Classic Yamaha Motorcycles YDS3C, XS-1, RD350, RD400, XT500, XS750

Yamaha Motorcycles

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Yamaha were a musical instrument manufacturer that had been founded in 1887 but diversified into motor cycle manufacture in 1955. Their first machine, the YA1 was a 125cc two-stroke based closely on the pre-war DKW RT125. It was soon followed by 175 and 250cc models. It was soon followed by 175 and 250cc models. By 1960, Yamaha were exporting to the US and developing specialized racing bikes. By the end of the 1960s, five World Championships had been won by riders using Yamaha machines. This guide celebrates six classic Yamaha models.

Yamaha XS750

Produced: 1977-80

No. Cylinders: 3 

Bore x Stroke: 68 x 68.6mm 

Capacity:  747cc

Comp ratio:  9.2:1

Power Output:  68bhp @7,500rpm

Gearbox: 5-speed

Suspension: Front  teles

                     Rear  s/a

Brakes: Front  2 x 267 disc

               Rear    267 disc

Tyres: Front 3.25 x 19in

            Rear  4.00 x 18in

Wheelbase:  1,470mm (57.75in)

Weight: 238kg (525lb)

Top Speed: (approx) 120mph (193kph)

Yamaha XT500

Produced:  1976-89

No. Cylinders:  1

Bore x Stroke:  87 x 84mm 

Capacity:  499cc

Comp ratio:  9.0:1

Power Output:  28.2bhp @5,400rpm 

Gearbox:  5-speed

Suspension: Front  teles

                     Rear   s/a

Brakes: Front  180 drum 

               Rear   180 drum  

Tyres: Front  3.00 x 21in

            Rear  4.00 x 18in 

Wheelbase:  1,415mm (55.75in) 

Weight:  137kg (303lb)

Top Speed:  n/a

Yamaha RD400

Produced: 1976-79

No. Cylinders:  2

Bore x Stroke:  64 x 62mm 

Capacity:  398cc

Comp ratio:  6.2:1

Power Output:  40bhp @7,500rpm 

Gearbox:  6-speed

Suspension: Front  teles

                     Rear  s/a

Brakes: Front  260 disc 

               Rear   180 drum 

Tyres: Front  3.00 x 18in

            Rear    3.50 x 18in

Wheelbase:  1,320mm (52in) 

Weight:  156kg (345lb)

Top Speed: (approx) 105mph (169kph)

Yamaha RD350

Produced:  1973-76

No. Cylinders:  2

Bore x Stroke:  64 x 54mm 

Capacity:  347cc

Comp ratio:  6.6:1

Power Output:  39bhp @7,500rpm 

Gearbox:  6-speed

Suspension: Front  teles

                     Rear    s/a

Brakes: Front   300 disc

               Rear    180 drum 

Tyres: Front  3.00 x 18in

            Rear    3.50 x 18in

Wheelbase:  1,320mm (52in) 

Weight:  154kg (340lb)

Top Speed: (approx) 105mph (169kph)

Yamaha XS-1

Produced:  1969-72

No. Cylinders:  2

Bore x Stroke:  75 x 74mm 

Capacity:  653cc

Comp ratio:  8.7:1

Power Output:  53bhp

Gearbox:  5-speed

Suspension: Front  teles

                     Rear   s/a

Brakes: Front  192 drum 

               Rear   180 drum 

Tyres: Front  3.50 x 19in

            Rear    4.00 x 18in

Wheelbase:  1,410mm (55.5in) 

Weight:  199kg (439lb)

Top Speed: (approx) 105mph (169kph)

Yamaha YDS3C

Produced:  1964-67

No. Cylinders:   2

Bore x Stroke:   56 x 50mm

Capacity:  246cc

Comp ratio: 7.5:1 

Power Output:  24bhp @7,500rpm 

Gearbox:  5-speed

Suspension: Front  teles

                     Rear    s/a

Brakes: Front  180 drum 

               Rear    180 drum 

Tyres: Front  3.00 x 18in

            Rear    3.00 x 18in

Wheelbase:   1,320mm (52in)

Weight:  159kg (350lb)

Top Speed: (approx) 85mph (137kph)

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Classic US Cars: Pontiac GTO 1973 1974

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Pontiac GTO 1973

For many GTO fans, it was a travesty to call the final two versions, ‘73 and ‘74 models, GTOs. They certainly didn’t deserve the performance name that had become a legend in the 1960s, but changing times meant that performance was becoming a bad word. Available in Coupe and Sport Coupe form, engines were 400- 455-cid. The downgraded 455 now produced only 250-horsepower.

