Real Classic - March 2019 - Preview

! MV AGUSTA 750S ! BSA B33 ! PANTHER MODEL 35 ES!

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! MV AGUSTA 750S ! BSA B33 ! PANTHER MODEL 35 ES!

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THE SWEETEST 650

OF THEM ALL

TRIUMPH THUNDERBIRD .............................6

MV AGUSTA 750S........................................50

Long-legged and easy to live with, the unit construction Thunderbird found favour with police forces worldwide. These days, says Rowena Hoseason, it’s also the most affordable of Triumph’s mid-1960s 650 twins…

It’s rare that you see an iconic motorcycle this exotic being ridden on the road. But in America, all things are possible as Nolan Woodbury discovers…

SERIOUSLY SPECIAL GUZZI ........................26

Inspired by the low-slung factory racers of the 1950s, this Guzzi’s owner set about building a modern café custom. The result? A brilliant combination of the bare essentials, says Odgie…

HONDA CB450 K0 .......................................34

There are many theories about why the British motorcycle industry fell from grace faster than Icarus. The real reason, says Paul Miles, can be encapsulated in just three words: Honda Black Bomber PANTHER ELECTRIC ....................................42

A Little Red Racer! A sporting stroker from Yorkshire. Martin Peacock discovers the rare delight of a self-starting twin

REALCLASSIC 179; PUBLISHED IN MARCH 2019

RC REGULARS THE CONTENTS PAGE ................................ 3

Everywhere a delight! Italians galore. MV 750S, super-custom Moto Guzzi. And an Aermacchi, too

ROYAL ENFIELD SUPER METEOR................60

Robert Murdoch bought an extra-special Enfield big twin to take on his Continental travels. Before they could set off, a few things needed fettling…

WE’VE GOT MAIL! .................................... 16

The customary vast array of topics and opinions. Keep them coming!

BSA B33.......................................................66

EVENTS .................................................... 76

While getting to know BSA’s hearty big single, Martyn Roberts noticed a few foibles. It probably needed a top end overhaul. How hard could that possibly be?

Last month we made a joke about the Bristol Show and snow. This time we’re saying nothing…

NORTON COMMANDO REBUILD ................82

Interesting. Just as we were putting together the Thunderbird feature, two ads for Thunderbirds landed. Spooky…

READERS’ FREE ADS ................................ 80

Martin Peacock had a vision, a conversion on the road to Bude. He understood that he wanted a Commando, and this is how he made it… Part 5: Primary Drive, Pistons and Paint

PUB TALK ............................................... 102

The last New Year’s day ‘Vintage Stony’ (probably). PUB reports (and more)…

POWDER COATING......................................90

TALES FROM THE SHED ......................... 108

A couple of decades ago, powder-coating was seen as an inferior finish. These days, it’s pretty much the default during a classic bike restoration. Morgan Rue explains why…

Maybe the worst thing about Frank’s BSA is the sad fact that everyone else on the planet knows how to fix it. Himself?

Less so…

AERMACCHI BUILD .....................................98

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ISSUE 179

R MODEL 35

Stu Thomson set his sights on a singlecylinder Aermacchi and came up trumps with a 1959 Ala Azzurra. Before he sets to with the spanners, what exactly is it?

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WHO’S DONE WHAT REALCLASSIC is carefully crafted by Rowena Hoseason and Frank Westworth of The Cosmic Bike Co Ltd in Cornwall from your very own words of wisdom and contributions from the RC regulars.

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THIS MONTH we’ve been reading the CARDINAL series of Canadian crime-thrillers by Giles Blunt: six books to indulge in with great plots, convincing characters, and a chilling climate; THE WOLF & THE WATCHMAN; truly gruesome Scandi noir set in 18th century Stockholm, and ON THE STEEL BREEZE by Alastair Reynolds, which is the middle book of a vast trilogy about space-faring elephants, and other folk too, of course…

MEANWHILE AT THE MOVIES we thought ALITA was a lot like popcorn: temporarily delicious but ultimately unsatisfying; PREACHER S3 is as violent and profane as ever but the plot advances at the speed of a very slow slug; PERFECT CREATURE was a pleasingly quirky steampunk vampire confection; and UNIVERSAL SOLDIER REGENERATION was deliciously daft – and it made a change to have two actual blokes thumping each other instead of CGI monsters thumping each other…

FROM THE FRONT The new year is certainly turning out to be entertaining – not least on the 2-wheeled front.

