classic bike guide - april 2015 uk

#288APRIL 2015

006 ARCHIVE RETRIEVALCaf culture?008 NEWSA racing museum. No really012 BIG SHOWIts Stafford Time! Again!016 WHAT WE READAnd you can too018 SUBS PAGEYou know it makes sense. Mostly020 HONDA CB450But not, Jim, as we know it026 TRIUMPH T100Yours for a quid. Possibly032 BSA A7Green. Famously green

038 TRIUMPH TIGER CUBIts a trial. A Trials Cub044 NORTON CR750 RRAlmost like a Commando050 PAUL DORLEANSThe quick, the brave and the dead052 MARK WILLIAMSNew boy on a mission054 GEORGE COHENWho needs gears?056 TRIUMPH HURRICANERemarkable triple. Also orange064 DUCATI 750Remarkable twin. Also orange070 MANX NORTONFrancis Beart built them to win

082 BUYERS GUIDETriumph 500s090 MODEL STUDYHondas dohc fours096 CLUB SPOTVMCC; take a bow100 CLASSIC BIKE GUIDEA long guide to Brit-cycles114 READER ADSLots. Lots. Lots132 CARBSTrying a quick fix138 FRANK WESTWORTHAt the rear as usual

CLASSIC BIKE GUIDE || CONTENTS

056

CLASSIC BIKE GUIDE | | APRIL 2015 3

4 APRIL 2015 || CLASSIC BIKe GUIDe

||whOswhO ||

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pRinTeD By || William Gibbons & Sons, Wolverhampton.ISSN No 0959-7123

aDveRT DeaDline || Monday, April 13nexT issUe || Wednesday, April 29

Mortons Motorcycle Media, a division of Mortons Media Group Ltd.All rights reserved. No part of this publication may be reproduced ortransmitted in any form or by any means, electronic or mechanical,

including photocopying, recording, or any information storage retrievalsystem without prior permission in writing from the publisher.

cOnTRiBUTORs in This issUeAlan Cathcart, George Cohen, Steve Cooper, Grant Ford,

Rowena Hoseason, Phil Mather, Derek Pickard, Mike Powell,Paul dOrlans, Phillip Tooth, Mark Williams

Member of theProfessionalPublishersAssociation

Just Ask yournewsagent toreserve your copyeach month

Independent publishersince 1885

DeciDing which machines to feature in a motorcycle magazineshould always be an entertaining thing as entertaining for the editor(thats me) as the result should be for the reader (guess who?).

Every month, we sit at the desk and gaze limply at whats been offeredto us by CBGs eclectic collection of authors. Then, after a little while, theonly way to actually reach a conclusion is go away from the desk and gofor a ride. Sitting at a desk is all very well, and Im sure its good for self-improvement and the like, but its bad for the patience and the posture, soI prefer to head out on to the roads a little to forget about decision-makingand much else. Easy to accomplish on a motorcycle.

The secret here is, of course, that riding a decent bike a decentdistance puts everything else out of mind pretty quickly. The road can be afairly unfriendly place, and enjoying its challenges while dodging lunaticsas well as any mechanical entertainment thrown up by an elderlymotorcycle, while still maintaining decent progress, occupies pretty muchall of a riders processing power. Well mine at least.

The odd thing is that by the time Ive returned to the desk I have amuch, much better idea of whats going to go into the magazine. This may,of course, have something to do with the fact that while Im skiving away,the Better Third has carried on working and has her own ideas of whatshould be what. Moving on

Its like selecting which images should go onto the cover. TheHurricane? Too orange. The Ducati? Too orange. The Norton? Had one lasttime. As you can see, were completely spoiled for choice, and you cansee which image made the grade. Did we make the correct selection?

On both personal and professional levels, Id like to welcome Mark Williamsto our short and select list of columnists. Mark was my rst publisher, anddespite that obvious lapse in his otherwise impeccable taste and judgment hisviews on motorcycling all of it, not just classic are as contentious today asthey were when he launched BIKE magazine back in the mists of history.

Thats it. See you out there.

[email protected]

FRANKWESTWORTH

AMUCHBETTER IDEA

CLASSIC BIKE GUIDE ||EDITORIAL

8 APRIL 2015 || CLASSIC BIKE GUIDE

RIDINGLIFENews ||eveNts || letters || iNterviews

WILLIAM DUNLOP HAS JOINED the newly formedTeam National Motorcycle Museum Racing for the2015 Classic TT Races. Dunlop will ride one of theNMMs original and iconic rotary Norton racers,which originally contested the 1992 BritishChampionship, in this years Formula 1 Classic TTon Monday, August 31.Given the bikes pedigree and Dunlops potential,

this has the makings of one of those unforgettableperformances TT fans should plan on arrivingextra-early at their favourite location on the Isle ofMan to be sure of getting a great view.The rotary Norton really came to the fore in

Steve Sprays 1989 British Championship-winningcampaign, and the 1990 TT campaign, which saw

Trevor Nation and Williams father Robert achievingpodium positions in the Formula 1 TT race. RobertDunlop also won the North West 200 in the sameyear.However, the bike is perhaps most famous for

Steve Hislops 1992 Senior TT win, when he rodeit to victory against the might of the works Yamahaof Carl Fogarty. Itll be fascinating to see whathappens with Dunlop Jr at the helm: Williamfinished runner-up in the inaugural 500cc ClassicTT in 2013 and claimed three podium places inthe TT Supersport class in the last three years.However, fine-tuning the Norton to suit the Isle

of Man circuit is far from straightforward, as BrianCrighton, who will be joining Team NationalMotorcycle Museum for the Isle of Man project,explains: This bike was originally designed andconceived for short circuit racing so we have a lotof work to do to adapt it for the challenges of theTT mountain course, which is a unique and hardplace to race. The challenge that we are facing isvery similar to the challenge that the Norton facedin 1992 adapting Steve Hislops bike.William Dunlop sounds ready and set to meet

that challenge: With my fathers history on the

Historic racerAbove: Ace rider Dunlop and

museum director, Hewing, anktop tuner Crighton, who knowsmore than most about makingrotaries race rapidly. A sound tolook forward to


STARS @ STAFFORDNew! Spannering sessions by TVs

Pete Thorne, plus Steve Plater

hosts Nick and Tony Jefferies. P12

BEST BIKE BOOKSRipping reading about radical riding,

from Thruxton Bonnies to champion

racers to classic Guzzis. P16

THAT MAN WILLIAMSA new face in this CBG, but MW

(and FW) got the ball rolling with

the U&CBG back in 1987. P52

bike this was too good an opportunity to turn down.It was his favourite bike as it was a real challengeto ride and the Isle of Man will be a great place torace it. The Classic TT is now my favourite meetingof the year so Im particularly excited to be on therotary Norton.This race wont be the only opportunity for fans

of the rotary Norton racers to enjoy seeing thebikes in action. The NMM is also supporting aspecial Norton rotary parade lap on the same day,which will unleash 15 (!) of these uniquemachines on the mountain course, being ridden bythe likes of Trevor Nation and Steve Spray.Other famous riders will fill-in for their missing

comrades; for instance John McGuinness willrepresent Steve Hislop on the 588 NRS Norton. Allof the Nortons will be on display throughout thefour days of the Classic TT festival.This is obviously a massive commitment to the

Classic TT on the part of the National MotorcycleMuseum its no small business to bring bikesthat have been on static display back to fullyworking specification, suitable to be ridden aroundthe worlds most demanding race circuit. JamesHewing, director of the NMM, explains why theyremaking all this effort.The founder of the museum, Roy Richards, had

a huge passion for British bikes, particularlyNortons, and he always liked to see the bikesactually running rather than just being displayed.Im sure that he would have approved of thiscampaign and his two sons are right behind us.This is a great project and Im particularly pleasedthat we have got Brian Crighton on board as wecouldnt even begin to try and do what we aredoing without him as part of the team.If you cant get to the Classic TT in August then

you can always see a stunning collection of therotary racers at the NMMs base in the WestMidlands. It houses the largest collection of BritishMotorcycles in the world with more than 100marques including BSA, Ariel and of courseNorton. See nationalmotorcyclemuseum.co.uk

Bright lightLUCAS HEADLAMP SHELLS, as

tted to Triumph, BSA and Nortonbikes of the 1960s and 70s, are nowavailable again from electricalspecialist Paul Goff. The 7in headlampscome in seven styles, with/withoutammeters, switches and such, and inthe later at back format. They cost42.95 plus delivery from 01494868218 / norbsa02.freeuk.com

Royal Eneld on the riseGLOBAL SALES OF ROYAL ENFIELD bikes are booming up from 178,121 in

2013 to 302,592 last year. The rm plans to better that progress in 2015 and sellan additional 150,000 motorcycles, as Siddhartha Lal, the CEO of Eneldsparent company Eicher Motors, explains. Royal Eneld continues to grow at aphenomenal pace, and this year we have achieved our best ever-sales of morethan 300,000 units. In 2015, we plan to manufacture 450,000 units.This is all part of a plan for Royal Eneld to become the world leader in the

mid-size motorcycle market, perfectly positioned to sell bikes with all the kudosof a heritage brand to the rising afuent class in the Far East as well as in thewest. To that end, the company is building two new technology centres; themain one in Chennai, with a satellite operation being established in the UK inLeicestershire. Lal says: These technology centres will signicantly enhance ourcapability to execute our long-term product strategy. Royal Eneld continued

with its strategic focus on international markets,strengthening its presence in key markets such asthe UK, Europe, US and Colombia in 2014.

