2022-09-01 Practical Sportsbikes

CRIGHTON 700 ROTARY TRACK-TESTED

Amazing but far from ready: PS and Guy Martin rate the CR700W

OCTOBER 2022
£4.70 ISSUE 144
14 SEPT - 11 OCT

BRIT–BUILT CUSTOM CHASSIS SPECIAL

THE FRAME GAME

Showcasing the best in British chassis engineering:

Harris, Spondon, GIA, Simoto, and more LESTER HARRIS
INTERVIEW
3SG8EA-CRPTAAIGGOEEN NEW: Harris Magnum 2 project bike
Our projects: TS250, Zephyr 1100, Fazer 600, TZ250 How Harris became a world-
Bargains to Bimota: Alan makes some money (finally) class bike builder (and
Guide to restoring and fettling a Yamaha TDR250 nearly went under too)





OCTOBER 2022 ISSUE 144 FEATURES 10
16
PS WORLD 20 PS HERO: LESTER HARRIS

6 SUBSCRIBE TO PS Hertfordshire’s most famous son of the swarf
chats candidly to a PS correspondent
Can’t find PS in the shops? Get it delivered
25 READERS’ SPECIALS
8 NEWS
Just like old times (almost) as various people
Featuring an amazing WIN A WATCH comp present varied machinery for your enjoyment

10 SPECIALS WE LIKE 39 SPECIAL BREW: SIMOTO

As you can see, specials are very much the Simon Martin returns with an old friend
theme this month, these three especially
47 SELECTOR: CHEAP 600S
14 PS MAIL
Yam T’Cat, Suzuki RF600 and Kawasaki ZZ-R6
A man challenges Alan Seeley to a duel
60 CRIGHTON CR700W
16 IN YOUR SHED
We ride the hot new rotary from the man who
Reader machines both finished, and unfinished makes them fly (and fly it does, to an extent)

56 POSTER

Sheene, Suzuki, and Harris from back in 1984

SEE PAGE 6

20

69

39

Practical Sportsbikes: 69 PROJECT HARRIS 90 GREAT BRITISH
A special interest MAGNUM 2 (PART 1) GARAGES
publication
Get set for another 38 part Mr Patrick O’Toole and his
marathon. You know it’s true wonderful world of high-end
machines and low cost tools
74 WHAT’S THE
PROBLEM? 95 NEXT MONTH

Need help with a niggling Farewell GSX-R. Bol tribute run
bother, or a major issue?
Assistance is at hand 96 ON OUR BENCH

77 RESTORE A... Gary finally gets a Suzuki
YAMAHA TDR250 TS250, Chris’s dad’s Zephyr 11
is finally rolling, Bruce destroys
These things have finally more TZ parts, Alan fixes Fazer
been recognized as the fine carbs, MG’s KH1F climbs a hill
machines they always were
106 PROJECT HUNTER
82 THE REAL
LONG-TERMERS Tally Ho! Off we jolly well trot...

Spondon Chris and his...
Spondon. He rides it. A lot.
Because he adores it

86 BARGAINS TO
BIMOTA (PART 9)

Can Alan turn a quid? Let’s see

47 77

CHEAPER Practical Sportsbikes 5
THAN CHIPS

600s for almost
giveaway money

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Simoto proprietor
Simon Martin having
a bash. Keep
hammering away, and
you will succeed

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R ISSUE 144 OCTOBER 2022 club, but certainly riding a bike that stands We’ve had a close look at a variety of British-
iding a bike is an expression of out. Special frames/race frames/kit bikes, built special-framed bikes this month. We’re
individuality on some level. You however you choose to term them, are the very good at this as a nation, whether it’s a
may not have consciously made the ultimate expressions of that. pure racing chassis by Harris, an
decision to build a chopper, don a aesthetically-led build like the Steelheart
ZRX, or anywhere in between. From little
leather waistcoat, and join a patch club to Hand-made in small numbers, with singles like the Simoto Honda, to a turbo
Spondon GSX-R it’s never an easy path, but
confirm your 1% status, but everything from superior materials and craftsmanship – to the graft of the build is always worth it.

a moped upwards puts you outside of your specification. Performance and style As we’re about to find out: the temptation
of a trick frame was too much for Alan
transport norms to a huge degree. can be as wild as you want, as long as they Seeley, who embarks on a Harris Magnum 2
project this month. He hasn’t abandoned his
And there’s a lot of fun to be had in taking loosely meet the demands of roadworthiness: Bimota mission though: he’s finally made a
sale, and things are looking up for his
that further. Maybe not prospecting for a no Euro 5 to stymie creativity. ambitious scheme. Just don’t mention
ZXR400s for now…
Chris Newbigging, Editor

Special Teams Alan Seeley Technical Editor Contributor of the month
At this precise moment, it’s a Harris Magnum 2.
And their favourite specials are… Although I may think differently when I start Tim Thompson
rebuilding a 40-year-old special… Old TT has a
Damian Smith Art Editor [email protected] long-standing
Steve Burns’ Monster. It was before my time relationship with
on PB, yet it was still so influential six or Harris Performance,
seven years later when I started – and now. and got more from a long lunch with
[email protected] Lester Harris than can be squeezed
into this month’s PS Heroes
Mark Graham Production Editor Gary Hurd Workshop Consultant interview. It’s plenty revealing
I’ve got a thing for Rickman Kawasakis. Tracey Martin’s Saxon GSX Turbo. It was different enough, and there are more Harris
Those massive 44mm forks, Lockheed to Spondons, or Harrises: P&Ms are a close tales to tell in a future issue.
brakes, dull nickel-plated frame… second, but the Saxon just looked right.
really classy. In that greeny/yellow. [email protected] Practical Sportsbikes 7
[email protected]
[email protected]
facebook.com/groups/practicalsportsbikes

Winner of the Classisc
Superbike Manx
Grand Prix: Rob

Hodson on a Kawasaki
ZXR750. Yes, Rob

Words: Chris Newbigging
& Mark Graham

CZLXARSSSTICILML TAHNEX BOSS Picture: Dave Kneen/Pacemaker

Who can catch a Kawasaki? Not a GSX-R SRAD or an RC45 (not this year)

N ew rules allowing later-model 750cc production-based fours (as well as issues early on were followed by bad luck with
750s to race in the Manx GP sub-1000cc Ducatis). Team Classic Suzuki practice stoppages and cancellations. The
Classic Superbike failed to (GSX-R750 SRAD), Ashcourt Racing (Honda team opted to use their old F1 bike instead,
render the Kawasaki ZXR750 RC45) ,and Greenall Racing (ex-Simon Beck though that retired with issues of its own.
obsolete, making for closer Kawasaki ZX-7RR) were the leading teams to
racing rather than a GSX-R750 SRAD/RC45 exploit the revised eligibility, as well as Andrea “We found it was short-geared on the laps
benefit, as some feared. Majola piloting the only Ducati 916 further we managed, and there’s more work needed
Previous years’ races (ran under the Classic down the field. to calm the chassis down, as well as take full
TT banner, but renamed the Manx GP for advantage of the rules which came out too
2022) were characterised by a spaced-out But the ZXR750K still came out on top: late for us to make the most of,” said TCS’
top ten (in terms of times), with wide-ranging Rob Hodson taking the win on a Greenall bike, spannerman Nathan Colombi.
rules meaning those prepared to spend big though team-mate Nathan Harrison on the ZX-
were generally way in front. The Michael 7RR was a close second, taking the fastest lap “Comparing the bike with Michael’s 600s;
Dunlop/Team Classic Suzuki F1 evocation; in of the race too. Craig Neve on Alasdair Cowan’s we can build a motor with more power and
effect a brand-new, 160bhp missile in period ZXR750 retired from the battle for the lead torque, but at the same weight,with more
style, was only challenged by Bruce Anstey on the last lap, promoting 2019 winner Davo chassis adjustability, and higher spec brake
on the Padgett’s YZR500 and Dean Harrison Johnson on the second Cowan Kawasaki to components. We had a good run out with
screwing every last mph out of a ZXR750K third. Brian McCormack on a third Greenall Jeremy McWilliams at Bishopscourt (NI)
with any regularity. ZXR-K was also in contention early on before before the Manx, but there’s a lot more we
The rules were amended for this year, retiring from the race. can, and want, to do with it – the potential is
extending the upper age limit to 1996 for there for a 130mph lap. We’re at the start of
Team Classic Suzuki’s SRAD might have been development, where the ZXRs have run for
8 Practical Sportsbikes the poster bike for the event, but mechanical longer. We’re optimistic about its potential.”

Viva la moto Española. No? Si!

Have an interest in Spanish tackle they’ve made a decent
motorcycles? The recently stab at from time to time, but
opened Motos Made in Spain also covering their forays into
exhibition near Madrid suggests road going machinery. Bultaco,
we should all take more notice. Montesa, Ossa, Derbi, JJ Cobas,
and more feature in the 300-plus
The exhibit charts the rise of selection. Well worth a visit if
the nation’s bikes from 1920- you’re near Madrid. Navigate to:
1970s, with a predictable bias motosmadeinspain.com
towards the off-road and racing

WIN! The movement (the bit that
moves) is made by a firm called
All-new PS FREE Seiko (who you may have
TO ENTER top heard of if you’re interested
comp to win a in watches). And they seem to
fancy watch in have a good reputation. As you
Rothmans colours might imagine, The PS did a
great deal of the due diligence
Yes, you can be the winner of a to ensure that the winner of this
big, heavy, shiny expensive thing prestigious item is not being
that does exactly the same job ‘fobbed off’ (if you’ll excuse
as either your mobile phone. Or the expression) with anything
the big clock at the train station. sub-standard from either
Or even the clever digital ones counterfeiters, or those would
in bus shelters that not only tell in any other manner seek to
the time, but also let you know profit by defrauding a reader.
(to the nearest day) when the
next 132 is coming. This watch currently retails at
£199. Rothmans, Lucky Strike
So, let’s go quickly through the and Yamaha North America
spec of this magnificent status colours are also offered. But not
symbol; the actual tell-the-time in this competition.
bit (the face) is round with little
segments on it representing To win it, simply answer the
chunks of time (the hours), but following multiple-choice
you knew that. The body of the question correctly: 
chronograph (for that is what it
is called in the circles you might  
wish to move in) is fashioned Who invented TIME?
from stainless steel. And not a)  Jesus
any old stainless steel. No. The b)  Doctor Who
Moto Culture brand employs c)  Time does not exist
316L stainless steel, a full d)  The Romans
40mm of it to make the big e)  Stephen Hawking
round bit on the back. f)    The Egyptians
g) Timex
 
 Answers by email (headed PS
watch comp) to mark.graham@
pspb.co.uk by 26 September,
2022. The correct answer will
be drawn from an electronic
hat by the editor of your PS
(Mr Old Farmer Chris), and the
winner will be notified by email.
No employees of The PS are
permitted to enter. Good luck.

we like

From South Korea, from Japan, and from La Belle France (that’s France)

A bridge between a Blade and an RVF (if you’ll
forgive us – and we sincerely hope you will)

CRAZY GARAGE South Korea’s Big Ö importer can sure build a bike

HONDA CBR1000RR

This retro-styled Fireblade special is a breath
of fresh air. Built by South Korean specials
shop Crazy Garage and the country’s Öhlins
importer, this CBR1000RR turns its back
on most Blade specials, drawing inspiration
from ’80s production racers rather than
modern, track-focused superbikes. Indeed,
the bike’s creator and Crazy Garage top bloke
Chi-hyun Kim is crystal clear about the bike’s
inspiration: “I wanted to create a modern high-
performance machine with RC30 looks.” And
that’s why we love it.

