Classic Motorcycle Mechanics November 2017

SUZUKI GSX-R750M 90S

Oil-cooled finale!

SUZUKI T5 500 Buyer’s guide!

70S

2 3 PAGES OF

750

PRACTICAL ADVICE

Steve Parrish’s

YAMAHA SUPERSTOCKER!

HONDA CB500T Is this orange a lemon?

FIVE DECADES OF MODERN CLASSIC MOTORCYCLE MECHANICS INCLUDING:

Retro: BMW R NineT Pure C. 90s: RGV250 Schwantz rep, Kawasaki ZRX1100 Turbo build.

80s: RD250LC Pro-Am, Honda VF750F, Yamaha Super Tenere. 70s: Kawasaki Z1325 build.

Also: Suzuki RG/RGV500 rebooted, Q&A: your questions answered!

TUNING UNING NING TW TWO-STROKES!

9 pages on how,

by Stan Stephens!

November 2017 Issue 361

November 2017 Issue 361 Publisher: Dan Savage, asavage@mortons.co.uk Contributors: Joe Dick, Kevin Larkins, Ralph Ferrand Art Editor: Justin Blackamore Picture Desk: Paul Fincham, Jonathan Schofield, Angie Sisestean Production Editor: Dan Sharp Divisional advertising team leader: 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 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: November 15, 2017 Advertising deadline: October 27, 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

What goes around, comes around…

It is strange when the rolling time-scale of classics move forward.

When I first happened upon CMM, it was around 2005. I was 34 and I think I recall a Kawasaki Z650 on the cover. Even just a year later, CMM had a FireBlade on the cover, which at the time was just 14 years old. That was 2006 and yet when my predecessor, Ben Wilkins, called me he W assked me to do something on n the Blade in 2011 as a frreelancer, it was still just shy of 20 years of age.

Many asked if the M FireBlade was ready F tto be called a classic.

Now the FireBlade ((or Fireblade, from 2004 on) is 25 years old. That’s o significant. Those 1990s

The Professional Publishers Association

Member

Steve Cooper

Pip Higham

Big Bad Bob has only gone and smashed the record for this issue – top work to you and the team!

And write for England, too! This month he rides a Honda CB500T and gives his own expertise on the Suzuki T500.

He didn’t have enough space to throw his tools around in our news section, so we’ve moved him ‘round the back.’ Enjoy!

Ad contact

Stan Stephens Well, nine pages on two-stroke tuning should make you realise that this man is ‘the man’ when it comes to strokers!

Mark Haycock Mark will (hopefully) be doubling up from now on with the Q&A – so get your questions in real soon!

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

www.twitter.com/cmmmag

Robert Bee

Q&A king

Having trouble finding a copy of this magazine?

Editor

BSimmonds@Mortons.co.uk

www.facebook.com/ClassicMechanics/

Legendary top tuner

Independent publisher since 1885

machines are deserving of the title of classics.

Like the Yamaha YZF750R I put on my first front cover back in January 2013 (which is now worth at least £1000-£2000 more than back then), we need to recognise the need to keep an eye on the marketplace and move forward.

That’s why we are looking at both the core ‘top-end’ of the classic Japanese market and the coming classics in our new ‘Marketplace’ section of the magazine. We can see that – in the last few years – prices have been changing for even the cheapest modern classic Jap bikes and we want you to know what to buy: now!

We’ve said it before: it’s better than money in the bank!

He can talk for England…

Steve Parrish Practical Prankster!

EMPLOYEE OF THE MONTH!

He’s not in the mag that often, but let’s say ‘hurrah’ to Steve Parrish.

The former British bike champ and Euro truck champ loves his bikes and – some years ago – decided on building something special he could use. Check out the results from page 38. His Yamaha FZ750 Superstocker is a work of art – if needing some final tweaks. But doesn’t she look real good? He may not have done all the work, but he did some – and the results are gorgeous. Superb, Stavros!

He’s moved!

Ralph Ferrand Big Zed mad-man

You can’t knock Ralph: he’s onto the next part of the Big Zed 1325cc build with more still to come (see page 114.)

Charlie Oakman Fast Berk final furlong!

Head to page 74 to see the latest in Charlie’s quest to go racing on a modern classic stroker! Go, Charlie!