Test rides on the current models are available atdealerships across the country. See royaleneld.com


RIDINGLIFE || STAFFORDSHOW

Formoredetails ofwhats ongo towww.classicbikersclub.comWhile every effort has been made to ensure accuracy of the

information in Diary, Classic Bike Guide recommendschecking with the event organiser before making the journey.

APRIL 3Classic Bike & Car

Meet, The Victoria,

Coalville LE67 3FA.

01530 814718 /

vicbikerspub.co.uk

APRIL 3-4Lands End Trial,

overnight, from

Bridgwater to Cornwall.

themotorcyclingclub.org.uk

APRIL 4South Midlands

Autojumble, Ross-on-

Wye livestock market,

HR9 7QQ.

01989 750731

Rufforth Autojumble,

Rufforth Park, York

YO23 3QH.

rufforthautojumble.com

APRIL 5Classic Motorcycle

Show, Tile Shop,

Buntingford.

07963 609143

APRIL 6Ashford Classic

Motorcycle Show and

bikejumble, Ashford

Market, Orbital Park

TN24 0HB. 01797

344277 /

elk-promotions.co.uk

APRIL 10Classic Bike & Car

Meet, The Victoria,

Coalville LE67 3FA.

01530 814718 /

vicbikerspub.co.uk

Suffolk Classic Bike

Show, British Legion

Hall, Long Melford.

01787 881803

Classic Motorcycle

Show, Yorkshire

Waterways Museum,

Dutch River Side,

Goole DN14 5TB.

01405 768730 /

waterwaysmuseum.org.uk

APRIL 18Scorton Autojumble,

North Yorkshire Events

Centre DL10 6EH.

07909 904705

DIARY DATES

APRIL 11-12Prescott Bike Festival,

Gotherington near

Cheltenham.

prescottbikefestival.co.uk

APRIL 12Newark Autojumble,

Newark and Notts

Showground NG24 2NY.

01507 529470 /

newarkautojumble.co.uk

Big Breakfast at Midway

Truck Stop, Prees, Shrops

Bovingdon BBC Jumble,

Bovingdon Aireld,

Bourne End HP1 2RR.

0208 252 6831 /

woodclass.com

restoration& recreationA series of hands-on, how-to seminars provide even more entertainment at thisAprils Carole Nash International Classic MotorCycle Show

PHOTOS:MORTONS ARCHIVE

THE APRIL STAFFORD SHOW is undoubtedly oneof the landmark events of the year for British bikeenthusiasts. This years event promises to be extra-special, showcasing a new live feature; theRestoration Theatre.This series of 10 sessions across the weekend

is ideal for anyone about to take the plunge intotheir first restoration, or for owners whod like totackle their own maintenance and need a bitof a confidence boost before setting to withthe spanners.The Restoration Theatre will be hosted by Pete

Thorne (who you may know from ITVs TheMotorbike Show), dispensing essential,practical and down-to-earthrestoration advice withaccompanying demonstrationsin five daily seminars. Pete

will give show-goers the low-down on a variety ofdifferent topics, such as fitting cylinders to a twin,dismantling and (then the hard bit) reassemblinggear sets, electrical fault finding, and his top tipsfor completing a successful renovation project.The information will be useful for every level of

restorer, based, of course, around classic bikesalthough the topics being discussed and themethods and techniques featured will be of note toanyone with an interest in mechanics andengineering. The emphasis is most definitely on arelaxed and friendly atmosphere so dont worry;there wont be a test at the end.

Pete will also be available to answerquestions from the audience. Access

to the Restoration Theatre isincluded in the general admissionfee for the whole event, so theres

no additional charge to attend anyof the sessions (although itsadvisable to turn up early as these are

expected to be extremely popular).The Classic MotorCycle Show already

incorporates several live-action events whereclassic and vintage machines shake, rattle and rollaround the county showground. Establishedfavourites such as the Classic Racer GP Paddock where famous racing machines are fired up andthe trials demonstrations of the Classic Dirt BikeExperience will be joined this year by the return ofthe Classic Cavalcade.These cavalcade sessions take place in the main

PREVIEW

april2526

2015

Below: Pete Thorne (right)takes time out from ITVs TheMotorbike Show to host thenew Restoration Theatre featureat Aprils Stafford Show


WR13 6NW.

01484 667776 /

classicshows.org

APRIL 25-26Carole Nash

International Classic

MotorCycle Show,

Stafford County

Showground, Weston Rd

ST18 0BD.

01507 529529 /

classicbikeshows.com

APRIL 25Autojumble, Squires

Caf Bar, Sherburn in

Elmet, Newthorpe.

07809 141777 /

squires-cafe.co.uk

Auction of collectable

motorcycles, Chefns

sale ground, Sutton,

Ely, Cambs. 01223

213777 / chefns.co.uk

APRIL 26Bonhams Spring

Stafford Sale, at the

Classic MotorCycle

Show, Stafford ST18

0BD. 0208 963 2817 /

bonhams.com/motorcycles

SBMOC Classic Bike

Show & Bike Jumble,

Newhaven Fort, East

Sussex. 01903 247245

although if you happen to spot an F1 worldchampion in the sale hall, please give him thespace to enjoy his day off.The star bike of the sale is an extremely rare

pre-war Vincent HRD Series-A Rapide, which wasrescued from the scrapheap, and lovingly restored,and is estimated to sell for around 250,000. Ifthats just a little bit too rich for your blood thencheck out the earlier listings in the auction,because there are bargains to be had among thebread-and-butter bikes while most bidders aredistracted by the blingThe Carole Nash International Classic

MotorCycle Show opens 9am on Saturday andSunday, April 25-26, at the Stafford CountyShowground ST18 0BD. Discount advance ticketsstart at 10 for adult admission from 01507529529 / classicbikeshows.com

show ring, and give owners their chance to paradeclassic British and European motorcycles for all toadmire (contact the show team on 01507 529430if youd like to parade your P&J). The venuesbandstand will also be utilised for the first timewith an eclectic mix of live ragtime, country bluesand western swing music.Then there are all the other aspects of the show

not to be missed: the concours and club displays,trade and autojumble stalls, memorabilia and rarespares, and a series of interviews with the guestsof honour, Nick and Tony Jefferies. These stars ofmotorcycle sport will be chatting live on stage toSteve Plater as well as presenting the prestigiousarray of awards and signing autographs for theirmany fans.The Bonhams auction will inevitably draw the

crowds and maybe some more famous faces

Above: Two members of themassively accomplishedJefferies family, Nick and Tony(seen here in a typicallycommitted situation), willentertain the crowds with talesof their racing exploits

Above right:This ultra-rareSeries-A Rapide will go underthe hammer at the Bonhamsauction at Stafford

CBG

APRIL 19Classic Motorcycle Show,

The Fox, Aspenden,

Buntingford SG9 9PD.

07963 609143

Malvern Classic

Motorcycle Show &

Jumble, Three Counties

Showground, Malvern

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RIDINGLIFE ||DCC CB450

HERM NARCISO AND Jason Michaels at Dime CityCycles in the USA should know what theyre doingwhen it comes to 1960s Honda twins. A few yearsback they started out with a 450 Honda in a smallgarage and a selection of borrowed tools. They nowrun a thriving custom components business,supplying high-quality kits for caf racers, flat-trackers, scramblers, bobbers and brats.They dont normally build bikes to commission,

but the machine you see here was somethingspecial. Its creation was filmed for the DiscoveryChannel as one of those scrapyard challenge TVseries (excerpts are on YouTube). And building theBrass Caf CB certainly was some challengeWhen they found it languishing in a Florida

junkyard, the 1968/69 CB450 was mostlycomplete but in a very sorry state. The seller triedto convince Jason and Herm that it was worth morebecause guys back in England are racing thesethings. As it stood, the CB couldnt have out-runan angry alligator, but still Herm paid $700 for it.Once they got it back to the workshop, the

Hondas true state of awfulness became obvious.Not only was the engine seized, almost everymoving part didnt (move), and anything which wassupposed to be solid was nearly completely

corroded away. When Jason pulled off the exhaustpipe an almighty cascade of soot issued forth.Even before it was consigned to oblivion, theCB450 had led a tough life.In many ways that doesnt really matter, because

the object of this project was not to restore orrefurbish the bike in its original form. This isnt acustomer bike which has to be put back tostandard specification one day. The CB450provided a framework for Dime City to demonstratetheir components, skills and expertise.So much of what you see is all-new, bespoke

fabrication and custom-built components, althoughthe guys rejuvenated as much of the original bikeas was practical. Their aim was not only to createsomething astonishing, but for it to berecognisable as a late Sixties Honda, what couldhave been a factory concept bike from the 1960s,if Honda had tailored their efforts towards richtones and style from the caf racer culture.The basic Honda frame was retained and

adapted with some major modifications; cut nshut at the back with a new steel hoop and someadditional bracing. All the original factory joints onthe frame which were never intended to be seen,remember were TIG welded to add both strength

Scrapheap challengeSleek and subtle, this modern caf racer strips a Hondatwin back to its bare essentials

