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WorldMags.net

Gd
Gday,
Im penning this editorial just 12-hours after
returning home with the wife and kids from the
2014 Island Classic. Im still grinning and buzzing.
The best way to describe the weekend is, well,
bloody tops! I cant think of a better way to spend
Australia Day watching the Aussies beat the
Kiwis and Poms in a proper sport that doesnt
involve balls outside of the body!
From a professional point of view it was a lot
of hard work as there was just so much material
available and so many people to chat to and meet.
However, I did manage to sneak away in the hire
car and watch a few races on the hill at MG,
the best being the final International Challenge
where Gilesy proved to the world why he truly is a
legendary rider after the race Jeremy McWilliams
said, In my whole career, I dont think Ive ridden
harder than I did in that last race. I was trying to
get away, but when I saw Gilesy beating his chest
on the grid I knew it was going to be game on,
while TT hero John McGuinness admitted, I
underestimated how fast the racing is around
here, doing 37s on bikes that are 30 years old,
he said. I was crunching my plums in that
last race trying to keep up, and it was mega
enjoyable tough racing for sure.
The atmosphere was incredible and the
crowd numbers huge it seemed as big as
last years MotoGP. With the outside of the
circuit open to cars and bikes, enthusiastic
spectators could easily travel from turn to turn
to take it all in with thousands of classic bikes
being ridden around the paddocks adding to the
atmosphere. The spectators were also allowed
into the pits and infield, which really made this
a special event the riders and machines were

right there for the public to enjoy and the top riders
were seen chatting happily to the public all day
long over the weekend. That laid back atmosphere
was so enjoyable, it was like a giant shed beers full
of mates like-minded retro and classic motorcycle
enthusiasts all gathered together for a weekend of
intense racing and socialising.
I met plenty of readers, all of whom praised our
mag, and I saw lots of great bikes for future features.
On Monday, Steve Brouggy gave me a spot at one
of his fantastic Phillip Island Ride Days and I tested
all three Trevor Birrell Racing Katanas, #99 of our
own Steve Martin plus the #19 winning bike of
Shawn Giles and the fastest bike of the weekend,
the #24 bike of WSSTK Champion Brendan
Roberts. Mind blowing, believe me, and you can
read about it in an issue soon.
The weekend proved that the classic bike scenee
continues to boom as we all age and refuse to
grow up!

WITH JEFF WARE

Next issue we will have a full feature on the

Barry Sheene Festival Of Speed and the Penrite
Broadford Bike Bonanza!
Jeff Ware

That laid back atmosphere was so

enjoyable, it was like a giant shed beers
full of mates like-minded retro and
classic motorcycle enthusiasts all gathered
together
g
for a weekend of intense racing

Subscriptions, Merchandise & back issues 1300 303 414 or retroandclassicbike.com.au, general enquiries Universal Magazines 1300 303 414 editorial enquiries (02) 4341 0666
EDITOR Jeff Ware editor@retroandclassicbike.com.au EDITORIAL ASSISTANT Heather Ware STAFF JOURNALIST Kris Hodgson DESIGNER Phillip Jorge
FOUNDING PUBLISHER Jeff Ware CONTRIBUTORS Graeme Crosby, Mick Withers, Steve Martin, Tony Wilding, Craig Stevenson, Pail Bailey, James Walker, Richard Collins, Owen Stuart,
Shaun Roe, Damian Kingsbury, Sir Alan Cathcart, Jeffry Zani, Russ Murray ADVERTISING Rosemary Wood rwood@universalmagazines.com.au
UNIVERSAL MAGAZINES CHAIRMAN/CEO Prema Perera PUBLISHER Janice Williams CHIEF FINANCIAL OFFICER Vicky Mahadeva ASSOCIATE PUBLISHER
Emma Perera ASSOCIATE PUBLISHER Karen Day CIRCULATION DIRECTOR Mark Darton CREATIVE DIRECTOR Kate Podger EDITORIAL PRODUCTION
MANAGER Anastasia Casey PRINT PRODUCTION MANAGER Lilian Ohanessian PREPRESS MANAGER Ivan Fitz-Gerald SUBSCRIPTIONS MANAGER Chelsea Peters
Circulation enquiries to our Sydney head office (02) 9805 0399. RCBE014 is published by Universal Magazines, Unit 5, 6-8 Byfield Street, North Ryde, NSW 2113. Phone: (02) 9805 0399, Fax:
(02) 9805 0714. Melbourne office, Level 1, 150 Albert Road, South Melbourne, Vic 3205. Phone: (03) 9694 6444, Fax: (03) 9699 7890. Printed by Webstar, Sydney, and distributed by Network Services. This book is
copyright. Apart from any fair dealing for the purpose of private study, research, criticism or review as permitted under the Copyright Act, no part may be reproduced by any process without written permission. Enquiries
should be addressed to the publishers. The publishers believe all the information supplied in this book to be correct at the time of printing. They are not, however, in a position to make a guarantee to this effect and accept
no liability in the event of any information proving inaccurate. Prices, addresses and phone numbers were, after investigation and to the best of our knowledge and belief, up-to-date at the time of printing, but the shifting
sands of time may change them in some cases. It is not possible for the publishers to ensure that advertisements which appear in this publication comply with the Trade Practices Act, 1974. The responsibility must therefore
be on the person, company or advertising agency submitting the advertisements for publication. While every endeavour has been made to ensure complete accuracy, the publishers cannot be held responsible for any errors
or omissions. *Recommended retail price. ISSN 1449 - 8626 Copyright Universal Magazines. ACN 003 609 103. www.universalmagazines.com.au. Please pass on or recycle this magazine.

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ISSUE #14 RCBE

>>

>>

RCBE
RCBE ISSUE
ISSUE #14
#10

74

48

STAFF BIKES
Micks GPz1100
Richards Lambretta & Ducati
Jeffs GSX-R750F

80
82
84

FEATURES
Peterborough Motorcycle Museum
My Shop, Surfside Motorcycles
Rob Lannucci
History of the Kawasaki Z1300
The Phillip Island Classic

10
22
24
48
64

REGULARS
Editorial
Croz

03
06

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79

>>

>>
>>
BIKES
Readers Rides
1970s: MV Agusta 350
1980s: Yamaha RD350 R LC
Reader's Own: RG500
Vintage Racer:
Kawasaki H1R Racer

>>

READER SERVICES
Industry News
Club Listing
Whats On
Tyre Guide

08
94
96
97

44

38

56

10

18
30
38
54
56

30

>>

CONTENTS
ISSUE #14
WorldMags.net

16
29
72
90
91
92
98

Letters
I remember GPz750T
Reader Resto: Triumph T100R
Walker
Poppa Shaw
Bailey
Ol Biker

HOME BIKE MECHANICS

Toolbox
Retro Garage
Parts Rescue: Fork service
Buyers Guide: Suzuki RG500
Buyers Guide: Yamaha RZV500

14
28
74
78
79

WorldMags.net

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CROZ

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THE REAL DEAL

E

ver since I had got divorced many ye

years
ago and had to sell my GS1000 racer, I
have wanted to own another one. Not to
go racing but merely to look at it.
Suzuki had given me a factory XR69
back at the end of 1980 in appreciation of
winning the 1980 World championship for
them. Despite hanging onto it for many years
it finally went to a local collector who has
done a great job of carefully looking after
it. Its always been available for me to use at
any time but after 34 years I feel its just too
fragile now to be run in anger preferring to
let it age gracefully in its retirement.
Over the last few years and with the
resurgence in popularity of post classic racing
a few private builders have began creating
so called replicas of these classic Japanese
racers from the early 80s. With modern
engineering practices it has become much
easier to re-produce parts and to replicate
these machines without blowing the budget
too much!
I posted on Facebook a few images of my
Suzuki old racer a while back and was surprised
at the activity it created. It became obvious
from the general comments that the XR69

was an extremely successful and popular bike. I

was proud to have been the rider all those years
ago. I also read with interest the comments
about other projects claiming to be replicas of
the Suzuki XR69. Opinions were very divided
with both sides having some merit.
The real question for me is how can a
painted up look-a-like constitute being regarded
as a replica when it has different size wheels,
forks, chassis etc
It just doesnt seem right that a modernised
or stylised interpretation should in fact be
referred to as an XR69. In the true sense of
the word replica, words such as clone, copy,
reproduction, facsimile, even carbon-copy all
point to the exact re-production of a piece of
perhaps what could now be called art.
Given that there are bikes being produced
now under the guise of replicas of the Suzukis
GS1000 racer, its my belief
elief that they are
taking a liberty by using the term XR69. The
underlying truth is they are simply living off the
legend
g
that once was.

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My thinking is that perhaps the builders

should be using a word or phrase like stylised
XR69 or XR69 influenced to describe their
creations and that would be more appropriate.
From the other side of the fence its also
great that people have the freedom to create
and build post classic bikes. These are much
more powerful and perform better with the use
of more modern components like 17in wheels
to fully extend an old but basically sound
design. In a strange sense I am quite pleased
that the XR69 has created such interest in post
classic racing. I may not be too kosher with all
the labels but I certainly recognise and welcome
anything that provides opportunity, creativity
and freedom of choice. It would however be
nice to see some Hondas out there as well!
Nigel Everett from the UK has now
produced the first of a small run of what I
would call a replication or as close as possible
to a true copy of the 1980 XR69. Using an
existing complete machine, (one of two sprint
models still in existence) Suzuki collector
Steve Whea
Wheatman
atman allowed Nigel to copy the
bike comple
completely.
etely. The chassis, running gear,
hubs and co
cowlings
owlings etc are all done without
compromise
compromise.
e.

WorldMags.net

WITH GRAEME CROSBY PHOTOGRAPHY: MICK ROBINSON

The chassis was contracted out to Harris to

build with instructions to preserve every minor
detail of the original frame and not to take
short cuts on production techniques.
The forks and clamps have been
meticulously re-manufactured from billet
material as were the factory ones. It helped
that some original drawings from the era were
available to keep everything exact. Nigel has
re-manufactured new magnesium brake calipers
which were standard items on the 81 version
replacing the single acting calipers in use during
the early 80s.
The original specifications have been retained
with the use of the 18in Dymag wheels and the
use of the two valve engine including a close
ratio gear set and Yoshimura internals. Recalling
how often the engines were pulled apart years
ago required a re-think on the ignition unit.
The original had become unobtainable so
an electronic system is used, one that can be
depowered if required when it rains. So from a
safety, maintenance and reliability point it made
sense, eliminating the need to be inside the
engine every time it is run.
I doubt that it would be any faster or have
any more power than the original racer as that
would suggest or indicate a major departure
to the use of more modern components. But
suffice to say over 120hp is a handful for
anyone even by todays standards. In any case
if you wanted a more competitive classic race

machine capable of 150hp I would be going for

one of the look-a-likes.
Now that the first one has been completed
and is in the hands of a very prominent Kiwi,
who has promised to showcase it at the Isle of
Man later in the year. I had to put my hand
up and offer assistance and the knowledge he
needs to get around the course safely its big
call but its all about having respect.

The real question ffor me iis h

how can a
painted up look-a-like constitute being
regarded as a replica..?
IT MADE A WEE-TINKLE
I got a call a few months back from a client friend
who was looking to buy an early model Suzuki
GT750 J model Waterbucket for his collection.
He had fancied owning one for some time.
A few calls around and a bit of investigative
work revealed a nice example in fairly good
order for a little under $11,000 was available.
I contacted my client to give him the news
and low down on the bike only to be told he had
found a cheaper one at $5,500 the day earlier
that needed a little w
work! but was happy to
spend a few more dolla
dollars on making it nice.
A few days later the
th phone rang and it was
my friend Stewart wan
wanting to bring his new
purchase around on a trailer for me to check
out a couple of small technical issues.
According to Stewart
Stewa he had bought his
GT750J doing the dea
deal and electing not to test
ride the bike assuming it was OK. He recalls his
first ride once he got it home, Croz, I know I
should have given it a test ride at the time but it
looked OK and I took a chance.
At home I fitted a new battery and it
started OK so off I we
went. I had a little trouble
selecting gears and it w
was surging quite a bit but
once I was in top gear it smoothed out but was
still surging quite a lot.
It wasnt th
the nicest of rides, it wasnt
handling all
al that well but having
owned two-strokes
tw
before I figured
it just needed
n
a bit of a clear
out in the engine department.
So I gave
g
it some whellie. It
coughed
cough and spluttered a lot,
causing
causi a huge smoke screen
out the
th back then it kind of
slowed
slowe down a bit, so I gave it
some more throttle for a short
time before
be
it heaved as the
back wheel
whe locked up completely.
I recall it making
m
a Wee-tinkle! So,
Croz can you have
h
a look?

The engine wouldnt turn over and on

further inspection I found it had an exhaust
pipe full of small broken piston bits and
what was left of the conrod was almost
unrecognizable. It looked like it had been tied
in a figure eight knot.
We pulled the engine apart to find it
had indeed suffered a catastrophic failure
which explained the Wee-tinkle, a real
understatement but after all Stewart was Scottish
and his explanation of what constituted a Wee
tinkle still has me in hysterics
Unfortunately the crankcases had also been
split and the gear selection problem was easily
explained by the fact first gear only had four
teeth remaining instead of the required 13 or
so. Plus the main shaft bearing had collapsed
and inside it looked like a used concrete mixer.
Further inspection revealed the chassis
had been repaired where the footrests attach
obviously snapped off at some time. Plus
the steering stops had broken off but the best
clue to it having been in an accident was
when the bike was put onto the main-stand
and both wheels still remained in contact
with the road surface!
Sure enough hidden away under the fork
gaiters were a pair of very corroded and bent
fork stanchions that could have snapped of
at any moment. The top aluminum steering
clamp had been gas welded to repair a
broken off side piece.
The repairs started and with the chassis
repaired, the fitting of new steering clamps,
forks stanchions, rims and spokes, tyres, brakes,
and so on, plus a fully reconditioned engine
virtually nothing of the original bike remains.
The bill is now close to $14,000 not including
Stuarts initial spend of $5,500.
Test rides are for a reason and if you are not
familiar with a particular bike, find someone
who is, believe me its the cheaper option.
Croz

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ISSUE #14 RCBE

WorldMags.net
NEWS &EVENTS
>>

All the gossip and news from the retro and classic scene...

WE TEST
THE TBR
KATANAS
In December we headed to
SurfSide Motorcycle Garages
Anniversary and Caf opening
event in Brookvale, where
everyone was having an absolutely
stonking time!
Most of the street front was
packed out with a variety of
motorcycles, old and new, as well
as some classic cars and threewheelers and sidecars.
Between live music, the caf
and BBQ it was going off, with
a variety of stunning classic

bikes on display
throughout the
caf and workshop,
p,
with everyone mixing
xing it up,
admiring the variety
ety of bikes on
display, from those belonging to
the shop to the offerings turning
up every minute.
Its great to see such strong
support for a local workshop and
just proves that amazing service,
expertise and passion really is
what people are looking for.
If you need some work

done, or just want

somewhere to head for a ride and
a bite to eat then give SurfSide
Motorcycle Garage a good go.
You can call them on (02)
9905 4755, find them at www.
surfside.net.au or on Facebook
if you want to keep up with all
the latest www.facebook.com/
SurfsideCustomsClassics.

PENRITE OIL
BACKS THE
BONANZA!
AUSSIES WIN!
Australia has retained the International Trophy for the teams event
at the 2014 International Island Classic at Phillip Island over the
Australia Day weekend.
But the victory wasnt without a fight, with Australia having to work
up a sweat against great rival UK to keep its unblemished record
in the International Challenge intact. Australia eventually finished
the event on 692 points, ahead of the United Kingdom (617), New
Zealand (367) and America (341).
The Tahbilk International Challenge wrapped up in the most
stunning circumstances when South Australian Brendan Roberts
(Suzuki Katana) pipped UK star Jeremy McWilliams (Harris F1) by
0.004 seconds in a photo finish to claim second spot behind multiple
Australian superbike champion Shawn Giles (Katana) in race four.
See pages 64-71 for a full report.
8

RCBE ISSUE #14

Our esteemed Editor Jeff

was lucky enough to test
ride all three TBR Katanas
recently, with a feature
coming up in issue #15.
The bikes (Steve Martin #99, Shawn Giles - #19,
Brendan Roberts #24) may
look similar but are very
different machines. One
thing they have in common
though is that they are all
incredibly fast! We also
have a great feature on
Cameron Donalds XR69
and a tasty Seeley Norton.
Stay tuned!

2014 heralds a new era for the

Broadford Bike Bonanza as Penrite
Oil has signed on as the official
naming rights sponsor. The event will
become known as the Penrite Oil Bonanza and
will pay tribute to the historical Castrol Six Hour and BP Sunraysia
Desert Rally eras.
The Penrite Oil Bonanza is such a unique event on the historic
motorcycling calendar. Its a chance for bike enthusiasts to catch up
with old friends and a showcase of some pretty interesting bikes that
spend most of the year in peoples garages. White said.
Penrite is an iconic, Australian owned and manufactured brand
who has backed motorsport events and teams since it joined the
market in 1926.
General Manager, Toby Dymond says, Penrite prides itself on
its involvement in motorsport and the affiliation with the Bonanza
will allow us to highlight a specific range of products that suit the
specialist bikes which turn up at the event.
The Penrite Oil Bonanza is held over Easter weekend on 19 and
20 April 2014. Full report next issue!

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WorldMags.net

Join our Facebook site, RCBE, and keep up

with regular updates, news and behind the
scenes gossip between issues!

JOEY DUNLOP TRIBUTE

FOR CLASSIC TT
The 2014 Classic TT Races, part
of the fortnight-long Isle of Man
Festival of Motorcycling, will pay
tribute to Joey Dunlop and will
have an eighties theme running
throughout the event.
Entitled Joey Dunlop - Road
Racing Legend, the Classic TT
weekend will celebrate the career
of Joey Dunlop, not just at the
TT, but also during the F1 World
Championship days as well as his
career in Ireland, with the 1980s
a particular focus when Joey was at
the height of his career.
Big hair, shoulder pads, ripped
jeans and neon clothes are expected
to be the order of the day with
the fancy dress themed Paddock
Carnival at the Grandstand on
Friday 22nd August, while the
paddock will turn back the clock
and echo to everything from grunge
to Madonna.
There will also be a parade
lap sponsored by the Isle of Man
Steam Packet Company featuring
Joeys 26 biggest career rivals, with
appropriate representatives when
a rider is unavailable. This will
include some of his leading fellow
competitors from the 1980s F1
World Championship days as well
as his earliest rivals from the Irish
Road Racing scene not to mention
his many TT rivals.
The Classic TT weekend will
again feature two race days on
Saturday 23rd and Monday 25th
August with this years programme
again including Formula 1 and 2
machines, a 350cc Race and the
500cc Race. It will also feature the

hugely popular VMCCs Festival of

Jurby on Sunday 24th August.
Trevor Hussey, Head
of Motorsport, Isle of Man
Government Department of
Economic Development believes
that the Classic TT is changing the
perception of Classic Racing. He
commented:
This gives us the opportunity
to pay tribute to one of the greatest
names in the TTs long history
and we are really keen to develop
an appropriate celebration of Joey
Dunlops racing career as his name
is synonymous with the TT Races.
John Watt, Commercial
Director, Isle of Man Steam Packet
Company commented:
We are delighted to be
supporting the 2014 Joey Dunlop
Road Racing Legend Parade
celebrating one of the greatest
names in road racing history and
are looking forward to working
with the Department of Economic
Development on building on the
success of the inaugural Classic TT
and the Festival of Motorcycling as
a whole.
In other news, Charlie Williams,
one of the greatest TT competitors
of all time, is set to make a
sensational racing comeback to the
TT Mountain Course at the 2014
Classic TT presented by Bennetts,
30 years on from his last TT Race.
The nine-time TT winner will
contest the Bennetts 500cc Classic
TT in a three-man team that will
also include Classic racing legend
Bill Swallow and John Leigh
Pemberton.

Grab yourself a copy of Japanese

Classic Motorcycle Guide, brought
to you by us and featuring a yearby-year guide to the Japanese Big
Fours bikes that made history from
the 50s through to the 90s.
A whole section is dedicated
to the Best Investments, with
particular note made to road
offerings, off-road options as well
as some of the most collectable
racebikes, including the rarest and
most expensive.
Theres even got a feature on
some of the worst lemons of the era!
Plus a feature on Kawasakis
Z900 including the inside story on
development, including insight from

WorldMags.net

designer Norimasa Ken Tada on

his input.
Available for $8.95 in all good
newsagents.

ISSUE #14 RCBE

FEATURE PETERBOROUGH MOTORCYCLE MUSEUM

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PETERBOROUGH
MOTORCYCLE MUSEUM
A museum full of iconic European motorcycles from racings
hayday and only three hours from Adelaide to boot!
WORDS & PHOTOGRAPHY: DOC ROBINSON

s you enter this museum, in your

mind you can imagine that you hear
the roar of racing motorcycles from
days gone by, smell the hot rubber
of hard ridden tyres and the pungent odour
of methanol, pick up the chatter from the
pits, some of it positive and laced with happy
expletives, while colourful cursing drifts across
from teams having mechanical problems.
You see this is a motorcycle museum with a
difference as owner Ian Spooner is a committed
enthusiast of racing motorcycles from last century.
And what a collection he has, a collection that
includes a 1968 Ossa Wildfire racebike from
Spain, a 1921 Yvels racer from France, a 50cc
Maserati 50/T2/SS and many more.
Theres a Malanca, an Italian marque that
achieved considerable popularity in Europe
during the 60s and early 70s with a range of
lithe, stripped back 50 and 125cc motorcycles.
10

RCBE ISSUE #14

Some of these motorcycles were campaigned

when the company contested the road racing
World Championships albeit unsuccessfully.
Theres a 1963 Flandria, which while little
known Down Under was one of the biggest
motorcycle, moped and bicycle companies close
to Bruges in Belgium, a Guilietta Super Sport
50cc from 1965 the year the company became
the seventh largest motorcycle manufacturer in
Italy and a 1964 Benelli.
It sounds quaint nowadays in this era of
MotoGP and superbikes but three Benellis were
entered in the historic first 50cc TT in the Isle
of Man in 1962.
Many of todays motorcyclists may not know
the brand but for many years Motobecane was
Frances largest manufacturer of motorcycles
and the museums 1977 125cc bike is a
nice example of their product, just four
years prior to the company's bankruptcy.

>>

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WorldMags.net

Other marques to whet the acionados

appetite include Husqvarna, Bultaco,
Montessa, Aeromacchi, Laverda, James
and Moto Guzzi

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ISSUE #14 RCBE

11

FEATURE PETERBOROUGH MOTORCYCLE MUSEUM

WorldMags.net

But while the museums focus could be

described as racing motorcycles, there is a lot
more to see and admire. On display here is
a 1977 750cc Honda Automatic, otherwise
known as the Hondamatic, which was a slug
to ride and never achieved success in the
marketplace but is an interesting vehicle to
peruse nevertheless.
A 1972 Gitane Testi on display comes
from an amalgamation of the French company
Gitane that translates as gypsy woman
and the Italian manufacturer Testi that was
achieved in 1969. Other marques to whet
the motorcycle aficionados appetite include
Husqvarna, Bultaco, Montessa, Aeromacchi,
Laverda, James and Moto Guzzi.
The thinking reader will have noticed that I
havent mentioned much in the ways of British
and American motorcycles and that is because
you can see them in any old motorcycling
museum and Ian has, wisely in my opinion, pretty
well stayed away from them. In fact his only
concession to the grand old man of Yank bikes is
12

RCBE ISSUE #14

a 1968 Harley-Davidson golf buggy which he has

managed to get road registered as a utility.
With motorcycles from 12 countries on
display and with quite a few of them being
very rare marques and models, the museum is
well worth a visit. Peterborough is in South
Australias mid-north about three hours
driving time from Adelaide. For anybody
travelling across Australia from east to west, or
making the journey from Adelaide to Darwin,
Peterborough is but a short detour and one
well worth taking.
Located at the former historic Baptist
church in Kitchener Street, the admission
is a modest $5.00 and the museum is open
most days. Ive enjoyed several visits and
been treated very hospitably by hosts Ian and
Belinda. You can find the museum on the web
(www.pbmcm.com) or you can contact Ian on
0432 873 660.
If you are a motorcycle enthusiast of any
persuasion I highly recommend a visit to this
wonderful facility! RCBE

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WorldMags.net

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WorldMags.net
TOOLBOX

The Sinergex Nitro series are advanced,

digitally controlled automatic battery chargers.
Compact in size, the chargers are constructed
from ultra tough ABS plastic, are splash and
dust proof to IP65 standard and suitable for
batteries from one to 150 amp-hour capacity
(depending on model) in almost any
environment. The charger will assess the
condition of your battery and then provide
the optimum charge in four stages. The
Nitro also has the ability to recover severely
discharged batteries with soft start technology.
The Sinergex Nitro is packed with features for
safe use including no spark technology, push
button selectable programming, temperature
compensation, automatic protection, audible
warning alarms and quick-connect DC cables.
www.linkint.com.au or (07) 3382 5000.

>>
14

RCBE ISSUE #14

RARE PARTS
Moto Italia at Emu Plains, NSW, have a huge range of genuine
and aftermarket spares for Guzzi, Aprilia and Ducati motorcycles
and can COD anywhere in Australia. Check out their website
motoitalia.com.au or call Dave Ward on 0432 441 985.

>>

THE BIG BANG OF BATTERY CHARGERS

>>

>>

>> Stuff for old bikes

LOUNGE TIME
The Old Mechanic by Peter J.
Uren is one mans look into
his time as a mechanic, putting
on an apprentice, and working
on restoring a British classic.
The 1959 Norton ES2 is a focal
point not just for the journey
of a bike restoration, but also
the great experiences that
came out of it which can be
applied to life anywhere. If you
enjoy old bikes, a down to
earth perspective and want
some motivation, or maybe
even a bit of guidance for
your own project, then
pick up a copy of The
Old Mechanic. You
wont be disappointed!
Available from all
good bookshops or
contact Peter at
theoldmechanic.net.

SCARAB CALIPER PISTONS

For people wanting to keep their old Ducati or MV 100 per cent original, Road and Race
have just received another batch of Scarab caliper pistons CNCd and hard anodised to
suit, $70 a pair. Seals kits also to suit are available from $50, with pads $40 per caliper.
Or if you want to get the cam timing on your old Ducati bevel single or twin spot on,
they also have offset cam keys in 2, 4, 6, 8 and 10 degree increments for $25.
roadandrace.com.au.

WorldMags.net

>>

WorldMags.net

XTECH T HANDLE TOOLS

NO MORE SPONGY
OLD BRAKES

>>

Hel brake lines are made here

in Australia and are available to
fit most retro bikes from the '70s right
through to modern machines. If you
ride a bike from the retro era, chances
are you need new brake lines. Hel
lines are fully ADR compliant, feature
stainless steel banjos and banjo bolts,
and come in a wide range of colours.
They are made on demand so any
customising required is no problem. Call
on (07) 3869 3016. From $240.90 RRP.

