PS mixed issue sampler - last updated Jul18

26 28 PAGES OF WORKSHOP WISDOM 

Buy a a Yamaha Honda XJ900S MVX250 | Tools | ZX-12R tested future | Project classic hunter | Project | Five top hunting triples 

Repair a crankcase 

Allens: carb experts 

3D print new spares 

Thundercat refresh 

MORE SPORT 

LESS TOUR 

Ducati ST2 in fat to fit 

race rep makeover 

EVENT 

HORIZON 

Must-do races, shows, 

trackdays, and more 

Buy it. Restore it. it. Ride Ride it. it. 

YAMAHA RD350B 

Razor 

TR2 REPLICA 

Light 

GP attitude and a 

30 kilo diet transform mild RD 

into super-sharp LC-beater 

MARCH 2018 

£4.20 ISSUE 89 

14 FEB-13 MAR 

GENERATION GSX-R 

GREEN TO GOLD 

Rob Muzzy, Scott Russell and 

Kawasaki’s maiden WSB title 

Three ages of GSX-R750. Which is the true legend?

YOUR BIKES, YOUR WAY 

Tony Edwards, it’s fair 

to say, is obsessed with 

Harris Magnums. He’d 

never seen a Kettleengined 

Magnum 2, so he 

set about building one. 

Two years (and thirty four 

grand later) here it is 

Words: Mark Graham Pictures: Jason Critchell 

Tony has a thing about Harris 

Magnums. Has done since he was 

16. And it shows no sign of going 

away. This is his third Magnum, 

without a smidgeon of doubt his best to 

date, and one to stand among the very best 

of the genre. Plus, we think it’s the only one 

packing two-stroke power. 

These were, along with Moto Martins, the 

special frame of the ’80s, although the first 

Magnum appeared in 1973 when Seeley, 

Rickman and Dresda were still the big 

names in trick frames. The Magnum 2, 

introduced in 1982, then became the 

benchmark in bespoke tubing for big-inch 

engines. Geometry, bending and brazing 

was by Steve and Lester Harris, Anglo- 

German firm Target Design (of Katana fame) 

styled the bodywork. 

Perimeter-style in Reynolds 531 tubing, 

the engine became a stressed-member of 

the chassis and most big four-strokes of the 

time found their way into Magnum 2 

frames; Z1000s, Suzuki GSX11s, Honda 

Practical Sportsbikes 69


Unmistakably Magnum rear end, minimal 

Motogadget switchgear, magnesium engine 

covers, and below, a full house Kettle in the sort of 

chassis 96bhp deserves 

“I’M NOT NORMALLY THE BEST AT 

FINISHING THINGS, BUT I TOLD 

MYSELF I’D HAVE TO DO THIS ONE 

PROPERLY DOWN TO THE LAST NUT” 

TONY’S ADVICE 

1. Whether it’s the amount of 

time you think something will 

take, or the amount of money you 

think it will cost – double it. 

2. Trust specialists to get things 

right in their own time. Nobody 

appreciates being hassled when 

they’re in the middle of a job 

(whether it’s yours or someone 

else’s). It pays to be patient. 

3. If something doesn’t look right 

when it goes on, it’s not going 

to look any better later. All that 

happens is you’ll say to yourself 

‘I wish I’d changed that’. Change it 

or all that’ll happen is you’ll regret 

it later. 

CB900s and Laverda Jotas. No Kettles in a 

Magnum 2 – until now. 

“I love that ’80s endurance look,” says 

Tony. “They were the first proper specials I 

saw and such beautiful pieces of 

engineering.” Those first glimpses of 

Magnum 2s gave him a taste for specials 

building too. 

“My mate had a Suzuki RM250 

(motocrosser, although you’d have called it a 

scrambler back then) and he’d blown his 

motor. I had a DT175 engine lying around 

so we put that in it. It was all the wrong way 

around really, ideally you’d have put the RM 

engine in the DT, but it was a good learning 

process,” he says. “I wish I’d kept that bike. 

But then we all look back and say that about 

all sorts of things.” 

This Magnum Kettle is likely to be a 

keeper though. Two years in the making, 

Tony went flat out to make sure he got 

everything perfect. “I’m not normally the 

best at finishing things,” he admits. “But I 

told myself I’d have to do this one properly 

down to the last nut.” To all intents and 

purposes he’s got it all spot-on. But the 

uber-perfectionist inside him still can’t rest. 

“The radiator hose through the fairing is 

something I’d change,” he admits. “But I 

can’t think of another way of doing it.” By 

any standards, if that’s his biggest problem, 

this bike has got to be existing on a higher 

plane than most Magnums. 

