Once in Steve’s hands...


The work could be­gin on get­ting the mo­tor­cy­cle back to its orig­i­nal glory although there wasn’t a huge amount that needed do­ing to it. Steve told CR: “It’s hard to say ex­actly what’s been spent on the bike. It’s prob­a­bly in the re­gion of around £4-5k with that go­ing on me­chan­i­cals and paint. “Noth­ing was par­tic­u­larly in need of at­ten­tion when the bike ar­rived but we had new pis­tons made and the cylin­ders re-plated. We also re­placed what seals and bear­ings we could in­side the mo­tor, too.” As you’d imag­ine on a mo­tor­cy­cle so per­fectly scant in num­ber, the seals and bear­ings used in the XR range are all unique to the XR V-twin 250s and the XR V4s but, for­tu­nately, the 250’s in­ter­nals are some­what sim­i­lar to the same pe­riod fac­tory V4s, which fell lucky for Steve: “It was for­tu­nate be­cause we had some bear­ings in stock that we had com­mis­sioned for the V4 en­gines,” he adds. Also re­placed were the bike’s orig­i­nal car­bon discs with steel op­tions and the fin­ish on all the mag­ne­sium com­po­nents was re­freshed along with crack test­ing the wheels. CR can’t re­sist ask­ing Steve about the fragility of this mo­tor­cy­cle. We are all fans of the stro­kers, of course, and es­pe­cially so of mo­tor­cy­cles as rare of this. But what does the com­bi­na­tion of a pedi­gree-tuned 250 GP and the pas­sage of time (with­out the abil­ity to buy parts off-the-shelf) mean for run­ning the XR V-twin at pace in the fu­ture? “We don’t re­ally know much about the fragility of the bike sim­ply be­cause we have not used it enough to be able to get a gauge on how the me­chan­i­cals will hold up. But I imag­ine that the cranks will be the weak point… and I re­ally hope that we never have to re­new or re­pair the mag­ne­sium crankcases!”

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