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Top trailie ridden!

YAMAHA DT1 Buyer’s guide!




Le Mans MkII ridden & why it’s a great buy!

YAMAHA 1000A Quirky 90s oddball ridden!

April 2018 Issue 336


Make your own wiring loom. 80s: Stan Stephens Yamaha RD500LC race tune. 70s: Project CB750 K2, Honda C70, Z1300 and Z1325 in the Workshop. Also: Allen Millyard, Q&A: Your questions answered, your bikes and your memories!

April 2018 Issue 366 Publisher: Dan Savage, 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 Tel: 01507 529412 Advertising: Robert Bee, 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: General enquiries and back issues: Tel: 01507 529529 24 hour answer phone Archivist: Jane Skayman, 01507 529423 Subscription: Full subscription rates (but see page 40 for offer): (12 months 12 issues, inc post and packing) – UK £51.60. Export rates are also available – see page 40 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 18, 2018 Advertising deadline: March 29, 2018 © 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

Do you like quirky? It’s a question we have to ask this month. Why? Well, we have a few saucy but eclectic machines in the pages of your CMM this month. Firstly, there’s the Yamaha GTS1000A. Our man Chris Moss went for a ride and loved it – but it did take time for him to gel with the machine. Then there’s Jim Lindsay, who took out his own Moto Guzzi Le Mans Mk II and told us about his effusive love for this very quirky V-twin. We backed this up with some Marketplace research on values and just what people think of this Italian machine and other, cheaper quirky two-wheelers. So, what is your guilty two-wheeled pleasure? We’d love to know! Me? Well, I did rather enjoy Aprilia’s very strange-looking Moto 6.5. This was a mid-1990s single-cylinder bike (the heart of which came from the lovely Pegaso) which I managed to get my mitts on

The Professional Publishers Association


Jim Lindsay

Allen Millyard

He’s still beavering away. This month it’s the DT1 Buyer’s Guide and a rebuild your wiring loom missive!

Our Jim has been riding his Moto Guzzi Le Mans Mk II. We’ve heard he’s poorly too, so get well soon mate!

We are getting so much mail saying that you love Allen’s musings that we may well expand his column next issue…

Older bikes editor

Paul Berryman

Yes, PB is back with his Suzuki DR600. Eagle-eyed readers may have spotted him on TV’s Portrait Artist of the Year.

Ralph Ferrand He’s still sorting that there Z1325 AND now he’s fixing his gorgeous Kawasaki Z1300, which has a temperature!

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

Steve Cooper

Big Zed mad-man X2

Having trouble finding a copy of this magazine?


He’s an artist, you know!

Independent publisher since 1885

for a few months. But, while I loved the way it rode, handled and went in the urban sprawl, whenever I got off the thing and looked at it, it sucked! The Moto 6.5 was a weird meeting of minds: one being Aprilia’s motorcycle R&D department and the other being kettle (among other things) designer Phillipe Starck. So, while it went well in the city and was nippy, it sadly looked like a slapped bottom. Still, there’s a lot to be said for left-field motorcycles, so if you have one and you love one: fair play!

Get well soon mate!

Chris Moss

More popular than the editor


Our inflatable friend! MONTH! What can be said of Chris Moss that is actually printable in a magazine? Not a great deal, it has to be said, but thankfully our northern hero managed to do something truly remarkable for us this month when he rode a decidedly quirky Yamaha GTS1000A. Remarkably, he didn’t lose the (funny) front end, but instead came away rather impressed with the hub-centre steered 1990s oddball machine. So were we!

Stan Stephens The Master returns

Yes, the legend Stan Stephens returns with his take on a Yamaha RD500LC tune! For Wayne Gardner, of all people!

Mark Haycock Q&A King

Mark is sorting his Honda CB750 K2’s chain and sprockets, and answering some of your pressing questions.

Niall Mackenzie

Robert Bee

Will Barber

Our pet BSB triple champ and classic lover has finally finished his Honda C70, so he re-creates a shot from his youth!

