Real Classic - November 2020 - Preview

CAN-AM PROJECT COMPLETED

TRIUMPH

BSA

NORTON

SRM have now reopened their workshop.

Several safety controls are in place, in line with Welsh Government guidelines. These measures are regularly updated to reflect the on-going situation.

Work should preferably be sent in by courier or strictly by appointment if delivering by hand.

www.srmclassicbikes.com 01970 627771

TRIUMPH LEGEND TT ...............................

6

RevivedTriumph'searly triples are developing a new audience. Frank Westworth sharedthe new enthusiasmwith this sparkling roadster...

British built and of Indian origin. Last month he explained which model does what, and now he looks at essentialupgrades and improvements ARIEL W/NG .............................................

BSAA65 ...................................................

24

After it spent a decade in storage,Jean Rossybrought a BSA650 back to life. In the process,he discoversit went the long way round to end up in the Grand Duchy of Luxembourg...

50

Ariel'sWW2 military machinewas basedon their sporting 350 single. One such WING made its way to Italy with the army and was abandoned after the war. Simon Holyfield set about bringing it back to Blighty...

VINCENTS

1 ..............................................

56

ChrisWood remembered riding two-strokes in his youth, so he bought an imported barn-find restoration project without riding something similar or even clapping eyeson it. We love an optimist!

You'vesavedyour pennies and you're ready to take the plunge with perhapsthe most significant motorcycle purchaseof your entire life. How do you avoid being ripped off? Jonathan Lambley,VOCMachine Researcher,explains...

VELOCETTE KTS ......................................

SCOTT'S LAST SQUIRRELS ...................... 60

YAMAHA RS ............................................

30

38

This cammy Velo looks like every inch the genteel fellow, doesn't it? AceTesterMiles discoversthat its appearanceis deceptive.

The KTSis a classact but at the end of the day it's a game of two halvesand there's everything to play for .. .

BUYING THE BULLET ..............................

44

Paul Henshawhasextensive experience of Enfield's350 and 500 thumpers, both

Everwanted to ride a Britishtwin that's a little bit out of the ordinary?DavidCrook takesus for a short spin on a BirminghamScott MAKING SPARKS FLY ..............................

70

The development of the ignition system, how it works, and a few maintenancetips.

JacquelineBickerstaff(akaPUB)explains the fizzicks behind sparking performance. Part Two: mostly more modern times...

PROJECT WORLDBEATER ....................... 76

A long, long time ago,Odgieset out to build himselfa superlighttwo-strokeflat-tracker.

After much mechanicalaction,the moment of truth hasarrived.Howwill it perform on track?

ELECTREX WORLD LTD Classic Road, Trials & MX Ignition Systems Self generating CDI ignition systems for strong reliable spark Individually developed for each model, lighting options available for most kits Timing advance is fully electronic with advance curve Very low speed spark output from only 150rpm Optional flywheel weights - please ask

STK-010 fitted to B40 engine

STK-009

- Royal Enfield Crusader

STK-010

- BSA: B25, B40, B44, B50, C15

STK-012

- Triumph: 3TA, 5TA, Unit 650, T120

STK-1257

- BSA: Bantam D1-D7

STK-154

- Bultaco Sherpa Trials

STK-175

- BSA Bantam Trials: D10, D14/4, B175

STK-200

- Triumph Tiger Cub: T20, T205

- Fantic Trials: - 301, 241, 303, 243 STK-402 - Yamaha: TY250, Majesty STK-405 - Yamaha: XT500 - Race/MX STK-300

- Yamaha: TY175 Trials STK-960 - Villiers: 8e, 7e, 6e STK-970 - Villiers: 197-280cc engines STK-475

STK-980

- AJS Stormer 370 & 410cc

STK-200

STK-1257

STK-175

43-46 Vanalloys Business Park Stoke Row Oxfordshire RG9 5QW T: 01491 682369 - F: 01491 682286 - E: info@electrexworld.co.uk

www.electrexworld.co.uk

Made in UK

FROM THEFRONT Whenever I'm asked - and it happens a lot - I always insist that only a fool would buy a motorcycle without riding it. Or at least inspecting it closely in the metal while hearing it run. Or at least checking that it is what it says it is, that it looks exactly as it did in those tempting photographs, and that there 's no sign of idiot tampering in the past. Never, ever, under any circumstances, I say sternly, buy a bike you've never seen. Sight unseen, as the Trade mysteriously puts it. Oh no. Down that path there is madness.

