Practical Sportsbikes 01.2022

SPECIFICATION

YAMAHA YZF750R

ENGINE Graphics/colour THINGS YOU NEED TO KNOW
Type liquid-cooled, DOHC, 20v inline-four fashions come and go.
Of its time, then WHEEL PAINT seals and pistons can be eye
Capacity 749cc condemned as utter Very thin from the factory and watering) and original lines will be
Bore x stroke 72 x 46mm gash, this is now the susceptible to flaking off. toast by now.
Compression ratio 11.5:1 height of mid-nineties Powdercoat is the way forward.
Carburation 4 x Mikuni BDST38 über-cool REAR SHOCK
EXUP VALVE Unlike the later R1, the YZF never
IgnitionTCI digital MODEL GUIDE Same drill as with any other EXUP came with a swingarm mounted
TRANSMISSION equipped Yamaha. Regular (i.e. hugger so the shock is exposed to
Primary/final drive gear/chain 1993 annual) maintenance is essential if all the road crud thrown up by the
Clutch wet, multiplate YZF750R 4HD1 your exhaust powervalve is to rear wheel. Most bikes’ OE shocks
Gearbox 6-speed Big step on for 750s at continue operating in the required will be past their best by now.
the time. Massive fashion. Remove, clean and Nitron offer three replacement
CHASSIS aluminium alloy chassis, lubricate the EXUP blade with options: the NTR R1 (£489.72),
Frame aluminium Deltabox beam 20-valve motor with copper grease, and adjust the the remote reservoir NTR R2
Front suspension 41mm usd forks, adj EXUP valve, fully cables. Obvs, if you change the (£680.52), or the track-spec NTR
preload, compression and rebound damping adjustable suspension, whole exhaust system, you’ll lose R3 (£775.92) for both R and SP.
Rear suspension Monocross monoshock, adj 6-pot calipers, and named the benefit of the EXUP valve.
preload, compression and rebound damping after Yamaha’sTT-F1 CLUTCH
Front brakes 2 x 320mm discs, 6-pot calipers racer. Available as a OIL CONSUMPTION Can require attention after as
Rear brake 245mm disc, 2-pot caliper race-ready SP model as YZFs use a bit of oil. A small top up little as 20,000 miles. Clutch
Wheels cast aluminium, hollow 3-spoke well with close-ratio ’box, every 500 miles is nothing to plates can stick together if a
Tyres 120/70 ZR17, 180/55 ZR17 single seat, 39mm Keihin worry about. If a bike’s been bike’s been standing for a while.
flatslides and lumpy cams. standing for a while the piston
DIMENSIONS Colours: pink/blue/white, rings can stick.They’ll release with SEAT HUMP COVER
Wheelbase 1420mm (55.9in) pink/graphite/purple use, however, and consumption The side attachment tangs snap
Seat height 795mm (31.2in) will lessen. off and finding a replacement
Dry weight 196kg (432.1lbs) 1994 with them intact – especially in
Fuel capacity 19 litres (4.1 gals) YZF750R 4HD2 FRONT BRAKES the right colour for your bike – is
Graphics and colour A minefield of issues.The discs tricky. Similarly, the bodywork
PERFORMANCE updates only. Colours: can warp, the OE bobbins can wear screws get chewed up or go
Power (claimed) 125bhp@12,000rpm purple/white/blue, dark and become sloppy, the 6-pot missing. Replacements are still
Torque (claimed) 59.3lb.ft@11,800rpm blue/purple/orange calipers need regular available if you want that ‘mint’
maintenance (the bill for genuine look, but they’re not cheap.
Top speed 162mph 1995
YZF750R 4HD3 There’s a difference between an Öhlins and an Öhlins-branded shock
touring on. You buy one for race-bred Slight tweaks to fairing Practical Sportsbikes 51
handling and a searing top end, and it and bellypan, plus
delivers on both. There is an issue with the different indicators. New
chassis, however, that can spoil ownership curved radiator and Öhlins
of this classic Yam. branded shock. Colours:
white/red/orange/black,
When new, the six-pot front calipers green/purple/black
and twin 320mm floating discs were the
last word in braking. But now, almost 30 1996
years on, the OE calipers have lost their YZF750R 4HN4
lustre and – as I’ve discovered on mine – Final model.The last
their bite too. The calipers need stripping, bikes off the production
cleaning and refurbishing annually if line were treated to some
they’re to work as required. Blue-spot SP parts including the
calipers do go on, but you’ll need to close-ratio gearbox. Fork
chamfer the fork bottoms to get them to adjusters and front discs
fit; less than ideal if you want the bike to updated. Colours: red/
remain original.
white/black
The YZF stayed in Yamaha’s line up for
four years. A need to stay competitive in
superbike racing and tackle Honda head-
on in the litre class saw Yam replace the
750 with two distinct models: the YZF-R7
and YZF-R1. Being a mere 750cc, the
YZF dropped out of favour for most of the
noughties. Only now are ’90s superbike
fans tapping back into its brilliance as a
quick road bike and an easy to hustle track
tool too.

Prices are steadily creeping up, yet there’s
still time to grab one at modest money.
Original pink, blue and white ones are the
most sought after and valuable. Better than
an OW01 for a quarter of the price; what
more excuse do you need?

Strong, stable and short on “AT203KG THE ZX-
vices. The ZX-7R has got so 7R ISN’TLIGHT – AND
much going for it
YETON THE ROAD
THE 7R’S BULK HELPS
WITH RIDE QUALITY
AND KEEPS FLIGHTIN

ESS AT BAY”

KAWASAKI Front end stability got an uplift too, with Compared to an SRAD the 7R’s
fully adjustable 43mm usd Kayaba forks performance can feel a bit breathless.
ZX-7R (2mm larger in diameter than the ZXR), The Kawasaki’s not slow or drastically
while the rear got an uprated Uni-Trak underpowered, but the Suzuki’s
I f there’s a better looking ’90s inline- linkage to rid the bike of the previous considerable weight saving and extra top
four superbike than Kawasaki’s ZX-7R model’s notoriously harsh set-up. At 203kg end are very noticeable. That said, as a road
it must have passed us by. The 7R’s the ZX-7R isn’t light – Suzuki’s SRAD is a bike – if your body can stand the extreme
distinctive, aggressive lines were simply massive 24 kilos less – and yet on the road ergonomics – a ZX-7R makes for a very
unsurpassed at the time, and the fact they the 7R’s bulk helps with ride quality and effective, fast, composed road tool.
still look seductive all these years later keeps any flightiness at bay.
speaks volumes about how spot-on this Racing success certainly helped the
bike’s design was, and still is. The riding position is pure attack. You
don’t sit on a ZX-7R, you plug into it. Looks a million dollars after a quarter of a century
Kawasaki has a reputation for evolution Feedback, particularly from the front end,
rather than revolution, and the ZX-7R is immense. You feel as if you can keep MINT £3900-£4500
is testament to that. Using the already pushing and asking of the front tyre long
successful ZXR750 as a base, Kawasaki after a rival machine would have thrown in Only a low mileage, unblemished and
tweaked every area of that bike to create the towel. The 7R just keeps on gripping. preferably stock bike makes top money, and
the 7R. The frame, for example, shares they’re rare. Some European imports may be
the earlier bike’s 25°/99mm rake and trail The engine also owes its lineage to the restricted or differ in spec – adding to the cost
(why mess with what was the best front end ZXR, but a wider bore (up from 71mm to A mint 7RR would fetch considerably more
in class?) while a 5mm longer swingarm 73mm) and a shorter stroke (reduced from (£9000-£12,000).
improves stability, particularly at speed, 47.3mm to 44.7mm) gives the ZX-7R a
without sacrificing the chassis’ ability to stronger midrange than the ZXR750L. To
turn. compensate for any loss at the top end, the
7R uses a twin ram-air system to further
PRICE GUIDE pressurize the charge – the ZXR featured a
single-channel set up.
HOUND £800-£1800
TIDY £2500-£3500
Can range from unfaired streetfightered rubbish
to hideously scruffy but all-there hounds. Expect Can vary from mods like rear under trays and
corrosion to be rife, especially on steel and aftermarket pipes, to race rep paint, coloured
aluminium parts, so getting finishes back to screens and polished frames. Standard condition
factory may be hard.Think before buying a dog – or properly modified (quality pipe – Arrow,
what may appear cheap could become a money pit. Akrapovic, uprated suspension, brakes etc) are
what you want.

52 Practical Sportsbikes

The stocker the better, just like this

SPECIFICATION

KAWASAKI ZX-7R

ENGINE THINGS YOU NEED TO KNOW
Type liquid-cooled, DOHC, 16v inline-four
MODEL GUIDE EXHAUST SYSTEM BRAKES
Capacity 748cc Stock mild steel headers rot. Very Usual 6-pot problems. Any
Bore x stroke 73 x 44.7mm 1996 few will have lasted the 25 or so sloppiness in cleaning and
Compression ratio 11.5:1 ZX-7R P1 years since production, so if you servicing the calipers can quickly
Carburation 4 x 38mm Keihin CVKD Replacement for the view a bike that’s still wearing lead to seized pistons, internal
ZXR750. Heavy compared its OE downpipes inspect them corrosion, dragging brakes and a
Ignition electronic to its rivals at 203kg, but thoroughly. If it’s wearing an loss of performance.
TRANSMISSION beautifully balanced. aftermarket pipe, ask if it’s been
Primary/final drive gear/chain Claimed 120bhp, but rejetted – a fluffy bottom end and CORROSION
Clutch wet, multiplate nearer to 110 at the wheel. midrange will be the price if not. The finish is poor on exposed
Gearbox 6-speed First bikes were solid green metal surfaces. Once corrosion
or red with white number REAR SHOCK gets a foothold on a ZX, it’ll waste
CHASSIS panels and purple seat The Kwak nose-down, arse-up no time doing its worst.
Frame aluminium beam frame units. Colours: green/ stance benefits from a decent
Front suspension 43mm usd forks, adj preload, purple, red/purple shock, so fit something quality ENGINE
compression and rebound damping or have the OE unit rebuilt for The motor is strong. Big mileages
Rear suspension Uni-Trak monoshock, adj 1997 best results. Brook Suspension are no problem. Engines can
preload, compression and rebound damping ZX-7R P2 (brooksuspension.co.uk) can sound and run rough when the
Front brakes 2 x 320mm discs, 6-pot calipers Unchanged. Colours: rebuild a stock ZX shock for just carbs go out of balance – carb
Rear brake 230mm disc, 2-pot caliper green/purple, red/purple, £155. icing can be a problem in colder
Wheels cast aluminium, hollow 3-spoke months too. A clean fuel filter and
Tyres 120/70 ZR17, 190/50 ZR17 black FORKS Silkolene ProFSTfuel additive
1998 The ZX has a fantastic front end, help. Lower gearing is a common,
DIMENSIONS ZX-7R P3 sublime steering and a level of easy mod to liven up the slow-
Wheelbase 1440mm (56.5in) Graphics change – Ninja feedback from the front tyre revving motor’s feel.
Seat height 780mm (30.9in) logo on the side of the unsurpassed by any other ’90s
Dry weight 203.4kg (456lbs) fairing. Colours: green/ Japanese sportsbike, but 25-year- WHEEL PAINT
Fuel capacity 18 litres (3.95 gals) purple, red, black old fork oil and tired springs will dull Woefully thin and chips off easily
1999 any prowess the forks once had. when tyres are changed – and
PERFORMANCE ZX-7R P4 So, get the forks rebuilt by MCT, even if you get a bit too close/
Power (claimed) 119bhp@11,700rpm Graphics updated again. Maxton or similar and give the bike vigorous with a jet wash.Thicker
Torque (claimed) 55.6lb.ft@9500rpm Colours: green/black, red/ back its best feature. The paint on powdercoat prevents any future
black, silver/black the lower legs chips easily, too. problems.
Top speed 163mph 2000
ZX-7R P5 Nothing weird or complicated – just an honest, meat and potatoes 750
“A BAD ONE CAN BE A Ninja logo replaced by Practical Sportsbikes 53
HORROR WITH LUMPY Kawasaki graphic on the
fairing. Colours: green/
FUELLING RUINING black, red/black, silver/
WHATSHOULD BE black
2001
SHEER JOY” ZX-7R P6
Unchanged. Colours:
ZX-7R’s cause. Having guys like Anthony green/white/black, red/
Gobert in WSB and Chris Walker in BSB white/purple
win on the RR version helped push the 2002
Kawasaki’s popularity through the roof, so ZX-7R P7
race replica paintjobs and tasty superbike- Minor graphics tweaks.
a-like add ons like Akrapovic/Arrow pipes, Colours: green/white/
Öhlins shocks and single seats are oft black
performed upgrades.