Big Bad Bob is the main man to speak to, should you wish to advertise in your favourite magazine: CMM!

Will writes and twirls the spanners. This month, he rebuilds a rare beast indeed: Kawasaki’s Z1-R TC Turbo!

C70 sorted!

Ad Contact

Classy classic restorer! / 3


❙ Q&A










Mark Haycock with a page of tips. Ralph Ferrand makes some bits and pieces for the Zed. Niall Mackenzie finally finishes his Cub and goes back in time. Allen crafts his cams and crank. Impressive!


Ralph on part one of curing his six’s temperature issues.


Stan Stephens is back and talking race tunes for Wayne Gardner?


❙ HONDA CB750 K2



Mark Haycock on part one of sorting his chain and sprockets. Scoop’s guide on an early trail iron!

110 ❙ SUZUKI DR600

Paul Berryman returns with part 8 of his thumper.

114 ❙ MAKE YOUR OWN LOOM Wiring worries? Ask Scoop!

119 ❙ TRIUMPH DAYTONA 600/650

Bertie on why this fab four needs saving.





10 12 14 20 22


27 32


An AC Sanctuary masterpiece! Want a quirky bike? You’ve come to the right place! New kit, tools and tyres.


Subscribe and save cash!




CMM TESTED We try stuff out.


Events, news and what’s on.


WIN Bridgestone tyres!


WIN S-Doc cleaning kit and Tamiya kits! Bertie rides the trailie single.


Chris Moss on the hub-centre steered super-tourer.

53 60


Get ready for this event!


Jim Lindsay rides another quirky, loveable oddball.


Will Barber does the business on this loveable rarity!


An endurance racer CBX1000!


What’s happening in the May CMM?


Pip praises simple bikes… / 5

From any angle, the AC Sanctuary Z1-R looks gorgeous.

6 / classic motorcycle mechanics

All hail


AC Sanctuary is a Japanese tuning shop formed by Hiroyuki Nakamura, a 50-year-old wizard for whom turning classics into up-rated ‘modern’ classics was always a hobby. Way back when, he was a mechanic for a bike dealership in Chiba, east of Tokyo and a massive fan of Kawasaki’s air-cooled four-cylinder bikes. He loved them so he began to tinker with them, melding old and new in a perfect symbiosis of modern chassis parts and beefed up powerplants with a dash of aggressive styling. When people saw what he was doing with his own bikes – others began to ask him to do the same to theirs and his business grew. By 1995 the scene was growing in Japan – thanks in part to magazines such as Hyper Bike – so he formed AC Sanctuary. This (in typical Japaneseinto-English estimation) meant ‘Asphalt Cowboys’ Sanctuary: soon he was not only selling parts for customers to make their own machines, but building some of the most striking specials from anywhere around the world. Such was his success that Nakamura’s business grew until he was employing around 20 people in a big design office in Edogawa, eastern Tokyo. He didn’t stop at air-cooled Kwaks either – he’s moved into Hondas including big CB models, Suzuki’s GSX/Katana series and liquid-cooled Kawasakis including the GPz750 and 900R Ninjas. We just love this Kawasaki Z1-R: Nakamurasan – we salute you! cmm

Hiroyuki Nakamura AC Sanctuary founder / 7

Marketplace Oddly alluring!


Every month we take a 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 quirky but attractive bikes we often fall in love with.


he Moto Guzzi Le Mans (or lemon) Mk II is not the one to own, but it’s still a great bike and weirdly arousing. Of course, the one to own is the Mk I and even the very early red framed rare pre-Mk I at around £17,000. But if you haven’t got around £12,500 to spend, you can settle for the Mk II and have some change from £10,000. It’s all about the motor, Italian quirks and exotica. It will surprise you every time you ride it. Will it start? Will it spit you off in a corner because you failed to match the engine revs with the gear as you pitch into a corner? Will the clutch be in the ‘on’ or ‘off’ position and will you want it in whichever position it has decided to be in at that moment? It is like a quirky-looking woman who is mercurial and fiery: the sex can be phenomenal, but you could be thrown off and see a blade crashing into your heart at any moment!

