Comerford's Cub

My first motorcycle was a 250 Greeves 'Scottish' way back in '63 (or was it '64?) which cost £60 - a lot of money back then. At the time I'd just started at Folkestone Art School and occasionally used the bike to travel the seventeen miles from Greatstone, usually when I'd got up late and missed the bus or maybe just to enjoy a sunny ride up the coast. The art school had a Painting and Decorating dept. where lads were taught the necessary basic skills in order to get employed in that profession (I don't recall any lassies on the course); it served as a sort of apprenticeship. Anyways..., I noticed one of the lads closely scrutinising my battered Greeves during a morning tea break and we struck up a conversation - the P&D lot and us arty-farty types rarely interacted, if at all; our two tribes always keeping a respectful distance. But, interestingly, this lad and I had a mutual interest: trials riding. Unlike me, this lad seemed quite knowledgeable about the local trials scene. Turned out he was Dave Weller who rode a JAH Cub with semi-works support by Jock Hitchcock Motorcycles of Folkestone. Needless to say we became pals.

Dave Weller and his mate Robin Meades (was that his name?) were the two promising youngsters that Jock supported on trials Cubs after supporting the young Gordon Farley who, by this time ('64-'65?), had moved up to London to join the Comerford's workshop team. As a Triumph works rider, Farley rode a trials Cub which he started modifying to save weight and become more competitive. Thus was born the Comerford's Cub, instantly recognisable by the special silencer, petrol tank, oil tank and plastic petrol cap 'borrowed' from the Triumph Tina scooter.

I achieved a long-held ambition to buy a Comerford's Cub a few years back, unfortunately after I'd retired from mud-plugging so I never rode it competitively. Sold it in order to buy a 410 Matchless which, again, I didn't ride competitively. Bit later, I noticed 'my' Cub up for sale again looking a bit tattier and at a higher price. I then began noticing that Cubs generally were rocketing in price and many were being modified by trials specialists. Kept a few photos for my files which I find interesting. And today I noticed a Comerford's Cub up for sale on eBay. Seems genuine, but has lights and a sidestand so may have been used as a road bike rather than a trials iron. Priced at just under £6k which may seem expensive but I've seen one advertised at £8.5k (with modified 220cc engine).

Top photo - £8.5k Comerford's Cub (June 2018). Middle photo - £5795 (June 2021). Bottom photo - Farley's 'works' Cub £6450 (June 2018).

Interesting! Today's eBay ad for the Com Cub (middle pic) priced at £5795 has been deleted and replaced by the same ad and wording apart from a price hike of £500 to £6295!!! Perfectly legal of course, but it suggests the seller (a dealer) has received a lot of interest which maybe made him think the original price was a bit low. Just goes to show the continued popularity of  genuine Comerford's Cubs, even ones that have been modded for road use.

   

Moto Guzzi Nevada

When I was younger, one of the first things I used to look for in bike test reports was the bhp figure, then probably the insurance cost. Now I'm a geriatric old fart with short legs and a back problem, one of the first things I look for is saddle height. This is because I have trouble getting my leg over (cue canned laughter). So when I recently decided to get my last-ever bike I scoured the internet for saddle height info and, another limiting factor, cost. Fancied a Harley V-Rod with good low seat, but cost ruled that out. Then thought of a BMW F650 with the seat lowering option, but..., nah. Then, while delving through an old issue of Bike magazine which I'd kept because it featured a report on the Transalp 50th anniversary model, I spotted a previously overlooked report on the Guzzi Nevada. Good engine size (750cc), a twin, Italian brio, shaft drive and..., low saddle. Then checked the internet for further info. Rubbish bhp figure but still had good reports although it's wrongly regarded as a ladies bike - sexist twaddle. And..., the model was updated in 2012 with increased power and torque. Right, that's the one for me! Checked the ads. No latest models being sold second-hand. Loads (well, a few) of the pre-latest model versions available, but didn't want 'em. The only option seemed to be to buy new. Whaaat!! Ridiculous idea. Something will turn up. Sure enough, spotted an ad for a one owner model with just 1490kms (926 miles) in 'as new' nick for just €4700 (about £4200) being sold by a small dealer in NW France, in the depths of winter (February), in the middle of that coronavirus Covid-19 lockdown. Not a good time for selling, but great for buying. Snapped it up (dealer was probably surprised it sold quickly to a mad Brit buyer who hadn't even seen or test driven the thing!). Had it delivered. Stunning. No regrets. Dead chuffed. Bit later I spotted another one with a much higher kilométrage and considerably higher price. Reckon I got a bargain.

