Real Classic - April 2020 - Preview

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NORTON MERCURY ..................................

6

Two decadesafter Geoff Dukefirst rode a featherbed-framedNorton to victory,the last of the Dominatortwins rolled off the production line. Stuart Urquhart meetsthe fleet-footed Mercury...

VINTAGE TINKLER ...................................

BSA A10 GOLDEN FLASH ........................ 56

Who in their right mind would pay a fourfigure sum for a set of crashbarsfor a BSA? RobinSmith reckonsa rarepair of crashbars cost him more than ÂŁ4000- once he rebuilt the A10which camewith them ...

30

A noted Italian marquesets up to challengea noted Britishmarqueas Benellitake on Royal Enfieldin the retro market.Alan Cathcarttries out the latestcompetitor...

AJS SPECIAL ............................................

Overa quarter-century,LawrenceHowes hasencounteredalmost every conceivable gremlin you might find in a unit-construction Triumphtwin. Herehe shareswhat went wrong, so you can avoid similar pitfalls...

26

In a moment of strangesynchronicity,Alan Frekediscoverednot one but two mentions of an innovativevintage machine,the ohc Tinkler.Hedonned his detective hat to investigate...

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TRIUMPH T120 BONNEVILLE .................. 46

40

ChrisRimmerwas updating hisold AJSModel 18with better brakes,suspensionand lights.

That sounded like the perfect moment to swap its styling for something inspiredby AMC'soff-roaders...

ROYAL ENFIELD CRUSADER ................... 74

After spending a quiet year in retirement, Alistair Mathesonneededa new challenge.

Time to spiceup life with hisfirst motorcycle restoration:an Enfield250 single.Should be fairly straightforward,surely?

PROJECT WORLD-BEATER ...................... 80

Lastmonth, Odgie started building a new flat-track racebike powered by a military Can-Amtwo-stroke motor. Next step: an ambitious weight lossplan and setting up the suspension...

MV AVELLO REBUILD ..............................

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John Layhasbeen bringing an Italian-inspired 1963150ccfour-strokebackto life, but all isfar from straightforward with his Spanish-built MVAgusta...

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FROM THEFRONT This is probably the strangest and most difficult editorial I've had to write. Rea/Classic is a magazine all - and I do mean 'all' - about bikes, mostly ancient and sometimes a little bit modern, and the lifetimes of entertainment and delight they can supply. Observe how, even now, I am studiously ignoring the spannerflinging frustration of working on a BSA A65.

Positivity in all things. Wherever possible .

Which is the key to this hopefully unique editorial. As I write this, it's the evening of Mothering Sunday, as we classic types should call it. The sun is shining, the skies are marvellously blue, my Triumph has just got a pair of new tyres, as well as a new chain and sprockets. It's even booked in for a big service, ready for the Great Spring Riding Revival. The snag is that there isn't going to be one this year.

And you do not need me to remind you why this is.

Is there anything I can say here which is relevant in the suddenly scary world in which we find ourselves? Is there anything useful which can connect the grim world of medical emergencies and old motorcycles - which, to be honest, is a pretty arcane interest at the best ohimes? I think there is.

It is all too easy to fall back from life's delights, to simply lose enthusiasm, to stumble into a very dark place of sadness and despair. At a time like this it is impossible to be unaffected by the events surrounding us all out there in the real world. That's the world we live in, as do all our family and friends - it would be idiotic to pretend otherwise.

Rea/Classic started out as very much a magazine based around you, The Reader, rather than around those who actually work on it. We have always done our best to promote the notion that the very best bike stories come from those who own them, ride them, fix and fettle them , and we've always wanted to be as honest as we can. Hence the magazine's name: REALclassic. And it 's worked, rather delightfully.

We have regulars, we have occasional professional pieces - like the Benelli story in this very issue - but mostly we've managed to stay focussed on real world riding; old bikes in use .. . or under construction. Under construction permanently in some cases...

We have - you and I - developed a faintly superb bunch-of-friends feel. RCfeels more like a community than most magazines. Loads of us - you and me both - know each other in a social sense, an out there together sense. We chat on line, share our delights and disasters, ask for and receive help , advice and encouragement.

CONTACTUS! â&#x20AC;˘:i'i4â&#x20AC;˘h, ~

And that is my theme for this month.

