Classic Motorcycle Mechanics April 2017

KA AWASAKI Z650 70 0S

Ridden and rated!

KAWASAKI Z1-R Z Buyer’s guide

YAMAHA Powervalve pinnacle!

70S

44

F S OA E G A P CTI C L PRA ICE! ADV

April 2017 Issue 354

YAMAHA RD350LC Strip, tune & rebuild special!

HONDA RC30 REBOOTED!

90s: Honda GL1500 Gold Wing ridden, Suzuki RGV250M resto, Ducati 888 resto, Kawasaki ZZ-R600 80s: Yamaha RD350N2, Yamaha DT175 resto, Yamaha TY250 engine tune 70s: Kawasaki Z650, Kawasaki Z1-R 00s: Suzuki GSX-R1000 Plus: Q&A – your questions answered, your bikes and memories!

April 2017 Issue 354 Publisher: Dan Savage, asavage@mortons.co.uk Contributors: Kevin Larkins Art Editor: Justin Blackamore Picture Desk: Paul Fincham, Jonathan Schofield Production Editor: Dan Sharp Divisional advertising manager: Martin Freeman mfreeman@mortons.co.uk Tel: 01507 529538 Advertising: Sam Dearie, Lynsey Young sdearie@mortons.co.uk, Tel: 01507 529583 lyoung@mortons.co.uk 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 36 for offer): (12 months 12 issues, inc post and packing) – UK £50.40. Export rates are also available – see page 36 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: April 19, 2017 Advertising deadline: March 31, 2017 © 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

Independent publisher since 1885

Having trouble finding a copy of this magazine?

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

Challenging views…

The normally affable Steve Cooper has a bee in his bonnet this month about the hobby we love.

He’s asking whether show bikes have any relevance in the real world of old bikes. Some show ponies – he opines – are merely artful shells, just painted bodywork, blasted metal and empty engine cases with precious little of the real, working internals inside. In fact, these are classics ‘For Display Purposes Only!’

Personally, they sound just like full-size models to me, like a Tamiya kit gone large. One returning contributor – Scott Redmond – has long been an outspoken believer in ‘riding not hiding’ bikes that fall into the classic category.

Not only does Scottie insist on bagging bargains on the way (and in conditions more like ‘pony’ than ‘show pony’), he uses them daily too. This month he shows us what could be a forgotten

classic: the Kawasaki ZZ-R600. He bought a runner for just £700 and has been enjoying biking on a budget. See what he has to say about it on page 47.

He has also been pushing the boundaries of what is a classic. Many of the younger blood in the VJMC (notably our own Andy Bolas) have been trumpeting the need to look to the next generation of classic metal. With their own 15-year policy, surely even the old-guard of the VJMC agree? Scott does: he begins part one of his Project Runt where he tells us of life with a 2001 Suzuki GSX-R1000 K1. Agree or disagree?

Let us know!

www.facebook.com/ClassicMechanics/

editor

www.twitter.com/cmmmag

Bertie Simmonds

Pip Higham

Ralph Ferrand

bertie@classicmechanics.com Bertie re-samples the delights of the flat-six GL1500 Gold Wing. A motorcycle that makes memories.

editorial@classicmechanics.com This month a lecture on single-cylinder Ducatis and the genius of Taglioni.

And cutting hedges...

editorial@classicmechanics.com We gave him some time off from the DT’s motor this month to enjoy the Bristol Show!

Steve Cooper

Andy Bolas

Mark Forsyth

editorial@classicmechanics.com He’s fitting shock absorbers, riding a Kawasaki Z650 and giving us a Z1-R Buyer’s Guide this month!

editorial@classicmechanics.com Our Andy rides his mint N2 YPVS 350 for us and (once more) comes over all nostalgic!

editorial@classicmechanics.com MF used all his powers of persuasion to get help with his 888’s injectors this month!

Stan Stephens

Christian Redford

Lynsey Young

editorial@classicmechanics.com Stan’s given us a masterpiece this month: a full seven pages on how to strip, tune and rebuild an RD-LC motor.

editorial@classicmechanics.com Reader and CMM newcomer Chris on how you CAN find an iffy VFR750…

editorial@classicmechanics.com Lynsey is the go-to gal when it comes to putting your top-quality adverts in this top-quality publication!