If you’re going to splash out on better
componentry, lighter wheels, better
suspension and brakes will elevate an
already excellent package to seemingly
stratospheric new heights.

Overall finish is a mixed bag. There are
lovely touches, like the milled top yoke
(when it’s not covered by hideous stick-on
fake carbon), the racy brushed aluminium
instrument surround, the classy clear
headlamp covers, and early two-tone paint.

But a badly kept ZX-7R can be horror
to ride, with lumpy fuelling, noisy running,
loose controls and baggy suspension ruining
what should and could be sheer joy.

Aim high, however, buy a lovingly owned
example and you will fall in love with ’90s
superbikes all over again. Guaranteed.

“THE ACTION IS PACKED UPWARD OF 10K, AND
WHEN IT’S ONTHE CAM... OH, WHAT ATHING”

SUZUKI cradle frame. It was old tech back in 1985 damper also allowed Suzuki to trim 5mm
when the model first appeared, so it was off the wheelbase to give the bike even
GSX-R750 SRAD no surprise when the WT rocked up with keener steering and turn-in (as if it needed
a massive all-ally beam chassis wrapped it. Suzuki claimed that dimensionally at
S uzuki weren’t messing about when around an equally fresh massively over- least the WT was based on the factory’s
they built the GSX-R750WT. They square, ram-air equipped motor (Suzuki RGV500 GP racer).
couldn’t afford to be, because by Ram Air Direct – hence SRAD), making a
the mid-’90s the GSX-R750 had claimed Blade-bashing 128bhp. For such All of the SRAD 750s offer a frantic yet
well and truly lost its shine – so much so, a modest capacity it’s still one hell of a wonderfully accomplished ride. Decent
that by 1993 it felt like we were witnessing motor. Had Suzuki made it 900cc from quality Showa suspension gets the best
the slow and painful death of a once great the off, Honda really would have been in from the stiff chassis. They’re not a bike to
machine. Suzuki’s 750 had grown fat, ugly trouble… potter about on, or head out on a half-
and, by way of its ancient cradle frame,
inextricably linked to the past. Unsurprisingly this GSX-R only gives its ‘Cheesegrater’ colours now coming in for some love
best when thrashed, but is there any other
The WT, or SRAD as it almost way to ride a Suzuki with that badge on
immediately became known, changed the side? With a 13,500rpm redline (we
all that in one swift headbutt to the thought 14,000rpm 400s were high revving
entire 750 superbike class. In fact, while only a few years before…) the engine
the new GSX-R was laying the nut on simply thrives on revolutions, and most of
its three-quarter litre rivals it was also the action is packed upward of 10K. But
simultaneously booting Honda’s FireBlade when it’s on the cam… oh, what a thing.
squarely in the bollocks. Yup, this was a
750 that thought it was a 900, and it had Early bikes – WT and WV – fuelled
the power and speed to prove it. through 39mm Mikuni CV carbs; from
’98 the WW and WX models gained
Suzuki had to rid the GSX-R of its fuel injection and an additional seven
horsepower. A standard fitment steering

PRICE GUIDE TIDY £2200-£3800 MINT £4200-£4800
Mixed bag. Everything from well used but properly Every now and then an absolutely mint SRAD
HOUND £1000-£1500 maintained originals (although almost every SRAD surfaces, and when they do, they don’t hang
Many a GSX-R has endured a hard life.Thrashes, wears a replacement end can). Usual stuff should around long.They’re a great bike and a proper
crashes, and half-arsed ‘improvements’ have left be top of your watch list – condition of suspension, ’90s time capsule. Must be as per factory/
many SRADs looking pretty sorry for themselves. brakes, engine servicing, bodywork. Polished showroom condition to make this kind of dough.
That said, if you hunt about you can still pick up a frames are a nightmare to return to original.
complete bike, resto ready, for under £1500.

54 Practical Sportsbikes

SPECIFICATION

SUZUKI GSX-R750 SRAD

ENGINE THINGS YOU NEED TO KNOW
Type liquid-cooled, DOHC, 16v inline-four
Even the aero hump ENGINE/GEARBOX ORIGINALITY
Capacity 749cc looks OK on the SRAD, The motor is a solid bit of kit, Finding an original example is half
Bore x stroke 72 x 46mm where it doesn’t work despite its relatively high state the battle. GSX-Rs have always
Compression ratio 11.8:1 nearly so well (hardly of tune.. Some of the first bikes attracted tinkerers – some good,
Carburation 4 x 39mm BDSR Mikuni at all, we mean) on a suffered from piston/head some not so good. If you buy a
Ignition computer controlled electronic TL1000R for example clearance issues, but they will have bike covered in cheap, bolt-on tat,
been weeded out through warranty you’ll have to factor in the cost
TRANSMISSION claims. Excessive wheelies can of replacement for OE or better
knacker second gear though, so a aftermarket. Coloured screens,
Primary/final drive gear/chain test ride is advisable. anodized bolts, generic carbon
Clutch wet, multiplate cans and mini-winkers don’t
Gearbox 6-speed FUEL PUMP HOSE increase a bike’s worth, regardless
CHASSIS An issue on early SRADs. Faulty of what the seller says, so use
hoses were replaced under them as bargaining tools.
Frame aluminium beam frame warranty. Green sticker on the
Front suspension 43mm usd forks, adj preload, righthand frame spar confirms this. CALIPERS
The SRAD’s 6-pot Tokicos work
compression and rebound damping HEADRACES well, offer decent bite and feel, but
Rear suspension monoshock, adj preload, It’s hardly a surprise, but GSX-Rs they’ll need regular maintenance
attract wheeliers – in fact, they’ll if they’re to stay on point. Six
compression and rebound damping probably tell you that when you pistons, bigger pads and extra
Front brakes 2 x 310mm discs, 6-pot calipers go to view a bike, so check the seals mean that they’re more
headraces for play or notchiness, costly to rebuild than 4-pots…
Rear brake 220mm disc, the fork seals for any weepage, and
Wheels cast aluminum hollow 3-spoke the front wheel for damage. SUSPENSION
Tyres 120/70 ZR17, 190/50 ZR17 Original, untouched shocks and
EXHAUST forks will, by now, be well past their
DIMENSIONS Stock headers are prone to rot, but best. If they’ve not been rebuilt or
GSX-Rs rarely wore their original replaced, budget up to a grand to
Wheelbase 1400mm (55.1in) exhaust systems for long – at the get the suspension upgraded, half
Seat height 830mm (32.7in) very least the end can was binned that if you’re having the originals
Dry weight 179kg (394.6lbs) in favour of something louder. Get rebuilt. Only then will you be able
Fuel capacity 18 litres (3.6 gals) the stock pipe if the owner still to enjoy the SRAD’s chassis as
has it. intended.
PERFORMANCE

Power (claimed) 128bhp@12,000rpm
Torque (claimed) 59.3lb.ft@10,000rpm

Top speed 167.5mph

arsed ride. If you do that, the only reward MODEL GUIDE Make sure you buy a complete bike. What? Oh, stripdown shot is it? OK
you’ll get is a stiff neck, sore knees and a Practical Sportsbikes 55
grumpy Suzuki, instead of an insane grin 1996
and your system flooded with endorphins. GSX-R750WT
All new GSX-R based,
Like its ’90s contemporaries the GSX-R dimensionally at least, on
scrubs off speed through a pair of 6-pot Kevin Schwantz’s
calipers gripping discs the size of Alan RGV500. Traditional
Partridge’s breakfast plate. They’re Tokicos, GSX-R cradle frame
like the ZX-7R, so they’re decent quality – dropped for aluminium
certainly better than the YZF’s humdrum beam frame. Ram Air
Sumitomos – but as with all multi-piston induction, claimed
calipers they’ll only deliver on their side 128bhp, 179kg. Colours:
of the bargain if regularly and properly blue/white, black/gold,
maintained. silver/purple/yellow

GSX-Rs have always been hooligans’ 1997
bikes, and the SRADs are certainly no GSX-R750WV
exception, so expect most used examples Minor tweaks and slight
to have endured a hard life. Many made graphics changes only.
it onto the track too, as race and trackday White wheels. Colours:
bikes, so finding a decent unmolested blue/white, black/red
example can be tricky.
1998
But it’s worth the perseverance because GSX-R750WW
a decent SRAD still has a lot to give as a Numerous changes, fuel
sportsbike. For starters, they’re bereft of injection being the
the sort of electronics and self-preservation biggest. Steering damper
devices that define contemporary race reps. as standard, 5mm shorter
On a GSX-R of this vintage, nothing comes wheelbase, gear ratio
between you and the bike; it’s as pure and changes, slightly taller
outrageous a riding experience that you’ll screen. Claimed power up
find. They still look ace, too. Aggressive to 135bhp. Colours: blue/
yet stylish and constructed by engineers white, black/red/silver
not accountants. Mad, bad and very good
to own. 1999
GSX-R750WX
Graphics and minor
tweaks only. Colours: blue/
white, black/red

All much of muchness money-wise, but the SRAD is the
most recently developed, and the maddest by a mile

I ’d be happy to own any of these ’90s them is starting to heat up. Beware hounds be with us today were it not for this machine
superbikes. In fact, I already have though – a rough ZX will almost certainly reviving the line.
one – a 1993 YZF750. While I’m still be a ground-up project on which costs will
struggling to get the brakes just how I quickly spiral out of control. Go for a good If you want to fry your brain and reduce
like them, I love the way it rides and one because you’ll want to ride it as much your nerve endings to a tingling mess, an
how easy it is to exploit what it has to offer. as admire it, and it must be tip-top to make SRAD is the perfect tool on which to achieve
And I never get tired of opening the garage any sense. your goal. You’ll have to sort the wheat from
door and seeing it there. If anything, the the chaff – there are a lot of ropey examples
YZF’s got more beautiful with age. That leaves the headbanging SRAD out there – but if you find one that’s
Suzuki. A madcap bundle of pure, fizzing somehow managed to avoid being owned
That said, the Yamaha is currently the performance that can still astonish today. and abused by a mouth-breather you’ll have
least desirable of this trio. Prices are starting The GSX-R spirit got a well-deserved shot in struck ’90s superbike gold. Buy it, cherish
to creep up slowly, but most people who the arm when the WT arrived on the scene – it, and relive the decade of sportsbike
want a ’90s Yamaha sportsbike go for an R1 indeed the model line probably wouldn’t still decadence all over again.
instead, and understandably so. But as prices
for the 1000 get higher and higher the 750 is
steadily coming back into focus.

If you’re thinking about a YZF750, you’re
almost certainly open to the possibility of a
ZX-7R. Still handsome after all these years,
especially in green, and forever caught up in
the romance of ’90s WSB racing, the ZX-7R
is an icon of its time and the market for

“IF YOU WANT TO FRY
YOUR BRAIN AND REDUCE
YOUR NERVE ENDINGS TO A
TINGLING MESS, AN SRAD IS

THE PERFECT TOOL”

56 Practical Sportsbikes

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Michael Dunlop/Team Classic Suzuki will
be campaigning this delectable GSX-R750
SRAD in international post-classic races in

2022. Nice. Really nice

Wester Steven Cooley died in Twin Falls, Idaho, USA on 16 October 2021, aged 65, of
complications from his diabetes. Long-time rivals and friends pay tribute to one of the

main men to make Superbike racing a sensation this side of the Atlantic

Words: Mark Graham | Pictures: Bauer Archive

60 Practical Sportsbikes

T he two times AMA Nice guys finish first. Don’t Thank you Wes Cooley
(American Motorcyclist believe the nonsense some
Association) Superbike people trot out Practical Sportsbikes 61
Champ and twice winner
of the Suzuka 8-hour Above: No stranger to
nearly met his maker Victory Lane Right:
at Sears Point Raceway, Sometimes a team’s
Sonoma, California in 1985. A huge turn chemistry is near
one crash into a hill left him in a coma perfect. It was with
for 12 days. He broke five vertebrae, both Pops and Wes Below:
femurs, and battered his lungs and kidneys With Freddie on the
to a life-threatening extent. “The nurses grid in 1981
said I should have been dead,” said Wes.
“And I don’t recall a thing about it – the
body’s way of saying it doesn’t want to
remember. But I’m a dirty, old, mean
sonofabitch. I’ll always make it.”