The times are a challenge, that is a simple fact. But shared enthusiasm can help brighten lives - today as it always has. So I'd ask you to join in, tell us what you think about bikes, things to cheer us all up, to lighten the occasionally sombre moods we all suffer from . Our Facebook group is lively and almost always positive, chatty and cheerful. Feel free to join in.

And - because this is a difficult time commercially for us here at RCHQ- please keep up your subscription. We depend on you for our survival. If you habitually pass your copy on to a pal - please consider asking them to take a sub for themselves. Or better perhaps - give them a sub of their own for a birthday, or Christmas, or because their bike's just passed its MoT. Any excuse.

And look after yourself, too. That's the best any of us can do.

Ride safely

Frank Westworth Frank@realclassic.net

THE NEXT ISSUE (RC193)WILL BEPUBLISHED ON MAY4TH, AND SHOULDREACHUK SUBSCRIBERS BYMAY8th

BY EMAIL: TP@RealOassic.net ONLINE: www.Real-Classic.co.uk

I

RealClassic

6 I APRIL2020

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Most folk think that the Atlas was the last of the featherbed Nortons. Not so

s we may recall from RC167,Triumph fan Chris has owned manyTRWs. But Chris served his spannering apprenticeship rebuilding a 1960s Norton Dominator, which left a lasting impression.

When the opportunity arose to purchase a local Norton 650 twin, Chris didn't need much arm-twisting to decide that the bike was for him. The vendor was an engineer by profession, and had partially and sympathetically restored the Norton. It had matching frame and engine numbers and was still running on its original bore and pistons - exactly the sort of motorcycle Chris likes to add to his modest collection of roadgoing classics.

Nor was this an average Norton Dom mi.

Chris had got his hands on a rare and delightful Mercury 650 model. According to your humble scribe's research, only 160 Mercury models were manufactured during a brief two year production span, 1968-70, and chiefly for export to the United States.

However, according to its documents, this lovely Mercury is a UK model which was manufactured in 1968 and registered in 1970. It probably languished in a UK dealer's showroom being upstaged by the new >-

APRIL2020 I 7

RealClassic

Norton were pushing the Commando hard at this time, so the Mercury promo material was a little low-key Commando, Triumph Trident and Kawasaki H1 - models that were much more desirable to young guns perusing the showrooms.

According to Chris, the Norton Mercury was not a parts bin special, as some people claimed following Norton's launch of the Commando. 'Far from it!' he said.'The 650 twin engine benefited from several Commando components, making it a strong and reliable unit. Running 9:1 compression and producing 47bhp in standard spec, it was no slouch either. Power could be easily improved by fitting aftermarket big valve heads and high lift cams, making the 65055 and Mercury models very potent indeed.

Most early Mercuries were sold in a drab blue and black livery, but the later Super Sports finish of black and silver with the addition of a sporty rev counter helped to make them more attractive to buyers: Chris was seduced by this Mercury's handsome and original appearance, as well as its matching engine , gearbox and frame numbers - originality that extended to the standard spec engine, factory chrome exhausts, gleaming silver paintwork and Dunlop rims. Norton anoraks might note that the stainless sports style mudguards aren't

8 I APRIL2020

exactly 1968 factory spec - according to Chris they would have been painted blue on the original model.

This Mercury came to Chris with a couple of important modifications: an improved engine breather and a layshaft bush upgrade for the gearbox - the only known weakness with the otherwise excellent AMC box . 'I am very happy with the Mercury's excellent condition and the fact that the previous owner hasn't overly restored the machine, retaining many original features, including the beautifully painted petrol tank and pristine paintwork, only the original chrome tank badges have the odd blemish that might hint to long service. The Dunlop wheels have minute traces of rust around some spoke nipples otherwise the rims are perfect for 60 years in service. Even the original chrome exhausts are near perfect, and the header pipes show no sign of discolouration or heat bloom - it's an excellent example of a well-finished, end of the line motorcycle!'

