Real Classic May 2020

Inspired, I was. Inspired! By what, I hear you asking – and trembling with anticipation of another impending disaster! Inspired by Ollie Hulme’s recent short story about an Ariel Square Four, that’s what. And not just any Square Four, although they’re a rare enough sight on the roads in modern times. No, Ollie had written about a Square chop, or custom, or whatever the current term is for a bike which has been modified until it’s far away from the gentlemanly machine its makers originally produced. While I was reading it, what remains of my memory coughed up a couple of heavily modded Squares I rode a long time ago. None of them was my own machine, and to be quite honest I’d not wanted to own any of them –…

Inspired, I was. Inspired! By what, I hear you asking – and trembling with anticipation of another impending disaster! Inspired by Ollie Hulme’s recent short story about an Ariel Square Four, that’s what. And not just any Square Four, although they’re a rare enough sight on the roads in modern times. No, Ollie had written about a Square chop, or custom, or whatever the current term is for a bike which has been modified until it’s far away from the gentlemanly machine its makers originally produced. While I was reading it, what remains of my memory coughed up a couple of heavily modded Squares I rode a long time ago. None of them was my own machine, and to be quite honest I’d not wanted to own any of them…

Hindsight makes it easy to appreciate the techno-savvy of Japan’s motorcycle makers, even if it wasn’t much appreciated by British and European manufacturers half a century ago. Each of the Big Four took a unique approach towards the common prize. There’s plenty to debate when it comes to crowning a winner from the Big Four, but give Honda due credit in those formative, big-bore years between 1969 and 1972. Most agree the sohc CB750 reset many standards, but so did the Kawasaki Z900 that followed. New four-strokes appeared and the title became increasingly contested. Things reached boiling point in 1978 when Yamaha’s XS-Eleven and the Honda CBX traded punches, only to have Suzuki slip in between rounds with its smoothly executed GS1000. The Suzuki’s position as a press and competition…

SUZUKI’S SOPHISTICATED suspension, fine steering and top-class handling have forced competitor companies to pull their socks up. We have not yet come across another bike able to provide the GS100S’ mix of steering, handling and comfort. It is unarguably Japan’s best superbike and it may be the world’s finest. Two Wheels, 1980 POWER FROM LOW REVS is very strong and the rider has to take real care when accelerating hard from corners, because traction is very easy to lose, even on dry surfaces. Which Bike, 1979 JEEZ, GETTING THE AIR FORKS balanced is a hassle. Suzuki supply an air-pressure gauge but it’s all too easy to let air escape when you measure. The legs must be equal within 1.4psi or they won’t steer straight. Bike, 1980 THE GS1000 disproves that…

Don’t let these flowery descriptions of GS1000 advancement lead you into the belief that all was rosy in Suzuki land. Despite the accolades, the bike didn’t emerge as a sales leader and a large reason was its runner-up status in the all-important quarter-mile sweepstakes. Truth is, the 997cc dohc GS had its hands full getting past old timers like the Z1000 (now in Mk2 form). The GS might’ve been easier to live with, but to truly claim the pinnacle of sports bike stardom, Suzuki had to produce the fastest bike available. That mission was accomplished in 1980 by the 16-valve GS1100. Part old, lots new, and altogether more angry when accelerating than its predecessor. Stronger than the formidable CBX and nose-to-nose with the explosive (and fragile) Z1-R TC, the GS1100…

CLASSIC JAPANESE MOTORCYCLES Not having ever read RealClassic until I bought RC191, I was pleasantly surprised by it and thoroughly enjoyed the articles contained therein. I was particularly interested in the 500 Japanese bike test. I currently own 2½ of the machines tested. 2½? Let me explain. I am the lucky owner of a 1973 Kawasaki H1D, and a 1972 Suzuki T500J. The half? Well, I don’t have a Honda CB500T in the garage, but I do own a 1970 Honda CL450 K3 which uses a similar powerplant and frame as the CB500T. Both of course were developments of Honda’s 450cc Black Bomber. As a young mechanical engineering student during the 1970s I had another T500J, which I owned for almost 10 years and used as everyday transport. Based on…