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ISSUE 193  MAY 2020  £3.70

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Vintage luggage for a modern age

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WHAT LIES WITHIN

ARIEL SQUARE

 AJS BIG PORT  AMBASSADOR ENVOY!

Running, Riding & Rebuilding RealClassic Motorcycles

ISSUE 193  MAY 2020  £3.70

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REALCLASSIC 193: PUBLISHED MAY 2020

SUZUKI GS1000S ......................................... 6

These days, Suzuki’s litre-class UJMs have a reputation for being robust and reliable if somewhat ‘solid’. But 40 years ago the Wes Cooley replica was lauded as being Japan’s best superbike. Nolan Woodbury investigates why…

VINCENT RAPIDE ........................................24

There’s no such thing as a standard Vincent according to HRD lore. Ken Schmidt’s Rapide has indeed been creatively reincarnated over the decades, first with a speedway sidecar and now a cool café racer

ARIEL SQUARE FOUR ..................................32

Ariel’s almost unique Square Four has long held a reputation as a gentleman’s motorcycle. But what does that actually mean, and is it true? Frank Westworth acquired one to find out…

AMBASSADOR ENVOY................................40

In the late 1950s Ambassador aspired to build a quality! Quality!! Quality!!! two-stroke with simply outstanding performance. Reg Eyre was almost overcome with all the excitement…

MOTO GUZZI V50........................................44

After years with a heavyweight Moto Guzzi V-twin, Garron Clark-Darby needed MAC  VELOCETTE

 BMW R75/5

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Ridiing Running, SEPTEMBE

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THE CONTENTS PAGE ...................................3 It’s not often our magazine ventures into the

BSA M20......................................................52

BSA’s solid sidevalve single was one of the stalwarts of the Second World War. It also copes well with the demand of classic life, says Len Page…

serious sportsbike stuff, but this issue we have

AJS BIG PORT ..............................................60

Loads of letters! This is what we want in these

no less than four one-litre rockets – a twin and two fours. Fast enough? WE’VE GOT MAIL! ...................................... 16

Almost a century ago, the fast lads rode bikes like this rip-roaring Big Port. It’s every bit as quick today, says Ace Tester Miles, and it simply begs to go full-on, flat-out…

tedious times – we want to hear from you, so get those fingers typing and cameras clicking READERS’FREE ADS .................................. 69 Just a single page! This is surely a sign of the

RE CRUSADER REBUILD..............................70

times…

Alistair Matheson’s restoration challenge takes him inside the engine of an Enfield 250 single. Here he discovers just how tricky it can be to identify incorrect components or to assemble everything right the first time…

PUB TALK ................................................... 86 With the real Pioneer Run cancelled, the Invicta had to substitute its own personal outing, which was mostly but not entirely successful. Then ‘house arrest’ conditions dictated work be

DECEPTIVE BENDS......................................76

confined to the garage/shed…

Ever bought a replacement exhaust and discovered that it doesn’t quite fit and isn’t quite the right shape? Odgie meets a craftsman who uses traditional tools to create hand-made bespoke exhausts to suit classics and customs…

OLLIE’S ODDJOBS...................................... 67 If you really want people to stop and stare in outraged admiration, then you need one of these. That’s what our man Ollie says, anyway…

& Reb

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RealCla ssic

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It’s all to do with squat and thrust, apparently. No, Odgie isn’t recommending a vigorous form of indoor exercise, but is setting up the rear end of his home-built flat-tracker instead…

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£3.70

RC REGULARS

PROJECT WORLD-BEATER ..........................82

 HO RE

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193 ISSUE

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ISSUE 185

ARIEL

TALGIA! O ON NOS NORT

to downsize his ride. Could a small-block cousin of his big twin provide the same satisfaction?

TALES FROM THE SHED ............................. 92 Frank’s mighty Matchless has been occupying a vast amount of time. Why does it show so little progress?

