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RealClassicRealClassic

RealClassic

May 2019

RealClassic magazine features the very best British motorcycles from all eras, plus charismatic Continental machines (and the odd Japanese classics crops up occasionally, too). Long term classic riders will recognise many of the members of the RC team, which includes authors, historians and journalists like Steve Wilson, Dave Minton, Matt Vale, Odgie, Jacqueline 'PUB' Bickerstaff, Rowena Hoseason and editor Frank Westworth -- but the magazine's key feature is that it is firmly grounded in the real world. Our articles are written by real life riders and reflect far more than a simple road test ever can. We're never scared of getting grubby in The Shed (and we even admit it when things go horribly wrong!)

Country:
United Kingdom
Language:
English
Publisher:
Mortons Media Group, Ltd
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12 Issues

IN THIS ISSUE

access_time3 min.
from the front

Part of my own (very) long-term fascination for old – and strange – motorcycles has been the mysterious ability to become obsessed. It happens all the time. The obsession usually begins when I borrow a bike, ride about on it to write about it later, decide I must have one, and spend the next however long plotting, scheming and generally wasting huge amounts of time, effort and money until eventually I acquire one.What happens next is seemingly endlessly variable while at the same time grimly predictable. Although I’d never admit it in public, I do sometimes suffer from buyer’s remorse. Quite frequently, in fact. If you’re happily unfamiliar with this appalling affliction, it’s what happens when after a century or so of ruminating, scheming, saving plotting and finally spending,…

access_time19 min.
the tangerine dream

Unlike its much bigger 1970s rivals Ducati or Moto Guzzi, Laverda was never a major standalone motorcycle manufacturer, with the Italian firm’s bike division always just a spinoff from its agri-machinery core business. But thanks mainly to the passion of Massimo Laverda, who took over responsibility for Moto Laverda in 1964 at the tender age of 25, the family-owned firm produced a stream of high performance models, of which its iconic 750SFC parallel-twin tangerine dream was both the most prestigious to own, and the most successful on the race track. Just 549 examples were built during 1971-76, out of the 19,000 parallel-twin 650/750cc Laverdas manufactured before their mid-70s replacement by the one-litre triples and 500cc twins. A big twin with a single purpose – to go very fast indeed…

access_time20 min.
incoming!

CEEFER CONTROVERSY In RC180, Frank Melling was deliciously rude about the C15, even the sporty version. My memories are different, though maybe rose petals tint my glasses. Mine was the final fling of the C15 as BSA desperately offloaded stock when they brought in the C25 Barracuda 250 with its new frame, square-barrelled engine and bigger wheels. So they tarted up the C15’s tank, took the egg-shaped chrome headlamp from the Bantam Sports and gave it the name ‘Sportsman’. They even added the flip-up back dual seat to stop the excited pillion falling off as acceleration known only to astronauts kicked in. So what was it like? Was it porridge with added grey? Well, mine took me from 24,000 miles to 47,000 before I passed it on.…

access_time9 min.
unfinished symphony

Is this the world’s first Levis-Triumph? Trevis? Something so special, in any case Inspiring motorcycle, the Levis The Regular Reader will know I like quirky. I’m always on the look-out for the frisson of excitement when you see something that knocks the normal and forgoes the conventional. So imagine how thrilled I was to end up racing against Will Bratley and his delightfully zany Levis / Triumph. We’ve raced several times now, from dirt hillclimbs to shale speedway ovals to grasstracks, the bike appearing in several different guises over the last few years. As Will says; ‘It’s a project, an ongoing one, we just keep playing with it. Bikes like this are about having fun and they keep evolving. That’s the great beauty of it,…

access_time8 min.
back-road boxer

BMW introduced the R65 in 1978, then updated it for 1981 when the LS version also arrived. Reg loading up his silver LS in New Zealand. Outside a Youth Hostel… Many years ago, I sold my shaft-drive dohc Yamaha XS750, a move I will always regret. It felt like a 250 physically but had the performance to match most machines on the road at that time. I used the money to buy a Suzuki GS850G, also shaft drive with an inline four engine, and regretted it except when I was commuting long distance on the M4. Back lanes were difficult as it wallowed around. Some R65s were fitted with smaller bore Bing carbs and/or lower compression, 8:1 pistons. These mainly went to the home market…

access_time1 min.
what the papers say

>>DESPITE THE GEE WHIZ styling, the R65LS is the kind of bike BMW has specialised in for years: light, simple, agile and well finished. Cycle World >>THE LS WAS A half-hearted attempt to transform a mainly staid, conservative machine into a more snazzy one. It made for either a stylish bike… or one what was quite out of character for a BMW. Bruce Preston >>THE REAR BRAKE is strong enough for the job, easily controlled, works in the rain and enables the rear wheel to be removed with less time and effort than any other street bike. Cycle World >>THANKS TO THE narrower powerplant, ground clearance, that longtime thorn in the sides of BMW go-fasters, is not really a difficulty now. Ground clearance limits are harder to reach and…

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