>>

ROTOR ACTION

NG Brake Disc
manufacture brake
rotors for 22 different
motorcycle manufacturers including
MV Augusta. Now available in
Australia, you can have OEM
quality discs at a fraction of the
price of a genuine part. Available
for all types of motorcycle and
ATVs in standard fixed, wave
pattern, fully floating and oversize
kits. Floating rotors are fully
rebuildable. Contact kenma.com.au.

>>

This XTech T Handle set is

made of high quality chrome
vanadium steel with easy grip,
rubber coated handles. Sizes
range from 8mm, 10mm, 12mm,
13mm, 14mm, 17mm and 19mm.
The Mini T Handle set is also made from high
quality chrome vanadium steel in sizes 8mm,
10mm, 12mm, 13mm and 14mm.
The T Handle allen key set provides a sure grip
and increases turning power. It includes a steel
organiser stand with mounting holes. Sizes consist
of 2mm, 2.5mm, 3mm, 4mm, 4.5mm, 5mm, 5.5mm,
6mm, 8mm and 10mm. Available from www.
cassons.com.au or (02) 9684 1210.

MOTUL CHAIN PACK

Motul is proud to announce the release of their Chain Maintenance

Packs. Available for both Road and Off-Road options, the convenient
packs are the ideal gifts.
The Motul Chain Packs contain either one can of Motul Chain Lube Road or
Off-Road, plus a can of Motul Chain Clean and a handy chain cleaning brush.
Normally all these items would retail for over $55, but Motul have bundled
them in to a convenient pack for only $39.95 RRP. These packs are available
now from your local Motul stockist in Australia. Motul Motorcycle products are
imported and distributed in Australia by Link International.
For more information on the range of Motul products visit linkint.com.au or
like them on Facebook www.facebook.com/MotulAU.

WorldMags.net

ISSUE #14 RCBE

15

WorldMags.net
LETTERS

>>

To have your say in RCBE and a

by
chance at winning one of our stubby
holders, fire off an email to
inbox@retroandclassicbike.com.au.

SHED THERAPY I

HOLY SMOKE!
RE your article on the
RD350LC. The RD LCs
came out in blue and white
and red and white, but I think you will find that
in Australia at least! All the 350s were blue and
white and the 250s red and white then in the
second edition still 350s blue and white and
250s red but the stripes were different to the first
model. A lot of 350s ended up with the red and
white livery to get the cheaper rego (in NSW
at least) as the checking didnt go much further
than the badging on the side covers! As I had
both a 250 and 350, parts including barrels and
pistons were on occasion changed over! All
parts fitting on both bikes. Yes the 350 was a
much easier bike to live with and low down
power was very good for a two-stroke.
Also the very original GSX1100s came out
with a 19L tank. I know the one in the poster
is not original but this is the larger 23 or 24L
tank, I think, which was introduced very early.
Most people, as I did junked the 19L tanks as
the range was just useless. Although the smaller
tanks looked much better, in my opinion.
Alan, Email.
Gday Alan,
Thanks for the email and pointing that
out. Yes I remember the good old days of
swapping 350 barrels over on my RZ250 on
the L plates Ed.
16

RCBE ISSUE #14

Thanks for your great editorial in issue #13,

Jeff. I think like-minded classic motorcycle
enthusiasts would all relate to the Shed Therapy
sentiment. Spending time working on bikes is
a fantastic way to relax and get away from it
all. Throw in a few cold beers and good mates
and you have got it made. I have a similar
set-up with my bike mates only they all come
to my shed almost every night and leave when
my beer runs out. Luckily I home brew!
Mal, Email.
Gday Mal,
I have to agree with you there. By the way
I like the home brew idea. Ill have to look
into that one Ed.

SHED THERAPY II
Your editorial in issue #13, Shed Therapy, was
so true. Us motorcycle enthusiasts seem to

bump into each other everywhere, from work

to neighbours, friends of friends or even on
public transport. Ive been reading RCBE on
a train and had a bloke strike up a convo with
me about his CB900 BolDor and how he
reads Retro. At first I wondered why this guy
was staring at me!
By the way, Id love some stickers a few for
the bike and one for the bumper bar on the car.
Thats another thing I notice, if you have bike
stickers on your car you still get the nod!
Peter, Email.
Gday Peter,
Thanks for the email. Yep we all seem to
be connected in some way, must be the
thrills and the speed. Stickers are on the
way. Anyone wanting stickers can email us
their address and we will pop some in the
post Ed.

THE REAL DEAL

Thanks for a fabulous article on the ex Dennis Neill CB1100R. What a machine and it is great to
see that the owner has retained that originality of the bike. What a work of art and such a famous
bike. A lot of your readers, myself included, will no doubt have fond memories of this bike and
seeing Dennis at full noise at Bathurst before that crash that ended his career and stopped him
heading to Europe. What a stunning bike that is and great photos too.
Mick, Email.
Gday Mick,
Thanks for the note. Yes it certainly is a special bike. Its for sale. If only I had the money!
Ed.

WorldMags.net

WorldMags.net
PHILLIP ISLAND CLASSIC
I just returned home from the best weekend
of racing in my life. The Island Classic was
fantastic. Great weather once the Friday showers
cleared, huge crowds of like-minded classic
fans and lots of beer. Throw in legends like
John McGuinness, Shawn Giles, Steve Martin,
Jeremy McWilliams, Cameron Donald and
the rest and you have a great weekend. I met
them all and got autographs and photos with
them, which is a real highlight for me. The only
complaint I have is that it was near impossible
to get something to eat or drink. The caf in
the pit area was usually a 45-minute wait and
the one outside was no better. Like many of the
spectators, I headed into town each day to buy a
takeaway lunch, it was faster!
Maybe next year there can be extra food
kiosks set up.
The best this was I could ride my bike around
the entire perimeter of the track and watch from
wherever I liked. I took my van for shelter but
also took my ER185 for cruising around on, all I
had to do was pull it out of the van. This is the
proper Aussie way to run a race meeting and is a
heap better than MotoGP!
Im still buzzing
Les, Email.
Gday Les,
Ive got to admit that I also think the event
is the best on the racing calendar. I had an
absolute ball and I cant wait for 2014 Ed.

>> SLAB AFFECT

My wife bought me a copy of
issue #11 of your magazine
and within two weeks Ive
bought a NZ new 1985
GSX-R750F in need of a
restoration to return it back
to original condition. Ive
always wanted an 85 model
estoration
and your article detailing your restoration
so far convinced me I needed to buy one.
Do you know of anyone in New
Zealand who could return a frame back to
an anodised finish? The previous owner
of my bike has part polished and painted
the frame.
Appreciate any advice.
Roger, Email

YZR500 FAN
Wow! Mick Costin can have my money any
day, if only I had some! Im currently restoring
a CBX250. Exciting? Not really but it was
cheap and is getting close to retro. It is a 1987
model and cost me $1000.00. I also have a
new CBR250 that I use for commuting. The
CBX is cool because it was for the Australian
and SA market, although seven units were
exported to NZ, the bike was never in the
USA or Canada. It is still made in Brazil
according to Wikipedia, so I will chase some
parts over there.
It needs a respray and new decals, plus a set
of new tyres. The rest I will do myself including
a cam chain and tensioner, chain and sprockets,
steering head bearings and fork seals. Lots of
spray can touch-up too. I will send you photos
when the bike is finished.
Brett, Email.

Gday Roger,
Roger
Great news and good luck! Ive
almost finished my resto and I cant
wait to ride the bike. Its been
a three year job but worth every
minute and dollar. In regards to your
frame restoration, Id try Anodising
Industries NZ (anodising.co.nz),
check out their website Ed.

Gday Brett,
What a cool resto. I always liked the look
of the little CBX and wondered what it
would be like to put a hot motor in one, a
cam, flatslide, big bore kit and an exhaust
system! Love to see the images once shes
done Ed.

JAP BIKE SHOW

Ive been drooling over the images in your
article of the Jap Bike Show and it has me
inspired. Ive been off bikes for a decade now,
my last bike was a CBX 6 that I sold in 2003.
I think I need another one. Ive looked at all
of the new bikes and dont like any of them,
the CBs have completely lost the original look
and I cant see any of the heritage there that I
remember from when I first saw the first model.
So anyway thanks for the inspiration and
hopefully next year I will have a bike to display
at the Jap Bike Show!
Vern, Email.
Gday Vern,
Great to hear and if you do let us know!
Ed.

WorldMags.net

ISSUE #14 RCBE

17

WorldMags.net
READER'SRIDES

>>

Want to see your retro pride

and joy on these pages?
Share your bike with us, email
readersrides@retroandclassicbike.com.au

>>

>> WALTER, 1990 KAWASAKI

COL, 1980 GSX1100,

1981 KATANA, GSX1100
STREETFIGHTER, CB400F

KR1S 250

Thanks for all the interesting information

that you keep putting in the magazine, always
a pleasure to take a break from life and enjoy
some time out with your mag.
Your magazine has also been a great help with
the rebuild of my 1990 Kawasaki KR1S 250
which has not been going well. Just looking
through, at all the other bikes that your readers
have restored gets me motivated again.
It looks like Im going to need all the
motivation I can get too, this restoration thing
is addictive. The next project on the bench is a
1988 Kawasaki KDX200 and after that one, it
will be my second KR1S which Ill do as a track
bike to go with my Suzuki RGV250 track bike.
Down the track I will be looking to complete
the 90s two-stroke collection with a Honda
NSR250 and a Yamaha TZR250. Thanks again
for a great magazine.

I have subscribed to your mag for the last

couple of years and thought it might be time
to send in some pics of a few in the stable.
The blue GSX1100 (1980) is fully
restored, with 1166 kit, cams, Tingate pipe
and rare 19L tank.
The silver Katana (1981) has the same
engine mods as the GSX1100 and is the bike
featured in the Shannons Insurance ads.
Just finished the yellow GSX Streetfighter,
with 12in out of the rear subframe, a 7in
round headlight and lots more.
The Orange Honda CB400f is a first
model edition, and had a nut and bolt resto
about 12 months ago.
Theres also a restored G5 100 Kawasaki,
Royal Enfield Bullet, as new 1994 Honda
Fireblade Urban Tiger, with the current
resto being a Honda 900 BolDor keeping
me sane and near the beer fridge.

Sometimes getting the motivation can be the

biggest challenge, but being part of a great
community really helps.

Nice collection, keep us up to date as you

progress with your ongoing projects!

>>

TONY, GSX-R 7/11

STREETFIGHTER

>>

I spoke with you at the Sydney Motorcycle

show about my GSX-R7/11 Streetfighter,
which you mentioned was published in one of
your editions of Readers Rides.
Can you please find out which edition it
was in, below is a picture of the bike.

LUKE, ZZR1100, FZ750,

ZX-636, R6, R1, 929
FIREBLADE, 954 FIREBLADE

Here are my bikes parked out front of

my home on the Gold Coast. Ive got a
1998 Kawasaki ZZR1100, 1985 Yamaha
all original FZ750, 2005 ZX636 Special,
Yamaha R6, 2005 Yamaha R1, 2001
Honda 929 Fireblade and my 2003 954
Fireblade.

Hey Tony, we certainly did have your

amazing GSX-R7/11 in Readers Rides a
few issues ago (issue #11) but since youve
reminded us well put it in again, and well
be in touch, were still interested in doing a
full feature!

Quite the eclectic collection you have

there! Must be a fair bit of washing and
polishing to get done
18

RCBE ISSUE #14

WorldMags.net

WorldMags.net

/29(%,.(6"

>> MICHAEL, 3 X HONDA CB200S, 1972 HONDA CB350/4

UHWURDQGFODVVLFELNHFRPDX

Here are some pics of a few of the Honda caf racers

that Ive built as a hobby. There are some of my three
CB200s, and a 1972 CB350/4.
All bikes were bought as basket cases and have had
frame up rebuilds. The light green CB200 had an
engine rebuild and new just about everything.
The maroon CB200 had the frame sandblasted and
painted in 2pk black, with caf racer seat and maroon
tank (Peugeot colour), 2pk charcoal rims, new shocks
and forks, and the rebuilt engine was a good runner
once I serviced it.
The dark green CB200 is a 1975 model. Again it
has had 2pk black on the frame, 2pk deep metallic
dark green paint with black side covers, a suspension
rebuild, 2pk charcoal rims, black shell small headlight,
a complete rewire, new switch blocks, fibreglass seat,
drag bars, gold chain and cocktail shaker mufflers.
The blue 1972 CB350/4 is a sweet little bike albeit
slow and heavy. It received 2pk black on the frame, I
fitted a new 400/4 tank and side covers as they look
better and got them painted in a ice blue colour from
a 2000 model Toyota Camry with a black pinstripe and Norton style Honda decals.
It also received an engine top-end rebuild, rebuilt carbies, 2pk silver rims, four-intoone MAC exhaust, mini-gauges, suspension rebuild, brake rebuild, caf racer seat.
All work except the painting was done by me at home for all the builds.
I build these as a hobby and ride them for a couple of months before selling them
on and looking for the next project.
Its nice to keep these old bikes on the road for people to enjoy. I hope you like
them Jeff and cant wait to see your GSX-R750 slabbie finished.
Awesome collection and great to see them not only restored but also moving
on to lucky new owners to keep the process going. Lots of progress on the
GSX-R750 this issue and hopefully itll be on the road soon!

<< JO, 1988 HARRIS

MATCHLESS

This is my daily ride that Jay and

the boys from Sydney Motorcycle
Wreckers helped me with. A big
thank you for your patience and
perseverance guys!
Nice bike, and the guys at
Sydney Motorcycle Wreckers are
top blokes!

WorldMags.net

ISSUE #14 RCBE

19

ONSHOW
Capturing Classic Culture
WorldMags.net

To be part of On Show, email

inbox@retroandclassicbike.com.au
with the subject On Show

20

RCBE ISSUE #14

WorldMags.net

WorldMags.net
LOADS MORE BIKES ON OUR WEBSITE
facebook.com/pages/Antique-Motorcycles/244989728911480

PH: (03) 9583 9922

WEBSITE updated daily

MOB: 0418 340 055

www.antiquemotorcycle.com.au

1 Grange Road, Cheltenham VIC 3192

HARLEY-DAVIDSON FL 1948, Fully restored to new

condition with breaking in miles only. Ready to win trophies
in shows or in the Great Race. S72. TA477177. $45,500

INDIAN CHIEF 1946, Beautiful bike fully restored with

added chrome, gorgeous candy red paint and high bars.
Ready to enjoy. S74. TA477183. $42,000

KAWASAKI H2 A 1973, Ultra rare H2A with 7673 genuine

miles. Freshly repainted in its original Candytone Purple
colour. Be very quick! H2F25631. TA456635. $22,500

HARLEY-DAVIDSON WLA 1942, The bike that won the war.

Civilianized, Great Race eligible. 42WLA20176. TA405360.
$22,000

MV AGUSTA 350B ELECTRONICA 1971, Beautiful classic

from M.Vs golden years when they ruled the GP circuits.
Unrestored, low mileage original. Australian delivered.
MV2130440. TA394029. $23,500

NORTON 18 1938, Beautiful pre-war girder fork OHV

Norton with a great patina. S67. TA477168. $16,500

SUZUKI GSX-R750 1985, This bike changed the perception of

what a sports bike should be upon its release in 1985. Well
looked after original including the exhaust, comes with both
seats, two factory keys, tools, etc.. GR75A104974. TA468820.

SUZUKI RG400 1985, Stunning original low mileage square

four classic. Exciting user friendly retro ride. S80. TA488653.
$12,500

HONDA CB750K 1977, The very last of the classic SOHC

Hondas. Extremely low miles, invest and enjoy at the same
time. CB750K2713483. TA479507. $8,500

TRIUMPH T100 1956, Very nice restored ally tiger fresh

out of a private collection. S66. TA477148. $22,000

TRIUMPH BONNEVILLE T140V Silver Jubilee 1977, The best of

the oil-in-frame Bonnevilles. This was the motorcycle that was
made to celebrate Queen Elizabeth the Seconds silver Jubilee.
With very limited production, these collectors items are fast
becoming hard to nd. T140VXP80636. TA468827. $16,000

$8,500

WorldMags.net

TRIUMPH T150 1970, Classic early drum brake triple,

one of the coolest sounding motorcycles ever made.
Just arrived, be quick! T150TDE00810. TA479513. $8,500

WorldMags.net

SurfSide
Motorcycle Garage
Run by enthusiasts, for enthusiasts!

WORDS & PHOTOGRAPHY: KRIS HODGSON

When we heard that SurfSide
Motorcycle Garage was having
an event to celebrate opening
their classic caf and one year
anniversary, we decided we
needed to swing by and check
everything out!
Needless to say we werent
disappointed, with the Garages
supporters parking out most of
the street with a variety of old,
new and very cool motorcycles,
as well as a few classic cars and
three wheelers in the mix.
22

RCBE ISSUE #14

The atmosphere was amazing,

with live music, great food,
perfect weather and a crowd of
enthusiastic motorcyclists.
The new caf is a stunning
classic themed milkshake baresque establishment, with lovingly
restored motorcycles on display,
including an amazing Kawasaki in
a wall display.
Trevor Love is the resident
expert at SurfSide, with almost
40-years experience in the
motorcycling world, starting at

Keith Turner Motorcycles, before

moving to Sydney. Trevor has
worked with the Action Suzuki
race team, Matich Racing, as
head mechanic and race team
engineer for Aaron Slight and
Rob Doran, along with many
other places in between.
He is now one of the owners
of SurfSide Motorcycle Garage,
as well as the manager and
workshop head, with rumours of
a historic race team in the works
as well!

WorldMags.net

SurfSide provides servicing,

restoration, repairs and is even
planning on providing bike
storage in the future.
Taking pride in providing
for all motorcycles, SurfSide
specialises in older and classic
bikes, with a great spares
network to support them and
have experience in every engine
conguration you can think of.
Whether you need your bike
serviced, fully restored, or just
repaired after a spill or failure,

WorldMags.net

SU
GA RFSI
42 RAG DE M
E
OT
NSWWinbo
OR
CY
Pho , Au urne
C
s
R
n

Q: HOW LONG HAS THE

E
G?
BUSINESS BEEN GOING?
A: A little over a year.

E
Q: DID YOU START THE
BUSINESS?
A: Yes, along with two business
ess
partners (silent until you get
them talking about motorcycles!).
John is a Harley nut. Rob is, well,
just a bike lover of all sorts.
Q: WAS IT DIFFICULT TO
START THE BUSINESS?
A: As with all new ventures, it
wasnt without its dramas. The
biggest one being the selection of
our logo...

SurfSide can help you out, and

are also happy to work with you.
If you want to do some of the
work yourself, theyll happily
split the work up so you can
do the parts you feel condent
doing (to save money or just for
that hands-on approach), while
theyll handle the rest.
Give them a call and see
what they can do for you, you
wont be disappointed and they
are proud to say they cater for
all bikes!

Q: WHAT IS YOUR
BACKGROUND:
A: I served my apprenticeship
for Keith Turner Motorcycles in
New Zealand in the motorcycling
heydays of the early 70s. Keith
Turner was second to Agostini in
the world champs in 1971. We
were the Benelli importers for
the North Island. We also sold
Suzuki, Norton, and Triumph. I
couldnt have asked for a better
learning platform as a mechanic.
I moved to Australia in 1979
and worked for Action Suzuki as
mechanic and race mechanic for
several Castrol 6 Hours. I also
worked for Matich Racing as race
mechanic when we were Pirellis
world test team. I taught at TAFE
for a couple of years, had my own
workshop in the 90s and various
other forays away from the trade,
but always came back to it...
And tada, here I am again...
Q: HAVE YOU ALWAYS
HAD AN INTEREST IN
BIKES?

LE
We e: (0 tralia d, B
b
ST
Em site: 2) 99 2100 rookv
ale
ail:
ww
05
Yep AFF:
Tre w.s
4
v@s urfs 758
for ... bu
i
urf
mo t no
sid de.net
re.
e.n
.. t enou
et.a .au
gh,
u
so
loo
kin
g

A: Yep! I have raced speed

speedway
peedway
solos, roadraced as a sidecar
passenger as well as driver. I also
piloted a speedway outt for a
years I even tried my
couple of years.
hand at four wheels for a while
Because of the nature of our
present business, I am currently on
the lookout for a classic sidecar to
form our own race team. Bring it
on! Old farts in sidecars... could be
dangerous...
Q: WHAT MACHINERY
DO YOU HAVE IN THE
WORKSHOP?
A: MiG, TiG, lathe, drill press.
All sorts of x-it bits for any task
required and if we dont have it,
we will build it....

Q: WHATS THE MOST

ST

INTERESTING PIECE OF
WORK YOUVE DONE?
A: Mmmm. Where do I start...
there could be the turbocharged
flying brick, the supercharged
Harley trike, the groundup resto of Benelli 750 Sei,
the Yamaha XV750 Street
Scrambler, the resurrection of
Wayne Gardners 1982 Castrol
6 Hour winning bike...
The list is endless and its all
interesting to us....
Q: WHATS THE BEST

Q: WHATS UNIQUE

ABOUT YOUR BUSINESS?

A: Our business (as far as we
know) is the only restoration/
custom/service centre in Sydney
that will work on virtually
anything. Ariel square fours, a
Honda CT110, Harley-Davidson
VLD, Suzuki Katana, BMW
R51/3, Moto Guzzi T3, Benelli
750 Sei, just to mention a few...
The bikes I mention are all in
our hands at the present time...
We are enthusiasts catering to
the enthusiast with a love of
any motorcycle. No problem is a
problem...
We also have our (world
famous in Australia) Surfside
Motor Cafe catering to the
hungry and thirsty public.
Motoring or otherwise.
We are also the only workshop
in Sydney that is open seven days
a week...

WorldMags.net

BUSINESS DECISION
YOUVE EVER MADE?
A: Going into business with the
partners I have...
Q: DO YOU HAVE ANY

REGRETS?
A: F*ck yeh... I should have

married a rich woman who could

keep me in the luxury I deserve...
Q: WHAT ARE YOUR

PLANS FOR THE FUTURE?

A: More of the same...

Expand our club activities,

including rides from the shop.
Our retro style dinner will host
club nights, ride in motorcycle
movie nights (another first for
Sydney), music nights, bike
shows (Italian Day, Motorcycles
from the European Continent
Day, Pommie Day, American
Day and so on), I think you get
the picture. RCBE

ISSUE #14 RCBE

23

FEATURE TEAM OBSOLETE

WorldMags.net

Rob Iannucci quickly discovered the world of riding race bikes wasnt
for him but owning them and was another matter altogether
WORDS & IMAGES: JEFFREY ZANI

ed light. The engines scream. Green

light. The race begins. In a few seconds
the the wild bunch reaches the first corner
on the Bridgehampton Raceway, in New
Jersey, USA.
I was riding my BSA A 75R triple for
the first time. A fourth wave start did little
to handicap me. By turn three I was ahead
24

RCBE ISSUE #14

of half the pack, explains Iannucci. Then

a little birdie on my shoulder whispered in
my ear that you can win this race Bad
move, a couple of corners later I crashed.
Thats the turning point of Rob Iannuccis
story on his motorcycle life.
Lying on the ground with a lot of pain in
his shoulder and a broken bike beside him,
he realised that racing wasnt for him So
I quit and I started to collect racebikes.

WorldMags.net

It was 1977. In just a short period

Iannucci founded Team Obsolete and in
nearly 35 years has participated at least
1500 races with 50 different riders and 80
motorcycles most of which are parked in
his garage in Brooklyn, New York. Right in
whats Team Obsoletes headquarters.
Now we dont race anymore, we only
take part in parades all around the world,
the charismatic American says.

WorldMags.net

I saw a scheme of the engine in an old

motorcycle magazine and was stunned. It
is the finest ever made. In my opinion the
perfect racing bike is a combination of art
and mechanics. That motorcycle had it all.
That was a few years before his final race.
There I was, very much a novice rider,
whose previous experience was limited to a
modestly powered Matchless G50.
After a multi-year search I had recently
acquired Dick Manns BSA, the howling
Formula 750 machine that he had raced to
a 1971 Daytona victory and the 1971 AMA
Grand National Championship. Back at
that time it wasnt expensive at all, I only
paid a few thousand dollars for it.
Thats a lot less than how much Lannucci

spent for his most famous motorcycles over

10 racing MV Agustas he bought from the
Cascina Costas racing department in 1986
during one of the most famous deals of the
classic motorcycle world. With that move
he became the owner of several engineering
masterpieces, among which a special place
is reserved for the three-cylinder that led
Giacomo Agostini to several world titles.
Thats one of the best racing bikes ever,
Lannucci says, You can pull out the engine
from the frame in 10 minutes, and take
apart the gearbox in five minutes. With
the Honda prototypes, at that time, it took
them six hours to do it. The threecylinder is a great bike indeed, ridden
by a great champion.

BELOW: Rob and Team Obsolete dont race anymore. They take part in parades and displays and
help source rare parts. The Team Obsolete collection is one of the rarest in the world.

The 1977 crash was able to show him

his limits, but not to send him away from
motorcycles. From on the bike he shortly
switched to in the pits, giving a chance
to other riders. The best of them? Dave
Roper Iannucci answers, He won the
1984 Senior Historic TT with one of our
bikes, which was a great feeling.
Hes intelligent, smooth, and he respects
the equipment. Of course hes also fast.
It was a Matchless G50 that Roper rode
when he won the Isle of Man race. That
motorcycle has a special place in Iannuccis
heart, more than the other bikes here.

WorldMags.net

ISSUE #14 RCBE

25

FEATURE TEAM OBSOLETE

WorldMags.net

In 30-years Team Obsolete has competed

in 1500 races with 50 different riders and
at least 80 varieties of motorcycle!
Matchless and MV Agusta are not the
only bikes in Lannuccis garage either,
taking a look around, you can admire the
AJS with which Rod Coleman won the
1954 Junior TT, Jim Reads six-cylinder
Honda RC165, plenty of BSA twins and
triples, Harley-Davidsons and factory
Benelli. Among them, also, the 1967
Norton Commando that Lannucci rode in
his first real motorcycle experience.
During the late 60s, after I spent two
and a half years in Barbados with the
American Peace Corp, I decided to go to
Jamaica, where I spent six months riding on
the street that circles the island.
They had a lot of English bikes there,
26

RCBE ISSUE #14

because in that period the island was a

British colony, so there were plenty.
At the end of a ride, after hours and
hours on the bike, wed stop in the first bar
for the proper recovery, a bottle of rum.
After Lannucci got back to the US, he
moved to New York and started a career
as a lawyer. During the week he worked in
his office and in spare time his thoughts
were only for motorcycles. Over the years
he has organised the first classic bike road
races in the US and gave people a chance to
see the most important racing motorcycles
ever in action. The prestige and number of
races increased together with the level and
reputation of the bikes, something thats not

WorldMags.net

ABOVE: THe collection is literally priceless.

