AJS 250 Model 14
1958-66 248cc (70x65mm) OHV single 18hp, 70mph, 80mpg, 330lbs
Unit construction thumper that was quite modern back in ’58. Early engines had lube and poor metal problems, ’61 on better. Suspension needs upgrade to stop handling turning really nasty. The 14S was a touch faster and better styled. The 14CSR had a 20hp motor, butch styling, better suspension and exhibited a reasonable amount of development work, but rare. Better than BSA singles and quite cheap. Also known as Matchless G2.
1958-66 248cc (70x65mm) OHV single 18hp, 70mph, 80mpg, 330lbs
Unit construction thumper that was quite modern back in ’58. Early engines had lube and poor metal problems, ’61 on better. Suspension needs upgrade to stop handling turning really nasty. The 14S was a touch faster and better styled. The 14CSR had a 20hp motor, butch styling, better suspension and exhibited a reasonable amount of development work, but rare. Better than BSA singles and quite cheap. Also known as Matchless G2.
AJS 350/500
1945-66 348/497cc OHV single 16/23hp, 70/80mph, 95/85mpg, 350/400lb
Mild, reasonably engineered thumpers but rather slow for modern road conditions. Go for the most recent model possible as they had tougher engines and much better chassis and brakes, avoid nasty handling rigid framed versions. Final versions from 1962 to 66 were particularly well done but watch out for bodged engine internals as they will run with all kinds of nastiness inside the motor. Also Matchless G3/80.
1945-66 348/497cc OHV single 16/23hp, 70/80mph, 95/85mpg, 350/400lb
Mild, reasonably engineered thumpers but rather slow for modern road conditions. Go for the most recent model possible as they had tougher engines and much better chassis and brakes, avoid nasty handling rigid framed versions. Final versions from 1962 to 66 were particularly well done but watch out for bodged engine internals as they will run with all kinds of nastiness inside the motor. Also Matchless G3/80.
AJS 500/600
1949-61 498/593cc OHV twin 29/33hp, 85/90mph, 65mpg, 400lb
Three bearing crankshaft design can make some of these old twins rather self-destructive but later models had adequate engineering and steering. CSR models offer a touch more go and style, if less mechanical integrity. There are still some artfully bodged examples on the market, but their shot parts are usually shown up by excessive vibration. No real reason to buy one, other than on pricing. Also Matchless G9/11.
1949-61 498/593cc OHV twin 29/33hp, 85/90mph, 65mpg, 400lb
Three bearing crankshaft design can make some of these old twins rather self-destructive but later models had adequate engineering and steering. CSR models offer a touch more go and style, if less mechanical integrity. There are still some artfully bodged examples on the market, but their shot parts are usually shown up by excessive vibration. No real reason to buy one, other than on pricing. Also Matchless G9/11.
AJS 650 Model 31
1958-66 646cc (72x29mm) OHV twin 40hp, 105mph, 55mpg, 400lbs
Stroked version of the 600, improved (as in less self-destructive) in 1960 with new cylinder head and lubrication system; plus duplex frame with better steering, though it wasn’t until ’63 that they had the Roadholder forks (and 12V electrics). Lots of early bikes retro-fitted with later equipment. CSR version had 45hp engine that could be a touch fragile. Beware, again, of bodged engines with non-standard parts. Also Matchless G12.
1958-66 646cc (72x29mm) OHV twin 40hp, 105mph, 55mpg, 400lbs
Stroked version of the 600, improved (as in less self-destructive) in 1960 with new cylinder head and lubrication system; plus duplex frame with better steering, though it wasn’t until ’63 that they had the Roadholder forks (and 12V electrics). Lots of early bikes retro-fitted with later equipment. CSR version had 45hp engine that could be a touch fragile. Beware, again, of bodged engines with non-standard parts. Also Matchless G12.
AJS 750 Model 33
1964-69 745cc (73x81mm) OHV twin 49hp, 115mph, 50mpg, 410lbs
Norton’s terrible Atlas engine transplanted into the Ajay’s barely adequate chassis added up to an excess of vibration, broken crankshafts and odd high speed handling. They do look very butch which means they cost more than their performance and reliability justifies. Also Matchless version..
1964-69 745cc (73x81mm) OHV twin 49hp, 115mph, 50mpg, 410lbs
Norton’s terrible Atlas engine transplanted into the Ajay’s barely adequate chassis added up to an excess of vibration, broken crankshafts and odd high speed handling. They do look very butch which means they cost more than their performance and reliability justifies. Also Matchless version..
Ariel Leader/Arrow
1958-66 249cc two stroke twin, 18/20hp, 70/80mph, 60/50mpg, 360/300lb
Innovative but ugly Leader stroker twin that was meant to revolutionize the commuter market but failed on looks and motor that needed lots of fettling to stop it oiling up. Arrow and Golden Arrow were stripped, sporting versions that went quite well until the bores or main bearings died – the RD250 of their day. Braking and handling could be somewhat hazardous when pushed. Not many good ones left, either concours or rats.
1958-66 249cc two stroke twin, 18/20hp, 70/80mph, 60/50mpg, 360/300lb
Innovative but ugly Leader stroker twin that was meant to revolutionize the commuter market but failed on looks and motor that needed lots of fettling to stop it oiling up. Arrow and Golden Arrow were stripped, sporting versions that went quite well until the bores or main bearings died – the RD250 of their day. Braking and handling could be somewhat hazardous when pushed. Not many good ones left, either concours or rats.
Ariel Red Hunter
1945-59 347/497cc OHV single, 19/25hp, 80/90mph, 75/60mpg, 370lbs
Pleasantly laid back singles with quite tough motors, though there are many about running on bodged or non-standard engine components, much to their detriment. If you want to do any serious riding look for one of the later models, whose brakes and handling are more able to cope with modern roads. Properly assembled they should be oil tight and smooth up to 5000 revs, with reasonably quiet engines. Many ended up as trailsters!
1945-59 347/497cc OHV single, 19/25hp, 80/90mph, 75/60mpg, 370lbs
Pleasantly laid back singles with quite tough motors, though there are many about running on bodged or non-standard engine components, much to their detriment. If you want to do any serious riding look for one of the later models, whose brakes and handling are more able to cope with modern roads. Properly assembled they should be oil tight and smooth up to 5000 revs, with reasonably quiet engines. Many ended up as trailsters!
Ariel 500
1948-59 499cc OHV twin, 25hp, 95mph, 60mpg, 420lbs
Rare twin that shares many cycle parts with the 500 single and runs quite well if in a rather mild and constipated manner. Later engines have tougher internals but spares are rare and all manner of bodging may’ve taken place. Best to find a 1956/59 stocker. It should be smoother than an A7 or T100; a lot of poorly assembled motors pump out oil. If you find one with a spare engine or two thrown in, worth buying as relatively cheap.
1948-59 499cc OHV twin, 25hp, 95mph, 60mpg, 420lbs
Rare twin that shares many cycle parts with the 500 single and runs quite well if in a rather mild and constipated manner. Later engines have tougher internals but spares are rare and all manner of bodging may’ve taken place. Best to find a 1956/59 stocker. It should be smoother than an A7 or T100; a lot of poorly assembled motors pump out oil. If you find one with a spare engine or two thrown in, worth buying as relatively cheap.
Ariel 650 Huntmaster
1954-59 646cc (70x84mm) OHV twin 40hp, 100mph, 60mpg, 390lbs
BSA A10 engine shoe-horned into Ariel chassis, makes for a pleasant enough device, especially if the engine’s upgraded with SRM parts. Prices are more reasonable than the A10, although handling isn’t quite up to that bike’s standard as stock, but lots are running more modern suspension and brakes. Age turns the electrics pretty nasty, but again most upgraded by now
1954-59 646cc (70x84mm) OHV twin 40hp, 100mph, 60mpg, 390lbs
BSA A10 engine shoe-horned into Ariel chassis, makes for a pleasant enough device, especially if the engine’s upgraded with SRM parts. Prices are more reasonable than the A10, although handling isn’t quite up to that bike’s standard as stock, but lots are running more modern suspension and brakes. Age turns the electrics pretty nasty, but again most upgraded by now
Ariel Square Four
1950-60 1000cc OHV four 40hp, 100mph, 40mpg, 495lbs
An interesting attempt at a superbike which ignored some fundamental cooling problems with the rear cylinders and had poor induction routing. Excess weight combined with minimal frame made handling rather interesting. Nevertheless, it was uniquely smooth (having perfect balance) and when ridden reasonably was quite reliable. There was also a better Healey framed version. Expensive for its poor performance.
1950-60 1000cc OHV four 40hp, 100mph, 40mpg, 495lbs
An interesting attempt at a superbike which ignored some fundamental cooling problems with the rear cylinders and had poor induction routing. Excess weight combined with minimal frame made handling rather interesting. Nevertheless, it was uniquely smooth (having perfect balance) and when ridden reasonably was quite reliable. There was also a better Healey framed version. Expensive for its poor performance.
BSA Beagle
1963-66 75cc (48x42mm) OHV single 4hp, 40mph, 125mpg 145lbs
Poor attempt at taking on the Jap step-thru's which had some decent engineering within its doubtful shape – roller main bearings, gear primary drive and a four speed box. Used as a mild commuter it wasn't too bad but excessive oil leaks and weak top end let it down. Thrashed engines last for less than ten thousand miles if the nasty handling doesn't throw you off at speed. These days, has rarity value and useful for commuting.
1963-66 75cc (48x42mm) OHV single 4hp, 40mph, 125mpg 145lbs
Poor attempt at taking on the Jap step-thru's which had some decent engineering within its doubtful shape – roller main bearings, gear primary drive and a four speed box. Used as a mild commuter it wasn't too bad but excessive oil leaks and weak top end let it down. Thrashed engines last for less than ten thousand miles if the nasty handling doesn't throw you off at speed. These days, has rarity value and useful for commuting.