Different, we’ll grant you. Involving? Yes!

Having said all of that, why would you want one? The motor looks incredible and the bike is built around that motor. It has bags of torque and can take a bit of a thrashing, once warmed up. The shaft drive on these does cause quirky handling and the clutch has no slip factor, just on or off. The electrics are, well, 1970s Italian. Need we say any more? But the same is true of the pre Mk I and Mk I also. So it’s really just all down to the styling, oh and a linked braking system. The Mk II has a linked rear brake, so when you press the rear brake lever, the rear brake operates and the front right disc operates at 75/25% in favour of the front brake. The front left disc is operated from the front brake lever. It also has a rectangular headlight (just like Yamaha’s XS1100, or the Austin Allegro steering wheel, how very 1978). The handlebar fairing messes up the lines and the mirrors are a very cheap after-thought (again, how very 1978). But, it has great character, charm and charisma in spite of all of its faults: just (in fact) like the Mk I. Now if you were to remove the headlight and replace it with a round one and remove the fairing (and replace it with a Mk I item, or no fairing at all) then this machine would look stunning. The late 1970s and early 80s weren’t very kind to motorcycle design, or any other design for that matter and, to be honest, the Guzzi Le Mans got off lightly. So this quirky motorcycle can deliver great fun, draw attention and is a rideable classic. With a little bit of gentle, low-cost tweaking it can look incredible. But whatever you decide to take off, it’s always advisable to keep it in a box, so you can put it back to original when the time comes to sell it on, if you so choose. These machines are quirky, take quite a bit of getting used to and can be temperamental. Will they increase in value and are they a great place to park your hard earned cash? Yes, I think they will increase in value, especially as people temporarily re-style them without drastic surgery. They sound fantastic and, once you get to know them, they handle very well. Due to the riding position, they are not great for long journeys as the cylinders get in the way of your knees and the low ace bars create quite a stretch to the handlebars. But once you understand where its limitations lie, I think this motorcycle is a blast and great fun: just like your mercurial, fiery lover… cmm ■

8 / classic motorcycle mechanics



f you fancy a classic bike with a styling edge, where do start looking? Starting at the bargain basement end may I present the Yamaha SZR660? Despite having a Deltabox chassis based on the geometry of a TZ250 race bike the SZR660 was bullied by everyone from the off. The single cylinder engine came from the Yamaha XTZ660; it kind of emulated what people had been doing for years, taking a large four-stroke single and plonking it in a lithe chassis. If Yamaha thought that they had created a smash hit they were to be seriously upset. It pretty much bombed, but why? The bike had decent suspension, three spoke wheels and good brakes: it also had a big bottom – the seat unit still looks daft over two decades later. The upside is they are cheap! I found three online, none of them was dearer than £1500. Our European cousins love a quirky bike, at times the idea gets lost in translation: take BMW’s K1. It was the first 16 valve water-cooled flat four engine that BMW had built, the base of the motor was pretty much the same as the early K100RS. BMW then decided to

finish them in either a dull blue or a radiant red, both had custard yellow trimmings! Your typical BMW owner wasn’t ready for that, so who were they aiming it at? It’s a question that’s too big for me to answer. Talking of size, the bodywork was huge: it kind of makes you appreciate what a decent job Honda did when they built their early jellymould CBR models. K1 prices are pretty steady: the cheapest one I could find was a Japanese import. It was offered unregistered in the UK and lacked any service history. BMW owners love receipts and service history. For a K1 with history you’re looking at £5000! The Italians had a fixation for acres of bodywork too. The Ducati Paso was their effort and while it looks better than the K1, beneath that bodywork lurks an early 1990s Ducati engine and electrics. The later water-cooled models actually make for a decent ride, but prices for all varieties of the Paso settle at around £3000, they peak at around £5000, similar to the K1. At the other extreme of a quirky classic are those bikes with next to no bodywork. Honda threw off their suit and tie and let their hair down; the result was the Valkyrie, y , it is much more than a stripped down Gold