The Dick Mann BSA Formula 750 1970/1971
AMA winning machine and 10 racing
MV Agustas including Agostini bikes,
rumoured to be the one of the biggest
classic bike deals in history.

very common among collectors, most of who

will hardly ever say yes when it comes to
racing their bikes for real.
Lannucci, instead, shows an original
nonchalance, These prototypes are made to
stay on a circuit, he explains, Its the only
place where theyre alive.
But what if the rider crashes and destroys
the bike I ask? Well, if you cant handle the
crashing, you shouldnt be racing. Its like
not making love to your girlfriend because
shes too pretty. Lannucci adds. The fun
goes on only when the sound is loud and the
speed is high. Let the green light go. Here
comes the show.
Thank you, Rob. RCBE

WorldMags.net

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E: sales@ducati-gowanloch.com T: (61) 2 9750 4346

WorldMags.net

Got a shed you want to share with likeminded shed hermits? Email your contact
details to inbox@retroandclassicbike.com.au

WorldMags.net
CB900 Bol'Dor

XV750 Custom
CB750 K2

CB750 K4

Apprentice!

Tool board

Shed Secrets
Q: NAME:
A: ERIN

Q: IS IT COMPLETE?
A: Never!

Q: AGE: 41

Q: MOST USED ITEM?

A: Socket set.

Q: CURRENT BIKES:

A: CB750 K2
CB750 K4
CB900 Bol Dor F2
Yamaha XV750

Q: FAVOURITE TOOL?
A: My Dad!
Q: MOST PRIZED ITEM?
A: My car and bikes.

Q: FIRST SHED:

A: Dads carport.

28

Q: TUNES?
A: Absolutely... Custom playlist playing
on the iPhone. Led Zeppelin, ACDC, Daft
Punk, Cold Chisel, Ive got some diverse
music choices...
Q: POSTERS?
A: Jen Hawkins, my bikes, cars

Q: AND YOUR CURRENT SHED?

Q: TINKERER OR
PROCRASTINATOR?
A: Tinkerer...I hate procrastinating.

Q: BEER TRAGIC?
A: Corona or nothing...

A: Double garage attached to my house,

although I built a 12 X 9 shed in WA that
my mother-in-law took over... but thats
another story...

Q: WHAT ARE YOU

WORKING ON NOW?
A: Finishing the CB900 for the Retro shoot!

Q: NEXT ON THE LIST?

A: More pegboard and maybe a second hand
kitchen for the cupboards and shelving.

RCBE ISSUE #14

WorldMags.net

WorldMags.net

I remember
GPz750 Turbo
The turbo era was one of the most
exciting in sportsbike history and the
GPz750 was the most successful of
the lot
MEMORIES: DAVID LAMBERT

THE FIRST TIME

Id been working as a rigger and I was cashed up.
It was Spring 1983 and I was very close to buying a
new bike when I spied the new 1984 release all-new
Kawasaki GPz900R. I decided that was the bike
for me and I started stashing some cash under the
mattress and I mean that literally! Most new bikes
were around five grand back then. From memory
the GPz900R ended up coming in at just over $5k
on the road. I was obsessed by beer, women and
the GPz900 and I was 24-years-old. Then something
distracted me the GPz750T.

WOULD YOU
Do it all again? Like I say, I still have the bike and
I would never sell it. Ive had plenty of Kawasakis
since, GPz1000RX, ZZR1100s, ZX-9R, now a Ninja
1000. Its a sickness. I have green blood

WHAT ARE THE CHANCES

Pretty high, my first love is still with me, all I have to
do is grab the keys and open the garage door. I even
have the riding gear!

WHAT MADE IT SPECIAL

It was turbocharged, fuel injected, just
as fast as the 900R and a few
hundred bucks cheaper. Plus
it was seriously cool I mean,
turbocharged and stylish and
light, while all of the other turbo
bikes were complete failures!
I read all the magazines with
the info on the bike and I waited.
As soon as I could I headed to thee big
smoke and hit the Kawasaki dealership
ership up
and bought one on the spot. No riding
no questions, nothing The salesman
sman
thought he was tripping!
I was in heaven and I boughtt all
new riding gear all black. I thought
ought
I was Night Rider!
I took delivery a few weeks later
ter
after returning from working away
ay out at
Moomba in the Simpson Desert.
Ive still got the bike and its perfect.
78,000km of pure reliability and Ill never
sell it

WorldMags.net

CLASSIC MV AGUSTA 350 IPOTESI

WorldMags.net

30

RCBE ISSUE #14

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WorldMags.net

WORDS & IMAGES: CRAIG STEVENSON

You probably recall Robs MV 750 America from

issue #12, well here is his next instalment!

eaders familiar with the pages of RCBE will recall

Rob Rossis exceptional 750 America, the journey
involved in obtaining it as well as his passion
for the machine and the MV Agusta brand. His
devotion doesnt end with the brand however. His fixation
with MVs began with seeing Giacomo Agostini ride in the
Australian Grand Prix at Oran Park when he was just a
boy. The experience was etched deep into Robs soul and
ultimately provided the driving force behind this brilliant
350 MV he has dubbed Tributo Ago, as a tribute to the
legendary 15-times world champion and his idol.
In 1998 Rob was on a tight budget and craving a
project bike, particularly an MV, so on ANZAC Day
the same year he purchased this 1976 350 MV Ipotesi
for $1,800 from Victoria. The Ipotesi was first launched
in 1975 with a direct link to its 350 Grand Prix racing
pedigree and to help boost MVs mid capacity sales. The
little 350 was no slouch either with 20 plus horsepower
and a claimed top speed of 170km/h.
At the time it looked pure cafe racer with its angular
lines, low set bars and alloy wheels but the bike Rob
bought looked nothing like the original. It had been
crashed and was a wreck in seriously dilapidated
condition to say the least. Nevertheless he was
intent on restoring the machine back to its
original condition and set about tracking
down parts.

>>

I
GIACOMO AGOSTIN
ips
With 15 World Championsh
s in both 500cc
and 122 Grand Prix race win
Agostini is a living
omo
Giac
ses
clas
cc
350
and
Classic he put time
legend. At the 2013 Island
over Rob Rossis
eye
ng
erni
disc
a
cast
aside to
machine and the
the
uss
disc
and

Tributo Ago
a smile on his
with
left
who
,
project with Rob
.
tank
the
on
e
dial and a signatur

WorldMags.net

ISSUE #14 RCBE

31

CLASSIC MV AGUSTA 350 IPOTESI

WorldMags.net

Keeping in mind this was before the advent

of internet and sourcing items was via the old
fashioned method of writing a letter (remember
them?), the task soon proved a difficult and
frustrating one. Sometimes it would take up
to 12 weeks to receive a negative response and
it was back to the drawing board explained
Rob. The delays took their toll and with a
young family taking priority, there were lengthy
periods, sometimes of up to two to three years
when the project stood still.
Eventually, circa 2008 or 2009 all the
necessary parts were on hand but Rob was now
having second thoughts about the rebuild, I
started to get the idea of creating a Tribute
bike, not a race replica but a replica as tribute
to the bikes that Giacomo Agostini raced and
of course to the man himself.
The original plan was scuppered in
favour of this idea and another direction

01

02

03

>>

ONDER
WRECK TO W

ild. Already
g its initial rebu
The Ipotesi durin t still not what Rob was
bu
looking the part
.
ultimately after

04

05

06

07

1. Stock Ceriani telescopic hydraulic forks.

2. The custom duck tail and seat had to
be fitted specially via modification to
the sub-frame. 3 & 6. Agostinis signature,
matched by one on the classic helmet. 4.
The Tributo Ago theme proudly displayed.
5. The original tank is replaced with a
more angular offering. 7. Agos traditional
livery and number.

32

RCBE ISSUE #14

WorldMags.net

WorldMags.net

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WorldMags.net

CLASSIC MV AGUSTA 350 IPOTESI

WorldMags.net

They linked up with both Arturo

and his son Giovanni Magni,
collecting their parts and shipping
them back with the 125 Sport...
was taken. This not only put the project back
but created a whole new set of tasks not least of
which would be the need to source other race or
race replica parts to achieve the new goal.
For parts such as the fairing, seat and
exhaust Rob contacted Giovanni Magni in
Varese, Italy and filled him in on the project.
Giovanni (the son of legendary MV Agusta
racing director Arturo Magni) was keen on
the idea but after a while it was obvious things
were moving too slowly.
As fate would have it, Rob made a trip
to Germany in November 2010 with his
son Christian to pick up a MV 125 Sport he
had purchased. While on the journey they
made a detour to Varese and the
MV Factory where they were

personally greeted by Giovanni Castiglioni before

heading onto the MV Museum at Sammarate.
Here they linked up with both Arturo and his
son Giovanni Magni where they collected their
parts and shipped them back with the 125 Sport,
arriving in Australia, February 2011.

With everything again on hand Rob set

about once again stripping and rebuilding
the Ipotesi. Aside from the engine sporting
a 400cc big bore kit including pistons and
rings installed by the previous owner Rob has
kept the engine stock and original apart from
a PowerDynamo ignition unit replacing the
original Dansi that had been lost.
Front and rear brakes are original Scarab
units with twin discs up front and single on
the rear. There are original Ceriani forks up
front and race replica Ceriani shocks on the
rear with fresh paint.
The different duck tail for the seat required
some modification to the rear frame. By using
timber as a dummy and with trial and error he
was able to fabricate a new shape in the frame
that would accept the different unit
and the fit is excellent.
There were many little
mods and repairs that had
to be made including the
headlight cover and
electrics but Rob tackled
them one by one
ultimately getting
the jobs done.

>>

OWNER PROFILE
NAME: Rob Rossi
AGE: 51
HOW LONG HAVE YOU
BEEN INTO BIKES? 35
years
WHAT OTHER BIKES HAV
E
YOU OWNED?
In the past DT Yamaha 175
& Suzuki Katana, every othe
r
bike that Ive purchased I
still own.
WHAT OTHER BIKES
WOULD YOU LIKE TO
OWN?
I have my eye on another
couple of MV Agustas I
wont name them as I like
to
surprise!
WHAT INTERESTS DO
YOU HAVE OTHER THAN
MOTORCYCLING?
Football (soccer), Cooking
(Attended cooking school
in Thailand), Wines, World
Travel

34

RCBE ISSUE #14

WorldMags.net

WorldMags.net

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Bike builds, service and repairs [ 03 9421 3765

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Open Tuesday to Saturday 10.00am-4.00pm

WorldMags.net

CLASSIC MV AGUSTA 350 IPOTESI

WorldMags.net

01

04

02

03

05

06

08

09

07

1 & 5. Levers and pegs are wrapped for grip

and protection. 2. The tank and petrol cap are
lovingly finished. 3. Major rewiring behind the
front fairing went on. 4 & 6. The triple disc
brake system was uncommon for this size bike
at the time. 7. 32mm DellOrto carburettors.
8. The Scarab rear master-cylinder. 9. Mozzi
Victor front master-cylinder.

The build was progressing at a steady

rate when news arrived in September 2012
the Giacomo Agostini would appear as
special guest at the 20th Island Classic at
Phillip Island. With still plenty to do Rob
upped the pace in order to have the bike
completed for the occasion and also, to
hopefully have the bike signed and get
Agos view of the project.
Original 70s decals were sourced and
Dutchy from Dutchys Motorcycle Spray
painting chose and applied the stock MV
Agusta GP racing and the finished Tribute
colour to the fairing, finned battery cover and
36

RCBE ISSUE #14

SPECIAL THANKS
other areas and the result is brilliant.
Burning the midnight oil in a big way they
ultimately completed the bike at 2am on the
day they were meant to leave for the Island.
The bike and Rob with family in tow made
it to the Island where racing legend Giacomo
Agostini took an earnest interest in Robs
creation and was amazed at the story behind
its build. He gladly posed for photos on the
machine and also signed the tank (among
other items). This moment is something Rob
will never forget and to hear him describe the
moment is like listening to an excited kid.
He even had a spin on the parade lap in P2
with Ago circulating in P1. The engine, still
needing some work was completed by John
at Motociclo with final tuning by Justin at
Trooper Lus Garage and the bikes first official
ride took place on ANZAC Day, April 25,
2013 which is precisely 15 years from the day
he picked it up as a wreck.

WorldMags.net

My son Christian,
a 1st year
apprentice at Troope
r Lus Garage
for his help and sup
port during the
many hours putting
the bike together,
pulling it apart and
rebuilding it until
it was perfect.
Trooper Lus Garag
e & Motociclo for
taking the same car
e with the project
that I did and gettin
g the bike running
outstandingly well.
Dutchy from Dutch
ys Motorcyle Spray
Painting for the end
less hours in
arranging fabricatio
n work, choosing
the perfect tribute
colour and never
losing his patience wit
h my ever
demanding exacting
standards.
Giacomo Agostini
for his personal
interest in the bike
when presented to
him at Philip Island
2013
Anniversary Island Cla at the 20th
ssic and taking
the time to autograph
it and extend a
few kind words.

WorldMags.net

Rob is justifiably proud of his creation and has

lost count of the hours put into it, which is not
surprising after 15 years of sourcing parts, building
it, stripping it and then building it again. Despite
the delays, time, problems and dollars invested
he believes its been 100 per cent worth it and I
wouldnt change a single detail.
Except the possibility of adding Gremica
race replica drum brakes and a set of Borrani
spoke wheels, he adds
Hmmm, I have a feeling the Tributo Ago
may not be quite finished just yet. Awesome
work and a fitting tribute Rob. RCBE

01

02

03

SPECIFICATIONS
PRODUCTION
1975 - 1977
ENGINE
Air-cooled, twin-cylinder, four-stroke, 400cc big bore
kit, dual 32mm DellOrto carbs
CLAIMED POWER
34hp@7900rpm
WEIGHT
160kg

04

05

CHASSIS
Single beam tubular steel frame, modied sub-frame
SUSPENSION & BRAKES
Ceriani telescopic hydraulic forks, Ceriani hydraulic
shocks, dual 230mm front rotors, single 230mm rear
rotor,
WHEELS
Alloy wheels, (F) 2.75 x 18, (R) 3.25 x 18
TOP SPEED
170km/h

1. Race replica Ceriani shocks spring the rear end. 2. A single contoured pipe on each side was
settled upon. 3. Stock instruments are still in good condition. 4. The original controls have been
cleaned up but show their age, adding character. 5. Paint matched venting.

WorldMags.net

ISSUE #14 RCBE

37

RETRO RIDE YAMAHA RD350 LC

WorldMags.net
WORDS & PHOTOGRAPHY: CRAIG STEVENSON

This painstakingly restored

RD350 R LC was Alans
way of commemorating 50
years of Yamaha GP racing
and 30 years since the RDs
first appeared.

mmmm. That sweet aroma of oil and petrol

blended, cooked and expelled into the
atmosphere via intricately crafted chambers
and crackling, tiny exhaust cans.
The sound and smell is unique and casts me back to
teenage years walking pit garages or cheering riders on
at a racetrack and makes the hairs on my neck stand on
end. They were once the way of the world and, with
their minimum weight and high power output the
performance, kings of both road and track. Various
manufacturers threw their hat into the two-stroke
ring at some point but without doubt one of the best
built with perhaps the longest production run of
them all was Yamahas all conquering RD. With a
variety of cylinder configurations and capacities from
250cc through to 400cc it captured a massive and
dedicated, almost cult-like, following.
When a piece of engineering leaves such a mark
on history it seems a pitiful waste to let it simply
fade away. Surely theres more to be gained by piecing
together the best of what remains available and with
determination and ingenuity give it a new lease on life.
Alan Smith certainly thinks along those lines and set
about creating one of the coolest RDs youll find. In this
instance a rare and unique 350R LC (Elsie).

38

RCBE ISSUE #14

>>

WorldMags.net

WorldMags.net

WorldMags.net

ISSUE #14 RCBE

39

RETRO RIDE YAMAHA RD350 LC

WorldMags.net
Scouting for a replacement in 2011
Alan came across an ex-racebike,
then a rolling chassis and nally a
350 engine from eBay...
Alan regretted selling the RD350 he
invested a lot of time and cash into after
buying it new in 1981 and eventually the
fix needed to salve his addiction became
unbearable and in 2010 made up his mind
to find a replacement.
With Elsie having been around for 30
years and Yamaha coming up to its 50th
year in GP racing, the decision was made to
build his very own anniversary special. Oh
and whats more it had to be a rather rare
R version.

It would be as close to period as possible,

using all available original parts with the twist
in the tail being a single seat unit that had to
look as though it had been factory built.
Scouting for a replacement in 2011 Alan
came across an ex-racebike, then a rolling
chassis and finally a 350 engine from eBay.
With three separate bikes there was a good
supply of parts and most of what was required
to create this 1982 RD350R LC. Their
condition though was poor and he was well
aware that nearly everything would require

01

some degree of refurbishing or replacing.

Undertaking a restoration of this magnitude
on your own is complex and like most would
put Alan on a steep learning curve with some
serious challenges along the way.
Regardless he set about stripping the engine
with the intention of making mods for practical
purposes as a preference over performance.
Every bearing, seal, bush and retaining nut was
replaced with new old stock (NOS) parts. The
inlet manifold received a new pattern intake
with a larger diameter crossover to accommodate
a boost bottle sourced from Legend Motorcycles
in the UK. Porting was matched visually by
Alan and he installed a 6mm spacer moving the
reed cage backwards for better flow to the lower
intake port. Greg Ball engineering increased
the standard 64mm x 54mm bore x stroke to
66mm x 54mm dimensions. Pro X little ends,
connecting rods, pistons and rings were inserted
for combustion duties while the standard
head was re-sealed with a copper gasket.
The two-stroke oil pump was removed so

>>

02

03

04

05

1. Machined billet alloy crankcase covers look a treat. 2. LMC hoses are a great aftermarket
alternative. 3. DG exhaust and expansion chambers. 4. 1983 LC2 RZ calipers with stainless steel
pistons. 5. The spark plug and LMC hose visible under the tank.

40

RCBE ISSUE #14

WorldMags.net

WorldMags.net

OWNER PROFILE
NAME/NICKNAME: Al Bundy
LOCALITY: Sydney
AGE: 52
HAVE LONG HAVE YOU BEEN INTO
BIKES?
As long as I can remember. I had older
cousins with bikes as well as uncles
who rode and what kid isnt into bikes.
WHAT OTHER BIKES HAVE YOU
OWNED?
Suzuki TC 120, Yamaha TY 250 A, RD
250S A-B, Suzuki GT250, GSX 1100,
3x Yamaha RD350LCs, RD250LC, 1987
RZ250/350
WHAT OTHER BIKES WOULD YOU
LIKE TO OWN?
Any old race or sportbikes especially
two-strokes, 80s and older.
WHAT INTERESTS DO YOU HAVE
OTHER THAN MOTORCYCLING?
Mainly solo sports like rock climbing,
whitewater kayaking, anything that
presents a personal challenge. Im
also into prospecting for gold and
gemstones.

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RETRO RIDE YAMAHA RD350 LC

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the engine revs on premix 98 PULP and the

block was finished off with very tasty machined
billet alloy crankcase covers replacing the
original plastic units, while the six-speed shifter
and drive system were left standard.
Fuel arrives through stock Mikuni 26mm
carbies that received an ultra sonic bath for
a clean before a complete rebuild with new
components.
Alan replaced the stock airbox with
Unifilters and cleverly fitted a small brace
to stop the carburettors shaking on the inlet
rubbers thus preventing any flat spots. Spent
gas exits via an aftermarket DG exhaust and
expansion chambers.
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RCBE ISSUE #14

After selecting a frame from those

available, it was stripped by blasting with
ilmenite once quite commonly used as an
abrasive medium. The bare frame was etch
primed and deciding on a shade of blue
created by himself, Alan set about spraying
the frame with Chemtec acrylic that was
thoughtfully and carefully mixed and matched
by the guys at Jim Bisset Auto. Learning
as he went the frame was completed only
to discover the paint would crack and peel
during his attempt to re-assemble the RD.
He reluctantly dismantled what had been
assembled explained, After talking to a
couple of spray painters I found I wasnt

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mixing enough thinners in and had the air

pressure to high. The second time the paint
came out perfectly though.
The chassis received a further upgrade with
tapered roller bearings replacing the original ball
races in the steering head and new needle roller
bearings, pivot tube, shims, thrust washers and
seals were installed in the swingarm.
Handling was improved by adding his own
spacers with pre-load springs to the Ohlins
forks and matching the levels in the slightly
different sized oil galleries with an extra 20ml
of 30W oil to help beef things up. The rear is
a stock 4LO-01 shock with uprated spring.
Braking duties up front are courtesy of

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01

Recalling the Dunlop K181s Alan

ran on his old RD he shod the rims
with Dunlop TT100 GPs
02

03

04

05

1983 LC2 RZ calipers sporting stainless

steel pistons, bleed nipples and pad pins
(made by Something Elsie in the UK) with
NOS EBC sintered pads gripping the stock
discs. The master cylinder was fully rebuilt,
reconditioned and pumps vital fluid via
Goodridge stainless braided lines. The rear
is an old school standard drum, with Ferrodo
pads, new pull arm, spring and adjuster.
Wheels are painted and polished 1.85 x 18
originals with new bearings, and recalling the
Dunlop K181s Alan ran on his old RD he
shod the rims with Dunlop TT100 GP
90/90 x 18 for the front and a 110/90 x
18 on the rear.

>>

1. The Yamaha symbols on the cases are a great addition. 2. Stock radiator and radiator guard. 3.
The master-cylinder has been rebuilt and now benefits from Goodridge stainless braided lines. 4.
Tarrozi rearset above the expansion chamber. 5. Stainless steel luggage hooks.

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RETRO RIDE YAMAHA RD350 LC

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RCBE ISSUE #14

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Addressing the bodywork Alan had to sort

a seriously damaged fuel tank. After removing
more than half an inch of filler he discovered
it was rusted out along the lower seams with an
abundance of dents and rust inside. He removed
the internal rust by shaking gravel around inside
starting with blue metal and gradually reducing
the size of the gravel with the final shake
accompanied by a little CLR cleaner. Dents
were flattened with a hammer and the seams
repaired with his fibre/epoxy mix (excluding
araldite) requiring less than a spoonful of filler
to finish the outside. Internally it was more
CLR, then a little phosphoric acid, a good
flush, then bicarbonate, another water flush, a
wash with acetone, compressed air to dry and
then finally thoroughly coated with Kreem
tank liner. Its labour intensive but the finished
tank looks brilliant.
Alan gave the painting serious thought
and consideration before picking up the spray
gun, My first Elsie special was painted a mid
blue with black cut outs and black side and
tail stripes bordered with gold pin stripes and
I nearly painted this one the same, but after
deciding to remove a lot of the black from the
engine and then going with the white wheels

I chose the light blue which is similar to the

lighter stripe on the standard 350.
I also used to like some of the French TZs
of the day painted in sort of powder blue,
which is also the reason I painted the Yamaha
style speed block racing stripe.
The few decals used are black with the
white diligently painted in the background
and the R that didnt appear on the
production models is Alans own work.
The bike was almost complete and Alan
turned his attention to the last remaining piece
of the puzzle, the solo seat unit he had dreamed
of. RDs were never released with such an item so

he would have to design and create one himself.

Using a spare frame as a template and remaining
true to design cues of the period he painstakingly
created, shaped and moulded a one-piece seat
unit in fibreglass that looks as though it was
manufactured by Yamaha themselves.
He finished it off with a 10mm piece of race
foam and covered it with 5mm of quality yoga
mat. Justifiably proud of the result he tried
attaching it to the RD only to discover it didnt
fit. The frame he had painstakingly painted and
used to assemble his pride and joy had
not been jigged properly and was too wide
at the rear. Rather than slug through the

>>

Using a spare frame as a template

he painstakingly created, shaped
and moulded a one-piece seat unit
in breglass
02

1. The headlight mounting brackets also hold the

indicators. 2. One-off handmade fibreglass single
seat unit. 3. The engine has been bored 2mm and
received a new pattern inlet manifold intake, Pro
X little ends, connecting rods, pistons and rings.
4. Dual stock 26mm Mikuni slide/needle carbs
and boost bottle. 5. Alan has his own specially
made plaques adorning the bike.

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RETRO RIDE YAMAHA RD350 LC

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01

02

05

SPECIFICATIONS
ENGINE:
Liquid-cooled, two-stroke, parallel twincylinder, 356.4cc, 66 x 54mm bore x stroke,
two 26mm Mikuni slide/needle carbs,
Unilters, new pattern inlet manifold
intake and boost bottle, Pro X little ends,
connecting rods, pistons and rings, copper
head gasket, billet-alloy crankcase covers,
DG exhaust and expansion chambers
CLAIMED POWER:
49hp@8700rpm on premix 98 PULP

06

TOP SPEED:
178km/h

07

WET WEIGHT:
149kg

1. Tomaselli bars frame the stock instruments. 2. Unifilters have also been fitted alongside
the 26mm carbs. 3. Posh . 4. Rewired and bare alloy switchblocks look great with all the other
polished and alloy components on the bars. 5. Alans custom plaques make another appearance.
6. The seat comprises 10mm of race foam, covered with 5mm of yoga matting. 7. A tank breather
tube keeps petrol flowing.

process of creating such a one-off item again,

risking a further chance of error he stripped the
template frame, spray painted it and rebuilt Elsie
for a third time on the replacement chassis.
Alan admits, I rebuilt everything with
brand new parts and replaced every nut,
bolt and screw with stainless of different
grades to suit the application and his
attention to detail is astonishing and
extends to the many smaller trick features
including, Tarrozi rearsets, adjustable
Tomaselli bars, adjustable steering damper,
repro headlights, Posh alloy indicators, the
rewired and bare alloy switchblocks with
new stickers and rebuilt instruments with
new top cover that help finish this RD so
spectacularly.
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RCBE ISSUE #14

Alan believes over 1500 hours and around

$6,000 has been invested and cant put a value
on Elsie. He admits that even complete it will
never be finished as he finds more upgrades
such as larger diameter 83 LC2 forks and
improved paint but theres no doubting the
immense satisfaction hes received from Elsie.
I still find it hard to believe that I have
this bike. I can still remember talking to my
mates about getting back into bikes and what
I would like to own. Now I have it and I cant
stop smiling. I wouldnt do anything different
with this bike but I have three more waiting
for me. Its just deciding which one to do next.
Although I might not find time now because
Ill be riding my Elsie every chance I get.
Long live strokers! Ring-a-ding-dinnggg! RCBE

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CHASSIS & BODYWORK:

1982 RD350 LC tubular mild steel, double
front downtubes frame, rebuilt swingarm
and steering head, Tarrozi rearsets,
Tomaselli bars, adjustable steering damper,
repro headlights, Posh alloy indicators,
rewired and bare alloy switchblocks, oneoff handmade breglass single seat unit,
all paintwork by Alan
SUSPENSION:
Front: Ohlins forks with custom spacers for
the pre-load springs, Rear: Stock 4LO-01
cantilever shock with uprated spring
BRAKES:
Front: Dual stock 267mm rotors, 1983 LC2
RZ calipers with stainless steel pistons,
bleed nipples and pad pins, EBC sintered
pads, Rear: Stock drum brake, Ferrodo pads
WHEELS & TYRES:
Stock 1.85 x 18in, Dunlop TT100 GP (F)
90/90x18, (R) 110/90x18

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03

04

SPECIAL THANKS
A few people that Id like to thank for their help
and experience are Steve at Caringbah Motorcycles,
Sydney City Motorcycles, Harly at R&B Imports, Greg
Ball Engineering, Legend Motorcycles, Geoff Series,
Greg Northcote and the 27 Megahertz Crew that
spurred me on when they werent bagging me out.