Jeff Ware

Jim Lindsay

Niall Mackenzie

Our mate Jeff rides the last of the oil-burning GSX-Rs – the 750M. Possibly the most attractive of the breed.

As well as suggesting we spend a grand on a new iPhone, Jim is now finishing his Honda VF750F! Page 80.

Ex BSB champ and 500cc star loves his restos – and now he wants to replicate his race replica! Pro-Am 250LC (p70.)

Down Under contributor

Apple-Ass…

Racer race-replica

www.classicmechanics.com / 3

Contents 66

70

74

80

84

94

❙ Q&A

Mark Haycock and you with two pages of tips.

❙ RD250LC PRO-AM

Niall Mackenzie to replica his replica RD Pro-Am…

❙ FAST BERK TZR250 Charlie Oakman is on the finishing straight!

❙ HONDA VF750F

Jim Lindsay finishes his V4 project. Test next!

❙ TWO-STROKE TUNING Stan Stephens with nine pages of tips!

❙ KAWASAKI ZRX1100 TURBO

Alan Dowds has something to report (at last!)

110 ❙ SUZUKI T500

Titan or Cobra, Steve Cooper has this guide.

114 ❙ KAWASAKI Z1325

Ralph Ferrand with part two: the heart of the Z.

126 ❙ YAMAHA TDM900

Bertie Simmonds makes a case for this ‘coming classic’.

06 08

ARCHIVE

10

CMM STUFF

12 14 20

CMM TESTED

22

SHOW US YOURS

26

BMW R NINET PURE C

30

Our tribute to Ángel Nieto.

CMM MARKETPLACE New section looks at what’s happening out there.

New kit, tools, tyres and other superb stuff.

We try stuff out.

NEWS

Views, news and what’s on.

FEEDBACK

WIN Bridgestone tyres for star letter!

WIN S-Doc cleaning kit and a Tamiya model bike!

A modern take on a boxer twin roadster.

HONDA CB500T

Steve Cooper on whether this orange is a lemon.

36 38 48 50 56 60 64

SUBSCRIBE!

Subscribe and save cash!

YAMAHA FZ750

Steve Parrish takes his superstocker for a first ride.

YAMAHA RD350LC

Vince Richer on his baby LC.

SUZUKI GSX-R750M The final oil-burner ridden Down Under.

YAMAHA XTZ750 SUPER TENERE

Dakar DIY on the cheap.

SUZUKI RGV250N

Reader Ash Smith meets his hero: Revvin’ Kevin!

RETRO REBOOT

Kar Lee reboots the RG/RGV!

129 NEXT MONTH

What’s happening in the December CMM?

130 PIP HIGHAM

Pip’s new residence, round the backl!

www.classicmechanics.com / 5

Ă ngel Nieto 1947-2017

6 / classic motorcycle mechanics

WORDS: BERTIE SIMMONDS PHOTOS: MORTONS ARCHIVE/WIKIPEDIA

Ángel Nieto Roldán was one of the greatest ever motorcycle racers and sadly died following an accident while riding his quad bike near his home in Ibiza in August.

Famed for his skills on the tricky and finicky smaller capacity race machines, Nieto took a total of 90 Grand Prix wins and the superstitious Spaniard famously said that the number of his world titles wasn’t 13 but ‘12+1’. All told, he took six 50cc title wins and seven 125cc titles, including a championship ‘double’ in 1972.

His career spanned more than two decades, from 1964 to 1986. At the start Nieto’s successes made him the darling of the fascist Franco government. Legend has it that Nieto once shocked the Franco regime into paying him a subsidy to race abroad when he made an empty threat of going to race cars. Such was the propaganda importance of Ángel Nieto’s successes.

Like many racers, he lied about his age to go racing, allegedly forging an identity card while just 15 so he could hit the track. His diminutive stature soon earned him the nickname El Nino de Vallecas or, ‘the kid from Vallecas’. He soon

had a baby’s dummy painted on his helmet, too!

His small stature lent itself to the tiny Derbi, Morbidelli, Bultaco, Garelli and Minarelli machines he took to race wins, but he did have a one-off 500cc GP ride at Jarama in 1982.

He qualified in 13th but crashed in the race. His great friend (and fellow hell-raiser) Barry Sheene rated Nieto as one of the best riders in the world.

