The bike’s builder, Norton specialist Mick Hemmings, tickled the MK1 Concentrics, switched on the ignition, and with the machine on the main stand gave it a measured forceful swing. Result? Silence.

For the second attempt Mick depressed the kick start lever close to horizontal before starting his swing. He reckons that this technique reduces the possibility of kickback. But there was still no hint of cooperation from the engine.

A third swing. RUMBAAAAaaa! The mighty parallel twin burst into life with that snarling, powerful soul-stirring blast that peashooter ’silenced’ Commandos emit, rattling the workshop windows and  provoking a satisfied grin from Mick. It sounded as healthy and as powerful as any road-going British twin can.

A few days later, and with the bike now in possession of a MoT certificate, I was back at the Hemmings’ workshop for the eagerly awaited road test. Mick had ridden the bike across town to get the MoT, but to be its first run on the open road.

The Commando was wheeled out of the workshop, the carburetors tickled, and  this time it fired first kick under Hemmings‘ right leg. Impressive.

The sound of the Norton brought building workers out of nearby site doorways to savour the noise and watch Mick make some adjustments to improve the idle.

The sun was shining and I was looking forward to a relatively restrained ride at running-in speeds on some of my favorite Northampton shire back roads.

Fortunately Mick had other ideas. “Don’t be afraid to give it a decent thrashing,” he confidently grinned as I climbed aboard. With the prospect of a pleasant dawdle turning into a full blooded burn-up I wasn’t about to argue with him.

Wide and handsome thanks to its western- style bars, this example isn’t too high because

it’s fitted with a cut down seat that was originally used on a production race bike. The low seat height suited me and I was able to settle in fairly quickly to deal with Northampton town traffic.

The diaphragm spring clutch gives a relatively light and smooth action — a real improvement over previous Norton twins — and the gearbox changed faultlessly. It felt like a new bike, which in effect it is.

Out on the open road the true benefit of the Commando with its rubber-cushioned engine was apparent. Vibration all but isolated thanks to the Isolastic mountings, the Commando could be cruised at any sensible speed in comfort.

I soon discovered that Mick’s confidence in the freshly built motor was well founded. The engine was willing to rev and it gave no hint of protest. Obviously I wouldn’t ride a new engine flat out, and there were no plans for speed testing. But this was an opportunity to sample the torque and power of the vertical twin without revving it too hard.

At high cruising speeds the wide bars are hard work. And at speed Commandos have a tendency to feel slightly light at the front with a disposition to oscillate at the steering head. This bike was no exception, despite it being on modern Avon tyres.

The buyer of this machine has specified an 18in rear rim rather than the standard 19M item to allow a wider tyre choice. Mick argues that steering is best with 19in rims sharpness; the modern rubber does give confidence in corners and under braking. Because the Commando has real presence and because it makes such a glorious noise, you find yourself getting rather carried away. But with those wide bars it becomes wearing pulling against the wind and you eventually find yourself easing back… until you get bored that is, and off you go with another burst of speed! The customer has asked for lower bars to be fitted, and various other detail changes, before he takes delivery.

Ninety miles later I was back at flick’s Northampton workshop. “How was it?” he inquired, raising an amused eyebrow when told that I’d seen 100mph on the clock. Perhaps he hadn’t expected me to take his running in advice quite so literally.

Many of us regard the Norton Commando as the most practical of the classic British vertical twins for modern traffic conditions and distance riding. And this scratch-built conglomeration of components confirms the Commando’s status as such.

Any niggles? Well, the dumpy grips are not to my taste. I also found throttle action rather gritty, the rear brake weak, and the front twin leading shoe Tickle brake good on first application but prone to fade.

But overall this 1970 Roadster is a fine machine and proof that a bike that is carefully built from parts can end up as a fantastically integrated machine.

What it is:

The original superbike. Smooth, fast and refined, the 750 Four elevated biking to a higher plain. Its arrival in the UK in 1969 signaled the beginning of the end of the old British bike industry.

Others in its family tree:

The 750 spawned a whole family of inline fours: 400, 550, 900 and 1100. There was even a bizarre two-speed auto CB750. Aimed primarily at the US market, it was a poor seller in the UK.

