Classic Motorcycle Mechanics - Special Edition - Free

READER’S RESTO IN ASSOCIATION WITH BRIDGESTONE

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A Shaw thing!

CMM reader Malcolm Shaw is a self-taught spanner-man with a penchant for making specials…

WORDS AND PICS: BERTIE SIMMONDS

“L

et me see. I have a GT750, a Z650, I’ve got an air-cooled RD350 along with a RD350 special being built with a Nico Bakker TZ frame. The engine needs a complete rebuild in that one. That bike has an Aprilia RS rear end and RS250 Aprilia forks – Aprilia wheels, too.

The VFR tank on that looks like it was meant for it. I guess I’ve got around 17 bikes,, nearlyy all twostrokes.”

1: Malc Shaw has a race against time to get this TR750 special finished!

2: BDK barrels and Allens carbs.

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Welcome to the world of Malc Shaw. A former nurse, now a self-taught specials builder and lover of classic bikes (ok, nearly all two-strokes, but the Fazer 1000 is four-stroke and modern. “It gets me to Spain and France in comfort,” says Malc.)

While Malc carries on talking I realise this isn’t the bike I wanted to come see. But it would be rude of me to interrupt when he’s in full flow!

He’s pointing at the RD350 with the Nico frame again. “I’m making the mountings for the Jim Lomas exhausts. I’ve built lots of stuff myself for it, you know, rear-sets and the like. I want to be able to ride them (I’ve got a shot right knee) so I look at the bike, look at seat heights, look at foot-peg position with blocks of wood – it’s more than an educated guess.”

Our Malc is even making moulds for the seat.

“Yes, I chopped up an old Two-Four seat as I had a scabby one and altered it, then glassed it up to make a seat unit. It’s a crude way of doing it, but it works.”

His mind is off again when he points to another bike. “That’s a GT500 which is a runner – well, a running engine. It is a special café racer: that’s what I like. When I retired I wanted to restore bikes and I found a tolerably ok GT500 that ran, but when I looked at resto costs, chroming and the like, it was

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daft. Some of these go for £7000 apparently but I’ve yet to see people buy them for that price. Instead, building a special helps you develop different skills.

This one has Bandit forks, but I will go back to GT forks. I’ve got three of these. I have a KH400 with 98 per cent of the parts ready to build, and a couple of GT380s. I used to love my 380. I’ve got a 550 with a frame and log-book and that’s going to be sort of a drag bike with inverted forks… Yes, the list of projects on the go at the moment is ‘far too many’.”

It’s not all specials as we spy a trio under wraps: an old Trumpet, a Kwak triple stroker and an RGV250, but you can see where his heart is. In his two workshops we see lots of equipment essential to fabricating your own parts. “I’ve got a proper setting-out/marking-out table and I’m teaching myself to TIG weld: it’s hard, but I’m enjoying it,” says Malc.

So, where does this love for bikes come from then? Malc explains: “I guess it’s all from the summer of 1976. I remember laying out in the garden revising for my O-levels. Back then I had a Yamaha SS50 – the original FS1-E – not the Honda!

I wish I had kept that now as they are rare-as and hold good money. After that I was mainly into Suzukis, GT250s; I tuned them myself (I didn’t know what I was doing, but they could beat RDs on the road) then I had the GT380s. Like most of us it then went to relationships and houses.

“Then, when I was about 40, I really wanted a Ducati 916, but a cousin’s mate had a Suzuki GSX-R750 SRAD so I bought that. I did my advanced riding course (I’d recommend it) and that was that. I was back into bikes.”

As we move into the second workshop, Malc says

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3: Dummy bottom-end for fit.

4: Real bottom-end ready.

5 GSX-R inverted forks made to fit.

where his skills originated from. “My dad would never sign any HP agreements, so I always had to scrabble around and re-build stuff myself! Later on I raced cars and we built our own semi-space frames so I have always been fairly handy. When I retired I had some disposable so used the pension pay-out to get the mill and things, but all of it’s a culmination of 40 years really…”

Finally, I get to see what I’m here for. It’s unfinished, but stunning: a CMR-framed ‘TR’ 750.

Wow. “We were going to build an ally frame for this, me and someone else, but that didn’t happen. So I got in contact with Denis Curtis of CMR Racing in Canada and went with what we see here. Denis sends over the frame and much as you want but I had the frame and the tank along with bearings, swingarm, etc. I wanted to put inverted forks in, but Denis says you can’t, but as you can see this has GSX-R1000 K5/6 forks and wavy brake discs. This radiator is much narrower than the standard GT750 rad as it’s been much modified, but I need to sort some brackets out for better clearance.

“The engine I had sitting around for a few years. I was looking at buying an H1 from a bloke in www.classicmechanics.com / 27

READER’S RESTO IN ASSOCIATION WITH Mark Dent's artistry!

Brighton and I mentioned looking for a GT750 motor and he had one complete, so I bought it there and then. The barrels are ported by BDK Race Engineering: this engine is mocked up with just the barrels on and the carbs from Allens Performance.

The bottom-end is all assembled on the bench. I’ve the ignition system to order, the motor has a centre-plug head on it, so BDK reckon it will produce a lot of power. They also reckon the jets in the carbs that Allens sent up are close and the exhausts are done to suit, too. They are made by Performance Fabrications. They mainly make stuff for RG500s, but I took the bike up with dummy engine and left it with Mark Dent for three months, and they are a work of art.”

While this bike may well end up pretty racey sounding, looking and ‘going’, Malc is adamant that it’s a road bike. He says: “I don’t do track days! And with my shot knee it needs to be comfortable. It will be a sanitised race bike!”

It’s clear that this machine is some way off being finished, so will it hit deadline for the Bridgestone/ CMM competition? “Every time you put a bit on this bike, you have to think of the other 10 things around it,” he admits. “The fairing and headlight were a week’s work alone! I’m doing stuff myself as I enjoy it. I have a budget for what parts I can’t make and I get from Robinsons Foundry – Michelle Robinson there is a mine of information on parts! That said,

Bridgestone launches new BT46 ‘classic’ tyre!

Bridgestone’s new BATTLAX BT46 tyres are the successor to the popular BT45s, which have been in the marketplace since 1998.

The BT45s have long been the choice for modern classic riders and the new BT46 promises to have even greater performance.

Launched earlier this year, the tyres will be available in eight front sizes and 17 rear sizes from February 2020 with an additional 14 sizes in 2021 and another eight sizes in 2022.

Using the latest in tyre technology, Bridgestone has succeeded in upgrading the BT45’s wet performance, while maintaining the level of dry handling performance.

The new BT46 is therefore a perfect choice for your modern classic wherever and whenever you ride it.

