg Year: 1976-1982 Year: 1976 onwards Weight: 260kg Top speed: 80-90mph Typically brave Yamaha decision, Weight: 140-158kg Top speed: 145-150mph Year: 1958-1972 the press raved about the 750\u2019s Top speed: 85-90mph Year: 1985-2007 Basic design borrowed extensively do-all, multi-faceted, left\ufb01eld triple; Japanese interpretation of the classic Arguably the ultimate muscle bike, from German MB250 Adler and smoother than a twin, less mass big thumper. Smaller \ufb02ywheels allow the engine comes from the much continued as 2, 3, 5 and 6 iterations than a four etc. It should have sold engine to rev without issue. XT is shorter-lived Venture tourer but with with a vertically split crankcase like hot cakes \u2013 but it didn\u2019t. A class trail version, SR the roadster version. some serious work carried out. The engine. YDS1 and YDS2 highly act then and now, brimming with Not fast but packed with charisma, induction system cleverly deposits collectable, the YDS3 a more viable, gutsy performance and a shaft drive so much so that the 400cc version two cylinders\u2019 worth of fuel into one early choice. YDS5 came with designed by Porsche. The thinking is still in production but now fuel- when the V-Boost kicks in above electric start and was often used as man\u2019s everyday classic or older injected. Later 1980s SRX600\/400 6000rpm. Legalised sanity possibly, a production racer. YDS6 was only long-distance tourer. are different animals entirely, but with a huge fan base, and possibly offered for a short period in UK. Final the Japanese market 600 version the most outrageous motorcycle of YDS7 model uses horizontally split XJ650 is prized for having an electric start. the 20th century. Insanity on two crankcases, was altogether more What BSA would have made if it had wheels... but in a nice way! conventional in layout, and forms the Engine: 650cc, four-stroke, four, dohc had the investment. Enough said. basic DNA of all subsequent Yamaha Weight: 206kg stroker twins. Early models take a Top speed: 120-125mph little getting used to but rewarding to Year: 1980-1987 ride. Later models are truly delightful. Arguably Yamaha\u2019s \ufb01rst four-stroke with mass appeal. A great engine Marusho Lilac blessed with shaft drive, but build quality less than good. Good Built by the Marusho Company, beginner\u2019s choice for a more modern the range of Lilac machines was Japanese four-pot classic. Also sold both bold and adventurous. in 400, 550 and 750 guises. XJ650 Sadly, small model runs allied to Turbo runs pressurised carbs, not fuel design and build issues generally injection; rare but not hugely popular. hobbled the resultant machines. Scarce in the US and incredibly TX\/XS 500\/750 rare in Europe, only the very brave or naive would take on any Engine: 500\/750cc, four-stroke, XS1\/XS2\/TX650\/XS650 decent rubber, shocks and fork oil project example. twin, dohc address most issues. Given clean Weight: 105mph Year: 1972-1972 Engine: 650cc, four-stroke, twin, oil and basic servicing, they are Meguro Top speed: 210-235kg sohc Year: 1970-1985 capable of ridiculous mileages. Brave moves by Yamaha as Weight: 197-210kg Factory custom versions are often The small 150cc four-stroke single environmental issues prejudiced two- Top speed: 110mph dismissed but they\u2019re amazingly has period charm but zero parts strokes. TX750 technically \ufb02awed and Legendary Japanese take on good value. Arguably the best big back-up. The earlier parallel twins swiftly buried. Nice bike to ride, but traditional British twin. Bulletproof twin to ever leave Japan. Ride one are said be based on a 500 BSA many serious and potentially terminal ball and roller crank massively over- and try not to smile! A7, allegedly licensed to Meguro. issues. Early TX500s similarly cursed \u2013 engineered. Tales of poor handling Unfortunately, having been can crack cylinder heads but in reality, pre-1975 are totally overplayed; metricised, nothing substantial nowhere near as bad. Later XS500s from Armoury Road swaps over. better but not the four-stroke RD Latterly acquired by Kawasaki, many had hoped for. the resultant W series 650 twins are a di\ufb00erent take on a recurrent XS1100 CS\/RD200 Series engineering at sensible money. High theme. pipe street scramblers also available Engine: 1100cc, four-stroke, four, Engine: 180-200cc, two-stroke, from 1967-71. The \ufb01nal offering Rikuo dohc Top speed: 130mph twins Top speed: 80-85mph was a commuter version, the single Weight: 258kg Year: 1978-1981 Weight: 120-125kg Year: 1967-1981 carburettor RS200. All punch well Originally a Harley-Davidson Essentially an XS850 with an extra pot, Faster and more robust than the above their weight and are hugely importer and then licensee, the XS1100 was described at launch 125s, yet lighter than the 250s, the grin-inducing to ride. Rikuo\u2019s stock in trade was always by one magazine as a high-speed tea 180\/200 Yamaha twins have been V-twins and typically prewar in trolley. Mass and frame technology overlooked until recently. Class- design. Minimal spares supply overpower the tyres and suspension, leading TLS front brakes from day outside of Japan and only the yet it remains a classic favourite. As one gave way to a disc, with the truly dedicated will take one on. with many XS and XJ models, factory introduction of the RD\u2019s reed valves. custom versions are available. Capable of acquitting themselves well against 250s, the range offers solid CLASSIC BIKE GUIDE || JANUARY 2023 71","Upload your free advert today \u2013 www.classicbikeguide.com CLASSIC BIKE GUIDE IS THE BEST PLACE TO ADVERTISE YOUR BIKES AND SPARES All private adverts are FREE! There is no other medium so effective as Classic Bike Guide Upload your advert at www.classicbikeguide.com Trading Post \u2013 so why not take advantage of them right now? 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Please enclose a stamped addressed customer will be responsible for any losses, envelope if you would like your photograph Classic Bike Guide Reader Adverts For Publishing Model Year Choose a section Make \u25a0 Bikes for sale \u25a0 Miscellaneous Price \u25a0 Wanted \u25a0 OBM cheque enclosed \u25a0 Spares \u25a0 Photo enclosed Name:............................................................................................................... Address:........................................................................................................ ..................................................................................................................................... ..................................................................................................................................... Area\/County:.................................................................................................. 