Classic Motorcycle Mechanics March 2019

KAWA AWASAKI KI’S GPZ500S 80s

Tested and rated

MILLYARD RC374 4 Finally finished

Retro

34 4

PAG GES

Suz zuki’s rare GT185 185 ridden...

OF PRAACTICAL AD DVICE

March 2019 Issue 377 7

TTWO-STROKE 250 0S S Suzuki RGV vs Honda NS SR

FIVEE DECADES OF MODERN CLASSIC MOTORCYCLE MECHANICS INCLUD DING:

Clean ning carbs 90s: Triumph CRK café racer 80s: Suzuki RG500, Suzuki G GSX-R750F 70s: Kawasaki Z1300 Also: Allen Millyard column, Q&A A: Your questions answered, plus your bikes and memo ories

March 2019 Issue 377 Publisher: Tim Hartley, thartley@mortons.co.uk Publishing director: Dan Savage, asavage@mortons.co.uk Art editor: Justin Blackamore Designers: Fran Lovely, Charlotte Turnbull 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: March 20, 2019 Advertising deadline: February 28, 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

Teamwork, that’s the spirit I know I usually drone on about what’s in the issue and stuff, but just this once I wanted to say about who DID this issue.

Yours truly is the sole person who is on this mag full-time, so some ask me if I feel like I’m alone. I’m not. We have a great team of magazine designers who work hard making the magazine look as good as it does. We have a production editor who checks for my mistakes (ok, some get through – to err is human, eh?).

We have a sound advertising team that tries to make this magazine pay its way (I couldn’t even begin to do what they do), and a marketing team that helps promote what we do in the magazine. Then there’s the events department that makes the show happen at Stafford every October. That’s barely scratched the surface,

Ralph Ferrand

Mark Haycock

Steve may have more holidays than Judith Chalmers, but he’s often ‘working’ for CMM on a beach somewhere. Legend!

Ralph finishes his beloved Z1300 in this issue, but is back in April with the Z1325 project and his good wife’s Z650.

Mark is full-on in the Q&A department this month, but joins us with the CB750 K2 and a Honda CL350 next time.

Engine Room

Allen Millyard

Engineer extraordinaire!

Pip Higham Rose-tinted visor

Our Pip comes over all nostalgic when he recalls one of his first trips to buy some bike kit... pre-decimalisation!

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

Independent publisher since 1885

Member

Editor

BSimmonds@Mortons.co.uk

www.facebook.com/ClassicMechanics/

Allen is a genius engineer and we’re proud to have him in our pages EVERY month.

See the finished RC374 on page 70.

The Professional Publishers Association

really. Check the panel on the left to see who puts something into the magazine – and that’s just the people we can fit in that list.

Then there are the contributors. I’d love to be able to tell you that being a motorcycle journalist will make you rich, but it won’t, at least not financially. What I can say, however, is that the richness comes from working with decent, fellow bikers who (as we know) are the salt of the earth and a real fraternity, whatever their gender. Here’s to a good 2019 and ‘keep on keeping on!’.

Big Zed lover

Q&A wizard

Justin Blackamore Departing Art Editor/Et al!

EMPLOYEE OF THE MONTH!

Carrying on our theme, Justin and his brilliant team of Fran and Charlotte do their best to make silk purses of the sow’s ears that idiot editor Bertie sends them. Thankfully, with Gary D Chapman’s brilliant snaps and the (also) departing Dan Sharp’s subbing, we get a great magazine. Thank you, team!

John Nutting Project FEAR!

Nutters regales us with the tale of the Honda CB750’s UK, and upsets Triumph tourer owners with a new project.

Jeff Ware

Down Under Digger!

Jeff’s back-to-back tested two 250 strokers, finished a GSX-R resto and moves on with the RG500.

Scott Redmond

Paul Berryman

Robert Bee

Scott hits us with news of how retros have been going around and coming around for the last (almost) 30 years.

PB breaks from pastels and charcoal, and instead finds the donks in his DR!

You know who to call if you want to advertise in this here organ. Big Bad Bob is awaiting your call now.

Breaker, breaker!

Portrait of the artist as a middle-aged man

Damn fine dude

www.classicmechanics.com / 3

Contents

62

❙ Q&A

64

❙ TRIUMPH CAFÉ RACER

70

❙ ALLEN MILLYARD

06

ARCHIVE

34

74

❙ SUZUKI GSX-R750F

08

CMM MARKETPLACE

42

CMM STUFF

44 50

80

Mark Haycock with a page of tips.

