To my horror I just discovered that this spectacular machine had been caught in my POS spam filter. Thank you mike for double checking with me on this and re-sending it! If anyone else out there feels that they sent in a particularly nice machine and are wondering why they haven’t seen it please feel free to double check with me in a follow up. I’m shocked at g-mail. it’s usually VERY reliable.
Ola Steve-O. Mike in Montreal here, again. Remember my SR500, that you were kind enough to post ( and my ‘killer’ 50/250) ? Seems the Yamaha might be seeing more of the world than me (Portland Oregon,Hawaii). All is not lost, however. I was busy this past winter, and just put the finishing touches on this. Its an ’82 CBX 1000. You can follow the build here;
Get comfy….its a long read !
Check out part 1-4, you might notice a slight difference in the bike as the build progressed.
I always had a itch to scratch regarding CBXs. I’m pretty chuffed how this one came out.
’05 GSXR1000 front end
’08 GSXR 1000 rear end
Rear subframe fabbed from my wife’s old lawn chair ( No, really, you can’t make this stuff up !)
Big-rig back-up lights for headlights
Ducati Monster seat
GSXR filler grafted onto the CBX tank
Coke bottle recycled into an oil vapor catch tank ( plumbed with stainless braided line initially intended for dishwashers)
Ducati braided oil line used as a tank breather
Tail light is a McGyvered ‘wing’ light from a Toyota Sienna
Floor lamp cut up for turn signal supports ( Honest !)
I only got out on it for a short run today, for the second time. WHAT a giggle to ride !
Updates from the comments
First: From Somer “That is a Scrambler (very good point and on second glance I agree .ed). Flat trackers don’t use brakes. Probably an iron barrel B-31 or B-33 BSA Pre 1954.”
At first glance it looks like a B31[350cc] or B33 [500cc] motor in a standard swing arm frame.
This engine had alloy crankcase and cast iron barrel etc..it was the standard ride to work BSA here in the UK. Production stopped about 1960 although back stock sales continued to 61/62.
From this was developed the Gold Star series.. B32 [350cc] and B34 [500cc] and eternal glory.
Well, for now anyway
Front brake is standard [tho’ not for this bike] late 60′s Triumph/BSA 2ls stopper.. good too.
The tank and seat are sooo lovely.. late 50′s/early 60′s moto X. Beautiful.
Black frame would have been nice.. as original.
Hope that helps a bit.. maybe someone else who knows the bike can fill in more.
I could use a little help on the ID specifics if anyone wants to chime in.
An actual jelly mold tanked Ducati. I was being a bit too generic with my earlier post. See the always excellent Bike Exif for more.
Hit the link below to get to the album. It’s not my best work and the camera was iffy and there are a few (OK more than a few) throw away shots in there but here you go.
Here are a few of the “better” shots..
Insanely damaging to the AMA and it reputation. As if that could get any worse..
Yesterday the AMA got word that Dave Despain and Dick Mann had resigned from its Motorcycle Hall of Fame in the wake of the Nobby Clark scandal, today they will get word from two-time AMA Grand National Champion and three-time 500cc World Champion Kenny Roberts that he following suit.
“I just got wind of it yesterday when somebody sent me something on Dave Despain resigning,” Roberts said this morning from his home in Hickman, California. “And now I find out that Dick Mann has resigned. I just emailed Chris Carter and asked him where I send my shit back. I don’t get it. If Dick Mann is resigning from the Hall of Fame, I don’t need to be in it. It’s bad that it has to come to this, but what are you going to do. If Nobby [Clark] doesn’t deserve to be in there, nobody does.”
In addition to working with the likes of Jim Redman, Mike Hailwood and Giacomo Agostini early in his career, Clark was a mechanic on the Yamaha team that helped lead Roberts to his three 500cc World Championships in 1978, ’79 and ’80.
And more on Mr Clark Taken from a Roadracing World Bio.
For 25 years, Clark was one of the world’s leading motorcycle race mechanics. In addition to 17 FIM Grand Prix world titles, earned in classes ranging from 50cc to 500cc, he won three Daytona 200s, one Daytona 100, four Imola 200s and eight Italian championships working with some of the greatest motorcycle racers in history.
Clark not only excelled at the highest level, tuning for some of history’s greatest racers, but also worked with racing’s most memorable personalities, including Hall of Famers Hailwood, Giacomo Agostini and Roberts.
“Of course they all loved to race,” Clark said. “Mike, especially, loved to race and more than Kenny and more than Ago, the money didn’t come into it with Mike. He just loved to race. If he could have raced seven days a week, he would have done that. Mike also was the best at racing around problems with the bike. He would still try to win, and think he could win, no matter what.
“Kenny, I respect him for coming in from America and winning,” Clark continued. “It was different in every way, a different league, a different culture. Even the dogs, when you whistled at them, they would look at you and say, ‘I don’t understand that kind of whistle.’ But Kenny adapted and progressed and he represented the vanguard of American riders coming to Europe.”
Clark was born Sept. 29, 1936, in Bulawayo, Zimbabwe (formerly Rhodesia). He studied engineering at Bulawayo Technical High School and did his apprenticeship for Rhodesia Railways. As a vibrant motorcycling counter-culture developed in Zimbabwe, Clark’s high-school friend, Gary Hocking, built a reputation first on the streets of Bulawayo then on local racetracks. Hocking’s exploits ultimately took him to Europe, and he encouraged Clark to follow.
In 1960, Hocking got a ride with MV Agusta and hired Clark as his tuner. That year, Hocking was runner up in 125, 250 and 350cc FIM World Championships. In 1961, he won the 350 and 500cc titles on bikes tuned by Clark.
Clark went to work for the factory Honda team and Jim Redman following Hocking’s death in a Formula One car crash in 1962. He stayed with Honda, where he worked with Hailwood, and then joined a Yamaha satellite team in 1971. The following year, he moved to the Yamaha factory team.