You can probably guess what I'm going to say next. Of course you can. I have just bought a motorcycle - an old motorcycle, not a relatively safe modern machine - which I've not seen in the tin, from a person I don't know, from a shop with which I've never had dealings before. And I am still at least a little puzzled by my own actions.

Before you ask, the bike is a prime example of a machine occasionally referred to by enthusiasts as 'grey porridge'. Ace Tester Miles, for example, would walk past one with hardly a passing glance. It has no racing heritage, no great technical merit and would stand out attracting admiring expressions only if parked in a crowd of Honda step-thrus and mopeds. It is in short, almost entirely unremarkable.

So, I can almost hear you sigh, wearily , why break all the sane rules of motorcycle purchase and buy it, sight unseen, without even knowing its previous owner?

Because it's a bike I want. It's not exactly the right one, because it 's a 350 and not a SOO,but because of its capacity and generally gentle disposition it should be easy to start.

And it's one of those beasts which are common to most marques: although there are lots of similar machines out there , and although similar models come up for sale with a decent frequency, it's the best combination of engine and bicycle and trim in my opinion, and I've not seen an example which ticked all my boxes - or at least enough of those boxes to make it irresistible - for a decade or more. Resistance, as we say, is futile .

If all goes well, the plan is that I'll take delivery of this new / old machine just after this issue zooms off to press, will inspect it closely, carry out all the appropriate pre -flight checks, start it, insure it, and then ... and then ... take it for a spin. I have a definite plan for this machine, which is unusual in itself, and it is the first old bike I've bought for some considerable time.

What is it that makes it so special? In br ief, then, because I don 't want to repeat myself and

CONTACTUS! ~

BY EMAIL:

TP@RealClassic.net ONLINE:

www.Real-Classic.co.uk

bore you to bits, it's a 1966 machine , the very last of its line. It's been owned by members of only one family from the day it was purchased from Pride & Clarke. It is entirely unrestored, and although I have gazed long and hard at the photos I can find only a couple of replacement parts, and there is very little damage I wear and tear; certainly no more than I could expect from a machine of this age.

And it has the right badge on the tank, along with the original paint and lining, too.

And although it makes no sense at all, I am considerably excited. I'm not entirely sure how this can be. Am I expecting too much? We will see ...

Ride safely

Frank Westworth Frank@realclassic.net

THE NEXT ISSUE (RC200)WILL BEPUBLISHED ON DECEMBER7TH, AND SHOULDREACHUK SUBSCRIBERS BY DECEMBER11th

RealClassic

Tamar Lake Fishing Permit ......

Room and

Tackle Shop

I

sn't it entertaining when an idea which you 've previously considered, failed to achieve, forgot about, then pondered again . .. quite suddenly and entirely unexpectedly and with no planning at all - actually happens! What am I talking about?

Well, as you might recall from last month's magazine, my everyday go-to machine is a mostly modern Triumph, a Street Scrambler of a thrust ing 900cc capacity . Its styling is a cleverly deliberate derivation of soft -roader Triumphs of long ago - a retro, if you like the term; a roadster for most modernists . And it's great, as I have said probably a hundred t imes already.

When the modern Triumph con cern rose from the ashes of the classic Meriden company, its Top Chaps all confirmed that the new company wanted to distance itself as far as possible from the old concern's machines' somewhat flimsy reputation for quality, reliability and general leakproofness. If asked, the factory chaps would tell me that they had no plans to reintroduce twin -cylinder models . They would instead, they said, concentrate on their charming and charismatic triples, styl ing some of them with >

NOVEMBER 2020 I 7

Extras include a decently effective screen, while the Legend is easy to roll onto its beefy centrestand

Although some folk complained that the engine's black finish was a cost-cutting device, In fact some of us prefer it. And the coating plainly wears well

a nod backwards to the classic days.