TURNTO

P98

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WHO’S DONE WHAT REALCLASSIC is creatively compiled by Frank Westworth and Rowena Hoseason of the Cosmic Bike Co Ltd, while Chris Abrams of AT Graphics designs the pages very prettily. Mortons Media Group Ltd at Horncastle are the go-to guys for trade advertising, subscriptions and back issues. FAB COVER PHOTO by Nolan Woodbury of woodburymotomedia.com READ MORE about real classics at www.Real-Classic.co.uk TRADE ADVERTISERS for the magazine or website should chat with Leon on 01507 529465, email lcurrie@mortons.co.uk EDITORIAL ENQUIRIES should be sent to Frank@RealClassic.net or to PO Box 66, Bude EX23 9ZX. Please include an SAE if you want something returned or a personal reply SUBSCRIPTION INFO is on pg98. Call 01507 529529 to subscribe or renew or buy back issues SUBS QUERIES, late deliveries, or changes of address should be directed to 01507 529529, or email subscriptions@realclassic.net ALL MATERIAL in RealClassic is copyright its authors, so please contact us before reproducing anything. RealClassic is printed by William Gibbons & Sons of Wolverhampton. Our ISSN is 1742-2345. THIS MONTH we’ve been reading SHOGUN by James Clavell, and it’s taken absolutely forever to finish. A classic it may be, but it’s also astonishingly ponderous. Wonder if it could possibly be published today? More excitingly, Editor Westworth’s new quick thriller has just been published, so check Amazon to find NINE LIES… SEEN ON SCREEN… STAR TREK VOYAGER seasons 1 and 2 which aren’t half so awful as we remembered them; HARA-KIRI, DEATH OF A SAMURAI which is every bit as grim as you might imagine; BLOW THE MAN DOWN, a blackly comedic attempt to ape Fargo which tried too hard to be whacky, and NEKROTRONIC, a super-sassy and entirely snappy Aussie demon-hunting romp which brought a big grin to our faces RealClassic is published monthly by MMG Ltd, Horncastle, LN9 6JR, UK. USA SUBSCRIPTIONS are $58 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI. 54921. Postmaster: Send USA address changes to RealClassic, Motorsport Publications LLC, 715-572-4595 chris@classicbikebooks.com

FROM THE FRONT Inspired, I was. Inspired! By what, I hear you asking – and trembling with anticipation of another impending disaster! Inspired by Ollie Hulme’s recent short story about an Ariel Square Four, that’s what. And not just any Square Four, although they’re a rare enough sight on the roads in modern times. No, Ollie had written about a Square chop, or custom, or whatever the current term is for a bike which has been modified until it’s far away from the gentlemanly machine its makers originally produced. While I was reading it, what remains of my memory coughed up a couple of heavily modded Squares I rode a long time ago. None of them was my own machine, and to be quite honest I’d not wanted to own any of them – not even one of the two or maybe three swinging arm Squares I’ve had the delight of riding. By their very nature, a customised motorcycle – of any kind – is a decently personal thing, a device built by an individual to suit her or his individual tastes and requirements, so I learned very quickly never to be too judgemental when writing about them. But.. a Square Four? Eventually I had to acquire one of my own. They’re fascinating machines to ride, and you can read about my experiences with my own further on inside this very issue. And as time has introduced a rosy tinge to my rear-view mirror, I’ve been as positive about the experience as possible! But here’s a thing. I’m not generally a fan of writing about my own riding history. One of the features of our very own, slightly eccentric old bike magazine is that the majority of the bikes we feature are in use, and although I’m personally always – almost always – fascinated by other riders’ tales of their own riding life, I rarely find much pleasure in writing about my own. But needs must, when the infernal angel drives, as someone might have said. At the moment, the lockdown means that it’s not at all easy to get out, about and aboard borrowed motorcycles, which makes it predictably difficult to write about them. This makes magazine life more interesting than I would have expected, and although I had a lot of fun dredging through old Square photos and memories – and have lined up another personal retrospective for next month – the writing experience revealed that my memory is pretty rose-tinted. While I was part-way through the story, I found myself scanning the ads, searching for a sensibly-priced Square Four. Didn’t find one, of course, which is

