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CLASSIC MOTORCYCLES
We are proud to house a truly classic collection of motorcycles, all of which are on display throughout the café for you to view and enjoy during your visit to us. Take a look below to find our more about the motorcycles that we have on display.
Laverda Jota
1983
Laverda Jota is a Laverda 1000cc italian motorcycle suggested by the importers Slater Bros of Collington, Herefordshire, England. Based on the exisiting 1973-1981 Laverda 3C model that made 85 hp @ 7,250rpm and reaching speeds of more than 130 mph, the new Jota made a big impression in 1976.
The Laversa Jota model ran from 1976 through to 1982. The Jota is powered by a 981cc DOHC air cooled inlinetriple and had a dry weight of 234kg (515lb). Originally fitted with a crankshaft with 180 degree crankpin phasing and ignition timing on the right hand side of the engine until 1980. Then in 1981 the ignition timing, which was by then electric, was moved to the left side. In 1982 the Jota 120 degree was released, which had the crankpin phasing to 120 degrees.
Early Jotas had a 123, then 140 watt Bosch alternator, which was barely enough to keep pace with discharge with the lights on. The series 2 180 degree and 120 degree Jota onwards had a 260 watt Nippon Denso alternator.
The Laversa Jota model ran from 1976 through to 1982. The Jota is powered by a 981cc DOHC air cooled inlinetriple and had a dry weight of 234kg (515lb). Originally fitted with a crankshaft with 180 degree crankpin phasing and ignition timing on the right hand side of the engine until 1980. Then in 1981 the ignition timing, which was by then electric, was moved to the left side. In 1982 the Jota 120 degree was released, which had the crankpin phasing to 120 degrees.
Early Jotas had a 123, then 140 watt Bosch alternator, which was barely enough to keep pace with discharge with the lights on. The series 2 180 degree and 120 degree Jota onwards had a 260 watt Nippon Denso alternator.
Sachs Roadster 800
2004
The Sachs Roadster was a big capacity design risk taken by Sachs in the early 2000s. Known for smaller and more learner friendly machines the Sachs 800 Roadster utilised the Suzuki engine from the VS800 GL, modifying the carbs, to build a stand-alone classic street bike. The frame was designed by Fritz Egl, thus providing the Sachs 800 Roadster with some pedigree.
Design before it's time, pulled in lots of style cues from a more vintage era. Shortly after this attempt by Sachs, the modern retro bike culture took hold and brands such as Triumph, Ducati, Royal Enfield and BMW began to create similar, everyday road bikes for the emerging heritage market.
Design before it's time, pulled in lots of style cues from a more vintage era. Shortly after this attempt by Sachs, the modern retro bike culture took hold and brands such as Triumph, Ducati, Royal Enfield and BMW began to create similar, everyday road bikes for the emerging heritage market.
Spirit SP2
Look up as you enter or leave The Old Brewery Cafe & Kitchen through the front doors... you will see this incredible bike displayed in the window above your head.
Details:
1. 2022 MOTO2 race bike converted for road use.
2. Fully adjustable race chassis and swing arm mounts.
3. 140kg and 128bhp
4. Bodywork from 2021 race team as used in the BSB British GP2 Championship.
Details:
1. 2022 MOTO2 race bike converted for road use.
2. Fully adjustable race chassis and swing arm mounts.
3. 140kg and 128bhp
4. Bodywork from 2021 race team as used in the BSB British GP2 Championship.
Vincent Rapide
1949
he Vincent Rapide is a line of standard motorcycles designed and built by the Vincent HRD motorcycle company at their works in Great North Road, Stevenage, Hertfordshire, England. The model debuted in 1936 and was built until 1939. Production resumed in 1946 and ended in 1955. Four major versions were built, labelled Series A through to D, though the Series D designation was never offically used by the factory.
Whilst working in his office at Stevenage in 1936, designer Phil Irving noticed two drawings of the Vincent HRD engine laying on top of each otherin a "V" formation. Irving realised that the 23.5" rearward set of the engine's idler would allow a 1-litre 47" V-twin engine to be built using the same cylinders, heads and valve gear as te Vincent single. The new crankcase could even be built on the existing jigs. When comany owner Phil Vincent saw the drawing he was immediately enthusiastic, and a few weeks later the first Vincent thousand had been made, with Meteor upper engine parts mounted on a new crankcase. This first Vincent V-twin engine was installed in a frame originally built for a record attempt by Eric Fernihough, who no longer required it.
Whilst working in his office at Stevenage in 1936, designer Phil Irving noticed two drawings of the Vincent HRD engine laying on top of each otherin a "V" formation. Irving realised that the 23.5" rearward set of the engine's idler would allow a 1-litre 47" V-twin engine to be built using the same cylinders, heads and valve gear as te Vincent single. The new crankcase could even be built on the existing jigs. When comany owner Phil Vincent saw the drawing he was immediately enthusiastic, and a few weeks later the first Vincent thousand had been made, with Meteor upper engine parts mounted on a new crankcase. This first Vincent V-twin engine was installed in a frame originally built for a record attempt by Eric Fernihough, who no longer required it.
