Classic Motorcycle Mechanics - May 2020

KA AWASAKI A7B 60S

Buyer Guide

HONDA FIREBLADE BLADE

Retro-Spective

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No.391 May 2020

£4.50

YAMAHA RD400

Top twostroke twin!

SUPER-SIX Zed spesh!

Allen Millyard's Zed special!

FIVE DECADES OF MODERN CLASSIC MOTORCYCLE MECHANICS INCLUDING: TOOL OF THE MONTH. 90s: BMW R1100 S, YAMAHA TZR250 3MA, TRIUMPH CRK CAFÉ RACER, BMW R1100 RS. 70s: KAWASAKI H2C. 60s: YAMAHA YDS1. ALSO: Q&A: YOUR QUESTIONS ANSWERED AND YOUR BIKES AND MEMORIES!

May 2020 Issue 391 Publisher: Tim Hartley, thartley@mortons.co.uk Publishing Director: Dan Savage, asavage@mortons.co.uk Designers: Jake Sidebotham, Michael Baumber Production Editor: Mike Cowton Divisional Advertising Manager: Thomas Lee tlee@mortons.co.uk Tel: 01507 529412 Advertising: Andrew Bruce abruce@mortons.co.uk, Tel: 01507 529583 Subscription Manager: Paul Deacon Circulation Manager: Steven O’Hara Marketing Manager: Charlotte Park Commercial Director: Nigel Hole Editorial address: CLASSIC MOTORCYCLE MECHANICS MAGAZINE, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR Website: www.classicmechanics.com General enquiries and back issues: Tel: 01507 529529 24-hour answer phone help@classicmagazines.co.uk www.classicmagazines.co.uk Archivist: Jane Skayman jskayman@mortons.co.uk, 01507 529423 Subscription: Full subscription rates (but see page 34 for offer): (12 months 12 issues, inc post and packing) – UK £52.80. Export rates are also available – see page 34 for more details. UK subscriptions are zero-rated for the purposes of Value Added Tax. Customer services: Tel: 01507 529529 Lines are open: Monday-Friday 8.30am-5pm Distribution: Marketforce UK Ltd, 5 Churchill Place, Canary Wharf, London E14 5HU. Tel: 0203 787 9001 Subscription agents: CLASSIC MOTORCYCLE MECHANICS MAGAZINE, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR Printed: William Gibbons & Sons, Wolverhampton Published date: CLASSIC MOTORCYCLE MECHANICS MAGAZINE is published on the third Wednesday of every month Next issue: May 20, 2020 Advertising deadline: April 30, 2020 © Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher. ISSN 0959-0900 CLASSIC MOTORCYCLE MECHANICS magazine takes all responsible steps to ensure advice and technical tips are written by experienced and competent people. We also advise readers to seek further professional advice if they are unsure at any time. Anything technical written by the editor is exempt – he’s rubbish with spanners.

CLASSIC MOTORCYCLE MECHANICS (USPS:729-550) is published monthly

by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK. USA subscriptions are $60 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Wisconsin Rapids, WI. Postmaster: Send address changes to CLASSIC MOTORCYCLE MECHANICS, Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715572-4595 chris@classicbikebooks.com

Please, stay safe, above all…

It’s amazing what can happen in just four, short weeks…

The last time I sat here and chatted about the joys of the smaller motorcycle, I couldn’t have envisaged that I would sit here now and see us all confined to barracks for the foreseeable. But this is what we must do.

Thankfully, we at CMM are ahead of the game and have plenty of tests from 2019’s ‘short’ summer lined up, including this issue’s ride of Niall Mackenzie’s Yamaha RD400. We hope you enjoy it.

Of course, we in this hobby/passion also spend some time ‘alone’ so to speak,in our workshops, sheds and garages. So, as well as eye protection and all else, we would suggest you make sure those hands are cleaned regularly!

Personally, I buy lots of magazines over the various interests that I have and now that I can’t get out as much, I’m either buying online,

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Steve Cooper

John Nutting

Allen Millyard

He’s been on holiday (again) and has been rushed back early, no thanks to the current problems. He’s still done lots for us in this issue, mind!

Well, he’s come on leaps and bounds with his CRK Café Racer and he’s promising MIRA files on some Royal Enfield models and a brace of Yamaha TZR race-replicas.

You’ve gotta love Nutters!

Allen’s progress with the amazing Kawasaki Zed-based Super-Six is further ahead than his column suggests (see cover), but the full story is here only!

Back from hols!

Zen Zed builder…

Legendary lad

Ralph Ferrand

Mark Haycock Q&A Kingpin!

Jeff Ware Member

Editor

BSimmonds@Mortons.co.uk

www.facebook.com/ClassicMechanics/

Mark will be back again with his project bikes in future issues, but for the meantime he’s back with a page of your questions and answers. Keep them coming.

