Motorcycle Maketplace Magazine

Story by David White, February 15th, 2007.
Photos by Steve Green & David White.

Story of a Fast Lady

All Road racing sidecars have a hard life, especially this Vincent HRD powered outfit, which has been raced continuously since it was built in the mid 1960′s and it is still going strong today in New Zealand Classic Racing events.  This sidecar is the third in a series of Vincent HRD powered outfits built by Englishman Malcolm Attrill in the mid 1960′s and all were christened The Fast Lady.

During the early 1960′s most sidecars had 16″ wheels all round however 10″ mini wheels began to be used to lower the centre of gravity and some transitional outfits, such as this Fast Lady, were shod in both wheel sizes as some drivers preferred the handling characteristics of the larger front wheel.
This particular Fast Lady was sold to Len Stevens in the early 1970′s who competed in numerous club race and hill climb events with what he describes as much enthusiasm and enjoyment, before being on sold to well known Vincent dealers, Conway Motors from Kent, England, in the mid 1980′s and raced by well know Vincent sidecar competitor Nick Cutmore.  Throughout this time she was raced at numerous circuits through out England as well as in the Southern 100 at the Isle of Man before being purchased by the present owner in 2001 who imported her into New Zealand.

After such an extended period of use The Fast Lady was showing her age, and although she was complete, the frame was showing signs of distress having obviously been crashed several times and the original ‘chopped’ Vincent engine and AMC gearbox had been replaced with a 1949, Vincent Rapide engine in standard tune.  Frame repairs were subsequently undertaken before her first race at the New Zealand Classic Festival in 2002, but Lucas Magneto failure resulted in the engine seizing at 5,000 rpm and the crank twisting out of line.  By the next Classic Racing Festival, the engine was rebuilt to full Vincent, Black Lightning specifications including a racing ratio gearbox cluster and a pair of 13:1 methanol pistons, but, as most knowledgeable Vincent tuners know, you must feed them lots of fuel and the original fuel supply was not up to the task so the engine initially overheated.  Since then, progressive development has been made to bring her back to her past form.

The original Vincent engine is not strong when developing over twice its original power output so it wasn’t surprising when the Alpha crankshaft pin promptly broke when the fuel supply problem was overcome and the workshop shelves now contain the remains of many standard engine parts that have subsequently been replaced by superior components.  A high strength Terry Prince crankshaft that features a fully pressed assembly utilising a 40mm crankpin, 30mm output mainshaft and taper roller main bearings has replaced the standard internals. The primary transmission problems have also been overcome through the use of Neal Videan’s V3 transmission kit that offers a vastly superior engine shock absorber, chain tensioner and lightweight multiplate clutch to overcome the traditionally slow and neutral prone Vincent gearbox.

It may have taken five years and many dynamometer sessions, however at the last Classic Festival it all came right, despite fuel surge problems on the Saturday requiring a change of carburettor floats, recording the fastest lap in all three races and receiving two second places and one race win.  As is the case with most racing machines, as one problem is overcome another surfaces, like the higher cornering speed which is now causing gearbox oil to squirt out of the dip stick hole and the rare Joe Hunt Magneto continually failing but when it goes it still ignites the methanol fuel mixture better than anything else.

Recent testing on a rolling road dynamometer has shown a significant drop in engine power when the Joe Hunt Magneto was replaced with a points and coil ignition system, down to 70 hp at the rear wheel, however it also showed an increase in 2 hp was achieved when the Bunn Engine Breather system, supplied by Carlel Classic Restorations, was connected.
Special mention must be made of the sponsors who have contributed to keeping The Fast Lady racing.  Neal Videan, of V3 in Australia, who supplied his multiplate clutch and primary transmission kit which works perfectly despite the extreme abuse dealt to it by the rigours of sidecar racing.  David Bowen, also from Australia, who donated a set of genuine Vincent HRD Specioloid methanol pistons and provides ongoing support.  Race Brakes of Auckland, who supply high performance race disc pads that keep working despite the disc rotors turning blue.  Auckland Motorcycle & Power Sports for clutch plates and air filters and Motomail of Auckland for sparkplugs, chains and general accessories.  Carlel Classic Restorations, of Australia, for technical advice and components for controlled engine breathing. The Fast Lady may have continuously raced for over 40 years but she is certainly showing no signs of slowing up.

