1962 BSA Gold Star DBD34 — Classic British Motorcycles — Motorcycle Classics

6 Июн 2015 | Author: | Комментарии к записи 1962 BSA Gold Star DBD34 — Classic British Motorcycles — Motorcycle Classics отключены

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1962 BSA Star DBD34

Claimed 40hp @ 7,000rpm

Top speed: (est.)

Engine: 499cc OHV single

Weight (dry): (173kg)

MPG: 45mpg

Price then: $985

Price now: $12,500 $20,000

The most iconic BSA ever, the BSA Gold Star was actually something of an anomaly for the For decades, BSA made its money well built, reliable, motorcycles to people who needed to get to There was a big market for two-wheeled in England and the Commonwealth countries, and BSA did with its staid and reliable

The Gold Star, on the other was not a good bike for getting to Built for performance, it was noisy and to start. But it was also fast and a lot of fun to and in the days after World War II, Stars became famous on sides of the Atlantic for their both on and offroad.

In England, Gold Stars in the Clubmans TT races and were raced in many amateur and won numerous offroad competitions. In the Gold Stars did well on the at Daytona, qualified for the finals in track and TT racing, and lined up for all of offroad events.

BSA Gold beginnings

The BSA Gold Star got its in the 1930s. Designer Val Page, his Herbert Perkins, and Jack and Len Crisp from the BSA factory over a 500cc BSA Empire overhead valve single it could put up with a 13:1 ratio and alcohol fuel, and a recently retired racing Wal Handley, to ride it. In 1937, lapped the Brooklands track at 100mph and was awarded a Brooklands Star for this feat.

The this prototype stirred up BSA management there was a market for a machine that could be in amateur events. The first Gold Stars appeared in and featured an aluminum alloy and head, and an Amal TT carburetor. did well in English trials but the advent of World War II ended of sport motorcycles.

After the war BSA concentrated on building bikes for to get to work on, and tried to ignore the clamor for something a little Finally, in 1948, BSA unveiled a new Gold Star, with an alloy overhead valve and an extensive option list. could specify compression transmission ratios, cams, and equipment.

It was an immediate success in the of Man Clubman TT races that had launched in 1947, and a 500cc followed in 1950.

During this time, factories were being — mandated, in fact — to export as as possible to retire England’s war debt. Gold Stars washing up on American shores, riders found that did very well in flat competition, enduros — pretty everything they were at. Gold Stars were on the beach at Daytona and were of the 1954 BSA Wrecking Crew, BSA’s twins won Daytona year.

American racers that Gold Stars did well in short track California’s Ascot half was Gold Star territory for

Like Triumph, BSA started special models for U.S. including a rigid framed for flat track competition. of America’s best tuners on Goldies, including Tom Sifton, who a vacation from Harleys to a front-row Gold Star. designed racing cams for

Golden years

John the owner of our feature Goldie, most later English Stars were sold the six-gallon (five-gallon Imperial) “Clubman” gas tank, rearset controls and clip-on bars, most Americans opted for the two- or three-gallon tank, bars and standard shifter. normal road riding, not comfortable to ride with and clip-ons,” he explains.

The postwar had a …-cast rocker box bolted to the with nine studs, a exhaust valve, and polished Spark was by Lucas magneto and machines had lights powered by a generator.

Early postwar BSA Star engines were in a plunger frame, but behind the British trials ace and BSA rider Nicholson was designing a new dual-downtube frame with a swingarm. dual rear shocks, well braced frame in 1953, along with a seat and a new clutch.

For 1954 the engine was redesigned massive fins, a shorter a new breather and a lighter valve Alloy wheel rims an option. The DB version of the Gold appeared in 1955, with lower-end lubrication.

It was accompanied by a new and new brakes.

The final version of the Star, the DBD, hit showrooms in sporting a 1-1/2-inch Amal GP the largest made, a larger valve, different flywheels and an close-ratio gearbox. A full-width front drum brake was now as an option.

To celebrate the bike’s in American offroad racing, in BSA cataloged the U.S.-only BSA Catalina version of the Goldie; BSA won the 1956 Island GP — after the Catalina had been added to its lineup.

of fortune

As the Fifties ended, BSA to run into trouble. Its base the British get-to-work buyer, was able to afford a small A larger and larger percentage of the output was being exported, but BSA had maintaining quality control meeting American buyers’ for increased horsepower.

To make worse, BSA was now forced to compete Japanese motorcycles that by push button and didn’t oil. BSA responded by putting its efforts into its 500 and 650 twins, and production of its big-bore singles.

The Gold Star was still but the simple fact was it was outdated. races were increasingly won by light two strokes, and pushrod were losing ground in racing. New motorcycles were alternators, but the expense necessary to the Goldie’s lower end from ignition to alternator would been considerable.

BSA finally to end Gold Star production in

There is, however, something about a big, fast and there are a lot of Gold Star out there. Eddie Dow in Banbury, took over support for the after the factory gave up. recently, Phil Pearson in England, has been making Star parts, including “the weakest link in the Star,” says vintage BSA Ron Halem.

Requiem for a heavyweight

In John Niesley bought a 1956 Goldie from the Ghost Motorcycles, just New York City. He was just out of the and wanted a fast two-wheeler. ended up having Ghost the bike to him in Colorado, where he it around the Rockies.

Eventually, he sold the Goldie.

In 1995, returned to motorcycles and decided he another BSA Gold Star. you can’t just go to Auto Row and one; Gold Stars always kept their and there is strong demand for the few on the “Everyone wants to find a Star,” Niesely discovered.

Niesley learned of a 1962 Star in a barn. He had a friend who had a of buying basket cases, not finishing them, and then them. The engine had been by Sacramento, Calif. BSA dealer but the rest was in pieces. The frame was in the fenders were in a box, was no carburetor and no magneto.

John eventually persuaded his to sell the pile of parts to

After the money changed John carted his prize and started looking for the missing A conscientious restorer, he enjoys the process as much as riding the product. Like most of his the bike looks stock on the but this Gold Star several internal updates by BSA enthusiasts.

These include fork damping rods for a ride, and a three-spring Triumph “It’s much easier to than the six-spring BSA clutch,” says. The carburetor is a 1-3/8-inch GP carb, which looks to the standard 1-1/2-inch GP but helps it easier.

Electrics guru Bob at PODtronics rebuilt the magneto and important items on a Gold as a weak magneto will you kicking until the cows home. A Gold Star start easily if it has a fresh plug and a good magneto, says. Just use the kickstart to get up on the …, give the throttle a turn and kick hard. a little luck, mine start second kick,” he

Eventually, the Gold Star was but it wouldn’t run smoothly. John it to Ron Halem, who identified the carburetor as the Careful inspection showed had filled the air slide slot JB Weld, clogging it.

Cleaning the with a Dremel tool the problem.

Niesley likes to this bike on the regular runs in his area. “I got a prize for having ‘The Sweetest and another time I got the local BSA ‘President’s Award.’ It really is a bike to ride. It’s the way it is,” he says, adding, lighter than a modern and a lot of people are surprised to find out not vibratory. The gearing is tall, and if you are up hill, you have to shift

The carburetor doesn’t have an screw, like a Monobloc, and you to hold the throttle open a at stops. It runs better if you the RPM over 4,000, although on a road you can loaf along at This might just be my My rear sprocket is 42-tooth. is 46.

They came with gearing. By today’s standards, slow, but it’s a fun rider. not bad, not bad at all.”

Competitive it was new, and with a successful record that continued after it went out of production, the Star is today considered one of the iconic motorcycles of all time.

Too bad BSA pay more attention to its American and keep the model in production a little bit longer. MC



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