In his later years, Ángel was a colourful figure around the paddock and was involved with commentating on MotoGP for Spanish television.

Third in the all-time list of GP-winners behind Valentino Rossi and Giacomo Agostini, his impact on the future of motorcycle racing in his country cannot be underplayed. Not only did Nieto’s sons Ángel junior and Pablo race very successfully, but also his nephew Fonsi. Nieto also built and ran a team that helped take Emilio Alzamora (later Marc Marquez’s mentor and team boss) to the 1999 125cc GP title. It was a fitting tribute that the three Spaniards on the podium at the Brno MotoGP race just days after his passing – Marquez, Dani Pedrosa and Maverick Viñales all pointed to the heavens, holding aloft the ‘number one’ sign during the presentation. cmm

www.classicmechanics.com / 7

cmm

Marketplace

Bursting bubble?

Every month we take a closer look at the classic motorcycle market with a range of industry experts. This month, Paul Jayson from The Motorcycle Broker and our very own Scott Redmond look at the high and low ends of the marketplace.

I

’m often asked what is driving prices at the moment and it tends to be demographics, the cost of restoration and availability. There are other pressures, but for now let’s just focus on these ones, for the sake of clarity. We all remember, in the not too distant past at all, when Ducati 916/996 SPs and Honda CBX1000s in immaculate condition could be picked up for around £5000.

Oh for a time machine. But why are these prices rising so rapidly and will they continue to do so?

Quite simply it’s about the huge number of people desiring such machines and so few of them available. In the UK alone during the 1970s we were selling about 350,000 new motorcycles a year until 1983. What is clear is that there are a lot of 50 somethings around who grew up with Japanese and Italian superbikes from the 1970s onwards.

Those that hanker after machines from this era are cash rich, as they bought property, their kids have left home and they rode these superbikes back in the day. Many of them were riding motorcycles

Original 916 Strada or first SP model... going up...

Demand for the original CBX has always been way up on the Pro-Link.

throughout, and are now bored with 200mph modern machines; others are returning to motorcycling. Most people chasing after classic motorcycles are seeking the machines of their youth.

So in the UK alone, there are probably around one million riders with the money and the desire to own such machines from the CMM ‘core’ era. In the rest of Europe, there are probably 10 times as many...

When there are fewer than 2000 916/996 SPs available to buy or restore and 10,000 Honda CBX1000s available to buy or restore, you can see how demand severely outstrips supply: this forces prices upwards accordingly.

None of these figures takes into account new markets such as China, or large markets such as Japan and the US where values are starting to take off as well. As prices of the machines increase, so does the price of spares. Is this a bubble and will prices cascade downward? I don’t believe so, no.

Because more and more people are remembering these machines of their youth and are viewing them as classics. Once people’s views have changed from such a machine being an old bike to a classic, there is nothing that will change it back. Such machines elicit desire in so many people and bring back fond memories and no one can change that. At the moment prices are only just starting to catch up with the cost of restoration.

Is there anything we, as motorcycle enthusiasts can do to keep prices down? No. These machines are undervalued and will increase according to supply and demand and the cost of restoration.

Many bikers are now using these machines as a ride-able pension. They are getting the joy of riding these machines and the tax-free returns, which are better than any pension fund can offer. All we can do is to get into ownership while these machines are still relatively affordable. cmm ■ www.themotorcyclebroker.co.uk

8 / classic motorcycle mechanics

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THE NEXT ‘BIG THING’?

W

e’d all like to know what the next big thing is within the classic motorcycle marketplace; with so many sectors having sailed into the sunset regarding prices, I want to sniff out what the next boat is before we miss it.

So what about the 1990s 750? It was the backbone of every manufacturer’s range, it was also the capacity for top-level production racing such as World Superbike.

Only Suzuki stayed loyal to the 750 class though. Thirty years after they tooled up to create the GSX-R750F you can still buy a new GSX-R750 if you want, but one by one the other Japanese firms have given up on the three-quarter litre sporty option.

Prices for certain 1990s 750s have already received a shot in the arm: the Yamaha YZF750 leads the pack in price hikes. Decent examples are now £3000, more if you choose to shop at one of the many classic bike dealers. It’s easy to see why they’re back in demand. They still look the part and other than dodgy six-pot calipers and sticking EXUP valves there’s not too much to worry about.

