BSA Rocket 3 5-speed
There was a lot going on at Small Heath in the early ‘seventies, not all of it directly connected to building motorcycles. Boardroom chaos, worker unrest, cash crisis after cash crisis, quality problems, ho-hum reviews, devaluation of the US dollar, government reticence for further hand-outs…
BSA ploughed on, flying the tattered Union Jack in the face of a remorseless barrage from Japan, which had recently dared to venture from their established field of lightweight motorcycles, into the realm so long dominated by the Brits – the big bike. True, BSA/Triumph had fought back with their new generation of triples, which broke clean away from the long-established parallel twin mould. But while the original triples – in Trident (Triumph) and Rocket 3 (BSA) guise – performed well enough and were volume sellers in many markets, including Australasia, they never quite grabbed the Stateside attention they coveted. The quirky, slab-sided styling failed to excite the Yankees, and if the sales storm created by the Honda CB750 wasn’t enough to combat, the Kawasaki Z1 was poised to inflict even more pain. BSA/Triumph had put on a brave face and firmly embraced the American racing scene as a means to demonstrate the capabilities of the triples, and to a large degree they had succeeded thanks to the efforts of John Cooper, Dick Mann and quite a few others. But racing success still did not address the basic shortcomings of the BSA in the eyes of the Americans. It needed a makeover – and fast, because back in boggy Birmingham, the parent company was bleeding.
What transpired for 1971 was a completely restyled Rocket 3, which borrowed styling cues from across the BSA range, particularly the big twins. The fuel tank mirrored the red and chrome (officially Firecracker Red), with the big, bold BSA starburst badge of the A65 Rocket, but with only 2 and a half gallons capacity, range was limited to around 100 miles before a refill was called for. The midriff fibreglass side covers were flatter and in two-tone red and grey, the latter colour matching that of the frame itself. These covers were smaller than the earlier style, without the forward facing lip, meaning the chrome plated air filter case was on full display. The right side cover only sat above the top half of the grey-painted oil tank, while the left side cover was styled to match with a two-tone red/grey. Breathing through the substantial air filter were three Amal 626 Concentrics, over-bored by 1mm to 27mm. The left side cover now housed the ignition switch, which had been moved from the right hand headlight bracket. It was noted in several road tests that the clearly exposed ignition switch, with its pullon/off plugs, was child’s play to hot-wire.
The choice of grey for the frame was a controversial one, in stark contrast to the traditional black, and it sat uneasily with purists and new-gen alike. The concept extended across much of the BSA export range, including the A65L Lightning and the A65T Thunderbolt. Apart from its sombre tone, the grey frame also showed up mud and grime much more readily than the black, and it lasted only one season, being dropped for the 1972 model in favour of black. Gone also were the ‘Raygun’ silencers with their triple fluted outlets – a distinctive but not universally popular fitment to both the BSA and Triumph triples in their original form. In their place were very British megaphone silencers with small reverse cone end caps, and this allowed extra and much-needed ground clearance. The front end of the ’71 Rocket 3 was all-new, with longer travel ‘Ceriani – style’ forks that were lighter (thanks to aluminium sliders), twoway damped with 170mm travel, and dispensed with the rubber gaiters and chrome lower covers. Also breaking from tradition was the use of wiretype brackets to hold the headlamp shell instead of the pressed metal style. These brackets attached to the underside of the top fork crown and to the pinch bolts on the lower end – rubber mounted to reduce the filament-cracking vibrations reaching the headlight bulb. Likewise, both speedo and tacho instruments were rubber mounted, in separate rubber pods attached to the fork crown.
BSA also did away with the full-width front hub. In its place was the Triumph eight-inch ‘conical’ hub, an item not noted for its ability to quickly arrest forward motion, which was apparently foisted upon the group by the dictatorial Umberslade Hall design boffins. The brake actually worked in the opposite way to the one it replaced. Instead of the actuating arms moving in parallel, with an adjustable balance bar, the brake cable pulled the arms of the twinleading-shoe brake towards each other. The brake plate contained a massive air scoop, with a pair of outlets to exhaust the cooling air. Capping the front end was an abbreviated, chrome plated front mudguard with rather puny wire stays that were welded rather than bolted to the guard itself – a far cry from the solid, valanced item of the originals. The conical hub also graced the rear end of the machine, which had a shorter, chrome plated rear mudguard, while the grey treatment extended to the rear chain guard and the shock absorber bodies.
