1958 BSA DBD34 (500cc) Gold Star When I purchased this machine it was in less than satisfactory condition.
Since then I have been through everything on it, replacing or refurbishing it to a condition I would describe as very good. This is not a museum piece, it is a rally ready to ride machine. The engine was rebuilt about 5 years ago. The lower
end castings were sent to Phill Pearson in England for refurbishment of the magneto perch and the magneto oil seal boss. The original crankshaft was replaced with a brand new Pearson crankshaft and connecting rod assembly including main bearings. The aluminum cylinder and liner were replaced by Phil Pearson with a brand new aluminum cylinder with a STD bore liner.
The piston is a STD Wiseco 8:1 compression ratio piston. The cams were replaced with brand new touring cams from Phil Pierson. The cylinder head was sent out and reconditioned with new valves, springs and guides. The head bolts were replaced with brand new stainless steel head bolts. The cylinder head gasket is a Pierson head
gasket (the best head gasket I have ever seen). The Gearbox is a STD T needle bearing layshaft gearbox that is in excellent condition. I replaced the bearings and seals about 5 years ago.
The magneto base has been modified to accept four woodruff keys that fit tightly into the woodruff key slots in the unmodified aluminum magneto perch, providing greatly improved mounting contact and positioning of the magneto. The alignment with the timing gear idler, oil seal, and breather valve is perfect and secure. As previously mentioned, the aluminum magneto perch was reconditioned to factory specs and it will accept an original Lucas magneto that mounts on 5/16 dowel pins. The electrical system
has been upgraded to 12V with an Alton Alternator and a solid state voltage regulator.
The entire wiring harness has been replaced with a brand new (made by me) modified harness that incorporates two 5A circuit breakers protecting the battery circuits and the charging circuit. No more fuses! The headlight and tail light bulbs are aftermarket LEDs. The bike comes with a detailed up to date wiring diagram. The tires are near new Avon Roadrider tires. The rims are Weinmann 36 hole shouldered aluminum BMW rims fitted with Buchanan stainless steel spokes. The wheel bearings were replaced about five years ago. The front brake is fitted with a brand new set of shoes.
The back brake is in good working order. The handlebars are European style âMâ type handlebars. The clutch lever assembly is an aluminum Yamaha SR500 assembly that incorporates a compression release lever and a mirror mount in the single assembly. The front brake lever assembly is Yamaha also and it incorporates a front brake light switch and a mirror mount in the single assembly. This bike did not have a factory fitted front brake light switch. I have included a front brake-light circuit in the new modified wiring harness. These lever assemblies greatly reduce the clutter of controls clamped all over the handlebars.
The machine is fitted with a brand new seat, a brand new exhaust pipe and muffler, and an a near new Mikuni VM 38mm round slide carburetor. All the engine and gearbox threads are British Standard Whitworth or British Standard Fine as original and in good condition. The various frame assembly bolts are new rounded head (like original) stainless steel SAE National fine series bolts with stainless steel washers and Nylock nuts. The engine and gearbox mounting bolts are 17-4 PH stainless steel SAE National fine thread studs fitted with with stainless steel washers and Nylock nuts on each end.
The frame number and engine number are correct. This bike is a very good bike.
Used 1958 3,700 miles Gold
1972 Kawasaki H2 750 Mach IV.
Everything on the bike was original equipment except a couple of the turn signals. The tires where original equipment Yokohama âs, 1972 vintage, and still showing significant tread (I have photos). The pistons and rings were (and remain) standard bore, with relatively tight ring end gaps (I installed new Kawasaki
std. rings). The top end had never been off the motor. The exhaust system was original. The chain was original. The brake pads and shoes were original and showed little wear (the rear wheel had never been off the bike). This H2 appeared to have had a short but exciting life during those relatively few miles.
The original owner must have used a lot of chain lube or kept the chain oiler filled. I suspect the owner lived on a dirt road and must have owned a dog judging from the amount of dog hair embedded in the oily grunge on the underside of the bike. The stock exhaust system was still installed and had some typical rust, a few small dents and a minor scrape. The left side engine cover
had a shallow scrape which I sanded out. I was surprised the bike had good compression when I received it. Restoration included: New rings, standard bore. OEM std.
pistons in the bike. New base and head gaskets of course. New bronze clutch actuator New clutch pusher with bearing Powder coated frame. New steering head bearings. New bronze swingarm bushings (the originals were not worn out). Original rims were re-chromed. Yes, the stamped numbers were preserved. New Buchannan stainless steel spokes. New wheel bearings (really did not need, but easy to replace since wheels were apart). New Dunlop K70 tires. New fork tubes (originals were slightly pitted). New fork seals. Re-chromed; brake
pedal, kick starter, handlebar (was not bent! ). New exhaust system.
New chain. New rear sprocket (original one was NOT worn out but had some scrape marks). New wiring harness. New left handlebar switch. New ignition switch. New horn. New Li-ion battery. New seat. Re-built the brake caliper (new piston, seal, new pads). New master cylinder. New brake hoses. New turn signals and stalks. New air cleaner boot. New air filter. New cables; clutch, throttle/carburetor. New grips. New mirrors. Various rubber bits/grommets etc. were replaced. New paint. New steering head sticker (exact reproduction of original). Build date 5/72.
Used 1972 Kawasaki H 3,000 miles