The first time I enjoyed this challenging viewpoint was when I'd just returned a 750 Trident after a couple of weeks spent zapping about so that I could write exciting and hopefully encouraging tales about it. Snag was that I did a lot of riding with a scribbly colleague called Julian, who was testing a Kawasaki 750 Zephyr, which was a much more pleasant bike to ride. Why do I feel a bit embarrassed to be writing that?

I have no idea, but it is true. We swapped between the two bikes over fast familiar roads, and both of us preferred the Kawasaki.

Now ... how to write that up in a way which would somehow support the freshly reincarnated Triumph factory? Life is all about challenges.

A little later, after returning a Trophy 1200 to the Hinckley works, I was shown - and offered as a loaner - one of the new bikes which were intended to appeal to chaps like me - of a certain age and of a seriously trad Brit bike preference. At the time I joked with the factory fellows that they were really more keen on hanging on to my Norton Commander so they could learn how to share in its sales success and incredible technology. They were polite in their laughter - although one wag offered to fit a 'proper'

A bank of three CV carbs feeds the fuel. Drain them if you're leaving the machine parked up for a while

8 I NOVEMBER 2020

front end to the Norton, replacing the soggy Yamaha forks, wheels and brakes the Norton factory had burdened it with. Triumph front ends of the day were excellent, of course.

Anyway, the new(ish) 'traditional' machine was the Thunderbird 900, which resembled not at all anything from Meriden, even if viewed through rose-tinted distortion lenses and with a serious squint. It did sound good, though, through a pair of silencers styled on late 1960s Meriden pipes, allegedly. I gazed at the Thunderbird with more than a little headscratching bewilderment. Great play was made of the classic lines of the fuel tank and the conservative riding position. So I rode one home . It was odd, to say the least. Really enjoyable to ride, in a massive kind of way, and with considerable stomp from the triple engine, which was, so I was assured, basically the same internally as the other threes in the range, just restyled cosmetically to appeal more to buyers of my very own demographic .

And detuned a little.

In a burst of creative wossname, I rode it down to visit Dave Minton, with whom I was working a lot at the time, and whose views on the Triumph would certainly be both entertaining and pithy!

And they were. He thrashed the very nuts and bolts off it, as I chased forlornly after him aboard

It is plain from the plumbing that the engine was originally intended to be housed inside a fairing

Moreold bikesonline:Real-Classic.co.uk

Themain frame. Substantial,stiff and surprisingly light

a 1200 Suzuki Bandit (I think), and he returned it with a familiar contemplative expression and a murmured 'Interesting ... '.

The engine revved rather more freely on my return ride home, I can reveal. DLM's noted running-in procedure had plainly worked its mysterious magic! This happened a lot back then. I recall with a shudder getting my old T160 back after loaning it to Dave for some photos. 'Shakes its head over 90 on right-handers; he remarked conversationally.

'The frame's bent: Helpful stuff.

Although I borrowed most of the Hinckley Triumph range several times over several years, I ended up buying a Sprint and a Tiger (one of the excellent'Steamers') for my

the complaints and indeed reacted to them. First they introduce the Adventurer, with different silencers, a strange rear mudguard and a revised riding position, followed by the Legend TI, as seen here. Last of the lot was the Thunderbird Sport, which wasn't an attempt at cost-cutting at all. Quite

own use, eventually trading the Tiger for a Thunderbird Sport, which I really enjoyed, but inevitably sold in RC'searliest impecunious days. So, predictably, I have found myself over the last eighteen months wondering why Triumph took so long to introduce a twin, and why the smaller of the current twins is the same capacity as my old Thudderbird Sport, but far less powerful. And, it must be said, much more of a sales success.

Step in Keith, a long-time pal, even though he's an inhabitant of the uncouth northlands, or Devon as it's sometimes known. We were chatting, like you do (well, like I do!) and he remarked that Elaine, his notably better half, owned a Legend TI, one of the several variants of the 1990s range of supposedly classically styled triples. He even offered to loan it to me. This is bold stuff indeed, and I accepted at once.

