It seems that the bright coloured Ducati bikes of the late 70s and early 80s have become a rare breed, with few examples seen on the road today. Which is why it nice to see this one out and about today…
It is a rather exciting fact that one of the world’s leading BSA customisers is from our very own country. I’m not talking customising as in ‘bobber’ or ‘cafe racer’ customisation, I’m talking of a man who builds the BSA engines that might have been, and mounts then in period specific frames. This man is Doug Fraser of Emu Engineering, and he has been kind enough to take the time to answer some questions about his craft.
So where did it all start, when did you first take part in the world of motorcycling?
I started riding at the age of 13, on a mate’s BSA Bantam. When the time came to getting my own bike I started off on a Bantam as well.
When did your first V twin idea come about?
I had been toying with the idea of building a BSA V-twin for a couple of years. I loved the older BSA V-twins like the G12 and Y14, but they were such fragile engines. Good for touring, not so much for spirited riding. I conceived the idea of the M46, wanting to put my own V-twin motor into a period specific frame, to show what BSA might have been able to produce back in the day.
How did that first project pan out?
I designed and made my own crankcases, using Harley rods, and put the whole lot in a chassis relevant to the time period I was aiming for. 1400 man hours later I had a bike that BSA themselves might have created, which turned out to be surprisingly fast.
So once you’d finished, you figured that a single one off V-twin wasn’t enough?
Well as soon as the M46 was done I decided to see what I could do with a later model frame. I quite like the layout of the B series model, but I wondered if I could manage to create a V-twin motor to sit inside the frame.
So tell us about the finished product, your one off BSA B66.
I took an A7 chassis and modified it to suit the 1140cc V-twin motor of my own design. The engine has an 88 x 94 bore and stroke, running at 9.25:1 compression, giving a healthy 55 horses at the rear wheel. I created the crankcases, rounding off the cases to give that 50s/60s look.
So what is it like to ride?
It’s a good all rounder, as much a touring machine as a sports bike. Easily capable of cracking the ton, it’s been clocked at 125 miles per hour on a dyno. Through tight corners, it’s one of the best handling bikes I have ridden. Just ask anyone who has tried to chase me.
Your B66 isn’t a trailer queen though, is it?
We took the BSA to an international rally in America, and took the opportunity to take it touring whilst over there. We travelled through:
on a 3000 mile round trip. We did get a lot of people walking up and saying ‘I didn’t know BSA made a V-twin like this’.
It’s not like anyone can undertake a project like engineering and building your own engine, so what exactly is your background?
I started out initially as a toolmaker, from there I moved into motorcycle engineering, then into automotive engineering, and now I’m an electrical engineer.
That’s quite a CV. So where will your engineering skills take you next?
My current project is developing the E120R, a thoroughly modern bike built from the ground up, featuring a quad cam 1200cc engine, cassette gearbox and upside down forks.
From the initial idea to build a V-twin, to being onto his third project bike, Doug Fraser has shown what motivation and passion can produce. Helps if you are a hell of an good engineer as well.
With thanks to Alan Cathcart and Steven Piper for supplying the images.
Nothing says cool like a V twin flattank hill climber.
Image courtesy of http://www.motomaniastore.hu
Experience. It is what makes all the difference in a bike workshop. Experience is what ensures your bike will have a quality finish when it rolls out of the workshop, and experience is what will ensure your bike still has that quality finish 1000 kilometres down the track. Tucked away in far north Queensland, Hank’s Engineering has been doing quality work on bikes for over 40 years now, and Hank Koebrugge has been kind enough to take some time out of his busy schedule to answer some questions for The Manifold.
Every great mechanic, or in your case, engineer has to start somewhere, so how did you get into fixing bikes?
When I was a teenager I started working on my own bikes, as well as my mates’ bikes. From there it grew, and Hanks Engineering was established twenty years ago. Although it’s a primarily an engineering business, we seem to have a bit of a bike problem. Although we have three bike benches in the shop, they always seem to be occupied.
So tell us about your latest build?
We just finished work on a 1974 Bultaco Pursang 360, the bike has been part of a two year ground up restoration. With the owner wanting it restored to original condition we have been lucky in that it has been easy to source most of the parts we needed for the build. It’s a nice bike to ride for it’s vintage, although it’ll never go head to head with a CFR450 because the chassis isn’t up to it, but the power from it is amazing.