Pontiac GTO 1974

The final GTO didn’t really look much like a Goat, and that was due to the fact that it was an option of the Ventura model. This X-body-based Goat could not hide its economy car origins. Fitted with a 350-ci, 200-horsepower engine, performance was lacklustre, posting high-15-second to low-16-second quarter-mile times in published road tests. When the final ‘74 rolled off the production line it marked the completion of one of the most successful runs of a special-edition performance model, with a total of 514,793 cars produced.

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Vincent Motorcycles Black Knight, Black Shadow, Comet, Grey Flash

Vincent Motorcycles

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The Vincent-HRD Company Limited was based on the Old North Road in Stevenage, Herfordshire. Started by Philip Conrad Vincent, their superb machines became the superstars of the British post-war scene and for many, represent the pinnacle of the British industry’s achievement. This guide details six Vincents from the post-war period, a time when the company’s vee-twins were quite simply in a class of their own in terms of speed, strength and stability.

Vincent Rapide

The 1950 Rapide motorbike is unique in that it is the last machine to carry the Vincent HRD tank transfer, making it a series B model. It is fitted with the light-alloy bladed Girdraulic front forkwhich was introduced in 1950 when the initials HRD were dropped. All subsequent Rapides, Black Shadows, Lightnings, Knights and Princes bore only the name “Vincent”. All these machines had 998cc engines, four speeds, dual carburettors and two brakes on each axle. The price of the Rapide in 1949 was £323 17s. It weighed approximately 460lbs, could top 110mph and had a consumption figure of around 65mpg.

Vincent Black Lightning

The Black Lightning was highly modified version of the Shadow built for racing. Its engine was tuned with TT carburettors and straight-through exhaust pipes. It had a rev-counter, but no kickstart, lighting eqipment or stands. Both wheels had alloy rims and magnesium alloy brake backplates, while the tyre sizes were 3.00 x 21 in. front and 3.5 x 20in rear. There were short alloy mudguards and a racing seat, which used the standard mountings. Only 27 are believed to have been made.

Vincent Grey Flash

Based generally on the Comet model, the Vincent Grey Flash racer was built to Black Lightning standards. It employed a specially enlarged and steamlined cylinder head with polished ports. Triple valve springs were used with lightened and polished rockers and cam followers and a special camshaft was also fitted. The series C Grey Flash could also be supplied as a fast touring model with lights, horn etc or the same completely equipped touring model with extra bits and pieces necessary for converting the model to racing tim.

Vincent Comet

Named after the model originally introduced at Olympia in 1934, the single-cylinder Comet was destined forever to be the poor relation of the Vincent big-twins. Virtually half of the vee-twin, with engine inclined, the Comet was assembled to Black Shadow tune, with a softer model called the Meteor also available. Despite pleasing performance and near vibratin-free running, the Comet was not a big seller. By comparision to the good-looking vee-twin, the machine looked unbalanced and potential buyers turned away to conventional singles from the bigger factories.

Vincent Black Shadow

As an ultra-high performance mount for the connoisseur, the hand built Vincent Black Shadow was the post-war equivalent of the Brough Superior. Its 998cc vee-twin produced an incredible mixture of high speed and docility made possible by a compression ratio of only 6.45 to 1 and a top gear ratio of 3.5 to 1. At the designed maximum speed of 125mph, the engine shaft was turning at a lazy 5800rpm.

Vincent Black Knight

For 1955 Vincent unveiled something a little special in the form of the fully enclosed Series D range, with teh object of providing the discerning rider with a high-speed tourer; a two-wheeled Bentley as Phil Vincent put it. These machines represented a remarkable development for the time and created a sensation athe the Earls Court show that year. It has to be said though, that later, production problems arose with the mouldings eventually leading Vincent into difficulties. With their new clothes, there were new names; the Shadow became the Black Knight, and the Rapide, the Black Prince.

