Following the success of Jeff Smith in winning the 500 cc Motocross World Championships in 1964 and 1965 on a modified BSA single, BSA launched the off-road B44 Victor copy at the 1965 Earls Court show. This went into production in 1965/66 as the B44 Victor GP with about 500 being produced.
The B44 series of motorcycles used a 441 cc version of the B40 unit construction, single cylinder engine and made use of the so-called welded/duplex frame in place of the earlier swan neck type of frame. The B44GP used a modified version of this frame so that it could hold the engine oil in a larger diameter top and front down tube, not unlike the later Oil-in-Frame version introduced in 1971.
The B40 and B44 engines shared the same bore of 79 mm but the stroke of the B44 was increased from 70 to 90 mm in order to increase the capacity from 343 to 441 cc. One of the main changes made to strengthen the B44 engine was the replacement of the timing side plain crankshaft bush on the B40 by a ball bearing. The original B44 engines used a round barrel but this was changed in 1967 to a so-called square barrel in terms of the shape of the external finning.
In 1966, the B44 Victor Enduro was produced which used the same ~2 gallon, polished alloy tank as on the B44GP but with a separate so-called central oil tank instead of the earlier oil-in-frame and a large triangular air filter box on the left-hand side. The machines exported to the USA were named the Victor Special.
For the 1967 season, the name Enduro was dropped and, in both the UK and for export, the off-road version of the B44 was named the Victor Special or B44VS. For these bikes, the front part of the petrol tank was painted yellow with polished alloy rear. The rest of the bike was painted gloss black except the mudguards which were chrome or polished alloy.
The B44 Victor Enduro and Victor Specials produced in 1966 and 1967 used an energy transfer ignition system and direct power from the alternator to power the lights and horn and therefore did not incorporate a battery. This was changed in 1968 and a battery tray was added in place of the original air filter box which was replaced by a round self contained filter unit attached directly to the carburettor. A left-hand side panel was used to cover the battery compartment. The need for the battery carrier also resulted in a narrower but wider cross-section oil tank to be used.
In parallel with the off-road version of the B44, a road going version was introduced in 1967. This was originally named the Victor Roadster in the UK and Shooting Star in the USA but later changed to the latter for both. The B44SS originally used a glass reinforced plastic (GRP) petrol tank that was changed in later 1968 to a steel tank. The B44SS initially used a GRP oil tank with integral cover but this was later changed to a steel tank and separate GRP cover. As with the later B44VS’s, the B44SS used a battery carrier bolted to the left of the oil tank with a separate GRP cover.
In 1966/67 the B44 models used a 7″ half-width front hub which was changed to a 8″ half-width hub from 1968-70. The B44SS originally used the 7″ half-width hub which changed to the 8″ half-width hub in 1968 and finally changed to a 7″ full width twin leading shoe hub in 1969/70. The B44VE/VS originally used an 8″ full width rear hub but this was changed in 1967 to a Quickly Detachable (QD) so-called Crinkle Hub incorporating the speedo drive.
Both the B44VS and B44SS continued in production until the 1971 season when they were replaced by the B50 OIF models
My B44VS Restoration
My B44VS was the first bike I restored in my present collection of motorbikes and corresponds to a later 1968 model. It was originally restored about 15 years ago. I was a little inexperienced in those days and ended up going to SRM in Wales to carry out much of the engineering work on the engine which included a re-bore and cylinder head refurbishment. They did a very good job but were not cheap.
The use of the term welded/duplex frame is a little misleading as some of the frame lugs are still brazed in position. As seems to happen very frequently with off-road BSA singles, the brazing of the side stand lug had failed allowing it to rotate on the frame. Nowadays, I would simply weld it back in place but when I restored the B44VS I decided to get it brazed back in position which meant finding someone with an oxy-acetylene torch.
The frame was powder coated in gloss black as was the oil tank since this was free from dents. The tank was dented and so was sent off to an expert to be straightened and then polished. It was then given a superb paint job in the correct shade of yellow by Piers Dowell who was a renowned classic motocross champion at the time. The most impressive part of the job was the air brushed Victor Special logo on the top of the tank.
The two wheels were completely rebuilt at great cost at Central Wheel Components using chrome rims and stainless spokes. There was quite a bit of re-chroming to do on the bike, including the exhaust pipe, handlebars, rear shock absorber springs, rear mudguard and front mudguard stays. The front mudguard was bought new as was the proper high level silencer with its heat shield.
I have never been a great fan of the B44 either in B44VS or B44SS form and much prefer the styling of the later B50’s which, to me, are far more elegant to look at. The B44 engine is perhaps the best version overall of the BSA unit construction singles and the welded/duplex is very good and similar to the later OIF version without having the oil-in-frame. However, to my eyes, the B44VS is a very heavy looking bike and with the small headlight fitted makes the alloy tank look far too small.
BSA B44VS Specifications
- Engine: Single cylinder, OHV, 2-valve, 4-stroke
- Starting: Kickstart only
- Capacity: 441 cc
- Bore/Stroke: 79 x 90 mm
- Compression Ratio: 9.4:1
- Max Power: 28 bhp
- Carburettor: Amal 930 Concentric carburettor
- Cooling: Air cooled
- Lubrication: Dry sump
- Ignition: Coil and contact breaker points
- Transmission: 4 speed foot shift
- Final Drive: Chain
- Front Suspension: Coil spring and hydraulically damped
- Rear Suspension: Coil spring and hydraulically damped
- Front Brake: 8 inch drum single leading shoe
- Rear Brake: 8 inch drum single leading shoe
- Frame: Welded duplex
- Rake Angle: 63 deg
- Wheel Base 53 inch
- Seat Height: 32 inch
- Front Tyre 3.25 x 19 inch
- Rear Tyre: 4.00 x 18 inch
- Ground Clearance: 8 inch
- Dry Weight: 139 kg
- Fuel Tank: 1.6 gallons
- Oil Tank: 5 pints
BSA B44 Parts Suppliers
Some B40WD spare parts are relatively easy to get hold of with many good suppliers easily found on the internet. Two of the larger suppliers of BSA parts are Burton Bike Bits and Dragonfly Motorcycles.
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