10 Practical Sportsbikes

CHASSIS “ADDING CLASSIC BODYWORK TO A MODERN SUPERBIKE COULD
CREATE SOMETHING UNPLEASANT ON THE EYE, BUT...”
Build a bike in
collaboration with an Öhlins Sitting on the dock of the bay,
importer and the choice of Watching the tide roll away...
suspension sorts itself. Up
front this Fireblade wears
a set of the Swedish firm’s
FGRT forks, and at the rear
you’ll find a TTX GP shock.

Öhlins’ role in the project
went way further than
handing over trick damping
units; one of the importer’s
staff – former Korean 600
champ Min-ho Park threw his
expertise into the ring as the
project’s development rider.

BODYWORK

Although the RC30
was an obvious influence
on this Honda’s overall look,
Kim didn’t want to build an
identikit 750R. Instead, he
modified generic classic
aftermarket gear – and the
bike’s original rear subframe
– to give the bike a classic
look that nods to endurance
racers from as far back as
the early ’80s before adding
the HRC tricolour paint.

Adding classic bodywork
to a modern superbike
could create something
thoroughly unpleasant on the
eye, but by trimming excess
glassfibre away, and by
paying particular attention
to the overall lines Kim has
managed to blend old and
new(ish) in a knockout look.

DETAILS

Rather than simply bolt
his Blade special together,
Kim spent time fashioning
several one-off parts for the
bike, including the silencer,
footrests, bodywork, and
exhaust brackets.

Performance is better than
stock too, partly down to
the weight saving of around
(we reckon) 10-15kg, but
mainly through Kim’s work
improving the bike’s intake
efficiency and ECU settings
in conjunction with a Power
Commander. The bike’s
original claimed 175bhp is
now a realistic rear wheel
figure – so this thing goes.
 

Practical Sportsbikes 11

we like It takes a lot of confidence, and a fair chunk of cash money, to tear
into an RC30 like this. The end result justifies all of that. Big time
HONDA RVF REPLICA
RC30

Honda VFR750Rs have become so
highly prized that few owners dare
modify their’s beyond a 17-inch rear
wheel conversion. That’s a shame
because while stock RCs still hit the
spot, carefully tricked-up examples
take excitement to a different level.

This RVF replica – spotted at a
recent V4 meeting in Japan – is a prime
example. Styled to mimic the late-’80s,
early-’90s TT-F1 weapons ridden by
Wayne Gardner, Dominique Sarron and
Daryl Beattie at the Suzuka 8-Hour, it’s
a masterclass in illusion.

From its gold HRC Magtek wheels,
upside-down Showa forks, and Brembo
brake set-up to the RVF-rep bodywork
(check the weight saving/cooling
assist drill holes in the fairing, as per
factory RVFs), this VFR oozes a period
endurance chic. A look most definitely
worthy of the RVF moniker.

TUMULTE Those twin Arrow exits really do something.
The whole thing looks tight as a drum
TRIUMPH SPEED TRIPLE

A faired Speed Triple; that’s a Daytona,
right? Not when it’s a brutally tasty
special built by French nutters Tumulte.
This British triple retains its familiarly
meaty underpinnings – that epic
1050cc motor and stoic chassis – but
it now boasts an even more appealing
aesthetic thanks to a modified Ducati
916 seat unit and a heavily reworked
RC30 top fairing (Tumulte even refer
to the bike as the Speed Triple RC30),
to give the bike a hint of early Harris
Magnum, don’t you think?

The black, gold, and dark green paint
is deliberate, to add an extra layer of
‘English class’. This build goes to show
that modifying only a little – in this case
the bodywork – can deliver a lot.

12 Practical Sportsbikes



This is what Roland went
out and bagged himself

Write a letter to The PS and if it's Star
Letter material you win a staggering
£35’s worth of cleaning materials

Alan beaten keep it but it was the thought that counted).   
to a Bimota That done I went and bought a Bimota High stakes and short odds are for
professional gamblers. Low stakes and
I t struck me that if a man of Mr Seeley’s YB9SR. Yes, you heard correctly. long odds are a lot more fun – AS
ability, resources and connections was The flaw in Mr Seeley’s plan is that his Bimota
struggling to trade up to a Bimota DB4, This month’s
then the average punter, like me, was not DB4 target is forever moving. I have taken all Star Letter
likely to fare better. So I switched the game the variables out of the game. The incentive is writer wins
up a bit. now sitting in front of me and I know exactly £35-worth
how much I need to generate in order reach of Oxford
I have a number of projects on the go that the finish. I shall be sourcing and selling Products
were ripe for inclusion in the Bimota quest but motorcycles, aiming to create enough cash to cleaning
I thought that it would not be in the spirit of the pay me back for the Bimota. stuff. That's
chase to rely on those initially. So, one eBay Alan – the race is on! you, Roland
hunt later, I am the proud owner of a 2009 Roland Burley 
BMWR1200R that could use a little TLC (to be
honest, I quite like it and may be persuaded to

You wanna Old salts of the earth The old F1 World Championship
KLX250 was full of characters like him.
swingarm on It was great to see your
that, mate feature on Trevor Nation in the Andy McGladdery and Les
August issue of PS. He always Burgan were a couple more I
True seemed like a normal down to remember before racing went
earth bloke who happened to be all corporate. 
fast, and just liked riding bikes. I Jon James

Why... is the question As for your Real Long-
termers: August’s ZZ-R,
Every month the magazine 100,000 miles on three
contains many gems of useful engines... My claim is
information, as you know. Now 146,000 on an XL500 and
and again there is a real oddity 128,000 on an XBR500.
that makes me smile and
wonder.... August 22 issue, page Both courier bikes, of
52, RD430 article: we all know course. Both original – no
about parts interchangeability, rebuilt engines, but loads
so an XS500 swingarm fitting of oil changes, chains and
into an RD400 is no surprise. tyres. And petrol. And clutch
cables. And bulbs.
But fitting a KLX250 swingarm Johnny Burgess, Waterford,
into an XS500? Why? And what Ireland.
did the bike look like?

14 Practical Sportsbikes

 Thanx for the Manx tales

I particularly cherish my copy of your
July issue. Not because I’m a big Zed fan.
But because I bought it at Douglas ferry
terminal just before leaving The Island after
my first TT. Everything went well, including
the whole trip from and back to France.

All the stories about IOM and the TT (PS,
June 2022) are true. Didn’t manage to spot
a tailless Manx Cat though.
Keep up the good work with a great
magazine.
Victor Voignier

Steam Packet HQ has seldom If you find they bind...
looked more glamorous
In the September 2022 issue
of PS there is a query about a
Yamaha TZR250 2MA brake
problem.The owner says he
has an EBC disc. I have found
that EBC can be generous with
their products.The pads and
shoes quite often need material
removed to make them fit without
any binding.

When I replaced the KR-1 front
discs on my modified Kawasaki
H2C, and fitted new pads to go
with them, I could barely move the
bike, and had to remove some of
the pad friction material to stop
the binding. Hope this helps.
Jarmer 

Awful let down If you ever see one of
these in the UK make sure
What happened to Simon’s the first to know
the oddball twins
buying guide (PS,
September 2022)?
Instead of the BMW,
Guzzi and Ducati
which are slightly
leftfield, we got
three twins that are
not even available in
this country.

It could have been
an interesting and
informative article
but we what we got
was an irrelevant
piece about bikes
most people are
unlikely to even see.  
Simon Williams

We were equally
disappointed – MG

Send your pics, and story to: [email protected]. Response may be slow, as he tackles the massive volume of fan mail
following his gut-out appearance in last month’s issue. Who could guess he’d become the face of middle-aged body positivity?

2004 Suzuki GSX-R1000 K4 Part way through a restoration?
Just completed a trick special?
Owner: Mike Canham Send us your pics, and details
Owned for: six years
So far: streetfighter to track bike makeover To: [email protected]. Please include clear, high-resolution pictures as well
What’s next: race generator and RSV4 wheels some info on bike, as you see below. Best one wins a Machine Mart voucher

M y GSX-R1000 was purchased as a rough Looks well-sorted: a financially-ruinous
'streetfighter'. I gave it a good going over and club racing ‘career’ now surely beckons
fitted a full road fairing kit. It’s now my track machine.

The engine has been worked on by Matt Wren at
TBR Performance in Hungerford. It now has a healthy
and safe 176 hp at the wheel after a port, flow, Kent
cams, velocity stacks and a thin head gasket.

It has a K5 1000 slipper clutch and swingarm,
60mm Arrow system, Spondon ex-BSB rear
suspension linkage, Accossato calipers and master
cylinder, and K-Tech fork internals. I trimmed down
the loom too– that took some head scratching.

1972 Suzuki GT380 Some ’70s metalflake paint maybe wouldn’t go amiss

Owner: Wilson High
Owned for: two years
So far: thorough refurb
What’s next: Canadian road safety test

T his GT380 came to me as a rolling chassis, and
in several boxes. It had been in my neighbour’s
garage for at least 10 years. The previous owner,
trying to find out why it wouldn’t start, took it apart to
discover the crank was knackered – and stopped.