Ariel Ace
2019
Honda CB1100R
1981
The Honda CB1100R was an exotic Honda model that was produced in limited numbers from 1980 to 1983. It was a single-seat, fully faired sport bike based on the Honda CB900F. The R suffix denotes a racing version, however the CB1100R was a road legal machine produced by Honda and offered for sale to the public.
It was produced in numbers sufficient to meet the homologation requireents for the R to be classed as a production motorcycle in markets into which it was sold. It was Honda's first 'homologation' special and was raced in the production class racing in most major markets: including Europe, South Africa, Australia and New Zealand.
It was not sold in the US.
It was produced in numbers sufficient to meet the homologation requireents for the R to be classed as a production motorcycle in markets into which it was sold. It was Honda's first 'homologation' special and was raced in the production class racing in most major markets: including Europe, South Africa, Australia and New Zealand.
It was not sold in the US.
Honda CX Turbo
1982
The Honda CX series motorcycles were developed and released by Honda in the late 1970s, with production ending in most markets by the mid 1980s. The design included innovative features and technologiesthat were uncommon ir unused at the time, such as liquid cooling, electric-only starting, low-maintenance shaft drive, modular wheels, and dual CV type carburettors that were tuned for reduced emissions. The iginition system was seperate from the rest of the electrical system, but the motorcycle could only be started via the start button.
The CX series feature a crankshaft configuration alignedlongitudinally with the axis of the bike, similar to the Moto Guzzi layout. The included angle of the CX is 80 degrees, and the heads are twisted at 22 degrees so that the inlet tracks do not interfere with the rider's legs. A camshaft nestles at the base of the V between the cylinders. Although Honda generally favours OHC engines, the cylinder head twist necessitated the us of stubby pushrods to operate the four overhead valvesper cylinder, with forked rocker arm acting off each pushrod.
The 5-speed transmissionis located below the crankshaft, with both in the same housing, an arrangement which keeps the engine short (length-wise) but quite tall.
The CX series feature a crankshaft configuration alignedlongitudinally with the axis of the bike, similar to the Moto Guzzi layout. The included angle of the CX is 80 degrees, and the heads are twisted at 22 degrees so that the inlet tracks do not interfere with the rider's legs. A camshaft nestles at the base of the V between the cylinders. Although Honda generally favours OHC engines, the cylinder head twist necessitated the us of stubby pushrods to operate the four overhead valvesper cylinder, with forked rocker arm acting off each pushrod.
The 5-speed transmissionis located below the crankshaft, with both in the same housing, an arrangement which keeps the engine short (length-wise) but quite tall.
Honda CBX 1980
1000cc - Candy Glory Red
Honda's first production 6-cylinder road bike, with GP racing engine technology. The CBX's advanced DOHC 24-valve inline six-cylinder engine was its outstanding feature. In many other respects the bike was conventional, having telescopic forks, a tubular frame, twin rear shocks and straight handlebars.
Although bulky, it was only 2 inches wider than a CB750. The width across the crankshaft was relatively narrow as the CBX had a stacked engine accessory arrangement, whereby the alternator and ignition items were positioned behind the cylinder block. This arrangement produced an acceptable engine width low down and moved critical items out of harms way in the event of grounding.
Honda's first production 6-cylinder road bike, with GP racing engine technology. The CBX's advanced DOHC 24-valve inline six-cylinder engine was its outstanding feature. In many other respects the bike was conventional, having telescopic forks, a tubular frame, twin rear shocks and straight handlebars.
Although bulky, it was only 2 inches wider than a CB750. The width across the crankshaft was relatively narrow as the CBX had a stacked engine accessory arrangement, whereby the alternator and ignition items were positioned behind the cylinder block. This arrangement produced an acceptable engine width low down and moved critical items out of harms way in the event of grounding.
Moto Guzzi Griso 2014
In 2007 the Moto Guzzi Griso SE 1200 was launched. This was a special edition based on the 1200cc four-valve version of Guzzi's brawny, stylish roadster.
For £9109 (£300 over the stock bike) you got flash black anodised alloy wire wheels, a sultry matt green paintjob evocative of Guzzi's racers of the 1950's and a posh brown seat.
Think Bentley-style mix of retro and modern and you won't be far wide of the mark. Riding-wise, it's unchanged.
For £9109 (£300 over the stock bike) you got flash black anodised alloy wire wheels, a sultry matt green paintjob evocative of Guzzi's racers of the 1950's and a posh brown seat.
Think Bentley-style mix of retro and modern and you won't be far wide of the mark. Riding-wise, it's unchanged.
Horex VR6 2020
The Horex VR6 is an inline 6 cylinder naked muscle bike, developed in Germany.
The engine is a re-imagining of a Volkswagen VR6 design, boasting 1200 cc's and producing 163bhp at the back wheel.
Advanced LCD display designed by Bosch along with unparalleled upholstery and finely engineered carbon fibre components give the HOREX a stance and visual all of it's own.
The engine is a re-imagining of a Volkswagen VR6 design, boasting 1200 cc's and producing 163bhp at the back wheel.
Advanced LCD display designed by Bosch along with unparalleled upholstery and finely engineered carbon fibre components give the HOREX a stance and visual all of it's own.
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