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RETRO RIDEKAWASAKI Z1300 SIX

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WORDS: KRIS HODGSON

PHOTOGRAPHY:
OTOGRAPHY: TONY WILDING

KING OF THE

ROAD
Kawasakis six-cylinder
nder
Z1300 was to last over
10 years in various
forms, with a cult
like following that
continues to
this day

ix-cylinder motorcycles are a

rarity, a concept which despite
a cult following from a more
theoretical perspective has failed
to become mainstream.
Unlike liquid-cooling and four-strokes
the mighty six cylinder has remained a
visionary but generally unrealised dream,
with plenty of manufacturers taking
a stab, including Hondas CBX1000,
as well as such names as MV Agusta,
Laverda and Benelli as well.
Of course the longest running
production run of the traditional
0.
six-cylinder concept was Kawasakis Z1300.
First unveiled at the Koln Show in
September 1978, before the press were ablee
to get their hands on them in November off
the same year, at Malta for the Europeans
and at Death valley, California for the
Americans the Z1300 was to wow both
the press, motorcyclists and governments.
Such was the hype surrounding the
motorcycle, that legislation to limit power
output on production motorcycles became
a fear, while a short lived agreement
between manufacturers was entered
into to head off disaster.

>>

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RETRO RIDEKAWASAKI Z1300 SIX

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1. Air shocks were implemented in later models

to improve handling and absorbtion. 2. Six
headers is a majestic sight. 3. Front disc brakes
may sound impressive but their ability to pull
300kg plus a rider to a stop were questionable.
4 & 5. Even water-cooled the engine is massively
wide. 6. Crash cages provide some protection to
the engine in case of a drop. 7. Shaft drive was
ideal for getting all that power to the ground.
8. A six-cylinders note is unique, further helped
by the six-into-two exhausts. 9. High kms are a
testament to the bikes reliability.

The Z1300 was certainly an imposing

sing
machine in practically every respect, starting
from the impressive six headers which
ch snaked
back into two mufflers, mounted on either side
of the bike, while dual 260mm front rotors
with dual-piston calipers made an attempt
tempt to
provide adequate stopping power.
The liquid-cooled 1286cc, transverse
verse
six-cylinder engine featured doublee overhead

cams and two-valves per cylinder, with

the additional expense of four-valves per
cylinder being rumoured as an unnecessary
expense for minimal gain!
Power was an extremely impressive
120hp@8000rpm, with 116Nm of torque
available even lower in the rev range, while
power was delivered to the rear wheel via a
shaft drive system.

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Power was an extremely

impressive 120hp@8000rpm, with
116Nm of torque available even
lower in the rev range...
The bike was even capable of quarter
mile times in the 11s region which was an
impressive feat for a stock bike of the day.
While water-cooling helped reduce
engine size, the massive engine was still an
issue and the crankcases extended a fair
distance, while space to fit a carburettor for
each cylinder proved a hurdle, with three
twin-choke constant vacuum carburettors
being the end result.
Equally impressive was the Z1300s weight,
which was reported at 297kg dry! In fact
apparently Kawasaki originally planned to
create a 1200cc six-cylinder, only to increase the
capacity for additional power in order to offset
the weight issue and at the news that HarleyDavidson would be creating a 1340cc engine.
In 1979 the Z1300 first became available
to the public and the tractable, super smooth

engine lent itself to sports touring where

more limited ground clearance, poor braking
performance and heavy low speed handling
had less of an impact.
It wasnt to be a fairy-tale story however,
with the original model having its share of
issues, including the sump capacity having to
be increased for the 1980 model, from four and
a half litres, to six litres due to crank issues,
with some original owners finding oil starvation
at the crank causing massive, sometimes
catastrophic failures.
America also got a
faired touring version
in 1980, which traded
off the bikes impressive
looks for the fairing, top
box and panniers Each to
their own

In 1981 the rear suspension package was

improved with the addition of gas shocks,
while an updated electronic ignition was also
added. Engine and airfilter covers were also
chromed from 1981.
1982 and 1983 would only see relatively
minor changes, before the big move in 1984.
Early owners of the Z1300 had complained
of various problems, most noticeably the oil
system issues that were solved by the larger
sump, but also including poor mileage or fuel
consumption. The engine was considered
reliable, needing only valve clearance shim
work every 10,000 miles or so, while the
carburettors required more frequent balancing
in order to ensure performance and fuel
consumption were at their best.
1984 was to see the big
change however, with the
implementation of Digital
Fuel Injection for the Z1300,
or ZG1300 as it also
now known. This
had the unintended,

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RETRO RIDEKAWASAKI Z1300 SIX

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although obviously not unwelcome result

of increasing the bikes power output by a
further 10hp, as well as moving peak torque
higher into the rev range.
There were also slight changes to the
engine cases, while the badges were updated
to reflect the addition of DFI.

The Z1300 would continue to sell from

1984 through to 1989 in almost unchanged
form albeit with different colours and minor
details for each year, although sales fell greatly
and by 1986 the bikes future became bleak.
Available until 1989, there are reports of
dealers having stock of the Z1300 until 1993,
with the six-cylinder cult following obviously
not developing until more recent times!
At the end of the day this mighty machine
left a noticeable mark on the motorcycling
world, with a magnificent engine capable
of propelling the bike and rider to speeds in
excess of 145mph (233km/h) and an overall
package that left it often described as the
King of the road at the time.
It is worth noting, that in America the
Z1300 was also known as the car without
doors, particularly with the touring specific
Voyager models made available to the
American public.
25,000 models were sold over the 11 years
of production, with the bikes popularity

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09

1. The Z1300s design was angular even by the days

standards. 2 & 5. The paint scheme on this Z1300 is
stunning. 3. The engine and crank width becomes
very obvious from this angle. 4. Good vision
through the stock mirrors. 6. The dash is simple
and easy to read. 7. Fuel injection (DFI) added 10hp
to the bikes already impressive output. 8 & 9. The
stock controls are quite complicated and have
been said to go up in smoke in wet weather.

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proving particularly strong in America where

the mantra of bigger is better has always
applied most strongly.
Exactly what perspective the bike is seen in,
in these modern times is somewhat of a toss-up
between those owners who had the bike
back in its heyday, but no longer, and recall
problems such as poor suspension including
failing fork seals and shock mounting issues,
headstock bearing issues, poor brakes, and
other varying issues.

Even with all these issues in mind both old

and new owners remember the bike fondly and
as a great motorcycle, with plenty of dakka, an
easy-access design approach and the notable
historical providence of being a six-cylinder,
making owners part of a very exclusive club!
After all if youve ever been to a classic
bike meet or show, youll know people
instantly recognise, identify and crowd around
six-cylinders, although sadly Hondas offerings
are far more common than the mighty Z1300.

We can only hope that the increase in

interest and restorations of the Z1300 that
weve seen may cause the balance to fall back
in its favour, with more gracing our classic
motorcycle shows and meets! Not to mention
the pages of RCBE! RCBE

SPECIFICATIONS
ENGINE:
Liquid-cooled, DOHC, four-stroke, transverse sixcylinder, two-valves per cylinder, 1286cc, 62 x 71mm
bore x stroke, 9.9:1 compression, DFI, shaft nal
drive, six-into-two exhaust
CLAIMED POWER:
130hp@8000rpm
DRY WEIGHT:
297kg
CHASSIS:
Doube cradle frame
SUSPENSION:
Telescopic forks, dual preload adjustable air shocks
BRAKES:
Dual 260mm rotors, two piston calipers, single
250mm rotor, single-piston caliper
TOP SPEED:
145mph [233km/h]

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READERSOWN

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You need to own one of these at som

some
me
stage in yourr life. Darren Steen has
owned this screamer since he was justt
22 years old
Lucky bugger

PROFILE
P
E
Iv been riding
Ive
ing since I was 14, so
at least 18 years.
ears. My first bikes
were all Suzuki
we
uki dirt bikes and
m
mini bikes. Then I had a Suzuki
R
RM250, then
n the road bike
bu
bug bit me. I had to stick with
Su
Suzuki, of course,
ourse, so I bought
an immaculate
ate RG250. It was
an 83 HB Replica model,
th
the awesome-looking
e-looking ones
with
h yellow
ll paint, red seat,
eat, HB graphics
and white wheels [Stop making
ng me drool Ed].
I rode that around for ages butt just had to have
an RG500. Then I saw this one
ne in the Trading
Post and snatched it. In the meantime I built a nice
GSX-R1000, which was my main bike until recently.
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01

02

03

04

05

06

07

08

1. Low ori
original
iginal miles. 2. That GP
replica fra
frame
ame that set the world
on fire in
n 1985. 3. Four flatslides
rotary
and rotar
ry disc valve induction.
Aircraft
4. Aircraf
ft style fuel cap. 5.
immaculate
Original immacula
ate bodywork. 6. Upper
rear pipes look se
seriously
eriously cool. 7. Fouranti-dive.
piston calipers, an
nti-dive. 8. Six-speed.

THE BIKE
I bought the bike for only $2000! It was as
is today original and immaculate. I rode it
home and parked it in the garage For 10
years! Ive ridden it a little bit, but not much.
A few trips here and there, to the bike shop or
petrol station thats it
Unfortunately Ive sold it, though, and itll
be shipped off to Alaska soon to its new owner.

I kept it original for all those years then decided

to build a GP replica. It was only after I sold
the bike that I heard about Mick Costin, who
built that awesome YZR500 replica. Id always
wanted to own an RG500, so Im glad I did.

PARTS BIN
Not much. I kept it clean, polished and
WD40ed it, plus ran it every now and then. The
screen and the colour of the wheels are the only
two things that arent original on the bike.

END RESULT
10 years of detailing and very little use
means that this is one rare puppy

WHAT IT COST
Originally? $2000... Since
then? Nothing RCBE

SPECIFICATIONS
1985 RG500
Engine type: Water-cooled 498cc two-stroke square-four
Power: 95hp@9500rpm
Torque: 71Nm@8000rpm
Overall Length: 2100mm
Overall Width: 695mm
Overall Height: 1185mm
Seat Height: 770mm
Wheelbase: 1425 mm
Ground Clearance: 120mm
Dry Weight: 156kg

SUZUKI RG500
In March, 1983, Suzuki released the RG250 Gamma,
the rst member of the RG family. The following year,
Suzuki introduced the largest member the RG500
and, in 1985, a 400cc version for the domestic
Japanese market. It was built for the highly competitive
400cc class in Japan.
The RG500 Gamma and Yamaha RZ500 race replicas
were the closest you could get a real GP machine back
in the mid 1980s. The RG copied the racer, with its four
water-cooled cylinders arranged in a square, disc valves
and all the latest two-stroke technology. The chassis
was as advanced, with an aluminium box frame and
full-oater rear suspension. A true legend was born and
anyone with two-stroke in their blood has lusted over
an RG500

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VINTAGE RACER KAWASAKI H1R

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THE KAWASAKI

H1R RACER
Ginger Molloys milestone motorcycle changed the face
of racing and gave Agostini a run for his money
WORDS: ALAN CATHCART

PHOTOGRAPHY: KEL EDGE

ronic, really. Alone out of the four Japanese

manufacturers, Kawasaki firmly turned their
backs on two-stroke GP racing for almost two
decades, in favour of exclusively concentrating
their race efforts on the four-strokes they sell
for the street. Yet is was the Green Meanies
who were responsible for building the most
significant motorcycle in the history of the
500GP class, which ushered in the modern era
of race development when it made its debut
on the world stage over 40 years ago the
three-cylinder 500cc two-stroke known as the
Kawasaki H1R.
Hondas withdrawal from GP racing at the
end of 1967 had left the 50cc and 125cc
GP classes firmly under the control of
their two-stroke rivals, while the FIMs
short-sighted ban on more than
two cylinders would shortly do the
same for the 250s, after Benellis
swansong world title in 1969,
courtesy of Kel Carruthers.

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The 350 class was already awash with

Yamaha two-strokes as the favoured mount
of all but riders of the Italian multi-cylinder
works racers, leaving just the blue riband
500cc category as the final fortress of fourstroke domination. But only because
the Japanese hadnt got round
to developing a bike for it...
yet in 1970, however,
they did.

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THE H1R ARRIVES
Kawasaki had already stunned the world by
launching the first large-capacity two-stroke
streetbike of the modern era, and the 500cc Mach
III was just amazing a true hooligan bike, the
first headbangers hotrod. Of course, it swiftly
ended up on the racetracks of the world, where it
gained further street cred by being immediately
competitive and surprisingly reliable, as well as
numbingly fast by the four-stroke standards by the
day enough so, for example, to spring an upset
victory in the 1969 Le Mans 1000km race, and
to come within an ace of winning the
Bol DOr 24-hour marathon,
finishing second, third
and fourth after
yielding the lead to
the winning 750
Honda only in
the final hours.

For a company whose greatest success on

the track until then had been to win the
World 125GP title with Dave Simmons
riding their rotary-valve parallel-twin that
same year, it was a short but inevitable step
to develop the full-on 500GP production
racer that the Mach III seemed destined to
sire, and in doing so, Kawasaki altered the
face of Grand Prix racing forever.
Unless your name was Giacomo Agostini,
and you were able to parade to a series of
unchallenged GP victories and world titles
aboard Count Agustas MV four-stroke triples,
if you raced in the 500cc GP class up until the
end of the 1969, you had to be satisfied with
riding a Matchless G50 or Manx Norton based
British single that was at least 40 mph slower
than the MV, but had the benefit of being
cheaper to run and easier to maintain than the
Italian Paton and Linto twins which were the
privateers only other option. You did have a
choice of racing a nominally overbored
350 two-stroke, so the first
time a two-stroke ever
finished on the rostrum

of a 500GP was when New Zealander Ginger

Molloy took his 360 Bultaco single to third
place in the 69 Spanish GP at Jarama out
of just seven finishers! Two-strokes werent an
option yet.
But a year later they were and Molloy,
an experienced member of the Continental
Circus who was his own mechanic and knew
better than most how to prepare a fickle,
seizure-prone two-stroke racer of the era and
to make it reliable as well as ride it properly,
was the man who proved it. All by finishing
second to Agostinis MV in the 500cc World
Championship in the debut season of the
bike that would change the GP world forever,
Kawasakis H1R.
Closely based on the Mach III roadster, the
40 or so H1R road racers that Kawasaki built in
total all followed the same basic architecture,
with three separately-cast air-cooled cylinders
with a single exhaust port and five transfers,
mounted transversely in line on a crankcase
identical to the Mach IIIs and fed by a trio of
Mikuni VM35SC carbs, which most owners
bored out to 36mm. The piston-port
engine ran on 20:1 premix fuel, but an
additional oil tank in the seat supplied

>>

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additional lubrication via Kawasakis trademark

injector system mounted on the right end of
the crankshaft, feeding the main bearings,
big ends and, via the oilways drilled in the
stock H1R rods, the needle roller small end
bearings.
This was undoubtedly one reason why the
H1R swiftly gained a reputation for near-bullet
proof reliability in private hands, once owners
educated on four-stroke singles had mastered
the critical skills of setting the carb jetting on
a two-stroke correctly, only broken cylinder
studs were a perennial problem.

Forged two-ring pistons 20 grams lighter

than the Mach III equivalents were fitted to
the 60 x 58.8mm engine, whose five-speed
close-ratio gearbox used a dry clutch mounted
behind the oil injectors, while the Mach IIIs
electronic ignition was replaced by a battery
and three coils for the racer.
However, most owners like Molloy fitted
a Krber transistorised system which saved
weight by junking the battery and other
hardware, as well as preventing misfires caused
by any slight movement in the crank bearings
upsetting the points timing.

The motor has to be revved

well past 8000rpm in order
to make power, at which
point it becomes impressive.

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Delivering 75bhp at 9000rpm in stock form,

more than 30bhp more than a Manx Norton or
Seeley G50 which weighed more dry than the
135kg Kawasaki, the H1Rs big handicap was
its very high fuel consumption, around 16mpg
or 18L/100km. Scare stories about 11mpg thirst
which arose when the bike made its debut at
Daytona in March 1970 came about through
confusing Imperial and American gallons! But,
even so, the fuel load needed to satisfy this
thirst in the days when FIM rules stipulated
that GP races must be at least one hour in
length, was a real penalty.
This was true not only in terms of weight
and lost time making pit stops to refuel (as all
H1R riders had to do as a matter of course in
GP racing, even once the oil tank in the seat
had been converted to a secondary fuel tank,
and a new oil container mounted above the
gearbox where the battery used to be) but also
because a bike which already featured some
compromises in its chassis design didnt handle
any better with 30 litres or so of fuel aboard!
The width of the three-cylinder engine meant
that it had to be mounted very high in the duplex
frame (essentially a lightweight copy of a Norton
Featherbed chassis) in order to gain acceptable
ground clearance even on the skinny triangular
race tyres of the day the crankshaft was located
no less than three inches (75mm) above the
centreline drawn between the wheel axles.
Sticking 22 litres of petrol in the standard fuel
tank, then adding another 8.5 litres in the tail,
must have made the Kawasaki a real handful in
the early laps of a GP race or after a fuel stop!
Stopping the bike must also have posed a
real problem, which the 280mm four leadingshoe drum front brake (with its substantial
gyroscopic effect on the handling), proved
ill-equipped to do. In fact most owners fitted
a lighter, more effective 250mm Fontana 4LS
brake during 1970, and by the following season
disc brakes (usually sourced from the Honda
CB500/750 parts bin) were commonplace.
The H1R made a winning debut at Daytona
in March 1970, when the first customers took
delivery of their bikes and one of them, Texan
Rusty Bradley, won the 100-mile Junior race on
his machine. In the Daytona 200 for which
the H1R was eligible under the new F750
rules, thanks to its Mach III roadster ancestry,
Ginger Molloy finished seventh on his new
500 against all the 750s, best private owner and
best non-American with a completely standard
bike that had been uncrated and assembled
only days before, but which was still trapped at
159.83 mph on the bankings.
Back in Europe, Molloys H1R began to pay
its way at the non-championship internationals,
which were vital to a privateers race budget,
with third at Cervia in Italy, and fifth amid the
snow and ice of Austrias Salzburgring. Similar
weather was in store for the first GP of the
season at the Nurburgring, in which Ginger
played safe and rode his 360 Bultaco to third
place behind Agos MV and the URS four.

WorldMags.net

H1R was far from being a billion-lire works

GP racer, it could be bought for just 1,500 GBP
from your friendly local Kawasaki dealer....
In the French GP at Le Mans two weeks
later, he gave Kawasaki its first 500GP rostrum
finish with a superb second place behind
Agostini, after being last away at the push start.
It was a classic debut which served notice that
the times, they were a-changin.
The H1R was only fractionally slower than
the MV on both acceleration and top speed,
yet far from being a billion-lire works GP racer,
it could be bought for just 1,500 GBP from
your friendly local Kawasaki dealer.
Two obligatory pit stops necessitated by the
Kawas thirst, as well as a slight but annoying
misfire, had let Ago off the hook at Le Mans,
but for the next GP on the Opatija street
circuit in Yugoslavia, Ginger converted the seat
tank to fuel and mounted a small cylindrical oil
tank in front of the rear mudguard.
The adverse effect on raking of this extra
load was underlined when he rammed Paganis
works Linto at a hairpin, then was blinded by
fuel spraying into his open face helmet from the
breather pipe seventh under the circumstances
was a bonus. Opting to miss the TT, he raced
instead at the non-title Yugo race at Skopjaloka, and scored the Kawasakis first race victory,
setting a new lap record in the process. Fitting a
wider WM3 rear rim the H1R was definitely
under-tyred in stock form with 3.00 and 3.25
front and rear tyres respectively, both on WM2
x 18 inch wheels, he headed for the Dutch TT
at Assen hoping to give the MV a close run for
victory, on a circuit where he had twice finished
second in the Dutch GP, on the same day.

But it was not to be. The Kawasaki wouldnt

rev properly at Assen, pulling only 8000rpm
instead of its peak 8800 revs (and 9500rpm
redline), and the misfire was still there. Ginger
still finished fourth but the next two GPs in
Belgium and East Germany were a disaster,
with retirements in both races the crankshaft
needed attention.
Unable to obtain original spare parts, he
fitted a reconditioned crank with home-made
crankpins and German Durkopf cages, which
lasted longer than the Japanese rollers in the
six-bearing crank. Together with the Krber
ignition now fitted, this transformed the
Kawasaki into a fast and reliable machine,
which actually allowed him to lead the
Finnish GP at Imatra at half-distance, before
Agostini overtook him.
Second place there was followed by
another in the Ulster GP, when again the
Kawasaki privateer led the works MV, only to
have to stop for fuel, allowing Ago to win by
just under two minutes. Sixth at Monza in the
Italian GP was a disappointment even if no
less than seven Kawasakis finished in the first
ten, behind the inevitable pair of MVs, thanks
to a power loss caused by overheating from
the alloy casing round the generator, which
Ginger now ventilated, as well as taking a file
to the cylinder ports. His handiwork paid off,
with third place in the non-title race at Imola
the next weekend, then victories in similar
races in Austria and Yugoslavia. The H1R was
paying for itself!

To round off a season that could hardly

have been more successful, Molloy rode the
Kawasaki to another second place, his fourth
of the season, in the Spanish GP in Barcelona.
This result must have given him extra
satisfaction because of his long connection
with the Catalan capital as a semi-works
Bultaco rider, as much as for the second place
in the World 500GP Championship that
it clinched for him. It was the first time a
two-stroke had ever finished in the top three of
the 500GP world title chase.

SETTLING IN AUSTRALIA
This detailed resume of the debut season of
Molloys milestone motorcycle is of special
significance for the simple reason more than 40
years on, the very same bike is alive and well
and racing in Australia in completely original
form, thanks to the son of the man who
acquired the bike from Molloy in 1972.
Brendan May and his brother Brad took the
500GP world championship runner-up H1R over
from their dad Kevin in 1983, ten years after
hed bought it from Ginger Molloy. The Kiwi
had spent 71 racing in the USA, then returned
down under to finish second on the bike in the
Australian TT at Bathurst where the Kawasaki
was clocked at an incredible 172mph down the
Conrod Straight, running 13000rpm on its tallest
gearing without damage!
That was Gingers racing swansong
he rebuilt the bike and sold it to the

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VINTAGE RACER KAWASAKI H1R

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Brendans H1R is essentially
exactly the same as when Ginger
Molloy last rode it...
May family, before retiring from racing to his
NZ homeland (though just to show once a
racer, always etc., he then became an active
competitor in historic events!).
Brendan May used the bike to progress
through C-grade novice racing, before running
out of pistons and breaking the skirt off the
centre cylinder, leading him to park it and
move on to a modern 250 Yamaha. But
the galloping growth of Post-Classic racing
Down Under encouraged him to dig it out
of retirement, re-sleeve the cylinder and
persuade the Wiseco importer to source him
some pistons. In 1994, the H1R took to the
racetrack for the first time in eight years with
resounding success. First Brendan rode it to
the a pair of 500cc race wins in the Island
Classic at Philip Island, then he repeated the
success in the 500cc race at the Australian
Post-Classic championships at the Eastern
Creek GP circuit later in the year, since when
the Kawasaki has been a regular visitor to
Victory Lane Down Under.
To find a period racer of any kind in such
original, authentic condition, yet still capable
of winning races is a rare event but all the
more so when its one of the early customer
GP two-strokes, which for some reason
seem to have been modified more than the
equivalent Manx Norton or CR Honda. But
Brendans H1R is essentially exactly the same
as when Ginger Molloy last rode it, complete
with the H1R-A power-up kit made available
for 1971, with different exhausts from the
crossover type originally fitted to save bulk.
Together with altered port timing and other
minor modes, this bumped power output up
to 80bhp at 9500rpm, but Molloy had already
had the Bultaco factory spend a day re-porting
each cylinder, says Brendan, so the exhausts
were the main improvement on his bike.
The H1R-A also had crank mods which saw
roller bearings with a brass cage fitting on one
side but with Yamaha rods fitted and special
crankpins with smaller Yamaha needle roller
bearings which dont generate so much heat
lasting longer.

Thats when I wasnt holding on tight to stop

getting left behind when the power suddenly
came on strongly, because make no mistake,
riding this bike is an acquired skill which 15
laps of Phillip Island saw me only partially
trained in. The first trick is to start it the
clutch action is very stiff, so its quite hard to
catch the engine as it fires and a real knack is
needed to match throttle opening to engine
speed, making the push-start GPs of the era a
bit of a challenge that presumably came with
practice. Even once youve got it fired up (OK,
I admit it, I had to get Brendan to start it for
me!), getting it off the mark is hard, too more
practice needed AC!
The problem was that a career of test riding
modern GP two-strokes had left me unprepared
for the degree of brutality it was necessary to
inflict on the Kawasakis clutch in order to
wind the revs up high and made the motor
sing. Forget about todays pussy-bikes with
their mile-wide powerbands and more gradual
delivery obtained by electronic trickery like
powervalves and traction control, this is a
bike from the days when a clutch lever was

Riding is a mixture of keeping

the revs high enough, while
ensuring the bike is upright when
transitioning back onto the power.