Early pink and white bikes are rare, so expect to pay for the privilege if you do find one. Later cocktail coloured bikes benefit from a bigger rad and cheaper asking prices. If you want even better value for money there are other options. The Suzuki GSX-R750WT/V SRADs are sleepers and honest-looking bikes change hands for around £2000 with exceptional ones creeping nearer to £3000. The interesting thing is the fuel-injected WX and WW version can be found and had for well below £2000. Are we finally getting nostalgic about the carburettor?

Kawasaki never bothered sticking fuel injection on the ZX-7R, which means there are lots to pick from and prices are still very subdued for what is a great bike.

Unsurprisingly, the green ones will command a small premium. Honda VFR750s are without a doubt the thinking man’s bargain though. That delicious V4 motor will hypnotise and the build quality is way ahead of the rest: good ones are available for less than £2000.

So what about parts? The good news is nothing appears to be in short supply pp y and prices are pretty sensiible.

An engine for any of the across-theframe four-cylinder 750s can be had for around £250 or less private, but expect to pay nearer £350 for trade. The VFR750 engine is a victim of its own success – complete motors are rarely required and prices reflect this. One thing that all of our 750s do share is carbs, and prices for a set of these is one area that’s on the rise.

You will have to pay a premium for any from a freshly-broken bike. GSX-R750 carbs with fresh petrol still in their float bowls can cost up to £200 a set, likewise for decent YZF750 and ZX-7R ones.

Always ask how long a set of carbs have been off the bike, or you could actually end up buying a set worse than the ones you’re looking to replace!

Some original parts aren’t worth it: shocks and downpipes spring to mind.

Bodywork is expensive new; it’s getting rich second-hand. Dent-free tanks are the hardest to find and most used fairing panels will carry marks, scratches and cracks: tatty sides can be had from £10 at auto-jumbles, but rear seat humps command a p premium! Myy advice is to buy parts now as an investment! cmm

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cmm

Stuff

The latest riding kit, toop tools, tyres, retro clothing annd more!

HONDA RETRO CLOTHING

Everyone is fully on board the retro bandwagon so it’s good to see Honda playing on their rich history with their current range of retro clothing. From T-shirts to hoodies, each carries the classic Honda wing logo or harks back to the days (and bikes) of yore. Typical prices are £19.99 for a T-shirt T and £49.99 for a branded hoodie. www.honda a.co.uk k

NITRILE LE GLOVES

A staple of any workshop, garage or shed, a box of disposable work gloves is invaluable. These man-made synthetic rubber gloves are robust and resistant to punctures, tears and chemicals. They are a snug fit, but come in medium and large sizes and are latex and powder free! www.oxfordproducts.com

£8.99 FOR BOX OF 100

BRIDGESTONE BT-45 T 45 Bridgestone’s most excellent BT-45 is a fantastic tyre for your modern classic. Available in a wide variety of sizes, this sports-touring tyre offers bundles of grip, long life and can improve the handling of your machine. Whether you’ve got a 1970s classic, or a pocket rocket from the 1990s, the BT-45 performs.

Wanna win a set? Then see page 20 – write us a star letter and you’ve won a set of Bridgestones.

Costs up to £94 (front), FROM £106 (rear) depending on sizes. www.bridgestone.co.uk

£94

10 / classic motorcycle mechanics

£19.99£449.99

C CLARKE DRILL PRESSSES FROM

£222

Clarke drill presses are de esigned for heavy-duty engineering and workshop use – they can be invaluable for the home fettler too. Some models m in the range (such as the CD DP352F pictured) feature a table that t can be tilted and swivelled so the e base can be used as a work support. It also has 16 speed settings, a 3-16mm 3 chuck capacity and a 290 0mm table.