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Tel Email OFFICE USE ONLY MONTH CODE","Dealer directory CLASSIC BIKE GUIDE || JANUARY 2023 73","Reader adverts Book your advert online now classicbikeguide.com || Fill in the coupon on page 72 cbg\u2019s pick ARIEL Huntmaster, 1958, ARIEL Red Hunter 1950, runs & rides beautifully, starts with ease immaculate, 650cc twin, offered first kick, original bike restored a few years ago to prize winning condition, from private collection, matching reliable, \u00a34990 Tel. 07419 907939 numbers, buff log book, V5C, original Dorset reg, free delivery arranged, \u00a36750 Tel. 01723 372219 North Yorks ARIEL 650 Huntmaster twin 1959, lovely ARIEL A350 Red Hunter, 1959 ARIEL Huntmaster 650cc, concours condition, not showroom condition, starts, original black and better than \u2018oily condition, extensive restoration, runs, sounds beautiful, good all round bike, matching numbers, Buff logbook, \u00a35750. Tel. 07967 167072. Gloucestershire rag\u2019 condition, ridden weekly, \u00a33950 V5C, 12V enclosed chaincase, Tel. 01366 728030 West Norfolk \u00a36750 Tel. 01723 372219 North Yorks ARMSTRONG MT500 1985, new BMW K100 1983, one of the very BMW R80\/7 1980, 53,000 miles, BMW R80ST 1984, 37,000 miles, barrel & piston, VM32 carburettor, first K series built (no 449 of 500), under 10,000 miles since MoT April 2023, excellent original Rexs speed shop headlight 42,000 miles, a reliable bike when refurbishment, unleaded heads, improver, full military history, canvas electronic ignition, stainless exhaust, condition, \u00a36500 Tel. 07986 434844. put away a few years ago, \u00a3750 Tel. Email. milo.medawar@btinternet. panniers, \u00a31200 ovno Tel. 07779 01903 745766 West Sussex good rear and recent front tyre, \u00a33400 com Staffs 602185 Kent offers Tel. 01963 210579 Dorset BSA Thunderbolt, 1970 pre OIF, BSA Firebird, beautifully restored, BSA 1958, Super Rocket with frame BSA B31 1955, bike has been totally new Armours exhausts, Hepolite matching numbers, with V5, t&t number FA7886, on old green restored, a beautiful bike runs like a oilpump, new rings and Wassel exempt, been in the UK over 20 logbook but different engine CA10R dream, lots of paperwork and a few evolution carb, loads of spares and years, steel tank, new tyres, exhaust, 8065HC, but minus the aluminum cylinder head cast iron one is fitted, spares, \u00a34250 ono Tel. Bob 07817 manuals etc, \u00a34200 ono Tel. 07779 \u00a37000 Tel. 07932 723682 East Tel. 07907 985185 256283 Liverpool 602185 Kent Sussex BSA C15 1963, new exhuast, clutch, BSA D14\/175 1968, rebuilt to ride or DUCATI 1980 Darmah SD fitted DUCATI 750SS 1995, not running, chain & sprockets, SS wheels, show, rebuilt wheels, repainted, with a 1990s 900SS engine, the on Sorn, ring for details \u00a31000 Tel. battery, top end overhaul, saddle, good runner, some chrome a bit conversion was undertaken in 2002 07564 277551 Bedfordshire tired, engine reconed, matching nos, due to a worn-out bevel engine, \u00a32300 Tel. Barry 07967 246914 age relate plate, V5C, \u00a32600 Tel. \u00a34500 ono Tel. Andy 07791 653179 01525 874358 Beds West Midlands 74 JANUARY 2023 || CLASSIC BIKE GUIDE","Dealer directory CLASSIC BIKE GUIDE || JANUARY 2023 75","Reader adverts Book your advert online now classicbikeguide.com || Fill in the coupon on page 72 FRANCIS-BARNETT 200, 4 speed GREEVES Scottish TAS, 1959, HONDA VFR NC30, 1990, excellent HONDA C90 1982, 2600 miles used box, great condition, mileage 5299, 250cc, good condition, road reg, original condition, show prize winner, for a couple of months back in 1982, \u00a32850 Tel. 01529 413579 Lincs spare exhaust, interesting number sat in a barn for 40 years, started it lots of history, \u00a33100 ovno Tel. Pete last week fresh petrol started first 07748 073537 Hampshire plate, recent MoT, \u00a38500 Tel. 01243 584037 West Sussex time, \u00a31700 Tel. 01878 700179 Scotland HONDA CB250K0 1968, restored HONDA CBF250 silver, genuine HONDA CBX750 F11, 1989, HONDA NC700S 2021, DCT to a high standard, loads of stainless, 1200 miles only, excellent condition, imported from Holland, now on F automatic or can be ridden manually \u00a35000 Tel. 07746 594811 Cheshire reg, superb runner, excellent and with \u2018paddles,\u2019 10K miles, MoT, \u00a32450 Tel. 07906 677388 North original condition including touring screen, sat nav, hand guards, London paintwork and exhausts, \u00a32850 ono heated grips, crash bars, \u00a33295 Tel. Tel. 07876 758409 Lincs 07949 920208; 01204 388554 HONDA VFR750 FM J reg, 25,000 HONDA VFR750 FV, 1997, 41,800 HONDA XBR500 1988, bought in HONDA XBR500G 1986, Mikuni miles, V5C, will need servicing, miles, MoT July 2023, forks have 2014 with 4000 miles, now has VM36 carburettor, Motad 2 into 1 recommissioning, carbs cleaned, been re-chromed, YSS shock, good 13,000, bike is totally original, lovely exhaust, new Ignitech CDI box, box MoT, battery, etc consider it a non- tyres, C&S, calipers rebuilt, engine condition, wire wheels, original of spares and a genuine Honda runner, van or trailer to take away, regularly serviced, \u00a31950 Tel. 07972 exhausts, \u00a34500 Tel. 07884 442238 manual, \u00a31500 ovno Tel. 07779 \u00a3950 Tel. 07474 128407 843351 Derbyshire London 602185 Kent HONDA XL250R 1986, ideal green JAWA 2V Speedway bike; Jawa 897 KAWASAKI Z650 1980 B2, comes MATCHLESS G9 1959, eveything laner, V5C, 19,000 miles, starts, Grasstrack bike; Westlake 4V with Metchamex swing arm, Motad works, new battery, tyres, lovely, runs & rides, new oil\/filter\/plug, Speedway bike, available as a 4 into 1, recently done cam chain, battery, chain, kickstart, swing arm collection or individually, all restored head gasket, valve seals and shims, \u00a35200 ono Tel. 01745 353083 to show condition Tel. 01268 Denbighshire protector, \u00a31700 or may p\/x Tel. 757948 Essex \u00a32000 Tel. 07779 602185 Kent 07876 704268 Norfolk MOTO GUZZI Zigolo 98, 1956, MOTO MORINI Kangaru X3, 1990, NORTON 88 Dominator, 500cc NORTON Dominator 99, placed engine and wheels, professionally MoT Sept 2023, 33,469km, heated wideline 1956, fantastic condition, into private collection after extensive grips, all hydraulic seals replaced, beautiful paint job, starts and runs, restoration, large history folder, rebuilt, 25 miles since rebuild \u00a33000 Tel. 07468 887827 Cheshire vgc, new tyres, \u00a33250 Tel. 07870 sounds extremely well, \u00a38750 Tel. MoTs\/V5C \u00a37950 Tel. 01723 740964 North Lincs 07967 167072 Gloucestershire 372219 North Yorks 76 JANUARY 2023 || CLASSIC BIKE GUIDE","Dealer directory CLASSIC BIKE GUIDE || JANUARY 2023 77","Reader adverts Book your advert online now classicbikeguide.com || Fill in the coupon on page 72 cbg\u2019s pick NORTON 600 Special built for RICKMAN METISSE Desert Racer, sprints, classic trackdays & parades, 650cc unit Triumph twin, absolutely Seeley styled frame with highly immaculate new build, too much to tuned motor, belt drive primary and list, \u00a312,500 Tel. 07964 759326 diaphragm clutch, \u00a35750 Tel. 07724 Devon 598099 MOTO GUZZI GTS400, 1976, 12,588km, ROYAL ENFIELD Turbo Twin, vgc, ROYAL ENFIELD GT Continental, original condition, recent service battery, rides electronic ignition fitted by Villiers 1967 total rebuild to a very high well, collectable Italian bike, t&t exempt, \u00a33200. Services of Brierley Hill, engine standard tank lined for modern fuel, Tel. 07979 697246. Hampshire bores are standard size, engine was new tyres just fitted, seat retained, rebuilt using NOS parts, \u00a35000 ono \u00a35400 Tel. 07836 578002; 01844 Tel. Dave 07505 889109 West Mids 279353 Oxfordshire SUZUKI GSX1400 Merlin sidecar SUZUKI T350 1972 J, fully restored, TRIUMPH Bonneville T140E, 1979, TRIUMPH Tiger 100S\/s, 1964, outfit, owned for many years, 20,000 lots of nos parts and stainless items, matching numbers, many new parts scarlet\/silver, matching numbers, miles, huge fun with one of the best brand new Mikuni carbs, excellent inc rebore and pistons, shocks, seat, 500cc twin, new parts stainless rims, handling combinations, V5C, paint, brakes, 1200 miles approx exhaust silencers, tyres, seat, V5C chroming and paintwork, \u00a36500 Tel. \u00a313,995 Tel. 07798 866071. Email. 