So far it’s included a surprising Honda (I doubted that was even possible) and a brand-new Royal Enfield – a twin. You can read a lot about the former and a little about the latter in next month’s magazine – this issue was already too far into production to change by the time I got to ride the bikes.

I always try to approach a bike asking myself the same question – do I want to buy this?

That’s putting it very simply, because it’s a very complicated question reduced to a too-simple single sentence. And it’s almost impossible to answer honestly, too, because if it was easier I’d struggle to move at all in The Shed, because there are a whole load of machines out there which I would buy, were it not for… and that’s the rub. The terms and conditions.‘If I didn’t already have that old Supreme, then I’d certainly buy the Super Supreme, but the old one goes well and I like riding it…’And endless variations on the excuse theme. These usually involve money and space – or the lack of either – and are always entirely valid.

The Honda was a difficult call. Because not only was it unusual – I’ve ridden an almost uncountable number of Hondas down the years, although never one like this – but also because it was such a surprise. You can read about it next time. Which is when you can read about the nearly-new RE Interceptor, too. That was also remarkable. Not least because it is probably the machine which has generated the most interest since we set out on the RealClassic journey fifteen years ago.

I was pondering this. Triumph’s seriously long-legged Bonneville was reissued before RC burped into existence, and was certainly hyped to the skies by a big company’s PR spend, while Norton’s current Commando generated enough hot air to float several big balloons – and in that case I was sufficiently impressed to mortgage the cat and buy one. I should have ridden one before putting down the deposit. You’ll be able to read an interview with Norton’s head honcho in next month’s action-packed issue – he’s very frank about the early twins, and it’s easier to read

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that than it must have been to admit it.

But the Interceptor? It’s really remarkable to ride. So much so that next month will see a short piece, just to set the scene, if you like, and the full-lead version, complete with comparisons to the last of the old Interceptors and with its current competitors, will follow when we’ve had the chance to ride one for a proper ride involving luggage and motorways and mountains, and things like that. And by then we’ll have collected second opinions from several other RC types, several of whom have also been out and about, RE-style. That in itself should be saying something: is a new bike really so interesting?

Yes it is. Are we confident that RC readers want to read about a new machine with an old name?

This is the joy of social media. I floated a few words and pictures out there in the ethers, and the response was remarkable. Just like the bike. If you’re interested, go and bag a test ride, take a few decent pics and send us your thoughts so we can compare notes. Hang onto your wallet, though…

Ride safely Frank Westworth Frank@realclassic.net

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TRIUMPH THUNDERBIRD

The

Budget

T-BIRD T BIRD Long-legged and easy to live with, the unit construction Thunderbird found favour with police forces worldwide. These days, says Rowena Hoseason, it’s also the most affordable of Triumph’s mid-1960s 650 twins…

Photos by Kay Eldridge of FocusedImage.com.au, RC RChive

G

iven its head in 1963, a Triumph Thunderbird swept Bob Currie to 102mph, oozing a deceptively laidback power delivery that was ‘so smooth as to be nigh-on liquid. No kick in the pants feeling, but an all the way push which sends the speedometer needle up in to the nines before you know it.’

One minute, Bob was noodling along at 30mph in top gear. Just 13 seconds later he’d accelerated cleanly to 80mph without swapping a single cog. That’s why the unit construction 6T was so popular with police forces across the UK and municipal fleets worldwide, to the extent that the scuffers’ bikes gained a special nickname – The Saint. It’s also one reason why the Thunderbird of the mid-60s is such an attractive classic rider’s machine today.

There’s another very good reason for the 6T’s modern popularity: price.

Unlike pre-unit Triumphs from the 1950s which will set you back a solid five-figure sum, their 1960s successors can be had for half the price… especially the not-so-sought after single-carb ‘touring’ 650. For many classic fans, the appeal of the Bonneville and Trophy twins is all but

irresistible. But look beyond their immediate magnetism and you’ll see twin carbs and/or high compression, highly tuned engines with a steep price tag to match. Back in the day, the difference between 102mph and 112mph was vitally important. On a Sunday ride with your club section, you’re more likely to appreciate the Thunderbird’s tractability – and several thousand pounds in your pocket…

That bike which Bob rode was one of Triumph’s second phase of unit construction twins, the large capacity twins which were introduced in 1963. One of three 650s in the range, the single-carb Thunderbird took on the touring role. The new motor was certainly stiffer and sleeker than its predecessor, with a lighter flywheel, 3/8” duplex primary chain, stronger clutch and improved shock absorber.