PHOTOS BY DCC

Above: Its remarkable howstark a fairly tubby standardproduction Honda can becomewhen stripped of everyunnecessary thing


and elegance. The tailpiece was sculpted inpotting foam to create the shape which was thenmoulded in glass fibre. Some of the modificationsenhance the machines usability, others areobviously entirely cosmetic. Where Honda went tosome lengths to tidily hide the final drive chain,its been totally exposed on the Brass Caf CB. Andwhile the original CB450 could be ridden two-upin relative luxury all day long, the skinny solosaddle on the Brass Caf provides about the sameamount of comfort you might have encountered onan original 1960s caf racer; none whatsoever.The slinky petrol tank is an original CB item

which has been extensively reworked. Thesidepanels were cut out, bent and beaten into theircurrent concave conguration, then welded backinto place. The ller cap triggered the whole brasstheme. Herm commissioned it from a craftsmanwho builds similar but much bigger items for hotrod cars, and it came with the brass insert. Its notvented, hence the separate venting arrangementwith the pipeline running along the tank afunctional item which adds decorative air.Similarly, the front suspension and brakes were

modified to match the brass theme and to improve

their operation. The forks are from a slightly later1972 Honda, set up to suit the bikes loweredfront end, and then adapted to reveal a section ofspringing. The wheels are the original Honda 18-inchers, powder-coated gloss black. A standardfront mudguard was slimmed and lowered; the rearmudguard is a DCC special part which mounts tothe swinging arm. The 7in headlight is anotherDCC component, with integrated indicator mounts.The twin shocks are race-style gas-chargeddampers with remote reservoirs.The 8in, nickel-plated brake drums have been

opened up to improve cooling, trimmed with brassmesh. Look anywhere on the bike and youll find

You cant buy this actual bike: its not for sale. Butyou can build something very similar yourself.Dime City Cycles sources and manufactures avast range of OEM, aftermarket and customcomponents for modern classic and vintagemotorcycles, including tyres, handlebars, seats,exhaust systems, mirrors, carbs and fuels tanks.See dimecitycycles.com

BUILDITNOW

Above: The fuel tank is anoriginal, cut and reshaped toappear otherwise

Racing Mikuni carbs supply themixture, aided no doubt by thebrazen nature of the ahvelocity stacks. Or bellmouths,as they were known the lasttime caff racers were in vogue

It purrs beautifully when idle andat low speeds, and screams to lifelike a TT machine when it gets intothe high rev power bands


RIDINGLIFE ||DCC CB450

handmade components echoing the brass theme,from the tape-wrapped footrests to the rear brakearm, including carb tops, spacers, adjusters andeven spoke nipples. Combined with the gloss blackpaintwork and discreet yellow pinstripe, it allmakes for a handsome, integrated look, andcertainly comes close to the holy grail of a factoryfinish effect on a special build bike. If theres onestyling misstep then it might be the yellowed fuelbreather pipes. Theyd be better in black, surely?Or brass?As well as all the visible modifications, the

engine internals received plenty of attention, too.The motors been boosted from 445 to 505cc withceramic-coated oversize pistons, fitted with custom

cams, and the top end has been comprehensivelypolished to optimise gas flow. The electrics wereconverted to a Dyna electronic system. The BrassCaf still uses a pair of 32mm carbs like theoriginal CB, but these are Mikuni racing items andthey breathe through a set of bespoke, brassbellmouths. The exhaust system is a mix of old andnew the original downpipes were cleaned andrechromed, grafted on to new sections to producethe upwards sweep, and then finished with a set ofNorton-style peashooters. The custom exhaustreally puts out a unique sound, says Herm. Itpurrs beautifully when idle and at low speeds, andscreams to life like a TT machine when it gets intothe high rev power bands.The standard CB450 vertical twin motor

produced 45bhp at 9000rpm nothing to besniffed at for 1968. It weighed over 410lb, buteven so was good for 112mph and a 13.2 secondstanding quarter mile according to Honda. Hermtells us the Brass Caf weighs around 385lb sothats at least 25lb saved. Wed love to know thefull performance data for the reworked Brass CafCB but sadly that info isnt available, as is oftenthe case with recent builds. If it was our bike, wewouldnt be able to resist putting it on the dyno tomeasure the end result of all that effort.Apparently it easily exceeds the 100mph mark,and the throttle response is lively enough to lift thefront wheel at the riders whim. How do they resisttaking it to a drag strip to see what itll do?The Brass Caf CB took four months to transform

from a barely rolling wreck. Its one of myfavourite builds of all time, says Herm. The bikeis extremely nimble and a joy to whip around thetwisties. It will never be for sale. So we asked thefinal question: what would it cost to build a bikelike this one? We would never entertain trying tomake another like it. So its priceless.

MANUFACTURED: 1965-74 ENGINE: Air-cooled dohc vertical twin BORE / STROKE: 70 x57.8mm CAPACITY: 445cc COMPRESSION: 9:1 MAX POWER: 45bhp @ 9000rpm MAX

TORQUE: 28lb-ft @ 8500rpm CARBURETTORS: 2x 32mm CLUTCH: Wet, multi-plateTRANSMISSION: Five-speed, chain nal drive FRAME: Tubular single down tube semi-cradleFRONT SUSPENSION: Tele forks, two-way damped REAR SUSPENSION: Swinging arm, twin

shocks, adjustable preload FRONT BRAKE: 2ls 8in drum REAR BRAKE: 8in drum FRONT TYRE:3.25-18 REAR TYRE: 3.50-18 DRY WEIGHT: 412lb WHEELBASE: 53in SADDLE HEIGHT:

31.5in GROUND CLEARANCE: 5.5in ACCELERATION: 13.2 second standing quarter mile TOPSPEED: 112mph (All data for standard CB450, circa 1968) CBG

Above: Exposed fork springs,a large gap where there wereonce electrics and air lters,dropped bars, rear-sets andpeashooters. Who could ask formore?

26 April 2015 || CLASSIC BIKE GUIDE

RIDINGLIFE ||triumpht100ss

THE FIRST T100S/S of 1962 was a slightly strangecreation, a sporting 500 twin which hadnt quiteescaped the all-enclosing embrace of the late-1950s bathtub rear enclosure.MCNs Peter Howdle once said the fully-clad, unit

construction T100A was slower than the originalTiger 100 it really was a sheep in wolfs clothing.That model was succeeded by the T100S (alsoknown as the T100S/S and indeed the T100SS,which is what well call it here). The new T100SSlooked less stodgy than the T100A, and abandonedthe fork-top nacelle unit for a standalone chromedheadlight. Its mudguards had shrunk to humanproportions too, but even so the early SS stillsported a sizeable bikini around its midriff.Despite its compromised styling, the SS offered

class-leading performance for a single-carb 500twin. While the Speed Twin boasted 27bhp, the SSused its revised camshafts and 9:1 compressionpiston to produce 34bhp at 7000rpm. Losing thetinware saved the SS some 27lb and certainly puta spring in the Tigers stride.There are those who will tell you without

hesitation that a Triumph sports model is a fastlads machine: it might be a little lary on thesteering side of things, but Triumph twinsunequivocally deliver the thrills and top speed.

Ask those same hard riders what they make of itsAJS, Matchless or BSA equivalent in this case,lets say a 1962 A50 Royal Star and theyll tellyou the BSA is a slow old boat, definitely a touringmotorcycle, and not capable of matching theT100SS on the road. You might get a shrug andgrudging acceptance if you ask the same questionabout a Norton 88, of course: even the mostdevoted Meriden man can cast an occasionallonging look at the featherbed frameHowever, the generally-held view that a 500

Triumph will out-perform a 500 BSA in allsituations isnt entirely accurate. The T100SS issignificantly (by at least 50lb) lighter than the A50 thats because the A50 is essentially a 650machine fitted with a smaller engine. The A50 isbigger all round in fact, apart from in the pricedepartment. Back in 1962, the T100SS cost 10%more than the BSA, which in real money equatedto two weeks wages.So was it worth paying the extra for the Tiger? In

speed tests at the time, the T100SS reached themagic ton. The BSA was indeed slower by anentire 3mph. The Triumph would accelerate from astandstill to 80mph in 14 seconds. Which isexactly the same time it took the A50 to hit thesame speed. Its only when you look at the lower

Quitequick for aquidTriumphs unit 500 twin is genuinely capable of 100mph.And this one is up for grabs

Photos Rowena Hoseason

BRISTOL

Above: Light, lithe andliquid-quick around town andin the lanes. These are a fewgood reasons for the popularityof the 500 Triumph

CLASSIC BIKE GUIDE | | april 2015 27

end of the performance curve that you start to seewhere the Triumph truly beat its rivals. The T100SSwas half a second faster than the A50 from noughtto 60mph. But in the trafc light dash up to30mph the Triumph was unbeatable. It hit theurban speed limit in just 2.5 seconds while theBSA was left admiring the T100s tasty tailpipes.And that is how the Triumph earned its supersportsreputation: on short, sharp dashes with outstandingmidrange acceleration.As author Matthew Vale explains: The BSA is a

sensible bike just a bit staid but offers a bigbike for small money, with the only real trade-offbeing the lack of performance which, althoughprobably not that significant in the real world,would be enough to deter the youth market.The Triumph, by contrast, has a sporting image,

backed up by victories at Daytona, and the light,manageable bike is aimed at the youth market. Soif you still hanker after one today, then you canconsider yourself to be young at heartThe American T100SS was never afflicted with

the bikini rear enclosure, and the British modelfinally lost its modesty and revealed all in 1964.The new oil tank and sidepanel werent any lighter,but they looked more sporty and further enhancedthe appeal of the machine among trendy youngthings. At the same time, Triumph made one ofmany attempts to stop the pushrod tubes leaking(not entirely successfully) and gave the 500 newforks which were similar to those used by the650s. The steering and handling didnt reallyimprove much until 1966 when a new frame with asingle-piece front loop and a wider swinging armwas introduced. Then in 1967 and 68 came thechanges which really made the SS into a pocket-size superbike, adopting a new cylinder headbased on the Daytona racers and (finally) a framewhich was sturdy enough to make best use of thetwins enhanced performance.The T100SS was effectively replaced at the top of

the 500 range by the twin-carb T100T Daytona, but

This actual bike is being rafed by the VMCC;second prize is a 1961 Tiger Cub and the drawtakes place on June 26, 2015. Tickets cost 1 eachand are available from the clubs stand at majorevents. You can also order them from01283 540557 / vmcc.net

WINITNOW

PRICE GUIDE3000 low to 4500 high

FAULTS & FOIBLESCheck main bearings and

sludge trap; t an external oillter to add capacity andimprove ltration. Timing

side oil feed can be improvedwith Devimead conversion.