After an abortive attempt at a comeback
in 1987, Wester Cooley revived the
medical career he abandoned to go big-
time racing in 1976 – as a rehab nurse
– a job he felt properly qualified for. “Oh
yeah,” he laughed. “I know how to put
that one together. I’d broken 27 bones in
my career and that meant I was on the
ground way too much. I was stupid to think
I could ride forever.”

Wes began a working relationship with
Pops and Fujio Yoshimura in 1977 that
was to last four years and produce two
superbike titles (1979 and 1980) in the
crucible that was AMA series at the time.
His chief rivals for those titles were Eddie
Lawson and Freddie Spencer.

Aside from regularly dusting two soon-
to-be World 500cc Champions, all the
while Wes was covertly dealing with his
diabetes.

Cooley and Mike Baldwin won the 1978
Suzuka 8-Hour, but it was far from easy.
Honda fielded two factory RCB1000
endurance machines with Jean-Claude
Chemarin and Christian Léon on one with
Charlie Williams and Stan Woods on the
other. They also had another 10 factory
supported teams.

“We’d go three or four laps and the
clutch would fail,” said Wes. “For days
we’d try different things but it was only
the day before the race we put in a clutch

Eddie Lawson

“When I came into
Superbike with Kawasaki
in 1980, Wes and Freddie
were the guys to beat. We
had some great battles and it was always
fun racing with him. He was a real nice guy
and it always seemed like he was having a
good time. We were competitors for sure,
but you could race right next to him and it
was always safe. Same with Freddie. You
could race right next to those guys and no
one ever did anything dirty. Wes was such
a pleasant guy.”

Thank you Wes Cooley

“HE NEVER, EVER FLAUNTED HIS FAME.
JUST LIKE HE WOULD NEVER RUB IT IN

YOUR FACE IF HE BEAT YOU”

Wes’s all-action style; elbows up,
chucking it in and sliding it out.
Spectacular, and fast

AMA rider Harry Above: Wes on a George Beale-prepared TZ750
Klinzmann in the 1981 Transatlantic Match Races at Mallory
Park. “Wes had a much greater comfort level on
“When I started big displacement four-strokes,” said Freddie
racing Wes and Pat Left: Harry Klinzmann (31) chasing Eddie Lawson
Evans were my racing
heroes. They were the fast guys in
the Southern California club racing
scene. We became good friends. He
would come to our restaurant and
have his Bailey’s on the rocks, and
sit around and talk with people. He
was like family.”

62 Practical Sportsbikes

David Aldana Early AMA Superbikes with Aldana schooling a Yoshimura Z900

“I rode against him
a lot after he got
the Yoshimura ride.
Pops signed him up
to replace Fujio (Yoshimura) and he
flew. It was the fastest bike on the
racetrack – but Wes could really get it
round the corners too. He didn’t have
to ride dirty because it was so fast,
and Wes was a good development
man too. He had a real rapport with
Pops, in fact he had a good rapport
with everyone.
“I think he had a great temperament
– although I did see him lose it with
his dad at Daytona a couple of times.
He was business-minded, always
good with his sponsors.
“And he had his demons too, I had to
inject him in the thigh in Japan when
his diabetes got bad one time.
“He never really got on with the
two-strokes, I think they were too
on/off for him, just not his thing. I
lived in San Diego County near him
for the last 20 years and he never,
ever flaunted his fame. Just like he
would never rub it in your face if he
beat you.
“I saw him a couple of years ago and
he just could not believe that people
still wanted his autograph.”

Above: At a chilly Brands Hatch Above right: You can bet he wished he was out in the SoCal desert with Pops

Freddie Spencer that could go the distance.” The win put worked very well together. Pops really was
Yoshimura firmly on the map and made the brains behind it all. He’d be standing
“I was always impressed by Cooley a superstar in Japan. A sit-up-and- on the straightaway with his hand cupped
his speed. He was relentless. beg stock-looking machine had defeated over an ear just listening to the bike. He
And he was almost fragile Honda. This was big news and it made the really could tell what a bike needed from
in certain ways, like he was 1979 AMA series big news too. the sound. So our communication was
very thin, but he was quick. He did a great really the key.
job with Pops on that Suzuki. He was not And Cooley took it. The final race at
only one of the toughest I ever raced Daytona was cancelled because of rain, “The whole team was a unit. I felt so bad
against but he was also a really good and Wes, who was leading the points if I crashed and the whole team would be
person. His helping people as a nurse in his standings took the title with 58 to Ron up until four in the morning, or all night.
years away from the sport didn’t surprise Pierce’s 55 and Freddie Spencer’s 51. “I But they’d always be there for breakfast at
me at all. We’re all going to miss Wes.” was disappointed in the way it happened,” 6:30 come whatever. I think Pops and Rob
said Wes. “But I was comfortable with Muzzy [Kawasaki] – they were the best”
what I was doing and with Pops, and we all
Wes and Kiwi Graeme Crosby won

Practical Sportsbikes 63

Thank you Wes Cooley

Leading team-mate Graeme Crosby at Daytona in 1980 Wayne Rainey

“As a flat tracker
I didn’t pay that
much attention to
Superbike racing,
but when I started racing in the
series, Wes was the one guy I
knew about. He was the face of
the series.
“As a team-mate Wes was
always a gentleman and we didn’t
really have a rivalry. Even before
we were team-mates at Daytona
in ’82 Wes saw me going around
the banking with my Kawasaki
getting into such a headshake
that the wheels would actually
come off the ground. He noticed
I was tensing up and knew I was
making the problem worse.
“He knew if I kept doing what
I was doing it wasn’t going to
end well. Wes came up and told
me when the shake started
happening to just ease off the
handlebars and that made all the
difference in the world. Wes had
a big heart.”

“MY KAWASAKI WAS
IN SUCH A HEADSHAKE THE
WHEELS WERE OFF THE
GROUND. HE TOLD ME TO JUST
EASE OFF THE HANDLEBARS.
IT MADE ALL THE DIFFERENCE.
WES HAD A BIG HEART”

the 1980 Suzuka 8-Hour for Yoshimura trouble, came back late and Pops was at
Suzuki and things got a lot hotter in AMA the bar drinking sake. And Pops never
that year too. Honda came in. And they drank, so I asked what was happening and
came for Wes Cooley too. “We were at he said, ‘Honda’s in. The money’s going to
Fuji testing and we went into town in get outrageous now.’ And sure, some of the
the evening to try and get ourselves into team went to Honda, but I just told him:
Pops you showed me the way and I’m not
Ron Pierce jumping.”

Yoshimura Suzuki There would be drama in the 1980 series.
teammate: “He was a good Wes prevailed, but only just. Graeme
man, and I really loved the Crosby jetted in and won the Daytona
guy. We raced each other opener, Eddie Lawson took the next round
from the time he was 13. Once we raced at Alabama and it wasn’t until Charlotte,
the Bol d’Or 24-Hour together with NC that Wes posted a win. Spencer won
Yoshimura. We were fast, but with his on the Honda at Road Atlanta, then
diabetes Wes had a tough time keeping it again at Loudon, New Hampshire. Wes
together physically in those long events. It was getting enough podiums to stay in
was amazing to watch him grow from a kid contention but had to win the final two
to go on and become the great rider that rounds. He triumphed at Road Atlanta,
he was. I’m really going to miss him.” and by the time the final round at Daytona
loomed Lawson only had to finish 17th.
64 Practical Sportsbikes But his Kawasaki broke. His team switched

A Southern California Man, Wes didn’t enjoy the cold Lawson’s numbers onto team-mate David
Aldana’s machine – but got caught – and
What a line-up: Wes with excluded. Wes beat Spencer in the race to
Mike Baldwin (centre) claim title number two.
and Rich Schlacter at
Imola in 1978 So if Cooley could beat this quality field
in the USA, why didn’t he try his hand in
Grands Prix: “I never felt I’d done well in
the Transatlantic series or when I went to
Australia. I was married, had kids to look
after. A lot of guys made it and I could see
how they had to adjust to it, but it was a
whole different game, a step up. And I was
with Pops and he called me his brother.”

Loyalty, more than lack of ambition, kept
Cooley in AMA racing. The competition
stayed as intense as ever and after finishing
fourth overall in 1982 season Wes went to
Kawasaki to join Wayne Rainey in what
now became a 750cc class. He finished
seventh in the standings, went back to
Suzuki for 1984, then to Honda for 1985.
But he would not complete that season…

“Fred Merkel and me were running up
front for the lead and then the race got red-
flagged. We both had different compound
tyres, mine lasted better, but Fred was able
to change to a new set for the restart and I
was just trying to hold onto the lead. Next
thing I woke up in hospital.”

Wes Cooley’s later career as a nurse
is less documented than his motorcycle
racing exploits, but of even more value to
a few than the entertainment he gave to so
many. He leaves his partner Melody Rose,
son Wes Jnr. and daughter Alexis. Respects
to you all.

ShippInintgernSaetrivoicneasl

Design and manufacture
of motorcycle transmissions

Moto Guzzi 1000 GT Special........£6,500 Kawasaki Z1 1972 ...................... £19,950

• Standard ratio Yamaha DT175MX 1978...............£4,250 Yamaha GTS1000 1993 ...............£4,950
• Close ratio
• Selector forks Gilera Nuovo Saturno 500........... £6,950 Mondial 125 Cross 1973 ............... £3,950
• Selector drums Ducati 900SS FS 1993 ................. £6,500 Honda 600 Four Classic Racer...£14,950
• Dry clutch kits Norton F1 1990.......................... £39,950 Honda CB750 “Sandcast” 1969.. £32,950
• Special projects Triumph Buccaneer 1985 ...........£13,950 Triumph T120 Bonneville 1967.... £9,950
Moto Guzzi 850 t3 California ...... £7,500 Triumph T120 Bonneville 1968 .. £11,950
For all products please visit novaracing.co.uk Suzuki SP370 1978 ...................... £4,995 Triumph T120 Bonneville 1969 ..£10,950
or call on 01403 711 312 Suzuki T500 1973 ........................ £6,950 Norton Commando 1969 x2........£10,950
Honda CB400F Special 1975........ £5,950 Norton 650SS 1962 ..................... £9,950

Tel: 01252 625444

Mobile: 07809 894777

www.ClassicSuperBikes.co.uk

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Crighton CR700W

A CR700W ready for
shakedown. Blimey

ENGLISH
ECCENTRIC
Wankel wizard Brian Crighton is back with a new rotary engine in a new chassis backed
by aerospace aces Gilo Industries. Race versions now, road versions tomorrow

Words: Alan Seeley | Pictures: Simon Lee

O ver the last 35 years, Brian Now he’s back with a new bike and a surfboard in their catalogue. The CR700W
Crighton has made his further development of the rotary engine. is a serious bit of kit which the company
name synonymous with The 220bhp, 690cc Crighton CR700W is a plans will pave the way for a mass-
rotary engines. His work 130kg, £85,000 track bike that will be built produced version of the machine.
making a comparatively in a limited edition of just 25 machines,
crude engine into a race- available to well-heeled buyers and – dare Here, we take a closer look at the
winning, series-dominating powerplant in we hope? – race sponsors, so we might bike that promises to herald a great
the 1980s and 1990s is the stuff of legend, once again see circuits reverberate to that British engineering comeback and talk
a tale of engineering ingenuity that became spine-chilling sound of a twin-rotor engine to Brian Crighton, the man behind the
the stuff of motorcycling mythology. Spray, delivering the goods in its unique way. extraordinary evolution of the rotary.
Nation, Hislop, Simpson are just a few of
the names that took the rotaries to the top Crighton is working under the auspices Arriving at an unassuming industrial unit
step first under the Norton banner then as of Rotron, part of a group called Gilo in Wiltshire, we enter to find a trochoid
Team Crighton Duckhams. Industries who also have paramotors rotor-shaped coffee table and aircraft wing
(powered gliders), a flying car, and a jet desk in the reception. This must be the
right place then.

Practical Sportsbikes 67

The most advanced version yet THE ROTRON
of an engine design first CR700W ENGINE
patented by Felix Wankel
in 1929 The fuel-injected, twin-rotor, liquid-cooled
690cc Rotron CR700W engine weighs only
68 Practical Sportsbikes 24kg and comprises just three moving parts
– two rotors phased at 180º on a shaft, and
the shaft itself. The gearbox and a slipper
clutch bring the weight of the unit up to just
46kg. The engine’s castings are in LM24
aluminium alloy and are machined in-house.