Out went the magneto, and in came points ignition. Multiple fixings now secured the cylinder head – hence this engine’s ‘nine stud’ nickname – and the new aluminium head boasted more fins for better cooling.

The engine sat in a new, single downtube frame and, arriving at the tail end of the era of bathtub bodywork, the unit Thunderbird retained a rear skirt, Triumph’s trademark nacelle and the voluminous mudguards

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MARCH 2019 I 7

Stripped of the earlier bodywork, the 66 T’bird looks lighter and more sporty. Did many riders cry out ‘bring back the bathtub?’

There are many riders – including those at RCHQ – who consider the single-carb 650 to be the best of the Triumph twins. Other views may be available

What it says on the tin. The best part of almost every Triumph is its engine

Cylinder head in close-up. All the Triumph trademarks are there: the fine castings, the stylish finning, the leak-prone external rocker oil feed, the rocker caps which fall off a lot…

Triumphs wore their headlamp nacelles with pride for over a quarter century, but the final Thunderbird was the last machine of the marque to be so equipped

of an all-weather tourer. Many 6Ts were subsequently stripped back to bare essentials by boy racers, so an early unit Thunderbird with complete enclosures commands a price premium over the final, unfaired incarnations built in 1966.That may seem counter-intuitive, given that the last of the line benefitted from a range of improvements to performance, electrics, braking and such, but there’s another reason why the initial unit Thunderbirds have a good reputation.

In 1964, Harry Sturgeon took the reins at

Triumph and he was determined to outshine Edward Turner and double the company’s output. Pushing production towards 4000 bikes per month inevitably led to short-cuts in component manufacture and machine construction. The workforce grew rapidly but the new men at Meriden didn’t necessarily have the experience to maintain machine quality. So although the final Thunderbird, like the 1966 model you see on these pages, theoretically boasts a better spec and sleeker lines, the 1963 machines definitely have a firm following.

8 I MARCH 2019

Nor, as Bob Currie so ably demonstrated, did the big bodywork of the first Bird affect the 6T’s turn of speed. In fact – don’t tell any Trophy or Bonneville owners this – the softly-tuned Thunderbird is a lovely, lazy thing to live with. It might not reach 120mph but you don’t have to cope with a pair of carbs, either. Of the first generation 6T, Cycle World said ‘we simply cannot find fault with the ride and everything operates with great precision... the Thunderbird impressed us as being very much the gentleman’s motorcycle. It has been as

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TRIU UMPH THUNDERBIRD

pleasant a motorcycle as any offered to us for test.’

So there’s a good argument for seeking out a 1963 T-Bird, bathtub and all. On the other hand, the 6T benefitted from the continual development of the 650 range throughout the 1960s. In 1964 it was the first Triumph to make the change from 6V to 12V. Detail tweaks followed in 1965.

For its final year of production, the 6T was given Triumph’s latest frame – fine-tuned

by Doug Hele with a steering head angle of 28 degrees to lessen any speed weave –

together with an improved version of the 8” front brake with wider linings. This brake was better than the one before, although still far from ideal even for the soft-tune version of the 650.

The 650 twins also received a significant series of engine upgrades for 1966, which turned out to be the Thunderbird’s swansong year. The motor’s mass was reduced by 2.5lb with the introduction of a new crank and flywheel. Unlike the sports twins, the 6T wasn’t afflicted with Thruxton cams and high comp pistons so once again it escaped the

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effects of nasty high-rev vibration. Words like ‘harsh’ and ‘highly strung’ might be applied to the T-Bird’s stablemates, but the 6T retained its relaxed attitude.

Cooling improved with greater oil capacity and the last 6T should be slightly less leaky than an earlier Bird, as the prone-to-seeping oil pressure warning widget was removed.