I had the crank rebuilt then cleaned everything. I
think I touched on every single part of this bike in the
process of recommissioning it. One of the benefits
of living in the middle of Canada is that even after
sitting for 10 years, the pipes and all the chrome are
still nearly perfect.

1980 Suzuki GS1000S Freshly-coated centrestand keeping its feet
nice and clean on a foam mat. That’s love
Owner: Louis Aguiar
Owned for: six years
So far: just finished building the chassis
What’s next: sorting out the wiring

M y GS1000S had undergone a fulsome
restoration when I got it – but the work wasn’t
done well. So I used it as it was with the intention of
stripping it down and restoring it.

I’m going to keep it all standard apart from the
exhaust for now (it came with a 4-1 system). I
would love to find a mint original exhaust, but
that's almost impossible and I’d probably need to
remortgage the house to get one. Although I have
managed to get a pair of nice aftermarket silencers
from Italy. Nuts and bolts are brand new and the
ones I couldn’t get, I’ve had plated.

16 Practical Sportsbikes

Like new, because most of it practically is. You truly
can’t match factory finish, no matter how hard you try

Bike Of The Month The brake pads were not worn but damp Probably smells just like a new bike too. Wow
had set into them, and they were rusted and
1990 Yamaha TZR250 3MA falling apart. I stripped the bike to give it a A mere 28 clicks on the dial – what a top blind buy
good clean and the deeper I looked the more This month’s Bike Of
Owner: Richard Vanags and more I realised the bike was genuine. The The Month (and indeed
Owned for: four years bodywork was sent to a local painter who used next month’s too) wins
So far: recommission with original parts to do restoration work. He said that as the a £50 Machine Mart
What’s next: replicate original brake lines paint was metallic, the whole bike needed to voucher. How good is
be resprayed to match it correctly. We spent tPhraatc?tGicoaol dS,peohr?tsbikes 17
A near-unused reverse-cylinder time sourcing genuine decals, and repaired the
TZR still needed a mechanical cracks to keep the bike 100% original.
and cosmetic resto. Done now
There have been quite a few bolts that were
M y YamahaTZR250 3MA came almost OK but let the bike down, so back to
from Japan via Yahoo Auctions, Fowlers for new nuts, bolts and the odd rubber
and was shipped directly to me. to finish the bike off.  One rubber was missing
It had barely been used with that fits around the seat unit plastics and seals
less than 30km on the clock when it arrived. against the frame. I happened to see another
I bought the 3MA thinking it may have been TZR250 3MA which was not standard but had
rebuilt and had the clock reset, as they often the rubbers and did have a genuine YEC upper
seem to do that in Japan after an engine fairing stay too so I bought it.
rebuild on a 250.
It was an expensive way to get the missing
However, looking under the plastics the carbs parts but as I’d also bought this bike direct
were still like new and even the front discs from Japan, and not through a UK dealer at
still had black paint on the edges. The tyres UK prices, I used what I needed and sold that
were original and perished so it was obvious donor at a profit. 
the bike was genuine. The bodywork had a few
scuffs and the odd crack either from shipping The TZR now just needs some new rubber
or simply being moved around. However the brake lines made with OEM fittings, and spring
bike had been run and was almost ready to ride covers over the hoses, to truly replicate the
out of the crate. The battery was dead, air filter original lines.
had crumbled to dust, and the fuel taps were
both leaking. Brand-new ones are still available My MoT testing station said that the bike
from Fowlers, so new taps were fitted and the must have been clocked, but then they looked
bike fired up after a few kicks. inside the plastics and were shocked that it
was still like new under the skin.

VFRs always look good in white. Shasta White here

1986 Honda VFR750 FK throttle. I replaced the inlet rubbers, carefully I rattle canned the bodywork from front to
cleaned each carb in turn – I have little idea back in Shasta White, got a ‘Wayne Rainey’-ish
Owner: Oliver Beames what I am doing with four-stroke stuff. decal kit from eBay, a screen from Skidmarx,
Owned for: four months and here we are so far. The fairing lowers are
So far: carb overhaul, rattle-can respray It came to me already fitted with 1991 the last items for restoration.
What’s next: more cosmetics, period Kerker CBR600 wheels and forks, which gave me
a head start.I blasted and painted the rear I have just completed my first shakedown
T his VFR was owned by a friend since 2004. subframe and fitted the Motad exhaust which run and I’ve cured the running issues. It
I swapped it for a CBF125 I had. It was was included in the supplied spares stash. pulls like a train and is so stable. I found
in quite poor cosmetic condition and running Just as well because the original silencers great inspiration from my back issues of PS
poorly, the choke being more effective than the became so much dust when I removed them. including your £200 VFR race bike project.

1998 Yamaha TRX850 Looks like some Austrian mountain men in the background there. Hear them yodelling? No? Listen

Owner: Ryan Caswell and front fairing to split the white and yellow The rebuild was done at Atkinson Auto
Owned for: 18 months was very time consuming, and took a good Paint & Body Shop with the help of my
So far: strip, build, upgrade and paint couple of hours trying to get the lines equal stepfather, who also painted the bike. It’s
What’s next: Woodstock rearsets, Ignitech, each side. turned out well.
Mikuni TDMR40s

B ack in 1990s, my father had a TRX. He
enjoyed it but when he bought this one
three years ago, he found that it wasn’t
the same for him. I had ago on it when my
ZX-7R was in for repair and instantly fell in
love. I went the Isle of Man on it at Easter
this year and ride round North Wales most
weekends.

The main modifications are a Maxton
rear shock, Maxton 20mm cartridges
in standard reworked forks, Yamaha
gold-spot calipers from an FZ1, stainless
steel exhaust custom-made by Swona in
Scotland with MHP Carbon Cans, Skidmarx
carbon hugger and mudguard plus a lot
of polished bits, and Racebolt stainless/
titanium fasteners throughout. The front
fairing is by German firm, Pferrer.

Doing the Speedblock paintwork was
tricky; trying to set the lines on the tank

18 Practical Sportsbikes

NATIONAL MOTORCYCLE MUSEUM LIVE

ANNUAL FREE OPEN DAY!

SATURDAY 29TH & SUNDAY 30TH OCTOBER 2022

Following huge demand National Motorcycle Museum
LIVE continues in October 2022 as a two day event! As
always, this is the time when everyone can visit us free*
of charge and enjoy a host of exciting free attractions
including HENRY COLE AND FRIENDS live on stage (both
days of the event).

FREE MUSEUM ENTRY INDOOR TRADE AREA MEET THE EXPERTS

HENRY COLE AND FRIENDS
LIVE ON STAGE

Including special guests Steve Parrish (Saturday)
& Peter Hickman (Sunday)

LIVE RACE MACHINE START UP FEATURE

Also featuring Allen Millyard and his 500BHP Viper V10 Motorcycle

FIVE MANUFACTURERS! BAR AND FOOD COURT AREA

BSA, Langen, Norton, Royal Enfield, Triumph

FOR MORE DETAILS VISIT www.thenmm.co.uk

Parking* Car parking for the event is just £15.00 per car with motorcycles free of charge.

Millyard Viper image courtesy of www.gunhillstudios.com

Tel: (01675) 444140 In association with
Online: www.thenmm.co.uk
Email: [email protected]

Coventry Road, Bickenhill,
Solihull, West Midlands B92 0EJ

4. LESTER HARRIS

Frame builder extraordinaire to both
man in the street, and Barry Sheene

Words: Tim Thompson Pictures: Jason Critchell/ Bauer archive

HE STORY of good handling hard and put in their orders for a better life. company called Cameron Engineering who
started in the mid 1970s when For a decade or more it was a golden era of made kart chassis, and Steve worked for
there wasn’t too much of the exotic tubular triangles and bespoke bronze Racing Frames in Ware, who built space
stuff around. Exciting, welds. frame racing kart chassis and lots of bits for
marauding Japanese Lotus in the Chapman era. We were quite
superbikes made brutish “We didn’t know much about geometry or good bronze welders and knew how to bend
power but didn’t really do the rigidity back then,” says Lester Harris who, tubes and make things. So it was a fairly
stop, turn and go bit. Those Zeds and GS back in 1972, co-founded Harris simple transition from making car and race
thou’s were big personalities – the future Performance with brother Steve in a shed in kart chassis to making motorcycle frames.
and no mistake – trapped for now in Roydon, Essex. “It was all trial and error.”
hopelessly puny cradle frames. “We took on all sorts of race projects, big
Frame specialists like Moto Martin, How did you know where to start with, and small, but it was the Magnum that really
Bimota, Spondon, Nico Bakker and, of say, a Z1000? changed our business. We were doing
course, Harris Performance popped up all endurance racing with this perimeter frame
over Europe in a bid to harness this glut of “You’d look at it and ask: why is like this? design and a few people came to us and said
horsepower and point it in the right Let’s beef it up here then see what happens! they wanted to buy one for the road. So, in
direction. Some designed and sold frame It didn’t always work but the truth is the 1981, we said, ‘why not!’.
kits, others supplied complete rolling chassis. frames coming out of Japan in the 70s
Race teams flocked to them while road weren’t very good. Improving them wasn’t We bought and stripped a brand new
riders – proto-sportsbike nutters – saved difficult. Z1000 and designed a frame but the
bodywork we came up with wasn’t very
“Steve and I were trained tubular nice. When Suzuki launched the Katana in
fabricators and welders. When we finished
our apprenticeships, I went to work for a

Design geniuses, but business-smart too. That’s
why Harris prospered and lasted the distance
20 Practical Sportsbikes

It’s bitter out there.
B.Sheene shakes

down his Harris RG at
a freezing Snetterton

SCuhreea.pGlrieda. Nt biciekeb.oots the same year it looked incredible so – and
Somewhere in Italy there’s a man trying to this entirely down to my brother, who was
scrabble together enough cash to buy himself a reading about it in MCN – we decided to ask
Harris Magnum 2. And his name is Alano di Silli Target Design, who did the styling for
Suzuki, to style the Magnum. I thought
they’d never talk to a little company like us
but Steve said, ‘Bugger it, I’ll phone them’.
Turned out they were a tiny outfit, too, and
right up for the project.