probably just as well. Not least because Rowena of this parish sat me down with a stern expression and a glass of something non-alcoholic and forcibly reminded me of the things I’d said about my own Square at the time. I’d forgotten most of that, of course, and the bad bits I did clearly remember emerged from my memory as entertaining rather than infuriating. Which is of course the problem with reliving memories from days gone by when we were all younger, fitter, faster, when the bikes were totally reliable, the roads empty and the skies the clearest of blues. But reminding ourselves of good things, good times past should raise a smile and cheer us all up. I can live with that. Ride safely

Frank Westworth Frank@realclassic.net PS. Last month’s magazine contained a number of mistakes, for which I apologise. I’m not sure how they actually happened, but the sudden lockdown had a severe effect on the publishing world, of which RC is a tiny part. So, I must offer apologies to Robin Smith, whose BSA A10 tale was messed up – the chunk of missing text is in Members’ Enclosure, and if you want a set of the original proofed pages – how they should have appeared – email me and I’ll send you the PDFset. I also need to say sorry for failing to credit Stuart Urquhart for his Mercury story. Hopefully things will be better with this issue!

THE NEXT ISSUE

RC194WILL BE PUBLISHED ON JUNE 1ST, AND SHOULD REACH UK SUBSCRIBERS BY JUNE 5th

Photos by Nolan Woodbury / RC RChive

6 I MAY 2020

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SUZUKI GS1000S

Photos by Nolan Woodbury / RC RChive

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MAY 2020 I 7

Quality indeed. Beautiful castings

indsight makes it easy to appreciate the techno-savvy of Japan’s motorcycle makers, even if it wasn’t much appreciated by British and European manufacturers half a century ago. Each of the Big Four took a unique approach towards the common prize. There’s plenty to debate when it comes to crowning a winner from the Big Four, but give Honda due credit in those formative, big-bore years between 1969 and 1972. Most agree the sohc CB750 reset many standards, but so did the Kawasaki Z900 that followed. New four-strokes appeared and the title became increasingly contested. Things reached boiling point in 1978 when Yamaha’s XS-Eleven and the Honda CBX traded punches, only to have Suzuki slip in between rounds with its smoothly executed GS1000. The Suzuki’s position as a press and competition favourite was only dampened by its underwhelming styling. These things do matter to many customers. In the USA, the success of AMA champ Wes

Cooley and his Yoshimura tuned GS superbike was well-timed indeed, applying some street cred to the 1979 GS1000S. Standing out from the crowd hadn’t been an issue for Suzuki before. The company stubbornly stuck to its two-stroke guns by countering Honda with an off-centre 750 triple and a 500 rotary, the latter styled like a space ship. Both the range-leading GT750 and RE5 were newsworthy, with liquid cooling, disc brakes and varying degrees of impact. With its smooth, polished pots the three was indeed a kettle of sorts, and Suzuki sold a bunch while updating it often. ‘Back in the 1970s everyone loved Suzuki,’ says David Smith, a retired, fifty-something machinist and GS1000S owner. ‘They made fantastic two-strokes for street and dirt, then their four-strokes led to the iconic Katana and GSX-R. The 70s were a magical time for bikes, and nothing represents that era better than the Cooley replica.’ Hard on the throttle under a twilight sky many summers past, my introduction to Suzuki was a blue flash streaking past my elbow. I was riding Honda’s finest that day in 1983 – a disappointing showing from my bike – but the lesson sparked my interest in the

This is one considerably big engine

8 I MAY 2020

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SUZUKI GS1000S WHAT THE PAPERS SAY

