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31 Articles

This may be the April issue, but sadly this is no April Fool’s prank. As we finished the last issue, the threat of closing PS was announced, and it’s now become reality. The mag’s real owner (not Gary Hurd) has made some wider decisions about its future; closing PS as economic factors have made mags like ours drastically more expensive to produce, print, and distribute. We, as many of you might be, are gutted. PS has come from the heart from day one, imagined and produced by people who love bikes and the whole scene around them. You won’t find any other bike magazine where the staff put their hands deep in their own Old Farmer Chris’s tractor parked up for the final time pockets to buy, build and ride…

OUR SINCEREST APOLOGIES

Last month’s CBR600F resto guide included a copy error detailing a Katana, instead of Brian Greenfield’s tale of building a Brian Morrison tribute. We were told about the threat to the mag and dropped the ball putting those pages together. Our apologies to Brian, and to you. Here’s the missing insight into his neat race-rep Jellymould. “I’ve owned 10 of these. My first one was brand new in 1991 when I was 19. I have a very original, 11,000-mile Benetton, and another I’m building as a replica of Brian Morrison’s 1989 Honda UK race bike. I’ve rebuilt a few through the years. “Even back when I first got the bikes, body panels were difficult. That was the main reason I bought the spares bikes. I taught myself to plastic-weld, and…

OUR SINCEREST APOLOGIES

When the milk run is magical Iwas in the Slater Brothers’ Laverda shop (PS, March, 2023) in Herefordshire one Saturday afternoon having a longing look at what was for sale when a bloke on a 500 Montjuic turns up. He comes in the shop. Richard Slater says, “Hello, how are you?” “Fine, thanks,” says the bloke. “Can I use your phone, please?” he asks. “I’ve got to call the wife and let her know I’m OK, I only popped out for some milk.” “Help yourself,” says Richard. Bloke picks up the phone and starts dialling. I look at Richard who says to me, “The bloke lives in Essex somewhere.” And I’ve wanted a Montjuic ever since. Dave Howes Everyone should ride a Montjuic at least twice in their short lives –…

specials we like

★ TAJIMA ENGINEERING HONDA CB-F RS Freddie Spencer replica CB750/900Fs are a fine thing, obviously, but in the world of Honda inline-four specials they’re also 10-a-penny. If you want to raise the sauce level several notches (not to mention exclusivity) what you really need is an RS1000 lookalike – Honda’s TT-F1 weapon of choice pre-V4. Japanese engineering specialists Tajima are no strangers to upgrading CB-Fs; the company’s founder, Toshihisa Tajima, has made no secret of his disdain for the original CB1100R and stock CB-Fs, so given the opportunity, he and his team don’t need a second invitation to spice one up. This CB-F RS is one such creation, sporting numerous RS1000 style parts made in-house at Tajima, from the frame, swingarm and tank to lightweight race inspired bodywork and bespoke…

specials we like

1974 Bultaco Alpina 350 Owner: Mark Vincent Owned for: three years So far: complete stripdown and restoration What’s next: sell to pay for next project READY TO RIDE Because I always like to have a restoration project on the go, I bought this Bultaco Alpina 350 as a complete but tired import from the USA in 2020. We didn’t get the Alpinas in the UK because glass fibre fuel tanks weren’t road legal in the 1970s. I stripped it and had the frame powdercoated, while the engine was rebuilt by a Bultaco expert. The original plastic chainguard was cracked. A local 3D printing service made a copy for me. The wheels and alloy parts cleaned up well but the handlebars needed rechroming. The electrics are mainly Lucas and the wiring…

Bike Of The Month

1978 Kawasaki Z1-R Owner: Dave Solomon Owned for: two years So far: creation of an old-school USB tribute What’s next: set up on the dyno READY SPECIAL Reckoning that the modified motorcycle world already has more than enough Suzuki Bandit specials with blow-through turbos, I decided that I wanted an old school draw-through turbo set-up, and that I would build one using a late 1970s Kawasaki Z1-R frame and Z1000 Mk2 engine. My inspiration for the build was the bikes I remember seeing at the Ultimate Streetbike rounds at local dragsstrips back in the day. The Z1-R frame was braced and scalloped in all the right places to give some much needed rigidity byWayne Kirby Engineering Services. This is absolutely essential if you’re going to run a turbo in one…

