Classic Motorcycle Mechanics - August 2019

HOND DA CJ250/360T

Honda’s CB900F

60s

UK off-sale date – 21/08/2019

SILVER S ILV IL VER E

Ridden!

£4.40

Buyer’s guide

No.382 August 2019

70s

SUZUKI T30 05

FIVE DECADES OF MODERN RN CLASSIC MOTORCYCLE MECHANICS INCLUDING:

Nice

FROM THE

HORN REFURB. 90s s: YAMAHA FAZER 600, TRIUMPH DAYTONA 1200, HONDA VFR R800. 80s: YAMAHA TZR250 RACER. 70s: KAWASAKI Z650, HONDA CL350, KAWASAKI H2. ALSO: ALLEN MILLYARD COLUM MN. Q&A: YOUR QUESTIONS ANSWERED AND YOUR BIKES AND MEMORIES!

August 2019 Issue 382 Publisher: Tim Hartley, thartley@mortons.co.uk Publishing director: Dan Savage, asavage@mortons.co.uk Designers: Charlotte Fairman, Jake Sidebotham, Michael Baumber Picture Desk: Paul Fincham, Jonathan Schofield Production editor: Mike Cowton Divisional advertising manager: Zoe Thurling zthurling@mortons.co.uk Tel: 01507 529412 Advertising: Robert Bee rbee@mortons.co.uk, Tel: 01507 529575 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 42 for offer): (12 months 12 issues, inc post and packing) – UK £51.60. Export rates are also available – see page 42 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-7pm Saturday 8.30am-12:30pm 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: August 21, 2019 Advertising deadline: July 29, 2019 © 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

It’s time for us all to dip our toes in the communal pool!

We are very lucky here at CMM to be blessed with a wide-ranging pool of classic motorcycles to be able to feature in our pages.

From the dawn of the Japanese massproduced motorcycle in the early 1950s, all the way through to 15 years or older (thanks to the Vintage Japanese Motorcycle Club’s rules) and everything conceivable in between.

This issue shows just that scope: Honda’s CB900F, launched in 1979; Suzuki’s T305 with its roots in the 1960s; through to the Aprilia Mille and Kawasaki ZX-7R of the 1990s; into the Ducati 999 of 16 years back. What’s even better is that you’re coming along with us on the journey. I hear from so many people about how they’re buying older motorcycles, or adopting machines from the 1990s as affordable classics.

You’ll find some feedback on our Letter’s Page this month stating just that.

Bruce Wilson Fast Bloke

Music legend

Before heading off on this month’s holiday via private jet, Scoop rode Suzuki’s T305 and sorted out his horn problems.

Once a CMM staff writer, now Fast Bikes editor, Bruce rides two 1990s faves. In January 2012 he said Project Z550 was nearly finished. We’re still waiting.

Mike is the production editor who rights/ re-writes Bertie’s wrongs. He was also a music hack in the 1980s, writing biogs on the Pet Shop Boys and Level 42.

Andy Bolas

Independent publisher since 1885

Mark Haycock Q&A wizard

Mark helps you all out with queries and gives us the latest on his current project: the Honda CL350.

Having trouble finding a copy of this magazine?

Why not Just Ask your local newsagent to reserve you a copy each month?

www.twitter.com/cmmmag

Steve Cooper

Older, nicer stuff editor!

Our Andy normally only likes Japanese classics or those on the cusp – so what’s he doing with a big Hinckley Triumph? Page 64.

The Professional Publishers Association

Editor

BSimmonds@Mortons.co.uk

www.facebook.com/ClassicMechanics/

VJMC dude!

Member

And feedback is what drives us forward – good or bad! So here are some other questions.

We’ve always covered the 1990-on Hinckley Triumphs as modern classics, as well as older European machines from the likes of Laverda, Moto Guzzi and Ducati. But what of older British bikes? Nortons, Triumphs, Royal Enfields? And how about Harley-Davidsons? Perhaps you’d like to see more dirt bikes, or some cruisers.