We will be reporting back from the launch of this exciting new tyre later this year. www.bridgestone.co.uk

I’m aiming to get it done by the Classic TT in August/September. Denis from CMR is over (hopefully) so I’m pushing on with it right now. I also have to think of the overall finish. At the 2016 Classic TT I chatted to Steve Wheatman of Team Classic Suzuki (he’s a lovely bloke) and my fave bike to have would be a replica of Michael Dunlop’s XR69. So, with that in mind I was thinking of Team Classic Suzuki’s colours, but either way it’s a Suzuki so it’s got to be blue and white, yes?”

Oh yes. We can’t wait Malc. In fact, maybe we will follow this build month-by-month?

Out in the sunshine early on in the build.

She's coming together.

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cmm

Stuff

The latest riding kit, top tools, tyres, retro clothing and more! ore!

SHARK RACE-R PRO This is the Race-R Pro from SHARK. It’s constructed from carbon aramid fibre, and is also available in a carbon version with exposed carbon fibre details for mucho money. The helmet features a distinctive double-blade spoiler for improved aerodynamics and fastens securely with a double D-ring strap with a magnetic

chin strap to stop it flapping.

The interior of the helmet is removable and washable.

You’ve also got a quick-release e visor system for ease of use.

The Race-R Pro is available in sizes XS-XL with an RRP from £399.99, while the Race-R Pro Carbon starts at a whopping £599.99.

£399.99

www.nevis.uk.com

WEISE MICHIGAN JACKET

LASER TOOLS STUD REMOVER/INSTALLER When removing or installing studs, it’s important not to damage the threads.

This new stud remover and installer from Laser Tools (part number 7804) allows you to remove studs from cylinder heads, etc., without damaging them. It also lets you install new studs tightly without damaging the new stud threads, and enables a torque wrench to be used if required.

Four sizes of remover and installer are provided, covering the most common head and manifold stud sizes: M6 x 1.0, M8 x 1.25, M10 x 1.25 and M10 x 1.5. To remove a stud, screw on the remover until the outer nut section reaches the stud tip.

Now turn the inner section anticlockwise until the stud is removed.

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£72.10 The stud remover grips the stud firmly without compressing or damaging the threads.

When fitting a new stud it needs to be firmly seated and again, we don’t want to compress or damage the threads. Screw the correctly sized installer on to the new stud until it reaches the internal ball and won’t screw on any further. With the installer now locked firmly on to the stud, screw the stud into the stud hole. Now torque the stud to the manufacturer’s specification. Unlock the installer with the supplied 6mm hex key. The installer can now be easily removed leaving clean, undamaged threads on the stud. www.lasertools.co.uk

The Michigan is a waterproof textile jacket with retro looks, but also a thoroughly modern rating for protection: fitted with CE Level 2 elbow and shoulder protectors, plus a Level 1 back protector as standard. Beneath the tough outer shell is a waterproof, windproof and breathable drop-liner, plus a removable thermal lining. Four external pockets and three more inside offer plenty of places for essential everyday items, and there is a connection zip to attach Weise textile trousers. The Michigan comes with a two-year warranty, and is available in sizes S-5XL. www.weiseclothing.com

£169.999

www.classicmechanics.com

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RICHA COLT BOOTSS Available in a choice of short o or long in both black and brown, the Colt ‘long’ boots are £119.99 and the shorter versions are £99.99. Both are available sizes EU 38-48. The adventure-styled boots feature e MX-style fasteners for a secure e fit and they are waterproof, thanks to a Hipora membrane. www.nevis.uk.com.

LASER TELESCOPIC MAGNET/MIRROR This is an all-in-one telescopic inspection mirror, magnetic pick-up tool and scriber (part number 7800). The pen-sized tool folds up to just 150mm long and clips neatly in the pocket, but extends to a full 680mm. The mirror is a useful 40mm in diameter and can be rotated through 360° and adjusted to any angle.

Unscrew the mirror and you now have the magnetic pick-up tool. The powerful magnet will hold 454g/1lb, and is really useful with that extended reach. At the opposite side, unscrew the end cap to reveal the scriber, sharp and precise. This is one of those tools that you will always keep in your pocket and find a multitude of uses for.

£99.99 - £119.99

RST PRO SERIES ADVENTURE-X AIR-BAG JACKET We are big fans of the RST kit here and th his is the latest and greatest adventure jacket (which can be twinned with trousers) with the new air-bag system. You’ve got a removable X-liner and CE-approved armour, as well as a Level 2 back protector, hard-wearing MAX Zips and – of course – the In&motion air-bag tech gubbins, as well as being a waterproof jacket! www.rst-moto moto.com com

www.llasertools.co.uk

£20 £499.99

HJC RPHA 11 JOKER HELMEET The RPHA is the top-of-the-range HJC lid and it’s got a top ventilation system, a fully aerodynamic shell structure, a removable and washable lining system, and it comes with an anti-fog insert as standard and quick-release visor system. The Joker (as you can imagine) also comes with the look of the nasty bloke who ho baits Batman so much. www.oxfordproducts.com m

£499.99 www.classicmechanics.com / 9

u can d joy in our pages, so yo an ide pr UR YO e se to We want rs. restore with fellow reade share what you ride and .co.uk or mail to bsimmonds@mortons Email your hi-res shots mag. Let us know dress at the front of the in some photos to the ad d after ne it and send before an do e u’v yo w ho d an ne what you’ve do in touch. Bertie. shots if you can. Do get

hi h We’ve teamed up with SDoc1000 which manufactures some of the best bike cleaning kit in the business! So, send in your pictures of your bikes and you could win an SDoc100 Chain Care Kit worth £50, which includes their new White Chain Spray 2.0 that offers four times more wear protection for chains and sprockets than the competition. Find out more at www.motohaus.com

KEVIN WALSH’S KAWASAKI Z1R I bought this Z1R from DK and it was imported from Kansas, USA, in 2017.

It was in poor condition with bits missing, naff paint work, etc. The jobs that needed doing included: a top-end rebuild, de-coke, valve grind, valve seals, head-gasket, cam-cover gasket and end seals renewed. (With help from my son Benn who is a mechanic at Bill Smiths.)

The engine was painted and alloy

casings polished. All paint work and pinstripes renewed in the correct colour (painted by Dave Andrews.) Fork seals replaced, brakes and master cylinders rebuilt inside and out. The exhaust was replaced with a Delkevic 4-into-1, in keeping with the 1980s look. The carbs were completely stripped, sonic cleaned, re-jetted and an air reducer kit fitted (highly recommended for aftermarket filters!) It’s got a replacement electronic

ignition fitted and a few joints in the electrics system renewed. The rear shocks are now replaced with Hagons.

The bike is registered with DVLA on an S-plate and now has free road tax! It’s ongoing (I’ve just replaced all cables/ levers), but it rides perfect and makes me smile. John Browse in Wrexham has provided many second-hand parts that were missing and has been a complete star!

WINNER 22 / cllassiic mottorcyclle mechanics

MIKE STEWART’S HARRIS MAGNUM I figured people would like to see my Harris Magnum. This is the second rebuild over the winter of 2019/2010. I’ve modified the

rear-end and done a bit more polishing; it’s still on the standard wheels. You might want it in your ‘Show us Yours’ section.