Interestingly, the 1970 Daytona triples were fitted with huge 260mm Fontana double-sided front brakes, but by 1971 twin Lockheed discs had replaced the drums. Had finances permitted, it would have been a shrewd marketing move to have discs
The choice of grey for the frame was a controversial one, in stark contrast to the traditional black, and it sat uneasily with purists and new-gen alike.
on the road models as well, as the conical front brake was simply not up to the job.
New style Lucas switches, with up/down toggle levers to operate things like high/low beam (on the left) and the turn indicators (right), were also new, or at least, new-looking. Slung across the front of the frame, below the fuel tank, a massive oil radiator poked out into the breeze, and although ungainly, would have been a practical fitment for American freeways. BSA claimed that the oil cooler meant the A75’s lubricant ran 50% cooler than the A65 twin, which had no such device.
Off course, in the badge engineering style that had become endemic amongst British manufacturers, the Rocket 3 had a doppelganger in the Triumph Trident, which received a similar makeover in 1971 to emerge, in effect, as a three-cylinder Bonneville, with the ‘upright’ cylinders continuing the visual point of difference between the otherwise identical engines.
Gearing up
And now to the real difference – the transmission. American Motorcycle Association rules required 200 of any model to be made available for public sale in order to meet homologation regulations for AMA racing. One drawback to the existing BSA/Triumph triples was the four-speed gearbox, although in close-ratio form, it wasn’t too much of a handicap thanks to the prodigious torque from the 750 triple engine. But split seconds being what they are in racing terms, a five-speeder was deemed necessary to counter the new opposition in the form of Honda’s stunning CB750, which in CR form, would be on the grid for the 1970 Daytona 200, ranged against a phalanx of British twins and triples, and score a rather fortunate victory. To this end, BSA set about producing the required 200 examples of the A75, which was officially known as the A75RV.
Triumph did likewise, producing an equivalent number of the revamped T150, which in five-speed form was marketed as the T150V.
In US-market specification, the standard fourspeed gearbox had the ratios 4.98, 5.95, 8.42, and 12.15:1, while the five-speeder was 4.98, 5.93,
6.98, 9.19 and 12.91:1, giving a much closer second to third, and third to fourth relationship. As well as the US models, the home market triples received a facelift, of sorts. The Rocket 3 took on most of the changes including the megaphone silencers, chrome mudguards and smaller side covers, but retained the basic appearance of the original slab-sided 4gallon fuel tank with its knee rubbers.
Although in desperate financial straits, BSA/Triumph staged a lavish launch for the vital export models in November 1970. Ironically, while BSA was standing on the very brink of extinction, the triples were enjoying incredible success on the race tracks, with even better things in store, such as John Cooper trouncing the ‘invincible’ combination of Giacomo Agostini and the works MV Agusta at Mallory Park’s Race of the Year in 1971. Cooper added to his trophy cabinet (and bank balance) by capturing the rich 250 Mile Champion Spark Plug Classic at the short-lived Ontario circuit in California later in the year.
For the record, BSA did succeed in winning the 1971 Daytona 200, with the shrewd and fast Dick Mann in the saddle, after the star-studded BSA/Triumph line up, that included Mike Hailwood, Paul Smart, Gary Nixon and Dave Aldana gradually falling by the wayside, with Gene Romero (Trident) second and Don Emde (BSA) third, all on 5-speeders. The race was held in March, 1971, two months before the release of the 5-speed road-going triples.
Regardless of the racing successes, the curtain was rapidly falling on BSA, which managed to build 927 triples for the 1971 production year. A further 572, including a sole 5-speeder that was sold to the German distributor, came off the production line in 1972 before the guillotine finally came down. All of which makes the particular motorcycle featured here – engine number AE00276 A75V – rather unique, or at least, one of just 200. The AE prefix denotes construction in February 1971.