Take the electrics, traditionally a problem 

area on many specials, or at least a part of 

the build that’s least appealing to the 

majority of builders. Not Tony though. He 

went the Motogadget route for switchgear 

and wired the whole lot in himself, routing 

the ’bar switch wiring internally through the 

clip-ons. And the wires are tightly clad in 

black braided nylon too. He couldn’t have 

done it more properly if he’d tried. 

Tony took his time and only finished it two 

months ago. “The engine alone took nine 

months,” he says. “I don’t believe in 

harrassing specialists. The people who do 

things properly do them at their own pace.” 

Worth the wait though. How about 96bhp 

and 72lb.ft of torque at the rear wheel. “It 

was putting out 102bhp but we decided to 

knock that back a bit on the ignition curve 

for the road.” 

The power unit is a 1972 GT750J engine 

worked over by BDK Race Engineering in 

Ashwellthorpe in rural Norfolk. And they 

truly went to town on it: O-ring head 

gaskets, downdraught carb inlets, lightened 

crank, meticulously matched porting job, 

RGV250 alternator, magnesium side covers, 

Zeeltronic programmable ignition, 

70 Practical Sportsbikes 



1 

2 

3 

4 

More out-and-out 

1 

’80s than a Duran 

Duran weekender and no 

worse for that. Shell paint 

job is straight out of a 

1982 Harris brochure. 

Those big 38mm 

2 

Mikunis on that tricky 

20-degree downdraught 

angle. CZ490 inlets cured a 

persistent float bowl 

flooding problem. It’s all 

quite a tight fit too. 

Koso clocks keep the 

3 

cockpit commendably 

old school, and a Harris just 

would not be a Harris 

without the compulsory 

masterylinder sweatband. 

Swarbrick spannies 

4 

are a sinuous fit in 

and around the tubework 

and footpegs. Thermakote 

finish is classy and so far 

heatproof. 

SPECIFICATION 

GT750 HARRIS 

MAGNUM 

KETTLE 

ENGINE 

1972 Suzuki GT750J 

750cc, inline 

two-stroke triple, 

Mikuni VM38 carbs 

on 20-degree 

downdraught, Ramair 

filters, lightened 

crankshaft, 

match-ported barrels, 

O-ring head gaskets, 

RGV250 alternator, 

ZX-6R radiator, 

Swarbrick TR750 

chambers, Zeeltronic 

programmable 

ignition. 

CHASSIS 

Modified 1983 Harris 

Magnum 2, NWS 

swingarm, 

magnesium 

three-spoke Dymags 

with Spondon quick 

release system, 

Öhlins rear shock, 

Öhlins rwu forks, 

Aprilia Mille R front 

discs, Pretech 

4-piston calipers, 

Magnum 2 rearset 

carriers with Tarozzi 

’pegs and levers, 

original Harris 

bodywork with Cibié 

headlights, RG500 

replica front 

mudguard, Honda 

MT-05 rear light. 

Swarbrick TR750 spec expansion chambers 

– it makes power because it’s been breathed 

on – properly. 

“The 38mm Mikunis are on a 20-degree 

downdraught,” says Tony. “The engine has 

been angled down in the frame slightly too, 

but the carbs kept flooding no matter what 

we did to the float heights.” The solution? “I 

found some angled inlet rubbers for a 

CZ490 motocrosser on eBay. The poor bloke 

couldn’t work out why I wanted three of 

them. But they were sent from Czecho and 

did the trick.” 

The radiator was originally a GSX-R750 

K1 item but it fractured on its solid 

mountings during dyno testing and the only 

replacement to hand was a ZX-6 item that 

fitted like it was made for the job. “It went 

straight on and now it runs without a 

thermostat with the electric fan set to chime 

in at 95-degrees.” 

The chassis, with an original NWS ally 

swingarm, was treated to exactly the same 

level of attention as the engine. “The 

headstock’s original, but the front tubes and 

engine mounts are all new,” says Tony. “Mal 

at Metal Malarkey (nr Bishop’s Castle, 

Shropshire) did a great job. You’d simply 

never know. Most of the frame work was to 

get the front mounting points absolutely 

right. He welded up the Swarbricks too, just 

to make sure they fitted perfectly.” 

Swarbricks come in kit form, cones and 

tapers all cut and rolled from mild steel 

ready to be tacked together for fit and then 

finish-welded when it all falls into place. This 

way there’s no bodging brackets and dinging 

dents to make it all work. The neatness is 

palpable, especially in the ceramic-like 

Thermakote finish. 

