1933 KTT Mark IV Velocette

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As the valve tappets are exposed, it’s extremely easy to check the clearances. The primary and final drive chains are all exposed, but so much oil leaks onto them that greasing them is seldom an issue, although they do have to be changed on a regular basis. "Chains wear out when they are exposed. I also have to change the slide on the TT carburetor — it wears out due to road grit. Luckily, it’s not that hard to get chains and slides," Paul says.

Paul also claims it’s easy to start the bike (assuming level ground and no audience): "Tickle the carburetor and pull the bike backwards until it comes up against compression, which pulls gas into the cylinder. Shove it three or four steps, drop the clutch and away she goes! Jump on and keep going."

And he says riding the KTT is no chore, either: "Velo clutches are known to be light, and this bike shifts beautifully. And you can think the bike through a corner. The merest impulse and you are there, where you want to be. No drum is as good as a disc, but the Velo’s magnesium racing brakes are excellent."

Paul continues, "Girders have more limited travel — about a two-inch movement — and they are stiffer than telescopics. There’s no dive, no change in frame geometry (when you brake). The KTT is so light you can change your line in corners. I raced a Yamaha R1 on the road to Lake Berryessa (Calif.). If the road had been smoother, I would have lost him. As it was, I had to watch the road surface. Another time, I raced a 500cc Morini. We accelerated on the straight. His bike topped out at 103 and I kept going. It’s basically airborne when you are going that fast, and I like flying. I’m an aviator at heart." MC
 

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