Pushrod tubes prone to leaking;various xes available butreplacing seals regularly

is advised

ALSO CONSIDERBSA A65T (a single-carb 650:more ccs for the same cash);Laverda Montjuic or Alpino(much less common, just as

much fun but short on spares);Honda CB450 (dohccomplexity but plenty

of choice)

SPECIALISTS / INFOwww.triumph-tiger-90.com

Tri-Cor, TMS, MontysClassic Motorcycles

OWNERS CLUBTriumph OwnersMotorcycle Club:www.tomcc.org

Above: An interesting engine. Early-type distributor, and atacho drive more familiar on pre-unit models. There must besome history here

Above: Traditionalists maylament the departure ofTriumphs famed nacelle, but apair of matching grey-faceclocks surely compensates?

Okay. We would indeed changethe fuel pipe

A weak point. The sls brake isin fact not the best ofTriumphs stoppers, but it doeswork, and it is easy to t alater, better device

28 April 2015 || CLASSIC BIKE GUIDE

RIDINGLIFE ||triumpht100ss

it also adopted several of its stablemates improvedcomponents, including a 26mm Concentric insteadof the old Monobloc, Triumphs two-way dampedforks, a new arrangement for timing the cylindersseparately, and then in 1969 the T100SS achievedits ultimate specication with a bottom-end overhauland a seven-inch 2ls front brake in a full width hub.All this potential performance inevitably

encouraged frisky riders to push their Tigers to thelimit. A typical 18-year-old T100SS owner

confessed that in 1976 his throttle had just twopositions off or full on. His riding stylegenerated the expected mechanical repercussionsand he spent a couple of weekends each monthadjusting the points, re-setting the valveclearances and replacing the tappet covers whentheir threads wore loose.That same chap suffered an oil pump failure

resulting in lube being liberally applied to theoutside of the engine, and his leg, and the reartyre. His T100s electrics suffered as well, withregular vibration-induced shorts and a burnt-outcoil. The petrol tank fixing bolts sheared so thefuel tank always wobbled around. And then thecrank fractured across one of the big end journals,virtually splitting it in halfThese experiences should serve as a cautionary

tale to anyone intending to use a T100SS to the max:itll last an awful lot longer at speeds of 60 to 70mphand you may actually retain your dental work. Thesedays, a T100SS is suited to spirited B-road romps,making the most of its exhilarating accelerationwithout caning it senseless at the top end. The bikeyou see here is ideal for this. Its being rafed bythe VMCC, and has at some time been tted withthe milder 5TA motor (although who knows whatstate of tune lurks within?). First registered in 1964to a chap in Chatham, the T100SS has onlytravelled 17,269 miles according to the speedo and MoTs conrm its only done 184 miles in thepast eight years. The VMCC has MoTd the machineand taken it for a quick spin, so its ready forcollection by the winner in June. The fact its notentirely standard, and has picked up a few usefulmodications over the years, make this one for theroad, a handsome and practical classic to ride.

BUILT: 1961 to 1970 ENGINE: Air-cooled ohv parallel twin BORE / STROKE: 69 x 65.5mmCAPACITY: 490cc COMPRESSION: 9:1 POWER: 34bhp @ 7000rpm GEABOX: Four-speed

foot change CARBURETTOR: Amal 375 Monobloc BRAKES: Seven inch sls drumsFRONT SUSPENSION: Tele forks REAR SUSPENSION: Twin shocks, swinging arm

FRONT WHEEL: 3.25 x 18 REAR WHEEL: 3.50 x 18 SEAT HEIGHT: 30inWHEELBASE: 53.5in GROUND CLEARANCE: 6in WEIGHT: 337lbACCELERATION: 0-60mph in eight seconds TOP SPEED: 100mph

Above: Easy to start, easy toride and simple to maintain.And they sound great too.Unsure about the colour

Below: In case you need toknow whats just overtaken you.Etcetera, etcetera

CBG


Luca s Am alHepoliteRenold5 00/65 0/75 0 Unit Twins /Trip lesOPEN :2 p m -6.30p m Daily-Callers bya p p oint m ent only

FOR M AILORDERS & EN QUIRIES.N O VATT EL/FAXFelixs towe0139 4 2 79 9 2 9

E-m ail:s ales @ t 8 t s .co.uk W ebs ite:www.t 8 t s .co.uk


RIDINGLIFE ||BSAA7

BSAS firSt StAB at a postwar production 500twin was originally equipped with a long-strokeengine with roots stretching back to the 1930s. Thebike you see here, owned by Phil M, is a later 1955Shooting Star which has more in common with the650 A10 than it does with that original 495cc A7 of1948. The revised 497cc version of the A7 arrivedin 1951 with a rigid rear end; by 1952 it wasavailable with limited rear suspension provided byBSAs plunger set up. The standard A7s 66mm by72.5mm engine ran 6.7:1 compression for a topspeed of 88mph, which was probably as much asthe plunger back end and sls brakes could handle.The more sporty, 32bhp Shooting Star or SS

model was introduced in 1954 as BSAs answer toTriumphs snarling Tiger 100. Small Heath toutedthe SS as specially tuned, incorporating manyitems of equipment ordinarily sold on othermotorcycles as extras. The A7SS used swingingarm suspension with silentbloc bearings andhydraulic dampers, combined with the rms duplexframe which possessed great lateral rigidity forhigh speed performance. The A7SS typically cost

19 more than the standard A7, and came with aQD rear wheel and a thief-proof steering headlock as standard but if you wanted the full rearchain enclosure then that was a cost option.The SS engine was suitably enhanced for

maximum hp output by a sporty camshaft forsnappy acceleration, special valve seat insertsand a light alloy cylinder head as fitted to the 650Road Rocket. Compression was raised to 8:1; thecrank was supported by roller bearings on the driveside with a lead-bronze bush on the timing sideand, as before, the overhead valve gear wasoperated by a single camshaft. The ignition timingcould be adjusted manually, with the controlfalling readily to the riders left hand. A singleAmal Monobloc carb fed fuel into the motor; backin the 1960s when rapid riders snapped open thethrottle, they reported being rewarded by ahealthy sucking sound from the carb intake.BSAs own four-speed gearbox with its positive

stop mechanism was operated by foot, paired witha multi-plate clutch. The primary drive chain livedin a cast-aluminium oil bath. At this point both of

star struckBSA took its middleweight touring twin and added a sprinkle of stardust

Photos Rowena Hoseason

bristol

Above: BSAs green machine.Properly engineered, smooth,fast enough and ne handling.Designed to provide prolonged,active life

Opposite: 1. Even back then,BSA was aware of the effects ofvibration, and although the 500twin was in fact a decentlysmooth operator, it sharedanti-vibe attempts with the650s. Check out the thickrubber speedo mount and thesingle (rubber enclosed) bolttting for the fuel tank

2. The alloy head twin is a neriders engine, and is well-matched to BSAs own excellentgearbox. BSA was also plainlyconcerned about unwelcomeconagrations, tting a dripguard beneath the cab to stoptickled fuel dripping on to thesparky magneto. Thoughtful

3. An effective anchorunlike some


the A7s brakes were cast-alloy seven-inch drumsin full-width aluminium hubs. The front later grewto eight inches, as seen in our example, but BSAwas confident that the seven-inchers wereextremely powerful. Indeed, when tested new,these brakes stopped the A7SS from 30mph in29 feet on dry Tarmac better than most 500s ofthe time and a reflection of the A7 sharing somuch of its specification with its big brother A10.The A7SS weighed a chunky 440lb when fully

equipped and ready to ride, and thats the downsideto its using the running gear from the 650. Thesaddle height on the comfy dual-seat was 32 inches,with over six inches of ground clearance forsprightly cornering, further enhanced by the three-position adjustable Girling shocks. The centrestandwould ground when banking hard over for tight left-handers; ditto the optional sidestand, but then theA7 was intended for the sporting traveller ratherthan the outright thrasher. When new, the ride wasconsidered rm by the standards of the day but thiscontributed to its rock-solid stability at speed.The lovely Shooting Star was for many the best

of the twins, reckoned historian Roy Bacon,combining enough performance for all practicalpurposes on the roads of the times with style andcomfort. It is fast enough, has good acceleration, anice gearbox, smooth brakes and minimalvibration. All that adds up to comfort and amachine that can be ridden fast for a long timewithout aches or pains.When tested in the late 1950s, this model was

capable of 98mph at its maximum. The MotorCycle magazine rode a very similar machine backin 1957 when it was brand new. Its writer saidease of handling, sweet transmission and smoothlow speed pulling make the Shooting Star adelightful machine to ride in traffic, while zestfulacceleration and steering cater admirably for therider who wants something out of the ordinary in500cc performance. The A7SS covered astanding quarter mile in 16 seconds; the earlier,standard A7 had been timed at 17.6 seconds.So although the SS was significantly heavier (it

GB Motorcycles had not one but two A7 ShootingStars in stock when we went to press. This is a1955 example, which has been recently servicedwith a new carb, re-wound dynamo and regulatortted. Yours for 5750 from 01249 720448

BUY ITNOWPrice guide

2800 low to 4000 high

FAuLTS & FOiBLeSBottom end bearings benetfrom regular lube changes.External oil lter also helps(or go the whole hog with a

bearing conversion; not alwaysnecessary on the 500).

