![]() So when the Firebird 650 was launched in 1968 with both high pipes and lighting, it was less a compromise than a practical alternative to the Hornet, and it sold reasonably well. But BSA offered these heavy street (though offroad styled) bikes without lights or charging systems. These were stripped-down versions of the street Cyclone and Lightning models with a choice of high- or low-level exhaust pipes. In a curious piece of marketing philosophy, BSA had introduced street-scramblers in 1965: the 500cc A50 Wasp and 650cc A65 Hornet. Street scramblers, as they were called, were hot in the mid-Sixties: bikes like the Honda CL77, Triumph’s T100C, TR6C and T120C, and the Norton P11 were all designed to benefit from the interest in offroad racing - though few riders would ever actually take these heavy street bikes into the desert. A new, finned rocker cover was introduced in 1967, and this essentially became the Firebird’s power plant. The engine’s “square” dimensions of 75mm bore and 74mm stroke were housed in smooth, rounded casings soon to become known as the “power egg.” BSA steadily increased the performance of the new 650 from around 34hp to a claimed 52hp in the twin-carburetor Lightning Clubman of 1966. The twist in the tale? He must have fitted the Lightning’s gas tank, too, because the frame number prefix revealed the bike’s true personality - A65FS - the designation for a Firebird Scrambler.īirth of the ‘Bird The A65 designation means the Forgotten Firebird was built around BSA’s unit-construction twin-cylinder 650cc engine introduced in 1962. So there was the probable story: A broken chain had trashed the engine, and the previous owner had bought a 1972 Lightning parts bike and swapped out the engine. A good sprinkling of rust told of lengthy outside storage, and the paint told another tale: The original white headlight ears had been brushed black to tie in with the hand-painted Lightning gas tank. Likely, then, the old Beezer hadn’t enjoyed the most fastidious maintenance program. ![]() Punched in the back of the crankcase and primary was a three-finger-sized hole, certainly the result of a snapped drive chain. ![]() The original engine was also part of the package, and a quick look at the pieces told the story. (I should confess up front that I’m part of its history, because I sold it to him.) I first saw the bike advertised in the local newspaper as a 1969 BSA Lightning “basket case.” Checking the bike’s serial numbers, I could tell it was a 1970 model but with a 1972 engine in place. Humble beginnings Take Gary Carpenter’s 1970 BSA Firebird Scrambler, for example. All these speak to the past indignities suffered by our old iron. Then there are the stories told in the metal: the patina of worn paint from leathers rubbing on a gas tank rounded-off nuts attacked by mis-sized wrenches telltale boogers of silicone oozing from a hastily fitted primary cover. Sometimes it’s oral, passed on from owner to owner - although many sellers seem to prefer saying as little as possible! Sometimes the story is written in service notes, title documents and repair bills. Trouble is, they forgot to market it, and the Firebird stalled.Įvery old motorcycle has some history: sometimes it’s benign, and sometimes it’s not. Three years later, the company introduced the BSA Firebird Scrambler, its latest - and arguably best - variation on the theme. ![]() By some accounts, BSA launched the category in 1965 with its offroad-styled 500cc A50 BSA Wasp and 650cc A65 BSA Hornet. On Gen2, the code is "hit" on the right side of the rear axle (passenger side) with the inscriptions facing the front of the vehicle.BSA Firebird Scrambler Years produced: 1968-71 Total production: Unknown Claimed power: 52hp 7,000rpm Top speed: 105mph (est.) Engine type: 654cc air-cooled parallel twin Weight (dry): 185kg (408lb) Price Then: $1,440 Price Now: $3,500-$5,500 MPG: 35-45ĭual-sport bikes are hardly new. On Gen1, the code is "hit" on the right side of the rear axle (passenger side) with the inscriptions facing the front of the vehicle. The 1967 Firebird has the particularity to have a rear axle held by arms while in 1968 rear axle was hold only by the blades/spring of suspensions. The final drive ratio is identified with 2 or 3 letters codes. This is simply the number of screws holding the crown of the differential and incidentally also the number of screws of the rear cover of the bridge. We also frequently talk about of 10 or 12 bolts. Or is that your discs differential are dead! Conversely, if the car leaves well, then there is a limited slip. Then put pedal to the floor and if the car tends to make the "in-place" you have a standard type. It's very easy to know what type of differential is on your car, just stop on the bottom side of the road with a wheel on the asphalt and the other in the ground/grass/gravel. Two things to know, the final drive ratio and type.
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