Matchless G80
While the price of classic motorcycles escalates as the affluent baby boomers yearn for the dreams of their youth, bargains still remain for those astute enough to appreciate the qualities of lesser modelsThese are the so-called "bread and butter" models, the motorcycles that sold in thousands and that everyone could afford. They may have provided unremarkable performance, but still epitomise the virtues of classic motorcycling. Simple, uncomplicated, robust, and a machine you can build a relationship with.
One of these "bread and butter" models was the 500 cc Matchless G80S, and its similar brother the AJS Model 18S. All Matchless and AJS motorcycles were badge-engineered in the 1950s and 1960s, and were identical but for the name on the tank and engine cover logos. As with many British motorcycles of the period the Matchless G80 had it roots in an earlier time, and was continually developed over decades until it was totally obsolete. The Matchless four-stroke single first saw the light of day back in 1935, its specification including overhead valves driven by pushrods and two camshafts, and dry sump lubrication. The last G80 was produced in 1966, and over this time AMC displayed no urgency to develop it further.
During World War 2 the Matchless 350 3GL was a preferred mount for the British Army. It had a telescopic fork and after the war required little modification to adapt it to civilian duties. One aspect that characterised the AMC singles was the policy of gradual development. By 1951 the G80 had an alloy cylinder head, and the option of a sprung frame as the G80S. The rear suspension units became known as "jam pots" because of their rotund dimensions. Some developments were less satisfactory, notably the pressed-steel primary chaincase that first appeared on this 1953 G80S. This was universally hated by all owners as it was impossible to seal from oil leaks, at least until a cast-aluminium cover appeared for 1958.
The G80S engine was fairly typical of large British singles. With a long stroke (82.3 x 95 mm) and heavy flywheels it provided the low-revving power that made 500 cc British singles such enjoyable motorcycles to ride. As long as you kept the revs moderate, vibration wasn't intrusive and the G80S was good for around 130 km/h. A low 6:1 compression ratio made starting easy, and carburetion was by the ubiquitous Amal. Handling, even with the dubious "jam pot" shocks, was acceptable, although the brakes were not quite up to the task of stopping the 172 kilogram machine in full flight.
What makes the G80S (and Model 18S) appealing as classic motorcycles is not only their relative affordability, but the ease of ownership. The G80S was as robust and reliable as any large British single, while the comparative lack of development over its lifespan means that many parts are interchangeable, not only between the G80s, but also the smaller 350 cc G3L (and AJS Model 16M). Unlike modern machines, these were motorcycles designed with accessibly and ease of maintenance foremost. If you value leisurely country riding, and a motorcycle that is easy to live with, you could do a lot worse than a G80S. The G80S may not be rare or exotic, but it embodies all the elements that make classic motorcycling the fun that it is. And it is affordable.
FIVE THINGS YOU DIDN'T KNOW ABOUT MATCHLESS
- Matchless was set up by the H.H Collier in Plumstead, South East London, to produce bicycles. The first Matchless motorcycle appeared in 1902.
- Soon the Collier brothers Charlie and Harry joined the firm, both riding Matchless motorcycles to victory in the Isle of Man TT of 1909 and 1910.
- The 1905 Matchless V-twin was one of the first motorcycles to feature swingarm rear suspension.
- In 1931 Matchless acquired control of AJS motorcycles, and the organisation became AMC (Associated Motorcycles Ltd.) in 1938.
- AMC acquired Norton in 1953, and by 1963 all motorcycle production was at Plumstead. The company finally went into receivership during 1966, and became Norton Villiers.
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