 “So much of what we did was about just
having a go – saying ‘why not?’– and much
of the rest was about luck. I mean, the
Magnum’s frame became a key part of the
bike’s styling but we only made it that way
because we wanted decent access to the
smoothbore carbs in the middle of a 24-hour
race. We created a new street look by
accident.”

 Despite the commercial success of the
Magnum – a run of 20 was planned but over
1000 were eventually built – Harris, like
most frame specialists, remained a relatively
small business, one high on talent and
creativity but low on reliable cashflow. In
1985 Suzuki introduced the radically light
and pointy GSX-R750F, Yamaha the FZ750
and, within just three years, Honda trumped
everything with the RC30. Suddenly Japan
did handling, and demand for bespoke
chassis dropped away, taking most of the
frame building specialists with it.

Practical Sportsbikes 21

Serious stuff

4. LESTER HARRIS

 “Frame designing and building was a Didn’t matter who you were,
volatile and precarious business and too or who you are. Harris treated,
much for some,” says Lester. “We had some and treat, all jobs the same
terrible lows and would lurch from one job
to another, unable to draw any money so we
could pay the staff. Sometimes brother and
me looked at each other and said, ‘Can we
really carry on?’ But we did.”

 As the frame business shrunk, the now
Hertford-based company quickly diversified
into accessories – designing and
manufacturing race-developed rearsets,
fairings, aero filler caps, yokes (aka ttriple
clamps) and a zillion racy bits to make those
fast-improving Japanese sportsbikes even
quicker, tricker, better.

“We were motorcyclists first and foremost
and one thing I think we were quite good at
was seeing which way the wind was
blowing,” says Lester. “Not putting all our
eggs in one basket; being prepared to change
– and the GSX-R changed a lot of things.
Until 1985 we were a frame builder and
everything else was just add-ons. But after
that the parts and accessories went
stratospheric – and stayed like that until
2000. By the late-’90s we weren’t doing a lot
of chassis.”

Another key to Harris’s enduring success
was racing. Instinctively, and no matter how
perilous the financial climate, Harris kept
competing – sometimes making money,
sometimes “losing a fortune” but always
backing the principle of testing and proving
on the racetrack.  

An ill-fated Moto2 project cost hundreds
of thousands of pounds but Harris worked
successfully with Suzuki in WSB, as well as
on then-secret race projects with Harley-
Davidson and Sauber Petronas. The
unrivalled high, though, was the deal to
build chassis (and run a privateer team) for
Yamaha’s YZR500 V4 in 500 GPs.

“It was so important to us,” says Lester.
“Yamaha sold us the YZR engines and said,
‘Do what you like.’ First year (1992),
everyone wanted what Rainey’s
Championship-winning factory bike had the
year before, so we didn’t change much. But
over the five-year project we went from a
fabricated chassis out of sheet to a fabricated
twin-spar with a carbon-fibre subframe – we
developed it dramatically. I have to say that
racing in 500 GP was as good as it gets. We
were at the highest level and showing that
what we made worked.

22 Practical Sportsbikes

That’s old Mat Oxley....
Padgett’s, Harris, Rock Oil,

Arai... Eeeeeeeeee, them
were’t days. Or, were they?

“WE HAD DIFFERENT PERSONALITIES. STEVE WAS VERY
OUTGOING WHILE I WAS A BEHIND THE SCENES TYPE”

“Everything we did was associated with issues, decide who was going to do what – naturally talented, inventive, and often
racing. Right from the start in 1972 my and go and do it.”  motorcyclists and racers. We’d take on so
brother and me just wanted to race our bikes much work then worry about how we’d do
and make motorcycle stuff that interested Sadly, Steve Harris died in June this year it. But the staff would work late – we all did
us. We were boys, really, without experience after a lengthy battle with Parkinson’s ludicrous hours – to meet a deadline.”
but with lots of ideas. disease. Two years older than brother Lester,
his charismatic personality and love of a Lester is, against his expectations, now
 “That’s why Steve Bayford, a school mate good project were, says Lester, at the heart almost a year into retirement, while Steve
of my brother who became our third partner, of Harris’s enduring success. Bayford continues to steer Harris
has been so important to our longevity. He Performance and its 15-strong workforce in
had no training in motorcycle engineering “We had different personalities. Steve was its relatively new role as a special projects
but was very entrepreneurial and did the the life and soul and very outgoing while I hub within Indian giant Royal Enfield.
accounts, admin and sales while we focused was a behind the scenes type. But we were
on engineering and design. on the same wavelength and dovetailed well. “We’d done bits and pieces for Royal
When we had a disagreement it was never Enfield over the years,” says Lester. “But
“We had this chemistry. Having three of serious and quickly over. they were extremely pleased with the
us meant there was never a dominant Continental GT work we did for them.
partner, and always a balancing opinion. “I’m so thankful for his ‘why not?’ When they established the R&D centre in
Without Steve’s restraining hand I think we attitude. He was a real good project starter England and made us an offer there wasn’t
would have veered off on all sorts of projects – maybe not always a great finisher – but he really a decision to be made. Enfield are
and gone the way of so many small had the ideas and I helped carry them on. enthusiastic and enjoyable to work with, and
businesses and run out of money. Board He was a clever bloke. it was getting harder for engineering
meetings were held between the three of us companies like us to make a living by then.
in the café round the corner from the “And, of course, I’m thankful for the The world had changed.”
Hertford factory. We’d chat through the people who worked for us, too. Over time a
nucleus of highly skilled, often self-taught,
people joined the company. They were

From this to that, to everything in between... ...and remember James Whitham? No? Oh well

Practical Sportsbikes 23

ENJOY THE RIDE

Enjoy the ride more.
Alpinestars protects.

MORE

There was a time (not long
ago) when twin headlights
denoted a special

T0DAY’S SPECIALS
Since the dawn of the internal combustion engine, man (and woman) have been
desperately trying to improve the performance of the tubes or beams a power unit is

bolted to. This process will never stop. Here are a select few

pecial frames are as old as Words: Alan Seeley Pictures: Simon Lee Hejira, Magni, Maxton, P&M, PDQ,
the story of motorcycling Spondon and Bimota to name but a few of
itself. In the pioneer days, Triumph engine in a Norton ‘featherbed’ the more significant players.
every frame was a special, as frame. The Triton, no less.
a plethora of tiny As before, many of these started out
manufacturers bolted Aftermarket frame makers started to specialising in competition chassis but would
proprietary engines into come into their own after that time, often also meet the requirements of the most
their own chassis. All these early frames had motivated by the demands of competition. exacting road riders. The big manufacturers
to do was keep the wheels roughly in line There were the Rickman brothers with their would often look to the expertise of these
with each other, and the riders mostly Métisse off-road, then later road and track, specialists to build their race bikes and you’ll
elevated from the surfaces of unmade roads. chassis, Colin Seeley with his race and road find more than one road bike that has
As machines evolved, motorcycle bikes, Fritz Egli started on Vincents, and ‘borrowed’ from special frame builders.
manufacturers got better at building frames Dave Degens with his Dresda Tritons.
to harness the usually modest power of their Of course, some road riders wanted the
engines, and to stay rigid under mostly By the time the era covered by Practical style and kudos of an aftermarket frame
feeble braking. Some of them even added Sportsbikes dawned, with Japanese even above its capabilities, and the special
suspension into the mix. motorcycles dominant, the disparity chassis firms were happy to have the
Some brands were better than others at between performance and handling was business of the more ‘custom’-minded too.
offering a good balance of engine and growing. Despite a promising start with light
chassis. The more sporting riders were wise and middleweight bikes in the 1960s, the In celebration of the long tradition of
to it to, transplanting the best engines into Japanese seemed incapable of building a big special frame manufacture, we sent out an
the best frames. For example in the 1950s, bike with a decent frame in the 1970s. open invite to owners to come to
there was no better combination than a Deenethorpe Airfield in Northamptonshire
The Rickmans, Eglis, Seeleys and Dresdas (there’s a decent bike-friendly café there) –
bridged the horsepower/handling gap for the so we could look up-close – and let the
latest generation engines, and other special owners have a blast up the runway.
frame names entered the arena; Moto
Martin, Nico Bakker, Harris Performance, Practical Sportsbikes 25

Swingarm glinting in the afternoon sun, empty
tarmac as far as the eye can see... magic

2011 SPONDON GIA SUZUKI 1200 BANDIT

Owner: Colin Stannard

L ike many special frame bike owners, 4-inches over all the way back. turbo. I made a lot of the turbo kit including
Colin Stannard evolved his GIA “When I first got the Spondon frame, I the plenum chamber, and also my own
Bandit in stages. exhaust to replace the Akrapovic that was
“It started as a 1996 Bandit 1200 I swapped over the 3.5 and 5.5 17-inch forged on it. My old man was a mechanic and that’s
bought in 2003. I embarked on aluminium Galespeed wheels I had fitted to where I got my love of this game.
various modifications, trying different the Bandit. I also transferred an Öhlins
swingarms, wheels and so on. I also had a shock and Road and Track forks. The forks “The turbo is a Mitsubishi TD04.
Moto Martin-framed GSX-R1100 which was were meant for a K3 or K4 GSX-R1000 and Wastegate and dump valve are Turbosmart.
ever so light, and I wondered what I could the yokes are Harris, the top one being The plenum chamber is the second one I’ve
do along similar lines with the Bandit. stepped to accommodate the shorter made and is less boxy, with a larger inlet
sportsbike forks. pipe than before. I just guesstimated the size.
“So in 2011 I contacted Gav Goddard at
GIA to build me a frame. I knew that the old “Tyres are 120/70 front and 180/60 rear; “When you run a turbo the carb seals and
Spondon company had built five Bandit standard Bandit 1200 widths. I have ISR gaskets need to be spot on to cope with
frames, echoing the lines of the original four-piston front calipers and Braking wavy being pressurised. I have stock 36mm carbs
Suzuki chassis. 310mm discs, I’d prefer 320mm but can’t get with billet tops from Fastec Racing. You’re
bigger on this offset. There’s a thumb brake on borrowed time on standard tops. There’s
“For the swingarm I used a Bandit unit to control wheelies. a BMW M3 fuel pump to keep the petrol
with R1 bracing over the top. I crashed the flowing at the rate required when the power
bike in 2016, so when I asked Gav to check “The bottom end of the engine is is wound on.
the frame I had him make me a Spondon- GSX-R1100K crankcases with Bandit crank
style swingarm. It’s banana-shaped to avoid and gearbox. One of the gearbox bearings is “I haven’t had it on a dyno but I reckon I
hitting the subframe. Wheelbase is stock narrower on the K so that had to be have around 220bhp on 7psi of boost. A bar
when the spindle is fully forward and changed. Barrels are APE with 85mm bores is too much as I found when I went to
to give 1340cc. overtake car, the front wheel came off floor
Free horsepower (once you’ve bought a blower) and I nearly went into the back of it. At the
“I’m running MTC forged pistons with current level of boost, it gets on the
26 Practical Sportsbikes Teflon buttons on Carrillo rods. wastegate a lot easier.
Compression ratio is 10:1 which is still fairly
high given I’m running a turbo. Really I need “For now, the ignition system is
to be closer to 9.0:1. Cylinder head is Bandit GSX-R1100 on stock timing. I might go
1200 ported by Richard Albans at TTS and it Ignitech at some point. I’m using
runs Yoshimura stage 1 camshafts. The GSX-R1000 K1 stick coils wired in series to
clutch set-up consists of a GSX-R1100M give 3 ohms. Used to have Dyna coils but it’s
basket, 1100H coil spring inner hub and an really happy on these.
MTC lock-up system.
“I use the bike for commuting and have
“Richard did the head and block for me also done the Brighton Speed Trials on it.
after the camchain snapped. I also decided I Might do a hill climb too. These days it’s
was a bit bored of the bike so decided to fit a mostly for A-road riding.”