It’s good because:

It turns heads, plus it’s reliable and relatively cheap to buy and run. Spares are easy to come by too.

It’s bad because:

Looks better than it rides (a Z1’s got more oomph) and prices are getting steep.

Other Alternatives:

Honda’s own CB550 is nearly as fast in a straight line, plus it handles and stops far better. Kawasaki Z650 is better at everything and is almost as desirable.

What it is:

Hugely influential bike, named after a Japanese sword. Looks fantastic and handles better than the stock GSX, on which it was based. Not a big seller in the Eighties due to its cutting-edge looks, but now an acknowledged classic. Starting to get expensive.

Others in its family tree:

Mechanically, it was simply a GSX1100. A rarer 1000cc proddie racer with flatslide carbs was also made – and looks identical. Its distinctive Target Design styling is still used on Japan-only 400cc and 250cc replicas. The 550/650/750 Katanas are pale imitations.

It’s good because:

It does 145mph, handles, stops (just), and its styling gets better and better with age.

It’s bad because:

Bodywork and trim parts are very expensive.

Other Alternatives:

None if you want that combination of performance, ability and looks. Nothing else comes close.

We tested the Carbtune Pro on several carbureted and fuel-injected motorcycles and found it worked flawlessly. The actual sync procedure is something 99 percent of motorcycle owners can easily handle, at least after the first experience. The EPA has made fuel mixtures on modern sys­tems difficult to manually manipulate; most of the screws you see are for removal, synching or idle adjustment.

Accessing the vacuum connections on our Suzuki V-Strom required removing bodywork. First synch took an hour, with most of the time for plastic R&R. Leaving vacuum hoses connected (tie-wrap and plug the ends) should reduce the next session to about 15 minutes. Morgan’s website contains links for specific sync procedures for many motorcycles. Note that the ‘Tune Pro won’t work on six- cylinder Honda Gold Wings.

The Carbtune Pro is available in two- and four-column versions. The quad offers the greatest flexibility. Morgan also offers a variety of fuel-system-related tools and accessories via its website and dealer network.

Morgan Carbtune Ltd. is located in Belfast, Northern Ireland, but don’t let the distance deter you. We ordered direct from Sean Morgan and received the ‘Tune Pro within a week, at a bargain shipping rate of about $6. The current exchange rate has increased prices of all European products, but considering that the cost of a couple of shop synching sessions pays for this $87-$112 instrument, it seems a worthwhile investment in the quest for mechanical smoothness.

What it is:

One of the greatest bikes. Ever. Fastest production bike in the world when launched. Made large capacity and DOHC technology accessible. Staggeringly beautiful too.

Others in its family tree:

First conceived as a 750 - Japan got a 750cc model, the Z2. Only 30 or so Z Is (all black engines) originally made it to the UK: Z1Bs are more common. This is the root of Kawasaki superbike design.

It’s good because:

It’s an original: one of those once-in-a-generation bikes that moves everything on. And it’s still bloody fast today.

It’s bad because:

The chassis and brakes weren’t up to it, even in 1973.

Other Alternatives:

A Z900 or a Z1000 will be cheaper: and better to ride, but the Z1 is a true motorcycling icon, so what you lose in performance and ride quality is more than made up in sheer kudos

Born in                                  : 1980

Current Machine              : Yamaha

I’m not especially into old bikes, it just love riding bikes – any bikes. I started watching racing in ‘94, so this is a bit early for me.

I was just an itch in my dad’s underpants when this was being raced. He was a bit of a Kenny Roberts fan. He’s been ringing me all weekend asking what the bikes like.

You’ve got to ride it like a 125 motocross bike. You have to be really committed and ride it near the limit the whole time or it just doesn’t want to know. Obviously, that’s quite hard when you’ve had so little time on the bike. Fortunately this is a left foot change with a race pattern, like on my bike, so I didn’t have to worry about a right foot shift.

Ii only makes power when you open it up. The brakes don’t work and it doesn’t handle in the way that our bikes do now. With what they rode then I don’t understand how they got the lap times. This has a really low center of gravity and a light front end; it’s just the total opposite of what we have now.

Kenny is a legend. I spoke to him about the bike at the GP last weekend. He said I’d enjoy it, but he told me to make sure I looked after it. He’ll be glad we kept it in one piece.