Bike Of The Month

GOODBYE & THANK YOU

Back in 2009 I was working on Classic Bike when my then boss and CB editor Hugo Wilson handed me the bare bones of an idea. We’d already started including ’70s and ’80s classics into CB – hell, I even dared don a set of bright red and white Kushitani leathers, a black visor and knee sliders for a photoshoot, much to the displeasure of the mag’s more conservative readership… But it was clear to us that content featuring LCs, Zeds, GSX-Rs etc, and project bikes from that era had the potential to grow into a magazine in its own right. During our time on CB, Gary Hurd and I built and raced a Yamaha 250LC, turned a shabby GS1000 into a gleaming Cooley/Yoshimura rep, and started my Katana project.…

GOODBYE & THANK YOU

BEST BIKES RIDDEN It’s hard to choose because there have been so many, but in terms of standard road bikes it’d have to be the Honda NR750 (issue 63). It wasn’t that fast and, like me, was too big and soft to be a really sweet handler. But for the sound, the quality, and experience nothing comes close. For best special, I can’t pick just one because the level of build quality, ingenuity and sheer wow factor that’s gone into some of the builds we’ve featured has been off the chart. If I had to pick three it’d be James Mansfield’s stage-3 powered 2Moto framed Rothmans NSR500 replica (Issue 58). Outrageously good – best two-stroke I’ve ever ridden. Others that I’d dearly love in my garage are Steve Elliott’s fabulous…

CHRIS NEWBIGGING

In 2010, I was a lowly reporter on MCN, racing a TZR250 on weekends. A racing pal gave me an RGV250 VJ21 in boxes – a cool project, and there was a new mag coming from some blokes down the hall I thought it might suit. I didn’t know Jim well, but I dropped him an email, touting it as a possible project to earn a few extra quid to cover the build. That was my ‘in’ with PS. Soon after, he was recruiting for a full-time writer, so we set an interview date: the morning after the MCN Xmas piss-up… I made my pitch, went home, threw up, went to bed for the afternoon. I got the job, somehow… Jim, Alan, designer Austin Smith and I had a brilliant…

CHRIS NEWBIGGING

The big Suzuki is the staple diet of so many PS readers. No wonder. Power and torque in abundance. Numbing reliability, even when tuned to the hilt, and no shortage of spares, or go-even-faster bits. Why wouldn’t you? Andy Harriman is in no doubt: “By the time you’ve done all your two-stroke stuff, there’s really only a few ways you can go that make any sense – and big Suzukis are one of the more sensible not very sensible things you can spend your money on, if you see what I mean.” We do. Of course we do. Certainly, Kawasakis are an option, but Zeds are getting prohibitively expensive, and crafting a decent Honda CB900 in the Freddie mould has always been one of the more cash-heavy roads to travel.…

BIG, OLD LUMPS OF IRON...

There’s no finer expression of a big, powerful superbike than an air-cooled, inline multi-cylinder engine. The apex of development for that particular package was the early 1980s – a time when manufacturers threw everything at their own interpretations of the design before liquid-cooling and improved aerodynamics changed the way engines were packaged. There are plenty to whet your appetite, too, from Kawasaki’s last of line Z1000s and early GPz11s to Yamaha’s behemoth XS1100, and Honda’s polished all-rounder CB900F. But there are others which offer something different – something more – while also bringing a touch of exotica into the mix: bikes like Suzuki’s unique GSX1100S Katana, Honda’s deliciously trick (for the time) CB1100R production racer, and Laverda’s bullish yet beautiful Jota – an Anglo/Italian triple twist on the theme that’s…

BIG, OLD LUMPS OF IRON...

“IT TAKES COMMITED AND CONSIDERED INPUTTO TEASE THE VERY BEST FROM THE CHASSIS” Laverda’s Jota was the result of serendipity. Had Herefordshire based Lav importers Slater Brothers not tinkered with the Italian marque’s already fruity 3CL triple – fitting high compression pistons, race cams, and a less restrictive exhaust to unleash an additional 19bhp – Laverda may never have run with the idea. Thankfully the Breganze based concern embraced the Slaters’ development work and the Jota was born. Racing was always a key part of the Laverda ethos, so development work on the firm’s three-pot motor continued on track. 3Cs and early Jotas run crank phasing – the middle pot is off-set from the outer two by 180° giving the original Jota its distinctive, off-beat exhaust note. The factory experimented…