Today’s specials

Like most true specials, hardly anything
remains of the donor machine. The

engine was once a Bandit 12, but not any
more. Not by a long shot

“A BAR (14LBS) IS TOO MUCH BOOST. I WENT TO OVERTAKE A CAR, THE
FRONT WHEEL CAME UP AND I NEARLY WENT INTO THE BACK OF IT”

In a rare departure from
tradition Colin has gone

for a single headlight

Harris frame is all triangulated straight
tubes – and a thing of great beauty.

Period Astralite wheels and factory paint
scheme complete the job

“THIS 750 IS A LOVELY LITTLE UNIT, AND WITH PISTONS AND
CAMS COULD MAKE 75 OR 80 HORSEPOWER”

Today’s specials

Compact, sparse – and quick
for something with
comparatively little power

1990 HARRIS TT2 DUCATI

Owner: Ian ‘Coose’ Cass

S omething of a fan of the air-cooled “The bike came with standard Pantah through everything come winter. I’ll take it
2V Ducatis, Coose owned four of wheels but I’ve swapped those out for a pair apart and sort things like the fairing bracket
them until recently, and has now of more correct Astralites I’ve had kicking which someone has made from various Paso
trimmed his collection to a slightly around for years. Front is 17-inch and the bits. I’ve already been all around the bike,
more manageable three. rear is 18-inch. working through other people’s
“I enjoy classic trackdays and misdemeanours...
have always been a fan of the TT,” he says. The 3-inch wide front rim can make it
“This one came up not too far from home in tricky to find sticky tyres but I chose a “Then making things like stand-off spacers
Yorkshire, so was worth looking at. Strangely 110/70 Dunlop Sportsmart TT which is a for the fairing, mudguard mounts and caliper
it ended up in the back of the van. That was superb trackday tyre. There’s a 130/80 spacers to centre them properly. You start
back in January this year. Continental Road Attack 3 at the rear. going over someone else’s build and you
start finding things.
“When I bought the Harris it was fitted “Forks are Marzocchi M1R, and they had
with a 750 Paso engine and a very odd a standard Paso top yoke which I have now “I might try and shed a bit of weight with
exhaust with unequal header lengths. I had replaced with a billet aftermarket one from lighter brackets and the like. I also have an
a lot of trouble getting it to run right so Ducpower in the States. The clip-ons are of ally swingarm to fit. It’s the same with every
installed a 750SS engine from the mid- unknown origin. Front brakes are mid-’90s special – they’re never finished.”
1990s. It’s now on standard Ducati headers four-pot Brembo calipers and EBC 280mm
with a pair of ART aluminium cans. I’m discs. At the back there’s a Brembo twin pot This is what’s called a wasp-waisted machine
running 36mm Dell’Orto pumper carbs and caliper and disc from a Pantah. Swingarm is Practical Sportsbikes 29
a stock Paso ignition. Ducati, and I fitted a Nitron R1 shock – it’s
superb, I really can’t fault it.
“The old Pantah engine the TT2 would
originally have had the inlets to the rear of “A couple of friends have suggested I
each head where the SS has them in the vee. paint the fuel tank but I like the raw
You can buy a reworked rear cylinder head aluminium; it’s really grown on me. It looks
for the 750 engine to reverse the inlet and a bit lived in and I like that about it. A
exhaust but they’re two grand a pop. I might proper endurance race bike look.
change the engine. A 900 can’t go in because
the cam cover on the vertical cylinder is too “My Harris is taxed, tested, and insured
tall, plus the engine mountings would have for the road but I mainly use it for classic
to be machined down by 5mm. But to be trackdays. I’ve done a number of Classic
honest, this 750 engine is a lovely little unit, Bike Trackdays events and my favourite
and with pistons and cams could make 75 or circuit was Cadwell, but now it’s Donington
80 horsepower. At the moment, it makes national. This bike is superb around there; it
60bhp up to nine grand on the Scitsu tacho. loves Coppice and the hairpin – all that drive
out of corners too.

“As for future plans, I’ll probably go

1996 SPONDON HONDA 919 FIREBLADE

Owner: Gez Gilbert

A decade after commissioning and is 4-inches wider than stock. I’ve had “When I got the Spondon, it had a Ducati
building his Spondon Blade, Richard Cerakote finish applied to the cam and 916 fairing cowl and tail unit, which had
Spencer sold it to his good friend generator covers. been de rigeur for the time, finished in
and current owner, Gez Gilbert. Moonstone Grey. I felt that was getting on a
“My Spondon was originally built “When Richard commissioned the frame bit so went with a slightly cut down Aprilia
in 1996, and houses what was then a kit, it came with an Öhlins shock – that’s RS250 fairing, and an MV F4 seat. I think it
brand-new CBR900RR-T 919cc FireBlade probably due for a service. Richard fitted sits well – and you can’t miss the orange
engine. I bought it in 2006 when Richard Triumph wheels and 45mm rwu Showa paint. It was inspired by the old Ford
made me an offer I couldn’t refuse. forks. I wanted to bring it up to date with a RS2000, some of which were this colour.
usd front end and went for Suzuki
“The engine remains pretty much stock GSX-R1000 K6 forks and yokes. I also used It’s ready for a refresh now, so it can go
aside from some mild porting and a Dynojet the standard K6 carbon front guard. The back to my good mate Brian Emery in
kit in the carbs. Exhaust is an Akrapovic steering stem went pretty much straight in Coventry. He’s a proper old school painter.
system into Remus silencers. There’s 126bhp with new bearings. I did have some Gilles He did all the pinstriping you see on the bike
at the wheel which is fine for me. When the variable yokes to adjust the rake but I by hand.
rev counter hits six grand, it takes off like a couldn’t find a set-up I liked with them, and
scalded cat. I don’t feel the need to change sold them to a friend. There’s an Öhlins “I’m currently also building a Moto Martin
anything on the engine as it does everything steering damper in case things get slappy. with a 1981 GSX1100ET in it. The bike had
I want it to do. I know Richard used to rag And I have CNC preload adjusters. been left abandoned in my painter’s garage
the arse off it, so it’s nicely run in. He was a for 23 years. It came with ratty GSX-R
wheelie expert but he’s calmed down a bit “I fitted Gilles Vario ’bars because I can running gear, and had nitrous at one point.
now. The radiator is a 954 racing unit which adjust these for comfort to alleviate pain My mechanic mate is fitting a new Wiseco
from worn-out vertebrae in my neck. 1170cc kit to the engine at the moment, and
With 126bhp at the wheel, this is plenty lively it will have 33m smoothbore carbs, and a
30 Practical Sportsbikes “Wheels are now a PVM 17 x 6-inch rear big-bore Akrapovic system on it.
wheel and a Galespeed Type R five-spoke
front. Front calipers are from a Kawasaki “As for the Spondon, I would like to
ZZR1400 and have been refinished in extend the forks a bit. Other than that, the
Cerakote. I have 300mm Galfer discs. Both bike does everything I expect it to. Mostly I
front brake and clutch mastercylinders are use it for hooning about. I also like to go to
ISR items. shows. I’m with the Street Special
Motorcycle Club and the Spondon Owners,
“Rearsets are Ultra, a brand I haven’t seen and we all like to do Mallory Festival of
before or since. I bought them at Stafford. I 1000 Bikes and the Donington and Stafford
have a Harris rear mastercylinder and the classic events.
disc is Galfer. And there’s a carbon cover for
the 595/955i rear hub. “The Spondon is plenty fast enough for
me. The handling is just incredible. I know I
“Speedo is a Vapor Trail Tech which seems can put it into bends and the bike just does
pretty accurate up to a ton. It’s academic it. I never have to worry.”
what it says after that...

Today’s specials

MV F4 replica seat unit sits perfectly on
the 916 subframe, and the whole plot
looks so right. Not every special hangs

together as nicely as this. Top job

“SPEEDO IS A VAPOR TRAIL TECH WHICH SEEMS PRETTY ACCURATE UP TO A TON.
IT’S ACADEMIC WHAT IT SAYS AFTER THAT...”