Finish is, of course, everything on a special, 

and Tony has gone very deep into the ’80s 

vibe with a 1984 Shell Oils style paint job 

on a red frame (from a Harris brochure no 

less) that fairly screams ’ARRIS MAGNUM! 

Which is entirely understandable. “I saw that 

paint job when I was 18,” says Tony. “And 

not having the money then meant I just had 

to do it now.” 

The three-spoke Dymags are off a V&M 

race bike and came cheap because they’re 

five pin cush-drive items, not the more usual 

six. “It didn’t matter to me because we were 

making a new cush-drive set-up anyway.” 

Just like Tony and Mal made the myriad 

spacers and mounting plates for the rearsets, 

and the Aprilia Mille R brake discs and 

Pretech calipers. 

It really is a Special Brew a Magnum, 

always were and always will be because 

there are so many variables involved in a 

“I FOUND SOME ANGLED INLET 

RUBBERS FOR A CZ490 

MOTOCROSSER ON EBAY AND 

THEY DID THE TRICK” 

build that’s purely a frame (in this case 

originally purposed for a GSX1100) glass 

fibre body parts – and the rest is entirely up 

to the builder. Which means it’s more than 

possible to take a wrong turn. 

“The bike came with upside-down Öhlins 

forks and I thought they’d be fine, but once 

the Kettle engine went in they just didn’t 

look right at all,” says Tony. “You’d think 

anyone would be mad to swap them, but I 

just bit the bullet and bought a pair of 

conventional Öhlins. 

“Then there are the magnesium engine 

covers which shave a very welcome three 

inches off what is a wide engine. The 

alternator cover is carbon fibre and I’d 

rather have it plain magnesium because the 

carbon is not really of the period, but I’ve 

got to draw a line at having one CNC’d. 

Along with that hose through the fairing it’s 

another bugbear.” 

So, two perceived problem areas on a bike 

that are ‘only’ cosmetic is not a bad result. 

When the whole thing gels so well to a 

casual onlooker, it’s only Tony who’s ever 

going to be mildly unsettled by what he sees 

as flaws. Will he get around to fixing them? 

Not while he’s working on a turbo-charged 

Aprilia 125 that’s already making 28bhp 

without a blower. “I’m hoping to get more 

than 40bhp. There’s a bloke in Sweden 

who’s got 54bhp at the crank from a turbo 

TZR125, so it’s possible,” he says. 

And when he’s not attempting to squeeze 

impossible power from 125s he’ll be 

tear-arsing around on his Bandit-engined 

Magnum 4, or enjoying the local lanes on 

his Husky 310. 

Tony is 53 and runs his own air-con service 

company. He freely admits he’s spent 

£34,000 on this Magnum Kettle. “The 

missus knows I’ve spent more than 30 grand 

on it. The engine alone was 10 grand.” 

Where some people are oddly guarded 

about how much they spend, Tony is the 

polar opposite and is quite happy to confess 

just how much he’s into this one-off 

Magnum stroker for. 

You can see how utterly stiff the Harris tubework is with the engine as a stressed 

member – few headstocks are as strong and unyielding as this 

Money is a means to enjoy the good things 

in life; Magnum to Tony means Harris, not 

champagne. “I couldn’t even get a 

Desmosedici for what I’ve spent on this,” he 

says putting the vast expense into some sort 

of perspective. Not that he’d want one. Not 

when there are other Harris Magnum builds 

waiting to be dreamed and schemed and 

brought to life. 

72 Practical Sportsbikes Practical Sportsbikes 73

HONDA CBR250 

Capacity: 249cc 

Power: 45bhp 

Top speed: 115mph 

Weight: 143kg 

“An engine spinning up 

to 18,500rpm qualifies 

it as ‘exquisite’ and, if 

you must, ‘jewel-like’ ” 

HONDA 

CBR250 

One of the true grey import gems of the late- 

’80s, the rev-ravenous junior CBR is still a 

thing of great wonder to behold (and ride) 

Words: Alan Seeley Pictures: Bauer archive 

Honda can’t do small 

without such adjectives 

as ‘exquisite’ and ‘jewellike’ 

being immediately 

applied in description of their 

creations. However in the case 

of the 1986 CBR250R and its 

direct descendents they are totally 

apposite. No wonder it became one 

of the most prized grey imports. 

A double overhead cam – cams 

driven by gear – 16-valve inline 

four engine, each of those pistons 

just 48.5mm in diameter, capable of 

spinning up to a claimed 18,500rpm 

probably does qualify as ‘exquisite’ 

and indeed, if you must, ‘jewel-like’. 