6v lighting inadequate (swapto 12v / LED). Upgrade front

brake if needed to larger drum.Modern fork kits give two-waydamping with multi-rate springs

to tighten handling androadholding

ALSO cOnSiderAJS Model 20 or Matchless G9

(similarly solid 500 twinsavailable in CSR trim);

Moto Guzzi V50 (a later takeon a similar theme, with added

shaft drive);BSA A50 (a worthy successor

and a fair bit cheaper)

SPeciALiST inFODragany Motorcycles;

Lightning Spares;Supreme Motorcycles

OwnerS cLuBBSA Owners Club:

www.bsaownersclub.co.uk

1

2

3


RIDINGLIFE ||BSAA7

weighed about 12lb more than the A7 of 1951),its performance had improved by a considerablemargin for the time.Practicality had not been sacriced for this extra

performance, however. The A7SS had a slightly largerturning circle than its predecessor but the engine wasjust as tractable at low speeds. At 30mph in top gearit could tick-tock along at 2000rpm and it pulledsmoothly from as low as 13mph in top gear. Forreally low speed crawling in rst gear, it was best toretard the ignition a touch, and the A7SS retained itsmanual ignition control even as auto-advance unitswere becoming fashionable.The swinging arm machine was inevitably taller

than its plunger predecessor, and its seat heightrose to 32 inches, but ground clearance also

improved by an inch. The A7SS retained itsexcellent economy and would return 77mpg at50mph 5mpg more than the slower, older model.For all its docile nature, roadtesters of the timedidnt spare the horses. One of the prime joys onthe Shooting Star is to push the speed swiftly up to55mph in second gear and 80mph in third beforesettling down to sustained high speeds. One riderreported clipping along in this manner at an averageof 60mph on main roads, not motorways...The Motor Cycle decided that the Shooting Star

was a supersports model with punch and charm;high performance combined with docility, quietnessand economy. Never as glamorous as the Triumph500s, the A7 nonetheless exudes a smooth charmand is arguably better suited to sustained high-speed cruising than the T100s. The A7 wasreplaced in 1962 by the unit-construction A50.Owner Phil bought this particular A7SS back in

2006 when, in theory, it had already beenrestored. I more or less dismantled the bike, heexplains, and it was just as well that he did. Insidethe engine, Phil discovered that the small endbush was missing from the left-hand con rod. Somuch for the bike being fully restored! If you wanta job doing properly, it appears you need to do ityourself. So Phil inspected, replaced or repairedand then reassembled the Shooting Starscomponents, discovering along the way that it hasa Japanese clutch assembly which worksperfectly.Since then, this handsome bike has given him

no bother. The ride and the roadholding are nearperfect. The only weak point is the occasional dripof oil. Phils delighted with his Shooting Star aswell he should be. The Motor Cycle reckoned thatthe A7SS was just about excellent at everything:flashing acceleration, high averages, rock steadyat speed and docile in traffic Its one of theworlds most remarkable twins.

BUILT: 1954 to 1962. ENGINE: Air-cooled ohv parallel twin. BORE / STROKE: 66 x 72.6mm.CAPACITY: 497cc. COMPRESSION: 8:1. CARBURETTOR: Amal Monobloc.

IGNITION: Lucas magneto. ELECTRICS: 6v, 60W dynamo. TRANSMISSION: Four-speed positive-stop foot-operated. LUBRICATION: Dry sump, gear pump CLUTCH: Multi-plate.

FRAME: Welded duplex cradle. FRONT SUSPENSION: Tele forks, hydraulically damped.REAR SUSPENSION: Swinging arm with twin adjustable Girling shocks. FRONT TYRE: 3.25 x 19.

REAR TYRE: 3.50 x 19. WHEELBASE: 56in GROUND CLEARANCE: 6.5inSEAT HEIGHT: 32in WEIGHT: 416lb dry. TURNING CIRCLE: 14ft. FUEL ECONOMY: 77mpg

at 50mph. BRAKING: 29ft from 30mph. TOP SPEED: 98mph. PRICE NEW: 202 in 1956.

Above: A small detail, but amajor riders plus; the brakeson this machine are not theAriel-type full-width alloydevices, which can be toospongey for comfort. Instead,this machine has the neat BSAhalf-width type, complete withthe rod-operated rear, which ismuch better than the cableoperation of the alternatives

CBG


K IDDERM IN STERM O TO RCYCLES

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01562 66679 Telepho ne01562 825826 Tel/Fa x

e-m a il: k m c 4 b s a @ ho tm a il.c o m


RIDINGLIFE ||TIGERCUB

INTRODUCED IN 1958, the 200cc T20 Tiger Cubwas a direct development of the 149cc Terrier,which itself was first built in 1952. Both weresimple and compact machines, styled to match thefashions of the day.The 1958 Cub with its inclined ohv single

cylinder engine was capable of 60mph at a pushand returned around 100mpg. With its brilliantperformance, boasted the brochure, the TriumphTiger Cub is the popular choice of the lightweightenthusiast today. He appreciates the lively four-stroke ohv engine with its simple dry sumplubrication system and four-speed gearbox built inunit. As for economy of running and value formoney, the Cub is really on its own.This combination of reasonable performance and

fair frugality, together with a dash of EdwardTurners design panache, kept the Cub inproduction until 1970, despite some skimping onthe spec of the earlier models. The unitconstruction 199cc engine ran 7:1 compressionand was fitted with an alloy cylinder head, a plain

big end bearing (famous for being fast wearing),and used a double-plunger oil pump. Although theduplex primary chain was supposedly silent, itwas very sensitive to the level of lube in its oil bathand could easily stretch and slap if badlymaintained. So although the motor output was10bhp at 6000rpm, you couldnt necessarilyrely on that much power being used to rotate therear wheelThe Cub was an excellent performer, said Cyril

Ayton of Motorcycle Sport, with a top speed of65mph and plenty of acceleration to distance it onthe road from contemporary two-strokes ofcomparable size. There is always some downside,however: it was also noisy both mechanicallyand from the exhaust and prone to harshvibration when caned (so thats pretty much all thetime, then).The T20C was produced for the sporting rider

from the late 1950s, with larger wheels, greatermudguard clearance, different gear ratios, and anupswept pipe which made it easily adaptable for

OriginalTiggerDirt bikes tend to have a tough life. This muddy Cub has somehow managed tosurvive 55 years unscathed

PHOTOS BYMIKE POWELL

Above: This is about asoriginal a Cub as youre likelyto nd. Basic, few frills andthrills to match

Below: 199cc of purecharm and character.Who needs more?


competitive riding. Subsequent muddy Cubmodels included the T20T (Trials), T20SL(Scrambler), T20M (Mountain) and TR20 (SuperTrials). Alongside the lightweight Greeves, thevarious incarnations of off-road Cubs became aroaring (sorry!) success and remains extremelypopular with pre-65 trials guys today.Mike Powell runs the Tiger Cub Club and owns

the T20T seen here. Of all the 50-plus Tiger Cubsthat have passed through my hands in recentyears, says Mike, the T20T has to be thefavourite. This particular one is anyway!The T20T is not really the best of the breed. Its

not quite the rarest, the prettiest, fastest, or anyother est you care to mention. This one though,for me, is just about as good as a Cub gets. Everynut, bolt, washer and almost every other minor ormajor component is original to the bike and hasnever been subjected to the usual attack byhammer, adjustable spanner or other weapon bythe amateur mechanic.The bike has all correct unmutilated numbers,

its original registration and as good a provenanceas you could wish for, including the buff logbook.You could think from the condition of the bolt headsand other fasteners that perhaps it has never had aspanner anywhere near it in the 6800 miles on theclock. The engine has never been split and runs assweet and quiet as any Cub deserves to, as long asthere are a few thous of clearance at the tappets.One of only about 60 made at Meriden, this Cub

was originally supplied in 1961 to Kings ofManchester and then spent 48 years in the areabefore turning up in Cornwall in 2009. Ged of Skye

Classics alerted me, knowing I would be interested.Coincidentally the second owner, who had it for40 years, contacted me to enquire if it was his oldbike. It surely was, and we had a long conversationabout its history, which conrmed the low mileageand the little use it had been put to, having neverbeen used in competition or even off-road.Early Cubs have an undeserved reputation for

fragility in the engine department and in standardform will not stand much abuse. However, in thehands of works riders, the like of Scott Ellis andhis mates, they performed well in the hardestevents of the day, so maybe the works bikes werebreathed on a little by the Triumph competition

Its not a trials model, but at 1995 there wouldbe some scope in the budget to convert this 1960T20 to scrambles spec if you so desired. The CubsMoT runs until June, and Anthony atPembrokeshire Classics says it starts and ridesreally well, and is in ride/restore condition. Readyto go! See pembrokeshireclassics.com