MARK SENIOR’S SUZUKI T500M Here are a couple of before and after photos of my T500M! An internet auction bid of £300 won the pile of bits you see and 10 years (yes) later I finally completed the build. I’ll never forget the expression on the seller’s face as he told me: “Oh yes it’s all there!” Yeah, right!

Stay safe in your man caves everyone!

QUENTIN THORPE’S 2001 SUZUKI SV650 This is my 2001 SV650. I bought it some five years ago now and instantly crashed it after purchase because of some cheap and nasty Chinese levers. I travelled all the way to Glasgow from Nottingham to buy it, as it had only 4000 miles on the clock and it’s hard to find Naked SVs with anything like that mileage. Post-crash, once the broken leg had healed I set about turning it into what you see now.

The pictures were taken just after it was finished a couple of years ago and like all specials it is still an ongoing project. I have added more carbon dipping since then and made some subtle improvements to improve its looks. I am also currently building another for a friend of mine who loved the look.

KELVIN DEWBERRY’S SUZUKI GT550 I bought this very tired GT550 about a year ago; it was one of those drunken eBay purchases! Then in the morning I realised what I had done! It’s since had a full engine rebuild and all paint, chrome work, stanchions done. I have done most of the work myself. I’ve just fitted a set of rare 1980s Microns and given it a good clean

as well as some new stickers from eBay. I even refurbed the clocks myself. I love the mag, so keep up the great work, especially the two-strokes.

www.classicmechanics.com / 23

NOSTALGIA WORDS: BERTIE SIMMONDS PICS: MORTONS ARCHIVES AND YAMAHA UK

FINE TUNING The Yamaha Motor Co ompany turned 65 on July 1stt, so we thought we’d have a look aat some off their th finest work.

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he genesis of the Yamaha Motor Company goes back to 1887 with the establishment of Nippon Gakki Co. Ltd. Torakusu Yamaha established the firm in Hamamatsu and they manufactured pianos and reed organs. Little wonder then that even today the firm’s beginnings as a musical instrument manufacturer can be seen in the group logo – three interlocking tuning forks.

Nippon Gakki in Japanese means literally ‘musical instrument company’. They have since become a major force in musical instrument manufacture, in guitars, synthesisers and pianos. During the Second World War the firm made fuel tanks and metal propellers for the

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Japanese war effort and it was post-war th thatt use ffor such h expertise and the associated machinery led the firm to look to making motorcycles.

The first machine, the YA-1, was based on the German DKW 125 RT. Manufactured in 1954, it first sold in Japan in February 1955 (see pages 6-7.) By July 1, 1955 the motorcycle manufacturing division was separated from the parent company Nippon Gakki and in July 1955 became the Yamaha Motor Company. Genichi Kawakami (far left) was the first company president and the company soon grew, opening a number of subsidiaries across the world.

By 1982 motorcycle production had hit 20 million units.

Let's look at some of their finest work... www.classicmechanics.com / 37

NOS STALGIA

1973 FS1--E

The FS1-E (E for Eng gland) and its Europ pean predecessors have become iconic machines.

The Yamaha FS1 ‘Super Sports’ was launched d in 1969 as a 50cc, 6bhp, five-speed motorcycle, but it was only available in a few European countries along with Japan. Legend has it that it was Dutchman Ludy Beumer who helped inventt the pedal mechanism to turn a motorcycle into a moped, doing so on the 1970 FS1 for the Netherlands market. Back in the UK, it was rumoured that a British dealer saw the Dutch machine and immediately kicked up a storm of

demand, which saw the release of the FS1-E at the e end of 1972 and the start of 1973.

The ‘SS’ (Sixteener Special or Super Sports) de ecals on the side-panels were changed to FS S1-E in August 1973, thanks to the issue with th he Honda of the same capacity in the UK. It didn’t matter as more than 7500 were sold in Briitain that year. The colours (Candy Orange, Popsicle Purple) and the tall tales were stuff of leg gend. Prices? Going silly… how does £2-£3k for basket cases sound and £12,000 for minters with near to zero miles? Madness!

1976 XT500

Here’s a bike that it could be argued set the scene for the adventure bike trend we see today – Yamaha’s XT500.

This was pretty much the first Japanese big-bore four-stroke to be designed and developed for off-road use – and dirt-bike fans loved it. Both the XT500 and the pared-down TT500 off-road racer used an overhead-camshaft single-cylinder motor designed by Shiro Nakamura, which produced around 30bhp at 5800rpm. The XT500 weighed just 134 kilos when full of fuel – plenty light enough for a dirt bike.

Development of the 499cc machine began in 1973, making it only the second four-stroke motorcycle after the XS650 of 1970 to be designed by Yamaha. Proving the new machine’s off-road credentials, the XT was raced in December 1976 at the Paris-Abidjan-Nice rally.

Yamaha entered four bikes with larger 25-litre fuel tanks and luggage carriers for tools and additional five-litre fuel cans. The event was a huge success with Gilles Comte winning overall and another nine riders finishing on private or dealer-entered XT500s.

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Over the next three years the Yamaha XT500 dominated what became the Paris-Dakar rally with Cyril Neveu winning in 1979 and 1980. In France alone 62,000 XT500s were sold in their various forms up until the last models in 1990.

Want a half-decent XT500 now? Start the bidding at £4000…

1976 XS750

1976 RD400

The RD400 was launched in 1976 and had many improvements over the 350 that went before it, even if they shared many traits such as reed-valve induction, overall geometry with a similar frame and the same crankcases.

The motor itself was stroked by 8mm to get to 398cc and pushed forward in the frame by 20mm – it was also rubber-mounted in the frame and pumped out a claimed 40bhp at 8000rpm, pushing a wet weight of a bit over 170 kilos, giving the RD400 a top-end of around 105-110mph.

Styling was distinctly European. The

round tank look from the previous 350cc models was replaced with the soon-to-be-famous angular ‘coffin’ tank shape. And while early C-models did come with spoked wheels, most would come with cast wheels (originally only an option.) This made the RD400 the first production road bike to do so.

Best of all is that – at around £600 on the road – it easily undercut the likes of Honda’s CB400 Four, which retailed at £818! Today you’ll have to pay £4000 for a starter bike, rising up to £10k for a minter…

The three-cylinder engine layout has a real, visceral ch haractter and d has been used d by a number of manufacturers, and Yamaha has a long association with it.

This machine – Yamaha’s XS750 – was a thoroughly modern mo otorcycle and Japan’s first four-stroke triple. It used a smooth fo U-Joint shaft-drive system to pump the 65bhp to the rear tyre through the five-speed gearbox. That power came from an air-cooled 747cc three-cylinder Double Overhead Cam powerplant, fed by three 34mm Mikuni carburettors with Transistor Controlled Ignition. The power delivery was silky smooth, the motor taking off from around 4000rpm and peaking at 65bhp.