The CBR250 is wholly typical of 

just the kind of thing Honda used 

to do brilliantly. The model in the 

current Honda range that now 

carries the name, an Indonesianbuilt 

parallel twin clad in geometric 

plastic, shows just how far they 

haven’t come. 

When the CBR250 appeared – the 

proper one that is – the 250 class 

was one of the most competitive 

in Honda’s domestic market. The 

quarter-litre race classes were 

among the most-hotly contested 

and a focus for development by 

all of the Japanese manufacturers. 

The 250 sector was vital for sales 

too, these bikes were exempt from 

Japan’s exacting bi-annual Shaken 

test; an expensive and onerous 

MoT-type inspection. 

So with that exquisite and, erm, 

jewel-like engine installed in an 

aluminium twin-spar frame which 

was augmented with a swooping 

Gull-arm rear swinger for the 1990- 

on CBR250RR, the recipe could 

only be a good one. 

The first model, the 1986 CBR250 

Four MC14 featured a half-fairing 

and a drum brake in the cast rear 

wheel. However with the arrival 

of the CBR250RH MC17 a year 

later, the quarter-litre inline-four 

suddenly looked a lot more sporty 

featuring a full-fairing and a disc 

rear brake replacing the drum. The 

‘Hurricane’ legend across the fairing 

promised a bit of poke too. 

However it was the MC22 

CBR250RR of 1990 that really gave 

the CBR its best sportsbike lines. 

So it was a shame that Japanese 

domestic legislation dictated a drop 

in power from 45bhp to 40 for ’94. 

The last of the line were built 

in 1996 although a few were 

registered after that. Honda 

continued to recognise the genius 

of the gear-driven cam 250 four 

engine, and it was still offered in the 

CB250 Hornet as late as 2007. 

For now, they’re not that easy to 

come by here. If you can find a fullpower 

MC22, hold onto it. 

WHAT TO LOOK FOR 

1 Engine 

Exquiste and jewel-like (as we 

may have mentioned). Does 

best if oil is changed every 

3000 miles. Can rattle like 

a bag of cheap spanners if 

owners switch to full synth. 

2 Exhaust 

Clunky one-piece exhaust 

systems on all models prior to 

the MC22 mean that if part 

of it rots out, the whole thing 

is scrap. MC22 fares slightly 

better as at least the end-can 

is separate. MC17 pipes 

were stainless, albeit it cheap 

stainless. 

3 Reg/rec 

Known weak point, or more 

accurately, the connectors 

and wiring tend to be the main 

issue leading to premature 

failure of the reg/rec unit. 

Clean and check earths. 

4 Brakes 

Sliding calipers need to be 

cack-free and lubed if to do 

what they’re designed to do. 

5 Shock 

Soft originals no longer 

available but decent 

aftermarket units are. 

6 Bodywork 

Original panels hard to find so 

check condition carefully. 

7 Carbs 

Small carbs means small jets 

which also means that blocked 

jets aren’t uncommon. At least 

they’re easy to access. 

8 Derestriction 

No easy business as the 1994- 

on bikes were restricted in the 

cylinder head, head gasket and 

CDI unit. Buy an earlier one 

or buy another bike if you’re 

bothered by the loss of 5bhp. 

2 3 5 6 1 7 

8 4 



HOW MUCH? 

Mint £3700-£5000 

Clean £2000-£3000 

Tatty £1400-£1900 

Hound Up to £1300 

You can do this all day on 

something so effortless 

and eager to corner 

Parts prices 

HONDA CBR250 

Oil filter £6.90 

Air filter £29.39 

Spark plugs (NGK CR9EH9, 4 required) £6.94ea 

Head gasket £28.25 

Front brake pads (per caliper) £29.35 

Rear brake pads £29.00 

Fork seals £15.00 

Head bearings (top) £14.50 

Head bearing (bottom) £21.00 

Clutch plates 

Steel £8.41 eaa 

Mirror (left side) £45.00 

Indicators 

NLA 

Specification 

1990 CBR250RR MC22 

Clutch lever 

£12.25 pattern 

Front brake lever (gen) £26.50 (patt) £12.25 

Shock (Hagon) £299.50 

I bought one… 

Simon McGlue 

Dublin 

“They can suffer 

from the usual 

Honda charging 

problems. 

Oil must be 

changed 

regularly for the sake of the 

gear cam drive. A good many 

were wrecked. The noise is like a 

turbine. I’ve had two – 115mph in 

a chassis similar to an NSR250 

but a screamer of an engine, none 

of that parallel twin nonsense. I’d 

buy a new one in the morning if it 

had HISS.” 