Somehow, the 6T’s claimed power also snuck up during the 1960s, from 34bhp when introduced to 40 in its final incarnation. So the 1966 edition might just be the best bird of the bunch…

MARCH 2019 I 9

Above and below: Production engineering took hold during the 1960s as components were gradually standardised across several marques. The 1” handlebars which Triumph had used since the 1930s were finally replaced by 7/8” bars

Outstanding…

The Thunderbird certainly proved to be the best value all-rounder in the Triumph range so far as fleets were concerned, and thousands were delivered to various municipal departments. Designated the 6TW until 1964 and the 6TP thereafter, some of the police T-birds were the same spec as customer bikes but individual forces had different requirements; legshields, space for radio sets, fairings and so on. While initially the unit-construction police bikes were all black, from 1965 the Metropolitan Police switched to white livery.

Harry Woolridge, who worked for three decades at Meriden, recalled that the Met’s bikes had to be certified capable of surpassing 100mph, so each machine was speed-tested at MIRA. Some police machines were delivered with a different carb (a 389 Monobloc), wide-ratio gearbox and the Bonneville inlet cam, and similarly equipped Thunderbirds were also used by the IoM

10 I MARCH 2019

travelling marshals. But for traffic duty and navigating the city streetss, the 6T really needed to be tractable an nd dependable. That smooth flexibility makes itt ideally suited to today’s classic riders, who probably aren’t so fussed about its ability a to hit the ton…

Which brings us to whaat you might pay for a 6T today, and that’s not much h more than a well turned out BSA A10 or an AMC sports 650, as it happens.

Thunderbird prices range from £4000 for an unfaired model which needs some work, to a ready-toride bikini bike for £7000. Some chancer – I mean ‘optimistic trader’ – advertised an oddly

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Below: Handsome from any angle. Triumph made their rear numberplates deeper to handle the 1963-on UK registration numbers and the new suffix letter. Which does look a little odd with an Australian plate!

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12 I MARCH 2019

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TRIUMPH THUNDERBIRD

RC READERS RECOMMEND Unsurprisingly, many members of the RC Facebook group have owned unit Triumph twins during their long / distinguished riding careers.

These are the upgrades they consider essential...

By 1966, Triumph’s frames had improved to the point where a steering damper was only really an issue when pulling a chair

The front end was mostly sorted by now, and although the brake is still an sls device, it works pretty well

orange-coloured one for £11,500 recently, but that’s mad money. You could instead pay the £8k asking price for one of the initial 1963 editions, complete with its original bodywork and lots of history from its long-term owner. I’d probably haggle him down a bit; £7500 is about top dollar for an OTR example from a dealer with a threemonth warranty.

Or if you want one of the last of the line, an unfaired 1966 machine like our featured bike, Barnfields Classics are selling a restored example for £5500. Another ‘ran recently but needs recommissioning’ 1964 6T sold for £5737 at auction last year, while

a dusty 1965 bike, stored for two decades, fetched just £4000.

You’ll frequently find the final 1966 6Ts being overlooked at auctions – they don’t have the traditional styling of the older Birds and are overshadowed by their Trophy and Bonneville siblings. Quite a few get turned into Trophy clones with high pipes and wide bars, which doesn’t make them worth any more money. You should get a good, late Thunderbird for £5000 – less than half the price of its pre-unit counterpart.

That was part of the attraction for Steve in Australia, whose bike we see here. A long-term motorcyclist who took his bike

AN OIL FILTER and a Morgo oil pump (Lars Sandström) TRI-SPARK ignition (Paul Miles) ON PRE-OIF bikes, the best mod you can make is to fit a 2ls front brake (Chris Maughan) ROADRIDER TYRES; with those, electronic ignition and an oil filter it’s then hard to further improve perfection! (Martin Peacock)

test before he ever thought of driving a car, Steve was on the lookout for a practical classic a couple of years back.

‘I’m lucky enough to have a partner, Jennifer, who enjoys motorcycling as much as me,’ he explains. ‘I was after a usable classic that had enough torque for comfortable two-up riding, and the Triumph more than fits the bill.’