CMM is YOUR magazine, so let us know what you want to see in its pages in the future. We value all of your criticism.

Jon Bentman

Returns, cap in hand!

Mike Cowton

EMPLOYEE OF THE MONTH!

A one-time monthly contributor, JB walked away from the land of milk and honey (CMM) and promptly went to work for the evil empire (the opposition.) Now, suitably humble and penitent and after slipping Bertie a five-figure bribe, he’s back with a few upcoming road tests, including this month’s about that 40-year-old super four – the CB900F.

Ralph Ferrand Kawasaki madman

Double helpings from Ralph also this issue.

Firstly, he’s on with the Z650’s clutch and telling the sordid tale of his H2 stroker…

Jeff Ware

Down Under drinker Our very own dipsomaniac, Jeff rides the finished RG500 Suzuki and makes a start on his Suzuki RM80X!

Allen Millyard

Robert Bee The Daddy

Champagne!

Double helpings of Allen this month: not only is he ploughing on with his Velo twin, he rides the completed bike at Prescott.

Big Bad Bob has just become a dad for the second time. He needs to get his bonus, so book ads – now!

Big Al’s getting his champagne corks popping as he gets to sort out the god-awful carbs of his Fazer 600.

Engineer extraordinaire!

Alan Dowds

www.classicmechanics.com / 3

4 / classic motorcycle mechanics

62

❙ Q&A

64

❙ TRIUMPH DAYTONA 1200

68

❙ KAWASAKI H2 C

Andy Bolas returns with this modular Hinckley classic.

Our Ralph moves from four, to twostrokes!

72

❙ SUZUKI RM80X

76

❙ ALLEN MILLYARD

80

❙ WORKSHOP: HORN REFURB

84

Jeff Ware starts this mini-resto!

More on his Velocette V-twin!

Scoop makes lots of noise…

❙ YAMAHA FZS600 FAZER

Alan Dowds strips down the carbs.

88

❙ SUZUKI RG500

92

❙ HONDA CJ250/360T

96

Contents

Mark Haycock with a page of tips.

Jeff Ware finally gets to go for a ride!

Steve Cooper with a buyer’s guide.

❙ SUZUKI GSF600 BANDIT

Meet Mike Cowton and his new steed!

110 ❙ HONDA GL1200 GOLD WING Breaking bad this big mutha!

112 ❙ KAWASAKI Z650

Ralph Ferrand with part three of this clutch swop!

114 ❙ HONDA VFR800

ARCHIVE

08

CMM MARKETPLACE

10 14

CMM STUFF NEWS

50

20

FEEDBACK

60

22

SHOW US YOURS

26

KAWASAKI ZX-7R VS APRILIA RSV-R MILLE

119 YAMAHA MT-01 129 NEXT MONTH

32

SUZUKI T305

Meet barber Jonny Hedges and his V4!

122 ❙ YAMAHA TZR250

Tony Greenslade heads to Paul Ricard.

126 ❙ HONDA CL350

40 44 46

06

Is it really 16 years since this Brit won WSB? We have a look at Ducati V-twins.

New kit, tools and tyres.

Events, news and what’s happening.

WIN Bridgestone tyres for our Star Letter!

WIN S-DOC cleaning gear!

Win a Tamiya kit!

Bruce Wilson – former CMM staffer – returns!

Steve Cooper rides one.

CMM TRACK DAYS

Join us at Castle Combe.

DIARY DATES

Some events for August.

PRESCOTT HILL CLIMB

Allen Millyard attends this awesome event.

HONDA CB900F

Jon Bentman rides Honda’s second-generation Four!

RETRO-SPECTIVE

We look at Ducati’s 916 replacement…

Is this a ‘Coming Classic’?

What’s happening in the September 2019 CMM

130 PIP HIGHAM

Record attempts on a Velo and a GSX-R!

Mark Haycock back with this machine.

42

SUBSCRIBE!