Jason Staunton 

Liverpool 

Petite yet purposeful. 

Little CBR looks great 

on the road 

“I’ve owned 

three MC22s 

and only sold 

the last one this 

summer. Wish 

I hadn’t as they 

are a seriously fun bike in the 

correct hands. I’ve been looking 

for another MC22 all over the UK 

and Ireland since. I’ve owned three 

and had zero mechanical issues. 

Although a friend’s threw a bigend 

out the side of the cases after 

a very hard run.” 

ENGINE 

Type 

Capacity 

Bore x stroke 

Carburation 

Clutch/gearbox 

liquid-cooled, dohc, 16v, inline-four 

249cc 

48.5 x 33.8mm 

4 x Keihin 29mm 

wet, multiplate/6-speed 

CHASSIS 

Frame 

aluminium twin-spar 

Front suspension 

37mm rwu telescopic forks 

Rear suspension 

monoshock (adj preload) 

Front brake 2 x 275mm discs, 4-piston calipers 

Rear brake 1 x 220mm disc, single-piston caliper 

Tyres front, rear 

110/70-R17, 140/60-R17 

DIMENSIONS 

Dry weight 

Wheelbase 

Fuel capacity 

PERFORMANCE 

Power 

Torque 

Top speed 

143kg (315lb) 

1345mm (53in) 

13 litres (2.86 gallons) 

45bhp@14,500rpm 

17.3lb.ft@11,500rpm 

115mph (est) 

Exhaust headers 

Top cowl 

Silencer 

NLA 

NLA 

NLA 

All genuine Honda items from David Silver Spares 

(01728 833020, davidsilverspares.co.uk) 

except where indicated 

The two largest lumps of CBR: 

strong frame and a rev-mad 

engine packed with the tiniest 

components imaginable 

Peter Eaton 

Nuneaton, Warks 

“I’ve restored 

two CBR250s. 

My dad’s got 

one and I have 

the other. Dad 

is 72 but rides 

his like he’s 17. Lunatic. But he’s 

enjoying life and his CBR is a big 

part of that.” 

See how it all fits together? If you ever get stuck on 

a CBR250RR resto, just remember this picture 

Bolt-on/off rear 

subframe always a 

bonus if you like a 

crash or two 

TIMELINE 

1986 MC14 1987 MC17 1988 MC19 1989 MC22 

Colours: white/black/blue, black/ 

red/white, blue/blue/white. Onepiece 

exhaust system. FG-YA model 

(frame number range beginning 

MC14-1000060). 

Colours: black/gunmetal, blue/red/ 

white, white/red/black 

New colours. Hurricane graphic on 

fairing. Fully faired. Rear disc brake. 

Rear hugger. Stainless headers. 

Colours: black/gunmetal, blue/ 

red/white, blue/blue/white. 

Revised frame. New fairing. Twin 

headlights. Black headers, single 

front disc and silver-sleeved can. 

Colours: black/gunmetal, red/ 

white/blue, blue/blue/white 

Revised end can. Air intakes on 

fairing. Louvred seat unit. Sevenspoke 

cast wheels, twin front discs. 



HONDA CBR250 

Some we found earlier... 

£3995 

s 1989 Honda CBR250RK MC19 

Listed by the vendor as a 1996 model, this bike’s 

features (including its G-reg plate) would point to 

it being a 1989 MC19. It’s pretty clean and there’s 

just 22,000 miles been covered. Nikko Racing 

aftermarket exhaust. 

£800 

Oil change 

WORKSHOP RATINGS 

20 mins 

You’ll be in and out fairly quick on the halffaired 

MC14, allow a little longer to get 

the fairing lowers of the others. Use a good 

semi-synth oil. 

Spark plug change 

40 mins 

Not so bad once you’re in there. Give the plug 

recesses a blast out with compressed air 

before removing the plugs. 

Top end rebuild 

2 Days 

Only complicated by lots of small parts on 

the 16v head. Valve adjustment is by shim 

under bucket – so it’s cams out. 

Engine rebuild 

3 Days 

Gear-driven cams throw a few more cogs 

and bearings into the mix but there’s nothing 

too daunting here. Clutch-holding tool and 

flywheel puller will prove beneficial. 

Fork oil change 

3 Hours 

Legs out and disassemble for a proper drain 

and clean, if you please. 

Brake pads 

20 Minutes 

Clean calipers, especially the sliding pins and 

pistons at pad-change time. MC14 has a rear 

drum which takes a little longer to change the 

shoes on. 

s 1987 Honda CBR250R MC17 

Recently sold in a classified ad on eBay. 

