Innehållsförteckning för August 2018 från Classic Bike Guide

ROAD RACER WILLIAM Dunlop was killed in a crash while practising for the Skerries 100 Road races near Dublin on Saturday, July 7. He was 32 years old. Part of a motorcycle racing dynasty, William was the elder brother of Michael Dunlop, the son of Robert Dunlop and the nephew of Joey Dunlop. William’s father Robert was killed following an accident in practice at the NW200 in 2008, while his uncle Joey died after a crash in Estonia in 2000. Dunlop was making his return to the roads at Skerries after taking the decision to withdraw from the 2018 Isle of Man TT in June in order to be with his pregnant partner Janine Brolly, who is expecting their second child in September, a brother or sister to their first…

“ Indian’s effort peaked in 1911, when they took 1-2-3 at the TT, and DeRosier trounced Charlie Collier’s Matchless at Brooklands. ” THE AFTERNOON WAS muggy but tolerable in the shade of an oak tree, sitting on the deck of the family cabin, overlooking a rolling field to the sea. Our non-motorcycling guest, photographer Peter Kitchell, asked ‘what’s so fascinating about motorcycles?’ I replied ‘the politics, for one thing.’ His raised eyebrow led to a story from 1925, and two French photographs discovered this year that revealed how economic forces had changed the American motorcycle industry as dramatically as the separation of continents creating unique species in Australia. Timothy Pickering, co-author of the remarkable ‘Franklin’s Indians’, sent photos a few months ago from the French National Library. Our mutual Facebook…

2018 sees Dutch chassis guru Nico Bakker celebrate his 43rd year in business as Europe’s leading expert in the black art of motorcycle frame building – an art in which even his fellow practioners recognise his unrivalled innovation and ongoing expertise. The list of features which Bakker introduced to motorcycle design reads like a textbook of modern-day chassis technology, for the genial, moustachio’d 68-year old Dutchman was the first to fit a monoshock rear suspension to a grand prix racebike; the first to use a rising-rate link on the rear end of any motorcycle; the first to employ upside down forks for street use; the first to fit a single-sided rear swingarm to a four-cylinder streetbike (some years before Honda did so on the RC30); the first to offer a…

“ His road positioning was flawless, aiming for sightlines and adjusting to the road camber. Our speed slowly crept up until we were running into licence-damaging areas. But the roads were clear and appeared camera-free – it was a great, exhilarating ride. ” WHAT AN AWESOME summer it is for riding. I write this with only a few fingers crossed, as publishing deadlines almost inevitably mean that you’re reading this while the skies are black and a biblical thunderstorm hammers at your windows… but from here, the weather is as startling fine as it always was in our youth. I have no idea how it can be, but no matter what actual age we are, youthful summers were always glorious, while later versions were less so. This is actually impossible.…

THOUGH SCHOOL, ACADEMIA and conventional studying weren’t my forte, I was lucky-enough to grow up in the countryside where the emphasis seems to be on fixing, well, all kinds of stuff. My parents saw I was interested in this, so when their old car failed the MoT badly, they gave it to me, aged 11. The proviso was that they would insure me when I was 17; and so began the long road of realising something was broken, how it was broken, how to fix it and then, once the first, second and often third attempt had failed, how to fix it successfully. Hours of my life were spent in the shed. There was no Jedi master to help me, just a smattering of old tools, added to every birthday…

THOSE THAT HAVE an interest in all things classic and Japanese will know how hard it can be to find those elusive semi-consumable items that are needed to keep their machines running. Yamaha specialists Yambits have a range of new items, including contact-breaker points and electrical condensers, sourced from Japan, for specific two-stroke models from the 1970s, including early RD 250 and 350 twins, YR5 and YDS7 models. The points are genuine Daiichi components – the company that supplies Yamaha and stocks are limited. They have also sourced hard-to-find brass carb floats for Mikuni carbs for the late 1970s XS range. Model completests might also want to snap up one of a limited number of under-seat document holders for RD, XS and TX models Visit yambits.co.uk…