The eccentric engine shaft is cryogenically
stabilised EN36 steel alloy. The rotors turn at
one third of the engine shaft speed. Engine
wear surfaces are molybdenum and Nikasil-
plated to reduce friction and resist wear.
The sides and the tips of the rotors have to
be sealed of course, and the apex seals are
made from ultra-low friction, two-piece
silicone nitride. And the net result is next to
zero tip wear.

“Tip wear is a rotary myth, at least when it
comes to these engines,” says Crighton. “We
ran an engine for 1000 hours continuously
and there was marginal wear on the apex
seals,” says Crighton. “Mechanically
everything looked great. A thousand hours
is equivalent to 50,000 miles or so. Springs
allow the apex seals to seat when engine
‘grows’ with heat. The shaft to rotor bearing
cages are silver plated, an old-fashioned
technique that works. We’ve tried a lot of
different things, some cutting-edge and some
tried-and-tested tech. Rotors are spheroidal
graphite cast iron – old school but ideal for
this low rpm application.”

Each rotor has 200º of power stroke per
revolution, hence with twin rotors there is
never a point in the cycle where the shaft
is not being driven. Power output is 220hp
at 10,500rpm, equivalent to 319bhp per
litre. Torque is a heady 105lb.ft at 9500rpm.
By way of comparison, Crighton points
to Ferrari’s F2004 normally aspirated F1
engine which makes less power at higher
revs – 309bhp per litre at 18,500rpm, while
current MotoGP bikes deliver around 300hp
per litre.

Far left: Tip wear on the apex seals has been
virtually eliminated – after 1000 hours running
(equivalent to 50,000 miles) only marginal wear

showed Left: Engine shaft is now liquid-
cooled, like so

Crighton CR700W

The capacity of the CR700W engine is Clockwise from top left: Eccentric engine shaft is Crighton Duckhams a one-two in the
690cc, where the old versions were 588cc. in cryogenically stabilised EN36 steel alloy. 1994 when Ian Simpson took the British
Crighton achieved this not by increasing the Rotors in spheroidal graphite cast iron and apex Superbike title. The new gearbox is a dog
distance to the rotor tips, but by making the seals in silicone nitride. Water pump is driven ring type by British firm Nova. In this type
tips wider, now 80mm where previously directly by engine shaft. Internal cooling channels of gearbox, all gears on the input shaft are
they were 68mm. This means there is more are spark eroded into main bearing journals fixed. Each gear on the output shaft turns
volume for a smaller increase in surface freely on needle roller bearings and is
than if the rotor diameters were increased; Fuel injection is by ANSU controlled by moved left to right as required using selector
you have a higher volume to surface ratio a General Engine Management Systems forks and a double dog arrangement.
and less heat is imparted to the engine. (GEMS) Performance Electronics ECU. The
Indeed this engine has the highest volume to engine oil system is total loss, the lubricant This and the long power stroke mean
surface ratio of any rotary engine to date. being carried in the spars of the frame. a conventional quickshifter cannot be
The ECU tells Dell’Orto solenoids how deployed and this, in line with the demands
Crighton says the mistake Mazda made much oil to deliver and when. In the old of the modern buyer, is something that is
with their rotary cars was increasing rotor days this was done by a less precise throttle still in development. Clutch is a slipper
diameter. The flame front had a lot further operated mechanical pump. The heat of the item from a Kawasaki ZX-10R. A slipper
to travel. “Better to keep things tight and hot air from the engine atomises it to make clutch was specified back in the early days.
wide,” says Crighton, “more fuel is burned emissions at the (rotor shaped) tailpipe The rotary doesn’t have much in the way
more quickly before it goes out the exhaust. negligible. Oil consumption is roughly 50:1 of engine braking so it was more about
The power increase is non-linear and it at the moment and should be capable of controlling rear wheel hop into slow turns.
offers a lot more torque too.” being reduced to 100:1 should a road-going
bike be produced. Crighton has a vast amount of expertise
Of course the older, smaller engines in electronics, going right back to the
weren’t exactly lacking in power and torque The engine drives the gearbox via an idler 1990s when he was writing software for a
but as Crighton says: “Things have moved gear – previously a belt was used – so that traction control system that was thwarted by
on. The original engine goes back to the the engine can run backwards. Crighton Norton’s withdrawal from racing. This was a
late 1970s. I wanted to give people more; prefers that the engine run backwards
something like the experience of riding to keep the front wheel planted during proper active suspension system with
an old 500 GP bike with power and light acceleration and cornering.
weight. At 130kg the CR700W is the same The rotary engine,as opposed to a
weight as one of those. Only here the power The CR700W has a new gearbox. In reciprocating engine in all its
and torque are more linear,” says Crighton. the old days a Yamaha OW01 cluster was exploded glory. As in exploded
used. This did well enough most of the
The latest engine features the innovation time although a gearbox failure cost Team diagram. The rotary has physics on its
that originally allowed Crighton to unleash side. Always did, always will
the potential of the rotary engines back in
the 1980s; the exhaust ejector system. This
uses the exhaust system to create a high-
energy vacuum to draw cooling air through
the core of the engine between the rotor
housings and through the finned apex of
each rotor tip. In its current incarnation the
ejector system is made from titanium and
Inconel. The beauty of it is that the system
has no moving parts, saps no energy from
the engine shaft and can’t break down.

As well as the enhanced air-cooling,
the water-jacketed CR700W motor finds
even more efficiency by using liquid-
cooling through the engine shaft itself via
internal cooling channels, spark eroded
into the main rotor bearing journals. An
inline cooling pump is driven by the shaft.
“The ‘W’ in the bike name stands for
‘water’,” says Crighton, “we like to have
an innovation for each new generation of
engine. We can work to a level
of sophistication we didn’t
have back then. If you can
get the heat out, the engine
is happy.”

Practical Sportsbikes 69

Crighton CR700W

Clockwise from top left:
Oil is delivered from the frame
spares via solenoids. Cockpit

as per the modern way. No
quickshifter (as yet). Dig the
trochoidal tailpipe outer –
they’ve thought about this

70 Practical Sportsbikes

data-logging. “I do like to keep electronics to BRIAN CRIGHTON – THE MAN
a minimum though – there weren’t any on
the old GP racers after all. But things move Back in 1984, Brian Crighton was visited by a The air-cooled RC588 then liquid-cooled
on – and as you can see we’re no strangers friend, Ted Shaw who worked at Norton. “Ted RCW588 Norton Works racers competed
to innovation,” he says. called at our house with a Rotary prototype from 1988 to 1994. In late 1988 Steve
and let me ride it,” says Crighton, a three Spray was rampant at the Brands Hatch
THE CRIGHTON CHASSIS times British 50cc champion on self-tuned PowerBike International attracting John
bikes said to himself, “Bloody hell; this would Player Special sponsorship. Crighton became
With the excitement surrounding the engine, make a fantastic race bike’.” senior development engineer.
we take our time getting around to the
chassis. There’s plenty to get into here too, Working in mainframe computers at the The 1989 season saw the dominant
one exotic detail leading the eye to another. time, Crighton knew he’d found his future. Nortons with Spray andTrevor Nation take
“Ted got me a job in the service department. the 750 Supercup Championship and the
The aluminium beam frame will be I thought I could get a lot more power out of British F1 title. Steve Hislop’s 1992 Senior
familiar to rotary aficionados, built by the the rotary engine. The rotaries were making TTwin on the NRS ‘White Charger’ was
successors to the defunct Spondon concern, around 85bhp and I reckoned I could get another highlight. The period ended with Ian
the jig somehow surviving a cull by wide- 120bhp; that’s what my engine made on Simpson winning the 1994 British Superbike
boy former Norton owner, Stuart Garner its first-ever dyno run. It was about simple Championship on the Crighton Duckhams
when he had control of the brand. The head changes, mainly in cooling. It’s a charge- machine. Rule changes dictating that
stock is adjustable as is the swingarm pivot. cooled engine so the intake air goes through superbikes had to be road based then meant
The yokes for the forks are available with the middle of the engine before it goes into that the rotaries couldn’t defend the title.
different offsets too. Buyers can choose the intake to take the heat out of the rotors.
Bitubo or Öhlins superbike-spec forks. The air was being heated up and there is In the noughties Crighton was funded by
quite a lot of drag through the engine. Kind of National Motorcycle Museum Roy Richards
Wheels are tasty Dymag five-spoke like a blocked air filter limiting the flow. to build a handful of rotaries, the NRV588.
carbon-fibre, and wear Michelin slicks.
Brakes are by Brembo with the firm’s “However, by using the flow from the Then, in 2009, Crighton entered into
Superbike Monoblocs front and rear. exhaust through a nozzle created a venturi partnership with Gilo Cardoza’s Gilo
effect causing a vacuum to pull the heat Industries to create Rotron Power,
The swingarm itself is connected directly out of the engine, so that the intakes were manufacturing aerospace rotary engines.
to the frame on the right side by a Bitubo now drawing in cold air. I did some crude Crighton had come onto Cardoza’s radar
single shock. “I don’t like link type shocks. modifications to a bike and we went to MIRA when the entrepreneur needed help with
In 1994 we won a championship on twin where it did 170mph. But management the fuelling for engines to power paramotor
shocks. My data-logging found that the twin still weren’t interested. So I resigned from flights over Mount Everest with TV
shock system was much more controlled. Norton but they asked me back. I agreed adventurer Bear Grylls.
There isn’t enough movement at the shock provided they let me build a race bike.”
with linkage systems to work the spring Crighton, Cardoza, lead engineer Shamoon
and damping. On our bikes with a linkage By 1987 Norton, Crighton and his Qurashi, and the Rotron Power team have
monoshock behind a hot engine, the shock Spondon-framed rotaries were ready to go been working away on the CR700W over the
was red hot by the end of a race. So we’d racing. And the bike was a winner on only its last several years having shown its precursor,
start races with really hard shocks. second outing. the CR700P in 2013. The rotary story is far
from over and Crighton’s vision continues.
“The Bitubo shock on the CR700W was
designed to my spec. There will also be the
choice of an Öhlins. Direct mounting means
more movement which is easier to control.
Having the shock on one side also allows
some flex in the chassis too. The ratio is
around 1.5:1 and there are two positions
close to each other top and bottom to allow
for small ratio changes,” says Crighton.

As previously mentioned, the frame’s
main spars are also the engine oil reservoir
to obviate the weight of a separate oil tank.
“Might as well double up where you can,”
says Crighton.

The carbon fibre bodywork is locally
produced. That distinctive concave curve
of the bellypan is a carry-over from

Single rear shock, swingarm-mounted, no linkage

Practical Sportsbikes 71

Crighton CR700W That’s your Brian Crighton (left) and
Gilo Industries boss Gilo Cardoza
“IT’S ATALE OF
DETERMINATION
AND VISION, NOW
WITHTHE FINEST
VERSION OFTHE
ROTARY ENGINE

IN A CHASSIS
TO MATCH”

aerodynamics developed by the Williams F1 A man on a mission. A mission he’s been on since 1984, and SPECIFICATION
team when Crighton produced the NRV588 you have to wish him all the very best. Here’s to you Brian
rotaries in the late noughties. ENGINE
Type: twin rotor fuel injected four-
And that unpainted aluminium fuel tank stroke rotary, air and liquid-cooled
isn’t a nod to some old Norton café racer. Capacity 690cc (total maximum
“That’s from the Duckhams days,” says
Crighton, grinning. “We barely had time to combustion chamber capacity)
get new tanks painted in between crashes so Power 220hp@10,500rpm
I just had Spondon leave them plain.” Torque 105lb.ft@9500rpm
CHASSIS
THE PS CONCLUSION Dual beam twin-spar chassis,
engine oil in frame
At last Brian Crighton and his rotary vision Suspension (front) Öhlins or
have found a home in a company that Bitubo Superbike spec forks,
gives him free rein to pursue the concept’s fully adjustable
development. It’s a tale of determination
and vision, now with the finest version of the Suspension (rear) Öhlins or Bitubo
rotary engine in a chassis to match. special long-stroke unit directly
mounted monoshock,
Rotron Power’s commitment to rotary fully adjustable
engines for the aerospace market creates a Brakes (front/rear) Brembo
perfect environment, and the security for
Crighton to continue his life’s work. Superbike-spec Monobloc calipers
Wheels Dymag 5-spoke carbon
Now aged 73, Crighton says he would Tyres Michelin slicks
otherwise be retired but for this late-career DIMENSIONS
opportunity to flourish. He’s enthused and Seat height 810mm (32-in)
excited by the prospects for the track bike, Wheelbase 1440mm adjustable
and the road bikes he hopes will follow. (56.7-in)
We are too. Crighton’s face lights up as he Dry weight 129.5kg
surveys the CR700W. “We’re not done just
yet,” he says.