BSA Bantam D1
1948-61 123cc (52x58mm) t/s single 4.5hp, 50mph, 125mpg 160lbs
Learner laws mean that some of these 125cc Bantams are still used on the road. Single saddle, rigid rear end and minimal forks make them something of a spine rattler but they can scoot through traffic in a thoroughly annoying manner. Stock engines are reliable (and make nasty noises and smoke when on the way out) but most tweaked, making the piston and rings short-lived. Plunger rear end and crank upgrade on later models.
1948-61 123cc (52x58mm) t/s single 4.5hp, 50mph, 125mpg 160lbs
Learner laws mean that some of these 125cc Bantams are still used on the road. Single saddle, rigid rear end and minimal forks make them something of a spine rattler but they can scoot through traffic in a thoroughly annoying manner. Stock engines are reliable (and make nasty noises and smoke when on the way out) but most tweaked, making the piston and rings short-lived. Plunger rear end and crank upgrade on later models.
BSA Bantam D3
1954-58 148cc (57x58mm) t/s single 5.5hp, 60mph, 95mpg 180lbs
Rare, bored out version of the 125 with much needed improved front forks and brake. Go for the later model with the swinging arm frame, as handling's nasty on the older model, certainly not up to wrecked modern roads. Engine had more go than the 125, improved lubrication system meant it was less prone to seizures. Not much point buying one in favour of the later 175, which was superior in all ways. Engines will swap.
1954-58 148cc (57x58mm) t/s single 5.5hp, 60mph, 95mpg 180lbs
Rare, bored out version of the 125 with much needed improved front forks and brake. Go for the later model with the swinging arm frame, as handling's nasty on the older model, certainly not up to wrecked modern roads. Engine had more go than the 125, improved lubrication system meant it was less prone to seizures. Not much point buying one in favour of the later 175, which was superior in all ways. Engines will swap.
BSA Bantam D5/7/10
1958-68 172cc (62x58mm) t/s single 7.5/10hp 65/70mph 95mpg 220lbs
Another rebore job produced the D5, which was similar to the D3. D7 benefited from better frame, forks and guards. Engine runs okay if used mildly, but small-end, rings and lubrication problems turned up when thrashed or tuned. D10 sorted most of the obvious problems, had relatively modern chassis, much improved suspension and brakes. Tuned motors mean plenty of caution needed but the D10 has a certain amount of charm.
1958-68 172cc (62x58mm) t/s single 7.5/10hp 65/70mph 95mpg 220lbs
Another rebore job produced the D5, which was similar to the D3. D7 benefited from better frame, forks and guards. Engine runs okay if used mildly, but small-end, rings and lubrication problems turned up when thrashed or tuned. D10 sorted most of the obvious problems, had relatively modern chassis, much improved suspension and brakes. Tuned motors mean plenty of caution needed but the D10 has a certain amount of charm.
BSA Bantam D14/175
1968-72 172cc (62x58mm) t/s single 13hp, 75mph, 75mpg, 215lbs
The D14 was merely a tuned version of the D10 (in typical Brit tradition) that was quickly replaced by the D175, which featured a stronger crank, crankcases and clutch. The D175's the best Bantam, with all of the good points and few of the bad. Performance's adequate, handling's taut and the braking's passable. Try to find a stock engine, some were tuned to as much as 20hp, which is big bang time! Some nicely renovated bikes.
1968-72 172cc (62x58mm) t/s single 13hp, 75mph, 75mpg, 215lbs
The D14 was merely a tuned version of the D10 (in typical Brit tradition) that was quickly replaced by the D175, which featured a stronger crank, crankcases and clutch. The D175's the best Bantam, with all of the good points and few of the bad. Performance's adequate, handling's taut and the braking's passable. Try to find a stock engine, some were tuned to as much as 20hp, which is big bang time! Some nicely renovated bikes.
BSA C10
1938-53 249cc (63x80mm) s/v single 8hp, 60mph, 80mpg, 250lbs
Vintage relic that made it into postwar Britain on the back of cheapness and material shortages. Rigid frame, undamped forks, minimal brakes and tractor-like sidevalve engine add up to an accident looking for somewhere to happen on modern roads! Many were modified into more useful tackle but becoming rare, these days. Uses as a mild commuter, when simple engine plods on forever, but not much use for serious motorcycling.
1938-53 249cc (63x80mm) s/v single 8hp, 60mph, 80mpg, 250lbs
Vintage relic that made it into postwar Britain on the back of cheapness and material shortages. Rigid frame, undamped forks, minimal brakes and tractor-like sidevalve engine add up to an accident looking for somewhere to happen on modern roads! Many were modified into more useful tackle but becoming rare, these days. Uses as a mild commuter, when simple engine plods on forever, but not much use for serious motorcycling.
BSA C11/C11G
1939-56 249cc (63x80mm) OHV single 12hp, 70mph, 85mpg, 250lbs
C10 motor with OHV upgrade, but the chassis was more or less unchanged until '51 when a plunger rear end was bolted on to very little effect. Clutch slip on early models, but all upgraded by now. Gearbox can explode. C11G was available as a 3 speeder with rigid frame or 4 speeder with plunger frame. Both had better front brake. Most left on the road have chassis upgrade to safer spec and not too bad as mild all-rounder.
1939-56 249cc (63x80mm) OHV single 12hp, 70mph, 85mpg, 250lbs
C10 motor with OHV upgrade, but the chassis was more or less unchanged until '51 when a plunger rear end was bolted on to very little effect. Clutch slip on early models, but all upgraded by now. Gearbox can explode. C11G was available as a 3 speeder with rigid frame or 4 speeder with plunger frame. Both had better front brake. Most left on the road have chassis upgrade to safer spec and not too bad as mild all-rounder.
BSA C12
1956-59 249cc (63x80mm) OHV single 12hp, 70mph, 80mpg, 320lbs
Basically the same engine as the C11G but housed in modern chassis. Reasonable suspension, usable brakes and comfortable seat means it's more useful than earlier models, whilst minor engine mod's meant it's also more reliable. Some quite nicely upgraded examples on the private market and a relatively easy way to get into the British bike scene, but not if you want to ride flat out all the time.
1956-59 249cc (63x80mm) OHV single 12hp, 70mph, 80mpg, 320lbs
Basically the same engine as the C11G but housed in modern chassis. Reasonable suspension, usable brakes and comfortable seat means it's more useful than earlier models, whilst minor engine mod's meant it's also more reliable. Some quite nicely upgraded examples on the private market and a relatively easy way to get into the British bike scene, but not if you want to ride flat out all the time.
BSA B31
1945-60 348cc (71x88mm) OHV single 17hp, 75mph, 80mpg, 325lbs
Basic if robust engine in pre-war chassis until '49 when plunger back end was fitted. Even after a swinging arm was fitted in '54, handling remained weird above 60mph. Best one's the A10 inspired duplex frame used in the last four years of production. Strong bottom end but poor starting, gearbox and valvegear. Gold Star's tuned B31 mill in better chassis; rorty but far too expensive. Plenty of usable B31's with sensible mod's.
1945-60 348cc (71x88mm) OHV single 17hp, 75mph, 80mpg, 325lbs
Basic if robust engine in pre-war chassis until '49 when plunger back end was fitted. Even after a swinging arm was fitted in '54, handling remained weird above 60mph. Best one's the A10 inspired duplex frame used in the last four years of production. Strong bottom end but poor starting, gearbox and valvegear. Gold Star's tuned B31 mill in better chassis; rorty but far too expensive. Plenty of usable B31's with sensible mod's.
BSA B33
1945-60 499cc (85x88mm) OHV single 24hp, 85mph, 70mpg, 345lbs
Bored out B31, which thuds along very nicely at the price of loads of primary vibes, effectively limiting speed to 50/60mph unless the crank's been balanced and the engine put together with unusual skill. Go for the later swinging arm version, preferably with TLS front drum conversion and upgraded suspension. Some nice cosmetic renovations but with dodgy mechanicals, in dealers, so take care! Gold Star version's too expensive.
1945-60 499cc (85x88mm) OHV single 24hp, 85mph, 70mpg, 345lbs
Bored out B31, which thuds along very nicely at the price of loads of primary vibes, effectively limiting speed to 50/60mph unless the crank's been balanced and the engine put together with unusual skill. Go for the later swinging arm version, preferably with TLS front drum conversion and upgraded suspension. Some nice cosmetic renovations but with dodgy mechanicals, in dealers, so take care! Gold Star version's too expensive.
BSA C15/SS80
1959-67 247cc (67x70mm) OHV single 15hp, 75mph, 90mpg 285lbs
Belated modern update on the C12, with better chassis and unit construction engine. Okay for mild use but exploding gearbox, poor valvegear materials, weak big-end and nasty clutch turned up when they were thrashed. The later models were much improved. SS80 was tuned with roller big-ends but could still blow up the gearbox and was generally short-lived. Best buys are late C15's with upgraded electrics.
1959-67 247cc (67x70mm) OHV single 15hp, 75mph, 90mpg 285lbs
Belated modern update on the C12, with better chassis and unit construction engine. Okay for mild use but exploding gearbox, poor valvegear materials, weak big-end and nasty clutch turned up when they were thrashed. The later models were much improved. SS80 was tuned with roller big-ends but could still blow up the gearbox and was generally short-lived. Best buys are late C15's with upgraded electrics.
BSA C25/B25
1967-72 247cc (67x70mm) OHV single 25hp, 80mph, 70mpg 300lbs
Improved C15 mill with tougher internals and castings, troubled by high state of tune, the big-end being the most likely area of concern. Many improved with CCM bits. B25 had street scrambler styling, conical hubs, and handled better than similar era Japs but ruined by engine reliability problems and nasty vibes – some now run Jap engines! The odd nice one running a detuned mill, but needs loads of care to build one to a reliable spec.