MANUFACTURED: 1948-1961 ENGINE: Air cooled, OHV, two-valve dry sump twin DIMENSIONS: 66mm x 73mm CAPACITY: 498cc OUTPUT: 33bhp at 6800rpm COMPRESSION RATIO: 7.7:1 FUEL/IGNITION SYSTEM: Single Amal Monobloc carb, Lucas K2F Magneto ignition TRANSMISSION: Non-unit four-speed gearbox, chain primary drive, wet clutch CHASSIS: Steel, single downtube double cradle frame SUSPENSION: Front telescopic fork, hydraulic damping, Rear – 2 x oil damped Girling shock absorbers WEIGHT: 390lb/177kg WHEELBASE: 55.25in SEAT HEIGHT: 30.5in BRAKES: Front – full width sls drum; Rear – full width sls drum TYRES: Front – 3.25in x 19in Dunlop; Rear – 3.50in x 19in Dunlop. FUEL TANK: 3.75 gallons TOP SPEED: 90mph…

Though many Panthers have survived, back in the 1960s and 70s you could pick up a Panther for pennies, if you could get to one before it was dragged off to the scrapyard. They were sometimes abandoned or given away. Eddie says: “I’ve heard of one M120 owner whose bike broke down, and he just left it by the roadside and caught a bus home instead.” These days they rarely change hands, and when they do it will be through specialist classic dealers or through contacts within the Panther Owners’ Club. A good, useable M120 will sell for between £5000-8000. Keep an eye on the classified ads in this magazine, the dealer listings and online too... and most of all, be patient.…

PRICE: From £60,000 on the road ENGINE: 997cc 88 degree V-twin, liquid cooled, 8v BORE AND STROKE: 94mm x 71.8mm POWER: 100bhp @ 9800rpm (130bhp @ 8000rpm Sports version available) TORQUE: 89nm @ 7450rpm (120nm @ 6400rpm Sport version) TRANSMISSION: six-speed, wet clutch, chain drive FRONT SUSPENSION: Fior-type cast aluminium wishbone fork, titanium triangular links, monoshock with preload and rebound adjustment, 120mm travel REAR SUSPENSION: Cast aluminium swingarm pivoting from engine, monoshock adjustable for preload and rebound, 130mm travel FRONT BRAKE: 4 x 230mm Berenger 4D Stainless discs, 2 x four-piston Berenger radial calipers REAR BRAKE: single 230mm disc, Berenger twin-piston caliper TYRES: 120/70 ZR18 front, 160/60 ZR18 rear SEAT HEIGHT: 820mm DRY WEIGHT: 186kg For more information visit broughsuperiormotorcycles.com…

YOU COULD SEE the look of disdain on his face, it almost bordered upon contempt. What was it that had caused such a reaction? My newly acquired Yamaha RD350 had, apparently, offended Derek and he didn’t hang back from voicing his opinion either. “ Obviously each to their own and everyone has the right to spend their dosh the way they want. But why decry someone else’s take on classic motorcycles so vociferously? ” I’d been given the heads up on an early 1973 model that was in need of rehoming. Conveniently I had a space in the garage that needed filling and some cash from the sale of my erstwhile Suzuki T500 burning a hole in my pocket. The prospective purchase looked great in the emailed pictures... but then…

ENGINE: 445cc single-cylinder, four-stroke, sohc FRAME: Steel single tube beam with double cradle SUSPENSION: Telescopic hydraulic forks, double hydraulic shock absorber; spring preload adjustment BRAKES: Front –fixed disc with hydraulic control and ABS; Rear – fixed disc with hydraulic control WHEELS/TYRES: Front – 100/90-19; Rear – 130/80-17 / Pirelli MT-60 POWER: 29bhp @ 5300rpm SEAT HEIGHT: 874mm GROUND CLEARANCE: 226mm DRY WEIGHT: 153kg FUEL CAPACITY: 20 litres PRICE: £5499 CONTACT: swmmotorcycles.co.uk…

COSMIC REAR LIGHT This modern piece of kit could actually be brilliant for classic bikes, especially those scramblers and racers without lights. It is a clever rear light that you attach to the back of your helmet. Tap it twice and it is a rear light that, when it senses you’re slowing down enough, brings the brake light on. I was really sceptical when I first saw it, but all of my doubts seem to be unfounded. You attach a magnetic strip to the back of your helmet, so if you do happen to fall off, the light will just pop off, so as not to risk your helmet not doing its job. It’s bright and, because it’s on your lid it’s high up, so people tend to take notice.…