The chassis saw front forks with three-way adjustability, with the twin rear shocks having five-way adjustment. Up front were two, 267mm hydraulic discs and a single disc of the same size at the rear.

The bike handled…

Changes came, with the big one being the capacity hike in 1980. A stronger crankshaft was married to bigger pistons giving a displacement of 826cc. Power was now up to just shy of 80bhp at around 8500rpm with an oil-cooler added along with a 24-litre tank as standard. Today you can find rough ones available for just a bag of sand!

www.classicmechanics.com / 39

NOSTALGIA 1980 RD350LC

The RD350LC ‘4L0’ sums up a golden era in motorcycling that will never be repeated.

The design ethos behind the first ‘Elsie’ came mostly from Europe with many British connections in Product Planning (Paul Butler) Design, (Mick Ofield, John Mockett) and even test riders

(Dave Bean, Bob Trigg.) The new machines – 250 and 350LCs (Liquid-Cooled) – brought together the tech behind the TZ racers into the RD (Race Developed) road machines.

The 250 and 350LCs would share nearly all components, save for the larger bore in the

350’s barrels, with both machines sharing the same stroke. The bikes would debut at the Paris show in October 1979 to much fanfare – even if the 350 had one, not two, front brake discs. The 250 arrived in the UK in May 1980 with the 350 coming in June of that year.

The LC really moved things on, being 18 kilos lighter than the RD400 at 143 kilos and seven bhp more powerful than the 400 with 47 ponies under the hood. The impact was immediate and demand for the £1130 RD350 led to

waiting lists. Eventually, the 350LC’s sales were reported to be around 20,000 in the first year alone! Meanwhile, in the 250cc category the smaller capacity version – the 4L1 – also made the opposition obsolete overnight. Further development would lead to the equally legendary Powervalve, with the RD350LC YPVS ‘31K’ being launched in 1983.

Prices for such a legendary machine are now around £7-£10,000 plus for really nice examples.

1984 FJ1100

We forget today that the Yamaha FJ1100 of 1984 was some kind of hyperbike for the time, but it soon became a classy sports-tourer.

At its heart was an air-cooled DOHC motor with 16-valves releasing 125bhp and almost 65ft/lb of torque. This bike was capable of a genuine 150mph, but it was the mill’s flexibility that rocked: it could pull from just 1500rpm in any gear, laying down lots of torque before hitting that 9500 redline. The width of the motor was also kept down via both starter and alternator being tucked up out of the way behind the cylinder block.

The ‘lateral frame concept’ used a high-tensile box-section ally frame with tubing above the engine and two huge frame members clenching the engine’s sides, using it as part of the chassis itself. Instead of meeting at the steering head, the same horizontal tubes joined 40 / classic motorcycle mechanics

in front of it. This all helped the bike handle properly and it could take a pillion and luggage and go to the South of France and back without breaking sweat…

The bike itself ran as an 1100 for two years (1984-1985) before being bored out by three millimeters to become the

FJ1200. With various changes and upgrades the bike lived on until 1996, eventually gaining ABS brakes. The motor even was used in the XJR1200 and later 1300 naked retro.

Today the FJ family has a dedicated following and can be yours from a grand!

1985 V-Max

While the sporting FZ750 lasted a respectable six years (1985-1991), that year’s cruiser offering from Yamaha lasted a lot longer and became a legend…

Well, firstly – was it a cruiser?

Probably not, but it was in production from 1985 until 2007. That’s some going, but then the V-Max was unique. It wasn’t a cruiser, it wasn’t a sports bike, but it was some strange mix of the two that became a legend. That legend began when Akira Araki and a group of Yamaha engineers went to the USA in the early 1980s to soak up the Stateside motorcycle culture of the time. He and the other engineers witnessed a drag race from one side of a bridge in Mississippi to the other.

Years later, he recalled: “The racers started from one end of the bridge and the finish line was the opposite side. It was a simple rule. The first concept I imagined from this impressive race was to make a bike, which is strong along

straight lines and really fast. It was the birth of the V-Max concept.”

Launched in Las Vegas in October 1984, the engineering team had worked alongside the GK Industrial Design Laboratory, headed up by Kenji Ekuan.

He was responsible previously for the classic shape of the Kikkoman soy sauce bottle. It looked butch and beefy, and at its core was a V4 engine of 1198cc with the associated V-Boost system. This system offered low-down punt and a top-end rush.

V-Boost opened butterfly valves in the intake manifold between the first and second and then the third and fourth

cylinders starting at 5750rpm – as shown on the tank-mounted tacho. The valves opened gradually until they were fully open at 8000rpm. The two huge scoops on either side of the bike fed the carbs and just made the bike look bad-ass! Even back in 1985 the V-Max’s claimed power output of 145bhp was seriously huge, and all of it was pumped to the Tarmac via a fat, 150-section tyre.

Updates were few: there was a new rear wheel in 1986 and updated forks and brakes in 1993, but that original machine was perfect and little needed to be altered. Today you can pick one up from around £3000…

1985 FZ750

Despite being in the shadow of some amazing machines at September 1984’s Cologne Show, Yamaha’s FZ750 was the machine which pointed the way towards what a sportsbike should be, even more than Suzuki’s GSX-R750F which appeared at the show.

The DNA of the modern sportsbike is still there. Firstly the motor was canted forward 45 degrees, meaning that the large air-box could be moved forward, allowing for what was known as ‘down-draught’ feeding of the carbs. While the frame was made of steel, the FZ’s box-section perimeter frame did point the way towards the Deltabox beam-frames to come for sports machines. Ok,

so the motor was an eventual cul-de-sac when it came to that ‘five valve head’ (three inlet and two exhaust), but then 20-valve sportsbikes were in Yamaha’s range until 2006.

With the FZ750, you could argue that – while the GSX-R stole the show and started the

race-replica trend – the Yamaha had the better ideas under the skin, making a synergy between chassis, motor and rider that Yamaha would call ‘Genesis’, taking it through to its logical next-step with the FZR1000.

A couple of grand will get you a half-decent FZ today: bargain!

NOSTALGIA 1989 FZR1000 EXUP

The classier Yams don’t need a name like ‘FireBlade’, I mean, ‘LC’, ‘Powervalve’ and ‘EXUP’.

They all speak for themselves…

Developed from the FZR1000 Genesis of 1987, the EXUP first introduced UK bikers to Yamaha’s patented four-stroke powervalve system. EXUP would do for four-strokes what the YPVS system had done for the two-stroke…

The EXUP valve was actually first seen on the Japanese market FZR400R of 1987. The system itself was a valve which was placed in the bottom-end of the exhaust’s downpipes and which moved according to revs to fool the pipe into thinking it was the best ‘length’ for both mid-range and high rpm operation. The end result was more mid-range when you needed it, but not at the expense of top-end.