Like the first Scout, there are two big exterior pockets that run parallel to the main zipper (which has two tracks so you can close the jacket tightly or a bit looser if you want). These pockets house the Cargo Storage System, and when you zip down the inside perimeter of either pocket you reveal perforated leather for ventilation (the air comes in here and exits out vents in the rear).

This Torso Vent System moves a lot of air quite effectively. Hook-and-loop next to these vents keeps the big pockets closed securely until you want to rip into them. The Cargo Storage System has all kinds of pockets on both sides, and the right side has an elastic lanyard for keys or whatever. There are handwarmer pockets and an interior pocket as well.

Another cool ventilation feature is actually an improvement over the original Scout’s “airscoop” sleeve vents, which were found at the wrists and couldn’t be used if you wore gauntlet gloves. The new Scout has some mesh in the split front sleeve, which you can open for ventilation in hot weather thanks to two-way zippers. For cold weather there’s a snap-in, full-length Thermoliner with a Thermoneck neck warmer (that stores in the liner when not in use). The body of the jacket is 1.2-1.3mm Kwik­Dry water-resistant leather with Powerstretch leather panels for freedom of move­ment, double stitching in key areas and reflective piping in front and back. CE- approved armor is found in the elbows and shoulders, and an optional Temperfoam back pad slides into a zippered internal sleeve.

Fit, ventilation, protection and storage versatility in the Series IV are either equal or superior to my 10-year-old Scout, and the new version has a 10-year warranty.

KalGard clear Chain Kote is just like the original Chain Kote, but in a Clear formula, now with PTFE for additional wear life. An excellent lubricant designed especially for roller chains, the light, penetrating  lubricant reaches into rollers and pins, thickens right after application and will not be thrown off, even at racing speeds. It also lubes and protects O-rings, will not wash off in rain but can easily be removed with Kal-Gard contact cleaner.

MORE LUGGAGES FOR YOUR ULYSSES.

Three new Buell accessories include soft luggage designed specifically for 2006-later Buell XB12X Ulysses models. The new top- and side-case interior luggage is nylon pieces designed to fit perfectly within the cases. Each features a large front pocket with built-in storage organizer, a shoulder strap and carry handle for easy transport off the bike. The new Triple Tail Backpack is designed to fit securely over the Ulysses triple tail pad and doubles as a back­pack. Reflective trim increases night-time visibility and a rain cover are included.

What it is:

Sports version of Yamaha’s shaft-driven XS1100 tourer, with svelte all-black looks, revised frame geometry, better suspension, and dinky cockpit fairing. Very comfy, very fast, very heavy indeed.

Others in its family tree:

XS750/850 triples. The XS1100 was the guinea pig for Yamaha’s turbo development prior to the technology making it onto the rather limp XJ650T.

It’s good because:

Its shaft driven, the engine’s as tough as old boots, and if you want to tour the stock 1100’s larger tank bolts straight on.

It’s bad because:

The handling really isn’t up to the job. And there’s no chrome to polish.

Other alternatives:

Suzuki GS1000/1100G or Kawasaki Z1000G if you want shaft drive, Kawasaki GPz1100B2 if you prefer chain.

The DOHC-URS engine was designed by Helmut Fath who used one to win the world sidecar 1968championship. Friedl Munch fitted the engines into Rickman frames to compete in the 500cc solo world championship in 1970. Unfortunately Munch and Fath fell out, killing the project.

Born in                                  : 1972

Current Machine              : Kawasaki

I’m really into the old stuff, and this is a beautiful thing. It’s a he honor to ride a bike with such a fantastic history. I’ve been a bike since I was three years-old. I might actually have seen this race.

The bike has a lovely feel. It’s really small although it’s a huge reach to the bars, and Mick Grant isn’t a big bloke. It feels like a modern 250. Even the brakes are OK. It’d be nice to get it onto a circuit and give it some proper well.

It doesn’t matter how much power a four stroke has, they’re not going to be as much fun as a two-stroke. When you go from 40bhp to 140bhp to nothing, in 2000rpm, it makes it really exciting to ride. And the noise – it must be the loudest bike here.