CB1100RB/RC AND RD

“ANYONE WHO’S RIPPED ONE OF THESE THROUGH THE GEARS WILL TELL YOU THE BRAKES HAVEN’T AGED WELL” The CB1100R was Honda’s first road-going production racer – a proto-RC30, if you will. When this 1062cc four appeared in 1980, Honda had not long returned to GP racing with its wildly ambitious NR500 project. Unfortunately, the oval-pistoned four-stroke couldn’t get anywhere near its two-stroke rivals, so the company needed to redress the balance by scoring some high-profile victories on an international stage. Production racing provided the answer. Straight-from-the-crate racing highlights the reliability and engineering excellence – or lack thereof – of a marque’s products. The CB1100R put Honda on the top step of the podium from the off, at Australia’s grueling Castrol 6-Hour race. By early ’81 the R was mopping up…

CB1100RB/RC AND RD

“THE RIDING POSITION IS CRIPPLING. IF YOU CAN MANAGE MORE THAN 80 MILES AT A TIME YOU’RE DOING WELL” How times have changed. Way back in 2010 when PS first evaluated and tested a GSX1100S (anoraks may remember the beautiful, original SD model on the cover of Issue 4) you could buy a minter for between £4500 and £5500. These days you’d be lucky to find a ratty Kat 1100 for that kind of dough; a gleaming example will now rush you between £10-12K. But opinions towards Katanas haven’t changed. They’re still very much a Marmite machine – you either love ’em or loathe ’em. And that’s all down to the radical, angular styling that’s been dividing reaction to this distinctive Suzuki for over 40 years. In terms of engineering…

THE ONE TO BUY NOW

All three of these early ’80s in lines offer a charm, character and style not attainable in later liquid-cooled, purposely packaged fours. But they’re very different in their own right, with their own distinct USP. If you fancy a Katana it’s unlikely you’ll covet a Jota. Likewise, the desire to own a Laverda isn’t likely to bleed out towards a CB1100R. So, which should you choose? Ultimately, it’s down to your own personal taste. A Jota really is a different animal to the other two. If you like your classics raw, uncompromising and slightly leftfield, a Laverda triple ticks all those wants and more. But no Jota, 120 or not, is simply a jump-on-and-go ride. They require constant attention, love and care, and if you’re not in the mood for…

THE ONE TO BUY NOW

33 PAGES OF ESSENTIAL WORKSHOP WISHDOM THIS MONTH 66 WHAT’S THE PROBLEM? Deauville brake delink, CR250 wheel swap, TL1000R fault codes, melted wiring on a ZX-7R, KLX650 hot start issues, GPX750R caliper troubles, and FZR1000 fork oil query 69 RESTORE A... YAM R1 4XV Or just leave it as it is. Best not bother 74 REAL LONG-TERMERS Neil Guest and his Honda CBR600 F-Y 78 BARGAINS TO BIMOTA Alan didn’t quite get there, but he got mighty close. Here’s what he learned about trading up 88 ON OUR BENCH Old Farmer Chris’s Lav Mirage, Gary and another Suzuki, MG’s Bandit 12, and MF’s Yamaha R7 race bike 98 PROJECT HUNTER With Gary Hurd. Yes, your host for this final issue. No more timewasting, the end of cold sweats while you…

What’s the problem?

Honda Deauville NT650V-3 Braided upgrade My 2003 Honda Deauville NT650V-3 is the later model with linked brakes. I’m thinking it would be good to replace the original rubber brake hoses with braided ones. The problem is nobody seems to offer a replacement kit for the linked brake models. I’m not against de-linking the brakes but the Nissin front calipers on my bike are different on either side. The three pistons in the right caliper are all fed by the front master cylinder but the centre piston on the left caliper is fed from the rear. So I can’t just run lines from the front master cylinder to the front calipers. Jon Statham, email Martin Bradfield says: The good news is that we can make some custom hoses for you atVenhill.…

What’s the problem?