The Ford Signal Orange works a treat. Innit

Practical Sportsbikes 31

Today’s specials

Good to see the full employment of
candy/metalflake in the paint. And see
how well this bike sits (below); if it looks

right it (nearly always) rides right

“I’VE DREAMED OF OWNING SOMETHING LIKE THIS EVER SINCE I SAW
STEVE BURNS’ MONSTER BACK IN THE DAY”

32 Practical Sportsbikes

1985 ‘SPONDON A-LIKE’ BANDIT 1200

Owner: DaveWhitehead

S ometimes you don’t need to go “The headers on it now are Cobra, the link GSX-R1100. Tyres are racing scrubs from a
looking for a bike, it comes and finds pipe I believe to be CBR600, and the can is mate who’s just started racing 600s again. I
you. So it was with Dave by Devil – a noisy thing. Oil-cooler is an change them myself because I don’t want
Whitehead’s trick ally-framed eBay special with clamps made by Rich anyone else to touch the paint. At the
special. But what is it, who built it, Hocking of Racetec, who also did the brake moment, there’s a Metzeler Racetec 120/70
and when? lines. Oil lines are from eBay. Ignition coils 17 front and Pirelli Diablo 180/55 17 rear.
“Around three years ago, I went with a are Dyna and the ignition is Ignitech I
mate to pick up a Harris, and this was in a bought through another friend, Rob Bean. “The JMC swingarm was already on the
corner of the garage under a sheet. My mate bike when I got it as was the Öhlins shock.
said, ‘If you don’t buy it I will’. I didn’t have “The fuel tank looked like a brick so They work really well. Rearsets are Gilles.
the money at the time but my friend very another good mate, the genius that is Steve These were on the bike already. I have a
kindly bought it for me, and I sold a Katana Fletcher, made me another one from Kliktronic two-way electric gearshifter
to pay him back. aluminium. It was hand-beaten in his shed. I because I lost the bottom part of my left leg
built my friend Tom Davidson a spray booth in an accident in 1989. The shifter came
“I’ve dreamed of owning something like and he did the metalflake paint job as an through the National Association for Bikers
this ever since I saw Steve Burns’ Monster advert for his business. I told him to do what with a Disability (NABD) 20 or 25 years ago
back in the day. I don’t know what this is he wanted, and he was really worried he for the bike I was riding at the time.
though. The Spondon influence is obvious would do something I didn’t like – but I love
but it isn’t one of theirs. I do know that it it. It’s stunning, gorgeous. “The bikes stands me at nothing – perhaps
was raced at the Manx Grand Prix. two grand tops. I took a lot of stuff off the
“The bike came with a Gixxer thou tail bike and sold that to buy other things, plus I
“The original engine was from a GSX750, piece, but it just didn’t look right. The unit had other stuff just lying around.”
and that had been replaced with a 1052cc on it now is MV F4 bought from another
GSX-R1100 lump by the time I bought it. I mate. It’s been on about eight bikes in Quite a lot of orange around these days. Why not
took that out and sold it, then fitted a Bandit different colours now. Originally it was Practical Sportsbikes 33
1200 engine. I found a 1216cc Wiseco modified and painted yellow by Old Skool
big-bore kit for it. The barrels had damaged Suzuki member, Vizman.
fins and my good mate Kev Kent welded
them up for me. There was no need to “I’m a dedicated Old Skool Suzuki guy so
modify the frame for the Bandit engine. All I the bike’s Yamaha YZF750 front-end goes a
did was tidy a few welds up. little against the grain. I’ve changed the oil
and the seals. Not the best front end ever,
“John Oliver made the carb heat shield, a but it’s better than I am. Clocks are SRAD
copy of a Yoshimura. Another friend, JB, 750 from a bike I broke years ago and the
had the 29mm 750H carbs bored out to mastercylinders are GSX-R1000 with cheap
33mm. I swapped a Kerker exhaust that was reservoirs from eBay.
on the bike for those carbs.
“Front wheel is YZF, back wheel is

Today’s specials

Side pipe is an interesting departure
from the norm. So is the single concentric
‘bar clamp for the xtra-phat ‘bars. Plenty

of original thinking has gone into this

“I’M HAPPY WITH THE BIKE FOR NOW. A TURBO AND NITROUS HAVE BEEN
SUGGESTED, BUT FOR ME IT’S FAST ENOUGH AS IT IS”

34 Practical Sportsbikes

1997 STEELHEART KAWASAKI ZRX1100

Owner: DavidWilcoxon

A nother special builder/owner whose machined out the standard controls to take
bike started as a slow evolution of a the fat ’bars and I added aftermarket
stocker before taking a radical twist reservoir caps. Levers are by ASV. I didn’t
is David Wilcoxon. His Steelheart have high expectations of the funky little
Engineering ride is a bold custom mirrors but they work well enough on the
with an imposing presence. extensions I made for them.
“I bought my 1997 Kawasaki ZRX1100 in
2002 as a standard bike, and rode it like that At the back end, Lee made the chainguard
for a few years. Then I thought I’d change the to match his swingarm. “The rearsets are by
forks and yokes and progressed from there. a company called Area 22 and I found them
First off, I fitted a ZXR750 front end and online. I ordered the shocks direct from
those are the fork legs that are still in the Hagon and I think they might be a tad on the
bike, although obviously no longer in the hard side, so I will try to soften them up.
stock yokes. They might need different springs – it’s a
work in progress on that one. The bike is
“Like the frame and swingarm, the yokes only recently finished, so I’m still finding my
are by Steelheart Engineering in Kent. I way around it.
ordered the frame from them in 2015 and
finished the build in June 2022. “Keith Webb, who sorted the front guard,
also made the seat unit. It’s based on an
“Lee Mitchell from the firm has also aftermarket ZRX moulding I’d seen. I
widened the wheels at both ends. The bike looked everywhere for one and in the end
now runs a Michelin Pilot Power 180 tyre at borrowed one that Keith made a mould
the front and a 240 on the rear. A friend, from to create a glassfibre replica. The
Keith Webb, cut and widened the ZXR750 bellypan is ZRX, but I had to cut and file it
front guard. to fit the new exhaust.

“I stripped the engine for inspection and “I wasn’t sure what way to go with paint
refinishing but kept all the internals stock. other than knowing I wanted it to be
Carburettors have been upgraded to Mikuni predominantly blue. After talking to Paul at
RS38 flatslides. I had the one-off radiator Paul’s One-Off Customs near Brands Hatch,
made by a firm in Essex ­– but I can’t he suggested getting some red in there when
remember their name. The exhaust system he spotted the adjusters on the ASV levers.
consists of Akrapovic downpipes with a link
pipe made by Lee to join with an unknown “To do away with the speedo cable in the
can shortened by 50mm so it can fit under interests of keeping the bike’s lines clean, I
the bike. used a car speedo in the ZRX binnacle with
a pick-up from the gearbox sprocket. Rev
“When I first fitted the ZXR forks, I also counter is stock ZRX.
changed the front brake calipers for some
from Kent Auto Developments (KAD) “The indicators are internet specials at the
calipers. The first pair I had were blue and I rear with integrated tail and brake lights. The
subsequently changed them to the polished headlight is another internet find that adds
aluminium ones that are on the bike now. extra illumination at the sides as you lean
into a corner.
“The front end attracts a lot of attention
and not just for the huge, wide yokes. The “I’m happy with the bike for now as I’ve
handlebar boss is concentric with the only just finished it, and have no plans to
steering stem and the ’bars themselves are change anything. A turbo and nitrous have
around 2-inches in diameter; more examples been suggested, but for me it’s fast enough
of Lee’s incredible handiwork. He also as it is. It’s been seven years in the making ­–
but all good things are worth waiting for.”

Today’s specials

1984 HARRIS MAGNUM 3R

Owner: MarkWillis

A fter 20 years languishing unused in a one is on it, although they couldn’t say You’d be hard-pressed to find a Magnum 3 as
private collection, this Kawasaki which number it was in the production run. original as this. And those GPz11 clocks look
GPz1100-engined special is back great behind that mighty Harris top yoke
where it should be – on the track “I went through the bike from front to
and on the road. Mark Willis is the back when recommissioning it, knowing that “So, I tried to sell it but potential
lucky custodian of this very original I wanted to use it on road and track. That purchasers didn’t see things my way as far as
Magnum 3R. involved a full service on the engine and I the price went. I couldn’t bring myself to
was happy to find that the fuel injection give it away, so I did a trackday on it instead
“Whoever ordered this Magnum 3R must worked straight off with no problems. I also and absolutely loved it – certainly it’s plenty
have ticked every box on the Harris option overhauled the Marzocchi M1R forks and quick enough.
list. Even then they weren’t done, and also fitted a new chain and sprockets. The WP
requested a floating rear brake and pillion shock is as it was. Obviously the tyres “Now I’ll be doing trackdays and short
footrests. The 3R was originally sold only as needed replacing on the original 16-inch runs of up to half an hour. And I won’t be
a single-seater. Dymag wheels. I went with Bridgestone looking at the miniscule pillion pad under
Battlax BT 46, 120/80 16 front and 150/80 the seat cowl. I wonder how the passenger
“The ‘R’ designates that this was a 16 rear. I haven’t had the Dymag wheels the original owner was so eager to
Magnum 3 frame for the Kawasaki DFI inspected or crack-tested but the bike had accommodate ever managed on it.”
(Digital Fuel Injection) GPz1100. The R been dry stored all that time in the collection
frame is 1.5-inches longer than a standard so they should be fine.
Mk3 to accommodate the original Kawasaki
airbox and DFI. The first owner bought it “The Magnum is exactly as Powerhouse
through Powerhouse (in Kentish Town, built it in 1984. There’s a gorgeous patina to
North London), who got the frame kit from it, such as the spider-web cracks in the
Harris, and then built the bike for the glassfibre, and I can’t touch it to restore it. If
customer. This one was built for the road and you paint one thing, you then have to do the
never raced. rest and the originality is gone. It’s that
gentle decay I like, and all the details and
“When I bought it two years ago, it had contrasts such as the GPz clocks and the
been in a private collection since 1999. It Harris top yoke. There’s a utilitarian air
came with all its original paperwork, so I about the bike – and I think it looks great.
haven’t had to guess about any of the bike’s
history. I even have all the original paint “The Magnum had 14,000 miles on it at
layout drawings. its previous MoT in 1999. I took the total up
to 15,600 riding it on the road in the six
“I talked to Harris when I got it. They months after I recommissioned it last year.
thought they had built maybe 20 Rs. Harris However my hips struggled to cope.
have 12 currently on their database and this

“I COULDN’T BRING MYSELF TO GIVE IT AWAY, SO I DID
A TRACKDAY ON IT AND ABSOLUTELY LOVED IT”

Just not as desirable as you think

Grafts directly to bone.
May affect riding ability.
Warning: Physio required after fitting.

