BSA DBD34 Clubman Gold Star Buyers Guide & specifications.

31 Май 2015 | Author: | Комментарии к записи BSA DBD34 Clubman Gold Star Buyers Guide & specifications. отключены
BSA A 50 Royal Star

BSA DBD34 Gold Star

BSA DBD34 Gold Star

Type: Air-cooled OHV single

499cc (500cc)

Bore 85mm x 88mm

BHP: 42 @

Compression ratio: 8.75:1

4-speed, multi-plate

wet clutch

Top BSA Gold Star specialists and

WHEN THE DBD34 CLUBMAN STAR was launched in 1956, BSA have known even that the bike was nearing the end of its both commercially and technically The company had, after done just about to its Gold Star predecessors it was possible to do. And in this, its final it had become so highly strung you needed to be a violinist to play it.

naturally, didn’t stop a lot of less-musical guys from guys who knew that these temperamental, uncompromising, testosterone hot-rods were on there was little else on the track or dirt to touch

With its race proven and that legendary Gold exhaust ‘twitter’, the 110mph, DBD34 was to motorcycling what Schwarzenegger is to politics.

Meaning mean, brash and loud.

Star magnetos It was a superlative that, ultimately, was to become of a victim of its own success. Which was why by it was deemed too expensive (and to build, too anti-social too countenance, too hot to generally out of step with the vogue for twins and lightweights, was where BSA saw its industrial future. for all its improvements it was becoming less and competitive0 against the Triumphs and of the day.

Additionally, it’s often that the Gold Star was largely because Lucas producing magnetos—which sounds an excuse in view of the other options available at the time. likely, BSA simply recognised it was chasing a diminishing share of a market and took the quick when Joe Lucas held a convenient door.

Either the Goldie was scrapped and shunted in favour of the new ‘C’ series lightweight on the block. And because, like it died a sudden … it had outgrown its appeal, its classic was. well, enshrined in

Nowadays, the fortunes of this street hooligan’— following a few in the doldrums—are climbing again. The of fashion has gone full and big money appears to be changing for genuine—and sometimes fake—machines. But the Star market had been a volatile one, so take not to mistake a blip for a trend.

If seriously thinking of buying take a tip and get yourself a health before you book that ride (notably around the wrist and the right ankle, and much everything in between). ownership of a DBD34 Gold with all its quirks and foibles, is if not a challenging experience.

BSA BB, CB, and ZB Gold Stars

BSA had lit the Gold fuse as far back as 1937 Wal Handley lapped the famous race track in Surrey at 100mph. He was riding an M23 Empire BSA, quick to capitalise on achievement, hurriedly released an M24 Star.

The engines of these Goldie were heavily over; a time-consuming and therefore process which included ports, conrod and crankcases. the motors were dyno and certified as being not merely but hot.

Riders of the day quickly the opportunity that BSA had presented and campaigning Goldies—with great

And then the war.

Post BSA produced a B31 348cc single

a B32 350cc single primarily for the market (1946), a B33 500cc for and touring (1947), and another model, the B34 (1947).

In 1949, the B32 became available as a B32GS, GS for Star; a package that an alloy top-end. The same the B34 got the Gold Star treatment.

The (348cc) B32 Gold Star became referred to as the ZB type, in turn prompted a more stablemate; the ZB34 Goldie

These bikes, note, still being built plunger frames. But that in 1953 when the swinging arm made their first This was the arrival of the BB Gold

In 1954, the big-finned Goldies, as the CB models, arrived on the scene, and the DB appeared in 1955.


Complicated? You bet. With all the and options, it’s a wonder any customer could stay long enough to make up his or her as which bike to buy.

the 350 and 500 Gold Stars (of all types) had knocking ‘out most of the in the hands of average clubman looked set to continue for some to come.

A wide range of gearsets, compression ratios, and other components gave awesome BSAs a distinct edge and refined the package to the nth Which meant that by the the (final) 1956 DBD34 on the drawing board (which, dominated the Clubman TT of that year), there wasn’t about the fundamental architecture the didn’t understand. What further development beyond the DBD was nothing other than expediency underpinned by, amongst things, the law of diminishing returns.

At the of the beast was an all-aluminium, single-cylinder OHV, timebomb. Two valves, two and one heavily breathed on high (8.75:1) piston were all was needed to propel this from zero revolutions to 7000rpm—with maximum power in at 6500rpm (figures from Pearson). But remember: Each is different, which means they’ll dial in different with a potential detonation at varying positions on the rev counter.

With an 85mm bore and an …, the next key ingredient—some argue the main ingredient—in fantastic motorcycling adventure was the 1-1/2-inch Amal GP carburettor sucked fuel like a 747 and the burnt mixture through the now Gold Star megaphone.


BSA A 50 Royal Star

The cylinder head, upon its ‘CB’ Gold predecessor—and which had been for the DBD to accommodate one of the largest carburettors in the featured shallower valve and a slightly larger inlet

During that first the inlet tract would be to 1-7/16 inches to provide a ‘turbulence lip’ which was to improve performance.

Along the DBD package came the ultra-close RRT2 gearbox; RR for ultra-close T for Torrington needle-roller bearings; and a 2 needle roller sets fitted in both the sleeve and at either end of the layshaft. The clutch later the drive chains) was beefed up to handle the extra

Cradling all this good, fun was what was essentially a stock for some riders a slightly all-welded B33 frame, albeit one revised lugs and brackets, of course, the hallowed GS number codes.

The front suspension was by BSA’s competent—but unremarkable—single-damped while at the rear, a pair of dampers smoothed the bumps a competent enough swinging And to keep this under this year’s Goldie saw the introduction of the optional 190mm inch) full width brake offering increased area over the stock single-sided item.

With its clip-on handlebars, back exhaust, quickly silencer and easily removed equipment (for competition the DBD34 was the perfect tool for the racing class—and, for a brief it even managed to keep the power-hungry Yanks tolerably

But none of this would be the Ј270 asking price (in had the engine, as with all Gold not been meticulously assembled by served engineers from chosen-components and rigorously bench before delivery.

Factory included alloy wheel an aluminium tank, a choice of ratios, and an Amal monobloc It would have been at double the price.

BSA DBD34 Star buyer/ownership tips

1. the engine numbers and provenance Fakes are common.

2. Check what you’re buying. Gold Stars are occasionally deliberately) sold minus perfect parts including the and carburettor. You’re well to photograph the offered bike and with the Gold Star

3. Confusion abounds regarding the BB Gold Stars, CB Gold and DB models. If you’re seriously for a Gold Star, study It can make thousands of pounds of

5. If you’re planning to use your Star for general street opt for one of the milder tuned models; a 350cc bike. The top-of-the-range, 500cc DBDs are tiresome in the and, poseability aside, are not convenient machines for daily Most won’t tickover and are as hell below 3000rpm.

There’s a lot to be said in favour of a and honest B31 or B33 Gold Star of which there are quite a few

6. The Gold Star uses a foil head gasket. it has to be very precisely done and can blow if the job isn’t handled So when buying, look for stains around the joint, if the compression feels less it should.

7. Check that the is secure. These are held in by a single strap.

8. Gold are frequently started on the centre That stresses the lugs and So check for a smooth action, and for obvious damage.

9. An SRM alternator is a useful upgrade is you’re a lot of touring.

10. Gold Stars never supplied with wheel rims. Nothing with them, but Borrani and rims are the real McCoy.

BSA A 50 Royal Star
BSA A 50 Royal Star
BSA A 50 Royal Star
BSA A 50 Royal Star


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