Got any other interesting bikes in the shop at the moment?
Sitting here at my desk, let me run through the bikes we currently have in our tiny little showroom:
• Aprilia RS250 packing a Yamaha XT500 powerplant.
• BMW GS1000 replica.
• Yamaha HL500 replica
• Suzuki RGV Supermono equipped with an XT500 engine
• 1974 Jawa Speedway bike.
• Moto Guzzi Monza, currently a 500 but we have just acquired a 650 Lario engine to wedge into it.
• Suzuki SV650, Hank’s everyday rider. Yes it sounds boring, but it has had a full front end replacement so it’s now sporting Brembo Gold four spot brakes, and the factory exhaust has been swapped out for full Yoshimura system. Next on the board is fitment of a ZX10 front end, mainly because we can.
The SV650 sounds interesting, that Hank’s only bike?
Not by a long shot. Hank still has the Ducati M900 he used to ride in the BEARS motorcycle racing club, but has been put back to road trim. It’s main use now is scaring the bejesus out of inline 600’s on the tight mountain roads behind Cairns. If you have never been to Cairns for a ride, you should really consider it, the Great Ocean road has nothing on the Captain Cook Highway. As well as the 900cc Duc, Hank also wields a Duc 748SP for carving up the mountain curves as well. For straight line speed, a first gen CBR1100X sits in the garage, good for a 10 second quarter and this year will be treated to a full overhaul. Last but not least, the runt of the bunch, a Sachs Madass. Yup, a Sachs Madass. But this one features a 140cc hi comp engine, Mikuni flat slide and a dry shot nitrous system. Super fun little bike for getting around town, will even beat the Blackbird…across a set of traffic lights.
With many thanks to the boys from Hanks Engineering for taking the time to answer our questions. Check out their website at http://www.hertmotorcycles.com/ and check out some of their other builds they have going on.
You’re cruising along a back road in the country, you come across the following scene. And no one will ever believe you had to wait while a Brough Superior rider chatted with a Rolls Royce driver.
Image courtesy of the best vintage bike site on the net, https://occhiolungo.wordpress.com/
This is an oil pump. Yes I know it’s not in the engine, but I want to point out something take for granted how easy it is to jump on a bike and just ride. This early 1920s BSA featured what is known as a total loss oil system (as well as featuring no headlight as it was only an option!). Without an automatic pump system mounted in the crankcase, it was up to the rider to watch the oil contained in the sight glass, and pump as required. A more vigorous pace called for more vigorous pumping, quite a task on the Australian roads of the first half of the last century. Next time you take your modern machine out, enjoy the ability to just twist the throttle and go, without worrying that you are responsible for whether your engine seizes up or not.
On a fresh sunny morning, on tarps and in stalls as far as the eye can see, the phenomenon that is the parts swap meet is underway. Buyers shuffle along, picking up pieces that most would consider fit for the scrap heap, ascertaining as to whether it might be worth purchasing. Bikes of all shapes and sizes, makes and vintage, litter the stalls and give punters a chance to pick up a possible bargain.
The entire grounds are filled with knowledge of a thousand years of experience in working on two wheeled machines. You can find out how to tune a GP Amal, rebuild a Villiers or how to replace the swingarm on a Triumph Tiger, and the only payment these elders of the motorcycle world is that you pass on any useful information that you may possess.
While wading through a crate of lightweight British motorcycle parts, an older gentleman wanders up to me and ask what I am looking for. I tell him about my BSA engine and he tells me has a complete rolling chassis, including a transmission, to suit my engine. We chat about it for a minute, I get his contact details and continue perusing the oily relics that you must have a keen eye to recognise what is worth something.
Yes this project bike may look terrible, or these inlet manifold gaskets are actually cut up cardboard, but think of the potential. Think of what is possible when I have access to so many parts, surely there are enough parts here to build numerous bikes.Or just one amazing one.
Here is a sweet video of a BSA Gold Star opening up on the road. Sweet sound, sweet bike, sweet carb opening view.
with thanks to theclassicmotorcycle for posting this clip on YouTube. Go have a look at their channel, there is much more to see.