A wolf in sheep's clothing

For Ole Andreas Thomasgaard, an original was not enough BSA Spitfire. Because even though his 650cc was among the fastest motorcycles available in the 1960s, he had to have more. After taking a closer look at his bike, we're really talking about a wolf in sheep's clothing, because there's a lot going on under the surface on this twin.

For Ole Andreas Thomasgaard, an original Spitfire wasn't enough. Even though his 650cc bike was among the fastest motorcycles available in the 1960s, he had to have more. After taking a closer look at his bike, we're really talking about a wolf in sheep's clothing, because there's a lot going on under the surface on this twin.

Now, there are always those who want more when the original isn't enough, and Ole Andreas Thomasgaard from Tynset is no exception. He wanted a classic English roadster that was both mechanically sound and had a little extra "powder" in the bottom.

The engine was then removed from the frame and disassembled down to the smallest detail. Ole Andreas has sourced parts and expertise both domestically and internationally, in addition to doing much of the work himself.

From a distance, the bike looks quite original, but if you get closer it doesn't take much imagination to realise that this Spitfire is a wolf in sheep's clothing. The most visible external sign of this is the carburetors.

From a distance, the bike looks quite original, but if you get closer it doesn't take much imagination to realize that this Spitfire is a wolf in sheep's clothing. The most visible external sign of this is the carburetors.

Originally, the Spitfire was equipped with GP carburetors from AMAL, which in itself is a spectacular sight, but when it became clear that the "innards" of the power egg were more or less completely replaced in favor of parts in the high-performance category, Japanese technology had to enter the picture in the form of Mikuni carburetors.

Ole Andreas wanted something that both delivered on performance and held up to quality standards under stress, and thus began a long and painstaking process. Behind the exterior, relatively extensive measures were taken. The original crank was replaced in favor of a machined crank from Norton Commando , with new bearings and new bearings.

The cylinder block was also replaced, in favor of a big-bore kit from SRM with new pistons. Such modifications require more of most things to get the engine to pull smoothly regardless of the rpm, and both valves, camshaft and carburetors were replaced in favor of what we can simply call performance parts.

The cylinder block was also replaced, in favor of a big-bore kit from SRM with new pistons. Such modifications require more of everything to make the engine pull smoothly regardless of the rpm, and both valves, camshaft and carburetors were replaced in favor of what we can simply call performance parts.

The list of parts and equipment that have been replaced is long, but equally important to Ole Andreas have been good helpers at home and abroad. He highlights Arnstein Vågbø from Kristiansund, and Mark Parker from Australia, two gentlemen with knowledge and expertise in trimming. Arnfinn Sagli and Tore Østby from Tynset, the place where Ole Andreas originally comes from, have also contributed to the project.

Because Ole Andreas chose such a drastic upgrade of the engine, a lot of machining work has been necessary to get the “broomstick” to work, so to speak. Tuning in this category takes its toll, and porting the intake and adjusting the crank bearings are just a small part of a long list of modifications and adjustments.

Because Ole Andreas chose such a drastic upgrade to the engine, a lot of machining work has been necessary to get the "broomstick" to work, so to speak. Tuning in this category takes its toll, and porting the intake and adjusting the crank bearings are just a small part of a long list of modifications and adjustments.

The result is impeccable, however. With a compression ratio of 9:1 and a relatively short stroke, the engine has good pulling power throughout the entire range. Ole Andreas has of course not forgotten this with the gearing and gear ratios, and both the drive and tire diameter on the rear wheel are adapted to get the most out of the engine's high power output.

When I ask about performance, Ole Andreas smiles slyly and replies: "I've raced a Norton 920, and it quickly disappeared in the mirror behind me." I have no doubt, because when Ole Andreas and I finished talking about bikes, things got tense, and he was gone in the blink of an eye.