Designed by Bert Hopwood, the first Norton Dominator appeared in 1948 as the Model 7. It had a conventional plunger frame and 497cc vertical twin engine. The engine had an iron cylinder head and barrel with a

chain-driven camshaft mounted at the front of the engine with its cam followers inset into the barrel. With a bore and stroke of 66 x 72.6mm, the new twin delivered 29bhp at 6000rpm and was capable of90mph. The Model 7's Roadholder telescopic forks, cradle frame, plunger rear suspension and Norton gearbox were borrowed from the firm's popular ES2single.

The new-styled Dominator 88 was introduced in 1952 and benefitted from Norton 's race-winning featherbed frame. The wideline frame and its shortened Roadholder forks set new standards in handling. Well received by customers, the 88's punchy 500 engine and iconic racing frame would continue well into the late 1960s - even the featherbed's styling and pear-shaped silencers proved popular in the showrooms .

By 1955 the Dommi 88 was upgraded with an alloy cylinder head, a new Amal monobloc carburettor, larger 8"front brake and a welded rear sub frame to help improve the frame 's rigidity.

To keep pace with a universal demand for higher performance , the 596cc Dominator 99 also arrived that same year. With a bore and stroke of 68 x 82mm, the 99's powerful

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engine produced 34bhp at 6500rpm and was capable of reaching the defining ton.

By 1956 both Dominator roadsters received modified cylinder heads, pushrods, slimmeddown silencers and the new AMC gearbox.

That same year the outdated Model 7 was dropped, only to be replaced with a sidecar Model 77 which was dropped one year later.

Coil ignition and alternator electrics were introduced in 1958, but the change was not popular with Norton racing diehards. A twin carb option was offered for both 88 and 99 models by 1959.

By 1960 a new'slimline'version of the featherbed frame was introduced with narrower upper frame rails that allowed for a slimmer seat and restyled petrol tank - designed to improve rider comfort. Also introduced were new style mudguards, headlamp and rounder profile silencers. In 1961 the pepped-up 88 and 99 SSmodels appeared, with twin carbs, a performance Manxman camshaft, larger inlet valves, increased compression and a sporty Siameseexhaust system. A De Luxe model joined the line-up with a fashionable rear bathtub enclosure, only to be dropped the following year. ~ In 1962 two new models arrived - the

Single-cam, single-carb Norton twin features smaller diameter exhausts, sleeved to fit the silencers and exhaust ports, as well as the traditionally poorly-routed tacho cable

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APRIL 2020 I 9

RealClassic

65055 which replaced the outgoing 9955m and the mighty 750 Atlas. The new 65055 came with a magneto, siamesed exhaust, chrome mudguards and a claimed top speed of 120mph. In 1963 and 1964, the 49bhp 65055 won the MCN Machine of the Year poll.

Concentric carbs and coil ignition arrived in 1967, but the days of the 65055 were numbered.

In the late 1960s Norton experimented with hybrid models using the Atlas engine, AMC gearbox, Roadholder forks and Norton wheels fitted within an AMC frame. Styled principally for the USAdesert racing scene, both the Norton and Matchless badged hybrids were successful but short-lived.

1968 saw the launch of Norton's final featherbed with the single carburettor Mercury- dropped just two years later after the successfulintroduction of the Norton Commando.

The 47bhp Mercury initially came with just a single clock with the light switch alongside the speedo, had a humped saddle and painted mudguards as standard. Stainless guards were optional, then chromed in its final incarnation for 1970, which also came fitted with a tacho. Hence Chris'sMercury might've originally been built in 1968 but it's equipped to the final model specification.

Back with the bike, once Chris began using the Mercury in earnest, some niggling faults began to spoil an otherwise perfect ride. 'No sooner had I returned home when the Mercury began to play up. The bike developed a misfire and ran poorly after the engine had warmed up. I would have suspected carburetion or an ignition fault but for the fact that a mechanical clacking could be heard from the primary side - an ominous sound ... >'I had been down this road before and

10 I APRIL2020

THATFEATHERBED FEELING A legend that has endured for 70 years, the Norton featherbed frame was in a class of one when rider Geoff Duke rode his works Norton to its celebrated victory at Blandford, Dorset in April 1950.

Norton's legendary frame was engineered by racers and business partners Artie Bell and Rex Mccandless.

