1965 BSA A65 Lightning Clubman

1965 BSA A65 Lightning Clubman

With Ian Falloon

BSA, or Birmingham Small Arms, was once the largest manufacturer of motorcycles in the UK, primarily known for producing “bread and butter” machines, which largely served the British Army and many police forces. all over the world.

During the 1950s, 75,000 motorbikes left the factory in Small Heath in South Birmingham each year. But aside from the rare Rocket Gold Star, BSA has never had the reputation of producing sporting twins like the Norton and Triumph. If you wanted handling in the 1960s, you bought a Norton, and if you wanted a high-performance engine, you bought a Triumph.

In many ways the 500 and 650cc BSA A7 and A10 twins were the quintessential British twins of the period, but apart from the Rocket Gold Star, the brand failed to attract performance enthusiasts.

Another problem with the A7 and A10 is that they were considered outdated by retaining separate engines and transmissions.

In 1962, BSA launched the A50 500cc and A65 650cc models to meet the growing demand for built twins.

Retaining many components from the previous A10, including the bulletproof bottom, the A65 had a significantly squarer engine size of 75 x 74 mm and an improved cylinder head design. This more breathable cylinder head eventually allowed some versions to produce up to 55 horsepower.

The unit construction engine has clear lines. The overhead valves were still operated by pushrods, and a single camshaft was located behind the cylinders. To adapt the engine to US short-track dirt racing, the main drive is a stronger Triplex chain.

The new engine looks bulkier than its predecessor but is actually 14 kg lighter and 40 mm shorter. But while the A65 promised an improvement over its predecessor, it got off to a bad start. Development was rushed to meet US demand, and the new twins encountered teething troubles.

The most serious problem was the failure of the drive-side plain main bearing, and BSA was kept busy with warranty claims for many years. For some reason, the factory never provided a solution to fix the main bearing problem, even though converting the bearing was a relatively easy solution. Even with the motors still working together, the A65 is one of the worst vibrators among the British 360-degree parallel twins.

While early models were criticized for their sluggish performance, continued development saw the high-performance twin carburetor A65 Lightning appear in 1964. The Lightning had a flat cylinder head. New aluminum with enlarged air intake ports, 9:1 compression ratio and sport camshaft.

The twin Amal Monobloc carburetors include individual air filters and all engines are individually tested, a method previously reserved only for single-cylinder Gold Stars. With 48 horsepower and a moderate weight of 181 kg, the Lightning was a fast motorcycle by mid-1960s standards, reaching a top speed of around 180 km/h.

When it comes to the chassis and cycle parts, the Lightning offers standard British fare for the mid-60s. The chassis includes a twin cradle frame, 19- and 18-inch wheels and single-sided drum brakes for nothing. Outstanding, 8 inch front wheel.

At the time the Lightning was introduced, all A65s had an improved 12-volt electrical system but initially retained the two 6-volt batteries in series. The A65 Lightning also became a star when it appeared alongside James Bond’s Aston Martin DB5 in the 1965 film “Thunderball”.

In 1965, the higher performance Lightning was made available. Dubbed the A65LC for the Lightning Clubman, the engine includes a sport camshaft, carburetor with separate air filter and a Siamesed exhaust system. Each engine is tested individually and output is 51 horsepower at 6750 rpm.

The Lightning Clubman also received a close-ratio transmission with reverse cam discs to retain the conventional shifting pattern with rear-mounted footrests and reverse pedals. The Lightning Clubman comes complete with a set of drop handlebars and a racing seat.

Mike Hailwood won a 15-lap production race in the rain at Silverstone in a Lightning Clubman in 1965. Arguably the first true factory café racer, the Lightning Clubman only lasted a year.

In 1966, BSA intended to expand further into the US market and along with the even higher performance Spitfire, the Lightning received numerous updates. This includes a larger carburetor (30 mm), shorter valve springs, a new clutch and two-way damped front forks.

Every year, BSA worked to improve their A65, and by 1968, the Lightning had superior contact-disconnect ignition, new styling, and full-width front drum brakes. After a few seasons of poor sales, BSA was in a near panic by 1970. As engines were tuned for higher performance, noise, vibration and harshness increased.

BSA responded by improving oil supplies and the next development cycle was devoted to trying to limit oil leaks. In 1971, the A65 twins were updated with a new oil-in-frame design. Much taller and wider than before, they lasted only until 1972.

Unfortunately, the A65 Lightning was a victim of the troubles that beset the BSA in the 1960s and was unfairly slandered. The engine is very simple, requiring only three special pullers for complete separation. Reliability and vibration issues aside, the A65 is pleasant to drive, with safe and predictable handling.

If reliability were higher, BSA would almost have a machine comparable to the Triumph Bonneville. And among all the BSA A65 Lightnings, the rare and little-known Lightning Clubman is the choice among them.

Lightning Clubman BSA A65 1965 Specifications