Visit bikertekshop.co.uk

ShippInintgernSaetrivoicneasl

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SURPEEBROMRONNO
33 years ago Simon Martin built an ultra-compact,
mega-minimal, multi-adjustable single-cylinder racer.
Now it’s back as a superlight road bike 
Words: Rupert Paul Pictures: Chippy Wood

There’s hardly anything to it. Yet, so much went into it

Practical Sportsbikes 39

YOUR BIKES, YOUR WAY
Leafy glade, floral T-shirt, Simon Martin

S imon Martin has been a member project – the bike you see here. “I decided to Kawasaki ZXR400SP forks (revalved by
of that exclusive club since the build a bike that was fully adjustable because Maxton) are on the firm side for the road
mid 1980s, when he landed a I wanted to learn how to make chassis, and
job with legendary frame find out what all the bits and pieces did.
builders Harris Performance. It
was the ideal nursery for a fledgling “I’d bought an XBR500 which I’d raced
motorcycle constructor, and within two for a bit – not particularly successfully – so I
years he had built his first custom-framed decided to build a chassis for that. Single
special, based on a Honda CBX750. cylinder racing was taking off at the time,
with a national series. And the engines were
Although the CBX was wondrously light affordable.”
and compact, and beautifully crafted, Simon
regarded it as a mere warm-up for the next Simon and I had met in 1983, when we
were studying for a motorcycle engineering
The original race bike fully clothed on the beach diploma at Merton College in London. After
(top) and partially stripped at the track (above) we qualified, he started building bikes and I
40 Practical Sportsbikes started writing about them in Performance
Bikes. So when the Supermono project
began in 1989, we featured it in the
magazine. Simon’s first instalment, written
under the pseudonym Enid Puceflange,
kicked off with a poem:

Varoombah, varoombah, biker man
Build me a bike as fast as you can
Whack it and weld it and mark it with
style
So’s I may pose about like a highway chile.
That highway reference didn’t make
immediate sense, because the XBR-engined
bike was a pure racer. Simon had a few
outings (“I wasn’t very good”), then hit on
the idea of getting someone really quick to
ride it. First that was Mick Smith, then
occasional PB tester Steve Marlow. “Steve
eventually became European Supermono
champion, although not on this bike. He
used to blow the engine quite regularly.
Eventually it threw a rod, and that was the
end of it.”

Left to right: Oil tank in the spine frame for dry sump XBR engine. Exhaust is from Simon’s R1 special, ‘BABIYOS’.
Brembo four-pot bites a 320mm disc. Check out the trifurcated rear brake lever, and eccentric swingarm adjuster

“IN EVERYDAY ROAD CONDITIONS IT JUST
FEELS EXTREMELY EASYTO TURN, POINT AND

SQUIRT. THE STEERING IS BEAUTIFULLY
NEUTRAL”

Practical Sportsbikes 41

1 Breather catch
tank a legacy of
race bike roots. Very
neat and tidy

2 Nothing hidden
on this machine,
nothing to hide, it’s all
beautifully wrought

1

3 Swingarm is a
finely crafted yet
very workmanlike
braced and gussetted
item

4 Bolt-on rear
subframe (and
mounts) are exquisite
fabrications, like
pretty much
everything on this
bike In racer guise (top) Prototype Hinckley Triumph
frame underway at Harris Engineering (above)

For the next three decades the bike (or

what was left of it) languished in various

sheds and workshops as Simon got on with

2 his frame-building career. The urge to

restore it as a road bike came and went as

time allowed – or didn’t. “A long time ago I

found a Honda Dominator engine, and had

it built up with a big piston and half race

cam. Then it all stalled again. At some point

I built the wheels, when wire spokes were

SiMoto 650  more de rigeur. I wish I hadn’t now, because
I don’t like them very much. I prefer the

ENGINE original Astralites.”

Honda Dominator Spending money was generally a last
650, 656cc air- resort. The silencer came from another bike

cooled 4V single, Simon built (the R1-based BABIYOS), and
race cam, Dell’Orto
PHM40 carburettor, the Aprilia-style tail unit from a customer’s
non-functioning Harley special (yes, really). The exhaust
decompressor. downpipe, control pedals, road adaptations

SiMoto exhaust and swingarm were made from scratch. The
with modified
3 Micron silencer. handlebars are stock items he used to make
Otherwise standard. in his old Simoto business.
45bhp@6000rpm,
120mph (est) “Most of this time I was working at RC

Moss, a vintage Bentley restoration shop. It

was handy because they had all the

CHASSIS machines and lathes to make the various

Simoto steel spine, bits. Then I stopped working for various

aluminium banana health reasons and had more time. No
swingarm and
machined yokes. money or equipment, but more time.”
ZXR400SP fully-
adjustable forks, The custom wiring harness was a freebie.
In 2013 Simon had helped my son Freddie

RD125-fitment with his final year project at university, so in
YSS shock absorber.
Spoked wheels with 2021 I built a loom to say thanks, and
aluminium rims, machined up some wheel spacers too.

Bridgestone S20 Freddie, who was by now a seriously handy
tyres (110/70-17
and 140/70-17). graphic designer, did some paint and logo
Brembo four-pot options, and Simon chose his favourite.
caliper and 320mm
The restored bike was ready for the 2022

disc (front), Beringer Bike Shed show in London, complete with
caliper and 220mm
4 disc (rear). 145kg ‘Highway Chile’ logo on the tank. To
(wet) Simon’s delight the 650 drew a huge amount

of admiration and wonder. Over the next

42 Practical Sportsbikes

SIMON’S THREE YOUR BIKES, YOUR WAY
TOP TIPS
couple of months he worked through the
1) Don’t leave the usual list of snags that arise when you start
freezer door open, using a one-off motorcycle. Eventually he
it’s an expensive reckoned it was safe for me to have a go, and
business buying all for Chippy Wood to take some pictures.

that grub again. The first thing you notice is it’s tiny, and
2) Always take the ridiculously light. The frame is barely wider
than the NX650 engine, and it feels almost
batteries out of like a moped to push around. At 145kg
electrical goods (wet) it’s actually five-and-a-half stone less
when you’re not than an MT-07, which is hardly a lardy beast.
using them in case
they leak and cause Starting is slightly random at the moment;
the reprofiled cam apparently upsets the
damage. workings of Honda’s automatic
3) Don’t fall off decompressor, so after much trial and error
your boat if you’re Simon has removed it. This means the right
sailing single-handed exhaust valve doesn’t lift at cranking speed,
around the world. so if the piston is starting near full
compression the starter motor can stagger a
That’s a mighty civilised bit. If it does, back off, and have another go. 
transformation from a
rude race bike into a You can see the riding position from the
model of relative civility... pics: compact and sporty. I’m about 5ft 9
winkers, mirrors, the lot and you wouldn’t want to be any bigger,
even now the bike has flattish ’bars rather
than its original clip-ons. But it’s a good bar/
seat/pegs relationship, ideal for feeling what
the tyres are up to. And if you hang off a bit
in corners your outside elbow touches your
knee, which is always a good feeling.

With about half a tank of fuel the weight is
77kg front, 68kg rear, or if you prefer 53%
front, 47% rear. That’s very close to the
balance of a Triumph 675 or an MV 800
– both superbly agile bikes. The
featherweight Simoto will be more agile still,
but you’d need a tight race track to exploit it.

“IT MIGHT SOUND CRAZY
BUT I’VE ALWAYS WANTED

TO BUILD A CHOPPER”

Who says bracing has
to be in any way
symmetrical? It does
not, it just has to be
strong enough to do
the job (right)

44 Practical Sportsbikes

YOUR BIKES, YOUR WAY

It’s a compact little device, so you
wouldn’t want to be the wrong side
of six foot high to enjoy it properly

In everyday road conditions it just feels the right gearing. Which would still be Simon was surprised how much he liked the
extremely easy to turn, point and squirt. The astonishing for a single. way the bike looked and sounded. I thought
steering is beautifully neutral – as good as it was simply amazing, up there with
anything today. Suspension is pretty firm. The forks came Bimotas and Harrises, but rarer and more
from a ZXR400SP, and were rebuilt by exclusive.
The only part of the bike that shows any Maxton for another Supermono Simon was
age at all is the Honda engine. It’s got an involved with. The shock is an affordable Does he have plans to build anything else?
oversize piston and reground cam but it’s YSS job, originally built for an RD125. Both “Well it might sound crazy, but I’ve always
still a 1990s single, and a world away from a ends move when you hit a bump, but stiffen wanted to build a chopper. And it’d be quite
modern water-cooled KTM. It feels best up after that. The overall effect prioritises nice to do something with a Ducati 900.
revved hard; if you chug gently through feel over comfort. If you wanted to ride Looking round the Bike Shed show the
villages it gets very fussy about what gear it’s really hard on bumpy roads you’d need a tarted-up standard ones look quite good, but
in. Simon tested the original XBR500- steering damper. as soon as people start customising the
powered bike at Bruntingthorpe and frames they’re appalling. So that would be a
remembers something like 130mph. This It’s one thing to build a bike quietly in good challenge, to see if I can actually do
softer-tuned engine might hit 115-120 on your shed; quite another to have someone anything good.”
else thrash the tits off it all afternoon. But
Practical Sportsbikes 45

ROADNRACE SUPPLIES

Tel: 01507 480455 Mob: 07932 751791
www.a16roadnracesupplies.co.uk

W bl ly i f ll g f R E d/

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Carbon from £175
Big Bore Pipework Available

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Where you can spec your exhaust just the way you want it!
We manufacture a full range of road-legal exhausts, race exhausts, stubby exhausts & currently the most

popular range, the Moto GP exhausts here in the UK. You can also request bespoke exhausts.

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Wiltshire. SN15 5EW

Tel: 01249 721001 Mobile: 07970 596206

OHLINS main distributor, dealer and service
centre. Over 25 years experience.

All makes of suspension rebuilt and overhauled
including Ohlins, WP, Showa and Kayaba.
Set ups and Modifications to suit rider
weight, ability and type of riding.

Road, Race, Track, Adventure, Touring, Supermoto.