Following experiments with Citroen rear suspension units on his racing Triumph, Mccandless then manufactured a bolton rear subframe and suspension kit for rigid racers. Competition success presented Bell and Mccandless with an enterprising business and soon the two partners became closely linked with Norton's racing department. Racer Bell became a works rider and Mccandless negotiated an exclusive deal to develop a new frame for Norton's racers.

Mccandless presented his new swinging arm racing frame to Norton in 1950, and following factory testing at MIRA, Silverstone and on the loM, Norton were soon convinced they had a race-winning frame on their hands. It was Norton works racer Harold Daniell who is credited with the famous 'featherbed' moniker after he commented that riding the new frame 'was like riding a feather bed' - especially when compared to Norton's rigid 'garden

gate ' frame of old.

The new featherbed was constructed with twin duplex cradles that ran from the headstock in one continuous curve, sweeping down to the swinging arm mounts and under the engine before curving back up to rejoin the headstock.

Cross braces were SIF bronze welded at key points; namely the headstock, subframe supports, swinging arm and immediately behind the gearbox and front engine mounting brackets, giving an extremely strong and rigid chassis.

The subframe simply bolted onto the rear frame loops and the swinging arm was attached to two rear frame brackets via silentbloc bushes.

The featherbed was a racing phenomenon and swept all opposition aside, taking outright wins at the 1950 loM TT Junior and Senior races. For over two decades featherbed Manx Nortons enjoyed success in the hands of many famous racers - including Duke, Read and Hailwood.

A slimline version of the iconic frame was developed for later production models from 1960-70. The Mercury model featured here signalled the end of featherbed production as Norton concentrated development of the ground breaking lsolastic framed Commando.

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RealClassic immediately sussed that the Norton had developed "alternator meltdown syndrome".

When I opened the primary cover the smell was overpowering and unsightly molten plastic covered the alternator's copper windings. The primary case oil bath appeared contaminated and discoloured. I replaced both the alternator and fluids in the certainty I'd sorted the problem . At this point I also decided to add a reconditioned magneto and a new solid state RGM regulator/rectifier in the interest of improved reliability.

'I used and enjoyed the Mercury for over a year before deciding to replace the original but tired-looking carb. However, not long after I'd fitted a brand new Amal, the alternator problem resurfaced, and the bike ground to a halt only miles from home.

The heat and unmistakable burning smell from the primary cover hinted at the loss of yet another alternator. I was gutted and transported the troubled Mercury to a local friend and engineer for his expert opinion.

'After a lot of probing and poking behind the primary cover we discovered that the alternator's mounting posts were out of alignment and were allowing the rotor magnet to make contact with the alternator's windings. The resulting build-up of friction and heat had obviously melted the alternator's insulating coating, to devastating effect.

'I bought a new alternator from RGM and following some expert bending and bespoke shimming by my engineer friend, "Uncle" Bill, we then set about correcting and

Barsare raised a little, and wider,to make them more comfortable.Not all Mercurieshad a tacho, but they were always an option

measuring the air gaps between the rotor and alternator. At the same time Bill sorted a temperamental and often sticky gear selection by overhauling the box and adding new seals and oil. His work made quite a difference to the ride. Bill also assisted by adding a new set of progressive fork springs that I'd purchased from RGM: Chris then gave the Mercury a full service, added new plugs and recharged the battery but was baffled when the bike subsequently wouldn't start. He rechecked the timing, battery connections, sparks and fuel delivery - all of which proved to be fine. Chris asked Bill about the problem, and he promptly suggested that Chris should remove both plugs and check and reset the gaps as per the manual settings .

Chris confessed that he felt indifferent to Bill's expert suggestion - not expecting in any

way that this could possibly be the cause... but as soon as the plug gaps were corrected, the bike fired up first kick and ran ever so sweetly . Needless to say, a delighted Chris excused Bill for parading his big smug smile on that happy day. However, in his forty-plus years of biking, Chris said that his Mercury is the first motorcycle he has owned that is so sensitive to spark plug settings.

With the Mercury back in full working order, Chris set about fine-tuning the machine. 'There were several improvements I wanted to make - especially now that the Norton was delivering a thrilling ride. I set about tuning the new carburettor, which resulted in excellent plug colour following some plug-chop testing. Next job was to sort its aging and tatty harness, so I committed to rewiring the bike from head to tail.