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Classic US Cars: Pontiac GTO 1971 and 1972

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Pontiac GTO 1971

The GTO changed very little save front-end styling but compression ratios were dropped to enable regular fuel to be burned in the combustion chambers without detonation. The highlight of the year seemed to be the 455 HO round-port engine, but rated at only 335-horsepower it still looked like a slug when compared to the 400s and the 455 HO D-port engines of the previous year. Convertibles were a dying breed, with only 661 examples being built in ‘71.

Pontiac GTO 1972

GTO reverted back to option status in 1972, and changes were minimal. Sales plummeted to just 5,807 units and a look at competing muscle car sales figures quickly leads to the conclusion that they had become modern day dinosaurs and extinction was imminent. The only body-styles this year were the hardtop or pillared coupe, the standard 400-powered hardtop being the overwhelming favourite with almost 4,800 sold. A total of only 635 selected the 455 HO for the hardtop versions. Just 134 coupes were ordered, 10 with the 455 engine.

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Classic US Cars: Pontiac GTO 1969 and 1970

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Pontiac GTO 1969

Considering the dramatic changes for 1968, it came as no surprise that the 1969 GTO received only minor refinements. The grille pattern was changed to an egg crate style and the lower front valance received crosshair lenses covering rectangular parking lamps. Taillights and rear treatment were revised with wide horizontal taillights set between the bumper and deck lid. Body styles were hardtop or convertible. Four power-plants were available for this year: the standard 400 four-barrel, a 400 two-barrel, the Ram Air III, and Ram Air IV engines. Total production: 72,287.

Pontiac GTO 1970

Pontiac changed the GTOs styling for 1970, giving it a new Endura nose with exposed headlamps, body-side creases, and a revised rump. Under the hood, a newly optional 360-bhap 455-cid V-8 provided 500lb-ft of torque @ just 3,100 rpm, perfect for the option-laden, luxury tourers many Goats had become. Including the Judge versions, sales totalled 40,149 cars during this model year.

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Norton Motorcycles 850 Commando, 750 Commando Fastback, P11

Norton Motorcycles 2nd

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This guide details celebrates the marque of Norton, one of the most instantly recognisable and evocative names of the British motorcycle industry. Covered here are some of Norton’s finest twin-cylinder motorcycles of the 1960s and 1970s, models oozing with British quality and style. Such familiar names as the Dominator, or Dommie for short, one of the all-time classics and the Commando, the stretched parallel twin released in 1968 which fought the Japanese multis for so long. Norton flew the British flag for years and remains one of the best loved of British marques.

Norton Navigator

The year 1958 saw Norton celebrating its Diamond Jubilee, and to mark the occasion, the company launched its first lightweight twin, The Jubilee. It was followed in 1960 by a 350cc version, the Navigator.

Norton 650SS Dominator

Generally considered to be the best of the Featherbed Dominators, the handsome 650SS was launched in 1962. Adding serious horsepower to the “unapproachable” chassis, it featured an uprated 49bhp motor of 646cc and almost out of the crate, the newcomer was capable of winning races. Priced when new £351.00.

Norton Atlas

Produced from 1962, although only available from February 1964 for the home market, the Norton Atlas was the starting point for the range of 750cc Norton twins that remained in production until 1975. Cycle parts remained as always with the famous featherbed frame and forks rolling on alloy hubs with single leading brake shoes.

Norton P11

Norton’s P11 “Desert Sled” was something of a parts bin special, a mix and match combination of parts from Norton and parent company AMC. Designed to suit the American market and originally for export only, the result was so good that the few that found their way onto British roads, along with many more recent re-imports, rapidly achieved cult status.

Norton 750 Commando “Fastback”

The Commando, in 750 and later in 850 form, was the final development of the archetypal British vertical twin. Essentially, it was yet another update of Bert Hopwood’s 1948 design, in an attempt to rescue the famous Norton name from disaster. The Fastback model was the raciest of the Commando line, introduced in 1969.

Norton 850 Commando

The Commando grew to 850cc in 1973, when the engine was uprated with stronger crankcases and the bore increased to 77mm. In a milder state of tune than the Commando 750, with compression now at 8.5 to 1, its easy cruising manner and low-speed pulling power won it many friends as an appealing alternative to the high-revving Japanese machines.