BUY ITNOW

PRICE GUIDE2500 low to 4000 high

KNOWN FAULTSTroublesome energy-transferelectrics (cure with 12v

conversion); fake works replicasfor sale (check engine and

frame numbers); early engineswith plain big end bearingsneed regular oil changes and

thorough warming

ALSO CONSIDERBSA C15T (marginally more

grunt and mass for less money);Sprite or similar twin-shockpre-65 (the Villiers-powered

two-stroke opposition);Bantam Trials (cheap n

cheerful stroker)

SPECIALIST INFOGreystone Enterprises,Burton Bike Bits, Serco,

Hawkshaw Motorcycles, AcmeStainless, B&B Engineering,

Performance Classics

OWNERS CLUBTiger Cub and Terrier Register:

[email protected] Cub Club:

tigercubclub.co.uk

Above: Combustible mixtureswere supplied by a tiny Amal,while sparks were timed anddelivered inside the metallicmushroom below it


RIDINGLIFE ||TIGERCUB

department. The T20T was sold as a WorksReplica trials bike and it did have the wide ratiogearbox, raised bars, knobblies, the troublesomebatteryless energy transfer ignition system andsump guard fitted, which were indicative of itstrials aspirations. But they came to private ownersvia the distributor network complete with fulllighting, a dualseat and pillion footrests as seen onmy bike, which you wouldnt expect to see on a

serious competition machine. Maybe woollythinking by the marketing department?The only concession to modern life has been to

replace that ET ignition with updated electronics.Paul Goffs replacement components fitunobtrusively, with the added advantage of asimple conversion to 12volt and provision of anignition switch, all of which transform the startingprocedure. The modern premium 400/18 rear trialstyres are a little tight around the swinging armpivot area but you can fix this with a slimmerprofile rear tyre, still marked 400/18 but more likethe 350/18 Dunlop Trials originals. Its availablefrom Vee Rubber. The 19-inch front knobbly hasbeen scarce for years, but the same company cannow supply a suitable 275 version.Apart from that the spares situation is

excellent. The T20T is basically the same bike asall the other Cub variants with a few detail trimand technical specifications. A number ofspecialists have developed parts to replace 99% ofthose needed in normal use, so any Cub shouldntbe off the road for long.If you want something a little more sporty than

the average road Tiger Cub, any of the Sports Cubswill do, but the T20T and its later brother theTR20 have that indefinable off-road look aboutthem. Theyre as close to a Triumph works trialsbike as you could ever get. But take care! Thereare more of these machines out there now thanTriumph ever made

BUILT: 1960-61 (T20T) ENGINE: Air-cooled ohv four-stroke singleBORE/STROKE: 63 x 64mm CAPACITY: 199cc OUTPUT: 10bhp @ 6000rpm

COMPRESSION: 7:1 LUBRICATION: Dry sump, double plunger pump TRANSMISSION: Four-speed, multi-plate wet clutch DRIVE: Chain, duplex primary BRAKES: 5.5in sls drums

ELECTRICS: Energy transfer FRONT SUSPENSION: Tele forks REAR SUSPENSION: Twinshocks, swinging arm FRONT TYRE: 3.00 x 19 REAR TYRE: 3.50 x 18 WHEELBASE: 49inSEAT HEIGHT: 30in GROUND CLEARANCE: 6in WEIGHT: 210lb TOP SPEED: 60mph

Above: Nothing about a Cubis intimidating. Nothing at all

CBG


For several years now, marque specialists such asNorvil Motorcycles, have been building brand newCommandos on commission. You can order almost anyspecification you like: a 920cc Production Racer or an 850ccFastback or (for the very bold) a 1000cc beast of a bike.

These machines are hand-built to meet the customersdream, using all-new components many of themmanufactured in the UK to modern tolerances and fromhigher specification materials than the original parts. Youcan choose high-compression pistons, hot cams, twin 14indrilled discs or primary belt-drive from a slightlyintimidating list and if you dont fancy fitting an electricstart then theres an easy kick start option. You could evenask for a Commando Lo-Boy to suit the short of leg, with aframe that is two inches lower than usual, equipped with18in wheels and custom shocks, oil tank and sidepanels.The only downside is that Norvil has at leasta three-year waiting list for new-build bikes, so youwouldnt be riding a new Commando built in Cannockany time soon.

Over in Italy, the Stile Italiano team does things a littledifferently. Led by the firms founder Gianluca, Stile Italianobuya, sella and, of course, builds extra-special motorcycles.Its stocklist is always packed with high-end Italian exotica,but it also incorporates an extensive collection of Britishclassics, from original spec sprung-hub Triumph twins tomuch-modded caf racers and even a Commando Hi-Rider(groovy, baby). Stile Italiano also builds and prepares aseries of CR caf racer specials, often using a big HarleyV-twin engine slotted into a Norton chassis. If your tastestend more towards flat-trackers, then the 1340 Stile DynaScrambler is a thing to behold indeed

The story behind the Commando CR750RR is a littledifferent. It wasnt one of those projects with a specificpurpose. It just happened, when the major componentparts presented themselves and almost begged to be puttogether. Inspiration struck Gianluca when one of hiscustomers offered him a freshly rebuilt Commando 750motor. I had the parts standing around in the workshopfor a while, explains Gianluca. A chrome frame with

You can buy a brand new Commando Caf Racer from Norton at Donington.Or you could look further aeld for something unique

Caf crme

RIDINGLIFE ||NORTONCR750RR

Photos: Grease Monkey

above: It is remarkable howmuch a Commando can becustomised and still be entirelyrecognisable


the bodywork, while the Dunstall forks were bought inan autojumble 20 years ago. It was a design idea in theback of my mind and the engine provided the impetus toactually build it.

The idea was to build an aggressive-looking bike for theroad (RR Road Racer), but with the Italian taste fordetails. The exhaust and the very small headlight suggestthat its a pure race bike when you look at it from the side.Or it appears to be a very aggressive road bike when youlook at it three-quarters on. Then when you notice thedetails such as the polishing, the seat and the top-qualitymirror-effect of the paintwork you feel the Italian touch.Mission accomplished!

You get the impression that Gianlucas very happy withthe way this project has turned out although we do haveto admit that when these photos were taken it wasnt quitecomplete. Gianluca intends to fit an Alton electric starter tothe 750RR, which is why you cant see a kickstart leveranywhere. At the moment if you want to hear this baby jivethen youll need to run and bump it into life (or employ

If someone like Norvil was to hand-build an all-new750 Commando, then youd be looking at a price-tag ofaround 15,000. Similarly, a brand-new fuel-injectedNorton Commando 961 Caf Racer costs 15,750.Oddly enough, thats pretty much the same as the pricetag on the CR750RR: 20,000 or thereabouts, fromstileitaliano.com

BUY ITNOW

Above: Head on the Norton isfull of menace, rare Dunstallforks catch the eye, too

Detail. Badges to wear next toyour heart

It took Norton quite a while tosupply the Commando with adisc up front, and the companynever did get around to offeringa side-by-side pair of them.Dunstall developed these all onits own, mainly for its racers


RIDINGLIFE ||NORTONCR750RR

some starter rollers, which is considerably more practicalbut a lot less butch). The CR750RR was needed for adisplay at the first major Italian bike show of the season,which interrupted the process of fitting the starter. Its thenext step, promises Gianluca.

To reach this point, the build took three months of a mixof inspiration and perspiration. Falcon shocks at the backnicely balance the Dunstall forks and brakes. That eye-catching Virex exhaust system is a purpose-built one-offitem that sounds like thunder. The rear wheel was a littlemore of a challenge and Gianluca admits that his choice ofa 17in enduro wheel from a Japanese machine wassomething of a provocation but I like it this way.

The recently rebuilt engine is packed full of Hemmingsand Norvil components, with a fully gas-flowed top end.The chap who rebuilt the engine opted to keep it at theoriginal 745cc and not go the big bore route, but even soGianluca thinks itll be good for at least 60bhp, around a10% boost over the standard 750 Commando. The ultra-light trick chassis components play their part on the otherside of the power/weight equation, saving 50lb, whichbrings the Commando down from the 395lb dry weight of aroadster to match the JPN racers 350lb.

All of which suggests that the CR750RR should be farfrom backwards in going forwards but the pleasure ofletting it loose at full bore is reserved for the person whobuys it. The Stile Italiano team is slightly unusual in that theybikes arent built to commission. Gianluca is a perfectionistwho prefers to complete a project and then nd a home forit. We only build bikes how we like them, he explains, andthen sometimes we sell them. We want to realise our designsentirely as we have visualised them, and not compromisewith clients during the build. Some of Gianlucas favouriteprojects have a permanent place at the Stile Italianoshowroom but this unique CR750RR will be offered forsale. Look out for it at Continental track days this summer

BUILT FROM: 1968 to 1975 ENGINE: Air-cooled ohv parallel twin BORE / STROKE: 73 x 89mmCAPACITY: 745cc COMPRESSION: 8.9:1 POWER: 56bhp @ 6500rpmCARBURATION: 2x Amal 30mm Concentric LUBRICATION: Dry sump

PRIMARY DRIVE: Triplex chain CLUTCH: Wet, multiplate, diaphragm springGEARBOX: Four-speed constant mesh STARTER: Kick-start GENERATOR: 120W Lucas alternator

IGNITION: Coil, contact breakers FRAME: Tubular steel double cradle with Isolastic mountingsFRONT SUSPENSION: Tele forks, oil damped REAR SUSPENSION: Twin Girling shocks, swinging arm

FRONT TYRE: 3.00 x 19 REAR TYRE: 3.50 x 19 WHEELBASE: 57in SEAT HEIGHT: 31inDRY WEIGHT: 395lb TOP SPEED: 120mph (All data for standard 750 Roadster)

Above: Exhaustive attentionto detail. Weve no idea what itsounds like, but it surely mustbe pleasant enough

At the heart of it all sits the745cc Commando enginepacked full of Hemmings andNorvil components, with a fullygas-owed top end. Beauty

In a workshop as clean as anoperating theatre, a Commandoawaits reconstructive surgery

Best not to burden the Nortonrider with too muchinformation, we feel. This isquite an alternative to todaysdigital offerings, sat nav andTV screens

CBG


WHEN SYLVESTER H ROPER attached asmall steam engine to an iron-frameboneshaker bicycle near Boston around1867, one question burned in his mind, onceit proved functional; How fast will it go?