'I considered fitting a primary belt

Rear wheel rotation is controlled by the 7" sis drum familiar to all, and although the mudguards look like AJSI Matchless CSRblades, in fact they're not. Why do things the easy way?

Stock front brake was the familiar 8" sis drum, but the Commando 21s brake plate fits straight on, and looks better too

There was a family Mercury for a while, but some madman sold it to a friend, who still has it . This one shows off the blue period, and has coil ignition

drive, but as the Norton was performing sweetly following Bill's gearbox overhaul, I decided to invest on improvements elsewhere. My first mod was to fit a handsome Commando-style 21salloy brake - simply because I'd always admired its racy looks and quality finish on another friend's Norton. I'm pleased with the end result, as braking response and power have significantly improved .

'Another niggling problem was an overenthusiastic tachometer . I'd already come to the conclusion that an incompatible instrument had been fitted, because the calibration was wildly out. Simple recalibration of the instrument sorted the

problem. A persistent drip from the primary chaincase was cured by carefully fitting a new rubber sealing band . I didn't use any gasket cement - I just took extreme care in aligning both the band, outer (steel) cover and inner case when bolting up the centre case nut.

Hey presto : no oil leaks!

'I also swapped the straight handlebars for a set of more comfy Daytona bars, which have proved much kinder to my aging back. I replaced all the control cables and slipped on a set of new tyres - an Avon Roadrunner on the rear and a Til 00 up front, both of which came recommended and perform very well: To improve his Mercury's top end, Chris fitted a larger 21T gearbox sprocket. At just

over 4001bwith a full tank of fuel, his Mercury is lighter than both the earlier 9955 and the twin -carb supersports 65055, so Chris is quietly confident that adding an extra tooth hasn't robbed his Mercury of any bottom end punch .

The change of sprockets was more an exercise in achieving a smoother top end flourish.

'Friends have christened my Mercury "The Bonnie Beater'; such is its manic stomp between 3500-4000rpm, when it really takes off. Another friend said he couldn't quite believe how much difference an extra 50cc can make to power delivery when comparing the Mercury to his beloved Dommi 99; beamed Chris. At 47bhp and capable of a true 1lOmph-plus, this Mercury belies its single >-

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APRIL2020 I 13

RealClassic carb and 1960s styling . It has more potent cubes than I can honestly handle. I prefer to use it for club runs and Sunday jaunts with the lads, when the occasional mad burn is more

the Mercury's overall electrical reliability.

'I did become tired with the heavy clutch action during one day-long ride, so I attempted to adjust the handlebar lever and

about having fun than red mist conquests.

'I love the Mercury's faultless handling, although I've owned featherbed models long enough to appreciate warnings about the lack of"road feel''. While "The World's Best Road Holder" does provide outstanding

reroute the clutch cable - to little effect. Then I noticed that the alloy clutch lever's movement was being hampered by the overly plump handgrips fitted by an earlier owner . Once I'd swapped them for a slimmer set of Amal grips, the action improved dramatically . I next experimented with the clutch by backing off

handling, it can lack feedback when pushed hard - so as a rule, I never over-cook her! But with the compliant engine in forgiving mode, town riding or zipping through modern traffic is a breeze - as are gentle trundles around back leafy suburbs to the local cafe.

Comfort is actually spot-on for me, especially with the Mercury's classic upright pose and non-standard Daytona bars. You feel like you're sitting in the bike rather than perched on top, and I reckon Mr or Mrs Average

the compression springs several turns - this brought welcome relief to cramped hands on day long ride-outs.

'I consider the Norton Mercury 65055 to be an excellent and highly competent motorcycle. It possessesa classic elegance that few machines achieve but attempt to emulate - a true icon of the classic era: Re

Stature could easily plant both feet on terra firma.

'Apart from the earlier alternator incidents my Mercury has proved to be very reliable.