72 Practical Sportsbikes

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77 PA3G6ES 77 RESTORING A...

BUY IT. FIX IT. YAMAHA DT125R

RIDE IT A BIT. GO OFF IT. SELL IT. The trailie to have in 1980s, the trailie
BUY SOMETHING ELSE. WHATEVER to have today too. We also cover the
various 200 versions here, which is nice
84 of Alan. Good old Alan

82 WHAT’S THE PROBLEM?

It goes like this: GT250M that wouldn’t
rev-out (from long ago), GSX-R1100WP
improvements, diesel in a Fireblade
(’fraid so), Sachs spares, GSX-R1100
airbox removal, R1 aftermarket clutch
aggro, and upside down rear shock – can
you do it? Yes or no?

84 HOW TO...

Make your own fuel tank. Not on your
Jack Jones though, with help from a man

91 PROJECT ZX990 TURBO

Pipework issues and flesh wounds

96 REAL LONG-TERMER

How about 32 years with an RD350LC?

100 ON OUR BENCH

Man with no sense of urgency and
limited skills attempts to solve Bandit
12 fuel tank issues, Monkey Wrench
Racing get a new shed, Gary Hurd gets a
GSX14 swingarm for his GSX11 (that
doesn’t quite fit), and MG’s Kawasaki
W650 boat anchor returns to rapturous
applause from... just MG

109 BIKES FOR SALE

If they’re for sale you have to buy them.
It’s the law. You are allowed to haggle

112 PROJECT HUNTER

Here’s... GARY! Alright, simmer down...
back in your seats, PLEASE!

96

104

Practical Sportsbikes 75

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1990 Big in South Africa and Australia available.The DTuses a YPVS housing from a
DT200R too, DTs are cult wherever you go 350 YPVS but Yamaha didn’t remove the
numbers, so the numbers are swapped for cable
Owner: Andy Robertson which uses taper rings instead of the original orientation on the DTrunning 1-2 and 2-1.That
parallel ones and they are not interchangeable confuses a lot of people. I used only original
Owned for: six years – it took me ages to figure out the part numbers. Yamaha parts for the resto, so that pushed the
cost up – and I do tend to go overboard.
Paid: £750 “It’s possible to swap theWR200R top end
onto the DT200 but the transfer ports don’t line “Incidentally I have one of the ex-race bikes
Resto cost: £1250 up so you need to do a bit of work – also theWR which was used on the Roof, it has a DT200R
cylinder is Nikasil plated.TheWR is 199cc and bottom end with a barrel and head that had been
“In 1990 Yamaha South Africa imported a the DTis 195cc and theWR porting is pretty modified toWR spec but it’s had a really hard life
number of DT200Rs to homologate the model wild.The power valve has a completely different so is basically just spares.”
to race in the Roof of Africa event. I used to work profile too. But with a bit of work and money you
for them and it seems they meant to order some can do it.
WR200Rs (known in Europe as the DT200WR)
but mistakenly ordered DT200Rs.The DT200R “New power valve servo motors are no longer
was kept on the model list, but it was really
expensive in the day so few were sold and it was
discontinued shortly after.

“Initially, I only wanted to repair the rev-
counter, a common failure, but what started out
as a quick repair turned into a full rebuild.The
correct 3MH rev counter is very difficult to find
especially since most were removed for racing
here, and even in Australia, where the DTis very
popular, you can’t get them. I had to use a 125LC
MK1 rev counter in its place – the redline is not
correct for a 200R but that’s the best I could do.

“The restoration was very easy to do – the only
issues which delayed me were that I
sandblasted the frame and forgot to clean the
cavity in the frame where the 2Toil goes and
Yamaha has a superseded piston for the DT

1992 White and pink for one year
DT125R only: and that was 1992

Owner: Paul Blackburn
Owner for: five years
Paid: £500
Resto cost: £500

“I’ve owned six DT125Rs over the last 30 from eBay Germany fixed the issue for €40. the rear with slight mods. For the engine use
years.This one was typical of these models; “They were sold for years but bodywork in onClyagpetinouninweoYradms ianhtahcisrabnokxsoefawlsoardnsdishebaodx of
been stolen/recovered, non-runner, and most of gaskets. Some of the pattern gaskets are OK
the fasteners were snapped or stripped. It was some colours is impossible to find and so are but it’s a pain having to strip motor again to
cheap at £500 and was only bought to green some of the graphics that changed yearly. change because you saved £10 on it.
lane with, so condition wasn’t too important.
“Early three-pin (later bikes had 5-pin) YPVS “The DT125R forum in the UK is a good place
“It had been through two bikes shops who servo motors to derestrict early UK bikes are for advice and parts. Be aware that a major
couldn’t fix the non-starting issue, and looking at hard to find as are wiring looms, but eBay in facelift in the early Noughties means not all
the list of previous owners many had given up. France or Germany are the best sources as parts are interchangeable.
bikes were full power in those countries. You
“A full engine rebuild was done by me.The also need to upjet and fit a harder plug to “A DT125R is a proper piece of kit in the right
mains and crank were shot.The crank and rebore derestrict.This does knock a bit off the power hands. In 1998 I entered a round of theTalon
were done by PJME, I used engine seals from compared to just turning the YPVS round, but it British Enduro championship on a completely
Yamaha and bearings from Simply Bearings. keeps the motor in one piece. stock one, bar off road tyres, and managed sixth
Total cost including gaskets was about £250. in the trail bike class with only one 125cc bike
Wiring was a mess and finding early wiring “Rear calipers corrode to the point of being ahead of me – and I’m no expert.”
looms in good condition is tricky – eBay scrap and are very hard to find; a front will fit on
Germany turned up a near perfect one for €50. Practical Sportsbikes 79

“With a new battery fitted, it still wouldn’t start
and there was no spark.Two different CDIs had
been fitted so I knew that wasn’t the problem. I
eventually traced the fault to the bike being run
with a completely shot main bearing causing the
crank to hit the pickup coil and push it back
enough for it to not run. A used generator, again

EXPERT “Prices have gone crazy lately. By way of “For me, the DTs look as good now as they
VIEW example, a bike we imported and sold for did when they came out in 1988. I owned
£1800 just over a year ago went through five one in 1990 that I used for commuting and
Tony Greenslade is the main man at owners in 12 months and last changed hands I got back what I paid for it when I sold it. If
Gibson Exhausts (01708 372122, for £3500. We know this because the current you buy one, condition is everything.
gibsonexhausts.co.uk), celebrated for owner got in touch after he bought the bike.
reviving the Allspeed brand. And he’s owner Not long ago £3.5k would have bought the “And for goodness sake hang onto it, as
of Unit 5 Motos, serial importers of DTs best of the best. We sold one with just 90km I suspect that the French will want them
and other tasty traillies. on the clock for that a couple of years ago. back in 10 years’ time when their classic
scene moves on from its current 1970s
“Initially I was importing Yamaha ITs and “The DT200Rs are brilliant bikes too. They obsession.”
then I brought a DT over from France seven have around 30bhp and the suspension front
years ago and it sold online within seconds. and rear is better than the 125. The 200s carry Some plastics are still available, but the unique
At one point I was bringing in 40 a month their two-stroke oil in the frame although the to the 125 Mikuni carb is way harder to find
but the red tape surrounding our exit from bodywork and seats are the same. The engines
the EU has put paid to that for the moment, have the same bottom-end as the 125.
and new rules from the start of 2022 look
like making it even trickier from a business “Engine-wise, there is nothing to worry about
perspective. as far as spares go, the basic architecture can
be found in other Yamahas, such as the TZR
“It seems like every Frenchman has and TDR125s. The carb on the 125 is an issue;
owned or owns a DT. In contrast to the this Mikuni unit is unique to the DT and they
UK, where almost all of ours were owned do rot with sitting. There are Chinese copies
by teenagers who wrecked them, in available for around £25. Although not perfect,
France they tended to have more careful, a bike will run with one fitted.
older owners, having typically covered
10,000km or so. Condition aside, and in a “Bodywork is trickier although you will find
reversal of the usual way of things, British some things like new mudguards in some
buyers want an import because UK bikes of the colours still available. Given that the
came without the YPVS motor. average UK bike might have been crashed and/
or stolen more than once, this can be an issue.
“I did wonder where all the old ones Add in rusted and rounded off fasteners, and
exported from Japan went. Turns out that things can get tricky. Look out for people using
African countries can’t get enough of them. screws that are too long to attach the panels
They love them in South America too. to the fuel tank – we’ve seen a few punctured.
There is a guy in Portugal making bodywork
but has stopped sending stuff to the UK.

“If you’ve got one hang onto it. The
French will want them back when
their classic scene moves on from

its current 1970s obsession”

80 Practical Sportsbikes

PRICES RESTORING

Immaculate £3000-£4000 Yamaha got this so right in
Rider £2000-£3000 every way. Timeless, almost
Project £700-£1900

MODEL GUIDE This is a later RE model. Similar, but not the
same when it comes to parts
Yamaha DT125R (DT200R)

Capacity: 123cc (195cc)

Bore x stroke: 56 x 50mm (66 x 57mm)

Power: 19bhp@7500rpm (33bhp@8500rpm)

Dry weight: 116kg (108kg)

Front brake: 1 x 230mm disc, single-piston caliper

COLOURS

We’d need a page on its own to list all the colour
variants over the DT125R’s 15-year history, plus
the RE and X models that followed – and that would
be just for the UK models. Instead we would point
you to the CMSNL website (cmsnl.com) where the
colours are listed for the tanks, panels and frames
if you search for your model and year.

MODEL HISTORY

The DT125R ran from 1988 to 2003 with endless
colour and graphic changes. The carburettor went
from 26 to 28mm in 1999. The R was superseded
by the RE, a face-lifted model, sold from 2004 to
2007. In the same period, a supermoto model,
designated the X, with 17-inch wheels and a larger
front disc was offered.

Practical Sportsbikes 81

What’s the

problem?Baniksewneortsrtuontnhinegtoriugghhte?sOtuqrueexsptieorntss have the

’Eee got Ram Air, innit. And a It stopped being a problem after some beswthweCirtehhatahsseGisuS,pXng-oRrta1de1ne0gsi0wnWeo,rPiks
very nice nylon suit to boot scrotes nicked it off my drive, but I’ve
always wondered what the problem with Better than original
it might have been.
Craig McWiggan, email My new project is a 1993 Suzuki
GSX-R1100WP. Any suggestions for
Suzuki GT250M Gary Hurd says: We feel your improvements?
pain in carrying the weight of this Brian Harte, PS Facebook Group
Never too late conundrum for all these years. However
we’re not sure that our answer is going Gary Hurd says: One thing you won’t
Unfortunately this isn’t a problem I to make you feel much better, given all find lacking is the amount of power
can actually try to fix, as the bike it the effort and expense you went to. The available – with a claimed 155bhp and
afflicted was stolen nearly 40 years ago. likely cause of your poor performance is nearly 85lb.ft of torque. Gearboxes can
It’s been bugging me that I couldn’t crack it. blocked exhausts. The less sophisticated take a bit of a hammering. Another thing
I had a Suzuki GT250M Ram Air, back two-stroke oils of the day meant that the it doesn’t lack, less usefully, is weight at
in the late 1970s. Not a great bike but it exhausts filled with tar and a coal-like 231kg dry. So the smart money is spent of
filled a niche in my late teens, and I had a substance making flushing with caustic improving the handling.
lot of good times with it and many happy soda and torching off residue a regular Get the suspension serviced, maybe
memories. The problem it developed was part of the maintenance schedule. even consider a good quality aftermarket
that it was fine when the engine was cold, A few years after you were scratching shock tailored to you and the bike. Lighter
but after a couple of miles it would just your head over your GT250’s running wheels make a big difference too but there
choke trying to get past about 4000 revs. issues Alan Seeley was often found are no straight fits. An early GSX-R1000
I tried everything I could think of, starting flushing the pipe on his 125-engined front-end will go in if you source the special
with plugs, then going through pretty much Suzuki GP100, dislodging solid black bearing required to match headstock to
the whole ignition system, and on to a lumps from the pipe internals . steering stem.
rebore. He rode that same bike several hundred The GSX-R1000 rear-end will go in too
miles to Glastonbury Festival one year. but will require a little more engineering.
So, plainly not the only pipe and lumps of If the bike is a keeper and your budget can
black he was in regular contact with back take it, get some aftermarket race wheels.
then. “It was worth it to see Hüsker Dü,” Take a look on the HPS website (bikehps.
he told me, as he headed eagerly for the com) for some droolsome Dymag and OZ
‘H’ section of his recently alphabetised wheels.They can do you a Nitron shock too.
record collection. While I headed straight
for the door.