Ducati 851

Following Cagiva's takeover (or partnership with or investment in Ducati?) in 1985(?) Ducati at last received the vital cash injection necessary to fund their much needed technological advancement. The first Ducati bike produced with Cagiva's elephant motif on the petrol tank was the 851, so called because its engine was an 851cc twin. Designed by Massimo Bordi this bike was the successor to the 750 F1 and featured four-valve cylinder heads and water cooling (the F1 had two-valve heads and air cooling) plus a whole host of other improvements. Typically, Ducati enjoyed racing success with this model, ridden by Marco Lucchinelli and Raymond Roche. The 851 ran from 1987 to 1992 and in 1991 the engine was enlarged to 888cc and the Ducati 888 was born.

At around the late '80s I joined some ad agency where I had quite a big company car package. Being more interested in bikes than cars (though I do like cars as well) I had a word with the agency's finance director who allowed me to have a small car as well as some motorbike instead of the usual flashy adland car. Probably thought I was nuts, but did I care? Nah. Say hello to a new Mini Cooper and a Ducati 851 (dual seater, of course). I was penalised something rotten for this package by the taxman, but did I care? Nah. Ran the bike in gently then set off for a two week trip to Florence, two-up. Wasn't exactly the most practical bike for touring, or the most comfy for her ladyship, the pillion in a million, but it was fun to ride, especially through Italy. I remember pootling slowly through some country town or village then passing the 'speed restriction ends' sign and giving it some welly while wallowing in the music of the bellowing exhausts. Sheer joy. Then was stopped by a couple of cops. Pleaded insanity due to being a Brit - well, to be more exact, English/Scots/Irish. Cops fully understood that anyone giving a Ducati the full beans on a quiet road should be complimented on their choice of motorcycle and then sent off on their merry way. At least that's how I saw it. They probably couldn't be arsed to do loads of paperwork when they didn't speak English and the Brit idiot didn't speak Italian.

         

Ducati Laguna Seca and Santamonica

The Ducati bug had bitten (see earlier F1 posting) and I was now a big fan of the marque. Unbeknown to me this period of time (the mid-'80s) was a stepping stone between the old Ducati company and the new (post-Cagiva investment). Also at this time, the engineering designer Tamburini joined Ducati - he later would design the iconic 916. And, at around this time, Ducati launched the Paso with its enclosed bodywork. Somewhat surprisingly, I reckoned this was a great looker, so I stupidly sold the F1 and nipped down to the Ducati dealership at Dorking(?) where the guy who ran the place (importer - forgotten his name) luckily talked me out of the Paso and into a new limited edition model that was about to be launched by the factory in celebration of Marco Lucchinelli's victory at the Laguna Seca Daytona track 'Battle of the Twins' in 1986. 

Unfortunately they didn't have one, or any photos, but I took his word for how brilliant it was and ordered one (I think that was the sequence of events, but I could be wrong - has been known). In hindsight, either he was a brilliant salesman or I was could see into the rosy future of Ducati - I think it was probably the former. He also suggested I ordered it with a Verlicchi silencer, which I did despite not knowing that it was rather decibelly. I vaguely remember he seemed disappointed on my insistence for a dual seat. Anyways, the bike duly arrived at the dealership (in 1987) and the chap rang me up and excitedly said "it's here, and it looks like an MV!" 