Imported to the UK back in 1997. Needs some 

tidying and sometimes runs on three. 

Will want tyres and an MoT. How much do you 

want for £800? 

Carb strip/clean 

4 Hours 

Easy to access and to remove and refit. 

Simple to work on and Mikuni spares are 

easily available. Balance to avoid vibes. 

The four 29mm Mikunis are easy to remove and 

refit, and all spares are readily avaialble 

Some of the best 

things in life come in 

small packages. And 

the wee CBR is no 

exception to the rule 

CBR250s are getting 

harder to come by 

these days. And prices 

are reflecting that. 

Occasional dealer sales 

for good ones are now 

nudging five grand plus 

We have frame start numbers for each 

model only. Engine numbers don’t 

match in any case. 

1987 

Honda CBR250R (CBR250RH) MC17 

Frame: MC17-1000006~1025449 

Engine: MC14E-1020009~1045497 

1988 

Honda CBR250R (CBR250RJ) MC19 

Frame: MC19-1000007~1023630 

Engine: MC14E-1050010~1073660 

1990 

Honda CBR250RR-L MC22 

Frame: MC22-1000001~1020576 

Engine: MC14E-1140001~1160594 

1992 

Honda CBR250RR-N MC22 

Frame: MC22-1050001~1056770 

Engine: MC14E-1250001~1256772 


1986 

Honda CBR250FOUR (CBR250FG) MC14 

Frame: MC14-1000014~1015767 

Engine: MC14E-1000029~1015873 

1989 

Honda CBR250R (CBR250RK) MC19 

Frame: MC19-1050006~1067954 

Engine: MC14E-1100006~1117975 

1994 

Honda CBR250RR-R MC22 

Frame: MC22-1100001~ 

Engine: MC14E-1400001~

Oddball bikes 

Words: Jim Moore | Pictures: Bauer archive 

Looking for something less conventional? 

Fancy riding something left-field? PS brings 

you our pick of the weird, wild, wonderful, 

often good value, and downright bizarre... 

When Wankel engines 

looked like the future 


Oddball bikes 

Aimed squarely 

at the USA, 

yet still wilfully 

weird 

Yamaha FZX750 

1986-1988 749cc liquid-cooled, dohc, 

20v inline-four, 94bhp, 204kg 

What is it? Factory hot-rod powered by Yam’s 

epic 20-valve inline-four; if the V-Max and FZ750 

got it together, this would be the result. 

Why so odd? Like corn-dogs, waxy chocolate and 

reimagined historical events, the FZX Fazer was 

aimed squarely at the American market. Lazy 

raked-out steering, nitrogen sealed-cell twin 

shocks, awkward blocky styling, and bizarre 

16/15-inch wheels were never going to have 

Europeans reaching for their wallets. 

Why you want one: The FZ-derived motor is 

an absolute peach. Flexible, powerful and 

willing to launch a tidal wave of torque in any 

gear and any revs, it suits the FZX’s street rod 

intentions to a tee. Launch this thing away 

from the lights and little else will keep up. Just 

don’t expect to whip around the fast 

approaching corner with any ease. 

Values: £500-£2500 

Harley-Davidson VR1000 

1994-1995 996cc liquid-cooled, dohc, 8v 

60-degree V-twin, 135bhp, 176kg 

What is it? All-American superbike, ultimately 

doomed by a lack of on-track success and a horrific 

price tag. 

Why so odd? It looks like nothing else, and its 

development story saw all sorts of left-field ideas 

(many from Erik Buell when he was involved, like a 

fuel-in-frame design that was eventually dropped). 

It’s very un-Harley, too – whether that’s good or 

bad is up for debate – having had everyone from 

Harris to Cosworth involved in the build process . 

Why you want one: Underneath it all, however, is a 

sweet-handling superbike that’s refreshingly and 

deliberately unlike its European or Japanese rivals. 

But only 55 were built for homologation purposes 

and at $49,000 new (later reduced to $34,000), 

finding one could be a life-long search. And when 

you do, it ain’t gonna be cheap or anywhere near as 

good as a Ducati. 

Values: £30,000-plus 

Ducati Paso 

1986-1992 749cc a/c, (904cc l/c) sohc, 2v 

90-degree L-twin , 72bhp (90),195kg (205kg) 

What is it? An Italian sports tourer; the result, we 

suspect, of an extremely boozy lunch. 

Why so odd? There was never going to be a time 

the world would be truly ready for the Fabio 

Taglioni designed Paso. It looks as deliberately 

bonkers today as it ever did, and that is a large 

part of its distinctive charm. 