Subscribe and save cash! www.classiccmechanics.com / 5

Hodgson’s choice!

eil Hodgson’s re-growing talents and the refinement of Ducati’s L-twin desmodromic racing machines reached a head in 2003.

Hodgson’s star had risen and fallen in the 1990s. A schoolboy motocrosser, he’d won the 1992 125cc British National Championship, moved to 125cc GPs, then moved to the 500cc class, joined the World Championship Motorsport (WCM) team on a Harris-Yamaha in 1995, and been spotted by Kenny Roberts who gifted the Burnley lad a factory YZR500 (in WCM colours) for the last four GPs that year. He put it on the front row in Argentina, alongside Mick Doohan, Luca Cadalora and Daryl Beattie.

Hodgson replaced Carl Fogarty in the Ducati factory team

N

PICS: MARK WERNHAM/MORTONS ARCHIVE

for 1996: his first podium came in Laguna Seca that year.

That was the highlight for his first spell in WSB, so he came home to race in the UK with the GSE-backed Ducati squad for 1999, where team-mate Troy Bayliss took the British Superbike title that year.

Hodgson did the same in 2000 in a legendary clash with fan-favourite Chris Walker, taking two monkey-shedding WSB wildcard wins at the UK rounds as he became BSB champ. Returning to WSB with the GSE team, the next two years saw him win again in 2001 and take third in the title race in 2002 behind the dominant duo of Colin Edwards and Troy Bayliss.

The year 2003 saw his reward in the Fila-backed factory

www.classicmechanics.com / 7

■ Want to get hold of pictures from Mortons Archive?

Th hen head d to: www.morttonsarch hive.com

Ducati squad with the new 999 machine (see page 60). It was a dominant display, with 13 wins from 20 podium visits. The 164-kilo Ducati 999 F03 had a stiffer chassis than the outgoing 998, and produced a claimed 189bhp at 12,500rpm. The 999 back end may not have looked as lovely as the 916 racer, but its weight was half that of the previous machine.

Today, Neil is a valued member of the BT Sports MotoGP commentary team, and is also rider manager and track-day instructor.

pion.

Neil Hod gson 2003 WS B cham

cmm

Marketplace

Va-VaVOOM! If there’s one engine layout machine you have to own at least once in your life, it’s a V-twin – but which one?

WORDS: BERTIE SIMMONDS PICS: MORTONS ARCHIVE

F Buy Now

8 / classic motorcycle mechanics

ew engine layouts are as evocative as the V-twin and few twins stir the soul like a Ducati V-twin. Ok, so we should probably say ‘L-twin’ here, but you know what we mean.

In this issue we give a bit of a shout out to the Ducati 999, so let’s start there. The 999/749 shape isn’t the drop-dead gorgeous machine its predecessor 916/748 was, but the bike itself was a big improvement all the way across the board. Firstly, the build quality between an early 916 Strada and a 999 is almost like night and day – although we’ve heard that the old Ducati issue of flaking paint can rear its head in a number of areas, including the engine (a bit of a Ducati trait), the bracket/surround for the two headlights and certain areas of the frame.

Like any Ducatis, the secret when buying is three things: history, history and history. A wodge of paperwork showing what’s been done, when and (most importantly) WHERE it’s been done is invaluable. Well-known

Ducati specialists are out there and work done by them is reassuring. In general then, the 999/749 is very reliable if looked after – just like the earlier 916 – but where the bike really shines is in outright performance and comfort compared to the earlier machine.

The whole plot felt much narrower than the 916/996/998, but the overall ergonomics are a world away from the earlier machine. This was helped by the 999 having moveable ergonomics: the foot-pegs alone had five possible positions!

Out on the street the 999 was superior in almost every respect – apart from sound. That carbuncle/car exhaust under the 999’s seat seemed to rob the bike of any throaty bellow: Termignoni’s finest is required.

Price-wise the 999 isn’t up there with the 916 just yet, so bargains are there to be had. You can get into the 999 club for around £3000. Like the 916/748 family, the baby brother 749 runs out at around the same price.

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