Sense of sensors

The Suzuki TL1000R I bought as a ‘doer upper’ came with a starting issue. When put into dealer mode, it shows C21 and C23 fault codes. I have replaced the tilt over and air temperature sensors but still no joy. It does try to fire. Any help with what to look at next would be great. Jason Montgomery, email Gary Hurd says: The issue could be the fuel cut-off sensor assembly, to give the tilt sensor its official title. It can be fitted in its sleeve the wrong way up so the bike now thinks its upside down and won’t let the pump prime. If you flip it over and it still doesn’t fire, check for fuel pressure at the throttle bodies. The fuel pump in the TL’s tank often…

Sense of sensors

My Honda CRM250 AR came with a spare set of wheels with knobblies on. However these spare wheels have some deep corrosion on the rims, while the ones on the bike are fine. My question is two-fold. First, can I repair the corroded rims? Will they weld? Metal paste? Second, which 17-inch road wheels might I get to fit, so I can put the knobblies on the decent wheels? I see some people on the forums have fitted Cagiva Mito wheels. Dave Moore, email Alan Seeley says: Can’t say I like the look of that corrosion at all. It doesn’t bode well for the possibility of corrosion inside the rims around the spoke holes. I would get the wheels rebuilt with new or better rims and spokes. Or you could…

The sliding front brake calipers on my Kawasaki GPX750R are causing binding issues. It seems the calipers do not release as they should when the lever is released. Have removed and cleaned them up, have copper-greased everything but still having the binding problem. Nathan Daniels, PS Facebook Group Alan Seeley says: There is a couple of possibilities here. As you’ve cleaned and greased the sliding pins, you can rule those out. Although I’d use a light smear of regular grease here in preference to copper grease. Your problem could be that corrosion has built up in the piston seal grooves, causing the seals to grip one or more of the pistons preventing them returning sufficiently. Also check that the fluid return hole(s) in the master cylinder aren’t clagged up.…

My Kawasaki KLX650 starts and runs fine from cold but won’t start when hot. It just turns over. The bike has been laid up for a number of years. It has fresh fuel, sparkplug, air filter and oil. Any ideas please? Steven Ayres, PS Facebook Group Gary Hurd says: You will need to run through a few basics here. Try starting the bike with a bit of choke when warm. The pilot jet could be clogged, hence it starts OK on the choke circuit from cold then not so well when the choke is off and you’re relying on the pilot. I suspect the carb needs to come off for a clean and rebuild. Check the valve clearances too. Are you getting a spark when the bike is warm? It…

What a scorcher

My 1999 Kawasaki ZX-7R P4 has, for the second time, scorched the wires from the ignition switch and melted the connector block. The scorching is on the end of the wires on the switch side of the block. The loom side seems unaffected. I have read about the ‘infamous’ grey wire and a resistor in the switch, but nothing to say if it causes the problem, or a clear fix. Gary Weller, email Ferret says: First make sure the headlight bulbs are the correct wattage. The issue you’re having is most likely down to a build-up of resistance in the loom or connector blocks associated with the wires that are melting. The wires are often thinner gauge on the switch side than on the loom side of the plug, so…

What a scorcher

YAMAHA YZF-R1 4XV

The 1990s redefined sports motorcycling, not once but twice. In 1992, Honda delivered the genius of the FireBlade and it was hard to imagine what another manufacturer would have to do to top it. However, top it Yamaha did with the 1998 YZF-R1. The Honda’s glorious five-year reign came to a sudden and dramatic end as Yamaha’s new litre bike – 998cc to the Honda’s 919cc – became the machine everyone wanted. Clever engineering convened in the R1, combining radical design with tried-and-tested technology to take sportsbike design to a whole new level. Kunihiko Miwa was the Yamaha executive who headed up the project, and he would later add the R7 and R6 to an already impressive CV. At the core of the R1’s innovative design was a radical rethink…

YAMAHA YZF-R1 4XV

THE REAL LONG-TERMERS

Neil Guest began his motorcycling adventure in 2005. “I did my Direct Access with Camrider in Cambridge. I was 29 when I passed my test. I reckoned that if I did it before I was 30, I couldn’t be accused of learning to ride because of some sort of mid-life crisis. So having acquired my full licence, I researched what might be a good choice for my first big bike,” says the Cambridgeshire-based optician. “I read a load of magazine articles and reviews. Knowing that I wanted to use the bike for year-round commuting as well as pleasure riding, I needed something with decent performance and good build quality. Everything pointed to the Honda CBR600.” The now defunct Cambridge dealer, Hallens had this 2001 Honda CBR600F-Y for sale at £3200.…

THE REAL LONG-TERMERS

BARGAINS TO BIMOTA

Story so far.. Man with way too many bikes already decides what’s missing in his life is some form of Bimota. Determined to make this idiotic pipe dream a reality he embarks on a series of buys to ‘trade-up’ to his pie-in-the-sky high-end Italian. Nearly did it, too. Buying bikes. A process fraught with perils and pitfalls en route to the bargains. Still, the savvy buyer with a realistic and rational approach to counterbalance their enthusiasm can get straight to a grief-free deal. We’ve bought and sold hundreds of bikes over the years. Most times we get it right, or at the very least know what we’re letting ourselves in for. Sometimes too we get it wrong. Decades of accumulated wisdom somehow ignored in a rush of blood to the…