Specifications
Chassis: Built by Englishman Malcolm Attrill.
Front wheel: 350 x 16″ Dunlop Sidecar Racing Tyre.
Rear & Sidecar Wheel: Magnesium Minilite 5.20″ x 10″, Yokohama Tyres.
Brakes: Twin 10″ disc front, single 8″ disc rear & sidecar, with Lockheed racing calipers all round.
Front Suspension: Leading Link Forks, Hagon Shock Absorbers.
Rear Suspension: Mini rubber cone, Vincent Shock Absorber.
Fuel Tank: Steve Roberts of Wanganui, Isle of Man capacity.

V Twin Engine.
Capacity: 998cc.
Fuel: Methanol.
Power Output: 70hp at the rear wheel at 5,400 rpm, 74 ft-lbs torque.
Oil: Morris Castor MLR 40.
Compression: 13:1 (nominal).
Crankshaft: Terry Prince, large crank pin and main shaft.
Carburettors: 34mm Amal smoothbore.
Camshafts: Vincent Mark 2.
Exhausts: 2 into 1, 2″ diameter.
Gearbox: Vincent racing ratio, 4 speed.
Primary Drive: Neal Videan V3 Shock Absorber and chain tensioner.
Clutch: Neal Videan V3 multiplate.
Rear Chain: Regina 520.

Twin seater Speedway Sprintcar
By Steve Green
www.motoringmarketplace.co.nz

Something different at the last City of Cycles Show was this twin seat Sprintcar, looking and sounding like any of the big winged Speedway cars but with the option of taking a passenger. I could just imagine driver Rob Allen sliding through the corner with the 383 Cubic inch Chevy V8 at full song, other cars all around, dust flying and hearing a strange noise from beside him. Ah that’s just the passenger screaming “let me out !!!”. Sprintcar Racing is an excellent spectator sport, however I am not 100% sure if that extends to the view from the passenger seat.

Normally the second seat is used for demonstration rides at Waiuku Dirt Track with no one else on the track however the option is always there for a few hot laps out with the fast boys of Speedway.

Originally built by Kerry Jones & Phillip James of Auckland around 20 years ago, the car had been parked up for a while before Keith Blackburn & Rob Allen rebuilt it. The rebuild and repaint took over eight months and the result is what is believed to be one of only two such, twin seater Sprintcars currently in New Zealand.
The one off frame is based on an Osborne Sprintcar frame design with special wider roll cage and upper chassis, redesigned to fit the extra seat.
The 383 Cubic inch, Chevy V8 produces around 500 horsepower running on Avgas through a 650, double pumper, Holley carburettor.

The power then goes to the quick change diff via a Powerglide gearbox. All up weight for the Promotional vehicle is around 750-800 Kgms.

Sponsors:
Fisher Window & Doors, Pukekohe
J & G Summerville, Kentish Hotel Waiuku
Murry Kemp Auto
South Auckland Crane Hire
Terry Ryan Timber, Waiuku
Vehicle Service Performance Cars Ltd, Takanini
Auto Lab
Frank Allen Tyres
Racko Electrical
Waiuku Dirt Track.

Slime
By Steve Green

This article is about Slime, and no I am not talking about the politician’s in Wellington, this slime is a big, green Hotrod with smooth curves, and a rumbling V8 under the hood. The car is a Ford, Single Spinner Business Coupe and still carries the basic body shape that it wore when it rolled out of an American factory way back in 1949, however there have been a few changes and upgrades along the way.

The most obvious change is the new colour scheme, an interesting shade of green that inspired the little sign on the back which reads Slime. Originally the plan was that Levin Farmer, Bryan Kilsby and wife Wendy were going to paint it blue, however when Wendy who is a Nurse and was working nightshift at the time, went to bed for the day, Bryan did the painting. When Wendy woke up that afternoon, the car was already slime green thanks to an interesting mixture leftover paint from various half full tins lurking in the back of the shed.

When they first saw the car it had a peach coloured, custom paint scheme and was for sale at the annual Rotorua Swap Meet. Despite taking it for a test drive they were undecided and did not buy the car at the time instead it was bought by Jim from Feilding who drove it for a while and changed the custom paint for a dose of primer paint. In March 2001, the car was up for sale again and this time Bryan & Wendy did buy the car taking it back to their Horowhenua Farm.