Independent publisher since 1885

or subscribing and making savings. So, for CMM single issues or subscriptions you can go to: www.classicmechanics.com I can’t lie, but these recent events have had an effect on your issue of CMM. You can probably feel this between your fingers. With this in mind, now is the time for us in our hobby and our passion to stick together. If you’re stuck in your workshop, still order those parts if you can, join that club, register with that forum and – yes – subscribe to that magazine, whatever magazine it is.

We will come out of this, we will be back on our beloved classic bikes soon and we will spend this time in isolation wisely. We will all see each other on the other side. Stay safe!

Down Under Dude!

Our colonial cousin is back once more, this time with part two of the reverse-cylinder loveliness of the amazing Yamaha TZR250 3MA. Expect to see more of Jeff in future issues as he finishes his projects.

Subscribers Without you…

EMPLOYEE OF THE MONTH!

We’re not sycophants but… subscribers are the lifeblood of this magazine. With flooded shelves in newsagents and supermarkets, it’s often hard to find your favourite magazine. But you can, by heading to page 34 and placing an order, which will come through your letterbox (cheaper) every month. We will make it worth your while…

German stripper

Our Ralph must be tired of taking down this Teutonic twin by now! It’s in so many bits, but still some of these parts refuse to un-fuse!

Malcolm Shaw

Dahhhn sarf!

Malc is a former nurse who has taught himself some handy engineering techniques over the years. His Suzuki TR750 is one of our reader’s specials.

Paul Jayson

Charlie Oakman

Andrew Bruce New bike ad boy!

The Motorcycle Broker

Charlie has embarked upon a full season of racing his Honda CB500 ‘Pig’ and does so with pal Gary ‘Mr. Bridgestone Tyres’ Hartshorne.

Andy is awaiting to take your advertising orders. Remember, we all need to pull together to get through this so publicise your company or service NOW!

He’s back and with his incisive look at what prices and popularity have done with our cover bike – the Yamaha RD400.

Fast Berk

www.classicmechanics.com / 3

46

❙ Q&A

48

❙ BMW R1100 S

52

❙ ALLEN MILLYARD

Ralph is on with part 6 and he’s still stripping!

Allen is cutting once more to build his Super Six Kwak!

56

❙ TOOL OF THE MONTH

58

❙ KAWASAKI A7B

62

76

Ralph on crimpers!

Steve Cooper with our buyer’s guide!

❙ BMW R1100 RS

Kev Raymond returns with his Boxer twin.

❙ FAST BERKS!

Charlie Oakman and Gary Hartshorne race their CB500 Hondas.

80

❙ YAMAHA TZR250 3MA

84

❙ TRIUMPH CRK CAFÉ RACER

Jeff has more motors than he can deal with!

John Nutting gets her running!

88

92

Contents

Mark Haycock with a page of tips

06 08

ARCHIVE

10

CMM STUFF

14

NEWS

36

FEEDBACK

49

20

❙ YAMAHA YDS1

Scoop is in amongst the motor.

32

CMM MARKETPLACE Our main test bike in the market: RD400.

New kit, tools and tyres and stuff.

Events, news and diary dates for May 2020!

WIN Bridgestone tyres for our Star Letter!

22

SHOW US YOURS

26

READER’S SPECIAL WITH BRIDGESTONE!

❙ KAWASAKI H2 C

Ralph again, but this time on his triple!

We pay tribute to Tony Rutter.

WIN S-DOC chain cleaner!

Win Tamiya kit for ‘The Way We Were’!

Welcome back to our 2020 search for the best special/resto with Bridgestone tyres!

34

97 98

CMM/CBT TRACKDAY

In association with Bridgestone tyres!

If it’s on – turn up!

SUBSCRIBE!

Save cash! Join CMM EXTRA!

YAMAHA RD400

Jon Bentman rides Niall Mackenzie’s lovely Yam.

HONDA CBR1000RR-6/7

Bertie Simmoonds on why this machine is a classic next year…

NEXT MONTH

Check out what’s in the June 2020 issue.

PIP HIGHAM

Look at his massive conkers!

6 / classic motorcycle mechanics

Tony Rutter 1941-2020 T

Tony Rutter

Motorcycle racing legend

PICS: MORTONS ARCHIVE

ony Rutter, who passed away on March 24, was more than just a seven-time Isle of Man TT winner.

The man’s breadth of career – 30 years – and the many different bikes he raced (two-strokes, fourstrokes of all capacities) and won on, perhaps makes Tony one of the most underrated riders of his generation.

Born in the West Midlands, Tony started racing aged just 20 and was soon heading to the Isle of Man TT in 1965 for the first time. The Island was to be the home of some of his biggest successes, the first coming with a podium alongside Giacomo Agostini in 1972 in the Junior TT. He would snatch his first win on the course a year later in the same class with an average speed of 101.99mph. He would take his second TT win in the same class in 1974, taking the Formula 2 win in 1981, the Senior 350cc TT win in 1982, a further Formula 2 win the same year, repeating this again in 1983 before his final Isle of Man victory in the 1985 Formula 2 event.