ENGINE: Air-cooled four-stroke OHV straight single 49cc FUEL DELIVERY: Single 14mm Keihin carb POWER: 1.8hp@5700rpm – that’s not much TORQUE: 0.29 kg/m@3500rpm no hills please PERFORMANCE: 35mph – not with me on it BRAKES: Drum front & rear – adjusted up is better GROUND CLEARANCE: 5.5in – knee down? FUEL CONSUMPTION: 200+mpg – smiles per mile higher WEIGHT: 50kg – throw it in your estate car VOLTAGE: Six volts – no battery 23W generator FUN FACTOR: 10/10…

THE LATEST PROJECT for the Sammy Miller Restoration Workshop is a 1913 TT Rudge that was donated to the Museum Trust by staunch supporter Bill McComb of County Antrim. Bill had the machine for many years in a dismantled and poor state and decided that it needed restoring, to bring it back to its full glory and to donate it for display in the Sammy Miller Museum Racing Gallery. There are many special features on the TT model that was originally registered in Northern Ireland. The Sammy Miller Museum displays nearly 400 motorcycles, some with great trial and racing history. It is one of the finest collections of fully-restored motorcycles in Europe. The contents are changing constantly and the museum also houses many motorcycling related artefacts. There is 40-seater café…

MOTO GUZZI HAVE unveiled a new version of their popular 750cc V7 III, the chrome tanked Limited. Just 500 of the V7 III Limited will be sold worldwide, with 20 coming to the UK. The fully chromed tank is topped off with a black leather vintage-look strap. Chrome plate shines across the rest of the Limited, and the shine is matched with black carbon fibre mudguards and side panels and black wheels. The Moto Guzzi 750 twin-cylinder engine has also been given attention with the throttle body covers made of black anodised aluminium and the cylinder heads given milled cooling fins. On the tank the Moto Guzzi eagle is rendered in a burnished finish and the locking fuel cap is made from billet aluminium, as are the handlebar risers that…

JULY 25 VMCC (Essex section) 3rd Wrinkly Run. starting from Writtle Green 26 LE Velo Lancs & S Lakes, Malham. Meet village centre 26 Krazy Horse – Park it in the Market. Greenwich Market, Greenwich Church Street, London, SE10 9HZ. www.krazyhorse.co.uk (see August 30) 27-29 Kingdom of Mourne Weekend 2018. Newcastle, Co Down. Organiser: Adrian Saunders, adriansni@gmail.com Tel. 07545 274883.vmccni.org.uk 27-29 Scottish National Assembly of Vintage Motorcycles. Coupars Sports Ground, Coupar Angus Road, Blairgowrie, Perthshire 28 LE Velo Northampton gathering. Red Lion, Thornby NN6 8SJ 28-29 Vintage Garden Festival, Letchworth Garden City. letchworthvintagefestival.org 29 Classics at the Castle. Bodelwyddan Castle, Rhyl, North Wales LL18 5YA. www.classicshows.org 29 Ace Cafe London, Sports Bike Special. Ace Cafe, Ace Corner, N Circular Rd, Stonebridge, London NW10 7UD. london.acecafe.com 29 Vintage Motor Cycle Club…

ENGINE: 645cc air-cooled ohv four-stroke single BORE & STROKE: 88mm x 106mm BHP: 27bhp @ 4500rpm COMPRESSIONRATIO:6.5:1 LUBRICATION:Wet sump CARB:Amal Monobloc TRANSMISSION:Burman four-speed, multi-plate dry clutch BRAKES: 8in sls drum front and rear ELECTRICS: 6v, Magdyno FRONT SUSPENSION: Telescopic fork, hydraulically damped REAR SUSPENSION: Swinging arm WHEELS: 3.25/3.50 x 19in front 3.50 x 19in wire rear FRAME: Tubular brazed, engine as stressed member FUEL CAPACITY: four gallon SEAT HEIGHT: 31in WHEELBASE: 56in WEIGHT: 425lb MAXIMUM SPEED: 80mph…