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Pontiac GTO 1964 and 1965

Pontiac GTO 1964

In 1964 Pontiac defined the first modern muscle car by putting a high-power V8 into their midsize Tempest/Le Mans body to create the GTO. In a move that sidestepped GM’s prohibition on intermediate-sized cars having engines over 330-cid, Pontiac made its 389-cid V-8part of a $269 option package for the new Tempest. The name Gran Turismo Omologato was borrowed from the Ferrari 250GTO. It stands for a production grand touring machine.

1965 

Though still technically an option for Tempest hardtops, pillared coupes and convertibles, the GTO had already forged its own identity as America’s premier performance car. ‘65 models had fresh front and rear styling, grilles were recessed, headlamps were now stacked. The 389-cid V-8 remained the only engine but improvements in breathing and cam design boosted power. GTO production more than doubled, to 75,352.

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Pontiac GTO 1966, 1967 and 1968

Pontiac GTO 1966

Pontiac’s was the shapeliest restyled ‘66 GM intermediate, and the GTO became its own model, although still Tempest-based. Fluted lamps dressed up its tail, and a few cards got red plastic front fender liners. GTO’s four-barrel 389 again made 335-bhp, Tri-Power cost $112.51 extra. Car and Driver’s Tri-Power with a 3.55:1 gear, took 6.5 seconds 0-60 mph and turned the quarter in a quick 14.05 at 105 mph. Total production for 1966 was 96,946 units, the highest one-year total ever attained by a true muscle car.

Pontiac GTO 1967

GTO for ‘67 was as stylish as ever, but the 389 had become the newly standard 400-cid V-8. Three versions were offered, all with 10.75:1 compression. In base trim, the 400 had 335-bhap via a Quadrajet carb; the High Output had a long-duration cam, improved exhaust manifolds and 360-bhp @ 5,100 rpm. Ram Air with a functional hood scoop rated at the same 360 horses, but at 5,400 rpm. GTO production totalled 81,722 for the year.

The front end of the ‘67 GTO changed little from the previous year, with the same twin-grille layout. The parking lights were still located in the grilled openings, but the grille inserts were now a simple, but hugely effective polished “chain-link” style. From the side it was difficult to discern much difference between a ‘66 and the ‘67. The side sheet metal though, was cleaned up with the Pontiac emblem lowered to the chrome strip.

1968

The second-generation GTO’s curvaceous styling made it a winner. A huge design innovation was the new Endura bumper. The moulded appearance of the front end blending so well that it was difficult to determine where the sheet metal ended and the bumper began. Inside, the Goat’s bucket-seat interior remained a study in the art of muscle-car cabins. Sales were definitely healthy: 87,684, of which 9,337 hardtops and 1,227 convertibles got the new 360-bhp 400-cid HO engine option.

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Triumph Motorcycles Tiger 100, Tiger 110, Cub, Trophy, Thunderbird

Triumph Motorcycles Pt1

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The first all-Triumph motor cycles were made in Coventry as early as 1904. Following a number of notable models, not least the 1925 494cc side-valve Model P with its absurdly low selling price of £42, it was in 1937 that Triumph finally took the motor cycling world by storm with the Speed Twin. This guide details six of Triumph’s best loved models from the “classic” post-war period.

Triumph Speed Twin

The Triumph Speed Twin was probably the best known motor cycle of the immediate post-war period. Strikingly good looking and built to a high standard, it was chosen as the mount for the London Police. A vertical-twin layout, it featured an all-iron block and head. Light and simple, the engine was virtually a single with two pistons travelling in unison to give even firing intervals and impelled by a 360 degree crankshaft. over output was approximately 25bhp at 5500rpm, which was enough to power the bike at up to 85mph.

Triumph Thunderbird

Born out of demand from mainly their American customers, Triumph enlarged the Speed Twin in 1946 by 150cc and called it the Thunderbird. Both bore and stroke increased from 63 x 80mm to a nearer “Square” dimension of 71 x 82mm, giving 649cc and a power output of 34bhp @6300rpm. The 8hp advantage over the 500 produced a noticeable surge of mid-range torque and a road performance superior to the Tiger 100.

Triumph Trophy

Triumph on-or-off road bike, the Trophy was first listed in 1949. A combination of the Tiger 100 and Grand Prix detuned to one carburettor, and running on a compression ratio of 6:1, the engine was carried in a specially shortened high-clearance frame with a siamesed exhaust system tucked above the primary case and ending in a lightweight silencer. Light and manoeuvrable, the Trophy was equipped with a detachable lighting set making it a practical all-rounder for everyday use and weekend sport.