Local 5-speeders
This motorcycle is owned by Steve Mobbs, who has quite a passion for BSAs (and Panthers). His collection extends from a pre-war C10, to one of the very early long-stroke A7 twins, as well as to more modern fare. Around ten years ago, Steve saw an advertisement for the Rocket 3 on the internet. It was listed as a “rare BSA Rocket 3 5 Speed. There
American Motorcycle Association rules required 200 of any model to be made available for public sale in order to meet homologation regulations for AMA racing.
were supposed to have been 200 A75V or A75RV 5-speed bikes built in 1971 for racing homologation for the US. This example is an original Southern California bike being sold with a California title. Currently not running requiring minimum top end work…the timing side intake push rod is off its tappet (so) no compression in that cylinder. Frame and engine numbers match…missing centre stand, mounting hardware, tach cable, rear seat bracket and top engine torque stays. 26,000 miles on the odometer. Engine is cosmetically nice, no broken fins, no wild spanner marks, covers are nice without dents or scratches, original case screws. Frame is still in the original dove grey, original Dunlop rims, stock handlebars with Lucas switchgear, Lucas headlamp and turn signals. Gas tank is faded to grey on one side with some colour on the drive side. A very rare and now sought-after bike.”
That description spiked the interest of Steve in South Australia, so the BSA was purchased, crated and shipped from Los Angeles. “I was keen on it because it was one of the original 200 made for the AMA racing homologation, says Steve. “I’m not mad about the look of the grey frame, which is also hard to keep clean, and I think the Americans weren’t either, so that’s why they went back to the black frame for 1972. I have fitted Dunstall mufflers on the original three-into-two headers which are very similar visually to the megaphone style mufflers on the original, but they work a lot better.”
Steve says the five-speed gearbox is a significant improvement, which begs the question – why did BSA not list it as standard fitment? My guess is that the answer lies somewhere in the jurisdiction of the BSA/Triumph accounts department, accumulated 4-speed components, a general downturn in demand in the face of intensified Japanese opposition, and curious, but unfortunately typical, management decisions.
Steve sourced the required parts himself, with internal components mainly from L.P. Williams in
UK, and using the original nuts and bolts wherever possible. The engine assembly was carried out by a friend, Pete Grocke. Paintwork was done locally by Brenton Burgess, and Tony O’Connor from Eldorado Seats rejuvenated an aftermarket seat that Steve had acquired. Basically everything else was retained from the original bike, which now looks an absolute treat. Maurie Edwards from Melbourne, who also owns a 5-speed grey frame Rocket 3, has put together a register of the model in Australia. “To start with the engines were stamped ‘A75RV’, then shortened to ‘A75V’ later in the run, which has led to all sorts of conspiracy theories. They are all in the BSA dispatch books as being built on the 19th February 1971, then being dispatched over the next three days. According to BSA’s February 1971 memo to dealers, the A75V was meant to be on sale on March 13, this being the day after the running of the Daytona 200, with the standard 4-speed on sale April 10. The gearbox was designed by Quaife for BSA/Triumph and the boxes in the 1971 bikes were made by Quaife as well. The 5 changes much better than the old 4-speed, which feels like something designed in the ‘30s, probably because it was!”
“There were no more than the 200 made for
1971, then 3 more in 1972, the 5-speed would have become the standard had BSA not folded. My count is 11 5-speeds here that I’ve heard of since I got mine, so you would think that there would be a few more hidden away out there somewhere. I don’t know why this is, but there certainly seems to be more of these here than you would think. Perhaps the Americans are not as interested in preserving their history as we are.
“My bike is AE00341. I bought it in 2008 from Peter Dunster in Canberra with 7,500 miles on the clock. It was from the deceased estate of a bloke called Peter Griffin somewhere in NSW.
“Unfortunately I don’t know how or when it arrived here in Australia. I’ve covered 6500 miles since then and restored it in time for the BSA International Rally in 2018. I repainted it in the original Firecracker red, which has a bronze look about it, whereas Steve’s bike is in a brighter shade of red. It is a brave man who tries to get more than 100 miles out of a tank of fuel.” Maurie concurs that the very last Rocket 3 (a 5-speeder) to leave the factory before the closure went to Germany. Even with the disproportionate representation of the model in Australasia (there are believed to be several in New Zealand as well), these are still rare motorcycles, and significant ones too.