And the EXUP had plenty of top-end. Launched for the 1989 model year, the 3LG1 had the five-valve-per-cylinder 1002cc motor which had 130bhp at the crank at a dizzy 10,000rpm. Even with around 230 kilos of wet weight to move, the EXUP could see speeds approaching 170mph on those clocks. Handling and braking were also leagues ahead of the opposition, thanks largely to the strong Deltabox frame and canted forward motor. The EXUP would be the litreclass sports-bike of choice for the experienced road rider and racer alike in various production-

based series: in 1989 EXUPs took the first eight places in the Production 1300cc TT race.

Updates and refinements would come: 1991 saw the launch of the RU version with inverted front forks and updated bodywork, which saw a trapezoidal front headlight cluster replace the twin round headlamps. Further updates saw a ‘Fox-Eye’ twin headlight update in 1994, but by now it was eclipsed by Honda’s FireBlade and was replaced by Yamaha’s Thunderace in 1996.

See? Daft name for a superbike… A good EXUP starts at around £2500…

1998 YZF-R1 4XV

Since 1992 Honda’s CBR900RR FireBlade had been the undisputed king of the large capacity sports bike, but the YZF-R1 would change all of this for 1998.

The centrepiece of the R1 would be a 998cc, 20-valve four-cylinder, liquid-cooled motor breathing through four 40mm Keihin CB carburettors pumping out around 150bhp at 10,000rpm. It would also feature an EXUP valve in the machine’s exhaust downpipes to boost mid-range power.

The chassis of the 4XV featured a new Deltabox II frame with a short 1395mm wheelbase, but the heavily braced swingarm was longer than previous models, allowing better traction out of turns while opening the throttle. The ‘blue-spot’ Sumitomo brake calipers would become a byword in braking and (astonishingly) the dry weight would be just 176 kilos. Even better, Project Leader Kunihiko Miwa made sure the looks were simply jaw-dropping.

Launched at the tight and twisty Cartagena circuit in Spain, this showed that the bike had power and could handle the corners. It trumped all comers and cost just £9399 price tag on launch in late 1997.

Improvements came thick and fast and today the R1 is still in Yamaha’s stable, but the first model is the purest and prices are firming up.

Expect to pay up to £5000 for a good ‘un and from £2000 for something average.

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If you want to see more classic Yamahas this issue, then check out the YA-1 on page 6, the RZ500R on page 66, the RD500LC on page 70, the CS3C on page 84, and the TZR250 3MA on page 92…

RETRO RIDES

Enigma

V-ariations

Bertie Simmonds enjoys three subtly different versions of the V7 modern retro Moto Guzzi theme and comes away impressed.

WORDS: BERTIE SIMMONDS PICS: GARY D CHAPMAN

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change is as good as a rest, goes the old adage and today is a very pleasant change for me.

I’ve got the whole day around the glorious Northamptonshire countryside on three pretty similar (but also subtly different) modern takes on the Moto Guzzi theme. The weird juxtaposition is that I’ve arrived at Moto Guzzi test bike HQ on a 207bhp supercharged, sports-touring Kawasaki. This is going to be interesting and I’m rather looking forward to it.

For background, the Moto Guzzi V7 III family were brought out in 2017 and (understandably) the ‘III’ denotes the third generation of V7 machine, which can trace (the name at least) back to 1965 or so. The V7 itself has been a popular model in the Guzzi range,

so – following the V7 II – it made sense to give the entry-level model a thorough face-lift. After all, it’s been their best-seller since 2009.

Moto Guzzi’s V7 III is available in three distinct (when it comes to style, at least) versions in the UK: the Special, the Carbon and the Stone. Most of our riding today will be on the Special, the classically styled of the three. Approaching the bike, I’m very much looking forward to the ride. It looks like its name ‘special’ and very much a Moto Guzzi in the fine old tradition of an ‘across-the-frame’ V-twin from Mandello del Lario. Let’s get started! I always like to have a good look round a retro before riding – you want to see where money has been saved and corners cut. Up

RETRO RIDES

A joy to just look at.

Tank paint and details (filler) are equisite. Chrome abounds on the Special and the details give a nod to Guzzis from the past.

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close and personal there’s a lot to admire that is pleasing to the eye on the Special.

Those chrome downpipes and mirrors just dazzle in the sunshine, while the grab-handle – again in old-school chrome – makes you almost want to become a pillion again. The wire wheels set the bike off perfectly, while the satin-finished motor does not try and upstage the rest of the bike – easy when the engine is such an integral part of the whole look of the V-twin Guzzi. Oh, and that paint work is deep and lustrous. It’s inviting me to get on and ride – as is that generously padded and wide (but lower, at 770mm now) seat.

In the cockpit ready for chocks away and I’m thumbing the starter. The good thing is that the general finish of the controls are better than the V9 Bobber I tried recently. Ok, if there’s a minor ‘meh’ moment as the glorious V-twin fires up with that distinctive lurch are the clocks; I love the fact that we have a rev-counter to the right and speedometer to the left. I adore the overall classic look to them, but the actual Liquid Crystal Display section at the bottom consists of spindly LCD characters which indicate such important info as gear position and even the Moto Guzzi Cotrollo Trazione settings, but you really have to look hard to read what is being displayed. I’m going to ignore this and get moving.

Now, the V7 is almost old school, with its 744cc motor running a push-rod system moving just two valves per cylinder. The first V7s (2008) were five-speeders, while the V7 II models from 2014 got a sixth cog, which this latest incarnation has. What’s interesting under the skin on the twin is that this latest version has nabbed the air-cooling channels from the V9, which run through the motor’s new

“Fire her up and you get that characteristic lurch. Get on the move and you'll really learn to love that engine. It has real soul, even if it's only pumping out 50 or so horsepower.”

aluminium heads. The crankcases for the III were also beefed up, so – compared to the II – I’ve got around 52bhp under my right wrist, allegedly 10% up on the previous model. Time to let the clutch out and get power to the ground via that shaft drive.

Immediately you’re told by this most wonderful engine that you will need to put some effort in. Just over 50 dobbins isn’t earth-shattering, but it is impressive how the Guzzi gets a lick on and all the while it’s delivering character by the truck-load. The longitudinally mounted V-twin talks to you through the bars and pegs, giving a pleasing dollop of torque before she smooths out around 4500-5000rpm – bizarrely – as it’s still giving you power until around 6000-6200rpm: fair play! Yes, it’s not the quickest bike out there, but the way it gives you what it has is just so involving, so enjoyable.

If there’s an annoying Guzzi quirk to find, I’ve just spotted it. My mind is dragged back 22 years to a ride around Lake Como of the then new-build Guzzi California 1100 EV/Evo. I remember the damn lies the neutral light would be telling me, embarrassingly kicking me forward whenever I let the clutch out at junctions. Today, some two decades later, things still aren’t right as the engine management light flickers on as I rev the twin harder, towards the 6500rpm redline. Firstly, the V7 III has upgraded gearbox and clutch (first and sixth cogs are different to the II) and both of these are performing perfectly, so maybe we’ll call it character, then. As I throttle off for another corner, I kinda realise that I’m being silly: I’m revving the thing too much and at sedate speeds that V-twin powerplant is pure pleasure.