Yamaha YZF-R1 relatively new, there could be at least one
warped plate, or the basket may be notched
Barnett formula and hanging a plate or two up on release.

I need some clutch adjustment help. I have Some Barnett users mix the supplied road/
a 2000 Yamaha YZF-R1 5JJ and it is race-spec springs to tailor feel and grip –
fitted with a Barnett clutch. I can’t seem to they need to be distributed evenly (you’d
stop it lurching forward if I’m in first gear and typially alternate a 50/50 mix), so check
blip the throttle. I’ve tried adjusting the cable that isn’t causing the plate to lift unevenly. If
at both ends... but it’s got me. these suggestions don’t solve your problem,
Chris Corley, PS Facebook Group consider refitting a stock pressure plate with
a new genuine spring. If the basket and plates
Saul Towers says: If the cable is adjusted are in good condition, and you use the correct
to give about 1/4in (6mm) of free play oil, an untuned road bike won’t need any more
with the bars on both lock stops, and the oil is than that to function reliably.

OUR EXPERTS Alan Seeley Gary Hurd Saul Towers Rob Wittey Neil Ridgewell
PS’s Technical PS’s Technical Saul at Yamaha Technical top Technical wizard ( Il
Editor, finished Consultant has specialists Flit- man at PDQ mago di technico)
alphabetising his kindly been helping wick Motorcycles Motorcycle at Made in Italy
record and CD MG with his Bandit (01525 712197) Developments Motorcycles
collection a while 12 (see page 102). knows all there is (01753 730043). (01449 612900,
back. He’s currently cataloguing He’s all heart, but he’ll soon be to know about Yams – and then Rob’s been round the block, madeinitalymotorcycles.com).
his collection of 35 guitars. Yep, heartily sick of hearing: “Gary, some. And then some more round another block, and then Knows many a fix for a so-called
35 of them. where does this bit go?” after that, too. round the original block.Twice. Italian stallion (stallone di Italia).

82 Practical Sportsbikes If you’ve got a problem with your bike, write to What’s the Problem? Practical Sportsbikes, Bauer Media, Media House, Lynch Wood, Peterborough, PE2 6EA,
or email [email protected]. If you have any relevant pictures, be sure to send/attach those too to assist our boffins in their enquiries

WHAT’S THE PROBLEM?

Cagiva Freccia Sachs 650 Roadster

Honda Fireblade Two-stroke fans will Joy of Sachs
refer to four-strokes as
‘diesels’. But they’re not My 2002 Sachs 650 Roadster is not a
common bike but I was drawn to it by its
really diesels. You do street scrambler potential. Most of the parts I
understand that, yes? need can be found as aftermarket/pattern or
used parts from other bikes, but I am having
Fuelish mistake Gary Hurd says: I don’t think it’s enough trouble finding a few items.
to expect fresh petrol to clean the fuel The hubs and brakes are Grimeca, so I will need
I filled my FireBlade with diesel and rode system. My advice would be to completely caliper pistons and seals. Other parts I probably
a quarter of a mile down the road before it drain the tank and carbs, scoosh them out need are seals and bushes for the 41mm forks.
started coughing and I realised what I’d done. I with contact cleaner, and then put some fresh Items I am finding particularly difficult are
siphoned it out and put a gallon of unleaded in petrol in. Having run the bike with diesel in replacement cush drive rubbers.These again
the tank. If I keep stabbing at the starter will it the plugs are going to be fouled too. It isn’t a are Grimeca. So any suggestions where I might
draw the petrol through and eventually start? terminal issue but it will take some time and a be able to get some (used or new, UK or Europe)
Any practical advice on this? bit of hassle to sort it out. would be of great help.
David Willson, PS Facebook Group Pete Sims, Boston

Suzuki GSX-R1100 All ready for a Neil Ridgewell says: For the fork seals it’s
coat of black easy enough to measure them up and cross
Boxed in refer with what your local general bike shop has
None more black in stock, or compare online listings from All Balls
I can’t seem to be able to remove the and Athena. Cross-refer the bushes with the
airbox from my 1987 Suzuki GSX-R1100. Any recommendations on a good gloss listings somewhere like motorcycleproducts.
What is the correct way? black engine paint? co.uk. Have a look a pedparts.co.uk for
It seems strange to me that you might have to Stuart Murray, PS Facebook Group the caliper repair kits. Or try Mdina Italia
remove the engine to get it out. (mdinaitalia.co.uk) who have loads of Morini
Stefano Pozzarini, PS Facebook Group Alan Seeley says: Paint preferences parts, the ex- North Leicester Motorcycles
Gary Hurd: I’ve worked on loads of have shifted down the years and once stock. It might well be that the caliper rebuild kit
these over the years and have only ever upon a time, PJ-1 was the default. However is the same as a Morini.
removed the airbox by dropping the engine. I the modern formulation is less highly Another alternative is Ducati Paddy
am told that it’s possible to do with the engine regarded than the old stuff. (ducatipaddy.com. He’s good with the brake stuff
in if you take the starter motor out and remove Many readers now favour Simoniz Engine as well.The cush drive rubbers are rather more
the inlets. Plenty of GSX-R1100s don’t even Enamel for ease of application and quality tricky, however it occurs to me that the Sachs
have their original airbox anymore as people of finish, its being particularly untroubled might use the same hub as an Aprilia Moto 6.5.
used to smash them off to fit pod filters. by corrosive chemical cocktail that is
modern fuel. We’ve enjoyed some success Shock truths
GSX-R11 airbox with Simoniz products in the PS workshop,
removal? Hammer and yes, we did pay for them ourselves. Can you run a rear shock upside down?
and chisel Paul Aroney, PS Facebook Group

Rob Wittey says: You can if it’s a gas
shock and the gas and oil are separated
by a piston/bladder. However it is not possible
on an emulsion type, with or without gas and
just an airgap (like a fork), as mounting this type
upside-down would mean the piston can come
out of the oil. Generally speaking, it’s probably
best avoided.

Practical Sportsbikes 83

Nearly there, after only
three days of hard graft

HOW TO

BUILD YOUR OWN TANK
Fuel tank, we mean. It’s not easy, but it is possible if you’re prepared to pay for a
three day course (that costs about the same as a custom-made tank would)

Words and pictures: Rupert Paul

E ven for a seasoned bike builder, as 1. Because you have a Nineties/Noughties Ian Davis (left) and rookie fabricator John Wyatt
many PS readers are, the idea of European bike with a plastic tank, which has
turning flat sheet into a swoopy, swollen due to the ethanol in modern fuel.
three-dimensional petrol tank is Bikes affected include April’s RS250 and
hard to imagine. It’s not as if you Dorsoduro, Triumph’s Sprint ST, and many
can pick it up as you go along. But what if an Ducatis from 2004-2010ish.
expert shows you how? 2. Because you are making a special.
3. Because you need a new tank, and
Thanks to a new course from Etto replacements are no longer available. Or the
Motorcycles, one of the UK’s top fabrication available pattern tanks are rubbish.
shops, it’s now possible. Under the guidance of
Ian Davis, you can acquire the ability to build a This is not an easy three days. John Wyatt,
decent, safe fuel tank in just three days. Ian featured here building a tank for his KTM 990
already does fabrication and welding courses, special, was wiped after day one. After three
and besides being an ace metal worker he has days he was exhausted. But he’d made the top
proved to be a gifted teacher. and one side of his tank. And he knows exactly
what to do to finish it.
Why might you want to do this?

84 Practical Sportsbikes

HOW TO BUILD YOUR OWN TANK

Clockwise from left (the buck
stops here): Ply good to clamp
sections to. Old tanks filled with
concrete work OK. Wooden seat
buck. Scuplted foam, best for
working more complicated shapes

1: MAKING THE SHAPE Wooden buck Former of tank and concrete
Make a plywood buck the exact shape you Make a former. Unlike a buck, which is
“There are many ways to make a fuel tank,” want your tank to be. Use it as a pattern to basically a contour guide, a former is a solid
says Ian Davis. “Which you choose is down to offer up the material to as you work it into shape you hammer the metal onto. Typically
your tools, and your personal preference.” shape. If you drill holes in the ply you can clamp it’s an original tank filled with concrete,
You can use steel, but for the course John is your sections to the buck. though it can be plywood and filler. “It’ll
using the same stuff Ian uses for his tanks: Send a CAD file replicate reverse curves and compound
1050 aluminium sheet, 1.5mm thick. “2mm Send your file to A2P2 in Nottingham (07979 curves. Of course you are adding the
is easier to weld and there’s more to play 603111) and they’ll 3D print a buck for you. thickness of the material, but it’s 1.5mm
with when you file it off. But it work hardens They can 3D scan an existing tank for you to thick. That’s nothing in the grand scheme of
– and you want it light, right?” make the file if you like. things.” John: “If you want something specific
Sculpted foam buck you have to make a former because it gives
Card templates. Sculpt your shape using modelling foam. This is you absolute precision. A buck doesn’t.”
“Suitable for very rectangular tanks, for what John has done. “It’s brilliant stuff, much
example a Honda CR750 or 250-6. Round more robust than it looks,” Ian says. “Great for
the edges over, join them up.” sculpting knee cutouts easily and beautifully.”

Practical Sportsbikes 85

English wheel takes a while to get the hang of. Like years

2: FORMING THE METAL

“There are only four things you can do to a Paper template’s shape is transfered to acetate Biffing stick is precisely what it would appear to be
piece of sheet metal,” says Ian: “Shrink, stretch,
cut or bend. “ Shrinker tool compresses the ally for inside angles Bossing mallet does what you imagine: bosses it

Start by cutting out sections in paper. This Rest assured; if you’re not the patient type, then hand-forming a tank is perhaps not the best use of your time
will tell you how the aluminium will react, and
you’re aiming for a minimum of shrinking and
stretching. Eventually you draw your pattern
for your first piece in acetate. Acetate is
transparent so you can see where it is, and
repeatedly get it in the same place on the buck.
Eventually you have all your patterns cut out
of the material.

Next, you go through the process of forming
them. “You gradually manipulate the material
into the shape you want. Whatever shape is in
your mind’s eye you can replicate in aluminium.
With double curves you have to shrink and
stretch. You can do it quickly with an English
wheel, or slowly with a shrinking fork and
hammer, or a mallet and wooden dolly.

“The techniques go back centuries, to making
armour, so you can do an incredible amount
with rudimentary tools. It just takes longer.”
John starts his tank making the double curves
of the top section, and pops in a filler cap
recess with a Q Max cutter (for the hole) and a
fly press. “But you can do it by hand – cut a
hole, make a wooden press tool in two halves,
and apply pressure.”

The process is to make each section in
aluminium and keep offering it up until it’s
ready to tack. Ian: “What you are after is having
the edges touch perfectly. So leave a 1mm
overlap, then hand file for the final fit.” Two
days in, John has completed three sections.
“You need so much time,” he says. “It will, I think,
take me ten days to finish this tank.” He’s also
found the limits of using a foam buck as a
guide. “I’ve had to soften the crisp lines of the
knee cutouts because they are too sharp to
make on the English wheel. I had to hand-form
them instead. If I was starting again I’d make a
fibreglass mould of the buck and fill it with
concrete,” he says.

86 Practical Sportsbikes

HOW TO BUILD YOUR OWN TANK

1. Fourth section offered up in the buck. Uh-huh 2. Fourth section fit check... Mmmm, almost...

3: JOINING SECTIONS 3. Fine adjustment of an edge with a wheel 4. Fourth section ready for tacking. Good and tidy
5. Fourth section tacking with that tricky TIG 6. Fourth section tacked and ready for inspection
The basic idea is to get the shape and fit of each 7. And the Grand Master is... not entirely happy 8. He doesn’t like this wobble. Doesn’t like it at all
section perfect, and initially tack weld them
together. John is really good at shaping and
fitting, butTIG welding is another level of
difficulty. “I usually MIG weld, where you start
closer to the metal.WithTIG you’re further away.

“It’s knife edge. You go from elation to despair
in about five seconds.”To which Ian observes:
“MIG is botching.WithTIG you’ve got awesome
control. You’re an artisan.” Sometimes you need
to fix two or three sections temporarily. “

Ian uses 3M foil tape, aka aircraft tape. “It’s
stable – doesn’t shrink or stretch,” he says. “As
you make each section you need a datum point
on the buck for offering it up repeatedly, so that
it always goes back to the same position.That
piece then becomes the master for the second
piece, so they’re in the same position relative to
each other every time.”