John Nutting starts his new CRK kit project.

He’s finally finished his RC374 homage.

Jeff Ware on the final part of the Slabbie rebuild.

❙ CARB CLEANING

The most beautiful bike of all time? Let us know.

Scott Redmond returns and talks retro.

84

❙ KAWASAKI Z1300

10

❙ SUZUKI RG500

14

NEWS

88

92

❙ SUZUKI GT185

20

FEEDBACK

22

SHOW US YOURS

26

KAWASAKI GPZ500S

Steve Cooper gets the goss on how to sort them.

Ralph finishes the mighty six-cylinder.

Jeff is having a ‘Carry On’ moment.

A buyer’s guide to this issue’s cover star.

106 ❙ SUZUKI DR600

Paul Berryman returns... at last!

110 ❙ YAMAHA FZR600

Paul Brookes finishes this retro-racer and rides it at Cadwell.

New kit, tools, trick bits, tyres and stuff.

Events and what’s happening round and about.

WIN Bridgestone tyres for our star letter.

‘The Way We Were!’ and win prizes, too!

Andy Bolas asks if this is the forgotten 500.

SUZUKI GT185

Steve Cooper rides a relative rarity from the 1970s.

SUBSCRIBE!

Subscribe and save cash!

HONDA CB750 50TH

John Nutting recalls the first UK 750.

SUZUKI RGV250 VS HONDA NSR250

Jeff Ware rides the VJ21 and MC21 strokers.

60 RETRO REBOOT 113 NEXT MONTH

Yamaha’s TRX850 rebooted.

What’s happening in the April issue.

114 PIP HIGHAM

The rite of passage.

www.classicmechanics.com / 5

WORDS: BERTIE SIMMONDS PHOTOS: MORTON’S ARCHIVE

The beautiful

Ducati 916

I

t’s hard to appreciate – a quarter of a century on – just what impact the Ducati 916 had when it first broke cover in 1993.

Developed from the successful and purposeful-looking 888, the new bike kept the old machine’s 94mm bore and many of the original bike’s engine parts such as valves and cams, but stroke was lengthened by 2mm to 66mm to give 916cc, all with an 11:1 compression ratio. This was the ultimate development of Fabio Taglioni’s work, brought to fruition by Massimo Bordi, who designed the original eight-valve V-twin model.

The motor, which pumped out around 115 claimed bhp at around 9000rpm, was held by a chrome-moly trellis frame, developed from that used on the old 888/851. This, along with the updated bodywork, made the 916 a much smaller machine.

And what bodywork: from the pen of Massimo Tamburini’s Cagiva Research Centre in San Marino (and with able assistance from Sergio Robbiano) the 916 was like no other machine before.

Single-sided swingarm, under-seat pipes and that lupine-lilt, to those twin headlights all set off by the most simplistic of blood-red colour schemes. Simply beautiful.

Unveiled at the Milan show in November 1993, the bike was an instant hit, but the first model – the

The bike's launch created a stir.

6 / classic motorcycle mechanics

Strada – was late coming to market, thanks to shortage of funds to the Cagiva group and (reputedly) a fire in the Ducati paint shop in Bologna.

Despite some teething problems, a Biposto two-seater was later launched, along with SP versions and a ‘Senna’ tribute bike to the late, great Formula 1 driver. As the years went by the engine capacity grew to 996cc and finally 998cc, following on from the successful race versions of the machine, which moved from the original capacity to 926, 955 and finally 996cc versions.

The 916-based racer would win four titles with Carl Fogarty, the 1996 title with Troy Corser and the 2001 title with Troy Bayliss. cmm

Single-seat Strada (left) and first-model Biposto (above.)

500cc GP racer Sean Emmett testing a 916.

A two-wheeled ‘Ferrari’.

James Whitham's 1994 race-winning machine.

www.classicmechanics.com / 7

cmm

Marketplace

Retro revival

Today’s crop of retro machines feed heavily off the nostalgia from bona fide classics.

But, as Scott Redmond reveals, what is going around is coming around WORDS: SCOTT REDMOND PHOTOS: SCOTT REDMOND/MORTON’S ARCHIVE

B

ack to the future is a formula that motorcycle manufacturers continue to exploit, but do they always strike it lucky?

For 2019, it’s Suzuki that’s stolen the headlines with their confusingly titled 2020 Katana 1000. For 2018, it was Kawasaki that had us all drooling with not just one Z900RS, but a pair of the buggers! The café model is probably the better looking bike, but beyond the looks and PR-hype that’s actually going on, are these retros any good?