I rode an old Suzuki RG5004 at the post-TT in 2000, I loved it. I tried to buy one. And I’ve still got a BSA Lightning Clubman I Use on the road. I take my girlfriend on the back, go to the pub and then get fish and chips on the way back. Don’t need to put all your leathers on, just a jacket and helmet. It’s a nice release from the pressure of racing.

What it is:

Sleeker styled version of Suzuki’s first big 16-valve plain-bearing four, the GSX1100. Unrivalled combination of power, torque, comfort and handling. An automatic choice for production and drag racers alike because the engine can be tuned and tuned.

Others in its family tree:

The 1100 was also available with small cockpit fairing, full fairing, and in Katana trim as an 1100 and a rare 1000.

It’s good because:

It’s very powerful very strong, was around for ages so parts availability is good, and is easily tuned. Lighter than some, too.

It’s bad because:

The electrics are rubbish. And it’s one of the ugliest things to roll off a production line. Ever.

Other alternatives:

Kawasaki GPz1100, if you throw away its fuel injection system. Buy a Honda CB1.100R if you want something for the track.

In 1984, features such as Elastomer rubber engine mounting and fully enclosed chain final drive were recent innovations, and the 80-cubic-inch Evolution engine (the one that was to save Harley-Davidson from extinction) had just been introduced. In the intervening years the entire Harley line has gone to belt final drive and electronic fuel injection. The Electra Glide’s fairing has been improved and updated. There’s now a full sound system. The saddlebag lids are now attached and can no longer be lost, the brakes now have four-piston rather than single-piston calipers, and fairing lowers are standard on the Ultra. And in case you feared that the rate of change had slowed in recent years, for 2007 the E-Glide was given the new Cruise Drive six- speed transmission (which debuted on other models the previous year), and the Twin Cam 88-inch engine was upgraded to 96 cubic inches. This was accomplished by leaving the bore intact, but adding almost 10mm to the stroke. For 2008 fuel capacity has grown by one gallon, and various models (including the Ultra) are available with anti- lock brakes. It just goes to show that the rate of change has actually increased in recent years.

That 96-inch motor (1,584cc) offers a bore and stroke of 95.25 x 111.25mm, figures that indicate a torquey stroker rather than a revver. Sure, it’s still air-cooled and its valves are actuated by pushrods with hydraulic lifters that never need adjustment, but power has been tweaked in unex­pected ways. Two years ago when we tested the 2006 Ultra Classic its 88-inch Twin Cam motor produced 65 horsepower at 5,700 rpm on the Borla Performance dynamometer, and 67.4 lb-ft of torque at 3,800 rpm. Now, despite gaining 8 cubic inches of displacement, horsepower has actually fallen to 62.4 at 5,200 rpm, but torque is up to 77.8 lb-ft at 3,600 rpm. That’s a whopping 15 percent boost, and anyone who rides a Harley can confirm that torque is what it’s all about. Not only that, but the Ultra’s flat torque curve delivers more than 70 lb-ft from 2,000 on up to 4,400 rpm.

Hit the starter button, and after a loud whump from the starter damper the electronic sequential port fuel injection helps the engine fire up immediately…unless you were foolish enough to forget to pack the hands-free security fob that’s part of the optional Smart Security System. It’s a pas­sive key fob that must be within several feet of the bike or nothing will happen except the turn signals will simply flash at you angrily. When the fob is more than 8 feet away, the security system arms itself and disables the ignition. When the bike is disturbed, the signals flash; a siren alarm is optional. Should you lose the fob or leave it sitting in your garage when you ride off, you can arm or disarm the system by using the turn signal controls to enter a PIN number.

Even when cold the Glide can be ridden away immedi­ately without protest or hiccup. For the 2006 model year, peak clutch lever effort was reduced by 35 percent on Big Twins, and in ‘07 touring models got a new clutch cable that resulted in a further 7 percent reduction in effort. The six- speed shifts easily, quickly and with low effort with its heel­and-toe shifter. Gone are the days when one had to pause between shifts on a Harley to allow the parts to properly align.