4: TWEAKING Tweaking a tack with a planishing hammer Tweaking a tacked section on a dolly

Fine adjustments actually go hand in Tacked and dressed section
hand with tacking. “It’s no different to Practical Sportsbikes 87
working pastry,” says Ian. “You move
along the section, tacking at
intervals, using a slapper hammer to
manipulate it before each tack. If you
get a tack wrong, file it off. If it gets
wobbly, hand planish it..”

Eventually you’ll get to the point
where the developing shape won’t
get on and off the buck any more.
“This is where accuracy comes in. You
make a reference line on the buck,
build up the other side, trim until it
finally lines up, then weld it using
datum points.” If that sounds difficult,
think of it as practice for the tank
base. “That’s the hardest bit,” Ian says.
“You have to follow all the turns and
radii for a perfect fit.”

HOW TO BUILD YOUR OWN TANK TIGis the hardest part to
master. Makes the English
5: WELDING
Wheel seem like a sunny
TIG welding is ideal for afternoon in a beer garden
awkward, complex joins using
thin metal. But it’s not
something you pick up in five
minutes (Ian actually runs a
separate TIG course). The key
is preparation, understanding
how the heat is going to
spread through the metal, and
making yourself comfortable
before you start.

Ian recommends that where
possible you flip the weld
over and fusion weld the
other side (i.e. no filler rod) to
ensure the fullest heat
penetration. After a lot of
practice on aluminium scrap
John manages a few decent
runs but it’s obvious this is the
toughest skill to master.
Frustration comes easily, but
Ian is endlessly patient. And
as he says: “Sometimes it’s
best to have a cup of tea.”

Up close the welds ain’t that pretty, but the metal is fused. Once dressed (and from a distance) they look OK. The most important part is the tank fits and holds fuel

That’s a very impressive outcome for a three-day rookie. Good job 6: RESULT
88 Practical Sportsbikes
John’s part-built tank looks amazing.
Being able to sculpt the shape in foam
next to the bike has obviously paid off.
Even if he feels the knee cutouts aren’t
sharp enough, the whole shape suits
the bike beautifully. Best of all, it’s
straight out of John’s head, and already
three-quarters of the top half is formed
in metal.

There are several days of work ahead,
(and aTIG welder to acquire) but John
knows how to do it now. What’s it cost?
“It’s £1250, which might sound a bit
salty at first. But it’s three days of my
undivided attention, and full access to
all the materials and tools in the shop,
and a comprehensive fabrication
manual which I’ve written,” says Ian.
“And you’re being given a lifelong skill.
Afterwards you can ring me whenever
you like, as an after-course service. I
want to support my students, and
nurture them into what I am passionate
about.” ettomotorcycles.co.uk

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THE PLAN

To give a ’90s icon, the
ZX-7R, the power and
handling to trounce a
new Kawasaki H2, with
a GSX-R1000 motor...
and a turbo. One day

PART He thinks he might be approaching something
called the home straight. Let’s wait and see
30

ZX990 TURBO

WINNING AT LONG LAST
Odd as it might be to use the word win in relation to the ZX990 Turbo, Chris and The
Fengineer have had a good month. There is now light at the end of this long tunnel

Words: Chris Newbigging Pics: Simon Lee

elcome to this month’s A lot of it came down to ordering stuff in, metal, plastic and silicone. However, like a
instalment of ‘what doesn’t fit so the credit card came out. Ding, ding, spoilt child getting the wrong Lego set, my
on Chris’s foolish idea for a round 53 of the financial beating… Over the mood soon soured when I tried to make a
special’. Yes, you may get a coming days the poor postie had to upgrade start on a job I’m keen to finish – fitting a
sense of how my garage time from a shoulder bag to a trolley as stuff Cagiva oil-cooler in the bellypan.
has gone this month. arrived, and I may as well have sat on the
It started in optimism: an hour, spent front lawn and waited for the string of I already had hose adaptors for the engine,
scrutinising every area, working out the little couriers that came knocking. I didn’t, it’s plus a length of steel-braided Teflon PTFE
finishing tasks, the remaining larger jobs, north facing and holds water. Nobody needs hose ready to link to the cooler. It looked
parts still to buy, changes yet to make. Each compacted soil heading into winter. like a straight connection from the engine,
one was diligently applied to the white board then a 180º elbow out of the cooler to
looming over the bike. It was a bit like a trial run for Christmas connect with a short, direct length of tube.
day, delving into the random assortment of Was I right?

91 Practical Sportsbikes

Makeshift method for cutting braided steel hose
when you refuse to pay for parrot-nosed cutters

Tidy job. Everything has to work hard, so proper plumbing is pivotal in making this machine reliable “THEWRONG ANSWER
BUZZER FROM FAMILY
Nope: the ‘wrong answer’ buzzer from They’re not cheap, either. Thankfully, this FORTUNES RANG OUT
Family Fortunes rang out in my head, along time I got it right – the lines cross over and
with a disturbing vision of Les Dennis route well. Next issue was cutting the lines IN MYHEAD, ALONG
sucking his teeth and offering scant without fraying the braid to the extent it WITH A DISTURBING
sympathy. The length of the compression won’t slot into the fittings. The ideal option VISION OF LES DENNIS
fittings left little more than an inch to fit a is a proper set of parrot-nosed cutters, but SUCKING HISTEETH
hose in, and given they’re not quite in the standard required for stainless braided in AND OFFERING SCANT
perfect alignment, there would be no way to this size are very pricey, and useless for
let it make the shallow S-bend required. anything else. SYMPATHY”

It didn’t get any better on the other line – a The home-spun alternative is a 1mm The same clamping/cutting tactic as the oil
45º bend out of the crankcase worked, but a cutting disc on a grinder, with a hose clamp hose was employed, but a fresh Stanley knife
90º angle out of the cooler did not. or fat cable tie nipped right up. Cut tight to it, blade used instead. Simply run around the
Especially as I’d somehow ended up with and the braiding stays put as the disc slices edge of the clamp. I say simply, it still takes
fittings out of the block for rubber hose, not through. The hose unions are easy to fit, just concentration to get right even with a metal
Teflon. So two 90º bends (for Teflon) I’d make sure they’re oriented to clear obstacles edge as a guide, and the finish doesn’t match
bought were useless, and non-returnable as without kinks. a factory-cut tube (they weren’t available in
I’d chipped the finish. It’d taken some time to the 25mm depth required). But, it’s neater
work out exactly what fittings I needed to Job done, rubbed off the board, and I never now. Done.
begin with: they’re British Standard Pipe wish to speak of it again. Next up is a set of
threads, which is graduated in inches, but a plenum to throttle body rubbers – more Same job, this time on the turbo to plenum
½ BSP thread does not measure half an pipework. Reinforced silicone is used, and in feed pipe joins. No grief there. On they go.
inch. Ask me how I discovered that… order to fit the plenum (airbox) under the And then on with the tank… or not. More
tank, we’re running them as short as possible swearing. The tank has been pressure tested
So another order went in: two AN8 to – the plenum and throttle body near enough to check the intergrity of The Fengineer’s
¼-inch BSP adaptors (which measure half touch inside the tube clamped around both.
an inch across), and two 120º bends to Gary cut the original set down to suit, and The list before this remarkable run of success
attach to the cooler, to suit rubber-lined discovered that silicone is an absolute swine
hoses, and the useful fittings I already have. to cut neatly.

92 Practical Sportsbikes

Marvel at thepowers PROJECT ZX990 Turbo
of concentration,
applaud the

determination, laugh
at the cheesy grip
protectors

Lockstop testing involved firing one into machinist Tom’s knee with a mallet – by far the best method Cutting silicone hose – a tricky, fraught business

welding – mostly good, two pinhole weeps
where access was tricky. But the process of
pressurising it with a compressor went
slightly awry it turns out, and the new steel
has ballooned out enough to foul the
plenum on the top, and to one side.

I’m in no mood to mince my tool choice,
so the big mallet and a block of wood comes
out to teach it some manners. Five minutes
treating it like a suspect in 1970s police
custody later, the top clears again. But not
the side, not matter how much I hammer
out my frustration on it.

I suspect the issue is also that the final fit of
the plenum connections has changed the
alignment just enough to shift it a touch. The
inlets (and the plenum as a result) are
slightly offset to the left too, and in the
ZX-7R frame, it’s very tight.

So we’ve cut the side of it off, revealing the
bellmouths incorporated by Holeshot. Nice
touch. A bit of alloy plate is being rustled up
to get welded in a new position to give
clearance. Ordinarily, this would cause
intake issues, but with the Garrett shoving
charge down its throat under pressure, it
makes sod-all difference. Pressure is
pressure, regardless of volume. It won’t
unduly obstruct flow so we’re all good.

Small jobs, that went better: starting with
lockstops. Drilling/welding the existing stops
to suit didn’t look like it would yield a
robust, effective result. So we’ve gone for an
idea employed in racing: two hard plastic
pucks for the forks legs to bear on directly.
Two small threaded inserts in the frame rails
(it can take it) locate them. No issue there.
Well, not for us. The pucks in question were
whipped up on the lathe by Tom Busfield (of
Deftcad: he designed our top yoke, highly
recommended). The material is the same as
he uses for making chain sliders, but to be
sure it’d take a shock, he took a hefty mallet,
and gave the test items a good clout. The
angle and force involved conspired to fire
one off the bench at high velocity, into Tom’s
knee, causing a fair welt and breaking the
skin. Impressive, possibly not worth the beer
money we paid for the stops mind…

Practical Sportsbikes 93

Chain and sprockets: on. I’ve opted to SES stuff: East Anglia’s finest All that’s left now... let’s not get too giddy, though
leave the pitch at 530 rather than the lighter
520, just for some peace of mind knowing Sticking with a 530 chain and steel sprockets for
it’ll deal with the power. Sprockets are now. Tooth count good for a 210mph top whack
inexpensive steel until we’re sure the
gearing is right. I’ve gone up one on the plates fitted earlier). Now fit for up to
front, down two on the rear. It’s a stab in the 280bhp, we’re assured.
dark, but that gives an on-paper top speed
around 210mph, which seems within the See my board? Loads wiped away. Brill.
capabilities of the bike. We can always I’m due another ‘stare and write’ session but
reinstate a tooth or two on the rear. little that isn’t on there already jumps out as
outstanding. This is good: dare I hope that it
Rearsets are sorted – a lefthand-threaded has little left to put up a fight, and the
rose joint from makers SES was all that was remaining tasks before first start-up will go
required to join Suzuki shift arm to smoothly? Not quite yet. See how next
Kawasaki rearset. An advantage of choosing month pans out.
the Norfolk firm is that all variations of
spares are easily available. Call a friendly
Norfolker – get what you need.

New (old) mudguard. From a GSX-R750
K8-L10 – it fits directly on to GSX-R1000
K3 forks (as fitted), but doesn’t have the
long-ish, kinda droopy front protrusion.
Trial fitted. New reservoir (Brembo).
Attached with a little laser cut
bracket (eBay). A few minutes with
grips and a hammer tweaking it into
a question mark shape, fitting a
thread insert into the plastic cap on
the clip-on-tube, and that’s good too.

Fairing bracket. The left one. Missing
in action. No longer available new,
rarely seen second-hand. But I did find
one as part of a complete set. So I
sucked it up, dropped £35 on the lot. It
was some consolation that they’re in
original finish and all pretty tidy, so I’ll use
the lot. The rare left one needed a nibble
with a cutting disc to clear one of the new
engine mounting bolts invading its space.