Triumph Tiger Cub

Derived from the Terrier, the Tiger Cub came into the post-war world in 1954. Not merely a sports version of the 150, the 199cc Triumph obtained much of its extra speed from its extra capacity. An inclined overhead-valve single with unit construction for a four-speed gearbox driven by a non-adjustable chain, the Cub had an oval timing-side casting and a very neat appearance. It was equipped at first with plunger rear springing, later with pivot-fork type. An excellent performer, top speed was 68mph and with plenty of acceleration, it could outpace most two strokes of comparable size.

Triumph Tiger 110

In the immediate post-war market Triumph got going with the Speed Twin and the Tiger 100 twins and although these were perfectly acceptable to the British, the Americans were soon demanding more performance. Edward Turner obliged with the 649cc Thunderbird and then later evolved from a high-performance edition which he named the Tiger 110. Engine changes included the beefed-up crankshaft, larger inlet valves and a compression ratio of 8.5:1. The T110 in Britain found its niche in production-machine racing, aquitting itself well at Thruxton in 1955.

Triumph Tiger 100

The high performance version of the Speed Twin, the Tiger 100 returned post-war in 1946. Changes were light, and mainly concerned the position of the dynamo, now at the front of the block and a reduction in the level of external oil piping. As before it had an eight-stud fixing for the cylinder block and polished flywheels and connecting rods. Considered as one of the handsomest Triumphs of all, the T100 had a top speed well in excess of 90mph. With the exception of the Vincent Rapide, which had twice the capacity, it represented the fastest standard tourer available.

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Classic Triumph Motorcyles Tiger TR7RV, Hurricane X75, Trident T150

Triumph Motorcyles 2nd

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The motorcycle may have been invented in continental Europe, but it was Britain as much as any other country, that helped give it its modern form. It is also a fair bet that no other motorcycle maker outside of Milwaukee has been so discussed, written about and photographed as Triumph. This guide celebrates classic Triumph models of the 1960s and 1970s. Included, of course, is the legendary Bonneville, for many the sports twin, and the Triumph Trident, which made a genuine impact when released in early 1969. At their best, Triumphs looked terrific, performed well and gave the motorcyclist in the street exactly what he was looking for – it is no wonder that they are viewed today as the quintessential British machines.

Triumph Thunderbird 6T

The year 1963 saw a major revision to the Triumph range, when unit construction was adopted for the 649cc models. The Thunderbird was the most docile, fitted with a single carburettor. Alone among the big twins, it retained the nacelle headlamp, but its bathtub treatment was much abbreviated.

Triumph Bonneville T120

The most famous of all Triumphs, the Bonneville was released in 1959 as a sporty 650cc twin. The original T120 Bonneville was basically a Tiger 110, fitted with optional splayed inlet ports and twin Amal carburettors. Its name came from the Bonneville Salt Flats in Utah where a streamlined Triumph was ridden to 214mph in 1956.

Triumph Daytona T100R

A 500cc unit twin, the Triumph Daytona motor bike was launched in 1967 following the company’s win at the prestigious Florida race venue. By far the quickest sportster of the period, it used a push-rod engine but would easily rev into double figures.

Triumph Trident T150

Possibly the world’s finest roadster when released in 1969, the T150 motor cycle featured a new 740cc pushrod-operated three-cylinder engine, capable of producing a healthy 58bhp and propelling the Trident to a top speed of 125mph. A feature of the T150 is its slab-styling and distinctive ray-gun shaped silencers.

Triumph Hurricane X75

The X 75 Hurricane motorbike was unveiled in 1972 at Earls Court. It used the BSA version of the three-cylinder engine with a five-speed gearbox mounted in a Trident frame. Intended to cash in on the chopper craze created by the movies Wild Angels and Easy Rider, the limited edition X75 motorcycles were dropped however in 1973, leaving the Trident as the sole triple in the range.

Triumph Tiger TR7RV

By the 1970s the name Tiger had been part of the British motor cycling scene for four decades and had become synonymous with engineering quality, strong performance and character. Growing to 750cc in 1973, this single-carb stablemate of the Bonneville continued to sell well despite strong competition from the Japanese multis.

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