Four big carbs feed the four bores. Air cleaned by replacement filters in this case Below: Totally striking, totally of its time and totally desirable

Suzi and it acquired another fan. Suzuki were of course founded early in the 1900s by namesake Michio, whose textile business was aided after WW2 by US-supplied cotton. Cars and loom equipment led to the production of small motorbikes, and sales flourished despite the unlikely combination. Plans for worldwide export were already being made in the 1950s. By 1978, Osamu Suzuki led Suzuki’s charge to continue the success, steadily growing the Hamamatsu firm into an international giant. Barking through its Vance & Hines header pipes, the tone emitting from our feature bike takes me back decades. ‘My brother Tom bought it new in Texas,’ says Smith, who methodically transformed the former garage rat into star status. ‘Tom rolled up 40,000 miles over the next six years, but in 1985 it started having issues.’ The Suzuki sat in a corner until 2003 when Tom was finally convinced to sell. Reminiscent of BMW’s R90S with its integrated fairing, the 1000S calmly leans through the curves as advertised in its time, shooting forward with measured twists of the throttle, and standing up effortlessly to change direction in transition. Bright in die-cast aluminium, the engine contrasts against a powdercoated frame, and was reinstalled only after a complete strip to lightly hone the bores, install new rings and fit the rebuilt cylinder head. Splashed in Suzuki racing blue (or red) with white, the replica was an upscale UJM which cost a full thousand dollars more than the standard GS1000. ‘I didn’t think it would take fourteen years to finish it,’ smiles David. ‘So give my wife Rita credit for the push!’

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SUZUKI’S SOPHISTICATED suspension, fine steering and top-class handling have forced competitor companies to pull their socks up. We have not yet come across another bike able to provide the GS100S’ mix of steering, handling and comfort. It is unarguably Japan’s best superbike and it may be the world’s finest. Two Wheels, 1980 POWER FROM LOW REVS is very strong and the rider has to take real care when accelerating hard from corners, because traction is very easy to lose, even on dry surfaces. Which Bike, 1979 JEEZ, GETTING THE AIR FORKS balanced is a hassle. Suzuki supply an air-pressure gauge but it’s all too easy to let air escape when you measure. The legs must be equal within 1.4psi or they won’t steer straight. Bike, 1980 THE GS1000 disproves that Italian myth that you must have hard suspension to achieve top handling. Watch a Duke or Laverda chattering and skipping through a bumpy corner, then put the GS through the same corner, 10mph faster, and see if you can even notice the bumps. Two Wheels, 1980 GEARCHANGE is slick and noiseless, except into bottom gear when there is a noticeable clunk. Which Bike, 1979 THE FLOATING CALIPER brakes suffered from an appalling squeal when applied at town speeds and needed heavy hand pressure from high speeds. Braking from the twin front discs is unaffected by rain, however. Bike, 1980 THE GS IS spunky-looking in body line and paint. It betters the Kawasaki Z1R for spectator appreciation... but can’t match the classic handsomeness of the wellproportioned Laverda Jota – the bike looks a trifle flat from some angles. Two Wheels, 1980 THE HANDLEBAR grips are too small in diameter. Numb hands were common when touring from the tight curl of the fingers around the grips. Two Wheels, 1980

MAY 2020 I 9

Under the direction of lead engineer Etsuo Yokouchi an all-new, DOHC GS750 four was released in 1976, overlapping with the GT triples and RE5. It was instantly recognised as a sports machine, and early press analysis of the 750 acknowledged the factory’s emphasis on less weight and increased stability. In these areas and more the GS750 scored well, besting Yamaha’s equally new triplepot shaftie and putting the evergreen sohc Honda firmly on notice. Some might consider Suzuki’s first GS a prime example of the UJM principle, but underneath was the advantage of engineering from the inside-out. It marked a milestone for Suzuki, when the company learned the old lesson of prioritising rider confidence at speed, instead of simply trying