Most are reworked models from within the existing range. The new Katana is basically a re-clothed GSX-S1000S/F. Likewise, the Z900RS shares plenty of parts with the 2017 Z900.

This isn’t a new approach. Remember in the ‘90s, when Kawasaki tipped out the wheelie bins and created the Zephyr

range? The 750 Zephyr motor wasn’t much more than a freshened up Z750/GPz750 uni-lump. Some of those, ‘90s factory retros, are now bona fide classics themselves, how ironic is that? The Zephyr series came in three sizes. The 550 and 750 versions are tougher to find than the beastly 1100 version. Strange when you think they would’ve outsold the Zephyr 11 hand over fist. Prices for a good 1100 version have risen steadily, so budget £2000 to £3000 if you fancy one.

Kawasaki took another stab at the retro re-boot in 1997 and gave us the ZRX1100. It was a handsome machine and hit the spot with those who wanted some go to match the show. The detuned (brochure talk language) or retuned ZZ-R1100 engine was easy to tune and the modern suspension and fat wheels meant modern rubber was an option.

Kawasaki took the concept a step further

Buy Now

Buy Now

8 / classic motorcycle mechanics

with the ZRX1200, except this time there was also an ugly brother option. The R version is very Z1100R Eddie Lawson inspired, whilst the S version was mostly Eddie Large; the same bike under that Captain Sensible fairing, but it made for a handy sports-tourer. Prices for ZRXs are on the move, with the 1200R (understandably) seeing the biggest gains, if you want one buy it now. Expect to cough up around £4000 for a lush one.

Low mileage bikes are being touted about at twice that price. An early ZRX1100 is now 20 years old, so bear that in mind when looking at one.

Honda kind of started off the big sit up and beg muscle bike scene with their 1994 CB1000 Big One, and at the time the price was also pretty big. Retail was £7695 in 1994, and a year later it was the wrong side of 8K at £8295. The 1995 Fireblade was only £999 more. Fast forward to 2019, and there’s plenty of mid-nineties Blades out there for £2000 or less. If, however, you want a good CB1000 from the same era, you’ll need to pay at least £3000.

Yes, once again it’s all down to supply and demand. The CB1000 wasn’t a massive seller, so supplies are limited two decades later. Don’t panic though, as you could go a bit more modern and consider a CB1300S. There’s plenty about and £4000 buys a stunner.

Yamaha rolled up their sleeves and in 1995 gave us the XJR1200, with at its heart a re-tuned FJ1200 motor. By 1998 it had grown into the XJR1300, and ironically by 1998 the parallel import market had pushed official prices down, which is why the XJR1300 had an RRP of £5839 against the £7629 that Yamaha wanted for the XJR1200 in 1995. There’s a healthy selection of XJRs on the used bike market, so £3000 is plenty enough to bag one, though again, there’s a premium to be paid for low mileage examples, if you can find one.

All of these factory retros from the 1990s offer depreciation-proof biking.

Keep it clean and loved, and you might even return a profit, which is something a new retro can’t compete with. If you like to

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VINNY STYLES Q&A

T

Buy Now

chop and change your ride on a regular basis, new bikes are not for you, unless you enjoy pouring money away. A year after the Z900RS arrived there’s no shortage of unsold 2018 models sat in showrooms across the UK. To avoid them gathering dust, dealers send the bodywork away to have it repainted in 1970s Zed colours.

Maybe it will entice an impulse buy?

Will the end of 2019 see Suzuki dealers sending Katana body kits away for a freshen up? Will the trend for rebooted versions of our favourite classics continue?

If it does, can Kawasaki launch a ‘new’ ZRX for 2020, please? cmm

Z900RS impressed in 2018.

o get a feel for what’s going on from the showroom floor we spoke to Vinny Styles, Sales Manager at Wheels Motorcycles, Peterborough. Wheels Motorcycles is a multi franchise dealer and also sells a large selection of used machines. With over a decade of experience in the trade, Vinny told us what’s happening on the new/used retro front. www.wheelsmotorcycles.co.uk

manufacturers responding to what the market wants. The bigger picture is even more interesting. Kawasaki offer a wide range of genuine Kawasaki parts so you can customise and personalise your Z900RS. Our café racer demo bike came with the ‘Performance Pack’, which included a gorgeous Akrapovic silencer and a funky tank pad. Then there’s the aftermarket products, whereby many owners see these bikes as something that they put their own mark on.”