07875 354719 Durham \u00a35750 Tel. Pete 07445 648200 \u00a35950 Tel. 01723 372219 North [email protected] Sussex Yorkshire TRIUMPH Tiger 110, 1960, nice TRIUMPH 5T 1961, matching TRIUMPH 5TA 1959, older TRIUMPH 5TA 1966, V5, reg not condition, matching nos, only 400 numbers, semi restoration, wheels restoration, vgc, MoT Feb 2023, original, ride and restore, 12V Boyer miles since \u00a32000 engine overhaul, rebuit, new classic NJB shocks, 6085 miles 883 in 2008, new ignition, indicators, nice looker, no battery, metal bathtubs Tel. 01255 exhausts battery, carb pressure \u00a37000 Tel. 07741 85763 Notts 676497 Essex tax, no MoT, \u00a32750 Tel. 07905 release valve \u00a35100 Tel. 01787 364262 Hants 461767 Essex TRIUMPH 900 Sprint, 1995, 67,600 TRIUMPH T150V Trident, 750cc, TRIUMPH T150V Trident, 1974, TRIUMPH TRW 1957, 500cc side miles, new tyres and Varta AGM 1974, 20,000 miles, V5C, nice clean Power is supplied by a triple- valve twin, super restored condition, battery, vgc, gold wheels, owned for unrestored, mostly original riding carbureted 740cc OHV triple paired with good history and a V5C, ex last 23 years, comes with some bike, CV carbs, electronic ignition, with a five-speed manual transmission Email. Za.chkb4@ Canadian army, \u00a36999 Tel. 07798 spares if required, \u00a31400 Tel. 01621 \u00a37250 may p\/x Tel. 07876 704268 gmail.com Idaho, USA 866071 Middx 778184 Essex Norfolk 78 JANUARY 2023 || CLASSIC BIKE GUIDE","Dealer directory CLASSIC BIKE GUIDE || JANUARY 2023 79","Reader adverts Book your advert online now classicbikeguide.com || Fill in the coupon on page 72 VELOCETTE Mov 250, 1933, good YAMAHA FS1-M 1989, good YAMAHA TDM850 1996, twin, YAMAHA XV125 1998, MoT till condition, lots of work done, new condition, starts & runs well with good, honest and reliable bike, used 3\/5\/2023, new battery, 2 new tyres, tyres & battery fitted this year, matching numbers & steering lock, regularly, 26 years old, only 19,000 9888 miles, excellent condition, not unfortunately not on original Cornish several keys & V5C, 26,253 miles, miles Tel. 07862 292630 Northamptonshire fast, a good poser, \u00a32500 ono Tel. registration number V5, \u00a38000 ono \u00a34500 Tel. 07407 171192 West 01933 273923 Northants Tel. Geoff 07792 519115 Cornwall Sussex For Sale MOTO GUZZI Stone 1.1, was running RACING ENGINE Nova triple Barton HONDA, SUZUKI, Yamaha, Kawasaki last year, ok condition, \u00a31600. Moto Engineering, built by Graham Dyson, pre 1980 wanted in any condition 2 or 4 ARIEL HT rep frame, good bottom Guzzi 750 Strada ok condition for age, GT380 crankcases with Barton water- stroke, good price paid, can collect. Tel. end, no top end, needs sorting, rolling \u00a31500. Moto Guzzi Nevada 750, 85% cooled cylinders, six speed Nova 07398 052043. Staffs. chassis engine & gear box fitted, \u00a31600. there, was told engine rebuilt. Tel. gearbox, reverse cylinders, built for RETIRED ENGINEER (toolmaker) Have earlier iron top end head, barrel & 01737 833932. Surrey. Formula 500 racing car, but the same looking for a classic bike or project to rockers pistons +20, \u00a3200. Tel. 01524 SUZUKI GSF1200 Bandit, only seen configuration was built for a sidecar keep head and hands busy anything 596336. Lancaster. dry miles and has spent some of its and could also be used in a solo, will considered standard or special or BIANCHI MT61 1961, 318cc, excellent life in storage, owned by me since require overhaul, although some parts unusual any make, even race bike, even original post war Italian military, owned 2016 (4th owner), maintenance and are unused (carbs, cylinders, clutch), incomplete, I will travel anywhere and for many years but now downsizing, MoT history, this bike is in really nice needs new pistons (Honda). A Barton am a genuine buyer and will pay good \u00a34250. Tel. 07798 866071. Middx. condition and runs sweetly, \u00a32600 ono. engined triple posted 146mph at the honest cash on collection anything BMW R80 1985, owned last 30 Tel. Andy 07887 896232. Bristol. 1975 TT and triples were 1st and 2nd in considered please ring. Tel. 01613 years, 25,000kms, MoT August 2023, TRIUMPH T160 belt drive kit, engine the 1976 North West 200, contact me 350497; 07931 557018. Lancashire. excellent condition, includes c\/bars, sprocket as new chain wheel new belt if you require further information, very WANTED FRAME and V5 document screen, panniers with linings, tank bag, new + T150 clutch spider complete, rare engine, \u00a33995, will consider offers. for a 1966 T120R Triumph Bonneville all BMW, cover, original invoice, \u00a34250. offers. Tel. 01278 722614; 07793 Tel. 07513 038018. Leicester. Email. or any 60s Bonnie from 1963-1970. Tel. Tel. 01757 270352; 07710 123573. 086905. [email protected] 07365 297414. Portsmouth area. North Yorks. TRIUMPH THUNDERBIRD 2000, SLIMLINE NORTON pivoted fork, WANTED MOTORBIKE for my elderly BSA A7 Shooting Star, 1961, full original condition, with extras centre powder coated black, fitted with new bored retired father, anything at all restoration, pleasant riding classic, call stand, rack, windshield, beautiful bushes and stainless steel wheel considered in any condition, good for more details and photos, \u00a36500 chrome & paintwork, 2 owners from adusters, \u00a3125. Primary caincase back, prices paid, please get in touch. Tel. ono. Tel. 07935 304705. Scotland. new, just been serviced, complete bike \u00a340 plus p&p. Tel. 07801 558930. 07799 529325. Merseyside. HONDA BENLY 1978, 200cc twin, bike in excellent condition, Sorn, \u00a33400. Tel. Lancashire. WANTED SPECIFICALLY a 1966 rebuilt and sprayed red and black in 07791 936281. Kent. SUZUKI GS500 1994, engine + carbs, T120R motorcycle frame but must have 2020, many new parts, wheels, exhaust, runner but front engine, bolt seized, \u00a340 the V5 document, or 1963-1970 will do, valves, pistons, tyres, all complete and Parts For Sale ono. Also 80s GSX750 engine spares, must contain swinging arm too. Also 3 running, carb need some attention, offers. Tel. 01773 742256. Derbys. classic bikes for sale, going cheap. Tel. too small for owner, no MoT needed, ALLOY RIM front 19\u201d, laced with a VILLIERS S22 carburettor cover, all 07365 297414. Hants. buyer collect, \u00a31850. Tel. Keith 01903 twin leading shoe front brake, rim looks complete for sale, \u00a3100 inc p&p. Tel. WIDELINE FEATHERBED ES2, 505578. West Sussex. new, brake shoes are new, looks like a 01522 523566. Lincs. Triumph TR5 alloy square barrel, price HONDA CD200 done like a Steve Yamaha YDS 7 model, can be made to WATSONIAN single seater sidecar and paid for correct machine, with V5 McQueen style scrambler completely fit a special build or track race bike, very chassis, excellent original condition with and history, original as possible, any renovated lots of one-off parts, done good condition, \u00a3350. Also