The Ultra is a traveling machine, which is where it excels. Vibration from the single-crankpin V-twin was tamed long ago, isolated from the rider by rubber engine mounts. The seat is one of the best I’ve ever encountered in motorcy­cling, a firm base overlaid with soft padding. Typically, I start squirming around within the first 100 miles of a ride, trying to redistribute the pressure points. However, with the Ultra took a 400-mile weekend ride and it wasn’t until late in the second day that the squirming ritual began. The seat is nar­row at the front so the rider can get the feet down at a stop, and the 30.7-inch height is reasonable. Footboards are rubber mounted so that no vibration enters there; the left one is crowded a bit by the heel-and-toe shifter. The rider sits rather upright behind a full instrument panel that includes a large speedometer and tachometer, and four smaller circular gauges that keep track of fuel supply, charging rate, oil pressure and ambient air temperature. As for entertainment, the Ultra includes a Harman/Kardon 80-watt audio system with AM/FM radio, weatherband, CB, intercom, four speakers, and there’s a power outlet for electric clothing and such. A dizzying list of audio options includes XM Radio, Bluetooth, GPS and a CD changer.

A major factor in pleasant touring is wind protection, and while that classic fairing deflects the wind it also allows a significant amount of buffeting to the rider’s helmet. You won’t be able to hear much of that wonderful audio system at speed unless you utilize helmets with speaker headsets. The Ultra Classic comes standard with a pair of lowers, leg protectors that include a small storage bin under each snap- on cover that can hold a pair of winter gloves. Each lower also incorporates a curved plastic panel that stows inside. On a cold day the rider can squat in front of the bike and rotate these panels outward on their tracks to block the wind. On warmer days they can be rotated back behind the lowers to allow for more airflow, a good thing since the larger engine now puts out more heat, especially from the rear cylinder exhaust pipe on the right. Likewise, tinted wind deflectors at the edges of the fairing can be rotated inward on warm days to direct airflow to the rider’s body. Both of these comfort items are quite effective.

What it is:

The last incarnation of the old Zl-derived engine. Hugely fast and, well, just huge. One of the earliest fuel-injected Japanese bikes. The pinnacle of big air-cooled sports bike design.

Others in its family tree:

Its roots trace back to the Zl. Original B1 model was un-faired. B2 got more torque and a cockpit fairing. The ZX model got a frame-mounted fairing, mono-shock, Star Wars styling and more power.

It’s good because:

150mph performance has never looked so cheap.

It’s bad because:

Fuel-injection gets temperamental with age (carb conversions are common). And the GPz900R is so much better.

Other alternatives:

Suzuki GSX1100EF offers the same combo of bulk and mind- bending power, but is ugly beyond belief. Honda CB1100R proddie racers are more desirable, but more expensive as a result.

Current Machine              :Suzuki GSV-R MotoGP

I started racing in ‘98 and I’ve never ridden a bike older than that until today, but I really like old cars and getting the opportunity to ride the actual bike that Barry won his first 500 GP on is a real honor. I went to Barry’s house in Queensland. He had lots of his old race bikes there; it was fantastic. It’s really interesting to see how the technology has moved on.

I met Barry in ‘99 and he really helped my career in 2000 and 2001. I’m really pleased that I got the offer to ride his bike; there was no way that I was going to refuse.

There are no brakes – I bet they were state of the art then – and there’s a lot of flex in the chassis. It goes from nothing to lots of power to nothing, I bet they were bloody hard to race. It’s my first time with a right foot shift and I usually ride with a road pattern gear shift. In one corner I changed up a gear when I wanted to brake. It got a bit interesting.

I have ridden two-strokes. I raced Suzuki RGV250s in 1998, but I didn’t expect this bike to be as fast as it is. The noise is very cool. Real two-stroke race bike noise. Our bikes are loud, but this is something else.

In truth this short retrospective is as much about the men in the British motorcycle industry as the machines in those years between 1936—the foundation of the Triumph Engineering Company Ltd.—and 1973, when Norton Villiers absorbed Triumph. Names like Edward Turner, Jack Sangster, Bert Hopwood, Jack Wickes—they were as important in the 1950s as Soichiro Honda and Willie G. were in the next generation.