Why you want one: Go for the later 907ie and 

you’ll have a comfortable, capable, if slightly 

daft-looking, continent crusher with an undeniably 

Latin flavour. If you’re going to buy Italian, you may 

as well jump in with both feet, right? 

Values: £2500-£4000 

“IF YOU’RE 

GOING TO BUY 

ITALIAN, YOU 

MAY AS WELL 

JUMP IN WITH 

BOTH FEET, 

RIGHT?” 

Named after the great 

Italian rider Renzo 

Pasolini. Not sure he’d 

have been too happy 

about that 

Blame Bimota 

and theirTesi 

for efforts 

like this 

Yamaha GTS1000 

1993-1994 1002cc liquid-cooled, dohc, 

20v inline-four, 102bhp, 246kg 

What is it? Tech-packed sports tourer that was 

just too far ahead of the curve to be a success 

back in the 1990s. A pig to work on, too. 

Why so odd? There hasn’t been a satisfactory 

upgrade on the humble telescopic fork as yet. 

Many have tried, but none have proven 

significantly better to consign the tele to the 

dustbin of history. Yam had previously shown 

us the Morpho 400 concept bike, but the 

production version – the GTS1000 – wasn’t 

any better than, say, a CBR1000, despite 

all its tech. 

Why you want one: It’s unlikely any 

manufacturer will build a bike like the GTS 

again. It represents a moment in history, albeit 

an unsuccessful one. Even so, the GTS isn’t a 

bad bike, and as a comfortable tourer it excels. 

Having an EXUP motor doesn’t hinder it either. 

Values: £1500-£3000 

Yamaha Zeal 250 


inline-four, 40bhp, 145kg 

What is it? Short-lived Japanese market street 

four with a strange mix of old and new tech. 

Why so odd? Any bike styled to mimic a swimming 

dolphin, as the Zeal apparently was (we can’t see it 

either), is by definition a bit odd. Despite an 

FZR250 derived engine with a 14,500rpm rev 

ceiling, the Zeal is softer than a marshmallow on a 

bed of feathers. Even in Japan’s monstrously 

gluttonous home market of the early 1990s the 

Zeal only managed two years in the range before 

being given the flick. 

Why you want one: If rarity value presses your 

buttons you may well covet this strange Yamaha, 

but if that’s the case hang out for a Honda Hornet 

250 instead. It’s a better bike in every respect. 

Values: £800-£2500 

Honda VF750S 


90-degree V4, 82bhp, 225kg 

What is it? A whole lot of trouble, and the worst 

possible showcase for Honda’s then new V4 layout. 

Why so odd? Honda’s V4 tech was always 

supposed to be the springboard for a new range of 

sports and race bikes, so the firm’s decision to 

Nice leathers, not so 

sure about the lid, dead 

certain about the bike 

though – shocking 

launch its first road going V4 in the 

semi-cruiser 750S was odd to say the least. 

It proved horribly unreliable and even a step 

too far for the Americans. A disaster in every 

respect. It almost sank the whole project. 

Why you want one: Trust us, you really don’t. 

Ever. An early VF750F with its factory recall 

mods, now that’s a different proposition 

entirely. 

Values: £700-£1800 

Kawasaki Xanthus ZR400 



What is it? Barking, that’s what. No manufacturer 

has built anything like the Xanthus (Achilles’ horse 

in Greek mythology) before or since – a shame. 

Why so odd? Back in ’92 with its twin-stacked 

silencers and multi-sectioned aluminium frame the 

Xanthus screamed modernity in a way that made 

even cutting edge sportsbikes of the time look 

ordinary. Almost a quarter of a century later the 

Xanthus still packs a mighty visual punch. 

Why you want one: ZXR400 motor in a bonkers 

chassis, stripped back and naked for all the world to 

see. Being a home market model, and only here as a 

grey import, this 400 Kwak is a rare find too, so it’ll 

always pull a crowd. The stock cans are a must. 

Values: £1500-£3000 



Oddball bikes 

Gilera CX125 

1991-1992 124cc liquid-cooled, reed valve, 

two-stroke single, 30bhp, 125kg 

What is it? The maddest production 125, or 

indeed two-stroke, ever built. 

Why so odd? Single-sided swingarms front and 

rear, near solid wheels, all enclosed bodywork and a 

look only matched by the off-the-wall Elf racers, 

the CX looked like it had dropped from another 

galaxy, never mind planet, when Italian marque 

Gilera unveiled it in the early 1990s. Sadly its 

oddness worked against it – Italian kids viewed the 

CX as kudos-shrivelling, so sales slumped. 