have brand a hood and useful boot space, side condition, concours to rebuild, old biker to a high standard, MoT, ready to ride, new alloy race tank and seat for early door for easier access, \u00a31650 could looking for Sunday rideout, so has to \u00a31995 ono. Tel. 07311 666717. Kent. TZ Yamaha, \u00a3600. Toolbox for Honda deliver if required. Tel. 07798 866071. be reliable, etc or any prewar Triumph, HONDA VFR800 F1-W, 1998 (VMCC CB72\/77 painted in black, very good Tiger 80\/90\/100, will collect anywhere eligible June 2023), 16,000 miles, condition. Tel. Colyn 07971 651258. Wanted for cash, no questions or haggling. Tel. full history, owned by me from new, Mid Glamorgan. John 07788 453318. Email. smithjw29@ always garaged and used solely for FUEL TANK for BSA Hornet, rand new BSA BANTAM or Villiers engined bike outlook.com long distance touring, never tracked, painted in deep red and white complete wanted for a restoration project, finished commuted or dropped, fitted Datatool with decals comes with two petrol taps my last project and looking for the next, Miscellaneous alarm, Givi panniers and European and filler cap, \u00a3260. Tel. Colyn 07971 will consider older Japanese two stroke, Intercom, on Sorn and unused since 651258. Mid Glamorgan. MZ or similar, will travel, your price paid. CROMWELL Pudding Basin helmet, 2008, \u00a32000 ono. Tel. 01635 49080. HONDA CB250+350 K4, 1972, Tel. 07538 696157. Leicester. size 7, very nice original condition, good Berks. stripped for rebuild but no time, mostly CLASSIC BIKE wanted by enthusiast leather straps etc, in silver grey colour, HYOSUNG GV AQUILA 2006, nice complete. Also CB500-4 parts, set of consider anything in any condition, bargain \u00a3120, free postage. Flying compact 250cc V twin cruiser, red and carbs with manifolds and airbox, nearly British or Japanese, BSA, Honda jacket, like new, bargain, \u00a3350. Tel. black colour, no MoT, selling as non- new Motad 4-1 exhaust and other bits. Triumph, Velo Norton etc. Tel. 07432 07443 642408. West Yorkshire. runner for spares or repair, fires on one All in plastic storage boxes, \u00a31000 or 566835. Derby. HYDRAVANE COMPRESSOR PU170, cylinder only, good condition but well offer. Tel. 07552 524982. Surrey. CLASSIC MOTORCYCLE any size 3 phase, 150CFM, fully rebuilt. Blast used, \u00a3500. Tel. 01903 505578. West HONDA CB250-350, KO-K-2 1968- wanted in any condition by enthusiast, Wash Vapor blasting machine, single Sussex. 1970, a lot of spare parts, phone for cash waiting. Tel. 07811 189755. Notts. phase, never used, 1mx1m SQ, call KAWASAKI CSR650 1982, California details. Tel. 07825 615731. Manchester. HONDA twin, single or smaller four for details. Tel. 07817 599164. West imported 1991, new tyres, carbs MARZOCHI FORKS removed from wanted for a restoration project, Midlands. rebuilt, recent service, MoT, 4 into 1 a Rickman Metisse trail machine, any older model any size eg CB\/ JACKET TRIK MOTO size 3XL Motad exhaust, very powerful, lovely comes complete with triple tree yokes, CG125, CB250\/350\/400, XL125\/250, unused. Helmet Nitro Racing classic, condition, phone for more info, \u00a33000 bearings and spindle, the forks are CB400\/450\/500 etc, finished my last size medium, open face for Scooter or p\/x possible. Tel. 07746 281124. Essex. Marzochi Diameter of sliders are 1.1\/4\u201d project and looking for next, will travel. go-kart, \u00a350 each. Tel. 01248 681466. MATCHLESS 600cc, 1957, bike has = 32mm and the length are 31\u201d = Tel. 07538 696157. Leicester. Conwy. had full rebuild, all bills, hand books 790mm, the wheel dimensions are 21\u201d LEWIS LEATHERS Western style etc, lovely bike, ready to ride, tax, MoT, steel rim with new Conti tyre complete jeans, 30\u201d waist, Lancer style, black exempt, looks great, \u00a36250. Tel. 07762 with spindle alloy mudguard and leather jacket, 42\u201d chest, offers. Classic 714138. bracket, can be used on any project or Racer magazines, spanning about 20 MOTO GUZZI V7 Mk3, 2021, 850cc, special build \u00a3650. Tel. 07971 651258. years, 50p each. Tel. 01451 810867. only 321 miles, mint condition, cylinder Mid Glamorgan. Gloucester. head protectors fitted, luggage frames, MOTO GUZZI accumulation sell off MAGAZINES: Dutchman wants to buy fitted excellent machine, silver in V50 850T-T3 Californian est, late spoke your Classic Bike Guide magazines colour, \u00a36500. Tel. 07562 316551. wheels, Agostini seat unit sell as one lot from number one to 2020, binders Staffordshire. offers. Tel. 07833 906288. Essex. appreciated, call anytime. Tel. Henk RELIANT ROBIN 850 Super trike for PARTS FOR SALE: a large quantity of 0031 630586394. Netherlands. sale, unfinished project hence \u00a3500 for Trident T160 parts, good used parts quick sale, little to do to complete. Tel. and some nos. Tel. Paul 07814 989133. 07817 142195. Cheshire. Email. [email protected] 80 JANUARY 2023 || CLASSIC BIKE GUIDE","Dealer directory CLASSIC BIKE GUIDE || JANUARY 2023 81","Services To advertise in Classic Bike Guide Mark on 01507 529413 [email protected] ACCESSORIES DELIVERY BRAKES ENAMELING AND POWDER COATING ENGINEERING MAGNETOS SHOCK ABSORBERS CHROMING POWDER COATING CHROMING ELECTRICAL www.classicbikeguide.co.uk 82 DECEMBER 2023 || CLASSIC BIKE GUIDE","RESTORATION Services guide SPARES STAINLESS STEEL SPEEDOMETER REPAIRS TRAILERS TRANSFERS VINTAGE TYRES CLASSIC BIKE GUIDE || JANUARY 2023 83","\uf0a2 CBG Workshop Off the naughty step and onto the bench Words and photography by Hutch and Chelley of HTE Big job, small steps Major or big jobs, especially of time over Christmas to do bike jobs To give myself a chance over Christmas, on your own bike, can be I just haven\u2019t yet got round to; this has I thought it ideal to do some pre-job prep, a bit daunting. Personally, the bonus of keeping me away from the i.e., take the first few steps of the job on a I like to mentally split mind-numbing drivel on the telebox over damp November Sunday. This is a voyage the long jobs down into a the festive season. of discovery, as the bike is \u2013 up to now \u2013 series of smaller steps, but still, you have fairly unknown to me, and some of the to make a start. Finding the time to do My Douglas rolling project has been bits I\u2019ve discovered haven\u2019t been lovely. major jobs on my own bike is also always sitting on the naughty step\/in the naughty a factor. I try to allow myself quite a bit shed for a while, having spoilt its first test After a second read of the manual, I run by revealing a gearbox that is one drained the engine oil and started prep A spare gearbox that should hopefully work... up, two down, and a crunchy noise. Sod. I work to remove the tank by removing the found another gearbox online and a mate fuel lines. Once the oil was drained, the in Wiltshire picked it up for me, the seller sump plug was refitted. Returning to the not keen to post. The \u2018new\u2019 \u2018box turns and tank removal, the rear tank mounting selects okay, though will it be any better also supports the CVC (Compensated in use? Only one way to find out \u2013 and at Voltage Control regulator), so disconnect least I\u2019ll have some spares if it\u2019s not. the battery first; it\u2019s probably dead but you never know \u2013 that in itself shows loose With the Douglas back