THE H1R AT PHILLIP ISLAND

Apart from the inevitable broken cylinder
studs and assorted clutch problems, Brendan
says the bike has been very reliable during
the time hes raced it, thanks to the modern
race pistons and Bel-Ray oil, as well as
conservative jetting.
Still, it didnt persuade me not to leave
my clutch hand on the lever at all times
when I rode it, though just in case!
60

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your passport to race-winning horsepower,

delivered right now rather than later. There was
no power at all below 7000rpm on the Molloy
Kawasaki with its H1R-A pipes, and to make it
really motor you have to get it revving at 8000
rpm or higher.
When the tacho needle hits that mark
on the dial, you better be holding on tight,
suddenly, the Kawa will lunge forward as the
power comes in strong and if you happen to
be cranked over at the time, exiting one of
Phillip Islands slower turns, be prepared for
the rear Avon tyre to go walkies, chopping
across the tarmac as it scrabbles for grip and
your heart-rate goes ballistic. If you happened
to have inflicted this excitement on yourself
by clutching the engine out of a slow turn, it
seems doubly daft. Thats when you learn to
pick the Kawasaki upright before you gas it hard
or clutch it and try not to let the revs fall out
of the powerband, ever.
Since the engine is redlined at ten grand and
you have only a five-speed box to play with,
this is easier said than done but a pit stop for
advice brought reassurance from Brendan.
The 10000rpm redline is only for the
standard H1R, he said, whereas this uprated
engine has less power low down but is safe to
quite a bit higher. Just let it go!
OK, boss, I did and now I can believe that
amazing 172mph Bathurst trap speed,
because it carburates best at high revs
and changing up at 10500-plus allows

WorldMags.net

1. Three 35mm Mikuni VM35SC carbs provide fuel to the air-cooled transverse in-line three-cylinder engine. 2. The frame is loosely based on a Norton
Featherbed chassis and mounts the engine high to ensure ground clearance. 3. Tubular steel duplex cradle frame and swingarm helped contribute to
the bikes superlight weight. 4. The dry multiplate clutch has to be really brutally used to get the most out of the bike. 5. The H1Rs fuel consumption
required a large tank, plus a secondary tank, while the low bars didnt provide much leverage. 6. Honda front disc brakes were meant to improve
braking but Molloy regretted the conversion. 7. Koni shocks replaced the stock offerings, raising ride height and increasing ground clearance.

01

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VINTAGE RACER KAWASAKI H1R

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The Kawasaki is
extremely quick
by any standards,
and especially
those of
1970...

you to keep above the magic eight-grand

barrier, and the Kawasaki is extremely quick
by any standards, and especially those of
1970. I mean, seriously fast swapping a
Manx Norton for this must have been like
flying Concorde after a turbo-prop. The future
beckoned, and it was named Kawasaki.
The riding position reminded me more of
a 125 than a 500, with a skinny upper fairing
and steeply dropped bars that didnt give much
leverage for muscling the H1R round turns, but
presumably help present a relatively slim profile
as well as encouraging you to tuck well away
behind the low screen. The bottom part of the
fairing is relatively bulbous, thanks to the wide
crank and bulky exhausts, but it doesnt ground
easily and the handling is actually pretty good
even over bumps, within the context of its time.
The high centre of gravity made it awkward
in slow turns, where it tipped into corners
rather suddenly in spite of the kicked-out head
angle and the bulk of the big fuel tank made it

meaty and butch to ride. It skipped about over

bumps like the one on the inside of Lukey
Heights at Phillip Island but any period
twin-shock bike will do this, and the Kawasaki
seemed relatively controllable, at least with the
light fuel load I was riding with.
Brendan was unable to get the original
Kawasaki shocks rebuilt, so had fitted Konis
which are probably more compliant as well as
being 10mm longer, thus increasing rear ride
height by that amount. This might account
for the fact that the H1R didnt have the
ass-down feel that most period two-strokes of
the 1970s have, as well as for its good ground
clearance, but it didnt cure the noticeable
power understeer that was the main feature of
the bikes handling. It pushed the front wheel
and headed for the hills each time I got hard
on the pipe in the middle of a turn and needed
a good tug to pull it back on line. The fact
that the front WM2 rim was surely over-tyred
with the 110/80-18 Bridgestone fitted mightnt

have helped, especially with the rather flimsy

forks which were pretty hopeless at coping with
bumps cranked over on the power, chattering
the front tyre quite dramatically.
The answer? Either hold on tight and grip
that big fuel tank with your elbows and knees
while keeping the throttle wound on, or else plot
a smoother course and try to keep the bike more
upright entering a turn, braking hard before you
peel off into it, then accelerating hard into the
apex like you do in a racing car. Late braking,
early acceleration and a short transition time are
the keys to riding a bike like this fast and the
potent engine rewards that approach.
Just make sure you brake hard into the peeloff point, with the clutch in and changing down
two or three gears at a time bottom is very low,
and I couldnt grab it till the last moment just as
I was ready to get on the gas again. Taking MG
or Siberia was all a question of timing, that and
judgement. The stainless steel Honda CB500
discs Ginger Molloy fitted to the bike had just as
little bite as the ones on my XR750-TT Harley
road racer I owned at the time, which is why I
fitted a Fontana drum to it. The discs may be
lighter than the heavy drum brake but they dont
make the bike stop so well and Ginger regretted
making the swap, says Brendan. I know why!
But Im sure Ginger didnt regret racing the
Kawasaki, or becoming the man who ushered
the modern era of machine development into
the Grand Prix arena. Thanks to Brendan and
Brad May, a valuable piece of two-wheeled
history can be seen in action today, still
preserved almost exactly as it was when it gave
Ago a wake-up call more than four decades ago.
History lives again! RCBE

SPECIFICATIONS
ENGINE:
Air-cooled, transverse in-line three-cylinder, piston-port,
two-stroke, with separate oil injection to 120-degree
crankshaft, 60 x 58.8mm bore x stroke, 498cc, three
35mm Mikuni VM35SC carbs, Krber CDI, 5-speed, dry
multiplate clutch, H1R-A power-up kit exhausts
CLAIMED POWER:
82bhp@9500rpm
WEIGHT:
135kg
CHASSIS:
Tubular steel duplex cradle, tubular steel swingarm,
Wheelbase: 1360mm
SUSPENSION:
35mm Kawasaki telescopic forks, dual Koni shocks
BRAKES:
Dual 260mm Honda stainless steel rotors, two-piston Honda
calipers, 230mm rear twin leading-shoe drum brake
WHEELS & TYRES:
Borrani wire-spoked rims, (F) 110/80-18 Bridgestone
Spitre on WM2/1.85in, (R) 130/70-18 Avon AM23 on
WM3/2.15in
TOP SPEED:
172mph [276.8km/h] (Bathurst 1973)
SPECIAL THANKS:
Owners, Brendan and Brad May.

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WORDS: RUSSELL COLVIN

PHOTOGRAPHY: RUSSELL COLVIN, HEATHER WARE

We flogged the Poms and Kiwis again this year at the International Island Classic

or the last weekend in January the

penguins, koalas and kangaroos have to
take a back seat as the centre stage belongs to
the high-speed leather brigade who embark
on Australias largest historic motorcycle race
event and the third largest
motorcycling event on
the Australian calendar
behind the MotoGP
and World Superbike
events. Thats right its
the Tahbilk International
Island Classic!
In its 21st year running,
the Island Classic once again
lived up to expectation for
both racers and the fans that
made the annual pilgrimage
to the seaside circuit. Each year
this event draws more bikes and
competitors; 2014 saw over 450 bikes/
sidecars entered and 343 riders! Where
else would you see a turn out like this?
This event has everything for everyone.
Not only is there kick arse action on track
across all 10 classes thoughout the whole
weekend, but off track its almost if not more
exciting! Things such as free pit access where
the fans got to rub shoulders with some of the
best riders in the world and check out some
serious bike porn in the pits too. Not only is
bike porn in the pits, its also in the parking
area as well, where fans gets to park their
pre 1990 non-competition motorcycle pride
and joy close to the pit area and turn it into
a showroom like parking lot. And then on
the Sunday afternoon they even get to do a
demonstration lap in the Shannons Parade
Lap show as well. This year there were 95
bikes taking to the track and what a sight it
was to watch. A welcome return in 2014 was

trade alley in the back of the paddock where

you could even buy some official 2014 Island
Classic merchandise and so on. Another
big-ticket item was the Saturday night welcome
dinner which was once again held in the expo
area. 670 people enjoyed the night, with a few
glasses of Tahbilk wines of course and some
great food while listing to Sir Alan Cathcart
interviewing all the main players including
UKs new star recruitment, John McGuiness.
Even Retro & Classic Bike contributor
Alan Cathcart thinks this event is amazing!
Cathcart said, I have been coming to the
Island Classic on and off for the past 10 years.
Its been fantastic to see how it has grown.
Having the International Challenge was a
brilliant idea. The whole event is a great
success and I enjoy it.
In regards to the International Teams
Challenge, If youre wondering what that is all

teams. They brought an army of their best

riders such as ex 250/500cc GP star Jeremy
McWilliams, Gary Johnson, Mike Spike
Edwards who has competed in some of the
most famous races such as the Spa-24Hour,
BolDor 24Hr, Suzuka-8hr, Macau-GP just to
name a few. At the eleventh hour, Irishman
Ryan Farquhar was called in to replace Steve
Brogan because of family commitments. But
the biggest name to make the headline act was
without a doubt, the man from Morecambe,
Lancashire, 41-year old John McGuinness.
The 26-race victor at the Isle of Man TT and
an accomplished endurance racer was glad to
be on Australia soil. But when he asked what
it was going to be like to race his IOM TT
rival Cam Donald, this is what he had to say
about it - Its going to be hard to deal with
Cam around here thats for sure. He passed
me yesterday and showed me who was the

The Poms, Yanks and Kiwis brought

an army of their best riders to do
battle against the Aussie legends...
about, well, in simple terms it is a is fiercely
contested weekend which sees Australia V the
Yanks V the Kiwis and V the Poms, all going
hammer and tongs to score top points to win
for their country. And for individual honours,
riders were all battling it out to win the Ken
Wootton memorial trophy and the everfamous Karen Nurse Woottons homemade
chocolate brownies.
2014 saw UKs best line up of riders that
were ready to rock and roll and go toe-totoe with the Aussie riders and the other two

boss around Phillip Island. But we will slowly

catch up and hopefully towards the end of the
weekend we wont be a million miles away.
But the likes of Shawn Giles, Steve Martin
and Robbie Phillis are super fast around here.
Even Brendan Roberts. I have experience
racing against him in BSB Superstock and
he is lighting fast as well. I have a load of
respect for all of these guys. For a man like
McGuinness who raced around the
worlds greatest tracks like the North
West 200, Macau Grand Prix and the

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FEATURE ISLAND CLASSIC

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1. Racing was ultra competitive in all classes. 2. Ryan Taylor dominated on the GPz900in P6 1300. 3.
Dean Oughtred on the winning CR750. 4. Racing was intense on Sunday.

McGuinness leads Edwards at Honda corner. The two raced hard

all weekend long and are hoping to be back for more in 2015.

Cameron Donald leads Shawn Giles and Brendan Roberts. The #89 XR69
and Cameron were seriously fast all before the XR went pop in the final.

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Isle of Man TT and so on, what is it like to

come down under and race at this iconic
race track? The track is simply amazing!
Its a real old school type of track, just so
fast and following. The track is like Monza,
Spa, Daytona, its one of the circuits on the
world scene that you want to do. I was just so
excited to come!
The English team may have had their
strongest line up of riders, but quite frankly
the Aussie team did not give a rats arse who
they brought out. Because Australia had
their own army of riders. Riders such as the
1999 Australian Superbike and 2009 World
Endurance champion Steve Martin, Martins
teammate Shawn Giles. Mr Superbike Robbie
Phillis, Tasmanias Malcolm Wally Campbell,
Current Australian Superbike racer Beau
Beaton, Brendan Roberts and another IOM TT
legend, Cam Donald just to name a few.
On track action, well it started off with
an Aussie blitz from Donald. From the word
go he was the early pace setter in qualifying
one and looked like he was going to be the
man to catch for the whole weekend. Donald
steered his Manta Engineering Suzuki XR69
to a 1m38.368 in the 15-minute opening
qualifying session, just 0.403s faster than
countryman Beau Beaton on the K.H.
Equipment/Austart Air Starters Irving
Vincent. Today went pretty good, said
Donald. We have been chipping away with
the same motorcycle for the last few years
now, and every year we seem to improve it. Its
great to go P1, but its still early days as there
is a lot more racing to go yet. But Im thrilled
to go P1, added the likeable Victorian rider.
In qualifying two however it was McWilliams
(Team Winfield) who got the upper hand
snaring pole position over Donald by .017sec!
Giles rounded out the three bike front row.
McWilliams kept his form going in the two
opening races on Saturday beating Donald
who played second fiddle to him in both races.
Race two was nothing short of a bell ringer!
McWilliams, Donald, Giles and Roberts all
battled it out for the whole six laps, and at
the end of the race the time difference was
just .272 between the four riders! The Island
Classic is an event where we really try are
arses off way too much than we really should.
said a delighted McWilliams after race two.
What should be a fun event, everyone takes
it so seriously. Were all turning up with better
machinery and better tyres every year, and
the lap times are really impressive. Everyone
wants to win it because its a prestige event.
That race just proved it then as there was
nothing in it between us. I cant remember
the last time we started a weekend off so well
like this. The event means a lot, because
Phillip Island is so special to me.
Race three belonged to Donald as he led
from start to finish but it was not made easy
as Giles gave chase the whole way. Giless
team-mate, Roberts finished third while

Michael Dibbs leads the pack out of Siberia

on the Rex Wolfended Harris Honda.

WorldMags.net

1. Mark Bracks interviews Shawn Giles after his

victory in the final. 2. John McGuinness, Anthony
Hamilton, Steve Martin. 3. The pits were open to
the public all weekend. 4. Massive crowds made
the event atmosphere one to remember.

McWilliams had to settle for fourth as he was

suffering with his bike cutting out down the
main straight on the first two laps which cost
him any chance of victory. With this result
it set the stage for an epic battle for the final
race of the weekend. Donald was just one
slender point ahead of McWilliams with Giles
just three points off Donald. It was game on
for the last race!
In the most stunning outcomes, Roberts
pipped McWilliams by the smallest of
margins, just .004sec to claim second spot
behind Giles in race four. The result meant
that both Giles and McWilliams finished the
International Challenge races on 155-points
apiece, and were subsequently declared joint
winners the first time its happened since
the International Challenge began in 2005.
Giles and McWilliams now share the Ken
Wootton Trophy as the highest individual
point scorers in the International Challenge.
This is just fantastic, said Giles who
described the weekend like a WSBK because
everyone was pushing that hard. The start
of the weekend I was struggling a bit, because
we had two wet sessions and I didnt go
out and went into qualifying and was a bit
behind. So I really had to try hard to get close
to the front. Full credit to the TBR/D&D/
Springwood Suzuki team. They have built

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04

awesome bikes for many years now. To have

three bikes up there just shows how good the
team is. Brendan rode unreal for his first ever
time at the Island Classic, its no easy task at
all. As I said full credit to the team, they have
all worked hard, theyre all a bunch of mates
and that is what makes it so good to race for
the team. I had to put everything on the line
in that last race. I had my bike wobbling all
over the place because I was trying so hard
but Im over the moon to come away with a
win in the final race. I still take my hat off to
Ken because when I retired from Australian

Superbikes he told me I had to come and race

at the Island Classic and now Im hooked
forever. I wish Ken was here to see it.
McWilliams was wrapped well and said
Just so many emotions. Nobody knew which
way it was going to go. We all come here for
our own reasons. To come back for such a
prestige event and pick up the Ken Wootton
memorial trophy again is very special. Shawn
beat me last year by one point and I beat him
the year before by one point and this
year we tied. You could not have written
the script. Im seriously blown away with

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ISSUE #14 RCBE

67

FEATURE ISLAND CLASSIC

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Race three belonged to Cameron

Donald as he led from start to nish.

Shawn Giles rode the wheels off his TBR Katana and the win he took in the
final race will go down in history. It was an epic battle.
1. Steve Tozer, the veteren A grader, came second in P6 New Era 750 on a 400! 2. Mal Campbel and
son Scott had some epic battles over the weekend. 3. The start of Race 1. 4. Huge fields in all classes
including 125s. 5. Nothing like a grid full of air-cooled superbikes to get the blood flowing. 6. Keith
Campbell leads the 350 Classic field. 7. Glenn Hindle was his usual fast self and dominated 350
Post Classic. 8. Roger Ward, Peter Attwood and Leigh Corbett all RD mounted. 9. Dave Johnson was
blindingly fast and won 500 Post Classic. 10. American Jimmi Mac was wrapped.

just how big this event is! Im really looking

forward to next year thats for sure, I just cant
wait to get back here!
Third place went to Roberts with a 6-4-3-2
result while Beaton was fourth with a 4-6-7-4.
Rounding out the top five was McGuinness on
the Harris F1 after he strung a 7-8-8-7 result.
A pretty impressive result seeing McGuinness
did not even sit on the bike till the Thursday
at the Island Classic!
McGuinness once again was wrapped about
the weekend and told Retro & Classic Bike
Enthusiast it was a purely amazing weekend!
Ive said it a million times all weekend.
Its been a thrill, its been fun, its been
unbelievable competitive, its been friendly,
said McGuinness. I probably underestimated
just how fast we were going to go. The bikes
are just ridiculous. Its been great to ride with
these boys, I know Brendan from BSB, I know
Steve. But I have never ridden with the likes
of Giles, Wally Campbell or Robbie Phillis
and so on so its nice to have raced against

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RCBE ISSUE #14

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WorldMags.net
new people who are so fast. I think even if I
did 30-days testing before the event I dont
think I would have ran with those leading
Aussies, they were special. And hats off to
Jeremy [McWilliams} he did a solid job.
The organisers here at Phillip Island have
done a really great job. Ill come back next
year for sure and give it another whirl, added
McGuinness.
Mike Edwards, also piloting a Harris F1
finished in sixth place with an 8-9-9-6.
Seventh place went to T-Rex Racings
Michael Dibb on the 1982 Honda Harris
1150cc machine.
In race four it was just pure bad luck for
Donald when his bike expired on the opening
lap. It vibrated and then went pop, said
the 36-year old. Its been an up and down
weekend, actually up all weekend. Practice
went well, qualifying went well, two seconds
and a win, fantastic weekend! It was a shame
to end the weekend on a sour note with a
mechanical problem, but thats racing. We
have to look at the positives; its been a great
fun weekend. Last year we were second overall
and we won the Phil Irving Trophy, but this
year we won an International race with a few
seconds, its a shame we could not put the
icing on the cake, but will save it till next
year. When Donald was asked would he be
back in 2015 he replied with We have to. We
havent won it yet. Donald still finished in
eighth place overall by virtue of his impressive
form with a 2-2-1 result.
Ninth place went to Gary Johnson while
rounding out the top 10 was the 1999
Australian Superbike and 2009 World
Endurance champion, Steve Martin on his
TBR/D&D/QBE Insurance Suzuki Katana. All
in all, Im actually happy, said Martin. Last
year was a terrible year for me because I only
finished two races. But this year I managed to
finish three races and I equalled my best time
and I have not been on the bike much, so Im
pretty happy with that. Of course I wish I
was a bit further up the front, so Ill have
to try and rectify that for next year.
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1. Jeff was wrapped to meet John McGuinness. 2. Huge number of competitors for the riders briefing.
3. The spectators were flooding through the gates all three days. 4. Sir Alan Cathcart was on hand
doing interviews and hosting the Saturday night Gala Dinner.

McWilliams on the Harris Yamaha

ahead of Donald and the pack
into MG corner. Jeremy was the
fastest of the Poms.

Steve Martin was the fastest of the Pirelli

shod riders all weekend, consistantly in the
1:39s on the TBR QBE Katana.

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ISSUE #14 RCBE

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FEATURE ISLAND CLASSIC

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As Australia celebrated Australia Day on Sunday the 26th of
January it was quite fitting that Australia retained the International
Trophy for the teams challenge award winning it with 692 points
on the board from the United Kingdom on 617. New Zealand was
third with 367 and America in fourth with 341 points.
The final word should go to the circuits Managing Director,
Fergus Cameron. Its been a fantastic weekend. The Island Classic
took another step forward this year. It was always going to be hard
to follow on from last year when Giacomo Agostini came out. But
the International Challenge and the other entire racing certainly
served it up. The level of competition is a whole lot fiercer. To have
John McGuinness out here this year has been great, he has already
told me that he will be back again next year for sure. This event is
magnetic. People who want to get involved want to stay involved.
And believe me the Americans will come back next year a whole
lot stronger as well.
Roll on the 2015 Island Classic! RCBE

250 Class Podium.

Unlimited Forgotten group A Era

Podium.

Sidecar Forgotten Era Podium.

125 Forgotten Era Podium.

125 New Era Podium.

250 Post Classic Podium.

250 Forgotten Era Podium.

350 Classic Podium.

125 Post Classic Podium.

250 New Era Podium.

Sidecar Post Classic Podium.

Sidecar New Era Podium.

500 Post Classic Podium.

500 Classic Podium.

350 Post Classic Podium.

Rex Wolfenden and Fergus Cameron.

350 Forgotten Era Podium.

Period 6 1300 Class Podium.

Unlimited Classic Podium.

Sidecar Classic Podium.

McWilliams and Giles.

Unlimited Post Classic Podium.

70

RCBE ISSUE #14

WorldMags.net

RESULTS:

WorldMags.net

TAHBILK INTERNATIONAL
CHALLENGE FINAL POINTS
1 Australia
2 United Kingdom
3 New Zealand
4 America

692
617
367
341

TAHBILK INTERNATIONAL
CHALLENGE INDIVIDUAL
RESULTS
=1 Shawn Giles, Australia,
=1 Jeremy McWilliams, UK
3 Brendan Roberts, Australia,
4 Beau Beaton, Australia,
5 John McGuinness, UK,
6 Mike Edwards, UK,
7 Michael Dibb, Australia,
8 Cameron Donald, Australia,
9 Gary Johnson, UK,
10 Steve Martin, Australia,

155
155
149
143
134
132
137
118
108
105

SUPPORT CLASSES
125 FORGOTTEN ERA
1 Stephen KAIRL (NSW)
2 Simon OLIVER (NSW)
3 Lindsay McKAY (NSW)
4 Terry MORRIS (VIC)

100
64
44
20

125 NEW ERA

1 Robert DAY (SA)
2 Justin HALL (NSW)
3 Anthony MARSDEN (NSW)
4 Tait COGHILL (VIC)
5 Shane BINIONS (QLD)
6 Shane WILCOX (NSW)
7 Andrew COGHILL (VIC)
8 Ryan TAYLOR (VIC)
9 Karina SUNK (VIC)
10 Brian DONOVAN (WA)

85
83
74
64
60
54
53
50
46
46

125 POST CLASSIC

1 Graeme LAWRENCE (QLD)
2 Brian McGRATH (QLD)

97
25

250 CLASSIC
1 Murray SEABROOK (TAS)
2 Jonathan HOUSTON (NSW)
3 John IMRIE (NSW)
4 Bruce MEREDITH (VIC)
5 Mick JONES (NSW)
6 Graeme OSBORNE (QLD)

100
88
80
64
63
54

250 FORGOTTEN ERA

1 Grant BOXHALL (TAS)
2 Stephen KAIRL (NSW)
3 Sean KELLY (SA)
4 Michael DOBSON (TAS)
5 Roger WARD (NSW)
6 Robin WILLIAMS (SA)
7 Craig LAWSON (SA)
8 Stephen WARD (NSW)
9 James MORRIS (NSW)
10 Rex DELL (QLD)

94
82
68
62
54
54
50
50
46
45

250 NEW ERA

1 Simon DICKSON (QLD)
2 Jeff DUKE (QLD)
3 Kieran McGEOWN (QLD)
4 Gary DICKSON (QLD)
5 Keith BRADDOCK (VIC)
6 Ken LOCKART (VIC)
7 Michael CARLSEN (QLD)
8 Michael WEBB (QLD)
9 Campbell TURPIE (VIC)
10 Jason ALLEN (QLD)

100
88
74
73
59
52
51
50
48
40

250 POST CLASSIC

1 Murray SEABROOK (TAS)
2 Eirik NIELSEN (USA)
3 Gavin COSWAY (VIC)
4 John SIMMS (NSW)
5 Mike MURRAY (NSW)
6 John IMRIE (NSW)
7 Jon MUNNS (USA)
8 Denise TALABACH (USA)
9 Phil BRISTOW (NSW)
10 Darrell BAILEY (VIC)

100
82
66
64
63
56
54
46
37
37

350 CLASSIC
1 Rod TINGATE (VIC)
2 Philip PATON (NSW)
3 Levi DAY (SA)
4 Neil MAY (NSW)
5 Bruce MARSTON (QLD)
6 Darrell BAILEY (VIC)
7 David ROPER (USA)
8 Keith CAMPBELL (VIC)
9 Phillip HITCHCOCK (NSW)
10 Richard GRANT (NSW)

91
78
75
72
61
56
38
33
28
25

350 FORGOTTEN ERA

1 Glenn HINDLE (NSW)
2 Lachlan HILL (VIC)
3 Phil DAVENPORT (UK)
4 Stephen KAIRL (NSW)
5 David OGDEN (NZ)
6 Paul GIBSON (VIC)
7 Andrew McLAREN (NZ)
8 Alan JOHNSTON (NSW)
9 Grant BOXHALL (TAS)
10 Murray SEABROOK (TAS)

91
87
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68
60
50
48
42
40
37

350 POST CLASSIC

1 Glenn HINDLE (NSW)
2 Murray SEABROOK (TAS)
3 Russell FAIRBAIRN (NSW)
4 Timothy TILGHMAN (USA)
5 Keith CAMPBELL (VIC)
6 Nick MILLER (WA)
7 Richard MIDGLEY (USA)
8 Bob DEMETRIUS (USA)
9 Eirik NIELSEN (USA)
10 Tony LOGAN (WA)

100
84
82
74
62
56
55
51
49
43

500 CLASSIC
1 Jack WRIGHT (SA)
2 Darren TROTTER (SA)
3 Bob ROSENTHAL (VIC)
4 Rennie SCAYSBROOK (NSW)
5 Matt BURTON (NSW)
6 Bruce MARSTON (QLD)
7 Dan GLEESON (SA)
8 Tony GLAZEBROOK (QLD)
9 Alex KENNEDY (WA)
10 Guy BROWN (VIC)

100
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78
74
57
51
45
43
41
38

500 FORGOTTEN ERA

1 Mitchell MULLIGAN (NSW)
2 David OGDEN (NZ)
3 David ROPER (USA)
4 Grant BOXHALL (TAS)
5 Mick DAMON (TAS)
6 Bob GARNER (NSW)
7 David NICHOLSON (VIC)
8 Trevor TAYLOR (NZ)
9 Andrew McLAREN (NZ)
10 Lindsay RUSSELL (NSW)

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60
54
42
41
36
32
31
30

500 POST CLASSIC

1 David JOHNSON (SA)
2 Bob MARRINER (NSW)

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4
5
6
7
8
9
10

David WOOLSEY (NSW)

Chris PICKETT (NSW)
Tom BRAMICH (VIC)
Allan MURRAY (NSW)
Dave KAVNEY (QLD)
Russell FORREST (NZ)
Martin PEARSON (VIC)
John KELSEY (NSW)