Wing. In a way it paved the way for bikes like the Triumph Rocket III to come along. The flat six engine is delicious, so don’t turn your nose up until you’ve tried one. Honda must have been chuffed; they went on to build the Honda Rune, another Gold Wing inspired bike that was morphed with Judge Dredd looks. The Valkyrie holds its value well, they never end up in the wrong hands: most do however end up dressed in extras! Good ’uns are £5000. The quirkiest bike of the 1970s is where I’ll sign off: the Honda Phil Read Replica; was a bit of a balls-up from the off. It was commissioned by Honda Britain to celebrate Phil’s Formula One victory at the 1977 TT. Colin Seeley got the gig and around 150-ish were going to be built. The Phil Read Replica was the first Japanese bike to come with a full race fairing. It also had twin Cibie lights and an alloy fuel tank. The low volume run was never met, a dispute between the parties involved in its birth had some unresolved issues and they reckon fewer than 100 were actually sold. So at £8450, this is my most expensive suggestion of quirky classic that is also extremelyy rare. Payy yyour moneyy and take your (quirky) choice. cmm / 9



The latest riding kit, kit top tools, tools tyres, retro clothinng and more! W2 DZ RAINPROOF AINPROOF BOOTS With winter show wing no sign of releasing its icy grrip on us just yet, these could be jusst what you’re looking for. W2 is an Italian brand established in 198 85 that happens to be used by top-level racer Yonny Hernandez. Not th hat he’d whizz around race-track ks in these – they are the W2 DZ Raiinproof boots. So that means the ey’re made from leather, have a raiinproof membrane, double zippers forr closure and an anatomical, removable foot-bed. Black only, sizes 7-11. 7 uk

£ £119.99



The new Skwal 2 allows you to be seen at night – as it features its own LED lights front and rear! The helmet itself has been improved for 2018, so it’s quieter (thanks to better aerodynamics) but it still comes in 23 colour options including replicas of famous riders. The Skwal 2 is available in XS to XL.



10 / classic motorcycle mechanics

After more than 10 years in business, Higgspeed has decided to broaden its range due to public demand. It now offers a range of finishes for its exhausts. You can choose from a mirror polished stainless steel, or mild steel pipes which are lacquered to keep the ‘just welded’ look and mild steel pipes in satin black, which are particularly popular among Yamaha owners. Improvements have also been made to the exhausts thanks to investment in new CNC machinery at Higgspeed, so exhausts now have a new baffle-end design which is standard fitment. Good work Dave! Prices vary, but some examples include ‘tailpipe style’ twins £450, triples £540. For GP-style pipes with bolt-on end cans prices start at £520 for twins, and £640 for triples.

WEISE NEMESIS/LUNA TROUSERS These are textile riding trousers tailored to suit the differing shapes of men and women. The men’s (Nemesis) and ladies’ (Luna) trousers are made from a tough textile outer with a waterproof, windproof drop liner and removable thermal liner. The back of the waist is raised to cover that (often chilly) lower back area and these can be zipped to Weise riding jackets and the Nemesis also has a zip for attaching Weise braces. Removable CE-approved armour is on the knees with pockets for hip armour which needs to be purchased separately. Nemesis comes in sizes S-5XL and Luna in sizes 8-22.





The Suzuki Bandit 600 and 1200 both suffer from the same blight: the original seat cover is prone to splitting at the front where the saddle meets the fuel tank. Gaffer tape is a quick fix but if you want to do the job properly then Lucky7Moto can help you out. Lucky7moto will also restore any worn sponge, this often the result of those mend and make do repairs made over the years. They will undertake any seat and offer a range of vinyl finishes. Steve Adams from Lucky7moto is a fully experienced upholsterer, he’s also the creator of some of the finest specials we’ve featured within CMM, so give him a go.