Although the bike initially feels bulky from the saddle, in fact it's not particularly fat

Which is how come we met up at a nearby beauty spot for a lockdown coffee and cake, as well as an afternoon messing about on bikes. As you can see, gentle reader, this is a tough life, but I struggle on.

Let's put Elaine's machine into context. In some markets, Triumph's firstThunderbird was considered to be too expensive, and marketplace rivals were often quite a lot less costly. Whether they were as good, of course, is another kettle of eels.Triumph, notably successful company that they are, listened to

the reverse. But the Legend was seen as the 'budget' machine in the range.

At the time, I was surprised by this. What most put me off the Thunderbird was its level of bling. There appeared to be chrome on everything and anything which could be chromed. I felt at the time that ifTriumph could have chromed the tyres, they would have done so. I am no fan of chrome - or of bling in general, and when the Legend TI appeared, with chrome reduced to almost sane levels, I expected it to cost more, not less.Which shows you why I've never enjoyed a career in marketing. And you may well be as amazed as I thatTriumph were criticised, by public and press alike, for no longer chrome plating the engine covers! >-

Subscribeand save:www.Real-Classic.eo.uk/subs

NOVEMBER 2020 I 9

RealClassic

Take a look at the photos of Elaine's

strangely, this is a unique engine, and all

somewhat glorious Triumph. Does it appear in any way'budget'to you? Does it not boast enough chrome to make shares in Solvol seem like a good idea? Keith and I met up on a glorious sunny summer's day, and I had to tone down the reflections from the paint and

credit to the Hinckley engineers for that.

And that character, that considerable charm, lies squarely in the way it delivers its performance, rather than in any extremes of the performance itself.

The bike is also a package. It doesn 't

plate to make the photos work. That rarely happens, I can reveal.

The engines in all the Thunderbird range are essentially the same: Triumph's bombproof 12-valve, 76 x 65mm, 865cc dohc triple, which in the level of tune in the Legend

feel like an engine plonked into a frame that was already in use by other eng ines, although Triumph also fitted the oddly clumsy 4-pot versions of this engine into the same frame. It feels like both power train and bicycle were designed

results in a curiously variable, depending on

to work together , unlike, say, a Matchless

how many sources you refer to, 65-70bhp at around 8000rpm. And a truly monster torque figure: 70Nm (52 lb/ft) at 4000rpm is quite enough to see a chap blistering through the traffic with the greatest of ease.

And on the road, this has always been one charismatic engine. Unlike, say,Yamaha's XS750 triple, it feels neither ancient nor modern , simply its own thing, behaving in the way it behaves rather than as some sort of comparator to offerings from elsewhere.

As was the case with BSA

350 engine in a frame intended to take bigger and faster twins. It may be a subtle, difference, and it may not be obvious. But whenever we get to ride bikes which feel all together, all part of something better than just a collection of components, this is often the reason why - or one reason, at least. There are no absolutes here.

After convivial conversation, much photography and

Instruments are clear and stylish, while the controls are entirely conventional. Clutch is hydraulic, and the 'Oxford' switch Is for the heated grips Does Keith have the look of a worried man?

He's about to loan out his wife's Triumph!

indeed maybe a coffee and cake or two, it was time to hit the highway. The lakeside location lies down an assortment of winding country lanes, which while entirely perfect for a familiar Triumph Street Scrambler, present a challenge

matching the similar single rotor at the rear.

It stops fine. The second disc fitted as stock to the Thunderbird Sport allows lower lever pressure for similar rates of retardation,

excited by the imminent prospect of heading out for a ride on the Legend - this Legend, the stunning red machine you see here. Let's get on.

but otherwise it seems more a question of

to a much more challenging machine. And it is a little challenging. The Legend is a big bike, no way around that. It's not overly tall, at just over 31 inches to the seat, but it is wide. There's plainly lots of gubbins beneath the seat, which makes for a certain width - which keeps your

balance and style than essential function. You get 17" spoked wheels and chain final drive to please those who enjoy maintaining chains.