PERIOD 6 FORMULA
750 NEW ERA
1 Scott CAMPBELL (TAS)
2 Steve TOZER (VIC)
3 Tim PODT (VIC)
4 Malcolm CAMPBELL (TAS)
5 Jack TWISSE (WA)
6 Steve ANDERSON (NSW)
7 Simon DICKSON (QLD)
8 Scott EMANUELSSON (VIC)
9 John McKENZIE (NSW)
10 Alan JOHNSTON (NSW)
CLASSIC SIDECARS
1 Bruce MARSTON /
Graham MARSTON (QLD)
2 Bryce DAVIES /
Brett GILBERT (NSW)
3 Victor VASSELLA /
Cameron ROCK (NSW)
4 Theodore TALABACH /
Denise TALABACH (USA)
5 William HARGRAVE /
Annie TREGGER (WA)
KEN WOOTON
PERPETUAL TROPHY
1 Shawn GILES (NSW)
2 Jeremy McWILLIAMS (UK)
3 Brendan ROBERTS (SA)
4 Beau BEATON (VIC)
5 John McGUINNESS (UK)
6 Mike EDWARDS (UK)
7 Michael DIBB (VIC)
8 Cameron DONALD (VIC)
9 Gary JOHNSON (UK)
10 Steve MARTIN (VIC)
FORGOTTEN ERA SIDECARS
1 Bruce COLLINS /
Peter DEANGELIS (VIC)
2 Ian GARDNER /
Kevin BURNS (VIC)
3 Edward POUCHER /
Bronson POUCHER (NSW)
4 Doug CHIVAS /
Mathew McKINNON (NSW)
5 Geoff IRWIN /
Eric MORRISON (VIC)
6 Peter SELKE /
Lionel CORNWELL (NSW)
7 John BLAYMIRES /
Charles BILBY (NZ)
8 Richard HIRST / Ryan MUNNS (NSW)
9 Corey FORDE / vv
Wayne BOSERIO (NSW)
NEW ERA SIDECARS
1 Wade BOYD /
Christine BLUNCK (USA)
POST-CLASSIC SIDECARS
1 John CLANCY /
Chrissie CLANCY (VIC)
2 Tim CAMPBELL /
Bryan FITZGERALD (VIC)

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49
42
39
35
34
34
29

100
82
68
66
60
58
52
49
48
40

100
86
62
54
20

155
155
149
143
134
132
127
118
108
105

91

Peter CHEESEMAN /
Sean CHEESEMAN (VIC)
4 Bob DEMETRIUS /
Christina DIVIGARD (USA)
5 Lindsay DONAI /
Christine MENZIES (QLD)
6 Kevin WEBB / Tony KEOGH (WA)
7 Ray SMITH / Ron GARDNER (VIC)
8 Calvin MERLO /
Colin MAGNAY (VIC)
9 Brian CARROLL / Eve STEIN (USA)
10 Ralph BRIOTTI /
Nichola CADDY (WA)

72
64
61
58
57
54
47
37

UNLIMITED CLASSIC
1 David WOOLSEY (NSW)
2 Victor VASSELLA (NSW)
3 Tony GLAZEBROOK (QLD)
4 Matt BURTON (NSW)
5 Craig HEMSWORTH (VIC)
6 Joe AHERN (SA)
7 Leigh CORBETT (VIC)
8 Barry ANGUS (NSW)
9 David WEATHERHEAD (VIC)
10 Laurie TURNBULL (NSW)

97
76
69
60
57
47
42
41
38
38

UNLIMITED FORGOTTEN
ERA PREMIER CLASS
1 Scott WEBSTER (VIC)
2 Laurie FYFFE (NSW)
3 Mick MOLONEY (VIC)
4 Stuart LOLY (VIC)
5 Glenn HINDLE (NSW)
6 Dave WOOLAMS (UK)
7 Wayne NICHOLSON (VIC)
8 Albert TEHENNEPE (VIC)
9 Peter BOOTH (TAS)
10 Damien KAVNEY (QLD)

100
80
72
61
58
55
41
39
39
38

UNLIMITED FORGOTTEN
ERA MINOR CLASS
1 Bernie LEEN (VIC)
2 Mark McVEIGH (QLD)
3 Richard EASTON (NSW)
4 Mark JOHNSTON (VIC)
5 Roger QUINLAN (NSW)
6 Travis REID (WA)
7 Tony LOGAN (WA)
8 Neville GRANT (VIC)
9 Roger ARNOLD (VIC)
10 Stephen LEEMBRUGGEN (NSW)

91
72
56
56
53
51
50
49
48
44

PERIOD 6 1300CC
1 Ryan TAYLOR (VIC)
2 Alex PICKETT (NSW)
3 Hayden SCORRINGE (NZ)
4 Wayne FORREST (VIC)
5 Duncan COUTTS (NZ)
6 Simon John RICHARDS (NZ)
7 Rick JOHNSON (VIC)
8 Murray GARLAN (NSW)
9 Lech BUDNIAK (NSW)
10 Stephen LEEMBRUGGEN (NSW)

100
88
68
63
60
60
54
51
48
44

UNLIMITED POST CLASSIC

1 Dean OUGHTRED (VIC)
2 David JOHNSON (SA)
3 Simon COOK (SA)
4 Kelton CHEESEMAN (VIC)
5 Corey FORDE (NSW)
6 Nick MILLER (WA)
7 Brian FILO (USA)
8 Steve WOOD (NSW)
9 Darren TINDALE (QLD)
10 John DONAI (QLD)

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ISSUE #14 RCBE

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TRIUMPH
T100R
Davids stunning T100R is a real custom classic, with
no expense spared in the restoration process...

or David fond memories of his 1960

Triumph T100A, which he both raced
and used on the street between 1968 and 1973
in UK, was enough to spawn a new project,
recreating that original bike.
His original 1960 T100A had received its
fair share of customisation, including being
converted to twin points and frame mods to
the swingarm spindle end brackets setting
the theme for this new creation, as less of a
restoration and more of a custom classic.
These projects always start somewhere and
David was lucky enough to nd a basket case
1967 T100T with a wrecked engine, while
a 1973 T100R engine would replace the
wrecked unit both sourced from eBay.
72

RCBE ISSUE #14

The T100R engine was meant to have been

rebuilt, but David had his reservations, and
a full strip was on the cards just to make sure
nothing came back to haunt him later.
Just as well too, as upon disassembly he
discovered a variety of problems, such as the
new main bearings being rusty, while the cams
were timed 180 out of spec and the crank
pinion spacer washer was on back to front.
With the engine apart the cases were soda
blasted as well as the carbies, bringing them up
to as new condition. The engine, gearbox and
carbies were then reassembled, with new main
bearings, polished and balanced rods, painted
barrels and a blocked off tacho drive with an
electric version being used instead.

WorldMags.net

The frame and swingarm were enamelled,

with a set of factory Norton short Roadholder
forks in the original alloy triple-trees and
custom made to order YSS rear shocks, all
assembled into a rolling chassis.
The rims are 18in Akront alloy with butted
stainless spokes with a Honda 350 rear brake
with Grimeca 4L/S front drum brake.
David set up the Grimeca front brake
with the shoes set to come on progressively
with lever pressure, one at a time, giving
greater control and a feel more akin to
more modern disc brakes. He also made
stainless steel adjuster rods rod end bearings
to replace the primitive clevis joints of the
original items.

WORDS: KRIS HODGSON PHOTOGRAPHY: DAVID JONES

WorldMags.net

Both the barrels and the rear brake plate

were painted with a VHT light gold header
paint, which looks amazing and is a very subtle
effect that really stands out among all the
polished alloy!
With all the work carried out by David, he
also took to the carbon-bre, with a one-off
home made oil tank, front mudguard and
Dunstall style seat being created for the project.
Of special signicance and note is also the
fuel tank, made from a mould taken straight
from a Daytona winning bike in the US and
ordered from Brett who operates Glass From
the Past in the States.

Further showing off his skills David

nished his chain guard in carbon-bre, with
professional results.
With the bike running a few issues cropped
up, including not running well, with the
626/26mm Mk1 concentric carbs replaced by
a set of Wassel 900 series 28mm carbies, and
running 170 main jets, #3 slides, 105 needle
jets at 36 degrees timing advance with TriSpark ignition and NGK BR9EIX plugs.
David also created his own gear change
setup, using Ducati Monster and Cagiva Mito
parts, while he cut and modied the kickstart
and nickel plated it to t around the gear
change mechanism.
Oil pressure was also an issue, with an incorrect
oil pressure relief valve spring identied as the
culprit and soon xed with a new spring.
The bike was also wet sumping at higher
speeds, blowing oil out of the rocker box breather
and after much head scratching, assembly,
disassembly, reassembly and hair pulling, the oil
scavange pipe was checked, only to nd the end
was closed, greatly reducing its ability to scavenge
oil, meaning at higher revs it was quickly

overcome and unable to function properly.

Running a BNR dry racing clutch with
dry belt also meant that oil leaking from the
gearbox was causing issues, necessitating
modication to the gearbox output shaft, with a
seal housing on the clutch shaft preventing the
leak and safeguarding the clutch and belt.
Special thanks go to Paul Borger who
provided his lathe for use, as well as helping
out by doing the TiG welding, to Albert Lord
for producing intricate parts on his lathe and to
Ron Stock from the US for the stainless shim
washers, as well as for all the good advice and
support from everyone!
On the end result David could only say, The
bike rides like a dream, starts rst kick every
time and has had no further issues!
Theres nothing Id do differently, I had 40
years to think this one through
When we asked about time and money
invested in the project, David admitted, I have
receipts for parts and raw material alone for
$26,000 and Shannons insured it for $30,000.
From start to nish it took 12 months and its
the most satisfying thing I've ever done. RCBE

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1. The frame freshly coated in enamel. 2. The custom front engine mounts are visible. 3. The engine, headers, exhaust and swingarm fitted to the frame. 4.
The original 26mm carbs were later replaced with Wassel 28mm offerings. 5 & 6. The hand made carbon-fibre oil tank and mockup. 7. A custom rear 45T
sprocket was made. 8 & 9. The engine came up a treat with gold lettering and barrels. 10. The engine cases, carbies and hubs were all soda blasted. 11.
Norton Roadholder forks and Grimeca 4L/S drum brake. 12. The stainless steel adjuster rods. 13. The modified kickstart and modified gear change from a
Ducati Monster and Cagiva Mito. 14. The gold painted brake plate. 15. Custom built YSS shocks. 16. Show N Shine awards.

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ISSUE #14 RCBE

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WorldMags.net

Fork Service
Replacing fork seals, bushes,
dust caps and oil can be
done at home if you have
some mechanical skills and
the right tools

ay back in the dreamtime when I first

started riding motorcycles, they all
had conventional fork legs with the lower leg
surrounding the fork tube.
Back then youd rock up to the local bike
shop and grab a set of seals off the shelf.
There were only about a dozen different seals
to suit the majority of bikes.
The importance of keeping the oil inside
the fork legs is now much greater than
it was with the old Honda Four. Modern
forks are made with much more exacting
tolerances and rely heavily on the integrity
of seals. That improvement in materials
and technology allowed the introduction of
upside-down forks.
Determining whether your bike needs
new fork seals is a very simple procedure.
Squat beside the front-end and check out
the inner leg. Doesnt matter if your bike
has conventional or upside-down legs, youre
looking for oil or tide lines on the shiny bits.
If you can see oil, its time to head off to
your local dealer (or a specialist like Jim from
Zenodamper), to order a new pair of fork
seals and dust covers.
Before you even think about ripping your
front-end apart stop. Take the time to read
your workshop manual and make sure that
you understand exactly whats involved in
changing the fork seals on your bike. The aim
of this article is to share information that may
not be included in the factory manual. If you
overlook something, its not our fault.
74

RCBE ISSUE #14

While out and about

nd
chasing up fork seals and
ou
dust seals, make sure you
grab enough fork oil of
ur
the correct grade for your
bike's forks.
Changing fork seals is a
reasonably straightforwardd
job on most bikes but of
course there are models
that require special tools
beyond the reach of the rest
bt
of us. If you honestly doubt
your abilities at joining Part
A with Part B, utilise thee
services of an expert, likee Jim
from Zenodamper.
h seem too cheap
h
Be wary of fork seals that
to be true and are being sold on eBay. Walk
through the front door of your local dealer and
order the original parts. You cant go wrong.
The reason that Ive mentioned replacing
dust seals at the same time as the fork seals
is due to the fact that their job is to wipe the
surface of the fork leg and protect the fork
seals. They cop a hard time and are subjected
to road grit, water and bugs. Fork seals are
designed to contain the fork oil within the fork
legs. Protect them and theyll last a lot longer.
If youve got all of the seals and fork oil
together in one place, its time to have
another caffeine break while you re-read the
right section in the workshop manual.
The first thing you need to work out

WorldMags.net

h the
h hell
h ll youre
going to llift
f your
is how
bikes front-end off the ground and keep it
supported solidly while you remove the front
wheel and both fork legs.
The rafters in your shed or carport may
offer a solid attachment points for ratchet
straps or a block and tackle. If your bike
has provision for a paddock stand, use it in
conjunction with the overhead sling. Be
creative and safety minded. The jack out
of a car boot and a couple of besser blocks
has also been known to work well as a way
of getting the front wheel off the ground in
relative safety.
With the front-end elevated and supported,
grab a notebook, pen and vernier calipers.
Measure and record how much fork leg sits

WORDS & PHOTOGRAPHY: MICK WITHERS & JEFF WARE

WorldMags.net
TH E PROCESS

With conventional forks such as

these early CBR600 forks start by
using a rattle gun to loosen the
bottom bolt before removing spring.

Once all the parts are washed and

ready to assemble fit the lower bush
then inner tube, upper bush, washer
and seal (use glad wrap to protect).

Pour in the specified amount and

type of oil minues around 40ml,
which will be used to set the air gap.

10

Fit the fork cap/preload adjuster

to the damping rod along with
any spacers as per your workshop
manual instructions.

Once the bolt is loose, remove the

top cap and spring, our the oil out,
then remove the bottom bolt and
washer completely by hand.

Use a proper fork and bush seal slide

installer if possible. If not, PVC pipe
and a rubber mallet. Don't use a
screwdriver and hammer!

Bleed the oil into the cartridge

slowly by drawing it through its
stroke three or four times.

11

Hand tighten with preload set to

softest to help compress the spring.
Use grease on the thread.

Remove the dust cap and circlips

then snatch the inner tube from the
outer, removing the seal and bushes.
Assemble in reverse, hand tighten.

Once the seal is in place, fit the

washer and the inner circlip followed
by the dust cap.

Use a vernier or steel rule to set the

oil level/air gap. If you overfill, use a
syringe to draw oil out. Once the gap
is set you can assemble the rest.

12

WorldMags.net

Job done, final cap tightening done

once the forks are in the bike.

ISSUE #14 RCBE

75

WorldMags.net
above the top of the upper triple-clamp.
If you have preload adjustors protruding
through the fork caps, measure and record
them, too. Count the clicks on compression
and rebound adjustors. Use a digital camera
or the camera in your mobile to record every
square inch of your bikes front-end. It may
sound trivial but pay close attention to how
wiring and control cables are routed.
Make sure youve cut up enough old
t-shirts to use as rags and have a few litres
of kerosene on hand. Pour the kero in a
10-litre bucket and start cleaning your

now-dismantled forks.
Bottle brushes are good for cleaning inside
empty round things like fork legs. Stand the
clean bits on the clean rags so they can drain
and remain clean.
When youve finished cleaning you can
fit the new fork seals according to the good
workshop manual.
One thing they probably wont mention
is to lightly coat your new seals and the fork
leg with Vaseline before introducing them for
the first time. Dont try and ram it in dry
thatll only end in tears. Laugh all you want,

Vaseline is a good lubricant.

As you finish reassembling each fork leg,
fill it with the correct quantity of the right
grade of fork oil. If you want to be a bit more
accurate walk into the chemist and ask for a
60ml flushing syringe.
The main thing is to make sure both fork
legs are as close to identical as possible.
Depending on what bike youve got,
changing fork seals can be knocked over in
a couple of hours or it could take all day. Be
patient, take your time and youll be right
Mick Withers. RCBE

TTHE PR OCESS

4
76

Remove the dust seal, circlip and

washer before you attempt to separate the outer tubes!

RCBE ISSUE #14

Inverted forks are no more complex

than conventional cartridge forks,
they just look different. Remove and
wipe down for dissassembly.

Snatch the inner and outer apart

in a slide hammer technique. These
should come apart reasonably easily.

WorldMags.net

Loosen lower bolt with a rattle gun

if you can't crack it with a ratchet
without turning the entire cartridge
inside the inner tube.

The inner assembly on these YZR

forks, like many, can be removed
as a unit but will require stripping,
cleaning and bleeding on assembly.

Assemble as per reverse, using plastic to protect the seal on installation.

Due to the greater volume of oil,
more cartridge bleeding is required.

Retro & Classic Bike Enthusiast CLASSIFIEDS

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RACE PREPARATION
PRE-PURCHASE INSPECTIONS
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BUYERSGUIDE

WorldMags.net
>>

For two-stroke nuts there is no greater

road bike than the mighty RG500

YEAR:
1985
MAKE: SUZUKI
MODEL: RG500
Alloy frame

Powerful 260mm
four-pot brakes

>> THE COST OF LIVING

Liquid cooled
square-four engine

NEW PRICE: $5,795 + ORC

C
5,000
USED PRICE: $10,000 $25,000

from 78 and 79 and has four water-cooled

cylinders that were arranged in a square above the
two crankshafts and the pistons were set at 180 to
each other so that they re in opposite pairs.
The engine had disc valve induction and was
fed by four 28mm at slide Mikuni carburetors
located on the outside of each cylinder. At the
time 95 horsepower was an astonishing gure,
especially from a super-light 500, it enabled the
bike to reach a top speed of 225km/h.

>> GOOD AND BAD

G

BAD POINTS:
Brittle seals and possible rusting on main bearings
and big-ends, weak gearbox, 16in tyre choice could be
limiting and high price may put the bike out of reach.
G GOOD POINTS:
Blistering performance, good brakes/handling and
ultimate bragging rights.

WHAT TO LOOK FOR

>> SPECIFICATIONS
1985 RG500

COLOURS:
Blue/White, Red/Black
CLAIMED POWER:
95hp[70.8kW]@9000rpm
CLAIMED TORQUE:
53.1ft-lbs[72Nm]@9000rpm
DRY WEIGHT:
154kg
FUEL CAPACITY:
17L
CHASSIS:
Double cradle alloy
SUSPENSION:
38mm telescopic, air adjustable with adjustable
preload and anti-dive
FRONT BRAKES:
270mm dual rotors with four-piston calipers.

78

RCBE ISSUE #14

16in front wheel

There is no denying that riding a large capacity

two-stroke is just about as exciting as it gets when
it comes to motorcycling and probably none more
so than the RG500.
The bike was super-light at only 175kg wet
thats 22kg lighter than the GSX-R750 and had
an all-alloy frame that cradled the square-four
two-stroke engine. The bike also had full oater
rear monoshock suspension and an alloy swingarm
couple that to a small 16in front wheel and you
had yourself a very fast steering bike with razor
sharp handling (for its day).
The engine was almost an exact copy of Barry
Sheenes World Championship winning engine

WorldMags.net

A problem is if the bike sits for a few years,

the crank seals become brittle and
even rust can form
on the main bearings
and little ends this
is due to the two inlet
ports always being open
allowing moisture to enter.
The cassette gearbox is a bit
weak with second gear being
the culprit if this fails it can
destroy the box and put a hole
in the engine cases so make
sure the box has been modied
with undercut gears. If the
engine needs a full rebuild,
expect to pay around $6000
for the pleasure.

WorldMags.net
>>

The middle of the 80s was an

exciting time for big strokers

YEAR:
1984-1986
MAKE: YAMAHA
MODEL: RZV500
196kg made the RZV porky
Hand welded
alloy frame

499cc V4 two-stroke, YPVS,

reed valve induction

Mikuni VM26SS
carburettors

>>> THE COST OF LIVING

NEW PRICE: $4,800 + ORC
USED PRICE: $5,000 - $20,000

RZ500s are getting harder to come by these

is an importedd
ddays bbut a goodd alternative
l
Japanese RZV500, the alloy framed Japanese
domestic mode which is more readily
available with low kilometres and will set you
back around $8000 - $12,000.
The RZV500R features upgrades not found on
the RZ500N such as the hand welded alloy frame,
braided brake lines, air assisted forks with rebound
adjustment, cast alloy brake and gear levers, alloy
clip-ons and graphics.
The entire package weighed in at 9.1kg less than
the steel framed model. But sadly for the Japanese,
the RZV was restricted to an underwhelming 64hp
thanks to restricting the internal diameter of the
exhaust pipes and with jetting. This is an easy x
Aside from the above changes the RZV500R is
mechanically the same as the RZ500N we received
here. The 50-degree V4 twin crankshaft two-stroke
engine was seriously trick in its day but also overly
complicated. The GP YZR500 featured rotary disc
induction like the successful RG500 Suzuki but
Yamaha chose to go with reed valve induction
and a YPVS powervalve system to broaden the
powerband of the RZ500. The lower pair are fed
through the crankcase reed and the upper pair via
the cylinders. The Mikuni round side carburettors
are mounted on 90 manifolds on the sides of
the engine behind the fairings and have complex
cabling and airbox shape.

The lower expansion chambers exit normally,

under
d the
h engine bbut the
h rear cylinder
l d pipes are
complex and cross over each other to achieve
tuned length then exit under the tail unit.
The dual crankshafts are geared directly to the
clutch and there is a counter-balancer driven off
the front crank. The gearbox in the RZ500 is a sixspeed close-ratio unit with cassette-style removable
gearbox and unusually the outer main bearings
and a separate troichoid oil pump lubricates the
gearbox. Two-stroke oil is injected via Yamahas
Autolube system.
Chassis-wise the RZ500 is also complex. The
forks on the RZV are air assisted with hydraulic
anti-dive and prone to fork seal leaks. The rear
shock is horizontally placed under the engine
and uses the lower crankcases as a mounting
point. Front wheel is a tiny 16in and rear a
huge 18in. This is because the under seat area is
occupied by the YPVS servomotor, battery and
rear exhausts. RCBE

WorldMags.net

>>> GOOD AND BAD

G

BAD POINTS:
Bike doesnt like to sit for long periods unused,
16in-tyre choice could be limiting, handling is not the
best, high restoration costs and it eats fuel.
G GOOD POINTS:
Fun two-stroke performance, reasonable brakes and
true race replica looks.

>> SPECIFICATIONS

1984 1986 YAMAHA RZV500

COLOURS:
Red/White
ENGINE:
499cc liquid-cooled 50-degree V4 two-stroke
CLAIMED POWER:
90hp(64hp Japan RZV)[64kW]@9500rpm
CLAIMED TORQUE:
50ft-lbs[65Nm]@8500rpm
DRY WEIGHT:
196kg
FUEL CAPACITY:
22L
CHASSIS:
Hand welded aluminium frame
SUSPENSION:
37mm telescopic forks with anti-dive, rear preload
and rebound adjustable underslung monoshock
FRONT BRAKES:
Dual 267mm rotors with twin-piston callipers.

ISSUE #14 RCBE

79

WorldMags.net

M I CK
MAKE:

Suzuki

Ken Collin launching

The Short Bus at
Sydney Dragway.

MODEL: Hayabusa
YEAR:

2001

SPECIAL THANKS
l
l
l

l
l

Ken Collin
Motoaus.com
Cyanide
Racing
Sydney Dyno
Lucas Oils

l
l
l

K&N Filters
EK Chain
AFAM
Sprockets
Denso spark
plugs

TOP: Tether kill switch replaces clutch

master cylinder clamp.
BOTTOM: Green bits are the original plug for
the sidestand kill switch plugged into the
new connectors for the tether killswitch.

The Short Bus takes Mick on a

ride to near-insanity.
T

here are days when all of

your best-laid plans unroll
perfectly and everything just
happens exactly as predicted and
planned for.
Then theres reality.
Last issue I mentioned the list
of outings planned for The Short
Bus, my K1 Hayabusa. We made
it to two of them. And then the
fun started. But let me rewind to
where we left off last issue.
Mapping out mods before I
even had my hands on the K1
was easy. Many of my mates
own Busas and Id watched and
listened to their experiences.
The rst decision to be made
was that The Short Bus had to be
registered. I dont own a trailer
and have no intention of buying

one. This K1 had to be able to be

ridden to the dragstrip, raced and
ridden home. With that in mind,
I explored my options and it is
now registered.
There were a few other mods that
I wanted to do before taking the K1
on track. Luckily, I had to travel to
Brisbane a fortnight before Ken was
delivering the complete bike.
Carrying out the rst few mods
was easy as the tank and bodywork
were already removed allowing easy
access to run cables and wiring.
A very common Busa mod is
to t a throttle tube from either a
Yamaha R1 or R6. The R1 option
offers a 1/5 or 72 from idle to
full throttle, and the R6 option is
shorter with a 1/6 or 60 travel. If
this was a race-only bike, the shorter

APE clutch slave cylinder

support bracket locks
everything up tight.

80

RCBE ISSUE #14

WorldMags.net

R6 option would be ne but for a

street-ridden bike, the almost on-off
throttle is just too touchy for my
liking. Also, work is needed on the
inside of the throttle housing for
clearance as well as on the cable
adjusters. Im lazy so I opted for the
R1 tube and ordered that as well as
a matching grip for the left-hand
side. All up they cost less than $50
including freight. Fitting was easy
and took bugger-all time.
Although theyre not
compulsory for bikes running
slower that 9.50 on the quarter
mile, I really like lanyard kill
switches. If bike and rider become
separated, the tipover switch wont
kill proceedings until the bikes
laying on its side whereas the
lanyard switch kills power instantly.

