BSA A65 SS Firebird

30 Мар 2015 | Author: | Комментарии к записи BSA A65 SS Firebird отключены
BSA A 65 SS Firebird

Along with its 500cc the A50, the problems that the A65 typify much of what wrong with BSA towards the end of the The machines had a poor reputation for and spares back-up in particular helped to put the final nails in the of a large part of the British

And yet the design had its good points, for modification the engine unit itself in that most of competitions -sidecar racing while surviving, hard-working have clocked up thousands of miles.

By the 1960s BSA had become of a large conglomerate with interests. There had been a effort to introduce new systems, and was an on-going drive to attract in the American market. Despite the of the existing 650cc twins, were perceived as being and were losing out against

The new models were developed and many of their problems the kind that a longer period would have out. On the face of it, though, the new 650 promise, being more and lighter than its AlO-based

A unit-construction design with ‘power egg’ streamlined was coupled with a single, square, carburettor which a free-revving engine. It was perhaps therefore, that it initially less power than the AlO-based machine, the Rocket Star. The frame and forks.were to the duplex cradle unit of the AlOs, and the handling was generally good, although the rather damping of the front forks the going tough.

When the A65 and smaller A50 were in 1962, they appeared to plenty going for them. The was in line with the clean, lumpy BSA look of the period. The was not bad, with strong and lOOmph top speed — and the economy was good.

The problems appeared, however. The engines prone to vibration, and the main self-destructed at low mileages, often the engine. Oil leaks were and the primary drive chain was prone to wear.

This did not prevent an A50 from Gold in the 1962 ISDT, for the public, the A65 was soon offered in performance versions with styling, higher and higher ratios, and latterly, twin One such machine, the 650 Lightning, managed to win a production race in For the all-important American market there were many variants, including scramblers.

styling was a popular fashion in the and the 650 BSA unit was perhaps the definitive All functions in the unit engine smoothly faired in behind alloy casings.

BSA A 65 SS Firebird
BSA A 65 SS Firebird

By 1966 the top of the range was the Spitfire which sported many fittings, such as close-ratio a larger front brake and tank. It was light and fast, 120 mph within reach, and thanks to a new fork, handled well.

The of I2v electrics was an improvement that the whole range. But the vibration were still there and attempts were made to a cure, none succeeded. 1970 on, this flawed unit was coupled with a frame. The oil-in-frame unit had a diameter backbone which as the oil tank.

A similar design was adopted by and although both handled the actual seat height them being ridden by anyone much under six tall.

Handsome in a beefy the A65 offered true sports performance and the handling to exploit it

The soldiered on until 1972, BSA’s growing financial By this time the seat had been reduced to a much workable level, handling was and even the vibration seemed to decreased. Sadly it was too late, and the A65 a victim of BSA cuts.

A postscript to the is that a solution to the main-bearing had been proposed while the factory racers in 1966-7, but adopted. After the model had discontinued, ex-BSA workers this as an after-market conversion, of a new set of main bearings an optional new oil and clutch modification.

BSA A 65 SS Firebird
BSA A 65 SS Firebird
BSA A 65 SS Firebird
BSA A 65 SS Firebird
BSA A 65 SS Firebird

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