1967-72 247cc (67x70mm) OHV single 25hp, 80mph, 70mpg 300lbs
Improved C15 mill with tougher internals and castings, troubled by high state of tune, the big-end being the most likely area of concern. Many improved with CCM bits. B25 had street scrambler styling, conical hubs, and handled better than similar era Japs but ruined by engine reliability problems and nasty vibes – some now run Jap engines! The odd nice one running a detuned mill, but needs loads of care to build one to a reliable spec.
BSA B40/SS90
1960-65 343cc (79x70mm) OHV single 22/25hp, 80mph, 75mpg 300lbs
Bored out version of the C15 which was only reliable when used mildly but loads of the things left over from army use, so many modded hacks still going strong. Some very nasty, vibratory, oily heaps on offer at the lower end of the market. SS90 had sporting clothes and a little more power but not exactly inspiring. It's hard to find something good and easy to end up spending loads of dosh rebuilding the motor.
1960-65 343cc (79x70mm) OHV single 22/25hp, 80mph, 75mpg 300lbs
Bored out version of the C15 which was only reliable when used mildly but loads of the things left over from army use, so many modded hacks still going strong. Some very nasty, vibratory, oily heaps on offer at the lower end of the market. SS90 had sporting clothes and a little more power but not exactly inspiring. It's hard to find something good and easy to end up spending loads of dosh rebuilding the motor.
BSA B44/50
1965-73 441/499cc OHV single 30/34hp 95mph 100/70mpg 290/320lbs
B44 similar to C15 with stronger internals and modern chassis. Some quirk of capacity, bore and stroke made this sweeter than its ancestry suggested. Poorly rebuilt examples are dogged by reliability hassles. Known as the Victor, then as the Shooting Star (with good TLS front drum). B50SS Gold Star had leg-breaking, self-destruct engine that's best avoided unless it's updated with CCM bits. Good B44 mills are smooth(ish).
1965-73 441/499cc OHV single 30/34hp 95mph 100/70mpg 290/320lbs
B44 similar to C15 with stronger internals and modern chassis. Some quirk of capacity, bore and stroke made this sweeter than its ancestry suggested. Poorly rebuilt examples are dogged by reliability hassles. Known as the Victor, then as the Shooting Star (with good TLS front drum). B50SS Gold Star had leg-breaking, self-destruct engine that's best avoided unless it's updated with CCM bits. Good B44 mills are smooth(ish).
BSA A7
1946-62 495cc (62x82mm) OHV twin 28/32hp 80/90mph, 65mpg, 380lb
Mild if tough twin that can run sweetly up to 75mph. Post '54, with duplex frame, swinging arm, plus passable brakes, are the best bet. Tuned or thrashed engines wreck the crankshaft but there are bearing upgrades available. Tuned version, Shooting Star (A7SS), progressed to alloy head, improved suspension and full width hubs. Some really nice bikes on offer, with sensible mod's (especially the electrics and TLS front brake).
1946-62 495cc (62x82mm) OHV twin 28/32hp 80/90mph, 65mpg, 380lb
Mild if tough twin that can run sweetly up to 75mph. Post '54, with duplex frame, swinging arm, plus passable brakes, are the best bet. Tuned or thrashed engines wreck the crankshaft but there are bearing upgrades available. Tuned version, Shooting Star (A7SS), progressed to alloy head, improved suspension and full width hubs. Some really nice bikes on offer, with sensible mod's (especially the electrics and TLS front brake).
BSA A10
1950-61 646cc (70x84mm) OHV twin 40hp, 100mph, 60mpg, 400lbs
Bored and stroked version of the A7 that was to become famous for writing off the main's when tuned, but most have upgraded crank's by now and, anyway, work very well when ridden mildly. Again, swinging arm, duplex frame version the one to go for and avoid anything that's tuned. Can more or less keep up with modern road speeds and easily upgraded with newer electrics, plus later suspension and brakes.
1950-61 646cc (70x84mm) OHV twin 40hp, 100mph, 60mpg, 400lbs
Bored and stroked version of the A7 that was to become famous for writing off the main's when tuned, but most have upgraded crank's by now and, anyway, work very well when ridden mildly. Again, swinging arm, duplex frame version the one to go for and avoid anything that's tuned. Can more or less keep up with modern road speeds and easily upgraded with newer electrics, plus later suspension and brakes.
BSA A10 RGS
1962-64 646cc (70x84mm) OHV twin 51hp, 120mph, 45mpg, 390lbs
Tuned up A10 motor dumped into Gold Star chassis resulted in a collector's piece that can't make it against minor Jap's. Excess vibration and an engine that fell apart if used to the limit for an excessive length of time. However, there are some stock A10's in Goldie chassis that make for useful tackle with upgraded electrics. These have all of the pose, style and none of the inherent hassles. Stock RGS's are too expensive but the fake stuff can be bought cheaply.
1962-64 646cc (70x84mm) OHV twin 51hp, 120mph, 45mpg, 390lbs
Tuned up A10 motor dumped into Gold Star chassis resulted in a collector's piece that can't make it against minor Jap's. Excess vibration and an engine that fell apart if used to the limit for an excessive length of time. However, there are some stock A10's in Goldie chassis that make for useful tackle with upgraded electrics. These have all of the pose, style and none of the inherent hassles. Stock RGS's are too expensive but the fake stuff can be bought cheaply.
BSA A50
1962-70 499cc (68x74mm) OHV twin 30hp, 95mph, 60mpg, 400lbs
Heavy, mild, but stable and agile unit construction twin that has minimal vibes to match the minimal performance. Time has been kind to its looks and it can be reliable because it's very hard to thrash them. Some tuned examples turning up as Yank imports, which don't seem to blow their motor with the ease of the tuned 650's. It's possible to buy very good ones for under two grand. Can run to as much as 50,000 miles between rebuilds.
1962-70 499cc (68x74mm) OHV twin 30hp, 95mph, 60mpg, 400lbs
Heavy, mild, but stable and agile unit construction twin that has minimal vibes to match the minimal performance. Time has been kind to its looks and it can be reliable because it's very hard to thrash them. Some tuned examples turning up as Yank imports, which don't seem to blow their motor with the ease of the tuned 650's. It's possible to buy very good ones for under two grand. Can run to as much as 50,000 miles between rebuilds.
BSA A65
1962-72 654cc OHV twin 38/55hp, 100/120mph, 45/60mpg, 420lbs
Early Star was slow and uninspired. Spitfire had 55hp, double vision vibes, self destruct gearbox, cranks and valves. Lightning was tougher and milder. New frame, suspension and brakes from 1970 on, coincided with variable build quality! Single carb Thunderbolt's best buy, good compromise between power, reliability and economy. SRM crank upgrades good news. Lots of Yank imports. Some nice looking but fragile bikes in dealers.
1962-72 654cc OHV twin 38/55hp, 100/120mph, 45/60mpg, 420lbs
Early Star was slow and uninspired. Spitfire had 55hp, double vision vibes, self destruct gearbox, cranks and valves. Lightning was tougher and milder. New frame, suspension and brakes from 1970 on, coincided with variable build quality! Single carb Thunderbolt's best buy, good compromise between power, reliability and economy. SRM crank upgrades good news. Lots of Yank imports. Some nice looking but fragile bikes in dealers.
BSA A75 Rocket 3
1969-72 740cc (67x70mm) OHV triple 58hp, 125mph, 40mpg, 500lbs
BSA's version of the Trident had weird styling and better handling from a sort of enlarged A65 frame. Most left on the road have well sorted engines and don't usually burn valves, wreck primary chains or hole pistons as did many in the seventies! No advantages over a modern 750 Trident but full of character and (sometimes nasty) surprises. One of the few old Brit's able to cruise at 90 to 100mph without falling apart.
1969-72 740cc (67x70mm) OHV triple 58hp, 125mph, 40mpg, 500lbs
BSA's version of the Trident had weird styling and better handling from a sort of enlarged A65 frame. Most left on the road have well sorted engines and don't usually burn valves, wreck primary chains or hole pistons as did many in the seventies! No advantages over a modern 750 Trident but full of character and (sometimes nasty) surprises. One of the few old Brit's able to cruise at 90 to 100mph without falling apart.
MATCHLESS G80
1988-92, 496cc OHC single, 35hp 100mph 60mpg 350lb
Best implementation of Rotax’s mild single but more expensive than the MZ and Jawa. Handles well in seventies style and cheap to run once over the purchase cost. Tough engine, available with the option of an electric start. Not exceptional, a bit lacking in character and finish quality, but by no means a bad buy. Worth buying a cheap one with ruined cosmetics as frame and engine are likely to be fine beneath the rust and alloy corrosion.
1988-92, 496cc OHC single, 35hp 100mph 60mpg 350lb
Best implementation of Rotax’s mild single but more expensive than the MZ and Jawa. Handles well in seventies style and cheap to run once over the purchase cost. Tough engine, available with the option of an electric start. Not exceptional, a bit lacking in character and finish quality, but by no means a bad buy. Worth buying a cheap one with ruined cosmetics as frame and engine are likely to be fine beneath the rust and alloy corrosion.
Norton 250 Jubilee
1958-66 249cc (60x44mm) OHV twin 16hp, 70mph, 80mpg, 340lbs
Advanced design for the era was let down by shoddy materials, naff chassis and dubious braking. However, those left on the road have more or less been fixed and used mildly has its uses as an unusual commuter. Go for post '60 bikes as they dumped the massive rear enclosure. Most engines rattle and leak oil, avoid those with knocks. Can be upgraded with other Norton suspension and brakes. Some well sorted bikes out there.
1958-66 249cc (60x44mm) OHV twin 16hp, 70mph, 80mpg, 340lbs
Advanced design for the era was let down by shoddy materials, naff chassis and dubious braking. However, those left on the road have more or less been fixed and used mildly has its uses as an unusual commuter. Go for post '60 bikes as they dumped the massive rear enclosure. Most engines rattle and leak oil, avoid those with knocks. Can be upgraded with other Norton suspension and brakes. Some well sorted bikes out there.
