1955 Matchless G9, 498 cc. Registration number UYJ 920. Fram...

Hammer

£4,600

1955 Matchless G9, 498 cc. Registration number UYJ 920. Frame number A34382. Engine number 55 G9 27286.
With hindsight 1949 can be defined as the year of response to the success of the Speed Twin by Triumphs rival manufactures with BSA, Norton, Royal Enfield and AJS/Matchless all announcing new 500cc twins. AMC felt they should improve upon Triumph's design, and so added a centre main bearing to the crankshaft, which added immense strength and rigidity when compared to the deflection-prone cranks in the Triumph, and every other British vertical twin that followed. All except the Matchless and AJS twins had only the two outer main bearings with a huge central flywheel supported only by the rod journals. This 3-bearing setup allowed AMC to make the one-piece crank out of a heavy-duty cast iron, instead of steel. The connecting rods were made of lightweight aluminium alloy and were highly polished to remove surface imperfections that could develop into cracks under stress. The cylinder had its separate cast iron cylinder block that was sunk deeply into the alloy crankcase. The alloy cylinder heads were also two separate castings. They were well-engineered, robust machines that proved reliable even after displacement and horsepower were increased. AMC started using Burman 4-speed gearboxes the previous year in 1952.
AMC, unlike the majority of their rivals, who dabbled with "sprung hubs" and various plunger systems, had introduced a pivoted fork frame controlled by hydraulically damped suspension units during the late forties having carried out development work during the war years. The new rear suspension system that was applied to both the singles and twins was complimented by AMC's "Teledraulic" battlefield proven front forks. The rest of the cycle parts were drawn from the existing single cylinder range. The basic design changed little over the course of the next few years, the most significant changes occurring in 1952 when a new Burman gearbox was adopted, 1954 and the change to a full width alloy hub and 1955, the year that the example offered was built, when an Amal Monobloc carburettor became standard together with a full width alloy rear hub. 1956 saw the introduction of the revised long oil tank and toolbox together with a new frame and in 1957 the Jampot suspension units gave way to items supplied by Girling.
UYJ was first registered on the 22nd of June 1955 and nothing is known of its early life until July of 1993 when Stuart Bray of Bexhill on Sea bought it and then sold it to our vendor on the 31st August 1993. It was a machine he had owned earlier in his life and as business was successful he treated himself to a tired example. He then entrusted it to Tennant-Eyles of Faringdon in the November who undertook an extensive restoration, with a full engine and gearbox rebuild, full frame and running gear rebuild to a concours standard. Completed and handed over in March 1995 our vendor then covered some 122 miles before his interest in it waned and trialing took over. Stored in a heated garage ever since, it is testament to the rebuild that it now has mellowed perfectly and is probably one of the best G9's in existence. Sold with the V5 and the comprehensive documents from the rebuild.