Scott Redmond

Gary ‘D’ Chapman

Lee Buxton

editorial@classicmechanics.com He stirs up the status quo: is a £700 ZZ-R a classic? Can a 2001 GSX-R in a state of disarray be the same?

editorial@classicmechanics.com Yes, look at me, I’m Gary D. He’s snapped the main test and our Classic Ride this month.

editorial@classicmechanics.com Thought we’d re-introduce the big fella’s mug so you know who to call to advertise!

Wing dinger

Older/nicer stuff editor

Lord of the (piston) rings

Real world rider

The Grand Old Duke

Powervalve purveyor!

V4 Vendetta

Photographic genius

Devil with the DT

The Forsooth-sayer

Top Ad-person

Another Top Ad-person

www.classicmechanics.com / 3

58

❙ WORKSHOP NEWS

60

❙ Q&A

62

❙ SUZUKI RGV250M

Contents

New metal and old kit tested.

Mark Haycock and Scoop with tips!

CMM newcomer Paul Chance with his two-stroke resto.

66

❙ YAMAHA DT175 MX

70

❙ HONDA CB750

74

❙ YAMAHA RD250/350LC

89

❙ DUCATI SINGLES

94

❙ KAWASAKI Z1-R

Ralph Ferrand is on with part seven: the motor!

Scoop says farewell to his RC42!

Stan Stephens on stripping, tuning and rebuilding this twin.

Pip Higham delivers a lecture on the genius of Fabio Taglioni.

Steve Cooper’s buyer’s guide on the (almost) forgotten Zed.

106 ❙ 2001 SUZUKI GSX-R1000 Scottie again on a ‘coming’ (and used) classic.

108 ❙ FITTING SHOCKS

Steve Cooper chooses and fits shocks to his RD350.

112 ❙ YAMAHA TY250

Stan Stephens on tuning this iconic trials bike.

114 ❙ DUCATI 888 RACER

Mark Forsyth finds his Bologna bullet is burping a lot!

119 ❙ MAKE OR BREAK!

Scott Redmond on how prices have changed over the years.

06 08

ARCHIVE

Sheene’s Swedish set.

1992 HONDA GL1500 GOLD WING

Bertie Simmonds rides the ultimate touring motorcycle.

12

NEWS

18

CALENDAR

20

FEEDBACK

22

SHOW US YOURS

26

HONDA VFR750 F-L

CMM contributors join Team Classic Suzuki for 4-Hour!

Prescott Hill Climb, Stafford Show and much more!

We welcome your letters and emails: keep us honest!

Now with an added dose of nostalgia! Check out ‘The Way We Were!’

What happens when the bomb-proof V4 is found to be anything but?

30

1977 KAWASAKI Z650

36

SUBSCRIBE!

38

1987 YAMAHA RD350 YPVS N2

47

Steve Cooper rides this contender for ‘best all-round classic ever!’

Subscribe and save cash!

Andy Bolas rides perhaps the pinnacle of 350 Powervalve development.

KAWASAKI ZZ-R600

Scott Redmond rides £700-worth of unloved 90s machine.

52

BRISTOL’S BEST!

56

RETRO REBOOT

Ralph Ferrand is let loose at Shepton Mallet to find the best in show!

Re-creating the legendary Honda RC30.

122 NEXT MONTH

Honda CB350-Four, Triumph Thunderbird, Honda Africa Twin, Ducati Scrambler!

www.classicmechanics.com / 5

Sheene’s set 6 / classic motorcycle mechanics

WORDS: BERTIE SIMMONDS PHOTO: MORTONS ARCHIVE

Racers love to get the full ‘gentleman’s set’ of pole position, race win and fastest lap and that’s just what Barry Sheene achieved at the Swedish Grand Prix of 1977.

Barry put his Suzuki RG500 on pole-position at the 2.497-mile Anderstorp circuit for the 28 lap race with a best time of 1m 40.28s ahead of his rivals Johnny Cecotto, Pat Hennen and Giacomo Agostini on the grid. Despite not getting the best of push starts Barry would win the race from Cecotto by just under three seconds, with Baker in third and our own Steve ‘Stavros’ Parrish in a fine fourth place.

