Webmaster's Note (from 13 November 2002): The following article / advert was sent by Barry in May of 2002, partly because (as you will read below) he had decided to sell it. Unfortunately I have only recently got around to adding it to the web site.
Barry is not a Bexley member but this unique bike merits a wider audience and illustrates how Hinckley engines have been adopted for one-offs.
A few years ago Bill Bailey and I sat in a pub, discussing bikes. Bill was in his 60's and had spent his life riding bikes, working for racers as a mechanic, building and rebuilding his BMW bricks that made him his later living as a dispatcher. Having had his lower right leg chopped off (they tried to fix it but it wouldn't) he was a nimble rider but walking over 50 yards was a pain - so he rode everywhere, and on anything. So there we were and I was enthusing about Exups - always liked 'em but somehow the Jap bland 4 in line motors were getting passé. Triumph had rekindled the Kawa engine, knocked off a pot and all the mags said the engine was reliable, well engineered but a lot heavy - as well as the "top heavy frame".
"So why not put a triple motor in an Exup frame and get a chunky bike that was fast enough, handled well and wasn't top heavy?" I suggested. 2 weeks later it was being "born"
The trouble with Bill was he didn't have time for paperwork and so he called in favours from breaker friends - some who disappeared before they paid up! But one supplied a frame (with logbook), another an engine and slowly the bike started. First the excess lugs had to be cut off from the frame (wasted weight) and Bill made any brackets that were needed, usually from alloy. All non-essential bolts are plastic number plate versions - weight again. The engine alignment was fine, and the rest slowly evolved. A friend wanted the Exup discs - would a swap for Ducati ones be OK? So the Exup front wheel acquired 996 fully floating discs.
Suzuki brake callipers worked well, so were fitted - avoiding the Yamaha sticky versions of the era. Riding position was due to be sporty - to go with the low look - and after a lot of thought a twin Foxeye Fireblade cockpit section was bought - unfortunately from the firm who make race plastics. Thin, cheap and a copy unfortunately but it was grafted on. A trial ride proved that it worked well but a living needed making so it was sidelined for a while.
Then Bills health declined - something to do with 60-a-day in earlier years, and a lousy courier diet. A few heart attacks later and he was told "you must stop dispatching" so he sort of retired and started rebuilding CX 500 maggots for fellow dispatchers. He remembered his brother - a family feud - and went to the States to patch it up and whilst there had the BIG ONE and went to that racetrack in the sky.
So his kids were left with a workshop full of old bikes, bits and lathes etc. I took on the Yamumph.
After a strip it was discovered that the wiring was of the "twisted together and insulating tape" type of joints, the battery terminals were the wrong way around, etc. so the whole lot was stripped out and re-done professionally. The air intake had been cut away to clear the modified Exup tank and 2 bungies held the foam filter in, sort of. A friend welded up a latticework of stainless to retain the filter, and the whole bike was sprayed Triumph Aubergine, the rest polished.
The Suzuki can works and was fitted to the stainless exhaust. Off for an MOT, Chunky was asked to be thorough and it passed - once a reflector was stuck on the rear. Then it went back into my garage and wasn't ridden for a year - my usual bike (an Africa Twin) taking me long distance touring around the Baltic. Into 2001 and it was time for Paris - our annual twinning with the French Police Bikers Federation, as my eldest daughter has her old Frog Plod (something to do with his truncheon I am told). The Yamumph was taken to Bikebusters near Marlborough and Lofty asked to "check it all over" as my time was taken up running my own firm. He freed up the clutch, cleaned and reset the carbs and checked the tyres. So next day I taxed her and rode to Paris - luggage in a rucksack.
She rides low, loud and fast. The power comes in at 5000 and you rush to the red line at 8500 - and beyond, even in top so a smaller rear sprocket is on order. The clip on / rear set riding position isn't to my liking (after a Twin?) but is reasonably comfortable - Paris is about 300 miles from here and the ferry gives you a meal stop. Cruising down the M25 at legal speeds gave over 40 mpg and in France 120 mph came up very easily so a reasonable increase in fuel consumption is there with the new gearing. The front brakes are superb - back not really required the way I ride, and the headlights are BRILLIANT.
We were taken through, around and under Paris - Peripherique managed OK despite a restricted steering lock. Lowering the rad a bit will allow a better lock. Out into the country and she kept up with all the others - about 10 of us on bikes ranging from 250 Hornets (they can cruise at the ton!) to Thunderaces. Looked superb and even the French said "Wow" or however it comes out in Frog! Over the weekend we covered 1000 miles and she performed well - needing only a chain tightening and a spring adding to keeping the can on the pipe!
But my bike is the dual purpose Africa Twin, set up for 5000 mile trips (Turkey this year) and I can't spend the time perfecting the Yamumph. It could do with an engineer owner who will nurture it, modify it to his liking and enjoy it. I won't want to take it to Ankara so rather than let it relax in the garage I would like an enthusiast to take it and play, as Bill would have wanted. So someone give me around £3000 and its all yours - a unique bike.
Barry J Charman
Spec: Triumph Trophy 900 engine circa 1995. Exup 1000 frame, forks and swinging arm circa 1989, wheels Exup, tyres 180/17 rear, 120/17 front Continentals, Foxeye Fireblade twin headlight cockpit fairing, Ducati fully floating discs, Suzuki 4 pad front callipers, Bedford Rascal fuel pump, polished frame and wheels, Triumph Aubergine paintwork, hugger, taxed til November 2001, Mot to May 2002. Needs water temp gauge (new sender fitted). New chain fitted since the Paris trip (it wasn't an O-ring type) plus Renthals and colour matched hugger. Not ridden this year.