Updated 21/2/04
  
  I started to chase this little beauty back in March 2003. Delicate negotiations, countless e-mail's, 9 weeks shipping time, hassles with customs the list goes on but finally its here! The 450 Silver Shotgun. From the first time I saw a photo of one I knew I had to get one somehow! I'd always loved the last of the desmo singles but these are something else! I don't know how many there are in the UK but I read that less than 20 found their way here back in 1971 so there's probably a lot less now.
 
  The bike was originally in Australia then it went to New Zealand. The mileage on the original speedo shows 14000 so its done more miles on the Ocean than the road by the time it got here! Probably about 26000! The bike was really well crated, it took me an hour to get it out!
 
  As I had to have the bike delivered to work I then had the problem of getting it home. After a quick check over with the spanners, and battery charge it was time to pump up the manky tyres and add some fuel. I pulled the plug out so that I could check for a spark. The bike has 6v coil ignition and the spark looked twice as fat as the 450 SCR which has electronic ignition. Anyway plug back in and attempted to start. Easier said than done! This thing has some serious compression in comparison to the SCR and no de-compressor. You can stand on the kickstart on the compression stroke and it barely moves. After easing it over TDC a couple of times two serious kicks later it bursts into life! First impressions are that its a lot quieter mechanically than the SCR which gives me a good feeling.
 
  Feeling quite confident now I go a make up a number plate using the original Australian number. I arrange for a friend to follow me home in my car the following day and decide to check the gears out. Well the clutch plates have stuck together; no problem I think I'll just fire it up again get the oil warm keep pulling the clutch in and the plates will free up. Here is were I hit the first problem I just couldn't get if started and all I got for my troubles were some vicious kickbacks. Despite not having suitable tools or a manual, I thought I'd just have a quick look at the timing so I pulled off the points cover and low and behold the timing plate was set a advanced as possible. Feeling slightly relieved I retard it by about 20% and try again: 2 kicks and were running again. Thankfully the clutch freed off and I go for a quick spin up the road making sure the gears work. Next day I ride it the 36 miles home via the scenic route over the moors, stopping only to tighten up the exhaust nut which come loose after a few miles ( the one thing I didn't check!) What's it like to ride you ask? Awesome!!! It might not be fast, probably about 100 mph on a good day but the way it sticks to the road is incredible. Bearing in mind the old perished rear tyre I took it very steady round the bends but I was gob-smacked by the composure of the front end which just felt so planted on what I regard as some really bumpy roads( most un- Marzocchi like!). The bike just changes direction like you wouldn't believe, it might be a cliché but its a case of think where you want to be and you're there! The only thing that disappointed me was the front brakes but I'm sure that is down to a problem with the pads/ drums as they are supposed to be quite fierce and as good as the subsequent disc versions.
 
  This explains why the brakes were so poor. Bike has been stood a long time, hubs rusted up, Pads not Chamfered on leading edges and also suffering with oil and grease contamination. Five minuets with the Dremmel and we're sorted. After a couple of short rides there is a noticeable improvement
 
  Unfortunately the wiring presents more of a challenge! Whilst we had Ignition , a horn and dipped beam that was all.
 
  At some point in the past. There was a major problem. Leaving melted wires inside the headlight Shell. Someone has attempted a partial bodge rewire of the bike as evident by the Spiral wrap around the wires rather than sleeving.
 
  Unlike the 450 SCR there are quite a few soldered connections on the terminal board and main light switch. I have replaced the main loom from the headlight backwards, made a new sub loom for the Clippon's main/dip/horn switch and replaced the melted wire inside the headlight shell.
 
  We now have full functionality apart from the low beam indicator light on the headlight shell; I will have to find a new indicator light to repair this. Photo shows new loom being fitted whilst old is gradually stripped out. With wiring things often look worse before they get better! The Veglia tacho was rattling around on its fiberglass holder, so I've made up a temporary bracket until I can find out what the correct item looks like. I made this out of an old Smiths bracket. (Further research seems to indicate that my attempt is pretty much like the original. I must be getting tuned in to the Italian physce)
 
  After stripping the carb down, getting the pilot jet to work and setting the throttle stop screw; the bike will start hot/warm and cold (about 2/3 rds choke in what passes for the English Summer). My initial rough guess on timing was 5º out on a static setting (advanced) though I did also have to reset the points gap. I need to get a proper timing pointer made up so that I can check the advance retard with the engine running and a stroboscope. Valve clearance are about +2 thou out including the closing clearances. Which is not right but after consulting a couple of experts I decided to leave them until winter and see what happens after I've ridden it for a while. If they were tight I would have had to sort them out. The Desmo singles still have the hairspring springs fitted albeit from the 125 engine so you're not totally reliant on the closing clearance to achieve a good seal when cold. The later Desmo bevel twins have a much smaller spring to achieve the same. Racers will probably junk the springs as they will soak up some power even if they are a lot weaker than the non Desmo variants.
 
  Now the bike's running fairly well its time to give it a bit of a polish. Though in comparison with the Scrambler it was very good for its 30 odd years! Chrome plating is shot but it was rubbish when it left the factory. Bush where gear shaft exits is rather worn leading to the odd missed gear. You can adjust the mechanism with the little cam and locknut but I feel this might be a waste of time. New front tyre fitted. Brakes better but still not right. There are two washers fitted between the bearings and the hub. Which means that the wheel is slightly too wide and about 1mm of the pads is not acting on the drums. Removing them means the the wheel is too narrow and the brake shoe springs foul the strengthening webs on the drum. Bearing are recessed slightly in the hub so I suspect either the bearings are two thin or the bearing spacer is the wrong size. Cables are also too short to allow lever to be in correct position (Thanks Andy F for that!)
 
  Forks in really good condition. Rear shocks were leaking and have been replaced with Hagon ones for now. Seat needs reupholstering and tank leaks from somewhere around the RH fuel tap. Leaky fiberglass tanks are a common problem. Evidence of previous attempts to fix this problem. Probably best solution is to get a replica tank.
     
  Veglia Revcounter is not very accurate especially at low revs. Showing about 2500 at tickover .I don't know if this a feature of them or because someone has had it apart. As evident by a nice black smudge just past the Redline!    
         
  Other projects have effectively put on hold the full restoration I'd planned,but I've not been idle. Quite a few things have been fixed and replaced. I will add details shortly.
         
  Stop press : I finally got the bike UK registered with a 1972 'L' plate at my third attempt! 1st (form not filled in properly partly my fault but booklet is vague) also told that bike will be issued with 'Q' registation (which is for specials and bastardised things), because of lack of information to prove date of manufacture. For the 2nd attempt I included lots of pictures both of bike and from various books only to have that rejected because the fee had gone up and that they now wanted proof of my identity and address as the rules changed in January 2004, also told vechicle will need 'Inpsection'. 3rd attempt success! It only took 13 documents! Including customs paperwork.On a positive note because the bike is a 1971/2 I do not have to pay road tax. So I can now finally ride the bike 'legit' as opposed to using the original Australian number plate.
   
 

The original brake cables were too short and the brake arms had been moved round at some point. I bought some 'universal brake cable kits' from AJS motorcycles (who also sell Grimeca brakes and spares) .These come with a wide selection of nipples and outer cable ends, you have to solder a nipple on to one end of the cable. In this case the twin pull compensator. You can easily trim the cable and the outers to the required length and then fit the outer covers. As I bought 2 sets I also made up a new cable for the 450SCR. I've also fitted the new header and Silentium replica exhaust.