Why you want one: The CX’s lack of sales success 

mean it’s a true rarity today. There is nothing else 

like it, of any capacity, and it’s become a cult classic 

in recent years. Values are soaring, too. They remain 

resolutely a love/hate machine, however. We love 

them. 

Values: £2000-£3500 

The Italian market 

failed to embrace this 

CX – so it bombed 

Norton Rotary Classic 

1987 588cc air-cooled, twin chamber rotary, 

79bhp, 227kg 

“ODDEST OF ALL, IT FORMED THE BASIS 

FOR BRIAN CRIGHTON’S HUGELY 

SUCCESSFUL RACERS” 

What is it? A better attempt at the rotary theme 

than Suzuki’s RE5, but still odd in almost every 

respect. 

Why so odd? The wankel engine had no connection 

to the earlier Norton name, but it kept the brand 

alive for a further decade or so. Oddest of all, this 

utilitarian roadster (check out the almost Eastern 

Bloc styling) formed the basis for Brain Crighton’s 

hugely successful Norton rotary racers. 

Why you want one: Like the RE5, this is a bike with 

a massively enthusiastic cult following and those 

who run them, love them. Although thirsty, a rotary 

motor has a charm all of its own. Pricey though. 

Values: £6000-£10,000 

They spent some money on this photo shoot 

(money they could have spent on the styling) 

Suzuki RE5 

1974-1976 498cc liquid-cooled single chamber 

rotary, 62bhp, 230kg 

Suzuki VX800 

1990-1996 805cc liquid-cooled, sohc, 4v, 

45-degree V-twin, 61bhp, 213kg 

What is it? It’s doubtful even the VX800 knows 

what it is – a cruiser? Street bike? Who knows? 

Why so odd? Fitting a cruiser lump into a street 

bike(ish) package with lazy steering and shaft-drive 

isn’t a great recipe. But the VX was part of Suzuki’s 

range for six years – in the UK. 

Why you want one: If you want to, ahem... cruise, 

without all the baggage of bandanas and tassled 

chaps the VX makes a lot of sense in its mixed up, 

muddled up fashion. 

Values: £1400-£2000 

Kawasaki Eliminator 

1985-’86 (900) 1987-’88 (1000) 908/997cc 

l/c, dohc, 16v four, 105/110bhp, 238/244kg 

What is it? A Mad Max machine made production. 

An attitude packed street rod with the heart of a 

GPZ900R and later 1000RX. 

Why so odd? The Japanese didn’t make many hot 

rod genre bikes – Yamaha’s V-Max filled that gap 

almost all on its own – but Kawasaki’s offering, 

the Z900 Eliminator (and latterly 1000), made 

brutal, almost uncomfortably ugly styling a 

staple of the class, and all the better for it. 

Why you want one: The Eliminator may not go 

around corners with anything like the finesses 

of its engine donor, but for rolling burn-outs and 

lightning fast starts this Kwak is very much the 

guvnor. Good value too. 

Values: £1200-£2500 

What is it? The result of Suzuki’s dalliance with a 

technical cul-de-sac that was rapidly killed off by 

the sharp rise in the cost of fuel and the fact the 

firm’s other less complicated offerings were better 

in every respect. 

Why so odd? Neither a two-stroke nor four-stroke 

but delivering elements of both, the wankel motor 

can produce massive performance, especially in a 

light bike. But the RE5 was big, heavy (a gargantuan 

230kg dry), thirsty and no match for Suzuki’s more 

conventional GS750. 

Why you want one: Like a factory turbo, own one 

for the sheer hell of it. Those who own RE5s, love 

them. Plus there will never be another Japanese 

rotary. 

Values: £5000-£12,000 

Suzuki GSX400X 



What is it? Proto streetfighter with angular styling; 

like a second-generation Katana. 

Why so odd? It was a proper one-off, spawning no 

updates or secondary models, despite its base 

being boringly conventional – GSX-R400 motor, 

parts bin wheels, forks, etc. Being a Japan only 

model, the 400X was up against the then manic 

interest in pure sportsbikes, and the appeal for its 

stripped back style fell between the cracks. 

Why you want one: It’s an interesting oddity and 

very of its time. Great if you fancy a GSX-R400 

without the focussed race rep look. A Honda CB-1 

or a Kawasaki Xanthus would be a better bet. 

Values: £700-£1500 

When Health & Safety meant 

not having that fifteenth pint 

Styling appeals, price too. 

What’s not to like? 

72 Practical Sportsbikes Practical Sportsbikes 73

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PS mixed issue sampler - last updated Jul18

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