Sheene’s best lap of 1m 39.80s would also be the fastest of the race.

In his book Leader of the Pack with Ian Beacham, Barry said: “It was another maximum

15 points in Sweden – which was always a successful hunting ground for me, partly because by that stage of the season (July) the gremlins with the bike have been eradicated which left me in the happy position of only needing a sixth place in the Finnish GP – a track which crosses a railway line – to take the title again.”

Sheene did just that – but it was a close-run thing. At Imatra the RG’s head gasket kept blowing and during the race he lost coolant and the bike overheated, with the temperature gauge needle off the scale. He managed to get home in sixth place – enough for the title – but there wasn’t a drop of water left in the radiator. cmm ■ Want to get pictures from the Mortons Archive? Head to: www.mortonsarchive.com

www.classicmechanics.com / 7

1992

8 / classic motorcycle mechanics

Can a scabby-looking GL1500 make you lust after a transcontinental trip? Bertie gets all nostalgic on a Gold Wing.

Y

WORDS: BERTIE SIMMONDS PHOTOS: MORTONS ARCHIVE

ou always remember your first ever journey on a Gold Wing. I’ve enjoyed trips to the Isle of Man on them, jaunts to Wales, Scotland, the Continent, but June 17, 1996, was a particularly special one and for no particular reason.

I’d been boxed in by a GP100 and a CG125 at Heathrow airport’s employee bike sheds, but with a couple of pushes the pair of commuters parted like a rusty red sea, leaving me to simply engage the GL1500’s handy reverse gear and back out without damaging the tiddlers or being late with my report from the Monza World Superbike round. I did the trip back to the office in record time and in complete comfort – and all with Radio 2 on the stereo.

And that’s what makes a Wing special.

Something as mundane as getting your bike out of a bike shed and riding to work is a real memory on a Gold Wing, it’s an event: popping to the shops for a pint of milk becomes a tale to tell and taking someone for a ride on the back

will be remembered by the pillion forever. This is what marks the Gold Wing out as special – it makes the mundane marvellous, it makes every journey joyous – even if you’re only scratching the surface of the machine’s amazing mile-munching abilities.

But this is my emotion getting in the way here: let’s start pre-ride with this early-1990s GL1500.

Now, sheer size always intimidates – especially with a motorcycle like this one. None of us want to crash and none of us want to have that embarrassing little tip-off at low speed – picking up one of these things takes technique (hell, even parking one does.) So you have to take your time with a Wing if you’ve never tried one (or like me now) haven’t ridden one in five years.

This isn’t just to get used to its quirks and idiosyncrasies and where the (many) controls are, but also to let you warm to it. So I spent a fair amount of my time getting used to the sheer size of this thing, familiarising myself with the controls and of course finding my favourite radio station before thumbing the starter and heading off.

www.classicmechanics.com / 9

Engine-wise there’s that unmistakable burble from the motor which instantly shows this is a Wing, even if tickover seems a little lumpy and a slight rasp from the exhaust says it might be blowing somewhere – balancing the carbs and cleaning the air-filter is a good start to cleaning up throttle response according to owners. Pulling away isn’t as effortless as on the later, 1800cc model (which is the last version I rode) and the controls aren’t so feather-light either, but I’m impressed by how this old girl still feels a little feisty and ready to tour.

As soon as we’re past walking speed, I’m taking up a lot of my brain’s spare processing power just managing the big Honda as we engage first and then second gear. Sure, I can ride a bike, but low-speed handling was always the tricky bit with the 1500 – at least until you got used to it – and I’m trying to recall all the bike’s slightly top-heavy nuances. Back in the mid-1990s my experiences of the old 1500’s low-speed handling weren’t ones of joy at first: with the girlfriend on the back, I’d nervously tip-toe out of junctions, fifty-pence-piecing slow-speed corners and (to mix my currency metaphors) three-penny bit-ing my textiles as I placed the odd nervous dab on the Tarmac. But, as the speed piled on, so did the confidence in the bike and the same is happening now. Speed helps the Wing shed its weight and it’s only when you get to junctions or filtering speeds that you need to get back into the zone and up those concentration levels.