Q: Who’s buying new retro machines?

A: “There’s no stereotypical buyer, and

Q: How did the Z900RS and Café model go down in 2018?

A: “We had a Kawasaki launch night very early in the season to showcase the new 2018 models. The Z900RS was the bike that most people wanted to sit on and photograph. It’s a good-looking bike that also rides exceptionally well. I did a video for the Wheels Motorcycles YouTube channel. It was one of my favourite rides of the last 12 months, and it has also been one of our most viewed videos. The Café version takes the model one step further, with the lime-green paint and bikini fairing give it an identity of its own.

Both have sold well for a new model.”

the current crop of retro motorcycles appeal to a wide variety of motorcyclists.

Some people have decided that their racerep days are behind them, yet they still want the benefits of a new machine. To benefit from their useable power, bikes like the Kawasaki Z900RS are obvious options.”

Q: Who is buying used retro machines?

A: “The older we get, the more savvy we

become, and used bike prices remain very strong. Bikes like the GSX1400, CB1300S and XJR1300 hold their values very well.

They hide their years well, too, and we have seen values rise over the years for good examples of naked retros. This is at the expense of race-reps of the same era.”

Q: Do you see more of the same from manufacturers that are building modern retro bikes?

A: “It shows no signs of dying a death, from what I can tell. Who doesn’t like a sharp-looking retro? Suzuki has entered the ring with their Katana. It’s a case of

Q: What (if any) used retros are getting harder to find?

A: “These bikes aren’t getting any younger, so finding exceptional examples gets tougher with time. Meanwhile, prices remain very strong. Suzuki GSX1400s are always good news. They also tend to be owned by people that keep them for a few years or so. CB1300s are plentiful and wear better than the competition.

Nostalgia never goes out of fashion!”

The Kat is back for 2019.

www.cllassiicmechanics.com / 9

cmm

Stuff

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

Around

£245 a pair

CONTINENTAL TYRES

Here are some new tyres from Conti. First up are the new ContiTrailAttack 3s, a 90/10 adventure tyre, which utilises Continental’s latest RainGrip compound, along with a re-designed tread pattern to offer improved wet weather performance for a wide range of modern and classic adventure motorcycles.

Continental claims the tyre reaches its optimum operating temperature within 1500 metres, even in cold weather conditions, and delivers a more consistent level of performance during its lifespan.

You can find the TrailAttacks for as little as £180 per pair (dependent on sizes), but the more popular sizes are around £250.

Then we have the ContiRoadAttack 3 CR, a new addition to Conti’s classic race tyre range for big, heavy superbikes of old. In 2018 these high-performance 18-inch radials were available for 2.50 – 4.50 inch rims, with an additional rear size set to be introduced during 2019. They are used extensively by a whole host of top European classic endurance teams, including Sweatshop Phase One. Expect to pay around £260 a pair for popular sizes.

CMM hopes to be testing some of Continental’s range very soon. www.conti-bike.co.uk Around

£68.59

OXFORD PRODUCTS AQUA LUGGAGE

Our friends at Oxford Products cover a wide range of waterproof Aqua luggage. from packing cubes to keep stuff inside your luggage dry, to 12 and 20 litre backpacks and luggage in various sizes, which can be attached to your bike. www.oxfordproducts.com

£24.99-£64.99

GUNSON SAND BLAST GUN

This new and compact gravity-fed sand blast gun from Gunson Tools (part number 77155) fires dry abrasive particles at high speed, quickly removing rust, scale and old paint. The gun works with a workshop compressed air supply (recommended operating pressure 90psi) and features a fully adjustable control valve. You can adjust the amount of blast media which flows through the sand blaster, and the control valve also gives you the ability to completely restrict the flow of media if you require air only. This can come in handy to clean the work area after blasting. www.gunson.co.uk

10 / classic motorcycle mechanics

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SEALEY POLISHING/ ROTARY TOOL KITS,

Around

£100

We like our friends at Sealey, as they often do some good value kits, and here are two of them, both priced at around £100.

First up we have the CP1205KIT for polishing. This comes in a canvas storage bag and includes the 12V compact, lightweight, cordless two-speed polisher, charger, two batteries and side handle. You’ve got two foam pads and one wool polishing pad.