Steering damper bracket. Expertly
Fengineered last month for the K-Tech
damper. But winding the dial all the way up
and wiggling the bars made it flex, just a
touch. So Simon added a little brace – we’ll
never run it anywhere near full whack, but
it’s best to be safe. Last up, EBC heavy duty
clutch springs in the stock clutch (new

GSX-R750 K8 front ’guard – she’s a fitter. Yep EBC HD clutch springs are good for up to 280bhp And in they go. This thing might be running soon
94 Practical Sportsbikes

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html

Andy Mathews gIsrathssa,tiAt’sstinrottouprfoordregrr.aAsws?esIfoimt’se

1981 Yamaha RD350LC

This man did the right thing range,” says Andy. Instead he handed over “I’ve never even thought about selling the
twice: ditched his Vauxhall £650 for his 1981 RD350LC, funding the RD,” says Andy. “In any case it wasn’t
Chevette for the LC, and then purchase by selling his Vauxhall Chevette. worth much back in the day, being in a bit
hung onto his LC for 32 years of a state through hard use and not much
– and counting. Way to go Wary of buying a former race bike, maintenance. I was like all us kids then; we
Andy’s due diligence extended to checking didn’t have a lot of money or anywhere
Words: Alan Seeley the LC’s sump plug for lockwire drilling. It decent to work on our bikes. I had crashed
was unmolested, and it was only after he it, but only once when I slid off on oil on a
L ike many a bike-daft teenager in got the RD home that he realised pretty roundabout.” Thus Andy avoided the
the 1980s, Andy Mathews had much every other fastener had been seller’s regret that has beset many of us,
his heart set on a Yamaha drilled. Yep, it was a former race bike. especially when we see LCs and the like
RD350LC. On 16 February heading for five-figure values. Many other
1989, the then 18 year-old Andy’s father had been set against his bikes have come and gone in and out of
apprentice engineer would realise his purchase of a bike, and probably felt Andy’s life. Among these there are the
dream. “I really wanted a YPVS but vindicated when his son returned from his Suzukis – a GSX550, GSX-R750 and a
because the Powervalves were still fairly first work commute covered in snow and GS1000; and the Kawasakis – a GPX600
new then, but they were out of my price ice. “Bikes are brilliant, aren’t they,” and a ZZ-R600. The 350LC currently
opined Mathews senior, who had least shares shed space with a Triumph 675, a
didn’t go through with his promise to do Ducati 999 and a trio of 250LCs, more of
the RD serious mischief when Andy was which later.
talking about buying the Yamaha.
Andy’s early years with the bike were
Undeterred by the Yam’s shady race filled with the usual capers; commuting,
past, sub-arctic winter commutes, and camping, as well as travelling to race
paternal resistance, Andy and his LC meetings to marshal, all accompanied by
have now celebrated their 32nd the typical frequent seizures you might

anniversary together while the bike
itself has turned 40.

Think the little old front garden with the daffs is
better than the brick wall and railings. Actually

96 Practical Sportsbikes

THE REAL LONG-TERMERS

Vauxhall Shove-It had to make
way for the LC purchase. Bet that

still hurts. Not

“ASIDE FROM NUMEROUS ENGINE REBUILDS,
ANDY HAS NOW REBUILT THE COMPLETE
BIKE THREE TIMES”

expect of a hard-worked two-stroke, I was second in the LC and Novice classes Fortunately for Valentino Rossi Andy didn’t
especially one that had been race tuned with the Derby Phoenix Club at Three properly pursue his early racing ambitions
prior to coming into Andy’s ownership. Sisters. I thought I was going to be a World
Champion. But the LC was less competitive
Of course Andy also subjected the LC to at bigger tracks against TZs, and after a
the mandatory period modifications couple of years I switched to a Honda
including a fork brace from Meadspeed, a RS125. I loaned the LC to my mate Colin
KH750 steering damper from M&P, McCabe who went on to win a club
braided brake hoses, Micron spannies championship on it.”
(actually intended for a YPVS), and a
Pro-Am bellypan. Andy bought a Pro-Am Aside from numerous engine rebuilds,
top cowl at the same time as the bellypan mostly back in the early years, Andy has
but has never been a fan of the look, and so now rebuilt the complete bike three times,
has never fitted it. Obviously, Andy also cut the most recent of these being a
down the rear mudguard and squeezed on comprehensive overhaul five or so years
the widest tyres that would fit the rims. ago. The bike had matching numbers when
Andy first got it, but back in 1999 he had
The LC did enjoy a brief return to the dropped the crankcases off at a workshop
track. “I’d pulled the LC apart and put it to to have some thread inserts fitted. He then
one side when I had the GSX550. Then in smashed his leg up on another bike and
1995, aged 25, I decided to go racing,” says was unable to return to collect them for
Andy. “So I put the LC back together, several months. By the time he did the
bolted a pair of replica TZ end-cans to ’cases had been disposed of. Andy did have
some Micron spannies, fitted sticky Avon some spare ’cases he bought back in the
AM22 and 23 tyres, stuck on some number 1980s, but the engine numbers to match
boards, and off I went. On my first time out

Practical Sportsbikes 97

Trimmed YPVS reed blocks matched “THESE DAYS I’LL
to the intakes by Mick Abbey, spaced TAKE IT OUT WITH
back 6mm to broaden the midrange MY MATES WHEN
WE’RE ALL ON OUR
Spannies (above) are Nikkon with TZ end cans. OLD STROKERS. I
Radiator (below) is an alloy item outta China DON’T FIND THE LC
WANTING WHEN IT’S
RIDDEN WITH ITS
COMTEMPORARIES”

the frame were gone for good. “Not that it
really matters because I’ll never sell the
bike anyway,” says Andy.

Last time around, Andy set about a
comprehensive recommissioning. Check
out his excellent YouTube videos on
various topics of LC rebuilding, recorded in
the den where it all happened.

“There’s a small group of us in the north
west of England who help each other out
with parts and advice for the LCs. Things
are definitely easier now I have a decent
workshop too. The RD is properly sorted
now. I had Mick Abbey trim some YPVS
reed blocks and weld up and recut the
intakes to match them, and I put some
Boyesen reeds in the blocks and fitted
6mm intake extensions for better midrange.

I also had the barrels machined and
fitted YPVS pistons with the rear
tang on each of the pistons’ skirts
removed – a common modification.
I fitted a Metmachex swingarm

which I don’t think does much for
handling although the YSS shock I
have definitely did.
The swingarm has also been
converted to needle roller bearing and
there are taper rollers in the steering
head now,” says Andy. The engine
needed a new crankshaft which came
from Grampian Motors, the most
expensive part of the rebuild. Andy also
previously removed the airbox lid and
wired the filter in place, inspired by a bike
he’d seen on a visit to specialists, Mutts
Nuts. However it would take a couple of
seizures after flat-stick runs on the
motorway before Andy got the jetting right
– this also inspired the reed-block mod. He
fitted a pair of Nikkon expansion chambers
and some Banshee coils.
Power is now an actual 58bhp at the
wheel. There’s also a new Chinese
aluminium radiator and some blue spot
calipers, as the originals were too great a
drop in performance from the brakes Andy
got used to on his 675 and 999.
A mate, Stu Cunliffe at Hindley Tyres,
painted the bike in return for some work
Andy had done for him. Everything else
aside from powdercoating of the frame

THE REAL LONG-TERMERS

Boxes (and boxes) of NGK B8 and B9ES. Anyone LIVING WITH A tap fitted to the original oil tank
who runs a stroker knows you buy them in bulk YAMAHA RD350LC which I also keep brimmed with
Power 1.
(which he had previously straightened “After flirting with the widest possible tyres “I use ATF in the gearbox although
using sash clamps) was done by Andy. The I could fit back in the day, I have long there are those who say you
loom, butchered many years previously returned to standard sizes,” says Andy. “I’m
when the bike was raced, was finally on Bridgestone BT54s which are a lot more shouldn’t. Me and my mates
replaced by Andy and a mate who grippy than they appear. I run them with all use it without any
completely rewired the RD. tubes for the road as recommended by my problems. For fuel, I
mate who works in a tyre garage. If it were always use Shell
“I was lucky when it came to the rebuild still being raced, I’d run without inner tubes. V-Power super
that I had pretty much everything I needed “I use SBS road pads. I think HH pads would unleaded.
and that helped to keep costs down. There be overkill in the blue spot calipers and the “I don’t know what the
was even a Giuliari seat I had bought bike would be way overbraked. clutch plates are as I
brand-new in the 1980s, still bagged and “I use Castrol Power 1 fully synthetic have never needed to
unused in the attic. These originals change two-stroke oil. I did away with the oil pump
hands for hundreds of pounds now,” says years ago and run on a premix ratio of 40:1. I change them. However I
Andy. “Whenever I was stuck I turned to keep two 100ml bottles filled with oil under replaced three of the six clutch
Kevin Schofield. He always has a stand at the seat and these can be topped up via a springs with TZ350 ones to prevent slip.
Stafford. Top guy for advice and finding the “I have tried various alternative fork springs
parts nobody else has.” but the bike didn’t like any of them, a
particularly notable tank-slapper being the
In the course of the rebuild, Andy result when I fitted some progressive ones.
somehow became an LC magnet. On a trip So I’m back to stock now, with 10w30 oil at
to the vapour-blaster he spotted a rough the recommended air gap in the manual and
250 in the corner of the workshop and it’s sorted.
bought that, another turned up for a grand “The recommended spark plugs are the
on a classic internet forum, and a third NGK B8ES but I run one colder with a B9ES.
came to him cheap when he went to buy a I’m still on the standard ignition but if and
Suzuki T500 project. when it fails I will look at a Zeeltronic or
similar.
One or more of the 250s might leave the “I use standard Yamaha air filters although I
collection to make way for a TD2 racer or have removed the lid of the box and wired
an early TZ but obviously the 350 is going on the filter.
absolutely nowhere.
THE MAIN MODS
“This bike has been my lifetime friend,
even allowing for one crash and 12 points Top-end Metmachex swingarm on the front of an LC?
on my licence. It’s helped me make loads of YPVS pistons and reed Must-have period mod but Andy fitted these when he
friends too. We’ve been everywhere blocks. Barrels and Andy doesn’t think it adds decided he could no
together, from the Lakes to the Manx,” says crankcases modified much to the handling – longer live with the
Andy. “These days I’ll take it out with my accordingly. looks brilliant though. A originals, having been
mates when we’re all on our old strokers YSS shock is reckoned to spoiled by the brakes on
but if they’re out on their modern bikes, the Airbox bring a whole lot more to his modern bikes. A mate
LC stays home and I take the 675 or 999. I Top removed and standard the handling party and was made some brackets to
don’t find the old LC wanting when it’s Yamaha filter wired to the found in brand new mount them. A generic
being ridden with its contemporaries. other half. To match this, condition for just under eBay master cylinder
the main jets are 310 and two hundred quid. pumps the hydraulic fluid.
“And we have as much fun as we did back pilots are 225. Needle clip
in the day. It’s not mint but it is a good, fast two up from bottom Wiring loom Giuliari seat
and tidy LC.” position. Perhaps one of the best An original and highly
things you can do for a 40 desirable aftermarket
Expasion chambers year-old bike – Andy and a seat. Kept bagged in the
Nikkon expansion mate completely rewired attic since the 1980s, it
chambers, silenced by TZ the LC. finally saw the light of day
replica end-cans (with when Andy rebuilt the
Micron stickers) made by Chassis bearings bike five years ago.
an old apprentice of Andy’s. Andy has fitted taper roller
head bearings while the
Banshee coils swingarm has a needle
Reckoned to be worth an roller bearing conversion.
extra 2bhp just by
themselves, a pair of Front brakes
Banshee coils costs £40 Yamaha’s celebrated blue
and are attached by a spot calipers turn up in all
bespoke harness. sorts of places, so why not

Practical Sportsbikes 99

Looks good, in his eyes. New
glasses required, we think

The MG Bandit begins to take shape (albeit a
different shape from last month), Monkey
Wrench Racing move into Grand Prix-style
garage accomodation and make plans for
2022, Gary Hurd fits a GSX1400
swingarm to his GSX1100EX,
and MG’s W650 gets real

Mark Graham
1998 Suzuki GSF1200

Like progress... but different
You can’t rush the big decisions on any build. And you shouldn’t hurry the little ones either

reetings, Bandit fans. Some of What was going to be a professional job… is Sometimes you just have to go for the easy wins,
you may notice the fuel tank now in my hands. like whacking some air filters on. Well done MG
being positioned by a keen
amateur bodger is no longer First things first, though. Why not pretend to
a Suzuki GSX-R1100WP item, but a stock make progress by fitting some K&N air filters.
Bandit version. That’s because after long and That way I can make believe there’s been some
careful consideration (i.e. snap decision), I milestone achievement while also ensuring
decide the priority is to get the Bandit running nothing gets lost down the carb intakes –
before fooling about with cosmetics. success – high fives, group hug, etc. Building
The WP tank was not going to fit without on that sense of accomplishment I take the
extensive surgery to the underside and rear, tank and all its accessories into the kitchen
and I’m not going to lose at least a couple of (where it’s warm) to rid the tank of its gunge.
weeks while that takes place. So instead, I EVAPO-RUST works best above 10ºC and so
choose to lose only a few days treating a very does everyone.
manky tank to some internal refurbishment.
Bung up all the holes, pour it in, sloosh it
around, have a fag, sloosh it around some

100 Practical Sportsbikes