More importantly, Tony would become Formula 2 world champion with Ducati in four successive seasons from 1981-1984. thanks in part to those F2 TT wins. He would also be a leading light at the North West 200, taking nine NW200 wins, the first of which came in 1973. He would famously also tie for a win at the event in 1977 with Ray McCullough – a dead heat! Rutter would also take five Ulster GP wins during his long career.

With a career spanning three decades, he would ride small and large capacity machines, two-strokes and four-strokes, and on short circuits (he won ACU British 350 title in 1971 and the 250 in 1973) and road circuits.

Sadly, a big crash at Montjuïc circuit just a month after his final TT win in 1985 saw him badly injured and while he made a comeback, understandably things weren’t the same. Tony raced on until 1991 – mainly on the roads – by which time his son Michael was also racing, and who would also go on to considerable short-circuit and roads success.

■ Want to get hold of pictures from Mortons Archive? Then head to: www.mortonsarchive.com

MAIN TEST

36 / classic motorcycle mechanics

GENIUS! WORDS: JON BENTMAN IMAGES: GARY D CHAPMAN

Yamaha’s RD400 was born into a confusing world where customers wanted more performance, but legislators wanted less emissions, where simplicity was key and yet complexity sold. It was then something of a mixed-up contrivance. Yet it succeeded, handsomely.

O

ur headline explains all about the RD400: so much of it is wrong, but success is carried off because in the end the balance is just about tipped in favour of the right.

And by heck is there a confusion of influences around this model, from beginning to end. It is to its credit that it can shirk all its failings and shortcomings and appear as the pristine example of a true motorcycling icon.

Let’s start with its predecessor the RD350. First made metal in 1973, that bike emerged as part of a newly united Yamaha family. Up until 1973 the series of Yamaha two-strokes was muddled. The RD350’s immediate predecessor had been named the R5, while it’s sibling 250 was named the (Y) DS7. Meanwhile, a 200 was named the CS5 and a 125 the AS3. Dare we mention the production racers, which in fact bore a lot of shared c components with the roadsters? Here we had the 350cc TR3 (based on the R5 road bike), the 250cc TD2B (based on the YDS6, updated). It was a mess of nomenclature, and someone, somewhere in the Yamaha management must have cried ‘Enough’. So, in 1973 the Yamaha two-stroke road bikes were at last renamed collectively the RD series (RD – Race Developed) and the racers TZ (why TZ? Answers on a postcard…)

Now while the RD350 was ‘race developed’, we should note that RDs are a long way short of

mechanics

WOR D PHO S: STEV TOS: E GAR COOPE R Y ‘D’ CHA PMA N

BUY E GUIDR’S E

A7

Kawasaki’s first 350 stroker was one serious piece of kit!

MODEL DIFFERENCES

Early bikes had a fixed seat, later examples have a hinged seat – easy to miss when you’re close to making the deal.

EX XHAUSTS

Bafflfles ideally need to be pressent, but are available.

Makke sure the tail pieces are there.

58 / classic motorcycle mechanics

CHASSIS

Strong chassis and relatively well made so only crash damage to look out for.

IGNITION

USA market CDI units are now 50 years old and may need attention. UK bikes remained as points and coil.

ELECTRICS

The generators are strong units and well made, but the insulation of the windings is first generation epoxy so may now break down in use.

I

s it really coincidence th hat two Japanese motorcycle companies laaunched disc-valve, 350 stroker twins in 1967? Was there collusion? Did a disgruntled employee swap sides early on in the development of either the Bridgestone 350 or Kawasaki’s A7? Is it purely happenstance that two independent companies lau unched such similar machinery at the same timee?

In all honesty the reason is probably more down to serendipity than industrial espionage. Disc valve strokers were the in thing baack in early to mid1960s Japan, and before Yaamaha launched their conventionally piston-ported d YR1 they too had seriously dallied with the tw win-cylinder disc-valve induction concept.

The set up offers substan ntial benefits of conventional piston-ported engines with significantly better control of the incoming fuel/air mixture and back then Japan was sellingg performance orientated machinery by the boat-load around the world. The A7 350 (and its 250 A1 kid d brother) was marketed for the 1967 model year, evven though some machines were available to the press in late 1966.

The 350 (it’s really only a 338cc motor) was launched with a quoted pow wer output of 42bhp and immediately began to embaarrass owners of British 500 and 650 twins. For thee period the A7’s power delivery was searing makingg the bike hugely potent

ENGINE

It’s a robust unit so generally only the usual two-stroke foibles, pistons, rings, little ends etc., are prone to wear.

However, the A7 has, historically, had a reputation for poor oiling so rattling or rumbling engines are best avoided.

TRIM

Lots of subtle differences over the models and you really need to ensure everything is there and model year correct. The early tank badges are ferociously expensive.

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