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HONDA CB750 50TH T-SHIRTS

The iconic Honda CB 750 Four turns 50 this year (for more, see page 44), so it’s perfect timing for www.CB750Four.us to offer a striking anniversary T-shirt for all owners and fans of the world’s first mass-production four-cylinder motorcycle. The high-quality T-shirt with white ‘CB 750 Four - Made in Japan since 1969‘ logo is available in black, blue or olive-green, in sizes M-3XL. The T-shirt costs €25, including free worldwide shipping. www.cb750four.us

€25 Next up is the CP1207KIT, which is a useful multi-function rotary tool, which can also do a bit of engraving on the side. It comes with a full range of tips, wheels, sanding discs, dressing stones and a chuck spanner. It has six speed settings, comes with a quick-release system for rapid tool changes, and two rechargeable batteries plus charger. Again, you’ve got a handy canvas bag for storage. www.sealey.co.uk

TCX HERO WATERPROOF BOOT

£179.99

The Hero boot has been popular over the years, and the Hero Waterproof, from TCX’s Vintage series, is now available in black.

We like boots that look like fashionable footwear, while giving plenty of protection. This is a leather boot with laces and zip fastening, which is also waterproof with CE protection. www.nevis.uk.com

FURYGAN JACKETS Two more jackets from the French clothing giants. Yes, weird names, eh?

Furygan Carter

The all-black Carter jacket is an all-season jacket with the highest level of protection, featuring new external shoulder shells and CE-approved armour in the shoulders and elbows. There is also a back pocket specifically designed to fit Furygan D30 back protectors. This textile jacket can be worn year-round, and comes with a waterproof and breathable inner liner and removable thermal lining.

Available in black in sizes S-5XL.

Furygan Oggy

This entry-level jacket includes CE-approved Furygan D30 shoulder and elbow armour.

Riders can add an optional back protector. The Oggy is completely waterproof, but has a breathable inner liner for comfort. Available in black/white, black/white/fluo yellow, black/white/red, or black/white/fluo green in sizes S-4XL.

£179.99

For more visit www.nevis.uk.com

Around

£159.99 www.classicmechanics.com / 11

cmm

Tested

Riding kit worn, tools twirled & tyres turned BRIDGESTONE BATTLAX BT-023

My 1992 the Honda ST1100 was a bike I never thought I would own, but I was offered one cheap in Autumn 1999 and I thought it would make a good bike for the winter. Come Spring, I just kept riding it, and I still have it today. It makes a great every day and long-distance bike, and it’s really good for carrying loads, picking up parts, etcetera, in all weathers.

After years of riding on Avons, in 2018 I fitted a pair of Bridgestone Battlax BT-023 tyres. The first thing I noticed when fitting them was that the sidewalls were made from much harder rubber, thereby making them more difficult to fit by hand with tyre levers (I do things the old-fashioned way!). Once on the rim, though, they inflated perfectly and barely needed any weight to bring the wheel into balance, with only 10g on the front wheel and 15g on the rear wheel. With the bike back together and all bolts checked, I took it out for a gentle ride, gradually increasing the angle of lean until the new tyres were scrubbed in. I’ve since covered around 3000 miles on a mix of motorway, A and B roads and back-lane riding. The first thing I noticed was an improvement in straight-line stability, and the bike holds its line better in the corners too,

From

£150 a pair

(not fitted)

especially when riding over bumps and ripples in the road. The bike just feels more secure and planted. I have also noticed that there is less wear on both tyres, but in particular on the sides of the front tyre where it usually starts to wear first. Overall, I’m really impressed with them and will report back with another progress report after the ummer.

■ Allen Millyard

www.bridgestone.co.uk

SUPA-FIX APX4

We’ve all suffered from either a broken fixing lug or cracked a panel while removing or refitting it. Recently I had an issue where a bike fell over in the back of my van, which resulted in the left-hand indicator punching its way through the back of the fairing. With a new fairing panel costing over £600, CMM’s Steve Cooper mentioned Supa-Fix APX14, a two-part product consisting of a powder/filler (two types provided) and a glue/activator.

12 / classic motorcycle mechanics

glue running through the Around gaps and spoiling the paintwork. Turning the fairing around, I then added the powder to the groove, before adding the glue/activator to the powder in the groove. In less than a minute it had set, and the panel is now ready to have the indicator refitted. I can’t recommend this product enough, as it saved me an absolute fortune and is so easy to use. It is available from all good motor factors for around £14.99 per pack.

£14.99

I followed the instructions by chamfering the edges of the section attached to the indicator and refitting it into the fairing, before taping it into place.

This tape also prevents the powder and

■ Andy Bolas www.supa-fix.com

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