Specials

Yamaha V-Max – Living life to the Max

VMax

VMax

From the outset Steve Dunlop had set his sights on owning a V-Max now, just a year after passing his test, and completely by chance, his dreams have come true.

I came to biking a little later than most people and didn’t event think of starting seriously until I had reached the age of thirty. Having passed my test a little over a year ago, I bought a cheap and cheerful 1980 Yamaha XS750 just to get some big bike experience on a budget but, secretly, I always lusted after a V-Max. It happened by accident, I was working on my market stall when a friend said he was going to the local bike auctions. I just said, if there was a cheap V-Max there, would you give me a shout. A complete stranger was walking past the stall, overheard the conversation, and said he had one and in fact it was for sale. Well that was it, a short visit, and four thousand pounds later, and the bike of my dreams was now in my possession. The bike, a Canadian import with 12,000 kilometers on the clock, was in pretty fine fettle when I first got it and since then some minor work has been carried out mainly to improve the looks to my taste. A set of slash cut cobra pipes have replaced the standard black chrome items, with a corresponding increase in volume, while elsewhere, many chrome and polished alloy parts have been added. I stumbled across a great website at www.vmaxbits.com, packed with after market parts for the bike making the possibilities almost endless, but I am trying. A pair of flatter bars has replaced the standard ones but this, in turn, has created problems with the throttle cable and brake hose routing. This will be attended Read More >

Posted In: V-Max

Triumph Quadrant Special Road Test

Triumph Quadrant Road TestThere is talk of many secret or enigmatic machines, often steeped in biking folklore, road legal racers, or machines that produce so much power that a mere mortal could never be allowed to cock a leg over. From futuristic designs that never saw the light of day, or would have transformed motorcycling as we know it, to the down right foolhardy that if actually put into production, could never have survived in the market place.

While the Japanese factories often spend millions just to see if an idea actually works, for the British bike industry such creations were usually fabricated from existing parts to save cost and development time and resembled cobbled together home built machines at best. Triumph during the mid 70s toyed with a super sporty 350 twin (more of that in the future) and several ideas that they hoped would help compete with the Japanese influx of Supebikes. One such machine is the Quadrant, an amalgam of T150 triple parts built at Triumphs Kitts Green factory in Birmingham, and Doug Hele, Triumphs legendary design chief was the man behind the idea. A welded up cylinder block was joined to a common case to create a modern looking four-cylinder, albeit in reality using dated pushrod technology; while the competition had long since been implementing overhead cam and chain driven gear trains. Because the transmission and power take off from the crank shaft could not be altered without a complete redesign the four was created by simply adding the 4th cylinder on the outside of the engine giving it a lopsided look, but fit for purpose none the less.

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Posted In: Triumph Quadrant

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