Norton 350/400
1960-65 349/383cc OHV twin 23hp, 85mph, 60mpg, 350/360lbs
Bored and stroked Jubilee, constrained by poor cylinder head design. Roadholder forks and better cycle parts made it less of an eyesore and more nimble. Later models detuned slightly to improve reliability. 400 Electra was bored Navigator with electric start and indicators – some ran rather well, others nasty! The Electra's best; engines often found in the 250/350.
1960-65 349/383cc OHV twin 23hp, 85mph, 60mpg, 350/360lbs
Bored and stroked Jubilee, constrained by poor cylinder head design. Roadholder forks and better cycle parts made it less of an eyesore and more nimble. Later models detuned slightly to improve reliability. 400 Electra was bored Navigator with electric start and indicators – some ran rather well, others nasty! The Electra's best; engines often found in the 250/350.
Norton Model 7
1947-56 497cc (66x73mm) OHV twin 30hp, 75mph, 80mpg, 430lbs
Vintage relic whose basic engine ended up in the 850 Commando (think about it!), with a rigid frame updated to plunger and then swinging arm, but not much use even in its final form, other than for laid back riding. Lowly tuned motor doesn't vibrate too harshly and only suffers poor rocker gear wear and gearbox problems. Expect oil leaks from the chaincase. Mostly stuff for collectors, few practical hacks available.
1947-56 497cc (66x73mm) OHV twin 30hp, 75mph, 80mpg, 430lbs
Vintage relic whose basic engine ended up in the 850 Commando (think about it!), with a rigid frame updated to plunger and then swinging arm, but not much use even in its final form, other than for laid back riding. Lowly tuned motor doesn't vibrate too harshly and only suffers poor rocker gear wear and gearbox problems. Expect oil leaks from the chaincase. Mostly stuff for collectors, few practical hacks available.
Norton 88 Dominator
1952-63 497cc (66x73mm) OHV twin 29hp, 85mph, 70mpg, 400lbs
Model 7 motor dumped in Wideline Featherbed frame. Transforms handling and roadholding but not comfort, although very early frames broke around the headstock (shouldn't be a problem, these days). Improved in the sixties with welded up subframe, better brakes and new alloy cylinder head. Engine gets a bit rattly and vibratory if tuned, when rods and big-ends die. Nice enough bike but the SS gets most of the attention.
1952-63 497cc (66x73mm) OHV twin 29hp, 85mph, 70mpg, 400lbs
Model 7 motor dumped in Wideline Featherbed frame. Transforms handling and roadholding but not comfort, although very early frames broke around the headstock (shouldn't be a problem, these days). Improved in the sixties with welded up subframe, better brakes and new alloy cylinder head. Engine gets a bit rattly and vibratory if tuned, when rods and big-ends die. Nice enough bike but the SS gets most of the attention.
Norton 88SS Domi
1960-66 497cc (66x73mm) OHV twin 36hp, 110mph, 60mpg, 410lbs
Tuned 88 with twin carbs and siamesed exhausts, with neater line in styling. A reasonable combination of power, economy and reliability whilst still having some blood and guts even on modern roads. 80mph cruising's possible without too much vibration on a well sorted motor. One of the nicest Norton twins, especially with an upgraded top end, and can annoy middleweight Jap's in the corners! Some really nice bikes out there.
1960-66 497cc (66x73mm) OHV twin 36hp, 110mph, 60mpg, 410lbs
Tuned 88 with twin carbs and siamesed exhausts, with neater line in styling. A reasonable combination of power, economy and reliability whilst still having some blood and guts even on modern roads. 80mph cruising's possible without too much vibration on a well sorted motor. One of the nicest Norton twins, especially with an upgraded top end, and can annoy middleweight Jap's in the corners! Some really nice bikes out there.
Norton Model 77
1956-59 596cc (68x82mm) OHV twin 31hp, 95mph, 65mpg 410lbs
Brutal, white-knuckle and amusing device using the 600cc engine in the Model 7 swinging arm frame. Can easily be ridden off the road whilst wearing a mad grin or merely trundled around the back lanes in a haze of nostalgia. Some quite nastily bodged examples still bopping around as well as lots of nice stuff for the collectors. Engines quite tough in this mild state of tune. Also Nomad version, turns up as Yank import.
1956-59 596cc (68x82mm) OHV twin 31hp, 95mph, 65mpg 410lbs
Brutal, white-knuckle and amusing device using the 600cc engine in the Model 7 swinging arm frame. Can easily be ridden off the road whilst wearing a mad grin or merely trundled around the back lanes in a haze of nostalgia. Some quite nastily bodged examples still bopping around as well as lots of nice stuff for the collectors. Engines quite tough in this mild state of tune. Also Nomad version, turns up as Yank import.
Norton 99
1956-62 596cc (68x82mm) OHV twin 31hp, 100mph, 60mpg 400lbs
Bored and stroked version of the 500 didn't offer all that much more but the Wideline frame made sure the maximum use of its performance could be employed and causes lots of adulation from old men who have forgotten that history's bunk unless you learn from it! Some very well restored examples on offer, and some clowns offering cosmetic excellence combined with mechanical incompetence in dealers.
1956-62 596cc (68x82mm) OHV twin 31hp, 100mph, 60mpg 400lbs
Bored and stroked version of the 500 didn't offer all that much more but the Wideline frame made sure the maximum use of its performance could be employed and causes lots of adulation from old men who have forgotten that history's bunk unless you learn from it! Some very well restored examples on offer, and some clowns offering cosmetic excellence combined with mechanical incompetence in dealers.
Norton 99SS Domi
1961-62 596cc (68x82mm) OHV twin 44hp, 115mph, 55mpg 425lbs
Tuned 600 with twin carbs, high compression pistons, big valves and radical valve timing, produced too much vibration above 70mph but roars along very nicely. Slimline frame's just as good as the Wideline whilst allowing improved comfort and styling. Rods, pistons, big-ends, main's and valves can all go if the engine's really thrashed but modernized, re-engineered motors have sorted these hassles. Good, bad and ugly bikes on offer.
1961-62 596cc (68x82mm) OHV twin 44hp, 115mph, 55mpg 425lbs
Tuned 600 with twin carbs, high compression pistons, big valves and radical valve timing, produced too much vibration above 70mph but roars along very nicely. Slimline frame's just as good as the Wideline whilst allowing improved comfort and styling. Rods, pistons, big-ends, main's and valves can all go if the engine's really thrashed but modernized, re-engineered motors have sorted these hassles. Good, bad and ugly bikes on offer.
Norton 650
1960-63 646cc(68x89mm) OHV twin 40hp 110mph 60mpg 400lbs
Stroked 600 with downdraught head and single carb. Lacks top end power but made up for by useful gobs of torque lower down the range and excellent gearchange action, plus Slimline frame/Roadholder fork handling. Vibes can be vile above 90mph, with fillings falling out and bits cracking up. Those rebuilt with improved modern engine components can be very good indeed, some excellent examples on the private market.
1960-63 646cc(68x89mm) OHV twin 40hp 110mph 60mpg 400lbs
Stroked 600 with downdraught head and single carb. Lacks top end power but made up for by useful gobs of torque lower down the range and excellent gearchange action, plus Slimline frame/Roadholder fork handling. Vibes can be vile above 90mph, with fillings falling out and bits cracking up. Those rebuilt with improved modern engine components can be very good indeed, some excellent examples on the private market.
Norton 650SS
1961-70 646cc (68x89mm) OHV twin 50hp 120mph, 55mpg, 410lb
Maximum development of the Norton twin that somehow managed to be as reliable as the stock model! Lovely blend of power, handling and sheer joy, but ruined at high speed by enough vibration to trim off excess fat from the rider. As vibration limits performance better value's found in the milder Norton's but it's a great pose tool, just make sure it's had a good rebuild (lack of oil leaks, lack of vibes below 5000rpm, quiet motor, etc)
1961-70 646cc (68x89mm) OHV twin 50hp 120mph, 55mpg, 410lb
Maximum development of the Norton twin that somehow managed to be as reliable as the stock model! Lovely blend of power, handling and sheer joy, but ruined at high speed by enough vibration to trim off excess fat from the rider. As vibration limits performance better value's found in the milder Norton's but it's a great pose tool, just make sure it's had a good rebuild (lack of oil leaks, lack of vibes below 5000rpm, quiet motor, etc)
Norton 750 Atlas
1962-68 745cc (73x89mm) OHV twin 50hp, 120mph, 50mpg, 410lbs
Bigger engine's improved torque was severely limited by its excessive vibration; even the handling wasn't as good as the vibes made the bars leap about in your hands at high speeds. It's possible and sensible to fit a smaller Norton (or even Jap) engine in the excellent chassis. Also street scrambler versions in AMC frame turning up as Yank imports – well dodgy but good for character improvement!
1962-68 745cc (73x89mm) OHV twin 50hp, 120mph, 50mpg, 410lbs
Bigger engine's improved torque was severely limited by its excessive vibration; even the handling wasn't as good as the vibes made the bars leap about in your hands at high speeds. It's possible and sensible to fit a smaller Norton (or even Jap) engine in the excellent chassis. Also street scrambler versions in AMC frame turning up as Yank imports – well dodgy but good for character improvement!
750 Comando Mk1/2
1968-73 745cc (73x89mm) OHV twin 56hp, 120mph, 50mpg, 400lbs
Tuned Atlas mill in new Isolastic frame could be short-lived if used in flat out mode. Handling went off when Isolastic shims wore, fiddly to set up correctly. Fastback had nasty points, 750S was tuned to 60hp and the Combat made 65hp, went like crazy until it exploded. Thankfully, most of these motors have been upgraded with later Superblend bearings, electronic ignition, etc., but many are still troublesome, short-lived beasts.