If you’re into your modern electronic gubbins, as briefly mentioned, there’s a MGCT (Moto Guzzi

ABOVE: Development from the V7 II means the bike is improved all-rround.

BELOW: Soul and beauty seep out of every bit of detail.

Cotrollo Trazione) traction control system, which obviously gave me no chirps or histrionics with just 50bhp, sticky Pirelli Sport Demons and warm Tarmac to lay it on. The clocks, as we mentioned, are a pleasing enough mix of old and new tech. While I struggle to see the LCD info, I’m reliably informed that these clocks can give you an odometer, a daily trip meter (which resets after eight hours), trip time, two fuel consumptions, air temp, average speed and that all-important gear position and traction control level. You can even link your phone to the Guzzi and change the shift indicator, should you be ‘running in’. All of this is accessed via a MODE button on the right-hand set of switch gear.

Handling is really rather good, too. Now, I did get a quick go on the earlier I and II series incarnations way back when and, while it wasn’t a long ride, I did realise that those rear suspension units were pretty dire, for me. These things stick in your head. The III series still has un-adjustable front forks of

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RETRO RIDES

Build quality looks good up close.

Stone has single clock: LCD bit isn't that clear!

Stone sets colourful bodywork against satin-black motor and pipes.

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40mm diameter, like the earlier version, and twin shocks that only have some spring preload adjustment, but this Special feels considerably firmer than the previous versions.

A check of the brochure blurb could give an indication why. Guzzi says that the steel cradle frame of the III has the same weight distribution (46 front, 54% rear) as the previous machine, but that the front part of the chassis is stronger, has been given sharper steering geometry and that the Kayaba shocks are new for the III, have a different mounting point to the frame and therefore feel more ‘progressive’ in feel.

The end result is something that retained the pleasant front-end handling feel of before, but has a much more resilient rear-end. Previously I’ve felt the V7 has needed something more up to the job at the back. Lighter, smaller riders than I have said the same. However, this has been a big improvement.

The brakes are giving me no cause for concern – apart from pure aesthetics. You’re not going to fault the single 320mm disc with Brembo fourpiston caliper. It does the job of bringing the whole 213 kilo wet (sans me) plot up nicely, better still with a dab of rear: I'd just like the twin-disc look!

You’ve also got a very anonymous (that means good) ABS set up, carried over from the series II which doesn’t over do things or take away control.

Overall, you’ll be impressed – right until you’re sat outside your fave pub with a shandy and wish for that second, more attractive disc. This is a 750, so for me historically tiddler 400s or 600s from Italy have normally had a single disc and on a big bike, so I want two!

And that’s the big thing with this bike: get off it after a lovely ride and drink it in. The tank contours are pure Guzzi, the colour scheme is beautifully modest and also reminiscent of the older machines, while the retro touches make it.

Add to the fact thaat the bike is now subtly imprroved to give a much beetter all-round ride and the end resultt is a great riding exxperience.

SPECIFICATION V7 III SPECIAL PRICES

V7 Special (£8699), V7 Carbon (£8799), V7 Stone (£7999), V7 Stone Night Pack (£8499)

The Carbon is a modern take on the V7 theme.

ENGINE

744cc, air-cooled, 4v, longitudinal V-twin, four-stroke BORE X STROKE

80 x 74mm

COMPRESSION RATIO

10.5:1

FUELLING

Weber-Marelli fuel-injection POWER

(estimated) 52bhp @ 6200rpm TORQUE

(estimated) 44lb/ft @ 4900rpm CLUTCH

Dry single-plate GEARBOX

Six-speed

FINAL DRIVE

Shaft

FRAME

Steel double cradle FRONT SUSPENSION

40mm forks, non-adjustable REAR SUSPENSION

Twin Kayaba shocks adjustable for pre-load only WHEELBASE

14630mm

SEAT HEIGHT

770mm

BRAKES

Single 320mm disc Brembo four-piston caliper. Brakes rear: single 260mm disc, two-piston caliper TYRES

100/90 or 110/80 18-inch front, 130/80-17 rear DRY WEIGHT

(estimated) 193kg FUEL CAPACITY

21 litres

TOP SPEED (EST)

115mph

Like the Special, the Stone thrives out on the open road.

Moto Guzzi V7 III Stone

But that comes at a cost… and the next bike we have to ride gives a rather substantial saving over the Special. The V7 III Stone is still striking – in its own way – but isn’t quite the looker (in my opinion) that the Special is.

Out go the design idents that make the Special deserving of the name. Instead you’ve got the single speedo (no rev counter) black-finish cast wheels to replace the spoked items, a plainer looking seat and black satin pipes and end cans as well as fork gaiters. The welcome splash of colour comes from the paint scheme – in this instance a deep, rich, yellow/orange – although the current colours are black, grey or red and not a patch on this vibrant hue. For 2019 you’ve also now got the options of the Stone Night Pack (£8499), which tweaks the design and also gives you a powerful set of LED lights, front and rear.

Riding our Stone was very similar, if not identical to the Special. Which means it’s a joy, it really is, although for me I want a classic look and that means chrome...

Carbon cockpit isn't subtle. Seat is superb.

V7 III Carbon

So, on to the V7 Carbon: hmmm… this one really is different and this is despite the same basic platform as the others, obviously. The Carbon kinda shouts about itself, in a way that (strangely) the shinier Stone and Special do not.

First of all you can’t miss those very red cylinder heads, which almost stick two (red) fingers up at oncoming traffic. Adding to this touch of colour is the single Brembo caliper and the Eagle motif on the tank. This is nicely set against those satin black downpipes, well finished black motor and basic satin black tank. The special touches continue with the carbon side-panels, front mudguard, a beautifully upholstered seat and the plaque placed on the bars, telling you which number of the limited edition run you’re riding. Yes, it’s limited to 1921 units, a historical nod to the year that Moto Guzzi was established.

Let’s talk about that seat, because it is a work of art in itself – and plenty comfy. It’s made from water-repellent Alcantara and, of course, is finished with red stitching. It’s a luxurious seat to plonk your posterior on, it really is, and like the other two V7s, it’s a good, comfortable seating position. Time to thumb the starter again and pull away.

Again, the overall feel is much the same with the Carbon as the other two bikes, but once more you’ve only got a single clock. Like the Stone, I think the clock itself is just a bit too cluttered for proper ease of use (or is it my eyes?). Give me two clocks, give me more. Reading through the Guzzi blurb it seems they want to celebrate the whole customising trend so it’s a modern machine, style-wise, at least compared to the Special, hence the ‘minimalism’ thiing. The big issue is the fact that we’ve got the same old problem as with the Special – when you rev this bike hard, the engine management light blinks into life.