Email: [email protected] Website: www.mhracing.com

RESTORERS AND MODIFIERS OF Design and manufacture
MOTORCYCLES OF THE 70’s, 80’s & 90’s of motorcycle transmissions

Please visit our new website • Standard ratio
• Close ratio
Simon Thompson Tel: 07710 148939 • Selector forks
• Selector drums
Email: [email protected] • Dry clutch kits
Website: www.70s-80srestorations.co.uk • Special projects

As featured in the June edition of Practical Sportsbike For all products please visit novaracing.co.uk
or call on 01403 711 312

DIRT CHEAP 600s
Two of these bikes are fairly ugly, one marginally less so, yet this trio
can provide most of what you need from a motorcycle – and all three for

almost jaw-droppingly little money

Words: Jim Moore Pics: Bauer archive

Tour, scratch, go to work, do a
trackday, even. Seriously

Practical Sportsbikes 47

“IT’S QUICK ENOUGH FOR MOST
SITUATIONS AND WILL HAUL ITS
WAYTO A TOP SPEED NORTH OF

145MPH IF REQUIRED”

SUZUKI ability merely mirrored those of the Ride quality is on the softer side, great for
wing-badged wonder. In terms of overall comfort but not so conducive to hard or
RF600 finish and sports handling the RF was track riding. A replacement shock and
noticeably behind the CBR. uprated fork springs are a worthwhile
T he RF600 was Suzuki’s second investment and should even improve the
attempt at toppling Honda’s But there is an upside. Despite the handling over standard. Steering is light and
CBR600F, and like the machine popularity of Supersport 600s back in the neutral and even the brakes are OK as long
it replaced – the worthy yet 1990s nostalgia-inflated values have yet to as they’re regularly stripped, cleaned and
forgettable GSX600F – the RF affect the class; meaning that fundamentally treated to new seals, a smidge of copper
failed to meet that part of its brief. decent bikes like the RF are now dirt cheap. grease, decent pads, and braided lines.
£1500 nets a good one, two grand-plus gets
Not that the RF is a bad bike. Far from it. you the keys to an absolute minter. You’d be What Suzuki saved on chassis
It’s a perfectly competent middleweight with lucky to find an average-nick Honda MT-5 development and refinement it ploughed
the ability to scratch, tour, comfortably for that kind of money… into creating an all-new liquid-cooled
accommodate a pillion, and take on pretty engine. As well as sporting the same bore
much any challenge you throw at it. Whisk What you get for your cash can still be and stroke as its Honda rival, the RF lump
you to work and back on a daily basis? Sure. good, but an RF’s ability to impress is very also features under-piston oil jets for
Cruise to southern Europe without leaving much down to its past owners. Like the improved cooling plus model specific
you requiring the services of an osteopath? Bandit 600, the RF was built to a budget downdraught carbs. Performance is
Yup, got that too. (steel chassis, parts bin brakes and basic compatible with the class rather than class
suspension), so a carelessly maintained leading, and with peak power at 11,500rpm
The reason this Suzuki never kicked the example will be waiting to unload a
Honda into touch was simply because it mountain of trouble – corrosion doesn’t
didn’t significantly better the CBR in any need a second invite, and the damage it can
area. Its claimed 100bhp performance do to the chassis won’t be a cheap fix.
(nearer 90 at the wheel) and all-round

PRICE GUIDE TIDY £1200-£1800 MINT £2000-£2300
If you can’t find a decent, tidy We’ve seen a few dealers
HOUND £400-£800 RF for between £1300- asking upwards of £2500
Not as many doggy RFs £1600 you’re not looking for RFs wearing 30K-plus
around as you might think hard enough. This is their miles. There are enough
– they weren’t a big seller. If current natural price bracket, similar mileage/condition
it’s cheap and complete and and that sort of cash should examples about for a grand
not too badly corroded an bag you something OK. less, so why bother?
unloved RF can make a good,
wallet project.

It’s just like a car, see (but with two fewer wheels)

48 Practical Sportsbikes

SPECIFICATION
SUZUKI RF600

ENGINE In pristine nick it looks
Type liquid-cooled, DOHC, 16V inline-four kinda OK. Much less so
when baggy and mingin’
Capacity 599cc
Bore x stroke 65 x 45.2mm THINGS YOU NEED TO KNOW
Compression ratio 12.0:1
Carburation 4 x 36mm Mikuni CV MODEL GUIDE CORROSION CARBURETTORS
Ignition digital electronic A poorly maintained RF600 The Mikuni BDST36 CVs are
1993 RF600RP will be a magnet for corrosion. prone to wear – rough running
TRANSMISSION Suzuki’s replacement for The steel frame and swingarm and fouled plugs being two of
Primary/final drive gear/chain the GSX600F. All-new are havens for rot, as are the most obvious symptoms.
the barely painted fork legs. Check float heights too – it’s
Clutch wet, multiplate chassis and engine. But, provided rust and salt not uncommon for these to
Gearbox 6-speed Claimed 100bhp motor haven’t done their worst, fall out of sync. Rebuild kits
CHASSIS wrapped in a steel beam most surfaces should be are widely available, however
redeemable. – just check eBay.
Frame steel twin spar beam frame. Slabby styling
Front suspension 41mm telescopic forks, reflects sports tourer ALTERNATOR ENGINE
bent. 195kg. Colours: red The alternator is driven via a Solid unit that’ll keep clocking
adj preload rubber cushdrive from the back off the miles if treated to
Rear suspension monoshock, adj preload or silver. of the clutch. This perishes and regular oil changes (factory
1994 RF600RR can fail with time, so what may says every 4000 miles, but
and rebound Stainless steel silencer. appear to be a failing reg/rec is every 3000 is good practice
Front brakes 2 x 290 semi-floating discs, Colours: red or blue. actually the alternator drive. on an older motor). Check the
1995 RF600RS low-mounted oil-cooler – it’s
4-pot Tokico calipers Colours: red or green. SUSPENSION right in the path of grit and
Rear brake 240mm disc, 2-pot caliper 1996 RF600RT The RF was built down to a dirt from the front wheel; is it
Wheels 3-spoke hollow cast aluminium Black frame. Colours: cost so even when new the clogged/leaking?
Tyres 120/70 17 front, 160/60 17 rear yellow/grey, red/grey. suspension was typically
1997 RF600RV soft and underdamped. But SPEEDO
DIMENSIONS Silver frame. Colours: red/ it shouldn’t cost the earth to If the speedo’s stopped
Wheelbase 1430mm (56.3-in) silver, marine blue/silver. improve – Wemoto offer a working, first check the
Seat height 775mm (30.5-in) YSS shock for £270; M&P do cable. A more common
Fuel capacity 17 litres (3.7 gals) progressive Hagon fork springs prognosis, however, is broken
for £100. If you really want to tangs in the speedo drive
Dry weight 195kg (430lb) splash out, a Nitron R3 shock itself. Wemoto sell a quality
PERFORMANCE is £965. replacement for £87.

Power (claimed) 100bhp@11,500rpm An aluminium frame might have elevated the
Torque (claimed) 47.4lb.ft@9500rpm RF6’s status. But it’s steel – and that’s that

Top speed 146.5mph

Yellow for 1996 with a black frame... Mmmmm

it likes to be revved, but it’s quick enough for
most situations and will haul its way to a top
speed north of 145mph if required.

There are only two positions to take with
the styling – you either love it or hate it,
especially the Ferrari-esque fairing vents and
wide-load rear end. Either way, an RF is still
better looking than a GSX600 and more
interesting on the eye than a CBR. This
Suzuki’s value is not in question, and nor is
its ability to deliver all-round thrills if still in
fine fettle.

The only question you need to ask is ‘what
were the previous owners like?’, and an RF’s
overall condition will soon indicate that. Get
a good one cheap – and your bargain hunt
will be over.

Practical Sportsbikes 49

“THE ZZ-R FELT CLASSIER AND
MORE THOUGHT-OUTTHAN
ANYTHING THAT HAD
COME BEFORE”

KAWASAKI chassis, super-slippery aerodynamics, and role – good news for used buyers because
generous riding position. later ZZ-Rs tended to attract more mature
ZZ-R600he ZZ-R600 was a revelation owners with longer trips in mind, rather than
This was a 600 you could tour on short thrashes and trackdays.
back in 1990. We knew it’d be comfortably, solo or two-up. And in a class
fast – it’s a Kawasaki – but what known for its budget restraint, the ZZ-R felt Handling, particularly of the later E
classier and more thought-out than anything models, is more than adequate for road
T we got was a 600 with near that had come before; with a centrestand, riding, with the focus on ride quality rather
750cc performance. In the right handy fairing pockets, and perfectly placed than razor-sharp direction changes. Being a
conditions this middleweight could nudge bungee hooks bearing this out. The only good pillion machine has its downsides; the
160mph, which made it the fastest in class, noticeable fly in the ointment was a below shock and linkages get a harder life than
and also helped it take that year’s British par cushdrive than turned transmission normal, so if you sense a previous owner
Supersport title with top lip topiary fanatic backlash into a persistent niggle. went everywhere two-up check the
John Reynolds at the controls. damping’s still at home, and haggle
Kawasaki gave the ZZ-R its only accordingly if a new unit is required. If you
Indeed, 1990 was the ZZ-R’s year in every significant update in 1993, with the E model. want a more focused personality go for a
respect, beating the Honda (admittedly the Performance got a boost thanks to a ramair ZX-6R, but in terms of do-almost-anything
last of the Jellymoulds) on track, in general system, and the styling took on a look more capability the ZZ-R is hard to beat in the
terms of performance, and in the showroom. akin to its bigger sibling, the ZZ-R1100. The middleweight sector. E models come with a
Not only did Kawasaki throw everything bike’s all-round abilities were undiminished, useful fuel gauge too.
they knew at the 100bhp engine – its but once the ZX-6R took over as the firm’s
14,000rpm redline broke new ground in the racy 600 in 1995 the ZZ-R was pushed back CBR aside, the ZZ-R is the longest serving
class – the guys in green also made waves into more of a middleweight sports tourer 600, staying in Kawasaki’s range for over 15
with the lightweight aluminium perimeter

PRICE GUIDE

HOUND £400-£1100 TIDY £1400-£2400 MINT £2600-£3000 Classy dials, with a digital clock from 1997-on
Complete machines that just Ready to ride; the cheaper Rare, but more likely than
need a bit of workshop time end of the scale will be MoT’d with an RF or Thundercat
to be roadworthy again are but require suspension due to the length of the ZZ-
definitely worth a sniff if you upgrades to give their best. R’s production run. Try not
can get them at the lower end Be mindful that early D to pay too much for a minter
of the price scale. Rotten, models are thin on the ground. – residual values won’t make
incomplete bikes for spares. Easier to find spares for an E. it an investment.

50 Practical Sportsbikes