up on the bench and poor connections. Battery removed, and a read of the manual, the engine and the rear tank mount bolts were undone, gearbox must come out as a unit before and the CVC dropped down to temporarily being split. I will mention again that if you sit on the top of the gearbox, the fasteners complain about modern or Haynes-type all bagged and identified. manuals, try using some of the older ones. 84 JANUARY 2023 || CLASSIC BIKE GUIDE","Almost helpful words of wisdom Draining the oil Fuel pipes off Battery off, only to reveal some dodgy wiring Bagging up to make the rebuild easier Even this far in, there seem to be a lot Right: Petrol of metric fasteners \u2013 not that I\u2019m against tank off, finally them, but it tells me quite a bit about the previous work done on the bike. With the Below: Making front cross bar removed from under the notes about the tank and the front seat mount removed, wiring \u2013 it\u2019s pony, two of us managed to lift the tank off. but it doesn\u2019t work It\u2019s a fiddle, and easy to see why there CLASSIC BIKE GUIDE || JANUARY 2023 85","\uf0a2 CBG Workshop Throttle assembly and carb replaced Even the exhausts put up a \ufb01ght... Battery box off, too as one \u2013 its just easier this way is damage at the front of the tank. The exhausts from the cylinder head until I you never read in the manual... With the wiring around the CVC and dynamo is realised they were screw-on. I couldn\u2019t sprocket cover removed, the manual said pretty pony and will need addressing, but find it in the manual, so care was taken to split the chain and remove it. However, it was working so a drawing was made in loosening them as I\u2019ve had problems I decided to loosen the large shock of where the wires go. I removed both with this sort of fitting before. An old absorber assembly on the output shaft carbs and the throttle with cables as one previously modified C-spanner helped. first, as the chain would hold it still, and assembly. The clutch and advance\/retard then remove the chain. And so, all that is cables were disconnected at the bars and The bike was looking bare. Unbolting left is two long through bolts that mount rolled up together on the engine. The the battery box from the gearbox side, the engine and gearbox to the frame, speedo cable was also removed as it was I discovered that it also acts as the which I have left in place as a Christmas just going to get in the way. There was mainstand spring anchor, which made present to myself. A good start, and not a a little confusion around removing the it a bit more interesting! Assembly will bad way to spend a damp afternoon. not be the reversal of disassembly, as Two bolts left to lift out the engine gearbox assembly 86 JANUARY 2023 || CLASSIC BIKE GUIDE","CLASSIC BIKE GUIDE || JANUARY 2023 87","\uf0a2 CBG Workshop Drifting the bearing out Morini sprocket carrier bearings You might have wondered how Checking new bearing for \ufb01t Project Morini was coming Words and photography by Oli along, and rest assured, so Morini carrier there are no internal faces have I\u2026 you can get to, so a puller won\u2019t work. It Bearings out In between life, there have was time to get back to first principles. been many months of acquiring parts and so forth and I\u2019m pretty sure I have almost Back in the dim and distant, when I everything in need to start putting it back trained to be a motor mechanic (semi- together. skilled), the first task I was given was to take a 2in length of steel bar and make One of the jobs I needed to do was it completely flat on one side with a file. remove the rough-feeling bearings from Took me a week. The second job was the rear sprocket carrier and cush drive, to make myself some tools. A magneto check them, and, as bearings are not spanner, a drill gauge, and a couple of expensive, replace them. The easiest way drifts. This last task was the easy bit. Take to get a roller bearing out is with a puller, a 6-9in length of mild steel bar, 6-8mm but you never seem to have the correct diameter and, on a bench grinder, chamfer size or type, and these are pricy. You won\u2019t the end on each side, leaving a flat base of use one that often and, in any case, on the a few mm width. Chamfering the drift You need to use mild steel, because what you are going to whack is likely to be toughened steel, and the mild steel should not damage it. 88 JANUARY 2023 || CLASSIC BIKE GUIDE","drifting the bearing. essential tools heating the bearing Heating up the carrier Measuring the bearing New bearing ready to \ufb01t Next, do things to the sprocket carrier. firm impact to get it to move, but have external diameter (42mm), and width The carrier is made of aluminium alloy, patience... slowly, the bearing will edge out 12mm. I\u2019ll also need a replacement oil while the bearing is toughened steel. As of its housing. Don\u2019t get too enthusiastic, seal. I popped down to my local bearing alloy expands more quickly than the steel, as in this case; slow and steady really does supplier, Bearings South West, who sold first I used freeze spray to chill off the win the race. Eventually, the bearing will me replacements for \u00a312 each. bearing and shrink it a few microns and simply drop out. then sprayed it with Soudal Degrip All To replace the bearings, clean up the penetrating lubricant, the intention being Then I flipped the carrier over and, after housing, heat it up again and, using a large to get the lubricant between the bearing heating the carrier again, did the same socket that covers the whole bearing face outer race and the alloy carrier. Then, thing on the other side. This was easier as a drift, tap the new bearings into place. using a paint stripping heat gun, I heated without the central bush in place, so I If impact isn\u2019t your thing, you could mount up the alloy outer race so that softer could hit the outside bearing race. the carrier in a vice and, with a piece of metal expanded. wood between the jaws and the bearing, The chances are that the bearing slowly tighten the vice until it all slides Then I put the carrier on a stable, flat is already worn out, or that you may effortlessly into place. Job done. I\u2019m now surface and inserted the drift into the damage the metal cover during the going to have to do the same on the wheel central hole, pushing the central bush removal process. Fortunately, replacement bearings, which will be more difficult out of the way and putting the chamfered bearings are, as I say, relatively cheap, simply because of the size of the things. edge on the inner race. Now, using a large so you might as well replace them. The engineers\u2019 hammer, I firmly whacked the best quality ones will have the makers\u2019 A small appeal: at Stafford Show, a end of the drift from about 6in distance, name and dimensions on the outside of reader came up to me and offered a nearly rotating the carrier after each impact, so the outer race. The bearings Morini used new front disc. He gave me his phone the force is evenly distributed. It may have no markings, so I used a vernier number, which I have inevitably, lost. If take you a little while and an increasingly caliper to check the size. This usually goes you were that kind person, please get in internal diameter (20mm in