Back in the early 1930s Sangster owned the Ariel motorcycle company. In 1936 he bought the Triumph motor­cycle business, putting his Ariel employee, Ed Turner, in charge. He gave Turner a small office and an assis­tant, designer Bert Hopwood, and an assistant’s assistant, one Jack Wickes, who as a 16-year-old in 1931 had got­ten a job at Triumph and learned to wield a nice pencil in the blueprint department. Within a year the three of them came up with the 5T Speed Twin, a 27-horsepower, 500cc vertical twin that looked lean and sporty. It got the public’s attention. Success begets suc­cess, and two years later a faster ver­sion, the 33-horsepower Tiger 100 appeared—the 100 signified the speed that the Tiger was reputed to reach.

Then the war came along, and Sangster sold the Ariel division to BSA in 1940. In 1942 Turner, a feisty fellow, got in a fight with Sangster, quit, and went to work at BSA. Only to come back the following year. The war ended and Triumph returned to the business of building motorcycles, adding the 350cc 3T to the two 500s. Then Turner got in a fight with Hopwood, who left and went to Norton, where Hopwood devel­oped another vertical twin.

Turner liked to think of his motorcycles as gentlemanly transportation, for gents who wanted power, comfort and elegance. The infa­mous sprung hub provided a little more comfort, and expanding the engine to 650cc gave more power. Sitting down with Wickes and a blank sheet of paper resulted in a nacelle covering the head­light, providing a place to put the speedometer, ammeter and ignition switch, which resulted in the 1949 Thunderbird 6T Power was apparently a secondary consideration for Turner. Yes, they had made a GP version of the 500 for a couple of years in 1947 and 1948, but Turner did not really like the racing side of the business. A do-it-yourself race kit, with the Delta dual-carb cylinder head and hot cams, was available for the T100 in 1951. That was the same year that BSA acquired the Triumph Company.

In 1956 Sangster took over the BSA group, and put Turner in charge of developing and designing Triumph, BSA and Ariel motorcycles. Are you keeping all these names straight? The U.S. market, which consumed the biggest portion of the Triumph factory’s output, always wanted more power; it provoked the advent of the 650cc, 42- horsepower Tiger 110, soon followed by the sporty-looking TR6, having no nacelle but a separate Speedo, tach and chromed headlight. At the same time Turner and Wickes were working on a new 350, the ideal commuter bike. The TwentyOne (for cubic inches) was in the 1957 line, having a very nice unit-con­struction 350cc engine, with gearbox backed up against the crankcase, sim­plifying the primary drive. The bore was 58.25mm, stroke, 65.5mm, for 349cc and 18.5 horsepower at 6,500 rpm. But it certainly lacked any sense of sportiness, as the front fender looked like a skinny helmet, the rear wheel half hidden by the two skirted panels which looked, to the unfocused eye, like a small upside-down bath. Anyone wanting the complete package could opt for the handlebar fairing and leg shields. A very gentlemanly ride, obvi­ously thought Turner, though the derisory English moto-press was fond of referring to gents wearing skirts.

For the 1959 model year the 350 (renamed the 3TA) was bored out to 69mm, creating 490cc, and the 500 5TA Speed Twin appeared, also with the ‘tub, claiming 27 horsepower. One should not blame just Turner and Wickes for overdressing their bikes; Philip Vincent had signed his motorcycle’s death warrant with the ill-advised 1955 Series D, which had full coverage from handlebars to taillight. Under Turner’s watch the 1958 Ariel Leader was com­pletely enclosed as well. Enclosure was a buzz-word among a few misguided members of the British motorcycle industry; this was the two-wheeled ver­sion of the Austin Seven. Somebody for­got to tell them that people who wanted cars bought cars, and people who wanted motorcycles wanted sport.

The American dealers were aghast. When Coventry began putting the bath­tub on the Thunderbird and the Tiger 110, it was quickly taken off at U.S. dealers. A breath of fresh air came in 1961 when Hopwood returned to Triumph, only to find that Turner was pushing hard for the enclosed Tina motorscooter— which was a sales flop. Even the sporting T100 suffered some enclosure of the rear wheel, though to a lesser degree than the 5TA. By 1962 Sangster had resigned his BSA chair­manship, and his successor had his own ideas; Turner was well aware that he was being none-too-gracefully squeezed out, and when he retired in 1964 the skirts went with him.