ABSAF Goldie descrip..

This is a 1957 DBD34 with a new ABSAF 500 engine http://www.absaf.nl/. I built the
bike several years ago as a vintage racer; almost every part of the original motor was
shot, so the ABSAF was an easy decision. I had done some roadracing in the past but
had been away from it for 10 or 12 years soI took the bike to some track days. The bike
was fabulous, best racer I had ever ridden – but I was not. After 4 track days I decided (a)
I was too old, (b) I was too slow, and (c) I didn’t want to work that hard any more.
Eventually I decided to return the bike to road configuration, hoping to enjoy it in that
form. Now in my 60s with five other bikes to keep exercised and maintained (including
another Goldie) I find that when it comes to this bike, I am still (a) too old, (b) too slow,
and (c) I really don’t want to work that hard any more. I want to spend more time with
fewer bikes, and though this one is perhaps the best put together bike I’ve owned, what
it’s good at is something I no longer want to do. I’ve accepted the fact that it is the one I
am least likely to ride.
DESCRIPTION
“Standard” ABSAF 500 motor in perfect condition, less than 300 miles on it. You can
read about ABSAF elsewhere. Paper element oil filter. 34mm Amal Mk II carburetor,
MZ Powerdynamo replaces magdyno for lights and electronic ignition:
http://www.powerdynamo.biz/eng/systems/7197/719710main.htm
5-speed GSR gearbox (T140 gearset in BSA case by Gold Star Ron Halem), excellent,
same mileage as motor. Hayward belt drive dry clutch, same mileage, spare belt
included.
New GCB Ceriani cartridge forks, original Ceriani 4LS brake, prepared by Michael
Morse atVintage Brake. Progressive rear shocks. 18” Excel rims with brand new Avon
Roadriders (zero miles), stainless spokes.
Lyta roadrace tank in mint condition. Frame checked for alignment and powder coated by
Rick Doughty at Vintage Iron; it has tapered roller steering head bearings and bronze
swingarm bushes. Engine-turned alloy front engine plates. Assembled with AN aircraft
bolts, holes sized for good fit. Seat from R K Leighton. Clear North Carolina title in my
name.
I have not ridden this bike on the road. Though I believe all the road equipment works, it
will probably need some minor sorting to be fully roadworthy. I started it up on the day I
took these photos, and the nipple pulled off the valve lifter cable. I still managed to start
it without the valve lifter, but I recommend having the lifter! I think I have a spare cable
and if so I will include it. The kickstart works fine but interferes with your foot on the
peg; I have a swing-out Sammy Miller kicker that I had planned to use, and I will include
it. You will see in the photos of the bike in track configuration I used a gear lever linkage,
and I will include that also.

If the buyer would prefer the painted Lyta scrambler tank and Bates racing seat seen on
the race bike in place of the ones on it now, I will swap them. The bike has no
instruments fitted; I did not plan to use them on the street; I did not plan to push the
redline and I prefer the present clean handlebar. I planned to fit a bicycle speedometer
which is included with the bike, and I have a chronometric tacho (condition unknown)
and tacho drive that I will also include. The 18” wheels make it difficult to use the
centerstand, though you can do it. No side stand is fitted.
This is not a bike for rivet-counters, it is a bike for riding. The modern components are
reliable and should need no attention for a long time. It will reward a knowledgeable
owner with an exciting experience, but it is a man’s motorcycle. You should know what
you are doing with regard to both riding and maintaining this sort of bike.