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RETRO RIDES

Moto Guzzi's 1976 range.

CONCLUSION

I’m really taken by these Guzzis – well, mainly the Special, which (for some reason) I keep wanting to call the ‘Classic’, because it is styled thus. This is the bike which, for me, sums up the wonderful tactile nature of the Moto Guzzi V-twin. Little wonder the range itself has been Guzzi’s best-seller for the last decade. It is simply stunning to look at, the build quality looks pretty damn good and it rides well enough for most of us. What more do you want?

From a purely personal perspective, I can’t see why you’d want the Carbon or the Stone. Actually, scrub that. For £700 less, the Stone does indeed rate a good look. It’s as well finished as the Special and while it lacks those classic, old-school touches, such as the wire wheels, chrome exhausts and twin clocks, it’s still a mighty handsome machine. In comparison, for me the Carbon is just a tad too ostentatious.

As I end my day and saddle up on a 207bhp mad missile, trying to ease myself into that semi-crouch, I’m getting that sense of age creeping up on me. I’m looking wistfully at a trio of 50-or-so horsepower bikes and seeing my future.

That could be a sad thing, but actually it’ss not.

What I love about our kind of motorcycling at the moment is that we have this most amazing back catalogue of original classics, stemming back to the 1950s. And almost, almost as exciting are these new breed of modern retro classics. I now realise that when I’m too old to saddle up anything sporty (regardless of the bike’s age), or if I want less power and not so much speed, there are bikes out there like the beautiful, retro and modern Moto Guzzi V7 III Special to ride and enjoy.

They may be a little more sedate, but that doesn’t mean that they don’t stir the soul.

Moto Guzzi V7 history The Moto Guzzi V7 name actually dates back to 1965 when the factory displayed a new touring model at the Milan Show. It was based on a police bike which had been under development since a government tender had been announced in 1963 to replace the 500cc single-cylinder Falcone.

Moto Guzzi engineers Giulio Carcano (famous for his Moto Guzzi racers, including the V8 in the 1950s) and Umberto Todero partnered in the project, which called for a machine with a 100,000km service life. Guzzi had long been a supplier of police and military vehicles, and Carcano opted for a V-twin, a version of which he had experimented with in his Fiat four-wheeler some time earlier.

Although the configuration of an across-the-frame V-twin for a two-wheeler was not new, the use of a car-type single-plate clutch,, four-speed gearbox and electric c starter, along with shaft- drive to the rear wheell, was a new de eparture. Also unusual was the use of a one-piece crankshaft with shell bearings that could be changed without removing the engine from the frame: capacity at the time was 703cc.

Moto Guzzi went into receivership in 1966, but in 1967 a new company, SEIMM (Societa Esercizio Industrie Moto Meccaniche) was formed, with manager Bianchi’s Romolo De Stefani, who brought with him engineer Lino Tonti. To establish a racier image, the factory set up a programme of speed record attempts and endurance racing, but this exposed the inadequacies of the V7’s frame and chassis.

Tonti designed a new lower frame and it appeared at the 1971 Milan Show in the V7 Sport with its line green tank and sidepanels. The V7 Sport’s style was a game changer for Guzzi and continued with the 750-S3 in 1974 and, in due course, the 850 Le Mans in 1976. The current V7 series is derived from the more compact series of V-twins designed by Tonti, launched in 1977 with the V50. Versions in 350cc, 650cc and, in 1991, as a 750cc model were developed (by then the Le Mans was offered as a ‘classic’ 1000 model). Both sports and touring options have been offered over the years.

For the 2017 model year, after celebrating the factory’s 95th of continuous production the previous year, the 750cc V7 series was re-designed to make the V7 III upon which this trio of models is based.

Carbon V7 has impact out on the road.

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CLASSIC RIDE

m.

VTR1000F FireStorm da on H e th h it w ip Muntjac! d a mixed relationsh Bertie Simmonds ha trip back in time, just mind out for the Join us for a

WORDS: BERTIE SIMMONDS PICS: GARY D CHAPMAN, MORTONS ARCHIVE

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s morning commutes go, it wasn’t the best.

Riding along the A605 towards Peterborough I’d just overtaken an articulated lorry and was accelerating gently away when Mr. Muntjac Deer decided to cross the road.

I did everything right: I didn’t look at ‘him’ but instead I looked to my escape route as he was doubling back to his side of the road. To get past the prospective collision, I opened the throttle so the Honda FireStorm’s bark grew louder through those twin Remus pipes. Now, loud pipes may well save lives, but they didn’t for Mr. M, who decided (on hearing that 90-degree V-twin howl through those glorious cans) to turn back around and (literally) run through my front wheel. End result was one dead deer and a grand total of £1321.68 worth of damage. Oh, and a broken hand and a re-bent pin in my left arm that required some serious surgery.

As Mr. M took me down, I recall two things: as the bike slid down the road leaving a trail of sparks, I said to myself: “I really loved that bike…” Then I realised I needed to get up sharpish, which I did before I was run over by the (friendly) lorry driver.

That morning was full of new friends, including the posh doctor who took me to Peterborough General Hospital in his Morse-mobile Jag. He realised by my attire that I was a motorcycle journalist. He said he knew some colleagues of mine, so I guessed he was a fracture clinic specialist. Turns out he was a specialist in sexually transmitted diseases and he’d ‘treated’ a few friends of mine on their return from the Macau Grand Prix, but back to the bike…

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CLASSIC RIDE

SPECIFICATION ENGINE TYPE

996cc, DOHC, liquid-cooled four-stroke V-twin BORE AND STROKE

98 x 66mm

CLAIMED HORSEPOWER

110 @ 9000rpm

MAXIMUM TORQUE

72ft/lb @ 7000rpm

TRANSMISSION TYPE

6-speed

COMPRESSION RATIO

9.4:1

CARBURETION

2 x 48mm Keihin CV carburettors FRAME

Aluminium twin-spar SUSPENSION

41mm cartridge forks with preload and rebound adjustment, Pro-Link monoshock with preload and rebound adjustment TYRES

120/70-17 (F) 180/54-17 (R) FUEL CAPACITY

16-19 litres BRAKES

2 x 296mm discs, Nissin four-piston caliper (F), 1 x 220mm disc twin piston caliper (R) WEIGHT

193 kilos

The FireStorm handles very ry y well, just sort out the suspension as it was soft as standard.

I spent a good year with the VTR before I parked it up a deer’s botty, and would love another one. Here’s why… Riding one recently has really brought some great memories back – and one bad one. We’ll deal with the elephant in the room later, but let me tell you this is a simplistic superbike of the old school and it’s all the better for it.