By the time they bought the car it was no longer looking quite as it had left the Factory, having been lowered by about three inches, rolled rear pan and frenched tail lights. As far as is known about the early history of the car, it was originally sent to Singapore from where it went to Australia where it was converted to right hand drive, then later in it’s life it came to New Zealand. Along the way the original 8BA flathead V8 was swapped for a more powerful overhead valve, 272 cubic inch Ford V8, which now boasts a trio of Stromberg 94 carburettors with a progressive linkage sitting on an early Offenhauser manifold. Internally the Y block engine has a 3/4 Race Cam and is mated to a five speed manual, T5 gearbox with the original Ford diff at the rear still going strong after fifty seven years. Lift the hood and the engine bay is very clean and tidy with the triple carbs and a set of Berry & Chung Thunderbird rocker covers.

At the front of the engine bay is the original Ford radiator that was recored and fitted with an electric fan. Down at the sides of the engine the headers are a pair of boat style headers that work OK and produce a pleasant rumble out the twin exhaust pipes. The bonnet itself is a work of art with 270 louvers in it to help keep the engine compartment cool, and naturally to look cool as well.

The rear of the car is smooth with hidden trunk hinges and a pair of small tail lights off a 1952 Ford that were cut and trimmed to fit inside the moulded tail light mounts that came with the car when Bryan & Wendy bought it. The boot is large with plenty of room for the luggage when the family goes away for the weekend, Mum & Dad in the front seats and son Andrew and daughter Emma on the back seat. A Sony Radio and CD player sits in the dash to play some Rockabilly music to go with the various rumbles and rattles that the car makes as it heads off down the highway.

This car is more of a day to day ride rather that a polished up Show car and has a pleasant lived in feeling, and despite it having sat in the shed for the past week, it readily fired up producing a mellow rumble from the rear pipes. The clutch is a little touchy making gear changes relatively slow however the five speed Toyota gearbox works well and has no trouble with the horsepower from the mild mannered 272 cubic inch V8 engine.

Out on the road the car would pull away strongly when Bryan planted his foot on the accelerator and would also slow down well for such a big car. The drum brakes are currently boosted, however they must have been fairly good to start with as they have no trouble slowing down the big two door from normal highway speeds.

Passenger comfort has been diminished a bit due to the limited suspension travel remaining after the three inch lowering of the car, however the big seats are comfortable and the full sized car has plenty of head room and leg room even for my six foot frame. You would get the occasional bump that was noticeable but generally it was acceptably comfortable, a little louder inside than a modern car, but your modern car does not have the lovely rumble of an American V8 as a back ground noise.
Even better was the off beat rumble that the engine makes at idle, very pleasant, like a drum beat in the back ground, definitely something that modern cars do not have. Another thing you won’t find on a modern car is the big logo in the middle of the dash that fires off a set of Wolf Whistle horns behind the grill when pushed. The original horn on the steering wheel works too, which keeps it legal when getting it’s annual Wof & Rego.

As well as the standard headlights which are now 12 volt along with the rest of the electrics, the car has a pair of fully functional Appleton Police spotlights, one each side. They have a handle and an on off switch inside the car that can be used to swivel the external lights to put the light on vehicles fleeing from Police cars. Since Bryan & Wendy’s car is not a Police model they just use the lights to blind possums on the highway and to watch for Aliens in UFO’s who might want to abduct their little green Slime Machine.

Irish Motorcycle Rally 2007

These photo’s of the August, 2007 Irish Rally have traveled half way around the planet to get to our Kiwi Website. Initially they came from the camera of Kevin Tulley who rode his BSA Gold Star on the Irish Rally.

He took the photos last year and sent them to one of his friends in California who had a look at them and sent a handful of them on to one of his friends who lives here in New Zealand down in Oamaru, who then passed them on to the Editor up in Levin. They are just a few of the hundreds of images that Kevin took of the event which had a very diverse range of early motorcycling history including Grindley Peerless, Zenith, Prewar Sunbeams, Prewar Douglas etc And even a couple of venerable, BSA B31′s just like a certain one to be found cruising the streets of Oamaru.

By Steve Green

Born in Palmerston North on June 27th, 1946, Bruce Cribb grew up with his father, Kiwi Cribb, who raced Speedway Solos, Grass Track and Scrambles so it was no surprise that Bruce grew up with a liking for motorcycles. However when he got into Speedway racing, his father suggested that he concentrate his skills in one facet of the sport, namely Speedway and specialise in one thing rather than a broad spectrum as his father had done.