At the time, Triumph were criticised for the push-bolt method of rear chain adjustment, rather than the eccentric spindle carriers

First things first. Although the Legend is fitted with both side and centre stands, swinging the leg over is easier if the bike is simply propped on its prop stand. I've watched in awe and wonder as owners sometimes board their bike on its centre stand, start it, then use what appears to be a

feet from the ground. The Street Scrambler has almost exactly the same seat height, but feels much slimmer - and lower. Although it isn't actually lower.

A lot of the mass feels like it's high up, too, which it is, mainly because of the massive top

of earlier Hinckleys, but it's not easy to get excited about that , to be honest.

personal part of their anatomy pushing firmly against the steel tank to roll the machine >-

It is however entirely easy to get

end of the engine and the giant drainpipe which is the frame's top tube. There are no lower frame rails as the engine is stressed as a frame member, which is possibly a blessing in disguise. That said, however tall and bulky the frame I engine package is, the result is a machine which handles really, really well.

If slowly. This is no chuckabout, nimble beastie. Instead, it's a considered, smooth rider, with good ground clearance and plenty of suspension movement, which translates to relaxed - and rapid - main road cruising.

Although Harley-Davidson usually claim credit for inventing the 'power cruiser; in fact this machine is easier, and possibly better, to ride than its American contemporaries.

Although it's not up there with the original V-Max, you will be unsurprised to read.

Like the original 900 Thunderbird, the Legend boasts just a single disc up front,

Single discs and Nissin calipers control the stopping between them. They handle it well

Subscribeand save:www.Real-Classic.eo.uk/subs

NOVEMBER 2020 I 11

RealClassic off the stand. If it works ... But I'll stick to the sidestand, which is stable and easy to reach with the average foot.

And then ... blimey, this feels big. At least, it

choke is gone now, and I am delighted to report that the big triple carburates perfectly, even at walking speed and at a cowsh-dodging pace. It's very impressive.

feels big after the compact Street Scrambler.

The fuel tank feels vast, although it's only of 3.3 gallons capacity. The entire machine feels big, and it feels tall, as I've already said, although it actually isn't. What it is, is wide. The effect of this is that a chap with short legs - like me - feels totally tottery while tottering around a

Plainly Keith knows his carbs. Brakesare good too. Nothing flashy, simply effective.

The revelation here is how easy it is to handle the big Legend through country lane bends - it simply rolls around corners on those big fat tyres, and any lack of

sloping gravel surface. But never mind.

Push button and break out into a wide grin as the unique engine burbles and rumbles into life. No other motorcycle sounds like a Triumph ohc triple. One of the truly great motorcycle soundtracks. Despite being fitted with carbs - three of them - the Legend settles down into a smooth and steady tickover, and the choke lever can be eased back towards its resting place as soon as the bike's in gear and pulling .

Clutch operation is hydraulic, and light enough to use, while the lever - like its oppo on the right bar - is adjustable for reach.

Handy, that. Into gear it goes, shall we say 'positively'. More than a click, less than a clonk. And off we go, passing Keith, doing his best to appear calm as I waddle cautiously off the gravel and onto firmer footing. Followed by a creative assortment of speed humps.

This demonstrates straight away that the older Triumph's suspension is more forgiving than the Street Scrambler's. Also that the huge seat is as commodious as it appears.

Then through an assortment of lanes.The

confidence caused by riding a strange bike on unfamiliar lanes was dispelled instantly .

But it's out on the main road where the Legend comes alive - and it really does.

Back when they were new, these triples, especially in softly-tuned Thunderbird trim - were famous for their wide spread of both power and torque . It's easy to see why. Although the engine feels lazy and in no hurry , quite suddenly you are catching up all the other traffic - and Keith aboard my bike has receded in the mirrors (rock-steady and mounted in the right place, incidentally) . Entirely suddenly, I was reminded of my old Tubbybird Sport and vowed to assault the ads pages as soon as I got home. That's how good a ride it is.

An aside: I did indeed investigate once back at RCHQ and can reveal that prices of all of this generation of Thunderbirds are rising . Plainly they are more popular than I'd expected, which is very good if you own one, less so if you fancy buying one!

Bends are a delight. The riding position is good, upright and in total control, and the entire package simply flows through

the bends for which the Atlantic Highway is well known. A great bike, this.

Although it's not actually Keith's bike, rather it's Elaine's. There must be a tale to tell, surely?

Of course there is.

'Back in 1999, Elaine decided to learn to ride a motorcycle. So one day in October 2000, she went off and took and passed her test - without telling me!' Keith, grinning broadly as he told the story.

'I'd promised her a bike of her own when she passed her test, so ... we purchased it new in November 2000, from On Yer Triumph, in Tring, for ÂŁ4500, including extras: It's a little sobering to understand that twenty years later you would expect to pay much the same price for one - rather more if it's in the same condition as this example.

Times changed, as they do, and the Triumph went into'mothball'for a few years, only getting ridden occasionally, and the mileage is still just over 5000. I wondered whether there'd been any problems with it over the last twenty years?

Keith shrugged. Not really, he decided, and the few woes were just down to its Jackof use. So, the carbs corrode internally if they're not drained - the bike is on its second set.

And it 's eaten a couple of batteries and a set of coils . That's it.

Thanks to Elaine and Keith for the opportunity to try out a bike which I've plainly ignored for far too Jong.A question we get asked from time to time is whether the early modern Triumphs are developing 'classic'status.

After this handsome day out, I have to say that they are. Great presence, great performance, and great parts supply. It's a Triumph! Re Left: Two generations of Triumph 900s, two decades apart in age. A fine comparison, too

12 I NOVEMBER 2020

Moreold bikesonline:Real-Classic.co.uk

ENJOYED THIS PREVIEW? THE BEST ACTION IN TRIALS AND MOTOCROSS

DIRTb bike ke

VELO MAC MA S SPECIAL PECIAL NORTON RT RTON INTER AJS SCEPTRE SCEP E SPORTS! SCEPTR SPORTS POR !

PORTS

CLASSIC

#48

ISSUE

Forty-eight Autumn 2018

OCTOBER 2018

No. 330 October 2018 £4.30 UK Off-sale date 31/10/2018

MOTO MEMORIES // TECH TALK // MONTESA COTA 200 // BULTACO MATADOR

3.60

Running, Riding & Rebuilding Running, Rebuilding Real RealClassi RealC Classic C lassi Motorcycles

BOXER CKS TRIC

HOW THE LEGEEND BEGAN

SUPERMAC’S TRIUMPH DRAYTON

PRINTED IN THE UK

PLUS MOTO MEMORIES TECH TALK MONTESA COTA 200 BULTACO MATADOR AN HOUR WITH: GERRIT WOLSINK

£3.60 US$9.99 C$10.99 Aus$8.50 NZ$9.99 PRINTED IN THE UK

HOME, JAMES!

UNIVERSITY GRADUATE

#48

001 Cover_OCT.indd 1

AT THE CASTLE

DRUMLANRIG 2018 D 20

WINNER

SUPER PROFILE: ARIEL’S HT3

GREEVES ESSEX TWIN BUYING GUIDE // STRIP YOUR TWOSTROKE // BSA B31 RESTORATION // MALLE MILE // CAFE RACER CUP // SHETLAND CLASSIC // THE CLASSIC TT // MIKE HAILWOOD REPLICA

CLASSICS

65 PRE65 PRE

PRINTED IN THE UK

R 2018 ISSUE 174 OCTOBER

N48 2018 US$15.99 Aus$14.99 NZ$18.99 UK£5.50 UK Off-sale date 15/11/18

BUY  SELL  RIDE  RESTORE

13/09/2018 10:34:50

001 CDB Cover_048.indd 1

02/08/2018 14:53:55

001 Cover_174.indd 1

03/09/2018 10:18:26

•SINGLE ISSUES •SUBSCRIPTIONS

CLICK HERE

www.classicmagazines.co.uk

ENDOFPREVI EW

I fy oul i k ewhaty ou’ v e r eads of ar ,whynot s ubs c r i be,ort r ya s i ngl ei s s uef r om:

www. c l as s i c magaz i nes . c o. uk