I have no doubt Guillame Perreaux askedhimself the same question in Paris that sameyear, when he also attached a micro-steamerto one of Pierre Michauxs newly patentedpedal-velocipedes. But it was Roper who wasmotorcyclings first speed demon, and its firstmartyr. Every caf racer on planet earthshould affix to their bike a lucky charm withRopers visage. Forget St Christopher henever rode a bike; Roper is the true patronsaint of motorcycles, and he died for thesame sin which stains 21st century bikers the lust for speed.

Albert Augustus Pope, the hi-wheel racingchamp-turned-bicycle maker of theColumbia brand, commissioned Roper tobuild a pacer for his racing team. Popeprovided a Columbia safety bicycle, which Roper hot-rodded with a newsteamer. His self propeller was the fastest thing on wheels, being able toclimb any hill and outrun any horse, and he regularly scorched the sevenmiles between his home in Roxbury to the Boston Yacht Club. On June 1,1896, at the ripe old age of 73, Roper was asked to demonstrate hismotorcycle on the Charles River Speedway, a banked cement bicycle racingtrack in Cambridge, Mass. Pacing turned into racing, and Roper kicked theirasses with the 42mph speed of his steamer. Track officials urged him tounleash the hissing beast to the full, and the septuagenarian inventor wasexcited to oblige. After a few scorching laps, Roper was seen to wobble andslow towards his pit crew his son Charles into whose arms he collapsed,dead. Roper did not crash, but likely had a heart attack from the excitement.Roper became the first motorcycle fatality not from a wreck, but from thethrill. He deserves a sprocket-edged halo.

Glenn Curtiss inherited Ropers lust for speed. As one of the earliestmotorcycle manufacturers in the US, hed caught the racing bug first onbicycles, then attached an E R Thomas Auto Bi motor to his bicycle in 1899,which he called the Happy Hooligan (yes, our great-grandpa was cool).

Curtiss thought the Thomas engine, which copied Comte DeDions design,was crap, so he built his own motor. Curtiss was a mathematical andengineering genius since his childhood, and his engines were reliable and

performed better than anything else whenintroduced in 1905. Curtiss engines were sogood he caught the eye of the fledglingaviation industry, and began supplyingmotors for dirigibles. But Curtiss was morethan an engineer; the question how fast?burned bright in his soul, so in 1906 heconstructed a spindly motorcycle framearound his V-8 dirigible motor, and travelledto Florida to test his monster on the onlyspeed venue in the US; Daytona/Ormondbeach.

Timed runs on the sand were conductedwith cars and motorcycles, and Curtisswaited until the end of the days normalspeed runs, with ordinary production bikes,before wheeling out his 40hp behemoth. Hepromptly scorched through a one mile trapat 136.3mph the fastest speed of anypowered human to date. His return run wasruined by the disintegration of the direct shaftdrive to the rear wheel (no surprise, with a

sand bath for the exposed universal joint) and the rear wheel locked at130mph, while the drive shaft flailed away at the rider... but Curtissconsiderable racing experience won out, and he hauled the beast to a stopwithout crashing. A true American hero.

With time, the Fdration Internationale de Motocyclisme (FIM) wascreated to supervise speed records, and the first official FIM ratified speedwas taken again at Daytona beach, when Gene Walker pushed his IndianChief to 104.12mph in 1920. That was the last time an American flag flewover the world motorcycle speed record for 70 years. For their own reasons,American motorcycle manufacturers, who built the technical equal of anybike in the world through the 1920s, virtually disappeared from globalmotorcycle competition after 1923, when Freddie Dixon took third at the Isleof Man TT on an Indian 500cc sidevalve single. America turned inward, toits own style of dirt-track racing, and the world speed records of the 1920sbelonged exclusively to the British.

In 1923 Bert LeVack took a frame built by Claude Temple, stuffed it witha mighty 996cc dohc Anzani engine, and bumped along at Brooklands,half airborne on the notoriously bumpy track. LeVack averaged108.41mph, and the FIM didnt have to cross the Atlantic again formotorcycles until the 1950s, when Bonneville became the location ofchoice for speed-mad riders. CBG

PAUL DORLEANS

TOTWISTTHETHROTTLE,AND BE FASTEST

In 1906 he constructed a spindlymotorcycle frame around his V-8dirigible motor, and travelled toFlorida to test his monster

||OPINION ||

WHO IS PAUL DORLEANS?Paul dOrleans is a writer, artist, sartorialist and photographer. Hes best known as The Vintagent for his long-running blog and judges

concours such as the Quail and Villa dEste, consults for Bonhams auctions, shoots digital and Tintype photographs, and is curating anexhibit on cafe racers at the Sturgis Motorcycle Museum.

Every caf racer on planet earth should affix to their bike a luckycharm with Ropers visage. Forget St Christopher he never rode a bike;

Roper is the true patron saint of motorcycles

ILLUSTRATION BY MARTIN SQUIRES


IT WOULD BE nice to kick-off with thevaguely immortal words of Micky the Jaguar:Please allow me to introduce myself, Im aman of wealth and taste, but neither claimwould be remotely true. And yet I feel itbehooves me to explain why Im here andwhat I plan to do about it.

In fact, preposterous although it may seem,Im one of the reasons this bulwark ofmotorcycling fabulousness exists, for back inthe mists of time in a land far, far away I ran apublishing company which was approachedby a handsome, modest individual with apassion for aulde motorbicycles. This gentsomehow persuaded me that in addition toMotorCycle International and MotorcycleEnthusiast (and lets not forget Skateboard!)which we already threw into unsuspectingnewsagents each month, we should put out awee magazine called Used & Classic BikeGuide. That man was CBGs recentlyrehabilitated editor, Frank Westworth, and asyou may surmise, this was that magazine. Orrather half of it. The better half of course.

Much water and quite a bit of noxious uidhas owed under the metaphorical bridgesince then. Magazines have come, gone, changed hands and in rare cases,improved beyond all recognition this one being one of them but Frank andI have remained cheery sparring partners, though wisely perhaps, not publishingpartners. But when he resumed captaincy of this majestic enterprise, I feltobliged to tell him that what it lacked these days was the voice of treason, akayrs. trly. mouthing off about the sort of bikes that men of my generation grewup with, and grew to love, after the British bike industry had more or less, andmore or less willfully disappeared down the swanee; aka Jap Crap.

And oddly enough, Big Frank agreed. So here I am, and while theaforegoing scene-setting probably explains why I lack both wealth and taste,that wont prevent me from pretending otherwise. So lets begin by statingthe obvious at least as far as Im concerned which is that classic British(and most continental) bikes are woefully impractical. Impractical in thesense that they invariably are hard to start, unreliable unless expensivelymaintained and little used, cant keep up with modern traffic and dont stopterribly well, which in modern traffic, can literally be lethal.

But what we can now justifiably call Japanese classics are invariably inevery respect precisely the opposite (same goes for lots of continental ones,Im pleased to say).

And having owned a number of Greeves, Cottons, Dots, BSAs andTriumphs as well as many Japanese, Italian and even German bikes, and

ridden lots more in what I laughingly call mycareer as a biking hack, I know thesestatements to be true. Proof? Well my dailyrider is a 1985 Honda CBX750-F, to whichIve done nothing but change oil and filters,replace the odd tyre and brake pad and, justrecently, steering-head bearings. It starts onthe button, goes like the clappers, and stopson a sixpence. It cost me 750 four years agoand were I to sell it now, would probablystruggle to fetch twice that.

The last British bike I owned was aTriumph Trailblazer SS, brought brand newin 1970 and which within a year of ownershipneeded a new clutch, frequent attention toits induction and ignition arrangements anda steady succession of bulbs that vibratedinto oblivion. I sold it for two-thirds of its 369list price and bought a Yamaha. Okay, thatT25 would currently be worth four times whatI paid for the Honda, but how much actualriding would I get out of it nowadays? And atwhat cost?

Well the answer to that is very little at all.And where Frank and I agree which isntvery often is that aulde motorbykes are for

riding, not trailering around to shows so that men of a certain age (e.g. yrs.trly.) can ogle them moisty-eyed and recount fond memories of ploddinground on them in our greatcoats and Corker helmets when they were the bestthat Britain could offer.

Not that Im agin ogling nicely restored machinery, indeed I do it with guiltypleasure whenever possible, but for me the whole point of machinery is touse it as its makers intended, and thats only really possible with Japanese(and some continental) classics. And perhaps more to the point, as my Hondaproves, good, rideable 30 or 40 year-old Japanese bikes are also actually stillaffordable. Oh yes I know there are plenty of chumps who will happily paysquillions for Kawasaki Z900s and Honda CB400Fs with matching numbersand whiskers on their tyres, but the thing is that there are still plenty ofroadworthy Z900s and CB400Fs that havent been restored to within an inchof their lives and are thus available to stingy old farts like me. And thats muchless likely with the classic Brits.