BARGAINS TO BIMOTA

GREAT BRITISH GARAGES

Neil Ridgewell & Tim Sims Made In Italy Motorcycles Magic happens in the workshop of Made In Italy Motorcycles. Most customers might not see beyond the showrooms, packed with delights from Italy – and a smattering of other nations – from the 1950s to the present century. It’s a temple for the Italophile. Indeed, although we have visited to feature the workshop, it’s a good 20 minutes or so before we can tear ourselves away from the serried ranks of Ducatis, Laverdas, Bimotas, MVs, and more lined up in the Stowmarket emporium. However, the workshop is where manager Neil Ridgewell and mechanic Tim Sims breathe new life into great Italian machinery; restoring, repairing, and renovating everything from modest 175s to ultra-desirable and stratospherically-valued Ducati 750 Super Sports. The three bikes…

GREAT BRITISH GARAGES

Story so far... Old Farmer Chris finds a Mirage in a hedge and sets about patching it up with baler twine and some old bits of five bar gate. Chris Newbigging 1979 Laverda Mirage Bargain Mirage just an illusion Garden find Laverda fires up. The costs are substantial, but nothing done right ever comes cheap Resurrecting a Laverda triple so badly neglected as this one was not, and is still not a wise idea, and likely financially ruinous. Let’s be clear. If you haven’t followed the whole saga, this 1979 Mirage 1200 was gifted to me by reader Tom Petty, who was tasked with clearing the estate of his late friend Eric Dowler. The Laverda (and a Triumph T150V) had been taken off the road in 1991 for repairs that…

All in the head. And the mind

Story so far... Laurel and Hardy forget making movies for a few years and build a drag bike. They try to go faster and faster. And faster We said we were going to do Project Drag Bike right this time around, finessing the details, and making the modifications that will take it to a whole new level. Not to mention a whole new quarter mile time bracket. The target is to run in the nines, having made good on the original ambition of hitting the ten-second mark with the first budget build. Fast elapsed times are all in the head – or at least a lot in the head; cylinder head that is. What goes on in the confused mind of rider, Al Seeley is another matter indeed, and not…

All in the head. And the mind

Won’t be long now... sit tight...

End of story... Man takes four years to get Bandit 12 close to running. Then PS shuts and he’s still not there. Guess we’ll never know what happens... Having smugly assumed the back-end rebuild would only be half as aggravating as the front… turns out it’s in need of just as much restoration. The sprocket carrier bearing is seized solid. Wheel bearings both OK, but the big ball race that carries the drive load is history. The carrier has suffered some sort of trauma in its short life, what looks like a jumped chain. But aside from from some scars, it’s in good shape; no cracks, no chips to the important bits. This is when cleaning parts in the diesel bath pays. Old cush rubber detritus, layer after layer of…

Won’t be long now... sit tight...

Waiting for the mad onslaught

Story so far... Tired, old man (MF) forces son (Adam) to go racing so he can bore everyone trackside about how quick he was: “You see, in my day...” Don’t know what happened to the past twelve months but they’ve fairly flown by. We haven’t done a lot of racing, mind. It’s been a waiting game. A waiting game for parts. But scroll forward to early Feb 2023 and things are looking a lot more promising for our season kick-off at Brands on the weekend of 25/26 March. Lez Pearson is hairy-elbows-deep in R7 engine before he flies off to Oz to be US racer Garret Gerloff’s crew chief at the first two rounds of WSB. He has the Nova CR gearbox with its rejigged shifter drum to give us…

Waiting for the mad onslaught

WELL, THAT’S THE END of that, and this. You may breathe a sigh of relief that you won’t have to read my prattling tripe any longer… I hope not, I hope it’s been interesting, and informative. I’ve enjoyed it, and learnt a few things watching the market as I have. One of the big things has been that no matter what I or you might think there is a buyer for most bikes. There have been a few bikes I’ve scoffed at and dismissed, only for someone to come up to me, or email in and say they’ve bought it, and they have a plan that sometimes make sense of why they’ve bought something that looks fit for scrap. And value is subjective. Especially now, with certain bikes regularly fetching…

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