Steve’s been round the block with a wide variety of two-wheelers, ranging from BSA’s Bantam to a Suzuki Hayabusa through a 350 Douglas to a Rickman Honda. He’s owned a pre-unit Triumph before so felt comfortable with taking on a partially

Right: As at the front end, the T’bird’s rear is entirely conventional. Chain drive, twin shocks and a pair of silencers which do little to calm the rasp of a Triumph twin Below: It started out as the top of the range sports twin, but by this time the Thunderbird was the single-carb sporting tourist

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MARCH 2019 I 13

1966 TRIUMPH THUNDERBIRD FACT PACK Bore / stroke

71mm x 82mm

Capacity

649cc

Compression

7.5:1

Output

37bhp @ 6700rpm

Carburettor

376/303 Amal Monobloc

Front wheel

3.25 x 18

Rear wheel

3.50 x 18

Front brake

8”sls

Rear brake

7”sls

Wheelbase

55”

restored, unfinished project. The T-Bird took about a year to return to running order with Steve completing a top end rebuild and electrical fettling. He was grateful for ‘professional assistance with parts and technical advice from Roy Kilgore. ‘Graham helped with the paint and encouragement, and Kerry helped with the sheet metal parts.’ 1200 miles later, Steve’s very happy with the result of their labours. ‘It’s not a concours-perfect restoration but it’s very tidy and never fails to get a thumbs-up.’

Steve opted to fit a Tri-Spark electronic ignition which has served him well. ‘It starts first kick, hot or cold. I particularly like the Thunderbird’s classic style – the headlight nacelle – and the practical 18” front wheel.’

14 I MARCH 2019

Crying out to be ridden…

He finds that Avon RoadRider tyres suit its handling, and so far the 6T has been completely dependable: ‘I just have to keep an eye on nuts and bolts loosening up. I wanted a usable classic that

It’s more usual to see the darker colour on the top of the tank – but an owner can do what an owner wants

would cruise comfortably at 60mph, and this is a great bike for a Saturday afternoon ride into the highlands, for a beer and lunch with Jen. I think it is one of Jennifer’s favourites as far as pillion comfort goes.

It can easily keep up with traffic, is easy to ride, has reasonable brakes for the era and nice light handling. It requires a little maintenance but it’s never let me down.

I wouldn’t change a thing!’

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MARCH 2019 I 15

RC readers write, rant and rattle on...

Summat to say? Send your comments, hints, tips, tales of woe and derring-don’t to: RCHQ@RealClassic.net

MIGHTY MOPEDS

Frank’s ‘road test’ of the mighty Puch MS50 brought back memories. In about 1970 I was regional rep for a dealer who had the Puch franchise for Kent and Sussex. My job was to tour all the dealers in a Transit van trying to flog those things. While well-made they were pretty awful to ride, the pedal / footrests being far too high. They were not popular and I think I got 15 bob commission per sale. The Puch Maxi was a very different box of tricks.

They sold like hot cakes, but my commission was cut to 10 bob each because I was getting too much take-home pay!

My ‘works bike’ was the very delectable Puch 125 motorcycle. I remember taking it to Brands Hatch for a press day and Bruce MainSmith flogging the testicles off the poor little thing around the track. His opinion was it was a good performer if you kept it on the boil to the maximum and forgot about top gear!

I was well known and liked by my dealers as my sales pitch was a bit different from the ‘big boy’ reps. I would load up the van with road test machines, park at the edge of a town and then ride a Puch Maxi around it to the shops – no crash hats were needed in those days.

In fine weather I might do a day doing the rounds from Kent on the 125. Happy days.

Back to the current day; I agree with PUB’s complaint about the vestigial front mudguards (they should be done under the Trades Description Act) on many new bikes. My other bleat is about the lack of centrestands. Just look at the Triumphs in Alan Cathcart’s review. How can you adjust a chain or get out a wheel easily? Are we supposed to buy paddock stands?

I see PUB is looking around for a lighter bike with an electric foot. After a stroke I went through a few, including the Chinese Sinnis 250, but eventually ended up with my current classic, a 1992 Honda CD250U. Fairly rare, but a good little machine in perfect original nick with 20 thousand on the clock. I was determined to find one after reading Mark Holyoakes’s review of one in 2016. It only cost

16 I MARCH 2019

me £1400, too! The future classics will be the Japanese bikes of the later 20th century, no doubt.

Mike Knowles, member 8882

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Great letter, thanks! There are so many lighter bikes with electric feet that we could fill several magazines with them. The best is Norton’s ES400 Electra, obviously! FrankW

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