HOOKED: MICK WITHERS PROOF: GRANT & MW

WorldMags.net
Having tted quite a few over
the years, I like plug and play.
Shayne from Cyanide Racing
carries products from various
suppliers including Schnitz Racing
who offer the Easy Mount Tether
Kill Switch that I used.
This is a real plug and play
deal with the lanyard assembly
replacing the clamp on either the
brake or clutch master cylinder and
the other end plugging into the
sidestand kill switch. I chose to t
it on the left as thats the side that
the sidestand kill switch is on.
Two bolts, unplug one plug
connection and plug each of the
two halves into the two other plugs.
Job done, and no need to pull
switchblocks apart and solder wires
before insulating them. Less than
ten minutes work and under $100.
Also on the left hand side is the
clutch slave cylinder. When you
start adding extra stress to the clutch
by replacing or disarming the stock
back torque limiter, adding stiffer
springs or generally abusing the
clutch beyond normal, you need to
add a clutch slave cylinder support
bracket. Unsupported, the heavier
load on the clutch pushrod and
slave cylinder tends to become a
weak spot and cracked crank case
covers are the result.
APE make a perfectly ne support
bracket that completely eliminates
this ex. Most only use two
mounting points whereas the APE
jobbie uses four including two on
the water pump. Fitting was quick,
simple and straight-forward. I added
a washer between each bolt and the
bracket. The added security and
peace of mind offered by this bracket
is well worth the $60.
Ken pulled out his two spare
Busa four-into-one exhausts and
offered me the choice between a
Boz Brothers or a Brocks Short
Meg. Without a spare set of exhaust
gaskets, I elected not to t my new
Brocks Short Meg until later.
That was all the parts I had with
me so that was it for that weekend.
Before loading the bike in the
trailer for the trip to Sydney for
Round Seven of the NSW Drag
Racing Championships at Sydney

Dragway, Ken tted all of the freshly

painted panels and sent me pics so I
could see how good it looked.
The race meeting went sour
with The Short Bus not running
happily during qualifying so we
parked it. Our initial diagnosis
was that the fuel pump probably
needed replacing. While waiting
for the eBay replacement to arrive,
I grabbed a second-hand complete
K8 fuel pump assembly from a mate
and tted it so I could race at Bike
Night four days later. By adding an
extra earth wire and ignoring the
ashing FI light, we were ready.
After an embarrassing moment
when I stalled while launching in
front of an assembled group of 40
or 50 attendees at the very rst
Introduction to Drag Bike Racing
given by Australian Drag Bike
School, I ran a 12 second pass and
parked the bike until later when my
red face had subsided.
As I was warming The Short Bus
before going back out for another
run, Terry Jackson pointed out
the coolant leaking out onto the
ground. A quick look at where
it seemed to be leaking from was
enough reason for me to park it and
get it freighted home by Dave from
Servin It Up.
As I had disturbed the water
pump while tting the clutch slave
cylinder support bracket, I assumed
that the o-rings were leaking and
went ahead and ordered them. After
pulling the pump out, replacing
the o-rings and putting it all back
together, I lled the coolant system
with fresh coolant and burped it
while checking for leaks.
Everything seemed to be right
so I topped the overow bottle up
to the full mark and watched as
coolant appeared under the bike. A
close look showed that the bloody
overow bottle had hardened and
cracked in a spot that allowed
coolant to leak out when it was
more than halfway between the
cold and hot marks
Terry Jackson had kindly given
me an overow bottle along with
a radiator and box of spare hoses.
Two screws and connect one hose,
leak xed. Never assume RCBE

You can see the

trail of green
running out
of the cracked
overflow bottle.
This was after
hours of work
and waiting for
o-rings to arrive.

Correct torque on the

water pump and clutch
slave cylinder bolts makes
all the difference.

INGREDIENTS
Part
Yamaha R1 grip/throttle
Yamaha R1 Grip
Schnitz Easy Mount Tether
APE Clutch Support Bracket

WorldMags.net

Part number
4YR-26240-02-00
4YR-26241-02-00
SZ-136
CCS1300

Supplier
Yamaha dealer
Yamaha dealer
Cyanide Racing
Cyanide Racing

ISSUE #14 RCBE

81

WorldMags.net

The perfect distraction without

wasting a drop of paint

RI CHARD
MAKE:

Procrastination!

MODEL: Who knows!

YEAR:

Finished?

SPECIAL THANKS
G

GIMP The GNU Image

Manipulation Program
Restolad on YouTube for videos on
dolly and slapper techniques.
Stewart McNabb for the rapid
shipment of the hard to nd (in
Oz) shrinking disk.
www.metalmantools.com.au
Chappy and Todd for more dolly
and slapper gear.

82

RCBE ISSUE #14

have always had a thing about

my 900 Supersport not looking
like any other, even down to
making some bits myself, like the
tail eliminator, the brackets for
the high mount carbon-bre cans,
heavy duty slave headlight wiring
to actually have a headlight that
works, sidelights and much more.
even Lauren Vickers loves my bike!
The Lambretta resto reached
the stage where I was daunted by
the last bits to be done, as they
were challenging my patience
as a DIY restorer and I had been
procrastinating. So kidding myself
about lack of progress on the
Lambretta, I found a distraction
to make me feel that I was doing
something constructive!
I have thought for years about
doing a custom tricolore (Italian
for three colours) paint job on
the Duc. These pictures show the
original colour and the current
carbon-bre fairings. Being into
photography and computers, but

not enough to justify the money

for a commercial photo editing
program, I did some internet
searching and discovered a free
image manipulation program called
GIMP. So with GIMP downloaded,
a voluntary donation made, I spent
a bit of time on YouTube watching
basic tutorials. The basic concept
is layers, where each shape you
want to manipulate is put in its
own layer. The program has a range
of selection tools for outlining the
shape you want to then create a
new layer with that shape. Think
of it like you had a paper image of
your bike and put some transparent
paper over it then traced all the
shapes then cut each out with
scissors. Each cut out shape is akin
to a layer and you can colour that
shape however you want. When you
put the shape on top of the photo,
you have the new coloured shape
masking the original bike colour.
For example, with the red, white
and green tail section, I traced

WorldMags.net

it then created a new layer and

painted it white. Now working
on this new layer, I traced where I
wanted the red, created a new layer
and painted the shape red. Then
repeated for the green. This is where
layers come into their own, as you
can quickly change the order of the
layers to show or hide them. For the
tail section the bottom layer is the
original image, then next layer up is
the white masking the original tail.
Then the red and green layers
are put on top of the white. The
order does not matter with these
as the shapes are separated by the
white. The cool thing here is that
you can try all different shapes
to test the design. For example I
had quite a few different red and
green shapes, then at the click of
a button could show or hide the
different layers to compare them.
This was particularly useful for the
headlight fairing where I tested
having all sorts of stripes on the
front as in the pictures, to nally
see how it would look, in striped
clowns trousers!
All in all, GIMP was the perfect
distraction from the Lambretta to
settle on the nal pictures, without
wasting a drop of paint, where the
nal picture is pretty close to the
paint waiting in the shed.

BEER & FAGS: RICHARD COLLINS CCTV EVIDENCE: RICHARD COLLINS & JPM PHOTOGRAPHICS

WorldMags.net

Technical procrastination, if there is such a thing,

has slowed progress on the Lambretta...
Technical procrastination, if
there is such a thing, has slowed
progress on the Lambretta. It is so
bad I dream about it.
The problem has a few aspects.
The high build primer is well past its
top coat time limit, some complex
parts will be astoundingly difcult
to sand, the primer is astoundingly
hard and nally it has excellent
protection against corrosion.
So the dilemma has been
deciding whether to sand parts for
repriming or strip and start over
with a more conventional primer.
Many beers have been consumed
while changing my mind a hundred
times! To make it look less daunting
all the white parts have been packed
away leaving only the parts needing
more preparation and painting.

The alloy parts that were

damaged with the wire wheel have
been sanded with wet and dry paper
and copious water to get rid of the
orange peel and smooth the surfaces
so there are no indents over the
scratches. The complex shaped
parts, like the wheel hubs will be
stripped chemically and reprimed,
but not until all other parts are
ready for priming and painting.
The relatively simple shaped
steel parts have been sanded with a
orbital sander and where necessary
defects and repair welds lled with
Top Stop Gold ller.
This is a super hard, two part
polyester ne ller that can be wet
or dry sanded after about twenty
minutes. Now enthused with
doing work, I stupidly used the

ll on a 35C day and it became

unworkable after about a minute,
hence the excess ll in the pics
and lots of extra work sanding.
Paint planning is paramount
when doing so many parts at once
to avoid wastage. I make a check list
of the order in which things have to
be done, times each process has to
be left, then print it out in big letters
so I can reference it quickly. I also
write the start time of each process
on the check list to make sure I
dont paint too soon between coats.
Parts planning is also important,
by making sure every part has a
place to hang after each painting
step. I hang every part rst up, so I
know it has a place. The frame is
bulky and cannot be lifted/touched
by hand, so I have rigged up a pulley

system and a rollable stand so it

can be moved in and out of the
spray area. After a bit more surface
preparation it should be time to re
up the spray gun in earnest.
The wiring has been butchered,
even though the terminals pull out of
the junction box easily. Fortunately
modern bullet terminals are exactly
the right size. The wires seem to be
in good condition, so most will be
reused, length allowing. The lighting
runs on six volts and even though
the headlight bulb is only 25 Watts,
that is about four amps through thin
wires, so plenty of voltage drop and
poor lighting. The lighting wires will
be upgraded to reduce losses, then
later with a 12V conversion with a
higher wattage bulb to give lower
losses and better lighting. RCBE

ON
O T H E JO
JOB

The original primer is

well based its top coat
time limit and needs
sanding or stripping.

Top Stop Gold filler was

used to repair defects
and is a two part
polyester filler.

I packed away
everything except the
wire wheel damaged
components.

On a hot day the

filler dried in minutes
creating extra sanding
work due to overfill.

These alloy parts were

sanded with wet and dry
to remove orange peel
and ensure a good finish.

An orbital sander was

used on the simple
shaped steel parts
where possible.

Planning how to hang

and handle parts is
important! Here is the
pulley for the frame.

Butchered wiring is in
need of repair and some
uprated wiring for the
lights.

WorldMags.net

ISSUE #14 RCBE

83

WorldMags.net

JEFF
MAKE:

Suzuki

MODEL: GSX-R750F
YEAR:

1985

SPECIAL THANKS
G
G
G
G
G
G
G
G

ZENODAMPER SUSPENSION
KENMA
VENHILL
VCM CYCLE SEATS
PIRELLI
BIKECRAFT
MOTOGRAFIX
BEER

"I've finally made some huge steps

forward on the GSX-R750F and by the
time you read this Ill be donning the
Levis and leather jacket and heading up
the local twisties"

ometimes things come

together perfectly just at the
end when you think a project is
getting too hard. This happened
to me in the New Year when
I nally had all of the parts I
needed to start assembly of my
beloved Slabbie. Five solid days
and nights in the shed and the
result is a bike that is 90 per cent
complete and ready to go!
The main hold up was
suspension and once I got forks
and a shock I could get the bike off
the jack and pavers it was on and
put the exhaust system back on
and get the bike running. I also got
the bodywork back from BikeCraft
and am seriously impressed with
the job. The fairings and tanks
were in a shocking state and came
back looking better than brand
new OEM units.
84

RCBE ISSUE #14

First job was to tidy up and

restore the original wiring loom.
Sounds like a big job but actually
I got it done in an eight-hour day.
Using new loom wrap, plenty of
heat shrink and black electrical
tape I rst went over the loom
and cleaned the connections with
contact cleaner then WD40. Any
broken wires were repaired and
new connectors and terminals
tted where required. I then tted
the loom in the original location.
Once that was done it was
repeat above for each individual
electrical component dash,
battery terminals, starter solenoid,
alternator, fuse box, ignition
switch, ignition system, lights and
switches all had the original
wiring repaired and or tidied up
nicely. It all tted and it all worked
so I was happy with that job.

WorldMags.net

With the wiring loom tted

Tim Holland and I could start
tting all of the running gear
and chassis parts. Some were prepainted and stored and some were
to be cleaned as we went. Every
single part was washed in the kero
tub, blown off with compressed air
and hours and hours were spent
on the wire wheel in the bench
drill, brushing new life into as
many original fasters as possible.
Anything alloy was also given the
once-over. Parts that were painted
from the factory got the same
treatment and bare alloy parts
remained as per original nish.
Footpegs, levers and pivot points
were thoroughly cleaned then
regreased.
The steering head got new
bearings and fresh paint on the
triple-clamps while the swingarm

FIRING ON ALL CYLINDERS: JEFF WARE

WorldMags.net

The modified R6 shock was a bit tricky to fit but

and the battery box had to be modified. I still
have the original shock in a box for future use.

I was really happy with the way the wheels

came up. I fitted new bearings and the painted
sprocket/rotor and the new Pirellis too.

My favourite tool, wire wheel on the bench drill.

Here I am burnishing the steering stem collar. The
drill has been spinning for months now!

I soaked the swingarm in kero for weeks, then

degreased, then spent a day with the wire wheel
and Autosol polishing it up to new again.

The oil cooler came up a treat with a few good

coates of heat proof paint. It was covered in
dead bugs and muck. I gurnied it using CT18 first.

Once the shock and battery box were fitted I

mounted the wiring in the original position. Here
I used an old toolkit bag to protect connections.

The engine came up well with a detail and has no oil leaks. It runs like a
dream and starts first crank. I've flushed a few oil changes through it to
clean it out, using cheap oil for a few starts then filling it with good stuff.

Zenodamper made this shock for me from an R6

shock. The lower mount had to be machined 6mm
narrower to fit the original linkages.

Old with the new. My Hayabusa next to my Slabbie. A bit of Suzuki

motivation helps get the job done. The Anderson Stands racing stands
have been invaluable and are the best quality stands I've ever used.

WorldMags.net

ISSUE #14 RCBE

85

WorldMags.net

I dropped and cracked my taillight while showing

it to Richard and bragging how rare it was! A
repair with resin and red nail polish fixed it.

The GSX-R750F only runs one steering head

bearing preloading collar, so careful adjustment
is required. This takes an experienced feel.

luckily already had near new

bearings and seals so once the
30-years of chain oil and gunk
was scrubbed and polished off
the swingarm, the lot was tted
up with new grease and clean
re-packed bearings. The shock,
a modied R6 shock, had the
rose joint machined down 2mm
to t and once the battery box
was slightly modied to clear the
canister, it went straight in. I still
have the original shock stored
under the bench.
The forks have Eibach springs,
emulators and 20W Silkolene
oil in them along with new
OEM seals, bushes and dust caps.
The inner tubes are cleaned up
original items, one from this
bike and one from a set of forks I
bought from eBay USA.
86

RCBE ISSUE #14

Steering head bearings greased up as the freshly

painted triple-clamp goes in. This is where it
really starts to look like a bike again...

The rotors look good with the carriers resprayed

in black. I cleaned up and re-used the original
brake rotor bolts and torqued to specification.

With the freshly painted top clamp, bars, brackets

and the renovated wiring loom fitted it all
started to look like a real bike again.

Tim sprayed any parts that were originally

painted silver, while parts that were raw or
polished alloy were finished as per OEM finish.

I burnished then resprayed the rear wheel draw

blocks so they look like new again, and the axle
got a refurbish while I was at it.

Routing the wiring diagram in the correct OEM

position took a good day of hard work but
eventually it fell into place, literally!

We had to make one good set

out of the two but I did it on the
cheap thanks to Zeno.
As the right-hand fork lower
was from the next model, the axle
diameter is 2mm larger so I had a
mate, Chappy, machine up a new
spacer from stainless steel.
The rotors then went back onto
the rims with the original bolts
cleaned up to look like new. Once
the calipers are rebuilt (next job),
the wheels can go back in.
The next job was to t all
of the repainted bracketry
anything black had been rubbed
back and resprayed, some of
it re-welded and straightened
too. The top fairing/headlight
mount bracket, the rear tailing/
sub-frame secondary bracket,
the pillion grab rail and bracket,

tank mounting brackets and a few

other bits all got retted with new
fasteners, all stainless steel. Next
was the counter sprocket, clutch
pushrod and outer cover, which
needed a serious clean up after
decades of chain gunk.
The gearlever cleaned up
brilliantly but took Tim a fair
amount of elbow grease. Same
with the rearsets, pegs, rear brake
lever and pillion pegs.
Once all together, we hooked
up a battery and drained the
carbs, red the bike up and
it ooded, so we drained the
carbs again and the bike was
purring like a kitten. I ran it for
35-minutes with a fan blowing on
the oil cooler and then dumped
the oil, lling it with a good
quality 15W/40 as it is an older

WorldMags.net

Once the tank was on and

the seat, the bike started to
look the goods.

WorldMags.net
This is when I first started
the bike. After flooding a
few times it fired up and ran
perfectly. I was stoked!

The swingarm came up looking really good and

there is no twist in it. The swingarm bearings are
re-greased and all shafts polished and lubed.

engine. Ive since ran the bike every day

for 15-minutes as it had been sitting for
up to 10-years.
Im very happy with the progress and
Im well within my budget. Next I need to
t the wheels, chain, rebuild the calipers
and master-cylinders and t the fairings.
The only parts I need now are OEM
gear and brake lever toe rubbers, brake
pads, OEM grips, fairing fasteners,
numberplate light cover and chainguard.
So close! RCBE

I found this
complete headlight
in the USA for
$50.00 and spent
a day rebuilding it
and polishing it up.
Came up like new.

The fork lowers are being tidied up

and the bars need OEM grips. I'm also
looking for an OEM chain guard and
gearlever/brake lever toe rubbers.
Looking good though!

WorldMags.net

ISSUE #14 RCBE

87

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WorldMags.net

WITH JIMMI WALKER

FUNKY MOPEDS,
FRANTIC FANTICS
D

uring my formative years, way back in the

70s, before the interwar, mobile phones
and speed cameras, a law existed in the UK,
restricting spotty 16-year-olds to ride 50cc
motorcycles as long as they were equipped with
bicycle pedals that actually worked.
The various manufacturers of these
motorcycling minnows came up with ingenious
methods of making this happen while still
appealing to the emerging motorcyclist in us
acne prone teenagers.
I personally went for Yamahas excellent
version of their little FS-1 [FS-1E for the UK
market] a 49cc with a blistering four hp and a
top speed of anywhere between 45 and 70mph
depending on who you talked to and which
plane it had been dropped out of.
However this article is not about the
Japanese offerings which were altogether very
successful but their Italian counterparts, one off
which was probably the worst design ever to
come out of any factory of any kind.
I am of course referring to Fantics 50cc
Chopper for those of you not familiar with
this lawnmower powered Easy Rider replica,

believe me when I say youre all the better for

the lack of experience.
A mate of mine back home, for reasons
known only to him, bought one of these
machines brand new.
He arrived at our local haunt the
servo up the road and was greeted with
a range of reactions going from disbelief to
uneducated respect.
A quick look around the bike revealed that
it indeed had pedals which, unless you were a
double jointed gorilla, were totally useless.
I managed to get a ride on this beast and
it was a full 14ft long chopper in the classic
70s California style, with a six-foot sissy

bar and 12in-over front telescopic forks,

plus a weird hippy paint job over the measly
six-litre fuel tank.
So trying to get this thing going with only
four hp at your disposal was a feat in itself.
Plus the added embarrassment factor of a
bike looking like this and sounding like a
demented bumblebee was a bit too much for
me so I gave it back.
Later on I had the misfortune of working
on the very same bike and a longer period
of possession revealed that this bike had no
redeeming features.
It was painfully slow and had all the handling
characteristics of a shopping trolley with a

You didnt even

have enough poke
to escape the
crowds of people
taking the piss
bu
buggered wheel. And it cost as much as, if not
m
more than the competition.
Dont get me wrong, Fantic produced
sso
some good small bikes, including The
C
Caballero to name one but they got this one
m
monumentally wrong.
I mean you didnt even have enough poke to
eescape the crowds of people taking the piss
T
The last straw for me was getting rounded up by
a double-decker bus Few who bought them
ddidnt live to regret it soon after.
In conclusion then is it a viable concept
ffor a resto? Well yes and no. Ive seen one
ffetch $5k on eBay but I wouldnt advise
rriding the damn thing.
There are a lot of aftermarket parts available
ffor these bikes including its bigger brother the
1125cc and quite a few people are starting to
sshow interest in them, mainly because of rose
ttinted specs in my opinion...
I can only say Shouldve gone to
sspec savers
So my faithful, until next time, when Ill be
rroasting another Italian but in an American
uuniform... RCBE

WorldMags.net

WorldMags.net

WITH TOM POPPA SHAW

This Sporty life

N

othing exceeds the vanity of my existence

but for the folly of my pursuits. I wept when
I came into this world and just about every day
since has told me why.
When one sets out on a project, it should
be carefully planned prior to commencement.
I had bought a bike that, upon any glancing
inspection, would have obviously required a
complete rebuild. Mistake number one.
That this motorbike was perhaps one of
Milwaukees least fabulous achievements did
not help. Sportsters, especially early, ironengine ones, are notoriously fickle and anything
built when Harley-Davidson was owned by
bowling alley proprietor AMF (Adios MoFo)
was fairly disastrous.
This 1976 XLH was built smack in the middle
of AMFs ownership. Mistake number two.
In 1976, US law required all motorcycles to
be standardised with a left hand gear change,
Harley-Davidson decided to set up some linkages
from the conventional right side change to the
rear of the unit engine and gearbox, run a shaft
to the other side and then attach a gear lever
that extended all the way forward to end at the
point a normal gear level would conclude. They
only had this hopeless set up for two years and
mine was one of them.
But, flogged out through years of abuse
(mistake number three), wasnt really the
problem. The problem was that the bike had
been abused to within an inch of its life and
then rebuilt by someone with significantly
more enthusiasm than skill or taste. That it had
been painted with a house brush gave lie to the
mechanical sympathies that lay somewhat deeper
(mistake number four).
Oh, and this was one of those Sportster
engines that, not being sufficient to be made of
iron, heavy and unsophisticated, also relied on a
series of shims to ensure that everything within
the engine cases was properly aligned. It wasnt.
That would be mistake number five.
The bike came apart okay. That is always the
easy part, what came next, not so much. This
revealed not just that everything was worn out
but that bits of it were broken. Mistake number
six... These were welded up and the frame
stripped and painted.

There were a number of lucky breaks along

the way, the main one being Geoff at Ace
Motorcycles. Geoff would take turns working on
the bike, talking about the finer points of rifles,
loading cartridges and shooting things, working
on other bikes, shooting more things, and so on.
Geoff has a mechanical dexterity that defies
my limited logic. He rebuilt the engine, shimmed
up the shimming and, bit by laborious bit, the
bike came back together. More or less a year after
starting, the end result is better than it has any
right to be and answered a question I didnt even
know Id been asking.
So now I have this nice shiny brand new 1976
motorcycle in the shed. I also have an empty
bank account. Thats it, I decided. No more
projects for me. Done and dusted.
Then my mate The Professor got a call from
his mate Jonno saying that yet another mate,
Dommie, was clearing out his shed and had two
old motorbikes and did I want them? Thanks,
but no thanks. Mistake number seven.
My shed is full and Im broke. My past is
troubled, my present full of difficulties and my
prospects look bleak too terrible.

A week later I was loading them up. A 1971

Moto Guzzi V7 Special with low kms and a 1955
Ariel Red Hunter with a barrel off and the head
bereft of valves. You can see this one coming.
Jonno and Dommie owned the V7 together in
the early days when Dom was poor. From each
according to his ability, goes the philosophy
of the Anarchist Faction of the Lemmings
Motorcycle Club, to each according to his need
for a motorcycle (Id say it was the motto, but
that is Death Before Courtesy). My old and best
riding buddy Lectric Larry had been bikeless for
a while, so I suggested the V7 to him. His beady
little eyes narrowed to slits, revealing piss-holes
in the snow. As with Jonno and Dom, we now
own the V7 half each.
Then Geoff rings up, somewhat troubled and
offended that I hadnt visited for a while. He
says, So when are you bringing up that Ariel?
Okay, its not going to be a resto and its not
going to be a rebuild. Were just going to get this
one going. I swear this to myself. Mistake number
eight! And then it comes back to me not all
disasters are a complete waste, they can always be
used as a bad example. RCBE

The bike had been rebuilt by

someone with significantly more
enthusiasm than skill or taste...

WorldMags.net

BAILEY

WorldMags.net

WITH PAUL BAILEY

BARN FRESH
SERVICING
H

i everyone and welcome back to Retro

& Classic Bike Enthusiast.
Last issue we started to look at that barnfind bike and if we could or should restore
it to its former glory or try and keep it
exactly as it is albeit trying to get it up
and running, with safety as one of the first
things that must be considered.
I touched base last issue on going over
the bike to see what was perhaps needed
to get the bike up and running. The big
question here today is how far do we go to
achieve this and how much do we ignore or
leave to chance further down the track?
For me the answer is easy, I do whatever
I need to do to make sure the motorcycle
is mechanically sound and safe for me or
any other person to ride. Sure there are
limits and expectations with that. A 20s
motorcycle, with only a rear drum brake,
simply by design is nowhere near as safe as
a 40s motorcycle with front and rear drum
brakes, but doesnt compare to an 80s
motorcycle with front and rear disc brakes.
The braking is relative to the year and
model, but you must always do the best you
can to make sure the brakes work the best
that they can. For example more modern
linings are available today that will help
with the braking efficiency of the bike.
Make sure all linkages are the best that
they can be, with no free play in bushings
or fittings so that the mechanical efficiency
is as high as you can get it.
Ok, on to the decision of what parts
of the motorcycle do we pull down and
inspect and how do we do this.
Safety obviously brakes have to be
looked at, also wheel and steering head
bearings must be checked.
The electrical system will either be
Magneto, which was very common in
the 20s and 30s or generator electrics
which need to be sorted to make sure that
they will operate properly all the time
and not leave you stuck in the middle of
the Harbour Bridge with no spark very
embarrassing.
The engine and gear box also needs
to be trouble free and operate properly
for the period, by this I mean very early
motorcycle gear boxes used sliding gears,
this meant that there was always going
to be some crunching and grinding of
92

RCBE ISSUE #14

gears when selecting as compared to later

synchronized gear boxes.
The earlier you go with a motorcycle,
the more you will find that they were very
fragile creatures with very short service
intervals because of the high wear rates of
certain parts, so the need to know what will
be safe and last as to what will wear quickly
must be judged and decided upon as well.

The six face socket gives a perfect fit

over the correct size nut or bolt head and
there will be far less damage (if any) caused
to the part you are trying to undo, it will
also limit the chances of burring the nut or
bolt and limit the chances of affecting the
patina of the part (rust or paint) which is a
vital rule in barn fresh restos.
Yes I agree, sometimes you just cant help

Right, you
have made up
your mind that
the wheels and
brakes need
to be serviced.
Now how
do you get
them off and
apart without
damaging the
parts?
There are ways to improve certain parts
of the engine to give better life but Ill
touch on this next issue in more depth.
Right, you have made up your mind that
the wheels and brakes need to be serviced.
Now how do you get them off and apart
without damaging the parts.
Remember with a barn fresh resto we
dont want to destroy any of the patina of
the original nuts, bolts washers or surfaces
of parts we are fiddling with.
Start by obtaining a socket set of the right
make or build, ie imperial or metric but,
get a set that has only the six faces in the
sockets not the typical 12 pointed socket.

WorldMags.net

but damage a nut or bolt or it may already

be that badly burred that you have to
take other action to get it undone so as to
complete the service.
But thats why when we decide to
undertake one of these types of restos we
resolve ourselves to attend every swap meet
and know every guy that is involved in
these bikes so that we can call on them and
get that original replacement nut or bolt
that we just destroyed. It's all just part of
the challenge of this kind of project.
Remember, take things slow and steady
and always have the right tool for the job.
See you next issue. RCBE

WorldMags.net
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bike with this tyres pattern and functional features. These are high
performance tyres with a superb balance of traditional pattern and
advanced tyre technology. Ideal for the rider seeking a combination
of vintage looks for a classic bike and high grip performance.

SIZE LIST: In elds of tyre size, index of TT and TL shows as follows.