this case), touch! Removing the seal Using copper hide mallet and the old bearing to \ufb01t new bearing CLASSIC BIKE GUIDE || JANUARY 2023 89","\uf0a2 CBG Workshop Winterize your bike! When enough is enough and your slippers appeal more than your leathers, it\u2019s time to prepare your bike for a little lay-up... Words by Matt TAKE IT FOR A RIDE A DAMN GOOD CLEAN protector for aluminium and other metal You may wish to tinker over the winter Give your bike the best clean you can. Take parts. ACF-50 and Scottoiler FS365 are season, so before they get the spreaders your time, use plenty of water with some popular and work really well throughout out, go for a ride with the intention of proper motorcycle cleaner and get in all the year, with regular treatment. noting any jobs that need doing. Is the the nooks and crannies, using sponges, tank loose? Does that throttle cable need brushes and even toothbrushes. Obviously, Apply to a cloth or brushes instead of adjusting? Make a list you can run through avoid pressure washers like the plague spraying all over, as you do not want these so work doesn\u2019t eat into your riding time \u2013 get your hands wet! Then, if possible, getting on brakes or tyres. WD40 or GT85 next year. blow the water off with an air line, or a oils do a similar job, if not lasting quite bike dryer, like the Bruhl one we have \u2013 as long. DEGREASE it\u2019s excellent. This stops water sitting in Old bikes have oil on them, so get some the little areas where it won\u2019t evaporate BATTERY break cleaner or degreaser and some old because of the temperature. Take your battery off the bike and look for rags and brushes to get as much off as any chambers with low acid. If everything possible before you wash it. Especially PROTECTION is alright, pop it on a trickle charger. If you around the chain, leaks from the engine or Once your bike is dry, get the polish out can, pop your fuel tank and seat or side grease from plungers won\u2019t come off when for the painted surfaces, the chrome panels off to get to the relays and other you wash with soapy water. cleaner for chrome, and an anti-corrosion electrics to grease\/clean connections and coat with a protectant. 90 JANUARY 2023 || CLASSIC BIKE GUIDE","PUMP YOUR TYRES UP 10PSI TREAT YOUR CHAIN COVER YOUR PRIDE MORE THAN NORMAL It\u2019s a horrid job but give your drive chain a Some blankets or a bike cover should This is so they stay nice and round if good clean with chain cleaner or paraffin keep your bike from gathering dust and they go down slightly. And while you and toothbrushes, then a good dowsing of feel cosy. are looking, run a screwdriver blade chain lube. lightly along the spokes if fitted, listening LOCK IT OR LOSE IT for loose or broken ones. Leave on the FILL YOUR ORIFICES Put a lock on, then another. Heavy chains centrestand, if you have one, to reduce the Open carb inlets look good \u2013 to us and to work well, as do shed or garage alarms, weight on the tyres. mice! Airboxes and carbs and other ways and even disc locks help. But if they want inside all need filling with old cloth. it, they\u2019ll get it, so make sure you are PETROL insured throughout the year. Opinions vary, but we empty the petrol tank and run the bike until the carbs are empty. Then it can\u2019t go off! Store petrol in a full jerry can that has a good seal and add a stabiliser to prevent it going off. CLASSIC BIKE GUIDE || JANUARY 2023 91","\uf0a2 CBG Workshop New fuel tanks made abroad \u2013 the answer to our ageing, rotting ones? A pile of junk or the deal of the century? We do our best to \ufb01nd out if \u2018new\u2019 fuel tanks offered on the internet are any good... Words and photography by Matt Hull How much? I was looking for a still suffer from pin holes if they have decent, second-hand fuel tank been left with fuel in. Plus, the standard for my BMW R100 a few years red sealer is particularly obstinate back. Not an uncommon bike to remove, sometimes needing to be and regularly being decimated sandblasted, which you have to if putting by some grinder-wielding, sockless moron in a new sealer. So, a second-hand tank who thinks it\u2019s easy to \u2018build a caf\u00e9 racer\u2019, could end up costing about \u00a3500 to repair, so there should be plenty of good, used even before painting. Then, while losing tanks. With damaging E10 petrol and myself in the world of eBay for Norton our bikes getting older, it is going to be ES2 parts one evening, I saw a number of an issue more of us will face. But I kept \u2018brand new\u2019 tanks available. Some were seeing prices ranging from \u00a3200 to \u00a3400 painted, some bare, and others were even \u2013 for 30 to 40-year-old fuel tanks. Have chromed. Details of which of the many they been sniffing the contents? BMW variants of the Norton single they fitted ones may last longer than most as the were scarce, but the price? About \u00a3250 to factory sealed them from new (a red \u00a3300, or less than \u00a3180 for bare steel. With oxide-style finish inside), but they can free delivery. 92 JANUARY 2023 || CLASSIC BIKE GUIDE","Curiosity won over, and I then looked best creators of new aluminium fuel tanks hours of work? Plus materials? Thousands for BMW tanks. I found similar tanks at and one-offs, like large models for TT race of pounds of equipment? Mass production similar prices, all said to be new. Some teams or off-road racers. Ian can build any can make the process cheaper, of course, were even aluminium. I found BSA tanks, tank for any bike, any way you wish \u2013 but but that then brings us back to countries popular Triumph tanks, and even tanks he needs an original to copy and even with cheaper labour. Like India. for less common bikes. There were more sacrifice, preferably the bike itself to use than 40 different sellers, but one thing was as a jig, time to make a buck or former, I spoke to several parts suppliers in the constant \u2013 all came from India. then the skill to make something that will UK about whether they had thought about fit as an original, with all those reverse stocking foreign tanks or finding a supplier Supply and demand and compound curves and complicated in this country. None were happy with With many a genuine old tank needing shapes underneath. And it must not leak being able to get a supplier that would much work and becoming an expensive and must be as the customer wishes \u2013 or provide consistent quality for a price they element of a restoration or even keeping at least the same as the original. It takes felt customers would pay. To them, it was a an old bike on the road, this needed time and communication, and it takes an risk to their reputation. looking into \u2013 it\u2019s simply supply and enormous amount of skill. And that costs demand. There are a few UK makers of money... a lot of money. If a tank takes two We then spoke to friends, old bike club fuel tanks, mostly small companies, so or three weeks to build from scratch, how members and bike forums online around don\u2019t have large adverts everywhere. One much do you feel an experienced, skilled the world. All knew of the supply from is Ian, at ETTO Motorcycles, one of the fabricator should be paid for 80 or 120 India, and many had been tempted. The findings and opinion varied massively \u2013 some had success with a nicely made CLASSIC BIKE GUIDE || JANUARY 2023 93","\uf0a2 CBG Workshop product; others were less happy yet a more important part of our world and we realistic about how much they had paid. wanted to see for ourselves. So Classic Bike But more had issues with the customer Guide decided to bite the bullet and buy our service, and others were delivered a pile of own fuel tank from abroad. scrap, with many somewhere in between. How did we do it? Max Von Tyszka, whose Moto Guzzi Le After scouring the internet, I could Mans Mk.II featured in this very magazine only find a few shops offering new fuel back in 2020, bought a BSA Hornet import tanks. These were mainly abroad and that came with a period-specific glass suspiciously used the same photos as I\u2019d fibre tank. Rather than ruin it, Max ordered found on eBay, so eBay it was. The adverts a chromed Hornet tank from India. It all look the same, with just the paintwork arrived in a few weeks and cost \u00a3180. or finish differing. All come from India (it\u2019s Although it was advertised as coming with a big place) and most are photographed appropriate taps, these weren\u2019t in the box so with a white background. two had to be sourced. Max says: \u201cI\u2019d say it\u2019s not perfect copy for shape, but darn close.\u201d Just how do you choose? I chose an His research, he adds, has shown what many aluminium tank as they are harder to others have said: \u201cI\u2019ve heard of people who produce and, anyway, it would be different. bought three \u2013 one good, one bad, and one This narrowed down the choice, as all so-so.\u201d offered free delivery (more on which soon). In the end, I picked a tank for \u00a3300.06. The Our investigation reveals there doesn\u2019t seller had 10,000-plus sales, 94.7% positive seem to be any stand-out suppliers, good feedback, the photos were clear, and the or bad, and frustratingly, there seems no account had sold many tanks. And the pattern at all to making a safer purchase \u2013 tank came with a Monza-style fuel cap, it\u2019s pot luck. Though I must admit to being which I love (sorry). I even looked the somewhat amused by those, especially in seller up on Google maps to a rather nice- the USA, who were outraged by poor service looking suburb of East Delhi. and poorer quality product when many wouldn\u2019t get out of bed for the price paid for I waited a day or so until payday to a fuel tank. It seems na\u00efve. This is becoming order, yet within 24 hours, a message from 94 JANUARY 2023 || CLASSIC BIKE GUIDE","WHAT\u2019S BEST, A REBUILT ORIGINAL OR A COPY FROM ABROAD? A steel or alloy original tank can, most often, be repaired. But this is no ordinary job \u2013 you will need to \ufb01nd someone adept at TIG welding, silver soldering or brazing, and someone sympathetic to what you are doing. But keeping the shape while putting in new metal will take time and quite easily reach the cost of a tank from abroad. Then there is the cost of a good coating inside to protect the work. And don\u2019t forget a quality paint job will be needed \u2013 budget on \u00a3300 to \u00a3500 at least. But then you know that the original \ufb01ts, is correct for the bike, and that everything associated will \ufb01t with it. eBay offered me an offer of \u00a350 off. Too distinctly annoyed and asked me why I The box would be a perfect size, without good to be true? On July 18, I clicked \u2018buy it was asking, so I said I was running a story the filler cap. So, there was this \u2018nipple\u2019 now\u2019 and waited. for a national title on logistics companies sticking up, perfect for denting the tank! ripping customers off. I was told I had But the cardboard was thick, the tape Can\u2019t even blame Brexit\u2026 to go through to another manager. The hardy, and the tank wrapped in a dense The price was \u00a3250.85, and delivery was next manager was most polite. I asked material. The suspense as I unwrapped it estimated at four weeks, which was her why I was being charged for a 25kg turned to relief when I saw a tank \u2013 that realistic if already made. But still, I didn\u2019t parcel when the tank should weigh about looked like a BMW R100 tank! There were expect much, therefore not getting too 2kg. She insisted it weighed 25kg \u2013 until I no dents. The finish of the outer was superb excited. Then I got an email from eBay explained what it was. She kindly said she for an unpolished alloy tank. The edges saying the tank was being posted and it would get someone to weigh it and ring looked a little rough, but the petrol tap would be with me in about 10 to 14 days! me back. She did, and surprise \u2013 it was threads looked all right and in the right place, only 2kg! Apparently, it was a computer and when I got the original next to it, there You guessed it, nothing. Oh well, I kind glitch \u2013 of course it was. This brought the was little difference. Wow. of suspected it. extra cost down from \u00a381.83 to \u00a365.70 and once paid, it would be delivered from Underneath looked rough and inside On August 24, I received a phone call Slough to me in sleepy Norfolk. I battered looked terrible. They obviously gas-weld it from a company based in Slough but my poor bank card again. Three days and don\u2019t TIG weld, as there is a large build- registered in the UAE asking for money to later, and after numerous courier delivery up of slag (excess filler used to weld the deliver my tank and to cover the import attempts (the excuses were most creative; sections together). But you don\u2019t look inside! tax. After running checks on this company the drivers seem to forget they are tracked), The cap worked, and while the welding \u2013 it\u2019s an enormous worldwide set-up but a box arrived! underneath looked poor, it also looked solid. didn\u2019t want to provide an invoice at first \u2013 I asked what the different charges were for. And? To answer this, I had to be put through to a manager... a manager who sounded ETTO Motorcycles A FEW UK CONTACTS Tank fabrication Tab II Classics Tank fabrication Tank Care Products ettomotorcycles.co.uk Tank lining and repairs tabclassics.com tankcareproducts.co.uk CLASSIC BIKE GUIDE || JANUARY 2023 95","\uf0a2 CBG Workshop But\u2026 What will it look like on the bike? An R100 tank has two simple connections: a horizontal cup at the front and a bar with holes at the rear. It was immediately obvious that these were inches out \u2013 the front cup was 3\/4in too high and too far forward, while the rear bracket was nearly 2in out. I couldn\u2019t even rest it on the frame. Bugger. Time for a super-welder: \u201cSteve, can you look at this for me, please?\u201d The professional\u2019s opinion Steve\u2019s (expert aluminium welder and Suzuki fanatic) first impression was not what I expected: \u201cConsidering it is gas welded, using recycled alloy, and they have to make heaven only knows how many in a day, it\u2019s pressure-tight and looks like it should.\u201d Steve checked for leaks, the fuel tap threads, around the filler neck and the underneath. \u201cThere\u2019s a lot of work there \u2013 it\u2019s just a shame they obviously don\u2019t have a jig to make sure the fittings are in the right place.