ENGINE: 736cc Royal Enfield MkII Interceptor air-cooled twin BORE AND STROKE: 71 x 93mm TRANSMISSION: Duplex primary chain to five-plate wet clutch, Albion four-speed gearbox FRAME: Nickel-plated and eccentric fork pivot SUSPENSION: Rickman telescopic front forks with hydraulic damping, swinging rear fork, twin Girling shock absorbers WHEELS: Borrani light alloy rims, Dunlop TT100 tyres, magnesium hubs BRAKES: Lockheed disc brakes 10in front, 9in rear ELECTRICS: Lucas 120w 12v capacitor system, Lucas Continental 700 7in headlamp EQUIPMENT: Three-gallon fibreglass tank, 150mph Smiths speedometer, 10,000rpm Smiths tachometer, light alloy centrestand…

Have you seen Brough Superior GW2275? I’ve just been reading your article ref the LA Broughs. A friend gave me these photos and asked if I could track down the owner of this Brough and find out if they would like to have them. His late father owned registration number GW2275. Denis 1957 or 1953? With reference to Part 2 of ‘Mike Hailwood’s machines’, which I have enjoyed very much, I want draw your attention to page 70 and the caption on the photo of John Surtees with his NSU Supersport in 1957. Would Count Agusta have known of this event as John was in his third year with MV and was not permitted to ride their lightweight machines. Also as an MV Works Rider would he have needed the…

“ Yup, British bike stands are the very worst. They’re also the best. I have a prewar Rudge, a company too small to produce multiple models, preferring instead to build them properly. ” I SIT HERE, just about, although wedged here in place by pillows and cushions like some impecunious would-be sultan is probably closer to the truth. The reason? I’ve ‘done my back’ in a motorcycle related injury. Whilst it would be more thrilling to relate a tale of high-speed shenanigans and how the only way to avoid the school bus was by laying the BSA down in a fountain of sparks, the truth, as always, is less exciting. I hurt it putting my bike on its centrestand. I’ve enjoyed a difficult and complex relationship with motorcycle stands throughout…

Since its inception in Milan in the early 1970s, SWM made a name for itself building a range of innovative, small capacity machines for Trials, Enduro and Motocross. Founded by Piero Sironi and Fausto Vergani in Milan, in reaction to the off-road successes of Japanese manufacturers in the early 1970s, SVVM (or Sironi Vergani Vimercate Milano) enjoyed some serious success on the world circuit for 20 years, taking titles across a wide breadth of off-road competition. But it didn’t last. Sadly, SWM went into liquidation in 1984. And that was it for 30 years... until Ampelio Macchi (formerly an engineer with Cagiva, Aprilia and Husqvarna) got his hands on the SWM brand and joined forces with Chinese businessman Daxing Gong. Together they kicked off its resurgence, unveiling six new models…

Our challenge was to restore a piece of two-wheel history to a good standard for around £500 including the purchase price; immediately I can confess that we failed, though not by much. Along with my long-suffering pal Alan Moore, over the years we have endured many days emotionally attached to one old classic or another. After several cars, a genuine ‘barn-find’ Honda SL125 arrived and it took us on a new path (some may consider it the ‘dark side’) that led to a Honda Chaly and, more recently, a Honda PC50 moped; I am sure you can see the pattern here. Yes, small four-stroke Hondas. From the earliest Sixties versions these are mechanically indestructible, cheap to fix and don’t annoy the neighbours. For many aged over two score and 10…

Oli Tanks for that… When the petrol tank on my Bonneville started spraying fuel from the front seam it was apparent that some cracks had been ‘fixed’ with body filler. The tank had already been inexpertly sealed and badly painted too. So I managed to find a replacement tank and a whole bunch of spares for a reasonable price instead. The new tank is in the much-loathed 1977 tawny brown paint scheme but in remarkably good condition, so I’m back on the road. And for some reason I now own a clutch cable and grab rail for a Yamaha SR125, among other things, which turned up with the tank. Steve Frame and thumb Call me cynical, but I reckon old bikes don’t like being restored. Swing arm plus the suspension…

A SERIES OF long rides on my T140 Bonneville had resulted an increasingly stiff clutch and a certain amount of noise from below, not least an intermittent and strident rattling sound. The former made it clear to me that the clutch and primary chain needed adjustment, while the latter definitely needed attention. The triplex primary chain sits behind the left-hand engine casing and you can check for play by removing a cap in the crankcase behind the cylinder block. Poking a finger inside showed that the chain was slacker than the 3/8in of a play it should have had. To adjust the chain, you must tighten (or loosen) a flexible tensioner situated at the bottom of the chain case. This is done on early T140s, according to the manual at…