10 / classic motorcycle mechanics

ABOVE: You can’t really miss it out on the road...

BELOW: Gold Wing is now the by-word for bike tourers.

Now, it’s fair to say most Wings do big miles and this one is no exception. With nearly 63k on the clocks part of the bike looks a little sorry for itself: there’s some flaky paint and that blow to the exhaust and then the Wing Bling. Wing owners like to tinker and one of the previous owners has added striplights along the flanks, complete with a home wiring job. It’s not pretty. As you get used to the many controls, you realise it’s like a snapshot of a previous age: there’s no ABS here, little in the way of

1

3

4 IN DETAIL: 1/ Used Wings are often festooned with aftermarket goodies and the associated switches!

2/ Comfortable for two with carrying capacity to spare.

3/ Car-esque clocks are clear and tell you just what you need to know.

4/ Cassette tape audio system dates the bike.

2

Wings through the ages: 1974-2006 As CMM readers will know, the first Gold Wing was actually a sportsbike – the GL1000. First unveiled in 1974 for the 1975 model year, it was a 999cc flat-four machine which has since become a classic.

In 1979 the bike became the tourer it always promised to become, when it became the GL1100. This was still a flat-four, but this time the motor was pushed out to 1085cc and an ‘Interstate’ version came with all the touring fairing/panniers/ paraphernalia needed to cross states, counties and countries with ease. Eventually in 1984 the naked models ceased to

exist, just as 1985’s GL1200 was launched. As well as additional capacity in came gizmos such as fuel-injection, a bigger 1980s-style LCD display, auto-levelling suspension and on the likes of the Aspencade in came stereos and intercoms.

The legendary GL1500 Gold Wing was released in 1988 – the first of the flat-sixes.

The 1520cc, 100bhp motor was a carburetor-fuelled peach and now really had the pulling power to drag trailers and the kitchen sink with it. It also was the first version to feature a reverse gear (lift the handle by your right knee and press the

starter button) and things like factory-fit CB radios.

This model was a favourite with mile-munchers and tinkerers everywhere and had numerous upgrades, including improvements to weight distribution and seat height for smaller riders in 1995.

From 2001 came the ally-beam-framed GL1800 with optional ABS, much better handling and a massive re-style: purists may have moaned but this was a much better bike.

From 2006 the Wing was fitted with the first air-bag system ever to appear on a motorcycle.

SPECIFICATION

ENGINE

1520cc, liquid-cooled, SOHC 12-valve, flat-six four-stroke MAXIMUM POWER

100bhp @ 5200rpm

MAXIMUM TORQUE

electronics (you’ve got an LCD clock) but then there’s the radio, stereo and the cassette player…

Many owners think the 1500 Wing is the ‘real deal’ not the more sanitised 1800. Maybe the 1995 version I rode more than 20 years ago (changes to seat height and frame helped handling) was better in many respects – being that much newer would also help – but I can’t help gelling with the big Honda.

Even with that slightly hesitant throttle and on heavy-duty Avon Venoms (always check the pressures before riding a Wing) doing feet up U-turns for repeated passes in front of the photographer’s Nikon lens propelled me right back to the mid-1990s: I was having fun and getting confident with a GL once more.

However, like any two-wheeler, never let overconfidence take hold. I spoke to the previous owner of this very machine who told me he’d sold the bike after a number of years and many thousands of happy miles when the sheer weight got too much for him after he’d dropped it at a standstill and at low speed a few times. So, finish aside this 60,000 mile old Wing can still hack it – I was impressed.

Sure you need to get used to the low-speed handling foibles and dig out some old cassettes, but the Wing-Ding DNA is still there – until you go for the anchors, which weren’t very impressive at all. I’m not 100% sure what the issues were but a change of the consumables would tell and having a quick look at the set-up is not easily done.

Wings are often criticized by the mainstream of motorcycling as ‘irrelevant’ or as being ‘cars’. Yeah, okay, they’re big and you’re not going to be filtering through traffic on one quite as fluidly as on a commuter bike, but you’re missing the point.