All models include a rack and pinion table mechanism, precisio on ground table, robust cast iron han ndle with extra-large comfort grips,, MT2 Taper and a work light. www.machinemart.co.u uk

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KUSHITANI BRINK JACKET

£549

Unmistakably pricey, but undeniably gorgeous the Brink jacket comes in ‘tobacco’ or ‘black’ and in UK sizes small, medium and large (we are talking a Japanese-made item, hence the smaller sizes!) Soft pad protection at shoulders, back and elbows – so not only the looks are old school! Great for a café racer or to look good down the pub. www.kushitani-uk.co.uk

ALCOSENSE PRO FUEL CELL BREATHALYZER Is this a good idea or not? Our feeling is this: never drink a drop of the hard stuff if you want to ride. But with the festive season approaching, what about the morning after? The awardwinning AlcoSense Pro could save your licence… We will be testing this soon, so we will keep you posted. www.alcosense.co.uk

GUY MARTIN:

£14.99

PORTRAIT OF A BIKE LEGEND This is 168 pages packed full of info about Guy Martin along with 80 colour photographs, by Phil Wain. www.carltonbooks.co.uk

DELKEVIC EXHAUSTS

Our friends at Delkevic have been re-manufacturing exhausts for our core classics for more than five years now. Their range covers two-strokes and four-strokes from the golden era of Japanese classics.

Price examples include a Suzuki GS1000S full system with universal silencer and stainless steel downpipes for £289.99 and a complete copy of a Suzuki GT750A/B OE exhaust for £1449. www.delkevic.co.uk

£149.99

£289.99-£1500

THE HONDA VALKYRIE

£14.99

Around 100 pages on the Gold Wing-powered cruiser, written by Pete Rakestrow. www.amberley-books.com

www.classicmechanics.com / 11

cmm

Tested

Riding kit worn, tools twirled & tyres turned SHARK S700-S

This Johann Zarco replica thermoplastic helmet has just been retired by me after five years of good service. As my day-to-day lid for most of that time there have been many features I’ve loved including the overall comfort, the integral sun-visor and the look of the lid.

Negative points are the seat-belt/ ratchet fastening (I just prefer the security of the double-D ring) and a propensity for the visor to rise when doing a shoulder-check/life-saver.

I asked Shark and they said it could be me not fitting the visor properly, but in five years of use and much visor-swapping the issue remained. Not a major annoyance, so I will give the lid 6.7 out of 10. Now discontinued, the lid was a fairly budget item priced at £160, but now you can find ’em for around £100 and the earlier version (no S) was a four-star SHARP rated lid.

Maybe he should use it on the drive?

£100

BOSCH PRESSURE WASHER

Bertie Simmonds

This is the Bosch AQT37-13 that we’ve been using for the last 18-months. Many people baulk at the thought of using high-pressure water on motorcycles – especially classic ones – but I’ve never had a problem with them in more than 20 years.

Until getting hold of the Bosch, I’d used a cheap and cheerful pressure washer (£30, 15 years old) which was a bit temperamental from new, but the Bosch is a cut above. Why? Well, it looks nicer, is easy to move about and – when you start to use it – the 1700W motor delivers a consistent jet of pressured water (unlike my previous jet-washer).

For long jobs, it also switches itself off, until you pull the trigger again.

Testing the washer – which can pump out 130bar of pressured water – on bikes old and new didn’t give me any issues with decal lifting, nor has it had any noticeable effect on bearings, chains, sprockets, electronic instruments or owt else. Just cover up any sensitive areas and you’ll be fine. What it does do is shift crap and detritus with ease and that’s all you want. The best bit is that previously I’d only used the washer for the bikes – but the array of attachments has meant that I generally use the Bosch for other tasks, including cleaning the conservatory roof and doing the car. As you can see though, I’ve yet to attack the paved drive…

■ www.sealey.co.uk

Bertie Simmonds

Bertie Simmonds

■ www.shark-helmets.com

SEALEY PEH2001 HEATER

Kindly supplied by our friends at Sealey, this ceramic-element heater was on test with us for a year. It helped warm both my garage during the winter when I was fettling as well as on trips out in a camper van.

The heat output (1500W/2000W) was more than adequate for my garage, which is just shy of a traditional double garage, with the benefit that it didn’t ‘pong’ like some electric heaters I’ve used. The thermostat also kept the temperature at a pre-set level, so you’re not popping back to turn it off when you get too hot.

It’s light and moveable (2.9 kilos) but I did drop it once and broke the handle! Despite the fact that electric heaters chomp through the power compared to gas-powered heaters, this one is highly recommended. Price online varies – so shop around for the best deal!

£75-£95

£119-£130

■ www.bosch-garden.com 12 / classic motorcycle mechanics