Frank is a motorcycle journalist who has been there, done that and doesn’t want to stop telling people about it. From riding classics to organising the Thunder Sprint: it’s all here: 132 pages, lavishly illustrated. product/5528/bookazine-ride-ofmy-life-frank-melling

LUCAS RITA REPLACEMENT If you’ve got an old Italian stallion or Brit thumper/ triple that’s equipped with a Lucas Rita ignition unit (AB11/AB5) then you’re in luck as Rex’s Speed Shop now does a ‘Rita revival’ service. They refresh and replace the internals with modern parts to improve the reliability of your bike. Highly recommended! Around




Engaging book looking at Gary Ilminen’s fascination with the Bonneville Salt Flats and his ‘late in life’ attempts to break a US national speed record on a 40-year-old bike. / 11



Riding kit worn, tools twirledd & ty tyres turned ARAI RX-7V R

Over the last 30 ye ears I’ve worn a lot of helmets from bud dget to wallet-busting and this clearly siits in the latter camp. Having worn alll of Arai’s RX-7 family for the lasst 20 years, this does indeed represen nt the pinnacle of their helmet design. What makes it special? Well, there’s th no denying the cachet of wearing w an Arai (like many race sta ars have) but it’s the overall qualityy. It’s perhaps only rivalled by on ne other Japanese manufacturer in my experienc xperience. When you put this helmet on, it’s the h quality of the (removable) lining, the slickness of the visor system, the brilliance of the ventilation system (eyebrow and chin vents work brilliantly) and the knowledge that Arai has improved the integrity of the outer shell as well as widened the visor for better peripheral vision over time, too. In the past, the RX-7 was a loud lid to wear – thanks to the lumps and bumps – but either I’m getting deaf or things have improved with this ‘smoother’ shell-shape. Having worn this since 2015 and for a good 20,000 miles, it still feels as good as

£669.999£789.999 new: which iss a shame, as guidelines say it’ss due to be replaced. Price? Yup, it’s very pricey… … mainly due to exchange rates tes and the th like. So I’d plump for a plain, rather than pricier (by £120) replica. The only down point on this helmet is the updated visor change system. The old one was a simple affair, but they’ve made this one fussier. The side-pods are now tethered to the lid and it is harder to change – and no amount of experts changing them in seconds will make me change my mind. Sorry… backward step. Now, you’ll spot that this Arai has a non-standard non standard paint scheme? s Well, this is a


■ Bertie Simmonds

SPADDA STELVIO JACKET This is a retrro-styled, tailored jacket with the opttion to tighten the waist with adjusta able velcro straps and also the arms wiith poppers. It sports a thermal rem movable lining and cooling vents on the e back, which when opened on ttheir own don’t really do a great deal b but in conjunction with the large vents on the front that are held open by magnets are good at keeping yyou cool in the summer. What I would say is that those magnetts could do with being a tad stro onger as they give up at about 7 70mph and can flap open. I’ve worn this jacket for many months now w and the overall quality is very high.. You’ve got more pockets than a comm mando would need too.

12 / classic motorcycle mechanics

‘Bertie Simmonds’’ replica eplica that I designed back in 1994 and have had on my lids since 1997. Yes, it’s the only treat I give myself. Lovely, colourful and striking, it’s by the genius Richard Stevens of Rich-Art, who paints many a British Superbike rider’s helmet. I won’t go into costs here (it ain’t cheap) but he’s the best around and the quality is second to none. Also, the cost depends on the complexity of design, so go to:

The waterproof inner liner has not let me down, and I’ve ridden in some ruddy awful downpours. The outer shell gets a bit heavy when wet but the liner keeps out all the moisture, this includes all the pockets as well: the best of them being the one on the bottom of your back, which is ideal for holding a small pair of waterproof over-trousers. If there was to be one down point it’s that the thermal lining pokes out of the arms a little so in a downpour and wearing it without gauntlet gloves, it would get wet and possibly wick up your arms. Other than that, I love it: 9/10! ■ Jonathan Schofield

Classic Motorcycle Mechanics April 2018  
Classic Motorcycle Mechanics April 2018  

Classic Motorcycle Mechanics April 2018 preview Read more at: