The Classic Motorcycle - March 2015

SAVAGE BEAUTY OLD PECULIAR WILD NEW IMP

OEC ODDITY

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Number 3 March 2015

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MARCH 2015

THUNDERBIRDS are go!

Is this the best 650cc Triumph?

PLUS: ‘Cammy’ Square Four

T160 resurrection Arthur Bourne profile Unrestored Monet Goyon Maltese collectors New Imperial Unit Minor

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Editor’s welcome As Christmas becomes more and more of a memory and we start to plough through the first months of 2015, so thoughts turn to what lies ahead.

I always suffer from the same ‘lull’ over the festive period with regards to my motorcycling, summer rides seemingly so far away, with enthusiasm for spending hours in the cold shed ‘lacking’. But, gradually ‘the fire’ starts to come back and before I know it, I’m looking forward to getting stuck into motorcycling again.

The Newark winter show stoked some of the fires of enthusiasm, the opportunity to chat (and look at) motorcycles appreciated after the festive period. So, still on a ‘high’ I set about a few of the jobs that needed attending to; the main one involved trying to sort out the Sunbeam Model 9, which ever since we’ve had it has been making a horrible noise, accompanied by a ‘jumping’ sensation. Investigation (initially it was suspected to be the crankshaft shock absorber ‘going over’, but much experimentation and head scratching revealed it wasn’t) showed why – a first gear suffering from the kind of tooth decay normally associated with someone who has a diet consisting of fizzy drinks and chocolates, while second was on its way to being equally ruined, too. Happily, sets of internals are available and a call to Chris Odling, up in Oban, saw him despatching the necessary almost immediately.

I couldn’t believe how easy it was… Now it’s just a case of fitting and reassembling. I’m looking forward to having it all together again, as the 1930 Model 9 has become, really, my favourite motorcycle to ride.

I’ve always really wanted a flat tank 9 (or preferably 90) but have been advised by ‘a man who knows’ that the saddle tank one handles a bit better, being heavier and less prone to frame ‘whip’ while I love the Beam for its mixture of practicality, performance and all-round usability. In fact, for a pre-31 machine it does feel rather like cheating, as it’s so capable (and quick) that a couple of hundred mile ride, even with A roads if needs be, is not a problem. So, I’m looking forward to it (hopefully) being fit and well again. In fact, while looking through an old issue of The Classic MotorCycle recently I found a picture of the very Beam, erroneously described as a Model 90 (they made mistakes then too!) taken at the 1985 TT rally, being ridden by then owner Doug Rose. So now I’m thinking, get the gearbox sorted and perhaps plan a ride to the Isle of Man… On a sadder note, two of this month’s articles feature departed friends – two of the nicest and most encouraging people I encountered during my early days at the helm of this magazine, in the form of Colin Dunbar’s obituary and a feature on Martin Tiller’s Square Four. Colin’s son Duncan made me laugh recently when he told me how his father always referred to a roundabout near where he lived as ‘James’s roundabout’ after I fell off there when visiting many years ago, while I generally have my morning ‘cuppa’ in a bespoke ‘Square Four’ mug Martin presented me with on the occasion of my roadtesting the motorcycle. From opposite ends of the country, Colin and Martin always offered me encouragement and support, which I appreciated greatly. Both are much missed.

JAMES ROBINSON EDITOR

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IN ASSOCIATION WITH

CONTENTS ISSUE | MARCH 2015

24 40 58 46

Archive photograph ..........................................6 News....................................................................8 Subscribe and save........................................16 Letters ..............................................................18 Newark show report .......................................20 Triumph Thunderbird superprofile .............24 Motorcycling in Malta....................................34 Monet Goyon Shooting Star ..........................40 OEC Villiers .....................................................46 Straight from the plate – Kickham Memorial Trial, 1927........................................................53 New Imperial V-twin works racer ................58 CB Bickell – The Stony road to stardom......62 Ariel Square Four ...........................................66 Closer Look – Prototypes only .....................70 Rob Prior interview .............................................76 Men who mattered – Arthur Bourne.............78 Roy Poynting column .........................................80 Jerry Thurston column..................................82 Marque of Distinction – Honda ...................84 You were asking..............................................86 Restoration guide – New Imperial Model 23..90 Classic components – Roller chain .............92 Technical feature – Triumph T160 part three.94 Diary..........................................................................110 Next month ............................................................112 Classic Camera ............................................114 POST: The Classic MotorCycle, PO Box 99, Horncastle, Lincolnshire LN9 6LZ EMAIL: jrobinson@mortons.co.uk

Contributors

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Roy Poynting, Richard Rosenthal, Jerry Thurston, Alan Turner, Andy Westlake, Steve Wilson.

THE CLASSIC MOTOR CYCLE (USPS:710-470) is published monthly by Mortons Media Group Ltd., PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK . USA subscriptions are $63 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Bancroft, WI and additional entries. Postmaster: Send address changes to THE CLASSIC MOTOR CYCLE, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595 chris@classicbikebooks.com

Fabulous rarity. A Beta is an uncommon sight on these shores; this beauty, owned by Steve Wood, was chosen as Best Continental.

Winter wonderland

The Classic Bike Guide Winter Classic kicked off 2015’s show season, with a strong crowd converging on a chilly exhibition site.

W

Words: JAMES ROBINSON Photography: JOE DICK Illustrations: MARTIN SQUIRES

ith the Christmas turkey hardly digested and the New Year’s Eve hangovers barely abated, so on the weekend of January 3-4 2015, classic enthusiasts converged on the Newark showground, for an event which has fast become a fixture in the classic calendar.

A strong trade contingent was offered stellar support by praiseworthy private and club offerings, with several eye-catching motorcycles to be found in the various halls. Though it was cold (really cold!) at times, and the rain also fell heavily, the atmosphere was friendly and the prevailing sense of feeling was that most people were glad to have something a little

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Brrr! It was rather icy on Sunday morning…

different to do after the overindulgences of the preceding fortnight.

Competition among the concours machines for the top prizes was fierce, with the 1969 Suzuki T200 of Andy Baldwin being chosen as the best in show, though it was run close by several other machines, among them Graham Holloway’s (the winner at Newark 2014 with his Tiger 110). He was exhibiting an exquisite Triumph Trident special, which boasted a 1000cc big-bore kit and numerous other tasteful ‘performance’ mods, but still maintained the distinctive ‘bread bin’ tank of the early Ogle design three, with the tank being finished in the ‘aquamarine’ hue of the early three too. It won Graham the best private entry accolade.

CBG Winter Classic | Show

“Chosen as best of all was Andy Baldwin’s sparkling T200 Suzuki.”

John Fairclough’s Moto Guzzi V700 was a really eyecatching machine, which had the best postwar award bestowed upon it. The bright red finished 1972 transverse V-twin was originally supplied to the Ghana police force before being brought to the UK. It was presented in a tastefully ‘customised’ manner and looked just the sort of machine for crosscontinental touring. It was displayed on the Mid Lincs VMCC stand.

Other stunners were here, there and everywhere too, the breadth and diversity of what people choose to restore to such exacting standards no better evidenced than in the private entry section. Prize winning machines as wide-spread as Bryan Lingard’s 1911 Sun Precision to Gary Kendrick’s RD500 Yamaha (private entry, third) rubbed handlebars in neat lines, with other winners like Ken Thirtle’s beautifully presented ladies model 1926 Royal Enfield and Mark Kremin’s rare 1989 Mecatecno trials iron on parade too. All added to a varied spectacle.

Others which twinkled like the just-put-away Christmas decorations included Steve Wood’s exquisite Beta Mondial, a real rare example of a road going machine from a long established (founded 1904) Italian company later more associated with trials, and dated to 1956. It was among a host of other glorious exotica on the Italian Motorcycle Owners Club stand, most sparkling but also including David Boarer’s fabulous ‘authentic and unrestored’ 1934 Gilera VL. The 500cc side valve single was found in a garage, alongside two 1930s 500cc Guzzi singles and a 1947 Guzzini. David afforded the quartet a ‘good home!’ The stand itself was voted by fellow club stand exhibitors as the third best at the show.

Pipping them were the Gold Star Owners Club, voted runners-up, and the UK 2 Stroke Club, which was selected as the ‘pick of the bunch.’ There were some nice machines on the display, with the

1 Graham

Holloway’s rather special Triumph Trident; it’s bored out to 1000cc.

2

John Reynolds presented ‘top prize’ winner Andy Baldwin with his trophies.

3

Best in show Suzuki T200, property of Andy Baldwin.

4

Bryan Lingard’s Sun Precision, from 1911.

5

Another unusual Italian in the form of David Johnston’s Parilla Slughi; it was second in the private entry category.

THE CLASSIC MOTORCYCLE | MARCH 2015

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November 30, 1950

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ROAD TESTS OF NEW MODELS

T

HE Triumph 650 c.c. “Thunderbird” was introduced to the public, just prior to the Earls Court Show in 1949, by means of a remarkable high-speed demonstration at the Montlhery track, near Paris, in which three production models each covered 500 miles at a speed in excess of 92 m.p.h. with a final flying lap of 100.71 in two cases and 101.78 in the other. Since then innumerable requests for a “Motor Cycling” road test report have been received from readers, requests which we are now able to satisfy.

Following an established tradition - the “Speed Twin” Triumph was the first of the modern popular vertical twin-engined motorcycles - the “Thunderbird” was the first of the larger capacity engines of this type to be announced and has proved as popular and as successful as the earlier 500 c.c. model.

With an increased power output - well over 30 b.h.p. is available - and without any additional weight, the performance of the newcomer was rightly anticipated to be something rather exceptional. Vital to the maintenance of high average speed is the ability to cruise in excess of 70 m.p.h. without in any way “fussing” the engine and, indeed, cruising as such is dependent on weather conditions and the stamina of the rider rather than the speed at which the “Thunderbird” will travel. No difficulty was experienced in keeping the speedometer needle above the 80 m.p.h. mark and on one road, frequently travelled, the average speeds were high enough to produce a firm resolve that, other than in the company of close friends, no mention of them would be made.

Continued use over roads “not so good” and frequently only “just fair” has borne out an early impression that, from point to point, this is one of the really quick motorcycles. Speed alone does not produce this impression. It is built up from the satisfactory working of every

The 650 c.c. o.h.v. Model 6T VERTICAL TWIN

TRIUMPH "THUNDERBIRD" “Motor Cycling” describes the Road Behaviour of the Biggest Machine in the Range - with a Three-figure Maximum Speed

(Above right) A near-side view of the 650 c.c. power unit. With a bore and stroke of 71mm x 82mm it develops 34 b.h.p. at 6,300 r.p.m. (Below) The “Thunderbird” looks what it is - a fast but tractable machine capable of “hitting the hundred.” The “Twin-Seat” is an extra.

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November30, 1950

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(Above) The “Thunderbird” on the road. On test it was found to be readily responsive to throttle and brakes and so easy to handle as to maintain a high standard of safety.

(Left) The ingenious Triumph sprung rear hub, with which the “Thunderbird” tested was equipped. It provides an excellent degree of comfort and materially aids the road-holding qualities of the machine. component on the machine and finally from an indeterminable feeling that, come tractor or motor coach on the narrowest of roads, all will be well.

Of the tangible things, consider first the riding position. Admirable in all respects, the “Twin-Seat” accommodates itself to any riding position adopted. sitting up and pottering, or head down and banging along a good arterial

road. Footrests are adjustable to three positions, long, medium or short, and both the long and the short rider will find them equally comfortable. Any relative position can be chosen for foot brake or foot change pedals; both are fully adjustable and it is simple to put them where only the slightest movement of the foot is sufficient to produce results.

Handlebars are unusual in shape but

On the left is shown the distinctive headlamp nacelle a now familiar feature of all Triumphs, in which is housed switch-gear, ammeter, cut-out button, concealed horn and speedometer. The tank top luggage grid is also shown.

comfortable in operation and strictly functional in their absence of unnecessary knobs and levers. The automatic advance unit on the magneto makes it possible to dispense entirely with an ignition control, and the air lever has been relegated to a semi-concealed position beneath the saddle. This control does not, in road test parlance, “fall readily to hand,” but the knack in using it is soon acquired. Horn button and dip switch are unobtrusive; the former is screwed into the handlebar and the latter is neatly screwed to the rear of the front brake lever clip.

Starting the engine when cold required a little more energy than is normal with vertical twins of 500 c.c.s, but as each cylinder has a capacity of 325 c.c.s it was nothing to cavil at.

With the air lever closed and the carburettor flooded slightly, two or three firm prods were all that was necessary to produce the required result. When warm, air control and flooding could be ignored. It was found advisable to keep the air lever nearly closed until the engine really warmed up, but as the carbonation proved quite clean from pilot jet to maximum throttle, this was more an indication of “spot on” tuning than of mixture weakness.

Provided the clutch was freed before starting the engine, bottom gear could be selected without noise. Clutch withdrawal was “two finger”, and could almost be described as “little finger.” Engagement was similarly smooth and the relatively high bottom gear of 11.2 to 1 unnoticeable in consequence. The words “smooth” and “easily” describe the operation of every control. Gear changes could be whipped in up or down, although unless they were made very quickly or very deliberately, changes between second and third produced some slight sign of engagement.

It is difficult to describe the sense of ease felt when cracking along narrow and bumpy roads. From a fast left-hander the machine could be picked up and then banked without conscious effort from a swerve in the opposite direction. The spring wheel must take full credit for its share in the proceedings; although its travel is, theoretically, not designed to cope with potholes of the 4-in variety, it knocks the bump out of anything less than the 6-in crater.

In addition, it does an excellent job by maintaining the back wheel in contact with the road.

At the bows, the telescopic forks co-operated to full effect and, with more movement available, literally damped out all road shocks.

The synchronised suspension ensured complete controllability and, to borrow another well-worn phrase, the test machine “steered to the proverbial hair.”

With such excellent road-holding, it is not surprising that the brakes proved efficient; even inefficient units would have produced passable results with the wheels so firmly in contact with the ground. And Triumph brakes are by no means inefficient! The 7-in front brake, with its new cast-iron drum, gave smooth and steady retardation from any speed, THE CLASSIC MOTORCYCLE | MARCH 2015

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Closer look | Prototypes

Prototypes only Our history is littered with motorcycle designs which failed to negotiate the development shop door. While the non starters from the big players are well documented, the efforts of the tiny factories and would-be manufacturers are overlooked. Here we tip the scales.

F

Words: RICHARD ROSENTHAL Photography: MORTONS MEDIA GROUP

ew have any notion of what goes on in the minds of others; family, friends, work colleagues or whoever. Therefore, we’ll have even less idea of what’s afoot in the minds of inventors and therefore motorcycle designers, because they are and were inventors too. As we go about our daily tasks, we’ll often shake our heads and doubt the sanity of the inventors and developers of designs we encounter – items which should, in theory at least, make our daily chores less tedious and more comfortable. But given a blank sheet of paper or a clear computer screen, could we do better? I know I couldn’t.

If the common and mundane has us doubting the designer’s skill, what do we think of the bizarre, unusual or even sound concepts which never made the shops?

On the whole, major manufacturers have design, development and test departments, and their boards expect a surprisingly high percentage of ideas to end up in the bin. Yet often great designs come from lone individuals and the back rooms of the tiny players.

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We accept many motorcycle one-offs and specials were developed in the veteran, vintage and pre Second World War days and without some of these designs, some of which were futuristic, motorcycle development wouldn’t have progressed at such a pace. Here, we take a look at some the efforts of the small players which progressed no further than prototype or limited production.

AJW

The ‘rorty’ 500cc JAP powered single that formed the prelude to the ill-fated 1952 lightweight.

Founded in 1926, by Arthur John Weaton – a man who should have listed his hobby as making motorcycles – AJW certainly built its share of prototypes and oddballs before the outbreak of the Second World War. Custody of the brand was acquired by Jack Ball of Bournemouth during the war and from dwelling at Seabourne Road he schemed his postwar programme. Planned models included a 500cc JAP powered rorty single and a touring 500cc side valve twin named the Grey Fox, again with JAP power.

Rather than enter mass production, Jack was overtaken by setbacks. An attempt to acquire appropriate planning permission to convert a part built factory unit at Poole into a motorcycle works was thrown out by local planners, so Mr Ball relocated to Wimborne, Dorset, where a modified Grey Fox entered limited production. Alongside this Jack built JAPpowered speedway machines, which radically for the period employed the frame’s top tube as a fuel tank. This proved too radical for many speedway riders…

Spotting the rut many lightweight motorcycle makers were stuck in, Mr Ball, who loved frame design and styling, designed his ideal lightweight. And while its ‘fastback’ style tail unit may seem odd today, it is actually not so far removed from that of the Fastback Norton Commando launched a couple of decades later.

With (or perhaps in spite of…) its 125cc two-stroke JAP engine, the 1952 AJW lightweight bristled with innovation and intelligent design, including a large diameter front and smaller rear drum brakes, spine frame with telescopic front and full swinging arm rear suspension, and its dual type seat installed in the rear mudguard and tail unit, which also carried the rear light and numberplate. A larger dual seat was planned with optional cover for the pillion part. Now that seems mighty familiar today! Unfortunately for Jack, JAP stopped manufacture of all motorcycle engines except speedway units and, despite being superbly finished, that was the end of the AJW Lightweight and nothing more was heard of the firm until 1958, when it started importing motorcycles.

COMMANDER

Key in ‘Commander Motorcycles’ on your computer’s internet search engine and you’ll find endless information regarding Norton Commandos despite the spelling variation.

But then my wife’s car informs the driver when he/she is too tired to drive and my van notes when you’ve spun the wheels and informs the

Definitely a very science fiction-esque machine in terms of styling, this 122cc Model 111 Commander wouldn’t have looked out of place on the set of Flash Gordon.

roads are slippery, so why shouldn’t the computer know better than me? You’ll also learn about tyres, dealers and even OEC Commander motorcycles – with and without Duplex steering – but precious little about the Commander motorcycle range, displayed at the 1952 Earls Court Motor Cycle Show by the General Steel and Iron Co Ltd of Hayes, Middlesex.

Although three distinct Villiers powered models were displayed, they were in fact variations built around a single spine frame design built up from square section tube and clad with pressed steel tinware sporting monoshock rear suspension, rubber band controlled leading link front fork and futuristic bodywork, including the chrome plated and slatted engine enclosure. The rear mudguard supported optional seating, comprising a single saddle with or without padded pillion seat extension or full dual seat and the rear light and numberplate. Concealed within the machines’ bodywork was the fuel tank, battery, tools, switchgear and even the tyre pump. Specification variations were appropriate to model.

Model 1: Autocycle with 99cc Villiers 2F single speed two-stroke engine, pedals, 4in front drum brake, back pedalling rear brake and 2.25 x 21in tyres. Finished in light blue. Price £74-19-6d.

Model 11: Motorcycle with 99cc Villiers 1F twospeed, two-stroke engine and kick starter, 4in drum brakes to both wheels and 2.50 x 19in tyres. Maroon paintwork. Price £84-19-6d.

Model 111: Motorcycle with 122cc Villiers 10D three-speed two-stroke engine and kick starter, 5in drum brakes to both wheels and 3.00 x 19in tyres.

Finished in dark blue. Price £95-16-8d.

Despite producing stylish catalogues for these futuristic lightweights, nothing more was heard of the Commander. Perhaps the buying public weren’t ready enough for these stylish ingenious machines to place orders at the London Show, or production costs were too high, or…

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Technical classics | Triumph T160, part three

LAST JOBS

The Trident has been carefully stored since it was last run in 1997. With spring around the corner, it is high time it stirred itself. In the final part of this short series, its rear disc brake gets the treatment, while the rest is serviced.

Words and photography: RICHARD ROSENTHAL

02

A

s detailed in part one, this low-mileage Trident was renovated as required in the mid-1990s, used briefly, then stored on display in dry museums for the past 17 years. Part one was devoted to cleaning its fuel tank, fitting new taps and pipes, then cleaning and resetting the carburettors.

Although we should have waited until the entire rolling chassis had been serviced or overhauled as appropriate, we didn’t. Thus with new battery fitted, wiring checked and its electronic ignition performing, it was time to play. In went oil and a gallon of juice and after a few coughs the T160 struck up on all three cylinders and soon settled to the fast tickover we had set the throttle stop to.

Last month’s work (part two) focused on the front end, with all going well until we started on the last job of part two – strip the front brake master cylinder. A combination of brake fluid and condensation had done ‘wonders’ by wrecking the unit, therefore the overhaul kit was put into our parts store, the corroded

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THE CLASSIC MOTORCYCLE | MARCH 2015

Above: The T160 Trident, after years of dry storage and ready to be revived!

component was put in the scrap bin and a replacement was supplied by Phil Bargh, the proprietor of LP Williams (01524 771875, www.triumph-spares.co.uk).

Armed with the new master cylinder, friend Colin completed the renovation of the front braking system.

And with Peter in charge of filling and then topping up the front brake master cylinder’s reservoir with Dot 4 (high performance) brake fluid, the system was bled.

As your scribe has avoided anything to do with hydraulic brakes since our VW Beetle days in the 1960s/70s, Colin had offered to reawaken my grey cells, knowing that once this feature series is over, yours truly will revert to his old ways of belt rim and modest drum brakes without a backward glance!

However, to ensure I remember the tuition for at least a few weeks, the overhaul of the rear disc brake was entrusted to me alone.

In addition to the work carried out on the Trident’s rear braking system – detailed in the accompanying photographs – the rest of the rear chassis was checked or serviced as listed in the following.

REAR WHEEL: While the grease on the rear wheel bearings was soft and clean, they were cleaned and re-packed as recommended in the Triumph maintenance manual.

With all such wheel bearings they must be packed with grease to an optimum, but excess grease is unwelcome – with drum-type brakes it oozes from the bearings and can end up on the brake linings, which is less than helpful…

In some cases, it can also smear itself on the discs of disc brake systems, which again isn’t helpful but at least it is easier to clean off.

Using an identical thought process as applied to the front wheel, while the unworn rear tyre had no evidence of cracking, held pressure for months and passed the ‘thumbnail test’ for hardness, we know it’s at least 17 years old. Not a thought to conjure with as one’s cruising along the motorways at legal maximum speeds, so a new Avon Road Rider was fitted. While we can fit tyres we often ask our local motorcycle shop (Paul Nobbs Motorcycles – 01353 775398 – of Sutton near Ely) to supply and fit these, as he has to hand modern balancing equipment. And while the tyre is off, the wheel rim is cleaned and spokes checked by us.

The Trident’s final drive chain was in near new condition, while the sprockets may well be original to the machine, but as the T160 has clearly seen only modest use since new, these were deemed fit for purpose. However, the chain had been liberally coated with sticky chain lube type material which protected it well during its long sleep, but had also attracted 17 years worth of dead flies, general grot and debris. A clean and re-lubrication was required.

On the ‘special tools shelves’ are lengths of cleaned old chains to suit all common chain sizes known to motorcycling man. On splitting the chain, an appropriate chain from the tools’ shelf is linked to the machine’s chain and pulled over the gearbox sprocket. Off with the subject chain, and into the solvent. Once clean, the chain was lubricated. There are many favoured approaches involving differing brands of chain lubricant – we favour SAE40 or SAE 50 oil into which the chain is immersed for and hour or so to ensure it penetrates all rollers, then the chain is hung overnight from a well-placed nail in a rafter of the overspill shed, with a bowl underneath to catch the drips. Others will ‘pooh, pooh’ this approach but it has now served me for half a century so ‘I ain’t changing now!’

To refit, the cleaned chain was reconnected to the slave chain with a split link and pulled back over the gearbox sprocket in readiness for completing its refit to the T160. Preferring to line wheels on the ground against a straight edge (string, lasers etc, all serve well and it is your preference) the chain is adjusted and wheel aligned by eye while on the workbench and will be realigned once the Trident is lowered.

Finally, while in the air, the Trident’s lights and horn were checked. Other than needing to clean a couple of terminals and replace a bulb, all was sound. Although this marks the end of the feature series, the Trident will soon be presented for an MoT test. Before the test, the T160 will go through the pre MoT checks as detailed in previous Technical Features in TCM.

01 01

Unpacked from its transit parcel, the front brake master cylinder kit includes seals, one for fitting fluid reservoir to the cylinder, and the seal/anti swill boot for the reservoir.

Often, as in this case, replacement master cylinders of modern manufacture have their bodies machined in stainless steel and corrosion issues can be forgotten.

Classic life

02

02

Once the master cylinder has been screwed into its mating position in the brake lever assembly, the reservoir is refitted. Its seal involves squeezing an O-ring into a rectangular housing moulded into the reservoir’s base – an easier job than it sounds with the O-ring making the seal between the master cylinder and the reservoir. Take care not to over tighten its fastener, as this can damage both the O-ring seal and the plastic reservoir.

02

Most of us are familiar from our car maintenance days of bleeding hydraulic brakes. The method involves connecting a tube to the brake cylinder’s bleed nipple with its other end immersed in the brake fluid. With brake fluid in the master cylinder reservoir, work the lever/pedal in slow, positive movements.

Air will be driven from the system and bubble into the container linked to the bleed nipple by tube. As the lever is worked, the level of fluid in the reservoir will fall – top this up because if it runs dry, air will be sucked into the system. Sometimes tricks are required to get the system going – some of these will be explained later in this picture series.

03

04 While some classic machines with a disc front brake sport a drum rear, the Triumph T160 has discs to both ends. Here, the entire set apart from the disc has been removed and comprises the German made Magura master cylinder, AP Lockheed caliper, flexible braided brake pipe and the brake light switch which is operated by pressure as the foot lever is applied under braking.

THE CLASSIC MOTORCYCLE | MARCH 2015

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Next month On sale MARCH 6, 2015

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Editor James Robinson Tel 01507 529405 Fax 01507 529495 email jrobinson@mortons.co.uk staff writEr Michael Barraclough Tel 01507 529541 Fax 01507 529495 email mbarraclough@mortons.co.uk @MJ_Barraclough PublishEr Dan Savage GrouP Production Editor Tim Hartley contributors in this issuE Roy Poynting, Richard Rosenthal, Jerry Thurston, Alan Turner, Andy Westlake, Steve Wilson dEsiGnEr Holly Munro rEProGraPhics Simon Duncan

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thE classic MotorcYclE (usPs:710-470) is published monthly by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK. USA subscriptions are $63 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Bancroft, WI and additional entries. Postmaster: Send address changes to THE CLASSIC MOTORCYCLE, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595 chris@classicbikebooks.com PrintEd bY William Gibbons & Sons, Wolverhampton. © Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher.

ISSN No 0263-0850