Bruce took his father’s advise all those years ago and went on to be part of the New Zealand team that won the 1979, World Team Speedway Championship in London with his team members Larry Ross, Mitch Shirra, Ivan Mauger and Roger Able as their reserve rider in case one of them was injured.
Bruce had moved to England in 1965 and started racing in the British Speedway league for the “Poole Pirates”, from there he went on to race for Exeter, Cradley, Bristol, Wolverhampton, Birmingham and Berwick Speedway clubs.
A bad crash and a head injury in 1987 meant that Bruce missed much of the 1987 Speedway season although he was fit enough by 1988 to qualify for the 1988 World Individual Ice Speedway Final. Although taking his fathers advise to specialise in one form of racing, Bruce had diversified slightly in that he also raced Ice Speedway which uses a bike that has similarities with both Speedway bikes and Long Track bikes in that it runs a 500cc Speedway motor, fitted with a two speed gearbox, front and rear suspension and rather long spikes for gripping the surface of frozen lakes and rivers.

Racing his Speedway Solo on the ice, Bruce won a few championships was in three World finals including two of them in Russia. There was no Ice Racing in England however from his base in England Bruce rode in events in Sweden, Holland, Russia, Austria, Norway and the Czech Republic. Being on the other side of the world, their winter is in our summer, so the Ice Racing season starts in January and runs til around the end of March.
Initially Bruce was just racing in the British Speedway League until he saw a small advert in the English Motorcycle News asking for riders to go Ice Racing, an advert he answered and from there went on to become a top class Speedway Ice racer.
Since Bruce was racing as a professional Speedway rider, he did not often get back to New Zealand to race as he was committed to the British League and to the Ice Racing Championship which clashed with the Kiwi Summer Speedway season. In saying that Bruce did win the New Zealand Speedway Solo Championships in 1971.

As a professional racer, Bruce made a good enough living to support himself and his English wife Irene, although Bruce did retire from racing around 13 years ago. Currently he is back in New Zealand and back on the Speedway track to take part in the 75th Anniversary Celebrations at the Robertson Holden International Speedway in Palmerston North where he first began racing many years ago.
With help from the New Zealand Jawa Speedway Bike Imports, Lawnmower Services in Palmerston North and Foley Trucks of Auckland, Bruce and Irene are back in the country and there was a new Jawa Ice Racer, complete with spikes, for him to ride in a demonstration ride at the Robertson Holden International Speedway.

The Ice Speedway bikes have around 50mm long steel spikes threaded into the tyres to give them grip on the frozen lakes and rivers of Europe. The spikes meant that the bike literally stuck to the track and could be laid over on its side similar to a road racing bike, very impressive to say the least and not bad riding for a sixty year old rider either.

By Steve Green & Keith Sinclair

Once Keith Sinclair had decided to build a sidecar there was only one choice of engine, the old Harley Davidson, Iron Head Sportster. Between Keith and Tim Goodin they had been racing a 1976, Iron head Sportster motorcycle for several years in the Post Classic class. The nostalgia and long history attached to the Harley Davidson marque, along with the exhaust sound they generate is just unbeatable.

The project started with three 10 inch Mini wheels, an engine, and a rough hand drawn sketch of what Keith wanted to build. Not knowing much about sidecar design apart from the basics, he decided to contact John Anderson, who over the years has built a number of successful outfits and is very knowledgeable on their construction. After several phone conversations discussing lead, track and trail, it all started to sound pretty complicated. Obviously the best thing to do from here was to go and look at an outfit which was already finished to see how it was built, and get take some measurements as well as several photographs.

Keith hitched a ride to John’s with Bernie Smith, as John was in the process of building a BMW powered sidecar for Bernie. Keith’s Harley Davidson sidecar is built around the existing and proven dimensions of John’s 828cc, Norton Commando sidecar outfit. Keith wanted something that would work from day one, without going through 12 months of trial and error just to get it handling properly.

The new outfits dimensions were laid out, along with the wheels, on a 1200mm by 2400mm sheet of custom board. This effectively became a full sized drawing from which the chassis was bent, welded and assembled on to ensure everything would fit. The main dimensions are as follows, centre of front and rear wheels 1520mm, sidecar wheel track 980mm, sidecar wheel lead in front of rear wheel 280mm. The next step was to set the engine in place, and measurement for this was 600mm from the centre of the front wheel, to the centre of the crankshaft. The engines positioning is important for balance, as under braking weight is transferred to the front wheel and when accelerating an adequate amount must remain for steering. A small section of the Harley engine cradle was used, this gave the correct height and alignment for the swing arm, along with engine mounts. From here the chassis was made from 32mm by 2.5mm seamless pipe, and was bent and welded to make the framework around the engine and sidecar platform, 25mm exhaust pipe was used for any cross bracing.