TT: Tube Tyre. TL: Tubeless Type.
FRONT

TYRE SIZE
3.50H18
90/90-18M/C
90/90-18M/C
3.50H19

REC.RIM(in)
56H TT 2.15
51P TT 1.85
51H TT 2.15
57H TT 2.15

REAR

MEAS.RIM(in)
1.85-2.50
1.85-2.15
1.85-2.50
2.15-2.50

OD(mm)
651
619
620
672

TW(mm)
104
88
91
103

FRONT

TYRE SIZE REC.RIM(in) MEAS.RIM(in) OD(mm) TW(mm)

4.00H18
64H TT 2.15 2.15-2.50
675
117
657
113
110/90-18M/C 61H TT 2.50 2.15-2.75

REAR

TYRE SIZE REC.RIM(in) MEAS.RIM(in) OD(mm) TW(mm)

100/90-18M/C 56H TT 2.50 2.15-2.75
644
109
100/90-19M/C 57H TT 2.50 2.15-2.75
670
109

TYRE SIZE REC.RIM(in) MEAS.RIM(in) OD(mm) TW(mm)

130/80-18M/C 66H TT 3.00 2.50-3.50
664
134
For Kawasaki W650

www.wrp.net.au

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Japanese
Motorcycle Club
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If you have a Japanese bike thats 15 years old or
more, the VJMC is the club to join. The VJMC is a
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active in major cities and regional centres. The club
runs weekend rides, social events, displays, swap
meets, technical sessions and other activities.
Benefits of membership include:
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The VJMC fostering the preservation, restoration, riding and
enjoyment of ownership of classic Japanese motorcycles.

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WorldMags.net
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0409 142 707 or 0431 141 610

DUCATI OWNERS CLUB OF NSW

0409 421 594
DUCATI OWNERS CLUB NORTH COAST
docnc.org.au. (02) 6658 3182

E
EARLY AMERICAN MOTORCYCLE CLUB
1966 and older.
PO Box 18, Tuart Hill WA 6939.
(08) 9295 4360

G
GRIFFITH CLASSIC MOTORCYCLE CLUB
Contact Brian (Hoppy) Hampel: 0409 624 716

ANNANDALE LEICHHARDT CLUB

Promoting road racing sidecars and solos, modern and
post classic.
(02) 9804 0551

CAIRNS MOTORCYCLE RESTORERS CLUB INC

PO Box 6560, Cairns QLD 4870.
(07) 4055 8802

ANTIQUE MOTORCYCLE CLUB OF AUSTRALIA INC

Caters for all motorcycles made prior to Dec 31st, 1930.
(03) 5428 1297

CB1100R OWNERS CLUB

A club for all owners of this classic mega bike.
0418 387 583 or (02) 4351 2303

HASTINGS VALLEY MOTORCYCLE CLUB

PO Box 5444, Port Macquarie NSW

AUSTRALIAN ARIEL REGISTER INC

Members quarterly magazine.
australian-ariel-register.com. (02) 6242 0495

CBX-6 OWNERS CLUB OF AUSTRALIA INC

(02) 4284 1438. cbx6.com.au

HIGHLANDS CLASSIC AND ENTHUSIASTS MCC

PO Box 693, Moss Vale 2577.
highlandsclassicmcc.com.au.

AUSTRALIAN HISTORIC MOTORCLUB

Motorcycles over 30 years old that can be registered on
the NSW Historic vehicle registration system.
(02) 4757 2664
AUSTRALIAN NOSTALGIA RACERS
Fun and fast drag racing for pushrod-engined motorcycles.
(02) 4982 3322

B
BAROSSA VALLEY CLASSIC MOTORCYCLE CLUB INC
Share your interest in preserving and riding classic
motorcycles.
bvmcc.org
PO Box 490, Nuriootpa, SA 5355.
BEARS AUSTRALIA
(02) 6553 6223. ozbearsracing.com

CENTRAL COAST CLASSIC MCC

(02) 4390 0554 or (02) 4363 1058
CENTRAL COAST VINTAGE MOTORCYCLE CLUB
Welcomes those interested in the use and restoration of
motorcycles 30 years and older.
(02) 4396 7187
CLASSIC & ENTHUSIASTS MCC
Historic plates for bikes over 30 years old.
cemcc.org.au. (02) 9801 1971
CLASSIC & ENTHUSIASTS MCC
ALBURY/WODONGA
(02) 6026 2281
CLASSIC & ENTHUSIASTS MCC
ILLAWARRA
(02) 4228 5338

BENDIGO HISTORIC MOTORCYCLE CLUB INC

Regular club runs, rallies and motorcycle swap meets.
(03) 5441 4473

CLASSIC ITALIAN MOTORCYCLE ASSOCIATION OF

AUSTRALIA
Italian motorcycles from makes no longer in production or
30 years old.
cimaa.asn.au. 0404 873 034

BEST FEET FORWARD GROUP

Any feet forward machines including scooters.
Contact Ken Butler (03) 5678 2245.

CLASSIC MOTORCYCLE CLUB OF VICTORIA INC

25 and older bikes.
classicbike.com.au. (03) 9593 2710

BMW AIRHEADS
For BMW air-cooled twin owners.
Contact Radz 0439 770 170

CLASSIC OWNERS MOTORCYCLE CLUB INC SA

Membership enquiries:
PO Box 642, Plympton SA 5038.

BRITISH MOTORCYCLE CLUB OF AUSTRALIA

Anyone with an interest in British motorcycles, new or old.
0414 830 880

CLASSIC SCRAMBLE CLUB INC

Catering for 60s to pre-1975 scramble machines.
0422 299 003 or 0417 515 220

BRITISH MOTORCYCLE CLUB TASMANIA INC

Promoting restoration, preservation and riding of British
bikes all ages.
britishmotorcycleclubtas.com

COALFIELDS CLASSIC AND ENTHUSIAST MCC

Contact Gary: (02) 4938 7352

BRITISH SINGLES MOTORCYCLE CLUB INC QLD

0403 212 545 or (07) 3263 6640
BRITISH TWO-STROKE CLUB OF AUSTRALIA INC
(03) 5967 3518 or (03) 9435 7824
BSA OWNERS ASSOCIATION INC
PO Box 2400, Oakleigh, 3166 or
bsa.asn.au
BSAMCC OF NSW INC
0407 708 925, Fax 4958 4563

94

RCBE ISSUE #14

COFFS HARBOUR AND DISTRICT MOTORCYCLE RESTORERS

PO Box 4248, Coffs Harbour Jetty 2450.
(02) 6653 4532
CLUB LAVERDA QUEENSLAND
Laverda ownership isnt mandatory.
(07) 3205 7151

D
DRY LAKES RACERS AUSTRALIA
Contact Cled Davies: (03) 5443 3432 or 0419 581 854

WorldMags.net

HISTORICAL MOTORCYCLE CLUB OF QLD INC

historicmotorcycle.org.au.
HISTORIC MOTORCYCLE RACING REGISTER OF SA
(08) 8384 5284
HISTORIC MOTORCYCLE RACING ASSOCIATION OF VIC
hmrav.org. (03) 5968 9395
HONDA CB750 (FOUR)
Caters for all SOHC models from 1968-1978.
hondacb750.com.au. (03) 5182 5704.

I
INDIAN HARLEY CLUB (BUNBURY) INC
ihcvintagemotorcycles.asn.au. (08) 9792 4996
INDIAN MOTORCYCLE CLUB OF AUSTRALIA INC
PO Box 1015, Ashwood 3147.
0418 690 065
INVERELL MOTORCYCLE RESTORERS CLUB INC
PO Box 324, Inverell NSW 2360.
(02) 6722 2729
IRON INDIAN RIDERS ASSOCIATION OF AUSTRALIA
For all Indians 1901-2014. Four major rallies a year.
Call Phil (03) 9499 6428 (During business hours)
ironindian.com.au.

K
KATANA OWNERS CLUB OF VICTORIA
(03) 9803 0494.
KAWASAKI Z OWNERS CLUB NSW
Open to Z900-Z1000 and all other Z series bikes.
(02) 4626 4933 or (02) 9517 2663
KAWASAKI Z OWNERS CLUB VICTORIA
zowners.com.au. 0418 175 143.

M
MACQUARIE TOWNS MOTORCYCLE RESTORATION &
PRESERVATION CLUB
MOTO GUZZI CLUB OF QLD
PO Box 1159, Fortitude Valley Queensland 4006.

WorldMags.net
will include your club in our contacts

MOTO GUZZI CLUB OF VICTORIA

motoguzziclubvic.asn.au. (03) 9528 6989
MOTORCYCLING NEW SOUTH WALES
(02) 9635 9177. motorcycling.com.au
MOTORCYCLE RACING CLUB OF NSW
For all road racing riders and officials, classics and
moderns.
(02) 9603 4892

N
NATURELAND CLASSIC MOTORCYCLE CLUB
naturelandclassicmotorcycleclub.org.au.
0416 200 023
NEWCASTLE CLASSIC MCC INC
PO Box 134, Boolaroo NSW 2284.
NORTHERN DISTRICTS DUCATI OWNERS CLUB
(02) 4973 3378
NORTHERN CLASSIC VINTAGE AND VETERAN MCC
ncvv.org.au. 0419480 336
NORTHERN RIVERS CLASSIC MCC
(02) 6689 5366 or (02) 6629 1051
NORTON MOTORCYCLES CLUB SA INC
nortornownersclubsa.org.au. (08) 8380 5240
NORTON OWNERS CLUB OF VICTORIA INC
victoria.nortonownersclub.org. (03) 9569 7762

P
PANARAMA MCC VETERAN AND VINTAGE GROUP
0404 089 015
PORT MACQUARIE CLASSIC MOTORCYCLES CLUB INC
(02) 6582 6878 or 0419 485 493
POST CLASSIC RACING ASSOCIATION
postclassicracing.com.au

Q
QUEENSLAND EARLY MOTORCYCLE SPORTS CLUB
qemsc.com.au. (07) 5498 8675

R
ROAD RACE ASSOCIATION OF TOWNSVILLE
0422 248 607 or 0409 499 526
ROYAL ENFIELD CLUB OF AUSTRALIA
recoainc.com.

S
SCOTT OWNERS CLUB INC
Australian section of the UK parent club.
scottownersclub.org.
SHOALHAVEN CLASSIC MOTORCYCLE CLUB
Family orientated club for classic and modern machines.
4443 8501 or 4421 8810.
SOUTH GRAFTON EX-SERVICES MCC
(02) 6649 3382
STEVENS REGISTER
thesetevensproject.co.uk. (02) 9600 9894.

T
TAREE & DISTRICTS CLASSIC & VINTAGE MCC
(02) 6556 5288

THE 59 CLUB AUSTRALIA INC

the59club.org.au.
National: 0416 838 565,
QLD: 0410 574 127,
WA: 0415 622 585,
VIC: 0418 207 794.
THE CENTRAL COAST CLASSIC MOTORCYCLE CLUB INC
(02) 4396 4647 OR (02) 4385 8512
THE HISTORIC COMPETITION MOTORCYCLE CLUB OF WA
PO Box 568, South Perth WA 6951.
historicracing.asn.au
THE NEWCASTLE VINTAGE MOTORCYCLE CLUB INC
All machines 30 years of age or older.
THE VETERAN AND VINTAGE MOTORCYCLE CLUB OF SA
vvmccsa.org.au. 0409 514 213
THE VINTAGE MOTORCYCLE CLUB OF VICTORIA INC
For motorcycles manufactured prior to Dec 31st 1942.
0417 558 214
TOWNSVILLE RESTORED MCC INC
PO Box 1016, Aitkenvale QLD 4814.
(07) 4779 7495 or (07) 4773 4332
TWEED HEADS MOTORCYCLE ENTHUSIASTS CLUB INC
thmcec.com. 0400 871 699

V
VELOCETTE OWNERS CLUB
(02) 9651 1793
VETERAN AND HISTORIC MCC LTD
PO Box 366, Kellyville 2155.
(02) 9621 5604 or (02) 8883 0390
VETERAN SPEEDWAY RIDERS ASSOCIATION OF
AUSTRALIA
vsra.homestead.com. (02) 9587 7367
VINCENT HRD OWNERS CLUB VICTORIA
SECTION INC
PO Box 79, Monbulk Victoria 3793.
(03) 9752 0803
VINTAGE JAPANESE MOTORCYCLE CLUB
For enthusiasts of older Japanese bikes.
(02) 4873 1852.
vjmc.org.au
VINTAGE MOTORCYCLE CLUB OF AUSTRALIA
(NSW) INC.
For machines up to 1947.
vmccnsw.org.au. (02) 9624 1262.
VINTAGE MOTORCYCLE CLUB TASMANIA
PO Box 110, Lindisfarne Tasmania 7015.
(03) 6272 1976 or (03) 6248 1538
VINTAGE MOTORCYCLE CLUB OF WA INC
vmccwa.com.
(08) 9298 8953

Y
YAMAHA SR 500 CLUB INC
(03) 9331 3178. sr500club.org
YAMAHA XJR
The Aussie XJR riders club.
http:/groups.yahoo.com/group/aussiexjrridersclub/
YAMAHA XS-650 CLUB OF AUSTRALIA
0409 384 790. xs650.org.au
YORK PENINSULA VINTAGE, VETERAN AND
CLASSIC MC INC
(08) 8852 1834 (08) 8837 3226

WorldMags.net

ISSUE #14 RCBE

95

WorldMags.net
WHAT'SON
>>

Is your club holding a rally, concourse, swap meet, special event or fundraiser?
Let us know and well endeavour to add it here. Email us at inbox@retroandclassicbike.com.au
with the subject Whats On?
MOTO EXPO MELBOURNE 2014
www.troybaylissevents.com
Nov 28-30

Melbourne Showgrounds

HMCCQ EVENTS
www.historicmotorcycle.org.au

POST CLASSIC RACING ASSOCIATION

2014 RACE CALENDER
www.pcra.com.au
April 6
May 3
July 19
Aug 9
Aug 30-31

Rnd 2 - Eastern Creek (South)

Rnd 3 - Eastern Creek (North)
Rnd 4 - Eastern Creek (Full)
Rnd 5 - Eastern Creek (Full)
Rnd 6 - Wakefield Park

2014 HISTORIC WINTON

www.historicwinton.org
Cars and bikes.
May 24-25

Winton Motor Raceway, VIC

HISTORIC MOTORCYCLE RACING

ASSOCIATION OF VICTORIA
www.hmrav.org
April 11
April 12-13
July 27
Nov 7
Nov 8-9
Dec 7

MV Practice day
Vic. Historic Road Race
Championship
HMRAV Come and Try Day
MV Historic RR Practise day
Southern Classic
HMRAV Come and Try Day

14TH ANNUAL PINK RIBBON

MOTORCYCLE RIDE
www.pinkribbonride.com
TBA

TBA

2014 HONDA BROADFORD

BIKE BONANZA
www.ma.org.au
Easter, 2014

96

State Motorcycle Complex

RCBE ISSUE #14

WorldMags.net

April 4-11
April 13
April 18-21
April 18-21
April 18-21
May 3-4
May 10-11
May 24-25
June 2
June 7-8
June 14-15
June 21-22
June 28-29
July 6
July 12-13
July 26-27
Aug 9-10
Aug 13
Aug 24
Aug 31
Sept 6-7
Sept 12-14
Sept 20-21
Sept 27-28
Sept 27-28
Oct 12
Oct 18-19
Oct 25-26
Dec 7

50th VMCC of VIC Rally, Hamilton

Haigslea Swap
Burnett Rally, Burnett Area
All Indian Rally
Harley & Indian Rally, Mt Morgan
Bunya Rally, Kingaroy
Girder Fork Rally, Brisbane
Ray Owens Bike Show
Poker Run, Gympie
Pre-31 Rally, Toowoomba
Capricorn Rally, Biloela
Teams Trial, Brisbane
Pine Rivers Swap
Sidecar Circus, Pine Rivers
Gold Miners Rlly
Frostbite Rally
Days of Glory Rally
Stinkwheel Test & Tune
Homage Day
CenturianRally, Tarampa
Toowoomba Rally, Murpheys Ck
Gerry Rasmussen Test & Tune
MAD Rally
Denis Brett Memorial Rally
Mostly Ariel Rally
Phil Irving Concourse
Sunshine Rally
Gatton Swap
Brisbane Area Christmas Party

WorldMags.net
RETR0TYRE
GUIDE
>>
Buying new tyres for your classic or retro bike can be a pain so weve
made the job a bit easier by forming this list of whats available in
Australia in the less common sizes

New rubber for old wheels

METZELER

AVON
AV45 Azaro-ST
AV55 Storm 2 Ultra
AM41 Venom-X

AV59 VP2 Sport

Roadrider
AAM26
M26 Road

front
rear
front
rear
front
rear

front

front
& rear

Classic Roadrunner AM18

Racing Clas
Racing Classic Roadrunner AM20
Racing Classic AM22
Racing Classic AM22
Racing Classic Roadrunner F2
Racing Classic Roadrunner GP
Racing Classic Speedmaster
Racing Classic Universal

110/80-19, 120/80-16, 130/70-16

150/80-16, 140/80-17
110/80-18, 120/70-18
150/70-18, 160/60-18
100/90-18, 100/90-19, 110/90-19
140/90-16, 150/80-16, 160/80-16,
150/70-18
130/70-16
100/90-16, 110/90-16, 120/80-16,
100/90-18, 110/80-18, 110/90-18,
90/90-18, 90/90-19, 100/90-19
120/80-16, 150/80-16
120/80-17, 120/90-17, 130/70-17,
130/80-17, 130/90-17, 140/70-17,
140/80-17, 150/70-17, 100/90-18,
110/80-18, 110/90-18, 120/80-18,
120/90-18, 130/70-18, 130/80-18,
140/70-18, 150/70-18, 4.00-18,
100/90-19, 3.25-19
120/80-18, 100/90-19
90/90-18, 90/90-19
110/80-18, 110/80-18
130/80-17, 130/70-18, 130/60-18
90/90-18, 90/90-19
3.50-19
3.00-20, 3.00-21
80/90-18, 80/90-18

Roadtec Z6 Interact
ME Z4
Lasertec

rear

ME22
rear
universal
Perfect ME 77

Block K
Block C

Pilot ACTIV

rear

ContiRoadAttack 2 CR
(Classic Race)

front
rear

120/80-16, 110/70-17, 110/80-17,

90/90-18, 100/90-18, 110/80-18,
110/90-18, 100/90-19, 3.25-19,
3.00-21, 90/90-21
130/90-16, 130/70-17, 130/80-17
130/90-17, 140/70-17, 140/80-17
110/90-18, 120/90-18, 4.00-18
130/70-18, 130/80-18, 150/70-18
110/90 R 18, 110/80 ZR 18
130/80 R 18, 150/65 R 18

front
rear
front

rear

Commander

front
rear

Pilot Sporty

front
rear

DUNLOP
Roadsmart
GPRA-10

GPR100
GT301
K70
GT501

TT900

TT100

universal
110/80ZR18, 120/70ZR18, 150/70ZR18,
160/60ZR18
110/70R17, 110/80ZR18, 130/70ZR16,
140/60R17, 140/60R18, 150/60R18,
150/70ZR18
130/70ZR16, 140/60R18, 150/60R18,
100/80-16, 100/90-19, 130/80-16,
130/80-18
3.25-19, 3.50-19, 4.00-18
100/80-17, 100/80-18, 100/90-16,
100/90-18, 100/90-19, 110/80-18,
110/90-16, 110/90-18 120/80-16,
120/80-18 120/90-18, 130/70-18,
130/90-16, 140/70-18, 150/70-18,
150/80-16, 90/90-18
100/80-17,100/90-18, 100/90-18,
120/80-17, 140/70-18, 90/80-17,
90/90-18
100/90-19, 110/90-18, 130/80-18,
3.00-18, 3.50-18, 4.00-18, 80/90H18,
90/90-18

FIRESTONE

M62

universal

M54

universal

110/80-18, 120/70 ZR 18.

160/60-18
100/90-18, 100/90-19, 110/80-18,
110/90-18, 120/80-16, 3.25-19,
90/90-18.
120/90-18, 130/70-17, 130/70-18,
130/80-17, 130/80-18, 130/90-17,
140/70-17, 4.00-18
100/90-18, 100/90-19, 110/90-19.
130/90-16, 140/90-16, 140/90-15,
150/80-16
100/80-16, 100/80-17, 90/80-17,
90/90-16.
120/80-16, 120/80-16, 130/70-17,
130/80-17.
100/90-18, 2.75-18, 60/90-17,
70/90-17, 90/90-18
2.25-17, 2.50-17, 2.75-17, 2.75-18,
3.00-17, 3.00-18
110/90-16, 2.25-17, 2.50-17, 2.50-18,
2.75-17, 2.75-18, 3.00-18, 3.25-16,
3.25-18, 4.00-18, 90/80-16

PIRELLI
Angel
Sports Demon

front

rear

City Demon

front

rear
3.25-16, 5.00-16, 3.50-18, 4.00-18,
4.50-18, 3.25-19, 4.00-19

120/70 ZR 18, 110/80 ZR 18

160/60 ZR 18
120/70 ZR 18, 110/80 ZR 18
160/60 ZR 18
110/80-18, 120/80-16, 100/90-16,
100/90-18, 100/90-19, 100/90-18,
110/90-16, 110/90-18, 110/90-19,
110/90-18, 90/90-18, 90/90-21,
3.25-19, 3.50-19.
130/70-17, 130/70-18, 140/70-17,
120/80-18, 130/80-17, 130/80-18,
150/80-16, 110/90-18, 120/90-18,
130/90-16, 130/90-17, 4.00-18
60/100-17, 2.75-18.
80/100-14, 90/90-18.
90/90-18, 2.50-17, 2.75-17,2.75-18,
3.00-17, 3.00-18, 3.25-18, 3.50-18
90/100-18, 110/90-16, 3.50-18,
3.50-19.
110/90-16, 110/90-18, 120/90-16,
130/90-15, 130/90-16, 140/90-15,
3.50-18, 4.00-18, 4.10-18, 4.60-16
4.00-18
2.50-16, 2.75-16, 3.00-19, 3.25-16,
3.25-19, 3.50-16

MICHELIN
Pilot Road 2

front

front
rear

CONTINENTAL
ContiGo!

front
rear
front
rear

110/80-18, 160/60-18, 150/70-17

110/7016, 120/7016, 110/8018,
120/8016, 100/9016, 100/9018,
100/9019, 110/9016, 110/9018,
90/90-17.
130/70-16, 130/7017, 130/7018,
140/7015, 140/7017, 140/7018,
150/7016, 100/8018, 110/8018,
120/8018, 130/80-17, 130/8018,
150/80-16, 110/9018, 120/9018,
130/9016 130/90-17
80/10018, 90/10018, 90/9018,
90/9019, 2.2517, 2.5017, 2.5018,
2.7517, 2.7518, 3.0017, 3.0018,
3.2516.
100/9018, 120/9016, 130/9015,
130/9016, 90/9018, 2.5017,
2.7517, 2.7518, 3.0017, 3.0018,
3.2518, 3.5016, 3.5018, 4.00-18

Insurance for Bike Enthusiasts

WorldMags.net
CALL 13 46 46 FOR A QUOTE
| SHANNONS.COM.AU

WorldMags.net

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WorldMags.net

2014 HONDA RJAYS

NSW CLUBMAN ROAD RACE

CHAMPIONSHIP SERIES

Come join us! Classes for all bikes!

New racers welcome throughout the season!
February 1/2 - Sydney Motorsport Park, Eastern Creek NSW
August 2 - Wakeeld Park, Goulburn NSW
August 3 - 4 hour Endurance Race, Wakeeld Park, Goulburn NSW
September 6/7 - State Motorcycle Sports Complex, Broadford VIC
November 8/9 - Sydney Motorsport Park, Eastern Creek NSW

www.stgeorgemcc.com I secretary@stgeorgemcc.com
WorldMags.net

WorldMags.net
ALWAYS THE BEST DISPLAY OF CLASSIC BRITISH BIKES IN AUSTRALIA
A SELECTION OF OUR CLASSIC MOTORCYCLES

1975 NORTON 850 COMMANDO MK3 ELECTRIC START

Here we have a beautiful matching number example of this very
sought after motorcycle. Vin.# 327487 $17,950

1971 BSA B50SS GOLD STAR

1991 HARLEY-DAVIDSON 1340 TOUR GLIDE

This model rarely appears for sale these days and this totally original
example will make a nice addition to any collection.
Vin.# B50SS.KG01417 $7,950

This motorcycle is in lovely condition and runs and hides very nicely.
Registered in Victoria, the ultimate touring machine.
Reg.# CJC $11,950

1977 HONDA CB750K

1979 HONDA CBX 1000

1977 HONDA GL1000 GOLD WING

This is an immaculate and low mileage example of this very popular

classic motorcycle. Vin.# CB750K-2816620 $8,950

A beautiful example of this rst year model of Hondas superbike.

Finished in gleaming silver and tted with a Kerker exhaust system.
Vin.# CB1-2009218 $14,950

A very nice example of this great motorcycle. This machine runs very
sweetly and is low mileage. Vin.# GL1-13014683 $8,950

1973 KAWASAKI H1 500

1974 KAWASAKI H2 750

1981 KAWASAKI LTD 750

This is a beautiful looking motorcycle that will turn heads everywhere

and performance to match. Vin.# H1F-10238 $12,950

This is an original machine that runs and rides well. Hold on tight
with one of these, an awesome machine to ride.
Vin.# H2F-44210 $14,950

1977 SUZUKI GS750

1972 KAWASAKI S2 350

This motorcycle is in immaculate original condition with very low
mileage and just stunning. Very hard to nd like this.
Vin. # S2F-12527 $10,950

This motorcycle is like new and has done only 4000 miles from new.
One of the best early four cylinder motorcycles.
Vin.# GS750-31601 $9,950

1945 NORTON 16H 500 MILITARY

1973 YAMAHA XS650

This is an immaculate example of this great classic motorcycle. Very
hard to nd these early models in such beautiful original condition.
Vin.# S650-211672 $8,950

Here we have an immaculate example of this WW2 motorcycle.

The 16H is virtually bullet proof and is still running perfectly after
70 or more years of reliable service. Vin.# 94556 $11,950

What a great looking motorcycle, one of Kawasakis factory built

bobber style machines. This bike is low mileage and immaculate
and great value. Vin.# 024645 $7,950

1958 LAMBRETTA LD125

A beautiful restored example of this great Lambretta model.
Vin.# 545946 $9,950

1968 NORTON 750 COMMANDO FASTBACK

A stunning example of this rst year model. This motorcycle is
immaculate with matching numbers. Be very quick for this, we very
rarely get home of this model. Vin.# 127919 $18,950

WE HAVE BANK FINANCE AVAILABLE ON ALL OUR BIKES

CLASSIC STYLE AUSTRALIA

34 PENINSULA BLVD, SEAFORD, VIC 3198

PH (03) 9773 5500 FAX (03) 9773 5533

www.classicstyle.com.au Email: classicstyle7@gmail.com
WorldMags.net