\u201d Steve is a busy man but agreed to cut out the brackets, and with my R100 there, use that as a jig. It took several hours and cost a favour plus biscuits, but notionally, three hour\u2019s work, about \u00a3120. WHAT IT COST way of throwing hundreds of pounds The tank we received did not leak. away if you are not as lucky as we were. It also did not fit in any way, therefore Tank, plus shipping to UK: \u00a3250.06 You are dealing with a company in technically was not fit for purpose. But a Import and UK delivery: \u00a365.70 another country many miles away, which return would mean paying for sending Recti\ufb01cation: \u00a3120.00 has different expectations, speaks a a large parcel to India, though eBay did Total: \u00a3435.76 different language, and may not totally offer the money-back scheme with our understand our wants. eBay does act seller. So the tank acted as a base, which, Was it worth it? as a moderator, and which generally with the issues being relatively small, In theory, it should be the answer to your takes the side of the buyer, so look for made sense to get altered in this country. rotten, damaged or missing tank. With the guarantee. But if the shape and size of the tank is a little work, ours should look great and wrong, or the collar for the tap or cap last us well. But it could also be a great wrong, then the cost of rectifying that will easily outweigh the initial purchase. Then there is finish. We went for bare alloy, and you can also get bare steel, which will need coating \u2013 another cost to bear in mind. While the consensus on build is 50\/50, any painting we have been told about is poor, with thin paint; however, chrome tanks seem better, though you\u2019d have an issue if anything needed welding. I\u2019m afraid we cannot give you a definitive answer as to buying tanks from abroad, but our advice has to be no, unless you cannot find an original replacement, as you just don\u2019t know what you\u2019re going to get, and rectification costs could spiral. A huge shame, as there are many of us out there with bikes in need of new tanks. 96 JANUARY 2023 || CLASSIC BIKE GUIDE","","w&tcohhofhMeelaCsuRnaseoplmeathrbraacsieneweshlsvmCiFcsslihwiecrulotyaoiasacruBssafenshsstsispkkelaObihycueartnuWCeibeomdGhpl.llxdeWuiieuHeceaicossnnialgededetdhaotalweksweilinbnzeooraovcastinnlntyeonerestsdethrd.smpamy,htOsoerhlthosisoarihoaasytoldgtseonstotaouhfwrhblawrozmcaceleeeuiiyytrintntegen\u2026cyeeuhegtaslddrhe?nrotnTiiniistndfehiio,ngngidtenrha.e1gaoJHed9alsfoieA8mtano2JpgrSot, Famous Last Words According to Mr Westworth, the number of bikes anyone can own is mathematically linked to what you can \ufb01t in your shed Every year or so, I treat myself to the cold distance. It had lights and power always at Top Speed, was affecting my another motorcycle. This is not and water, and it had no windows, light judgement. boasting; this is a symptom of a coming from skylights. And it was very severe condition for which the NHS empty, even with a proper red hydraulic I doubt this, in fact, but I may have felt has no treatment. And it is not a new workbench, a proper red tool chest, and a a tad oppressed. The end of my seventh phenomenon, either. Decades ago, I wrote wooden stool for resting upon. entertaining decade on this planet may a piece in Another Place suggesting that be approaching \u2013 also at Top Speed \u2013 so the number of motorcycles a chap should \u201cThe number of motorcycles a chap I think I may be due a little sympathy. have is limited only by the space available should have is limited only by the space Or not. in which to store them. I was living in a available\u201d rang in my mind, and I went on small cottage in North Shropshire that a delightful journey \u2013 a journey where a In any case, with a fervour which boasted a decent double garage \u2013 made bike would appear in the magical mystery alarmed me, I reduced The Shed\u2019s inmates entirely of wood. This was The (original) motorcycle market familiar to most from nearly 50 to less than 20. It was Shed, and was so good that all subsequent of those who ride such things, and if I scary. Even more scary was the inevitable Sheds have been built from stout timber. fancied it and could dredge up the funds, understanding that I had sold my best and it was sensibly priced... well then, I bikes. Best bikes sell best \u2013 a fact. I am That Shed had room for maybe a would buy it and park it in The Shed and already too ancient for this to be early half-dozen old motorcycles, as well as attempt to make it work. It was amazing onset anything, but quite plainly I now a modern touring motorcycle (a Norton \u2013 a mere 20 years ago \u2013 what would come need more bikes! What is life if it\u2019s not a rotary) and a modern non-touring out of the woodwork and end up stacked vast array of leaking, rusting, semi-mobile motorcycle (usually a Triumph). It had inside my own woodwork. relics of something I have now forgotten? cupboards and a couple of good benches and even windows. I felt that a half-dozen I decided that I should have more So I set off, a-searching again. I old bikes provided a relaxed balance Nortons. No idea why. So at one point The previously enjoyed the great and pointless between hopeless projects, extremely Shed contained a brace of 350cc twins, a hunt, but not now. There are almost no hopeless projects, and boxes of scrap Model 50, a Model 50 Mk.2, an ES400, an clunking relics for sale at even faintly saved from the tip for no sensible reason. ES2, an ES2 Mk.2, a Model 7, an N15CS, a sensible prices. How come? Where are Commando, an Interpol 2, an F1 and a they all? Presumably, all the bikes I fancy When we relocated to the present soggy Commander. Most of them worked most are languishing in damp treasure sheds Wet Country abode, a local constructor of of the time \u2013 after a fashion, and a little like my own. Several of my old bikes have sturdy agricultural buildings constructed a unpredictably. I lavished years of my life passed before me in sundry sale ads \u2013 sturdy agricultural building in the garden. and buckets of money on them, usually to usually at around double the price I sold Planning permission is your flexible friend little discernible effect. them for. Hmmm. in these parts. Fortunately. Then one day (I say one day, but it went There may be a moral to this tale, but \u201cHow big do you want it to be?\u201d he asked. on for ages), this increasingly seemed like I can\u2019t see one clearly. A puzzle. The only \u201cAs big as you like,\u201d was the obvious the actions of an idiot. It is possible that thing to do is either drag out a bike and reply. One thousand square feet. After the a persistent dripping of rude remarks go for a ride or, given that it\u2019s gale-strewn cheery chaps of construction had gone, I suggesting that I was hoarding these old winter, drag out a bike and fail to make it wandered the huge, echoing vault and ruins, thus preventing True Enthusiasts work properly again. Both are fun. Options surveyed the small line-up of bikes off in riding them absolutely everywhere and are always good things. Tomorrow never knows. \u201c\u2018The number of motorcycles a chap should have is limited only by the space available\u2019 rang in my mind, and I went on a delightful journey.\u201d 98 JANUARY 2023 || CLASSIC BIKE GUIDE",".",""]