GETTING THE BEST FROM AN H2
Neil Mccallum of The Triples Workshop in Wakefield debunks a few myths and gives you a few tips for running an H2 today
H2s get a bad rap for supposed handling inadequacies. Fitting modern tyres like Avon Roadriders transforms the handling. They’re available in original imperial sizes, so the profile of the tyre is correct for the H2. H2 gearbox parts are getting scarce. Check for positive engagement and get a test ride to make sure the ’box doesn’t drop out of gear under load. You can fit an H1 gearbox – though you’ll also need the H1 outer clutch cover and kickstart shaft. Replica exhausts for H2-BS (and Cs) are now available – previously you had to repair and replate your originals or go for an expansion chamber type system. H2ex (h2ex. co.uk) produce an excellent pattern system for the B and C at £1410 for a full system including clamps; all parts are available separately. The middle piston/ bore runs hotter, but a lot of seizures back in the day were due to owners fitting mudflaps to the front mudguard to keep rain and road spray off the centre pot. If you’re running flat out and run onto reserve, the centre pot can seize, too. The H2’s carbs have a habit of surging. Standard needles have a three-stage taper, but you can get needles with a five-stage taper that help the problem. Use genuine Mikuni needles, though. Double-lipped gearbox seals sold by most bearing factors can leak. Use good quality pattern seals made for the H2.