Ok, so maybe there are TWO elephants in the room, as many people will simply dismiss the VTR as a ‘duller TL1000S’ or a ‘wannabe Ducati 916’ (Ok, that’s three elephants, it’s getting crowded), but they’d be missing the point. Sure, the Honda was conceived at a time when all the Japanese were diving on to the V-twin sportsbikes (or just twin, in the case of the Yamaha TRX850) bandwagon, but it’s not a lesser machine because of it. Rumours abound that the original FireStorm was going to be largely based on the old Bros/Hawk (in the USA) motor, but the 52-degree V-twin wasn’t considered, well, ‘Ducati’ enough. You’ll notice that the FireStorm (known as SuperHawk in the US) has a half Ducati trellis, half 1990’s sportsbike ally beam frame in an effort to look a little more Italian.

32 / classic motorcycle mechanics

ABOVE: Soft way back in the 1990s: replacements from £300...

ABOVE RIGHT: You really need loud pipes on a Storm. But do get the bike set up on a dyno with jetting/ air-box changes. It adds 10% to the power and lots to the sound!

ABOVE LEFT: Pre-2001 dash lacks LCD info screen and tank lacks vital few litres!

I spent 13,000 miles in the saddle of the VTR and found it plenty impressive. Critics would call it a soulless machine, almost a V-twin version of the VFR750, or the CBR600 – and these critics did have a point. Power – at the rear wheel – was comparable: around 100 stampeding horses would hit the Tarmac from that 180-section back tyre; that’s about the same as what you’d get from the CBR and the VFR. But here’s my point… the 996cc motor from the FireStorm actually does a good job of aping the original Ducati 916’s power delivery, because – pretty much – once more the power figures were almost identical. Saddle up and you’ve got that narrow V-twin feel and a fair old dip to get hold of those bars. You’ve already warmed up the motor, and are pushing home the plunger choke by your left knee before engaging first. CLUNK… bloomin’ hell.

Now, normally with a macho V-twin you wouldn’t hear first gear going in with such a clout, but the problem is that the FireStorm is almost whisperquiet on standard cans – it is little wonder not many still are on the original, big shiny end-cans.

So we’re pulling away and it’s here that you find the VTR’s sweet-spot: well, the very breadth of it…

Ride a comparable four-cylinder – even a VFR – and you’re looking for a particular part of the rev-range to start to enjoy things and yet the VTR seems to deliver wherever that tacho needle is lurking.

Ok, so we know that 100bhp at the rear wheel may not be much even compared to, say, a GSX-R1100 from the 1980s/1990s, but it’s the way that V-twin urge is accessible at the twist of the wrist that is alluring, literally from as low as 2500rpm.

Ally this to a set of loud cans and go have some fun.

Some speed-masters claim the Storm runs out of puff at around 150mph but… excuse me? Who needs more than that?

If there’s an issue with this immediate motive thump, it’s that even naff people like me can induce an accidental wheelie if you give it even a small handful and trickling around town in first and second (CLUNK) can also be tricky. Not difficult, per se, but you need to be smooth and this comes with time and practice.

Those accidental wheelies will show up those soft forks or even pop seals. I guess it’s time to talk about the handling. Even back in 1997 the forks were a bit ‘meh’. Not bad, just not really good. With pre-load and rebound adjustment only there wasn’t much you could do with the basic forks. The same really goes for the Pro-Link rear shock, which hangs ‘semi-pivotless’ on the back of the engine. Being a big lad I simply upped the pre-load at both ends, which did help firm things up a fair bit.

ABOVE: Standard colour schemes were bland, but we like this orange.

BELOW: We would plonk the standard indicators on!

Today a bargain VTR should leave you a few quid to sort the suspension as it can be done. Some even raced the FireStorm. Handling in general is pretty sound, but it’s not rapier-like swift when you throw the thing from side to side. Here’s where the Storm really isn’t a Ducati beater, but what it lacks in outright agility it will repay you in an all-round, easy-going nature because, after all, it’s a Honda.

And, being a Honda, it fits you. It’s neither too small nor too big (shorties to people 6ft-plus are comfy), and the quality of the parts isn’t quite VFR or FireBlade, but it’s pretty damn good. Brakes do the job, although by now they would need a good sort out… those Nissins were pretty good way back when.

www.classicmechanics.com / 33

CLASSIC RIDE

ABOVE: Still a great ride more than 20 years on!

Honda VTR1000F FireStorm timeline 1996-2000 Honda VTR1000F FireStorm

The original FireStorm featured Honda Multi-Action System forks and shock, the semi-pivotless frame and side radiators. These design features would be seen on some other Hondas from the time.

Allegedly the Storm had the biggest carbs then seen on a production bike. Only change was silver wheels from 1999.

Price then: £7995 (1997) Price now: £1000-£4000

2001-2005 Honda VTR1000F FireStorm

Mild update, but the most important was the upping of the tank from 16 to 19 litres.

A new LCD dash came in, with two trips, fuel gauge, engine temp, odo and a clock. Honda’s HISS (Honda Ignition Security System) immobiliser came in, too. Other updates gave the riding positon more comfort (bars were higher) and modifications to the front forks.

Price then: £7099 (2001) Price now: £2000-£3500

34 / classic motorcycle mechanics

Is it elephant time yet then? Of course it is…

Well, the first model of FireStorm was ridiculously hamstrung by a way too small fuel tank. For the first three years of its life it had just 16 litres in the tank, rising to 19 litres from 2001. Even the bigger tank (often retro-fitted by keen owners) didn’t give you much range. On my standard 16-litre tank the worst you’d see was 80-90 miles before reserve, and at best 110. On track it would be as low as 60-70 miles; mpg overall would be in the 30s. That was pretty poor and makes the bike pretty pathetic.

You’ve also only got 2.5 litres as reserve, which will maybe take you about 20 miles tops. As memory serves, Harris Performance made a 21-litre replacement tank, but you’ll be hard pushed to find any of those around today. Others have used adapted 21-litre VFR tanks, but the look isn’t so good.

If there’s another down point to VTR ownership, I’d say that – when trying those long rides – you’ll probably rather have the likes of the VFR. For a Sunday afternoon scoot (and for the money) there are lots of reasons to commend it, but as something to take away for the weekend, it can be a bind – and I’ve tried. My old beastie had a double-bubble screen, throw-over panniers and a tank bag, as well as a useful rear hugger to keep the muck off that rear shock. And, of course, you’d be stopping so very often…

Issues were few and far between, apart from the normal Honda 1990s issue of regulator/rectifiers blowing. High milers may sound noisy, so ask questions about the cam-chain and tensioner.

Starter motor bolts can corrode, forks pit easily and those downpipes can cop a lot of road detritus.

In today’s terms though, there’s still a lot to love about a good FireStorm (and this one is owned by none other than our very own Production Editor Mike Cowton, who fell for its charms.) Prices for ones that are very useable start at just a bag of sand. Yup, £1000 and you could have a 150mph machine. Very low milers have been seen at almost £4K, but you’d be daft paying that much.

Personally, it’s a shame that the FireStorm has withered on the classic Jap bike vine a little, but then there are a number of clubs and forums where members love, bend and mend them still, so perhaps we should simply consider them an affordable (not deer, ahem) classic? cmm