So while I can just about appreciate the lantern-jawed beauty and oftenagricultural simplicity of your old Ayjays, Beezers and Trumpets, toparaphrase the lyrics of another pop anthem from the mists of time, whenGuildfords finest pop combo The Vapors, released their massive and only hit (Im) Turning Japanese in 1980, Id already done so, and Im still at it.

So watch out. CBG

MARKWILLIAMS

THEVOICE OFTREASON

Please allow me to introducemyself, Im a man of wealth

and taste

WHO IS MARK WILLIAMS?Williams is a serial motorbicycle magazine junkie, having published, launched and edited Bike, Which Bike? and MotorCycle International

amongst others. Which means hes tested, ridden and even owned more bikes than is probably good for him

Not that Im agin ogling nicely restored machinery, indeed I do it with guiltypleasure whenever possible, but for me the whole point of machinery is to use it as

its makers intended, and thats only really possible with Japanese classics

ILLUSTRATION BY LOUISE LIMB

||OPINION ||


A VERY LONG time ago someone inventedthe motorcycle. Learned men have debatedand written about this first motorcycle,stating that it was built by a couple ofGermans, but there are those who say it wasmade in New York. It might have been builtby a chap called Wilfred, who lived in a shedin a small village in Yorkshire, but nobodyreally knows.

The one fact that is absolutely irrefutableis that it had a frame, two wheels, a seat, aset of handlebars AND an engine, but NOgearbox. The bicycle had been inventedthousands of years before by Fred Flintstoneand when some other clever bloke put a fewbits of metal together with a combustiblecompound, the internal combustion enginewas born. Then another smarty-pantsmarried the two together and the motor-bicycle had arrived.

The engine drove the rear wheel by a belt, usually made of a laminatedcanvas or leather; no clutch and direct drive. Pedals were still incorporatedinto the machine, and to start the motorcycle you pulled in the valve lifter,pedalled like mad until a healthy speed was obtained, and on dropping thevalve with a bit of luck the motor fired up. Away you went.

Titch Allen, the founder member of the Vintage Motor Cycle Club, oncedescribed the riding of a single-speed machine compared to one with agearbox as akin to the difference of gliding versus powered flight. Notransmission noise or clatter. There were, however, a few drawbacks; if youhad to stop at a junction or because a stray horse and cart was in your wayit meant pulling in the valve lifter to cut the engine and applying the near-useless brakes of the time.

With a bit of luck you survived, but then you had to repeat the startingprocedure to continue your journey. For those who wanted more flexibility tothe motorcycling experience, an adjustable front pulley was available.

At the bottom of a hill you stopped your motor, opened the toolbox, and bywielding a few spanners the gear ratio could be reduced to allow the steepascent. Then you had to pedal uphill to get the motor firing. At the top of thehill, you stopped again, adjusted the pulley to a higher ratio and away youwent again. A proper motorcycling experience for hardy chaps.

The next clever bloke invented automaticadjustable pulleys (relying on torque,Newtons Laws and luck), then two-speedrear hubs and then the Rudge multi systemand then the gearbox.

In 1915 James Lansdowne Norton loanedhis friend Jack Izzy Cohen (designer of theSturmey-Archer three-speed countershaftgearbox and a distant relation of mine) aBig 4 to test his new mechanism, and thefollowing year the range of Nortonmotorcycles was available with the newgearbox, although the direct belt drive, singlespeeders were not only still available,but remained the choice for the fast menat Brooklands.

Innovative designs such as a gearbox witha nicely polished round knob were frequentlymet with an air of scepticism from the hard

men who were reluctant to change their riding style; for with a gearbox, notonly did you have an extra lever for changing ratio, but a clutch lever as well,and more often than not a kick-starter. Too many knobs and levers for myliking ol boy; the following extract from The Motor Cycle illustrates the point.

A rider new to the experience of a gearbox with three extra controls (gearchange lever, clutch lever and kickstarter) and the choice of three speeds,enquired to the Help Line at The Motor Cycle:

I have just purchased a 4hp motor cycle, fitted with Sturmey-Archercountershaft gearbox, clutch and kick-starter. What is the correct method ofchanging gear i.e. whether by use of clutch or exhaust valve lifter? Somemotor cyclists advise me to use the latter as it saves unnecessary wear of theclutch plates.

The reply was: It is really immaterial which method you use; our ownexperience with this type of gearbox is to change up on the exhaust lifter, asa very quick change can be made. When changing down it is not necessaryeither to release the clutch or raise the exhaust: merely throttle down slightly,and move the gear lever smartly to the next lower position, but a smootherchange down may be made on the clutch, especially on a greasy surface.

How times have changed! Today we accept the gearbox as much as anyother part of our motorcycle. And as the electric bike evolves, I guess thegearbox will be a thing of the past CBG

GEORGE COHEN

WHONEEDSAGEARBOX?

Innovative designs such as agearbox with a nicely polishedround knob were frequently met

with an air of scepticism

WHO IS GEORGE COHEN?Dr George Cohen, MBBS MSc MRCPsych BA Eng, holds surgery in The Somerset Shed, and specializes in Norton singles. Hes also a VMCC

Norton Specialist, Bonhams Motoring Consultant, Doctor of Reason and Soldier of Fortune

Titch Allen once described the riding of a single-speed machinecompared to one with a gearbox as akin to the difference

of gliding versus powered flight

ILLUSTRATION BY MARTIN SQUIRES

||OPINION ||

TRIUMPH X-75 HURRICANE

When the sale of Britishmotorcycles in America collapsedin 1966, BSAs top brass didntknow what they were doingwrong. So the managers did what

managers always do. They ordered a survey.Published in November 1967 for their eyes

only, The Motor Cycle Today andTomorrow was prepared by thenew export sales department.A quick review of the situationrevealed that Honda was eatinginto sales of the A50 and A65BSA twins with the CB450,and while the Japanese werealready offering 350cctwo-strokes capable of over100mph, the recentlyannounced T500 Suzuki wouldhurt sales even more.The document also pointed out

that, although they were usefulcongestion-busters on crowdedfreeways, Americans didnt buymotorcycles mainly fortransportation, but that a man ismuch more likely to invest in anexpensive plaything if he canjustify the purchase by someutility value. Which is man-talkfor: Honey, I need a big, fastbike to get to work, even thoughtheres a perfectly good pick-upin the garage.And then there was image.

Honda had spent a fortune onadvertising, and BSAs marketingmen knew that they could neverreturn to the image of a motorcyclistas the leather jacketed rocker

Triumphs Hurricane, for that day when subtlety has left you far behind

X-FACTORWORDS AND PHOTOS:

PhilliP TooTh archive drawings: craig veTTer aT veTTer designworks

THE


fraternity because these people are looked downupon by all others who have not been converted tothe world of motor cycling. But the motorcyclecould be a status symbol. For this category ofbuyer, noted the secret document, the bigger andmore expensive the motorcycle the better.And thats where the new 750cc Triples come

into the picture. In 1968, the BSA-Triumph grouplaunched the A75R Rocket 3 and T150 Trident.The engine-gearbox units were mechanicallyidentical, but the BSA unit had smooth, egg-likestyling for the timing side to give the Rocket 3 justa hint of A65, and the engine was tipped 15forward in the frame. The Triumph engine had atiming side similar to the twins, with anindividually shaped gearbox end cover.With a top speed of 130mph, the triples

certainly had performance by the bucketful butstyling was something else. Instead of using JackWickes, known to Triumph men as Edward TurnersPencil, the top brass employed Ogle Design tocome up with something a bit flashier for theAmerican market a bit more like a Cadillacthan a Lotus.Ogle may have won awards for its toaster

designs, but the slab-sided petrol tanks and DanDare ray-gun silencers didnt go down well witheveryone not even in America. Don Brown, vicepresident of BSA Inc, the New Jersey based arm ofthe British company, hated the heavy look.Sales never really took off in spite of Yvon

Duhamel lapping Daytonas banked circuit on astock Rocket 3 at 131.790mph and, with a littlehelp from Dick Mann and Ray Hempstead,averaging 121.141mph for 200 miles.

Ogle may have won awards for its toasterdesigns, but the slab-sided petrol tanks andDan Dare ray-gun silencers didnt go down

well with everyone not even in America.

TRIUMPH X-75 HURRICANE

RIGHTA view of the works.

BSAs duplex bicycle isa sturdy structure, whilethe sideswiped exhausts

are unique

Its a Triumph, Jim, butnot as we know it. Infact the machine is a

re-badged Beezer. BSAcast special cylinderheads with wider fins

and painted the barrelsblack. Maybe BSA

worried about the bigengine overheating

in traffic. And maybeit didnt

BELOWNorton also attempteda cool look for the USmarket; its Commando

Hi-Rider. Great seat


Brown wanted something lighter, lither andaltogether sexier something with the X-Factor.And thats where Craig Vetter, a young motorcycleenthusiast with a college degree in industrialdesign, comes in. Brown might have been a clean-cut American while Vetter looked more like along-haired hippy, but they immediately hit it off.Vetter was making motorcycle fairings and

had designed a combined seat and tank unit forhis Suzuki T500 that held six gallons of petroland one of oil. He took it to Daytona Bike Weekand started passing business cards around. Oneended up on Browns desk and in early 1969 hemade the call, explaining that this was anoff-the-record commission.Vetter reasoned that while the

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