The leading link front suspension was next on the to do list. Again a full size plan was drawn out on the custom board, this made it easier to ensure that as the leading link travelled through its suspension curve, the trail always remained positive. The front end was made from 35mm by 3mm seamless pipe and the front swing arm from 32mm by 2.5mm seamless pipe. When finished this was fitted to the chassis, with a steering head rake angle of 25 deg and positive trail of 12mm.
Then began the time consuming job of making and machining the hubs, designing the braking system and fitting the 10 inch mini wheels. The rear and sidecar wheel hubs were made from 60mm by 5mm seamless Hydraulic tube. Keith welded flanges onto the two tubes for the rims to bolt to, approximately in the centre and another on the ends to mount the discs. Four Gussets were then welded between the flanges to remove any chance of flexing. The hubs were then machined and drilled to suit the mini rims and brake discs. The insides were bored to suit bearings and fitted with an internal spacer between the bearings. Three axles were then made so that when the axle nuts are tightened the hubs and bearings are sandwiched in place.

The mini mag wheels had an internal size of 55mm, this was machined out to 60mm and used as a spigot to align the wheels onto the hubs. A sprocket carrier plate was then made for the rear wheel with four short extension tubes and is held in place utilizing the original four stud mini pattern, by 1/2 inch high tensile bolts. Because of the 5 inch wide mini wheel and right hand chain drive, the engine sprocket had to be stepped out 15mm to clear the rear tyre. This was achieved by machining the teeth off an old front sprocket, boring the centre out of a new blank bossed sprocket, and welding the two together with the desired offset.

The front wheel proved more difficult, the problem was how to mount a twin disc setup and be able to still get the rim on and off. After working through several ideas the removable rim idea went into the too hard basket, Keith decided it was easier to make the whole front wheel out of steel and drill it full of holes to reduce as much weight as possible. The front hub started with 60mm by 5mm hydraulic tube cut to length, a 10mm thick mild steel disc was welded in the centre as well as 8mm discs on each end, and four gussets welded between them on each side. The new hubs outside was machined to size and inside bored to suit the bearings. The centre was removed from a 5 inch wide steel Mini rim and pressed onto the hub, this was then spun in a lathe to true it up before welding it into place.

The brake disc are cast iron from a Triumph Herald and were machined to reduce their thickness to suit the Brembo calipers, and also had to be machined 20mm smaller to fit inside the lip of the mini mag wheels. Carrier brackets for the calipers were made from 6mm aluminium plate and pivot around the axles as the suspension moves, they are held in place by 7/16 inch rose joints. The rear brake master cylinder is located under the right hand side of the rear seat fairing, it has a 3/4 inch piston and a 5 to 1 leverage ratio on the foot pedal arm. The Brembo brake calipers are linked so that when you push down on the foot brake it operates a single disc caliper on the rear wheel, one on the sidecar wheel and the two upper disc calipers on the front wheel, all of these are connected via stainless steel braided hoses. The front brake lever operates one caliper located at the bottom of the right hand front disc. Suspension on the wheels is minimal, with 30mm of travel for the rear wheel, 40mm for the front wheel and none on the sidecar.
The 1000cc, Harley Davidson Sportster engine was built in 1975, and has cast iron heads and cast iron barrels, an electric starter motor and a four speed gearbox. The engine’s flywheels have been lightened and balanced. The heads ported and polished, and 1 3/4 inch Ford V8 valves fitted to the exhausts, inlets are 2 inch. Cam grind duration is 270 deg, with a lift of 0.456 inch and is the same grind for both inlet & exhaust, done by Franklin Camshaft Services in Pukekohe, just out of Auckland. Pistons are forged Wiseco 0.40 over size, 11 to 1 compression. In the gearbox, an Andrews close ratio gear set has been fitted along with Barnet clutch plates. Electrics are pretty basic, a large Harley Davidson Softail battery sits on the sidecar tray, a small rev counter & oil pressure gauge on the dash, an on/off switch for the fuel pump and a red push button to start the motor. There is also a mandatory pull out kill switch that attaches to the rider in case of unfortunate incidents. Ignition is a total loss system using a Dyna Tech 2000i with a built in Rev limiter. Carburettor is a 40mm side draught Weber running on 100 octane, and is fed by a Fuel Flo, 3 psi electric pump. The fuel tank was hand made from 2.5mm aluminium sheet and is tucked away at the front right of the passenger deck, with the hand made oil tank sitting just in front of it. Thanks goes to Calvin Andrews of Craftsman Engineering for his help in Tig welding these. The oil system includes two oil coolers under the front bodywork and is needed to help keep the cast iron engine cool when racing.
Last item on the agenda to be made was the fibreglass bodywork. The rear seat was modified from an existing mould, with the kneelers being moved back 50mm and widened slightly. This would allow Keith to shift his weight around to assist in cornering. The front and sidecar wheel moulds were hand made. This was done by gluing and screwing 3mm plywood together, and bending thin aluminium sheet to form the desired shapes. The moulds were then laid up with fibreglass and resin to the required thickness. This was then sanded and painted in the 1970′s Harley Davidson Racing colours, by Kerry Brocus in Pukekohe.
Out on the track Keith and Tim took thing easy, gradually getting used to the sidecar, as with 18 months of work going into the project, they did not want to bin it first time out. While there were a few problems with the carburettor jetting, apart from that everything else went according to plan. The outfits straight line handling was excellent, cornering great and under heavy braking it just sat there with no swaying at all. Since then the guys have attended many race meetings, including racing in the New Zealand National Series with the modern sidecars. The highlight of the year was attending the New Zealand Classic Motorcycle Racing Register’s, Classic Festival race meeting held at Pukekohe Raceway in February 2006. This is the biggest Classic Motorcycle race meeting in the Southern Hemisphere, and annually attracts some 250 competitors and 300 machines. They must be manufactured pre 1963 Classic and pre 1976 for the Post Classic, and only British, American and European machines can compete. In 2006 there were forty one sidecars entered, and with thirty six starting each race it was a real sight to be seen, the thundering roar of all those single and twin cylinder engines was like music to the enthusiasts. Keith said after the meeting that the sidecar had lived up to all expectations, and they achieved several good placing’s, overall the whole project had been very rewarding. For more information on classic Motorcycling racing events in New Zealand go to www.sidecar.org.nz or www.nzcmrr.com