For some, freedom only comes on two wheels and if you want two wheels and comfort there’s normally only one bike that can really fit the bill. It’s not often that a mere motorcycle becomes a by-word for excellence, or almost a generic term for ‘big, comfy touring motorcycle’ but the Gold Wing – of whatever cubic capacity – comes closest. I had some real fun on this slightly tatty GL1500 and can sense the allure they have. So please, don’t poo-poo the Wing before you try it, you may find that you really want one. cmm

11lb-ft @ 4000rpm TRANSMISSION

5-speed

FINAL DRIVE

Shaft

FRAME

Tubular steel cradle SUSPENSION

Air-assisted telescopic forks (F) Pro-Link shock with preload adjust only (R) BRAKES

Twin 285mm discs with two-piston calipers (F) One 285mm disc, two-piston caliper (R) TYRES

Front: 130/70-18 Rear: 160/80-18 SEAT HEIGHT

765mm

WHEELBASE

1690mm

DRY WEIGHT

368kg

FUEL CAPACITY

23 litres

www.classicmechanics.com / 11

& events

CMM STARS JOIN TEAM SUZUKI Contributors to this fine publication Steve ‘Stavros’ Parrish and James Whitham join Team Classic Suzuki at this year’s Endurance Legends event at Donington Park.

The event – backed by CMM – takes place over the weekend of May 6-7 and the pair will be riding the gorgeous Suzuki Vintage Parts-backed Katana in the 4-hour race main event of the weekend. Stavros and Whit will be joined on the bike by Michael ‘Saint’ Neeves.

Whit says: “I’m looking forward to getting back on a big four-stroke. It’s what I did most of my racing on with Suzuki; big GSX-R1100s and 750s, and it’s a bit more me. I’m going into the race to enjoy it.

“It’s going to be great working with the team and with Neevesy and Stavros, but I’m really looking forward to getting on that bike. I watched it take shape at Motorcycle Live and it’s a work of art. I restore bikes myself but that design is so iconic. Nothing before or since

has looked like the Katana. You look at a Katana and right away you know what it is. And it’s going to be great to get on it and race it and hopefully get a result with it.”

Stavros adds: “I’m making a comeback! This is my first proper race since about 1986.

I’ve done bits at Goodwood before but not to this level.

I’m looking forward to it.”

Stavros (left) and Whit are up for the challenge!

The Katana endurance racer utilises the same basic frame as the original icon, with adjustments made to the headstock and the swingarm pivot lowered. Suspension comes courtesy of K-Tech, wheels from Dymag, and the swingarm is a custom unit from Sweet Fabrications, while the GSX1100SD engine has been bored out to 1170cc, and gets higher lift cams and stainless steel valves.

Everything else in the engine has been replaced with genuine Suzuki components from Suzuki’s Vintage Parts programme, including conrods, main bearings and big end bearings on the rebuilt crank.

Next month’s CMM will see the big preview for the event – so stay tuned!

■ For instant updates, do check out our Facebook page and also head for: www.endurancelegends.co.uk

The gorgeous Team Classic Suzuki Kat.

Troy Bayliss headlines Stafford show!

There’s a very special guest headlining the 37th Carole Nash International Classic MotorCycle show this year.

The event – held over the weekend of April 22-23 – takes place once more at the Staffordshire County Showground, where the fans’ favourite Troy Bayliss is the guest of honour. The Aussie won the World Superbike championship three times during his career (2001, 2006, 2008), raced in MotoGP (winning a race in the process) and knows the UK well having spent two seasons racing in the British Superbike series and taking the title in 1999. The Carole Nash International Classic MotorCycle Show

12 / classic motorcycle mechanics

event contains the very best that classic British motorcycling has to offer. This traditional spring spectacular features row-upon-row of stunning display machines providing plenty of eye-candy for show-goers to explore and enjoy.

Several halls and outside areas of the venue are packed with trade stands and autojumble plots, all of which is ably supported by the regular appearance of special star guests, a host of classic motorcycle clubs, exciting live action, classic off-road machines and the Bonhams spring sale.

■ Go to: www.classicbikeshows.com

Nice bloke at Stafford.