Collected it and rode it home to Southfields, grinning like a Cheshire cat all the way. Performance-wise it seemed a bit more responsive than the F1; probably something to do with the 40mm Dell'Orto carbs (F1's were 36mm I think - could be wrong, has been known), higher compression ratio and redesigned cylinder heads with bigger valves I think (could be wrong, has been known). Loved that bike. Sold it a bit later for something sensible (doh). Can't remember what. Should have kept it mothballed and bought a Honda 50 as a runaround. Crikey, how often have I said that!

The Ducati Santamonica (see photo below), again based on the F1, was also launched in 1987. I understand this bike was exactly the same as the Laguna Seca except for the colour scheme, brakes and wheels - and it was only available as a dual seater. Like the Seca, the Santamonica is rare as hen's gnashers and so prices have climbed accordingly. A quick search of the internet shows that both bikes were going for around £18k ish a couple of years ago, but now with interest rates on savings being zilch, zero and nada, people are investing their dosh in fun stuff like watches, old cameras, classic cars and, of course, bike exotica such as Vincents etc., Ducatis included. Interestingly there's a Santamonica currently being advertised on eBay by a Sheffield classic bike dealership - 1988, just 1369 miles, asking price... £29,980!

    

Ducati 750 F1

After having owned quite a few Jap bikes and BMWs up to the mid '80s, I hankered after something Italian for a change, maybe an MV or a Ducati. I'd sort of steered clear of these beauties, mainly because they were quite pricey and I'd read reports of electrical problems and pricey servicing. The bike that I rather fancied was the Ducati Hailwood replica Mille. Looked at one in David Robinson's Ducati shop in Wandsworth (his shop's still there), but thought it was a bit big, and the long wheelbase meant it probably wasn't exactly nimble. And it was pricey. But the Duke bug had bitten. Then I thought the 750 F1 would be a bit more practical, and I loved the look of the bike with its racy styling and Italian flag colours. Bought one, second hand naturally. Had it for about a year then sold it. Missed it so bought another, second hand again. Never had a problem with either of them. Both dual seaters so Geo could ride shotgun. Not the most comfy bike though, according to her.

Honda CBX1000

This bike was launched in 1978 as a statement of Honda's superiority in the motorcycle world. It was as if they had thrown down the gauntlet and shouted "follow that, chaps". With its six cylinder, six carburetter, 1047cc engine it grabbed the headlines and was immediately a fave poster on many a kid's (and indeed adult's) bedroom wall. Riders dreamed of owning such a gem. Me too. As luck would have it, I eventually bought one, second hand, with a low mileage. She was pristine and, naturally, she was stabled indoors. Rode her to France, two-up. An unforgettable journey. She was heavy with spindly tyres and weedy forks (by today's standards), but no other bike can match the sheer joy of accelerating out of a corner with that creamy power and glorious exhaust note.

Yamaha Fazer FZS600

Yamaha's 600 Fazer mk1, mk2 and mk3 (1998-2003) are regarded as five star bikes by Bike magazine and are slowly becoming classics. Strange really, because the original 600 Fazer was a cheapo parts bin special cobbled together to compete with Honda's Hornet and Suzuki's Bandit, but somehow the mongrel worked brilliantly and was an instant success. The engine was nicked from Yamaha's Thundercat, detuned to 95bhp (smaller carbs), bolted to a basic steel frame, and fitted with a front brake from the R1 parts bin. Negatives include the 9mm front sprocket nut which was prone to coming undone with dire consequences (Yamaha advised a 12mm replacement), a cheapo exhaust system (excluding silencer) which quickly rotted away when exposed to the winter elements, a dipped single headlight that was almost useless in the dark and a badly positioned rear brake caliper that was exposed to road spray, salt, mud, horse poo, etc. The mk3 Fazer (2003) had a few minor modifications but wasn't as highly regarded as the original. This was the last of the 'real' Fazers which were eventually killed off by Euro emissions and noise regulations. The mk4 (04-05) was powered by the buzzier, harsher, revvier R6 engine and "isn't as good as the old bike as a day-in, day-out commuter". ( 1999 Fazer FZS600 pictured.)