Take the engine for instance, I mean who starts a build for an invitational show around a 250cc single? Not anybody I know, but Pete had his reasons and actually, they’re pretty interesting. That little engine dates to 1935 and was one of two Triumph L2-1 racing engines built to race in 1936. Whatever’s inside must have been the best they could offer so it’s a pretty special historical piece by itself. Especially when you consider it’s been raced for something like 70-years at all types of racing and often successfully. Now it’s not only been lovingly rejuvenated to better than new, but it sports a supercharger taken off a 1942 Rolls Royce Merlin V-12 engine from a downed WWII Spitfire. How’s that for even more history?
And, it’s not just supercharged, but sports a turbo from a snowmobile of all things too. Man, that’s making sure every one of those 250cc is doing its job and then some. I gotta admit it took me a bit to figure out all the induction and exhaust routing and who’s doing what where. Pretty cool stuff, though. The reason for all this chicanery is that this bike was built with the intention of racing at Bonneville. Seriously, it was and is actually built around what’s expected at tech inspection and hopefully later a new record. I never saw that Bonneville aspect when I first looked at it and I’m still trying to wrap my head around what that would be like to ride.
The frame is most unusual not just for its looks, but its construction methods. The frame tubing is made of T45 British steel, the same steel used in WWII Spitfires, and is held together not by welds, but by super alloy Iconel pins slotted through 316 stainless slugs. Now that’s probably not a method of construction any of us are probably familiar with, but, hey, it’s headed to Bonneville and Pete’s not a stupid man. I believe. By the way, don’t just brush off the spindly-looking frame as crazy, check it out closely as everywhere you look something cool’s going on. There are places where you’d think frame rails had to be and they’ve gone missing and other bits like the top motor mounts that are delicately beautiful in construction and execution.
Let’s not forget that multi-tube T45 swingarm Pete concocted either. Sandwiched between the rear tire and the swingarm pivot is a short monoshock that has minimal movement, but enough for its intended purpose. Possibly the most unusual part of this handmade frame is one area that nobody bothers with to be the point man of a build and that’s the whole tubes-running-everywhere area of the swingarm/crazy (in a good way) seat perch/rear convergence of the front part of the frame. Centralized tubing looking like a subway map in steel is an unusual focal point, but it only seems natural here.
Adding some additional spice to the recipe is the 1965 Japanese grass track racer two-speed tranny just kinda floating on beefy mounting plates. When I saw the stubby little lever on the right side with a clear green #6 ball shift knob barely rising above where my ankles would be, I was a bit flummoxed. How impossible that would be to reach and shift? Then I kinda noticed there were no footpegs or foot controls to speak of, just open space. Brain yells at me, “Bonneville!” and I think, oh yeah, he’s lying down for aerodynamics and I finally see the rear axle mounted footpegs and all is clear and well with the world again. You might have noticed there’s a jack shaft involved to get the power to the rear wheel. Pete certainly has a lot of things in motion to get in motion.
Then there’s the fork and I’m not even sure where to get started. It’s a very unusual take on a traditional girder fork with design elements like those chromoly legs that look somehow wrong, but I’m sure they’re not for this linkage. Plus, there’s the internal suspension unit that has windows to look out of or maybe it’s so we can see in. Either way, any explanation would be plausible to me on this build. It is quite a feat of engineering and has the look of a cutaway model too. Can you ask for more out of a fork especially on a show bike? Probably not.
The wide alloy rimmed laced wheels are courtesy of supermoto racing design and bring on the wheel beef. Furthering the tough look are a set of Dunlop wet race tires with their most unusual siping. Quite a dramatic way to liven up a set of laced wheels if there ever was one and they’ve grown on me. Don’t think I’d ever have a reason to run ‘em. But, they look properly cool sitting right there with possibly the most defiant looking tread pattern I’ve ever seen. Somehow I gotta feeling they don’t like a lotta miles but maybe that’s the Bonneville thing again. I couldn’t begin to guess how they’d be on the salt. The only braking on board is that tiny little custom Hope Technology caliper grabbing an equally-tiny rotor. I’d guess the plan is to do a lot of coasting slowdown more than stopping at Bonneville. There is a lot of room for a bike like this to coast to a stop if it had to.
Even though there’s the absolute minimal bodywork you can find on a motorcycle and still classify it as having bodywork, what little there is had a lot of time and work put into it. Pete likes to make every piece of the bike its own entity and his fuel tank that started out as a 1977 Ironhead peanut tank adds a delightful taste of Steampunk to the build. Throw in the turbo with its anodized green velocity stack and the world’s stubbiest-ever exhaust and it’s Steampunk at its best. That scoop on the top of the tank is actually real and leads to an internal intercooler and plenum chamber. There’s also a waste gate plus an adjustable inlet tract. For such a tiny tank there’s a helluva lot going on from its strangely appealing shape to various brass knobs and bits strewn about. Hopefully there’s enough fuel volume to keep that crazy Yoshimura downdraft carb fueled to get the job done.
I guess you could consider the world’s most different seat part of the bodywork too. It too is dramatic with tubing shooting up at an angle and providing a place to put the ribbed seat pads that look more floorboard than seat. Can’t forget that little wing/bum stop that rides up and behind the seat. I won’t for a second assume that’s comfortable in any way, but that’s Bonneville for you. It does look structurally cool, just not the least bit comfy. But, hey, I’m fooling myself if I think Pete’s going to have me ride that on the salt flats for him although I am available. Hey Pete, if you do, the only thing I’d unfortunately like changed is your beautiful carbon fiber handlebars. They’re a little too high for my Bonneville riding style sir.
So far Pete Pearson has not only accomplished one of his goals for this bike he calls Speed Weevil winning the Artistry In Iron Show, but just recently he also took first place in the prestigious Championship Class of the Custom Chrome Show at the Motor Bike Expo in Verona, Italy. That’s two out of three the way I see it and now it’s time for Bonneville. I look forward to seeing and hearing this bike in action on the hallowed salt flats. I still can’t believe it all works, but I know Pete’ll straighten me out and make me a true believer.
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