After a joyride I just roll the Norton into my garage and forget about it until my next Sunday run. Rarely used after dark, the bike holds a charge very well, but I have no doubts that its new battery, upgraded electrics and rewired harness contribute to

Lucassupplied all the electrics,so at least spares are readily available.And the forkssurely needed no Introductionby this stage Inproceedings/

® ®

COMMANDO IS OUR REGISTERED TRADEMARK BRITISH PATENT OFFICE REGISTRATION NUMBER : 2128766

We have not given permission for anyone else to make use of our Commando trademark in respect of the manufacture of Commando parts for the Norton Commando’s that were produced between 1967 and 1978

NORVIL IS OUR REGISTERED TRADEMARK

BRITISH PATENT OFFICE REGISTRATION NUMBER : 2128517 UNITED STATES PATENT & TRADEMARK OFFICE REGISTRATION NUMBER : 1644347 We have not given permission for anyone else to make use of our Norvil trademark in respect of the manufacture of Norvil parts for any motorcycle

NORTON IS NOT OUR REGISTERED TRADEMARK BUT WE HAVE A PERPETUAL ROYALTY FREE LICENCE FROM THE TRADEMARK OWNER TO MANUFACTURE AND SELL GENUINE NORTON MOTORCYCLES & PARTS

Anyone claiming to be “The Only Genuine Source” are legally wrong due to our own 2001 licence pre-dating subsequent company licences.

We manufacture Genuine Norton Parts to original factory specification except where we have deemed it necessary to upgrade tooling and revise drawings in order to make parts in newer & better materials, to modern day tolerances for modern day reliability We have many original factory drawings which are used to make parts that don’t require improvement, though with today’s modern engineering practices most parts can and have been improved by us over the years

Norvil Motorcycle’s 40th Anniversary 1980 to 2020

040284

040019

040634

040635

064640

064639

064733

067878SS A2/409

061978 063075

NUMBER

069219ass

70TRC 063075RC 069219ASSRC 061084RC 069711RC 069713RC 033037RC 064639RC 040019RC 040634RC 040284RC 064640RC 040635RC 069516RC 069552RC A2/409RC 062473RC 216123RC 061978RC 061978LRC 063547RRC 063318RC 064733RC 067878SSRC 0613965RC

DESCRIPTION

069713

033037

069516

BASKET - CLUTCH-BELT PRIMARY DRIVE - 70 TEETH - WITH BEARING BODY ASSEMBLY - MAGNETO REPLACEMENT UNIT - TO FIT BOYER BRACKET - SILENCER - NORVIL PRODUCTION RACER - STAINLESS -PR CAMSHAFT - STANDARD - FITS 131257 ON - 750 & 850-(1S)-EN40B DISC - BARE - 10.7” - LIGHTWEIGHT FLOATING - NORVIL DISC - BARE - 13” - LIGHTWEIGHT - FLOATING - NORVIL FILTER - AIR - 650SS - TO SUIT CHOPPED MONOBLOCS GEAR - LAYSHAFT 2ND - 23T - MK2A & MK3 - AHB TYPE - 23 TEETH GEAR - LAYSHAFT 2ND - 24T - PRE MK2A GEAR - LAYSHAFT 3RD - 20T - LESS BUSH GEAR - LAYSHAFT 4TH - SMALLER DIAMETER-OLD PATT FOR 24T S.G. GEAR - MAINSHAFT 2ND - 18T - MK2A & MK3 LESS BUSH - AHB TYPE GEAR - MAINSHAFT 3RD - 21T - SPLINED LEVER - GEAR - FOR MANX TYPE LINKAGE REARSET - AMC BOX LEVER - GEAR - FOR MANX TYPE REARSET - LAYDOWN BOX PLATE - COVER - FOR GEARLEVER RETURN SPRING - UPRIGHT BOX ROCKER - LEFT HAND - INLET - ENG NO 114870 ON - BARE SET - SPRINGS - VALVE - ES2 & MODEL 50 - 1959 TO 1963 SILENCER - REVERSE CONE - STRAIGHT THROUGH - 1 3/8” DIAMETER SILENCER - REVERSE CONE - WITH “NORTON” LOGO SLIDER - FORK - IF CALIPER AT FRONT - RIGHT HAND - NORVIL SLIDER - FORK - PINCHBOLT - 1957 ON - NOT 250CC - LEFT HAND SPRAG CLUTCH - MK3 - IN ENGINE SPROCKET - 14 ROLLER UNION - BREATHER - 750CC-PRE 200000-BREATHER ELBOW-STAINLESS VALVE - INLET - OVERSIZE - 42MM - 5/16” STEM - NORVIL