1968-73 745cc (73x89mm) OHV twin 56hp, 120mph, 50mpg, 400lbs
Tuned Atlas mill in new Isolastic frame could be short-lived if used in flat out mode. Handling went off when Isolastic shims wore, fiddly to set up correctly. Fastback had nasty points, 750S was tuned to 60hp and the Combat made 65hp, went like crazy until it exploded. Thankfully, most of these motors have been upgraded with later Superblend bearings, electronic ignition, etc., but many are still troublesome, short-lived beasts.
750 Commando Mk.3
1972-73 745cc (73x89mm) OHV twin 56hp, 120mph, 50mpg, 400lbs
1972 model had new crank bearings and cases but didn't work until upgraded with Superblend bearings, which make the 1973 Roadsters the definitive 750's (they even had decent points!) but they still ain't as good as either the 650 or 850 twins. They don't offer very good value for money as long distance work's always something of an adventure (you never know what's going to break next!). Some people insist they are the business.
1972-73 745cc (73x89mm) OHV twin 56hp, 120mph, 50mpg, 400lbs
1972 model had new crank bearings and cases but didn't work until upgraded with Superblend bearings, which make the 1973 Roadsters the definitive 750's (they even had decent points!) but they still ain't as good as either the 650 or 850 twins. They don't offer very good value for money as long distance work's always something of an adventure (you never know what's going to break next!). Some people insist they are the business.
850 Commando
1973-77 829cc (77x89) OHV twin 55hp, 115/120mph, 40/50mpg, 425lbs
Interstate had large tank and taller gearing, Roadster was almost cute! Both lost 5mph by the end of their lives and fuel could drop to a shockingly bad 40mpg by the time emission laws began to bite. Post '75 Mk.3s offer the best reliability. Last models had electric start and gearchange on the left side. Some well sorted bikes and lots of finicky if expensive stuff on offer. Make sure you buy the former if paying serious money.
1973-77 829cc (77x89) OHV twin 55hp, 115/120mph, 40/50mpg, 425lbs
Interstate had large tank and taller gearing, Roadster was almost cute! Both lost 5mph by the end of their lives and fuel could drop to a shockingly bad 40mpg by the time emission laws began to bite. Post '75 Mk.3s offer the best reliability. Last models had electric start and gearchange on the left side. Some well sorted bikes and lots of finicky if expensive stuff on offer. Make sure you buy the former if paying serious money.
Norton 850 JPS
1974-75 829cc (77x89mm) OHV twin 55hp, 125mph, 40mpg, 450lbs
John Player Special version inspired by the unlikely success of the Nortons on the race track had a usefully protective twin headlamp fairing but uncomfortable riding position. Make sure you buy the 850 version, not the race-track 750 model. Excellent pose tool but easy high speed cruising meant many motors ended up thrashed to death. Nice bit of British history to summon evocative memories.
1974-75 829cc (77x89mm) OHV twin 55hp, 125mph, 40mpg, 450lbs
John Player Special version inspired by the unlikely success of the Nortons on the race track had a usefully protective twin headlamp fairing but uncomfortable riding position. Make sure you buy the 850 version, not the race-track 750 model. Excellent pose tool but easy high speed cruising meant many motors ended up thrashed to death. Nice bit of British history to summon evocative memories.
Panther Model 100
1946-62 596cc OHV single 24hp, 75mph, 65mpg, 400lbs
Long stroke 600cc single that used its engine as a stressed frame member. Huge flywheel meant acceleration was stately but once wound up it would keep its speed against most obstacles. Usually used to pull sidecars, where it works well. Later Model 120 had 650cc engine that was swamped with vibes and didn’t work very well. Starting’s an acquired art. Go for a Model 100 with proper rear suspension.
1946-62 596cc OHV single 24hp, 75mph, 65mpg, 400lbs
Long stroke 600cc single that used its engine as a stressed frame member. Huge flywheel meant acceleration was stately but once wound up it would keep its speed against most obstacles. Usually used to pull sidecars, where it works well. Later Model 120 had 650cc engine that was swamped with vibes and didn’t work very well. Starting’s an acquired art. Go for a Model 100 with proper rear suspension.
Royal Enfield 250
1953-67 248cc OHV single 11/20hp, 60/85mph, 100/70mpg, 350/305lbs
Unit construction thumper that was quite modern back in ’53 Clipper version but suffered when tuned in later Conti and Crusader – vile vibes, broken gearboxes, con-rods, etc, plus they were real oil gushers. Late Conti’s have the most street cred and most likelihood of blowing up in a big way. Its reasonable chassis can usefully take a Jap single!
1953-67 248cc OHV single 11/20hp, 60/85mph, 100/70mpg, 350/305lbs
Unit construction thumper that was quite modern back in ’53 Clipper version but suffered when tuned in later Conti and Crusader – vile vibes, broken gearboxes, con-rods, etc, plus they were real oil gushers. Late Conti’s have the most street cred and most likelihood of blowing up in a big way. Its reasonable chassis can usefully take a Jap single!
Royal Enfield Bullet
1949-63 346/499cc OHV single 19/25hp, 75/80mph, 80/75mpg, 360/400lbs
Pre-unit thumpers with gearbox that bolted to the back of the engine and dry sump cast into its bottom, post ’56 models have superior engine and chassis. Also 350 Clipper – Bullet engine in Clipper chassis – and Bullets are still made in India! Engines are generally reliable, even if they leak a lot of oil, most hassles from the Albion gearbox. Prices of mildly modded, nicely rebuilt machines are quite reasonable.
1949-63 346/499cc OHV single 19/25hp, 75/80mph, 80/75mpg, 360/400lbs
Pre-unit thumpers with gearbox that bolted to the back of the engine and dry sump cast into its bottom, post ’56 models have superior engine and chassis. Also 350 Clipper – Bullet engine in Clipper chassis – and Bullets are still made in India! Engines are generally reliable, even if they leak a lot of oil, most hassles from the Albion gearbox. Prices of mildly modded, nicely rebuilt machines are quite reasonable.
Royal Enfield 500
1950-64 495/496cc OHV twin 26/30hp, 90/95mph, 70/65mpg, 400lbs
Pre-unit twin with gearbox that bolted to the back of the engine and dry sump cast into its bottom, post ’58 Meteor Minor much superior to milder, long stroke earlier model. The Minor still leaks a little bit of oil, has queasy handling flat out and can do nasty things to its crank’s bearings if pushed to the limit, but under sensible use it’s close to being the best of the 500’s. They are rather rare but worth tracking down.
1950-64 495/496cc OHV twin 26/30hp, 90/95mph, 70/65mpg, 400lbs
Pre-unit twin with gearbox that bolted to the back of the engine and dry sump cast into its bottom, post ’58 Meteor Minor much superior to milder, long stroke earlier model. The Minor still leaks a little bit of oil, has queasy handling flat out and can do nasty things to its crank’s bearings if pushed to the limit, but under sensible use it’s close to being the best of the 500’s. They are rather rare but worth tracking down.
Royal Enfield 700
1952-63 693cc OHV twin 37/50hp, 100/115mph, 65/55mpg, 430lbs
Long stroke version of the 500 twin that uses many Bullet bits in its top end. In ’56 the Meteor became the 40hp Super Meteor with stronger crank and clutch, excess of torque and smoother than Triumphs. Engines can turn nasty with age. In ’58 the Constellation emerged with 50hp, featuring a dynamically balanced crank to keep vibes down. If you find one that doesn’t leak oil it’s probably a good ’un.
1952-63 693cc OHV twin 37/50hp, 100/115mph, 65/55mpg, 430lbs
Long stroke version of the 500 twin that uses many Bullet bits in its top end. In ’56 the Meteor became the 40hp Super Meteor with stronger crank and clutch, excess of torque and smoother than Triumphs. Engines can turn nasty with age. In ’58 the Constellation emerged with 50hp, featuring a dynamically balanced crank to keep vibes down. If you find one that doesn’t leak oil it’s probably a good ’un.
Royal Enfield 750
1962-71 736cc (71x93mm) OHV twin 53hp, 120mph, 50mpg, 415/430lbs
The Interceptor featured a much beefed up engine, which combined with its dynamically balanced crank made it relatively smooth and sophisticated compared to rival Brits. Series 2 had true wet sump engine, only spoilt by weak gearbox, primary drive and clutch. Goes and handlesA very well. Also Rickman version with Series 2 mill. The best big twin the British industry produced?
1962-71 736cc (71x93mm) OHV twin 53hp, 120mph, 50mpg, 415/430lbs
The Interceptor featured a much beefed up engine, which combined with its dynamically balanced crank made it relatively smooth and sophisticated compared to rival Brits. Series 2 had true wet sump engine, only spoilt by weak gearbox, primary drive and clutch. Goes and handlesA very well. Also Rickman version with Series 2 mill. The best big twin the British industry produced?
Sunbeam S7/S8
1948-58 489cc OHC twin 22/25hp, 80/85mph, 60mpg, 450/420lbs
Advanced design for its day let down by poor cooling to the rear cylinder, excessive vibration, torque reaction and poor quality of materials. S8 was lighter, better handling and more powerful with the engine rubber mounted. Only works when ridden in a relaxed and mild manner but there is a good motorcycle trying to get out; some have upgraded lubrication systems which gives the engine an easier time.
1948-58 489cc OHC twin 22/25hp, 80/85mph, 60mpg, 450/420lbs
Advanced design for its day let down by poor cooling to the rear cylinder, excessive vibration, torque reaction and poor quality of materials. S8 was lighter, better handling and more powerful with the engine rubber mounted. Only works when ridden in a relaxed and mild manner but there is a good motorcycle trying to get out; some have upgraded lubrication systems which gives the engine an easier time.
Triumph T15 Terrier
1952-56 149cc (57x59mm) OHV single 8hp, 50mph, 105mpg, 180lbs
Fifties unit construction single, quite advanced for the time but let down by poor materials and naff main bearings, but can be fixed with modern parts. Formed the basis for the later, more popular Tiger Cub. Chassis was built down to a price, about on a par with a worn C50, but can be upgraded with bits off bigger Triumphs. It's pretty rare to see one on the road, these days, a scarcity for which we should be truly thankful!