to generate more velocity. Beneath the 1000’s wide tank and generous seating is a strengthened version of the 750 frame. Period literature lists the material as thin-wall, large diameter STKM-13A mild steel, with taper roller bearings in the steering stem (raked to a very Italian 28-degrees) and caged needles for the chunky 43mm swinging arm. Angling up, a single T-shaped strut connects the head on top, putting on display chassis specialist Hisashi Morikawa’s recognition of load paths. Welded up, extra side-plates extend on each side from the steering tube and down the front to a braced cross member. The main tube is cross-braced to the cradle tubes and these are braced against each other no less than five times,

stem to saddle. The toolkit contains the items needed to adjust the rear shocks; a handle to operate the spring preload cam and a screwdriver to rotate the disc and alter the rate of damping. The 1000S has skinny 19/18” alloy wheels carrying 275mm brake rotors with single action calipers. These were distinctly midrange components even then, hardly cutting edge technology, yet the GS1000S dutifully mixed with class leaders for stopping distance. Ultimately developing a solid, reliable performer, Suzuki poured plenty of R&D yen into its new inline four. The two-valve 997cc DOHC engines are identical for both the 197879 versions, but you can observe the factory’s thinking by comparing the litre-class machine

GS1100: ANATOMY OF A LUNCHBOX

Don’t let these flowery descriptions of GS1000 advancement lead you into the belief that all was rosy in Suzuki land. Despite the accolades, the bike didn’t emerge as a sales leader and a large reason was its runner-up status in the all-important quarter-mile sweepstakes. Truth is, the 997cc dohc GS had its hands full getting past old timers like the Z1000 (now in Mk2 form). The GS might’ve been easier to live with, but to truly claim the pinnacle of sports bike stardom, Suzuki had to produce the fastest bike available. That mission was accomplished in 1980 by the 16-valve GS1100. Part old, lots new, and altogether more angry when accelerating than its predecessor. Stronger than the formidable CBX and nose-to-nose

10 I MAY 2020

with the explosive (and fragile) Z1-R TC, the GS1100 was directed at the serious enthusiast. Suzuki’s new superbike was more durable and owner-friendly than ever, and buyers flocked to pick between traditional choices in 750 and 1100cc guise. Nearly lost in a sea of custom cowboy cruisers in the USA, Suzuki’s superbad GS pushed its lunchbox-shaped headlight through the haze of rivalry and into the hearts of sporting bikers – where it wasn’t overshadowed by the next generation of visually striking race replicas, like Honda’s cammy Bol d’Or. Although the 1100 was completely restyled, there was still a fair amount of carryover from the GS1000. The basic chassis design remained but was strengthened and refined. While Honda painted steel swinging arms to look like aluminium, Suzuki grafted on the real thing, pinning it to GS1000-like adjustable shocks festooned with even more adjustable widgets. Suzuki’s new battleship had a new leading-axle fork dotted with more knobs, a 19” front wheel, 275mm discs, but the rear dropped to 17” for a lower stance. Better clearance allowed the 1100 to widen its lead among Japan’s top movers, but it was the Eleven’s newfound thrust that made headlines. Bored and stroked to reach 1075cc, a four-valve head with bigger 34mm carbs fit over the 1000’s redone crankcase, using locknut adjusters acting on 27/23mm intake and exhaust valves. Bye-bye shim supply. Only its considerable heft kept the GS1100 from seizing the world throne during its two year production run. Suzuki’s continuing upgrades to the redone 1982

model and following 1150 variants made the good even better, but perhaps still not the best. Call me shallow, but I can’t resist the Lunchbox’s square-to-oblong styling pattern or its plastic in-dash safely display. Values of the standard 1100 have yet to rise, so there should be plenty in the budget to replace unwieldly handlebars or to set to with tuning kits. The American GS1100 often suffers by comparison with the swanky GSX1100 sold elsewhere. I’ll ride mine as intended and make amends for the best bike I never bought.

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