BIKE

C---D-C--C--C--C---D-C--CD-S CD-S -D-S C--CD-S CDLS -D-S ---S CD----S C--C--C--CDLS C--CD-CD--

062473

RRP

£139.05 £97.00 £68.71 £154.00 £135.00 £154.00 £123.25 £55.00 £64.50 £49.50 £37.58 £55.00 £58.00 £41.90 £38.85 £36.00 £89.25 £22.50 £79.50 £89.00 £178.00 £173.16 £68.00 £33.95 £18.82

069552

216123

SALE

£129 £79 £55 £139 £99 £109 £105 £45 £45 £45 £30 £45 £45 £29 £29 £25 £65 £17 £69 £79 £149 £149 £59 £25 £16

061084 0613965

C = Commando, D = Dominator & Altas, L = Lightweight Twin, S = Single

063547R

70t

069711

063318

061978La

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COUNTING CARBS

the state of the clutch and primary chain

I was very interested in Rowena's

than the speedo stated. The rollers on the primary chain had sections with smashed

comments in the January subscriber newsletter regarding the performance

that the TR7 had done a lot more distance

differential between single and twin

links and the actual clutch basket had chipped teeth. However, the engine

carburettor units. I agree. Although

sprocket was as new.

perhaps the twin carb unit may have a slight advantage on acceleration initially,

Stripping the rest of the engine, the cause of the catastrophic failure became clear; a blocked oilway serving the big

the performance d ifference when underway is so insignificant it would

end. I opened up the sludge traps and

be hard to tell them apart. The TR7RV

found machine swarf and some debris had

certainly has a faster top speed. My friend

blocked the oil supply. The swarf may have

David has a Triumph T140E and I have a

been left in at the time of manufacture,

repatriated TR7RV which I obtained from

which accounts for the very low mileage.

Nigeria in several tea chests.

The left -hand cylinder had overheated

This TR7RV was formally purchased as

so one new conrod and a pair of pistons

an order direct from Triumph in 1979 to

were fitted . The whole engine was carefully

supplyT140s and TR7s to the army . They

rebuilt; the late Les Harris helped a lot with

were in army colours and fitted with a

information, guidance and new parts.

single seat. I won my bike in an auction;

Some time later, David with the T140 and I

certainly fits my mood .

Stuart Adcock, member 5738 Thanks for that first-hand information, Stuart. It certainly confirms my suspicions on this subject. I searched for a photo of a Nigerian army TR7, but failed. So instead here 's a couple of images of the ones used by the Royal Signals Motorcycle display team.

Rowena Rowena asks for a photo of a three -carb

it was then returned to the UK as cargo .

were travelling back from north Cornwall and

Once it was transferred to my home I was

I was doing around 60mph. David started to

Bantam. I can't manage that but, back in the late 1960s in Croydon, I did see a BSA twin with two enormous SU carbs sticking

quite sure this would be quite a challenge.

overtake and beckoned me on . Not wanting

The machine was completely stripped of

to disappoint , I dropped down to third gear

out from under the tank. When I asked how

all electrical fittings and the wiring loom.

they helped the performance I was told they

The obvious items like mudguards and

and opened up the TR7.I soon caught him and selected fourth gear as I passed,and

stays were easy to identify but, having

continued on in fifth gear to around 110mph.

hiding in between them!

never seen the machine in its complete

The speedo showed 115mph but satnav indicated 110. When we stopped for coffee,

condition, the whole job was like a big

David asked if I'd been at full speed as he

jigsaw puzzle.

I found the clocks and instrument binnacle and all the handlebar components in one tea chest. I was

couldn't keep up with me. His 750 was flatout but still could not match my speed.

MyTR7RV is also a lot less trouble to

curious about its mileage - but the clock

keep at optimum tune. It starts and runs

revealed just 1723km recorded. What had

sweetly and is completely oil-tight. I am

happened?

a Triumph man through and through. I also have a T1SOV- but that's another

I stripped the engine, primary side first, to find out if the gearbox had caused the engine to stop turning. It was clear from

16 I APRIL2020

story - and a BMW R1OORS.Whatever frame of mind I'm in, one of these bikes

Moreold bikesonline: Real-Classic.co.uk

were only for show. The original carb was

Peter J Greig, member 9313

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