1952-56 149cc (57x59mm) OHV single 8hp, 50mph, 105mpg, 180lbs
Fifties unit construction single, quite advanced for the time but let down by poor materials and naff main bearings, but can be fixed with modern parts. Formed the basis for the later, more popular Tiger Cub. Chassis was built down to a price, about on a par with a worn C50, but can be upgraded with bits off bigger Triumphs. It's pretty rare to see one on the road, these days, a scarcity for which we should be truly thankful!
Triumph T20 Tiger Cub
1954-68 199cc (63x64mm) OHV single 10hp, 65mph, 90mpg, 210lbs
Fifties bikes had unreliable engines but most now refurbished, though post ’63 T20’s have the strongest motors and reasonable chassis, though not without vibration and twitchiness at speed. Handling improved further when the motor was installed in the Bantam chassis in ’65, known as the Bantam Cub, which was followed by the Super Cub (which used Bantam tank and panels). Look for a quiet, smooth(ish), oil tight engine.
1954-68 199cc (63x64mm) OHV single 10hp, 65mph, 90mpg, 210lbs
Fifties bikes had unreliable engines but most now refurbished, though post ’63 T20’s have the strongest motors and reasonable chassis, though not without vibration and twitchiness at speed. Handling improved further when the motor was installed in the Bantam chassis in ’65, known as the Bantam Cub, which was followed by the Super Cub (which used Bantam tank and panels). Look for a quiet, smooth(ish), oil tight engine.
Triumph TR25
1968-70 247cc (67x70mm) OHV single 24hp, 80mph, 70mpg, 325lbs
Basically a BSA C25 engine and frame with Triumph cycle parts. Good handling and braking (in post ’69 bikes which had a TLS front drum) were its main attributes, the motor can be a nasty piece of work – exploding gearboxes, weak con-rod and big-end, etc. Later TR25SS Blazer version had a touch tougher, tamer mill (23hp, 75mph, 75mpg, 300lbs). Neither offer reliable motorcycling unless the engine’s upgraded or replaced.
1968-70 247cc (67x70mm) OHV single 24hp, 80mph, 70mpg, 325lbs
Basically a BSA C25 engine and frame with Triumph cycle parts. Good handling and braking (in post ’69 bikes which had a TLS front drum) were its main attributes, the motor can be a nasty piece of work – exploding gearboxes, weak con-rod and big-end, etc. Later TR25SS Blazer version had a touch tougher, tamer mill (23hp, 75mph, 75mpg, 300lbs). Neither offer reliable motorcycling unless the engine’s upgraded or replaced.
Triumph 350 3T
1946-51 349cc (55x73mm) OHV twin 18hp, 75mph, 75mpg, 335lbs
Vintage relic running weird rigid frame, pushbike brakes and ultra mild motor that nevertheless tries to crack up the frame when pushed to the limit. Most were ridden off the road, bent, cut and welded, and modified with modern front ends. All kinds of nastiness could be worked on the pre-unit motor. Most left on the market are well sorted if expensive; sometimes hiding lots of non-standard bits. Not worth paying serious money for.
1946-51 349cc (55x73mm) OHV twin 18hp, 75mph, 75mpg, 335lbs
Vintage relic running weird rigid frame, pushbike brakes and ultra mild motor that nevertheless tries to crack up the frame when pushed to the limit. Most were ridden off the road, bent, cut and welded, and modified with modern front ends. All kinds of nastiness could be worked on the pre-unit motor. Most left on the market are well sorted if expensive; sometimes hiding lots of non-standard bits. Not worth paying serious money for.
Triumph 350 3TA
1958-66 349cc (58x66mm) OHV twin 19hp, 80mph, 70mpg, 350lbs
Unit construction twin, with odd Bathtub rear end and pigeon catcher front guard, both of which helped turn it into a bit of a speed wobbler (post ’63 bikes better). Most have upgraded chassis and engines, these days, meaning you have to pay extra for an original Bathtub model! Can be made into a reliable, pleasant ride, some nicely modded bikes available for around a grand.
1958-66 349cc (58x66mm) OHV twin 19hp, 80mph, 70mpg, 350lbs
Unit construction twin, with odd Bathtub rear end and pigeon catcher front guard, both of which helped turn it into a bit of a speed wobbler (post ’63 bikes better). Most have upgraded chassis and engines, these days, meaning you have to pay extra for an original Bathtub model! Can be made into a reliable, pleasant ride, some nicely modded bikes available for around a grand.
Triumph 350 T90
1963-68 349cc (58x66mm) OHV twin 27hp, 90mph, 70mpg, 340lbs
Tuned 3TA motor in much improved single down-tube frame, although the front end was on the weak side. The cut down Bathtub rear end was dumped in ’64 in favour of the classic Triumph look. Improved frame in ’67 and decent forks in ’68. Due to relative lack of vibes, and willingness to rev, the 350’s a bit more interesting than its reputation might suggest. Motors vary between the nearly dead and neatly renovated.
1963-68 349cc (58x66mm) OHV twin 27hp, 90mph, 70mpg, 340lbs
Tuned 3TA motor in much improved single down-tube frame, although the front end was on the weak side. The cut down Bathtub rear end was dumped in ’64 in favour of the classic Triumph look. Improved frame in ’67 and decent forks in ’68. Due to relative lack of vibes, and willingness to rev, the 350’s a bit more interesting than its reputation might suggest. Motors vary between the nearly dead and neatly renovated.
Triumph 500 TRW
1945-64 499cc (63x80mm) s/v twin 18hp, 75mph, 50mpg, 350lbs
Old sidevalve brute that was popular with the military because it just slogged on forever on the back of an excess of low rev torque. Sidevalve head means relatively poor fuel economy, though a bit of precision file-work on the ports can give a dramatic improvement. Really limited to about 65mph because it sounds and feels like it’s going to explode after that, and handling turns dire from pushbike inspired chassis.
1945-64 499cc (63x80mm) s/v twin 18hp, 75mph, 50mpg, 350lbs
Old sidevalve brute that was popular with the military because it just slogged on forever on the back of an excess of low rev torque. Sidevalve head means relatively poor fuel economy, though a bit of precision file-work on the ports can give a dramatic improvement. Really limited to about 65mph because it sounds and feels like it’s going to explode after that, and handling turns dire from pushbike inspired chassis.
Triumph 500 5T
1946-58 499cc (63x80mm) OHV twin 28hp, 85mph, 60mpg, 375lbs
The famed Speed Twin was renown as a speed wobbler, especially in pre ’55 bikes which had the nasty sprung hub back end. Poor braking didn’t help. Engine shakes things off if used to the full but not entirely lacking in reliability if rebuilt using modern parts. A lot of restored stuff that’s hardly ever used on the road, plus a smattering of neatly modded bikes, but even these don’t come cheap.
1946-58 499cc (63x80mm) OHV twin 28hp, 85mph, 60mpg, 375lbs
The famed Speed Twin was renown as a speed wobbler, especially in pre ’55 bikes which had the nasty sprung hub back end. Poor braking didn’t help. Engine shakes things off if used to the full but not entirely lacking in reliability if rebuilt using modern parts. A lot of restored stuff that’s hardly ever used on the road, plus a smattering of neatly modded bikes, but even these don’t come cheap.
Triumph T100 Tiger
1946-59 499cc (63x80mm) OHV twin 30hp, 95mph, 60mpg, 375lbs
Early rigid rear end or sprung hub models had some strong suicidal tendencies. Even the post ’54 swinging arm models liked to waggle their back end and run off the road in corners. With a decent rebuild the pre-unit motor’s relatively smooth and reliable, especially when constrained by the handling. Also TR5 version which went from early 25hp to late 33hp motor but lacks the Tiger’s panache.
1946-59 499cc (63x80mm) OHV twin 30hp, 95mph, 60mpg, 375lbs
Early rigid rear end or sprung hub models had some strong suicidal tendencies. Even the post ’54 swinging arm models liked to waggle their back end and run off the road in corners. With a decent rebuild the pre-unit motor’s relatively smooth and reliable, especially when constrained by the handling. Also TR5 version which went from early 25hp to late 33hp motor but lacks the Tiger’s panache.
Triumph 500 5TA
1959-66 499cc (69x66mm) OHV twin 27hp, 90mph, 70mpg, 350lbs
Mild, free-revving unit construction twin with similar problems to the 3TA – most people dumped the Bathtub rear end, which is now, inexplicably, desperately sought after. The kind of bike that sorts the men from the boys on bumpy country roads. Most of the dross has now expired, much on offer is well rebuilt, mildly modded and a sensible if touch boring way into the joys of British biking. Look out for 3TA’s converted to 500 spec.
1959-66 499cc (69x66mm) OHV twin 27hp, 90mph, 70mpg, 350lbs
Mild, free-revving unit construction twin with similar problems to the 3TA – most people dumped the Bathtub rear end, which is now, inexplicably, desperately sought after. The kind of bike that sorts the men from the boys on bumpy country roads. Most of the dross has now expired, much on offer is well rebuilt, mildly modded and a sensible if touch boring way into the joys of British biking. Look out for 3TA’s converted to 500 spec.
Triumph T110 Tiger
1954-61 649cc (71x82mm) OHV twin 42hp, 115mph, 60mpg, 400lbs
The Tiger had a proper swinging arm frame and, perhaps, the neatest line in style. Upgraded engine components in second year of manufacture helped reliability and re-engineered motors, these days, are pretty tough, though still suffer from high rev vibration. A weak frame, especially at the swinging arm mount, means even run on decent suspension and tyres it’s a bit ill-making at speed. Also 42hp TR6 Trophy trailster.