The 125cc Formula Bike is a new International Motorcycle Racing Class intended to be an intermediate class between the mini pocket bikes raced in Europe and the Grand Prix 125cc class. Its simple objective is to be an affordable transitional category for young racers who want one day to race in the motorcycle Grand Prix, to give them a taste of things to come.
With its 14 inches wheels, the Formula Bike is very light and very nimble, and will be especially good on tight and technical circuits.
With a powerful 125cc, two stroke engine, top quality tubular frame, as well as a strong aluminium swingarm, this machine is built to a design worthy of a Grand Prix motor bike at an affordable price.
The idea is that this will be a new category where only the talent of the rider can make the difference, as all riders are effectively on the same bike.
The Formula Bike is a compact motorcycle which is designed for younger riders, yet with a powerful engine pumping out more than 40HP, the Formula Bike offers the rider similar sensations to that of a Grand Prix 125cc bike.

The Formula Bike Stand was a popular attraction at the recent International Supercross in Geneva.
In partnership with the International Federation of Motorcycle racing and the National Federations participating in the project, the Swiss originators of the Formula Bike plan to organize a World Cup which will bring together the first three finishers of each countries National Championship for one World Cup race meeting, at the end of which, a new World Champion will be crowned.

With all the competitors on the same machinery the winner will be decided by skill rather than who has the most money. For more information, visit the Website: www.formula-bike.com

125cc Two Stroke Specifications
Frame: Multi tubular hand welded and aluminium swing arm.
Front Suspension: Fork Paioli F32 S.
Back Suspension: Mono shock absorber BOS.

Front Wheel: Grimeca 14 inches (120/70/14).
Back Wheel: Grimeca 14 inches (150/70/14).
Wheelbase: 1180mm 10mm
Saddle Height: 760mm.
Weight: 78 Kgms.
Fuel Tank Capacity: 8 Litres.
Engine Type: “TM” single cylinder 125cc, 2 Stroke.
Power: Approximately 42 Horsepower.
Bore x Stroke: 54mm x 54.5 mm.
Clutch: Dry clutch.
Exhaust: Rolled and hand welded with Aluminium/Carbon cartridge.
Radiator: Aluminium.
Ignition: PVL.

A new version of the Formula Bike is also currently being designed and built with a four Stroke engine to comply with the new European racing rules which will be in place around 2010, and will see a progressive phasing out of two Stroke engines.

Four Stroke Formula Bike Specifications.
Engine Type: 4T K, 250cc, single cylinder, 4 stroke engine.
Bore x Stroke: 78 mm x 52 mm.
Cylinder: 248.5 cc, DOHC, 4 valve.
Conrod length: 100 mm.
Clutch: Centrifugal clutch.
Main Power Transmission: Rear chain.