HARRY HAWKINS
A bike and a half
I’ve owned this bike since the ’90s – but it certainly didn’t look like this then. A mate bought it from a proddie racer back in the ’80s. It’s a very early model, but it wasn’t registered until a couple of years later. I helped build it as a 350 special, then I bought it and converted it into a threecylinder special. It got written off two years ago and I had to rebuild it again. It hasn’t had an easy life.
It’s a 550 triple; the engine is basically one-and-a-half LC crankcases, three barrels and one-and-a-half cylinder heads stitched together. I cut a second pair of cases, milled the joint faces and clamped them together with the original cases with alloy bar before welding them up. There’s a bit more to it than that, but that’s the general principle. Extending the crankshaft was easy. I’ve used aircooled RD inner webs as they’re splined. There are 12 splines, so I could set up and assemble the crank at 120° without any engineering work. I had to machine an LC end web to use on the drive side end of the crank to allow me to use the stock primary drive, though.
The gearbox is stock LC, but with an extended output shaft fitted with an outrigger bearing to support it. There’s an FZ600 clutch basket, with LC plates – there are two extra steel and friction plates to cope with the extra torque. I’ve used a modified LC clutch cover and, on the other side, the LC alternator cover conceals a Honda CBR600 alternator and rotor. A Dyna S ignition, YPVS carbs and a home-made airbox take care of sparks and fuelling. I fabricated the Allspeedinspired stainless-steel pipes and grafted an extra half onto both the radiator and its cowl.
A fair bit of work went into the rolling chassis, too. I widened a standard LC frame to accept a Honda NC29 swingarm (complete with shock and linkage) and modified the frame cradle to run round the three pipes at the front. The wheels are Honda CB1, the forks and yokes are Triumph Daytona 675 and the discs are Galfer Honda CBR900, with Yamaha MT-09 calipers. I’ve modified an LC tank to take twin fuel taps, and the switchgear is from a Honda CBR600. It’s all about making everything fit and work together. Like the tailpiece – it combines Honda VFR750 and LC tailpieces and was the worst job to do.
‘IT’S ALL ABOUT MAKING IT ALL FIT AND WORK TOGETHER’