1954-61 649cc (71x82mm) OHV twin 42hp, 115mph, 60mpg, 400lbs
The Tiger had a proper swinging arm frame and, perhaps, the neatest line in style. Upgraded engine components in second year of manufacture helped reliability and re-engineered motors, these days, are pretty tough, though still suffer from high rev vibration. A weak frame, especially at the swinging arm mount, means even run on decent suspension and tyres it’s a bit ill-making at speed. Also 42hp TR6 Trophy trailster.
Triumph T100A/SS/C
1960-71 499cc (69x66mm) OHV twin 34hp, 100mph, 70mpg, 340lbs
Unit construction Tiger started off as a tuned 5TA but in ’61 gained its own identity as the T100SS. Post ’67 have much improved chassis, the ’69 model has good TLS drum front brake. The 1970 36hp T100C suffered from poor build quality but had nice chassis and interesting blend of performance and economy. The single carb 500’s arguably Triumph’s best engine as it didn’t suffer the trauma of excess vibes whilst retaining useful urge.
1960-71 499cc (69x66mm) OHV twin 34hp, 100mph, 70mpg, 340lbs
Unit construction Tiger started off as a tuned 5TA but in ’61 gained its own identity as the T100SS. Post ’67 have much improved chassis, the ’69 model has good TLS drum front brake. The 1970 36hp T100C suffered from poor build quality but had nice chassis and interesting blend of performance and economy. The single carb 500’s arguably Triumph’s best engine as it didn’t suffer the trauma of excess vibes whilst retaining useful urge.
Triumph 500 T100T/R
1967-73 499cc (69x66mm) OHV twin 39hp, 110mph, 65mpg, 340lbs
Tuned, twin carb version of the Tiger, the Daytona needed revs to run well which meant it was usually flogged into red, thus causing premature engine wear, especially the top end. Midrange engine stutter’s normal. Post ’70 bikes (T100R) have less reliable 40hp engines in similar chassis but using parts left over from the old 650’s. Not that many nice ones left on the market, some very expensive concours on offer.
1967-73 499cc (69x66mm) OHV twin 39hp, 110mph, 65mpg, 340lbs
Tuned, twin carb version of the Tiger, the Daytona needed revs to run well which meant it was usually flogged into red, thus causing premature engine wear, especially the top end. Midrange engine stutter’s normal. Post ’70 bikes (T100R) have less reliable 40hp engines in similar chassis but using parts left over from the old 650’s. Not that many nice ones left on the market, some very expensive concours on offer.
Triumph 650 6T
1950-62 649cc (71x82mm) OHV twin 34hp, 100mph, 60mpg, 390lbs
Pre-unit Triumph twin that suffers from excessive vibration when thrashed but generally competent motor when used mildly. Swinging arm upgrade in the mid-fifties, proper full width brake in ’57 and the Bathtub rear end in the sixties, none of which did anything to help the dire handling at speed. A lot of engines ended up in Norton or even BSA frames! Generally, the newer the bike the better it behaves.
1950-62 649cc (71x82mm) OHV twin 34hp, 100mph, 60mpg, 390lbs
Pre-unit Triumph twin that suffers from excessive vibration when thrashed but generally competent motor when used mildly. Swinging arm upgrade in the mid-fifties, proper full width brake in ’57 and the Bathtub rear end in the sixties, none of which did anything to help the dire handling at speed. A lot of engines ended up in Norton or even BSA frames! Generally, the newer the bike the better it behaves.
Triumph T120 Bonnie
1958-70 649cc (71x82mm) OHV twin 46hp, 120mph, 55mpg, 400/370lb
Fast, brutal twin in pre-unit form until 1961, which maxed out in the late sixties, when handling was a touch dodgy rather than suicidal. Used to the full, the vibes shook, split and broke the cycle parts, whilst engine life could be less than 10,000 miles...though much sought after, one of the milder Triumphs is much more useful for general riding. Some really nice and nasty bikes out there. Also single carb, Trophy version.
1958-70 649cc (71x82mm) OHV twin 46hp, 120mph, 55mpg, 400/370lb
Fast, brutal twin in pre-unit form until 1961, which maxed out in the late sixties, when handling was a touch dodgy rather than suicidal. Used to the full, the vibes shook, split and broke the cycle parts, whilst engine life could be less than 10,000 miles...though much sought after, one of the milder Triumphs is much more useful for general riding. Some really nice and nasty bikes out there. Also single carb, Trophy version.
Triumph 650 T120R/V
1970-75 649cc (71x82mm) OHV twin 50hp, 120mph, 50mpg, 400lbs
Bonnie engine in oil-in-tube frame, better forks and finicky conical hub brake...new ones had variable build quality, if the tolerances went the right way then it wasn’t half bad; if they didn’t it fell apart rapidly. There are still lots of bikes with questionable mechanical integrity and it’s quite easy to buy a dog. Good ones are relatively smooth, oil tight and quiet. Later bikes had five speeds and disc brakes. Also single carb version.
1970-75 649cc (71x82mm) OHV twin 50hp, 120mph, 50mpg, 400lbs
Bonnie engine in oil-in-tube frame, better forks and finicky conical hub brake...new ones had variable build quality, if the tolerances went the right way then it wasn’t half bad; if they didn’t it fell apart rapidly. There are still lots of bikes with questionable mechanical integrity and it’s quite easy to buy a dog. Good ones are relatively smooth, oil tight and quiet. Later bikes had five speeds and disc brakes. Also single carb version.
Triumph 750 T140
1973-80 744cc (76x82mm) OHV twin 50hp, 1115mph, 45mpg, 420lbs
Bigger version of the 650 lacked engineering finesse and development, ruined by excessive primary vibes. Single carb Tiger was a touch less self-destructive. Many have been rebuilt into useful devices but there remain a large number of poorly thrown together hacks that turn into sheer hell under long term acquaintance. The chassis is, however, pretty useful but engine choices are limited by the design of the swinging arm mounts.
1973-80 744cc (76x82mm) OHV twin 50hp, 1115mph, 45mpg, 420lbs
Bigger version of the 650 lacked engineering finesse and development, ruined by excessive primary vibes. Single carb Tiger was a touch less self-destructive. Many have been rebuilt into useful devices but there remain a large number of poorly thrown together hacks that turn into sheer hell under long term acquaintance. The chassis is, however, pretty useful but engine choices are limited by the design of the swinging arm mounts.
Triumph 750 TSS
1982-84 744cc (76x82mm) OHV twin 55hp, 120mph, 45mpg, 420lbs
The T140 engine got a new eight valve head, somewhat less than inspired styling and a little bit more performance. Unfortunately, it’s hard to cool four valve per cylinder designs and reliability can suffer accordingly – we know one guy who converted the engine back to the old cylinder head design! Good ones, run on freer-flowing carbs and exhaust, do go rather well, with a touch less vibration than stock Bonnies.
1982-84 744cc (76x82mm) OHV twin 55hp, 120mph, 45mpg, 420lbs
The T140 engine got a new eight valve head, somewhat less than inspired styling and a little bit more performance. Unfortunately, it’s hard to cool four valve per cylinder designs and reliability can suffer accordingly – we know one guy who converted the engine back to the old cylinder head design! Good ones, run on freer-flowing carbs and exhaust, do go rather well, with a touch less vibration than stock Bonnies.
Triumph T150 Trident
1969-75 744cc (67x70mm) OHV triple 58hp, 130mph, 45mpg, 470lbs
Low tech triple in heavy but competent chassis, suffers dodgy top end, naff triplex primary chain and odd diaphragm clutch. Meticulously assembled motors with electronic ignition offer a surprisingly exciting package, but it’s dead easy to buy one with a whole host of intractable engine problems. Post ’73 have disc front brake rather than inadequate drum. Also pretty custom Hurricane version.
1969-75 744cc (67x70mm) OHV triple 58hp, 130mph, 45mpg, 470lbs
Low tech triple in heavy but competent chassis, suffers dodgy top end, naff triplex primary chain and odd diaphragm clutch. Meticulously assembled motors with electronic ignition offer a surprisingly exciting package, but it’s dead easy to buy one with a whole host of intractable engine problems. Post ’73 have disc front brake rather than inadequate drum. Also pretty custom Hurricane version.
Triumph T160 Trident
1975-77 744cc (67x70mm) OHV triple 58hp, 120mph, 45mpg, 510lbs
Final version of the Trident had more reliable engine, electric start, rear disc brake, better styling and more competent handling though it was rather overweight and down on performance due to emission controls. Again, a huge variation in the quality of machines on offer that isn’t necessarily reflected in their cost; easy to get ripped off. Best bet, but a very expensive one, is to buy a remanufactured Legend.
1975-77 744cc (67x70mm) OHV triple 58hp, 120mph, 45mpg, 510lbs
Final version of the Trident had more reliable engine, electric start, rear disc brake, better styling and more competent handling though it was rather overweight and down on performance due to emission controls. Again, a huge variation in the quality of machines on offer that isn’t necessarily reflected in their cost; easy to get ripped off. Best bet, but a very expensive one, is to buy a remanufactured Legend.
Triumph 750/900 TRIDENT
92 on, 749/885cc DOHC triple, 100hp 140/145mph 40mpg 480lb
Basic triples have masses of torque, especially in the 900 model, but are a bit limited by excess mass and top heavy feel. However, the engines have proved very tough, indeed, and the chassis is safe enough. Early models often end up in a poor cosmetic state but are mechanically sound. Gaskets, gearboxes, starters and electrics are the most dubious areas on high milers, as well as calipers and fork seals.
Triumph 900 SPRINT
'93 on, 885cc w/c DOHC triple, 100hp 145mph 40mpg 485lb
The Trident gets a useful half fairing but its silhouette is far too similar to Japanese efforts; something of a missed opportunity when they could have gone the more practical BMW RS route. The bike sold well so there are plenty on the used market but the fairing does allow the thing to be flogged along at 120mph plus, so wear is heavier than on the naked bike. It’s better than bikes like the FJ1200 but ain’t up to the sporting standards of the CBR600 and the like.
'93 on, 885cc w/c DOHC triple, 100hp 145mph 40mpg 485lb
The Trident gets a useful half fairing but its silhouette is far too similar to Japanese efforts; something of a missed opportunity when they could have gone the more practical BMW RS route. The bike sold well so there are plenty on the used market but the fairing does allow the thing to be flogged along at 120mph plus, so wear is heavier than on the naked bike. It’s better than bikes like the FJ1200 but ain’t up to the sporting standards of the CBR600 and the like.
Triumph 900 SPEED TRIPLE
'94-96, 885cc w/c DOHC triple, 100hp 150mph 40mpg 470lb
Leaner looking chassis managed to knock all of ten pounds off the stock Trident’s mass. A mere five gears is indicative of the width of the power band and excess of torque (they could have got away with four gears...). Mean looks and blistering performance up to the ton make it hard to beat on the street, although ultimately there’s still a lot of mass to lose. A real nostalgia trip for those whose memories stretch back to sixties cafe racers but also very practical. Also cheap 750 version.
'94-96, 885cc w/c DOHC triple, 100hp 150mph 40mpg 470lb
Leaner looking chassis managed to knock all of ten pounds off the stock Trident’s mass. A mere five gears is indicative of the width of the power band and excess of torque (they could have got away with four gears...). Mean looks and blistering performance up to the ton make it hard to beat on the street, although ultimately there’s still a lot of mass to lose. A real nostalgia trip for those whose memories stretch back to sixties cafe racers but also very practical. Also cheap 750 version.
Triumph 900 THUNDERBIRD
'95 on, 885cc w/c DOHC triple, 70hp 110mph 35mpg 485lb
Marvellous bit of retro styling. Engine’s full of punchy torque and mildly custom chassis handles better than most such devices. New wacky Adventurer version for 1996.
'95 on, 885cc w/c DOHC triple, 70hp 110mph 35mpg 485lb
Marvellous bit of retro styling. Engine’s full of punchy torque and mildly custom chassis handles better than most such devices. New wacky Adventurer version for 1996.
Triumph 900 DAYTONA
93-96, 885cc w/c DOHC triple, 100hp 150mph 40mpg 480lb
Some of the early ones thrashed hard and ended up looking a bit naff. Worn carbs can make the power delivery a little lumpy and caliper rot isn’t unknown. Nice low mileage ones are hard to find for reasonable money. Daytona Super 3 looks the same but has more power (120hp) and 10lbs less mass but expensive.
93-96, 885cc w/c DOHC triple, 100hp 150mph 40mpg 480lb
Some of the early ones thrashed hard and ended up looking a bit naff. Worn carbs can make the power delivery a little lumpy and caliper rot isn’t unknown. Nice low mileage ones are hard to find for reasonable money. Daytona Super 3 looks the same but has more power (120hp) and 10lbs less mass but expensive.
Triumph 900 TROPHY
'93 on, 885cc w/c DOHC triple, 100hp 145mph 35mpg 490lb
More useful than the Daytona for general riding but not really the kind of thing to inspire much love. Handling’s safe and secure but limited by the mass and top heavy feel. Upgraded brakes in ’95, which are a major improvement over the old ones that could go off after a couple of British winters. Consumable demise and lack of protection from the fairing limit its role as a long distance tourer, but they are tough old bruisers with an evocative exhaust note. New, more radical tourer version for ’96.
'93 on, 885cc w/c DOHC triple, 100hp 145mph 35mpg 490lb
More useful than the Daytona for general riding but not really the kind of thing to inspire much love. Handling’s safe and secure but limited by the mass and top heavy feel. Upgraded brakes in ’95, which are a major improvement over the old ones that could go off after a couple of British winters. Consumable demise and lack of protection from the fairing limit its role as a long distance tourer, but they are tough old bruisers with an evocative exhaust note. New, more radical tourer version for ’96.
Triumph 900 TIGER
'93 on, 885cc w/c DOHC triple, 85hp 130mph 45mpg 460lb
Strange Paris Dakar replica that sold well in Germany but is rare in the UK. Detuned Trident engine seems a bit odd as it doesn’t have any extra torque but then again the suspension is so floppy at 130mph that 150mph doesn’t bear thinking about. Brilliant in town and cruises well at up to the ton. The odd one abused by DR’s so a little care needed when inspecting used examples. Even though the lowly tuned mill is proving tough. Nice pose vehicle and more fun than the GS Boxers.
'93 on, 885cc w/c DOHC triple, 85hp 130mph 45mpg 460lb
Strange Paris Dakar replica that sold well in Germany but is rare in the UK. Detuned Trident engine seems a bit odd as it doesn’t have any extra torque but then again the suspension is so floppy at 130mph that 150mph doesn’t bear thinking about. Brilliant in town and cruises well at up to the ton. The odd one abused by DR’s so a little care needed when inspecting used examples. Even though the lowly tuned mill is proving tough. Nice pose vehicle and more fun than the GS Boxers.
Triumph 1200 DAYTONA
1993-96, 1180cc w/c DOHC four, 140hp 160mph 35mpg 520lb
Performance Triumph can’t take the faster Jap fours – in speed or handling – bit pointless. Super 3 both more exciting and expensive, if lighter and better handling. Handling goes a bit weird when run on tyres with less than 1mm of tread or when the rear shock’s worn out.
1993-96, 1180cc w/c DOHC four, 140hp 160mph 35mpg 520lb
Performance Triumph can’t take the faster Jap fours – in speed or handling – bit pointless. Super 3 both more exciting and expensive, if lighter and better handling. Handling goes a bit weird when run on tyres with less than 1mm of tread or when the rear shock’s worn out.
Triumph 1000
1992-93, 998cc w/c DOHC four, 110hp 150mph 35mpg 520lb
Modular four cylinder derivative of the triple available in Daytona form. Nothing much wrong with the early models, the few teething troubles were fixed under guarantee, but lacked the outlandish character of the triple. Some rather heavily thrashed ones out there as they didn’t inspire much love and care. Finish, calipers, steering head bearings and the gearbox are most likely to give trouble on high mileage examples.
1992-93, 998cc w/c DOHC four, 110hp 150mph 35mpg 520lb
Modular four cylinder derivative of the triple available in Daytona form. Nothing much wrong with the early models, the few teething troubles were fixed under guarantee, but lacked the outlandish character of the triple. Some rather heavily thrashed ones out there as they didn’t inspire much love and care. Finish, calipers, steering head bearings and the gearbox are most likely to give trouble on high mileage examples.
Triumph 1200 TROPHY
1992 on, 1180cc w/c DOHC four, 110hp 155mph 40mpg 520lb
Modular four cylinder derivative of the triple that in 1200 form has a bit more blood and guts than the defunct 1000. Not as soul stirring as the 900 and not that much faster on UK roads. The plastic cracks easily in minor slides. Not much point buying one instead of the 900 unless the price is right. New, more radical tourer version for 1996.
1992 on, 1180cc w/c DOHC four, 110hp 155mph 40mpg 520lb
Modular four cylinder derivative of the triple that in 1200 form has a bit more blood and guts than the defunct 1000. Not as soul stirring as the 900 and not that much faster on UK roads. The plastic cracks easily in minor slides. Not much point buying one instead of the 900 unless the price is right. New, more radical tourer version for 1996.
Velo Viper/Venom
1956-70 350/499cc OHV single 22/29hp, 80/90mph, 65/60mpg, 400lbs
Idiosyncratic thumpers with vintage chassis but performs better than most sixties rivals, handles well. The 350 has less vibes, a better balanced feel, but more 500’s on the market. 500 Thruxton popular with collectors but too brutal for serious road riding. MSS and MAC cooking singles which are still useful for mild riding. Spares expensive.
1956-70 350/499cc OHV single 22/29hp, 80/90mph, 65/60mpg, 400lbs
Idiosyncratic thumpers with vintage chassis but performs better than most sixties rivals, handles well. The 350 has less vibes, a better balanced feel, but more 500’s on the market. 500 Thruxton popular with collectors but too brutal for serious road riding. MSS and MAC cooking singles which are still useful for mild riding. Spares expensive.
Vincent 500 Comet
1948-54, 499cc OHV single 28hp, 90mph, 60mpg, 400lbs
Half a Vincent vee-twin with nasty Burman gearbox and many common chassis parts to the 1000. A rather weird old thing, but a bit smoother than you’d expect and some of the Vincent quality shines through. At least it doesn’t fall apart as you bounce up the road. Not really up to modern road speeds but tougher than the other 500 singles. Also earlier Meteor and racing Grey Flash versions.
1948-54, 499cc OHV single 28hp, 90mph, 60mpg, 400lbs
Half a Vincent vee-twin with nasty Burman gearbox and many common chassis parts to the 1000. A rather weird old thing, but a bit smoother than you’d expect and some of the Vincent quality shines through. At least it doesn’t fall apart as you bounce up the road. Not really up to modern road speeds but tougher than the other 500 singles. Also earlier Meteor and racing Grey Flash versions.
Vincent 1000
1946-56, 998cc OHV vee-twin 45/55hp, 110/125mph, 50mpg, 460lbs
Mighty postwar vee-twins ruled the road in the fifties. Idiosyncratic engineering makes them an acquired taste but advanced design for the era make them inspiring. Handling can be wicked on slightly worn Girdraulic forks and engine needs a skilled hand to keep it running. Rapide was most useful model, Black Shadow had more performance and less subtlety. Series D were plastic covered monstrosities that didn’t catch on. Prices for all models are way over the top.
1946-56, 998cc OHV vee-twin 45/55hp, 110/125mph, 50mpg, 460lbs
Mighty postwar vee-twins ruled the road in the fifties. Idiosyncratic engineering makes them an acquired taste but advanced design for the era make them inspiring. Handling can be wicked on slightly worn Girdraulic forks and engine needs a skilled hand to keep it running. Rapide was most useful model, Black Shadow had more performance and less subtlety. Series D were plastic covered monstrosities that didn’t catch on. Prices for all models are way over the top.