Following
World War II, Indian was sure the world was poised for a motorcycling
boom. And the next big thing seemed to be lightweight machines, like
those being built by Triumph and BSA. So Indian abandoned its successful
V-twin Scouts and staked its future on a new line of modular motors-a
single, a vertical twin and an inline four, all sharing internal parts.
The Arrow was the base of that line, powered by a single-cylinder 218cc
overhead-valve engine. The performance of the new Indians may have been
appropriate for all those hoped-for new motorcyclists, but the Arrow
hardly satisfied Indian’s loyal following brought up on 750cc-class
performance. In addition, the bikes cost more to build than expected,
especially with many of them experiencing warranty problems. It was even
rumored that Indian lost money on every machine sold. In the end, Indian
had to give up plans to build the new four, and borrow even more heavily
just to sustain its lineup, all the while waiting for the expected sales
boom that would save it. Eventually, that boom did arrive, and it
swelled into the motorcycle flood of the ’60s. But by then, Indian had
already succumbed to its long-standing financial problems and gone out
of business.
1949 Indian
Arrow
1967 Honda
CB77 Superhawk 305
Cycle World: 1963 Road Test:
It looks like a 250; it feels like a 250. The difference is apparent
only after a few miles in the saddle of this 305-cc sportster. A
mere 58 cc separates the two models. Yet, this very difference adds up
to a worthwhile bonus in punch and acceleration. The 305, at 96 mph is
fast - and decidedly quick off the mark, with a stinging quarter-mile in
16/s. This is over a second better than the 247 cc twin.However much the
250 impresses, its bigger brother cannot fail to be that much better. It
is everything one expects from Honda, together with a helping of
big-bike punch that comes as a pleasant surprise. Closely allied with
performance are revs - all 9000 of them. The CB77 thrives on [high RPM]
and isn't happy until 5000 have accumulated on the neat revmeter dial.
Even though it has a decidedly smallish engine, the Super Hawk bangs
down the road in a fashion that would astonish the "big-inch"
fanciers. Using a maximum of 9200 rpm - the valves clatter outrageously
at anything above that - we were able to record a standing start
1/4-mile of 16.8 seconds. That might not sound like much to you
drag-bike fans, but for a stock, fully road-equipped, 305 cc-engined
motorcycle with rather "tall" road-racing style gearing it is
phenomenal. Moreover, it does the trick with no fuss at all: lots of
throttle and bang, bang, bang through the gears for a less than
17-second 1/4-mile. Not fast enough, to humble the big twins, but enough
to be exciting and a lot of fun. Even better than the acceleration was
the top speed, which averaged-out at nearly 105 mph. The makers claim a
top of 105, and we couldn't get that, but we had the feeling that a
razor-sharp CB77 with stronger valve springs than our rest bike was
blessed with, and a less bulky rider than our six-foot plus test rider,
might make good the claim. In any case, the speed we got was good enough
to give the Honda a fine chance against all comers in a flying-mile
contest. Happily, the CB77's road behavior was every bit the equal of
its speed potentials. As we have said, the brakes are great, and the
handling over any surface (except dirt, which we didn't try) is even
better. At any speed, you can lean it down into the turns and really
push without getting the feeling that the situation could get out of
hand. One cannot adequately describe the handling: it is simply too
good. The closest we can get is to say that the rider always feels like
an extension of the machine; you don't point it, you simply point
yourself and the bike follows your lead. From any viewpoint, the Honda
CB77 Super Hawk is an exceptional motorcycle. It is technically advanced
and possesses a degree of civilization that is certain to make it
popular. Such touches as the electric starter, the fine ride and
handling, the performance and little things like the easy-to-read
speedometer/tachometer combination make this Honda just about
irresistible. Our entire staff was deeply impressed by the Super Hawk;
the technical editor to such an extent that he is ready to buy one,
which may have some special significance, as be is hard-to-please and a mighty cautious man with a dollar as well.
Sometimes
referred to as the "Honda 50" or the "Cub", the
Honda CA100 replaced the popular C100 "Super-Cub" model
introduced in 1958. Clever engineering produced a machine that even
those intimidated by normal motorcycles felt happy to approach. Hidden
under the moulded front weather shield and yet efficiently cooled by
air, the engine provided enough power for carrying both its rider and
various loads ranging from luggage to live farm animals. Large diameter
wheels and ample seating offered comfort comparable with larger touring
motorcycles. Also, the automatic clutch meant that riding the Cub could
be quickly mastered by people who had never controlled a powered vehicle
before. And the 'step-thru' format created a fun two-wheeler easily
ridden by people of all ages and both sexes. A brilliantly successful
advertising campaign throughout the American media promoted the Cub and
improved the image of motorcyclists with the now legendary slogan:
"You meet the nicest people on a Honda."
1967 CA100
"Honda 50"
1967
Kawasaki A1 Samurai
Some
forty years ago, the Japanese economy experienced a period of
particularly high economic growth from the mid-1950s until the
mid-1960s. Kawasaki grabbed this opportunity with both hands and the
company's production of motorbikes surged in response. Then some time
around the middle the 1960s marked the start of the Supersports era.
Kawasaki rode the wave generated by what later came to be called the
"Izanagi Boom" and, in September 1966, the company proudly
announced its W1, a motorcycle with a displacement of 650cc - at the
time of its launch, this was the largest displacement bike on the
Japanese market. The W1 wasn’t such a success because all the rival
bikes were still faster, lighter and better steering. So Kawasaki
developed two lighter versions A1 Samurai (250cc) and the A7 Avenger
(350cc). Which ended up being a little more successful. In August 1967,
the A1, more commonly known as the "Samurai", took center
stage - this was a high performance machine with approximately 80ps per
liter. It was quickly followed by a larger bore model, the A7. This was
undoubtedly the era when Kawasaki laid the foundations for its current
success.
The 650cc A65
arrived in 1962 as the natural progression from the sturdy A10. Given a
unit construction twist and sensible technical development, the twin
remained the backbone of the BSA range all through the 1960s. The
Lightning was accepted as the BSA all-round sportbike of the Sixties,
sitting alongside the single-carb, touring Thunderbolt and the
supersports Spitfire. By 1969 BSA had tackled most of the A65's obvious
flaws (and the ones which remained required rather more fundamental
efforts to improve them). As the multi-cylinder bikes arrived so the
pressure could be taken off the twins, and the Lightning was allowed to
settle into an almost genteel sports-tourer role while the Rocket 3 took
the strain. Amendments to the motor were aimed at making it more
reliable, quieter, and less leaky, and any attempt at ultimate top speed
was sacrificed to beef up the mid-range and improve rideability. 'Very
fast but easy to handle' reckoned BSA. The twin-carb A65 would still
reach 108mph, and it also offered accurate cornering without feeling
overly stiff. Here is the actual advertisement used to describe the 1967
BSA A65L Lightning; “Step up to a new world of big - motor power and
performance - step up to lightning - fast acceleration and smooth,
effortless cruising at any highway limit. Step up to real motorcycling.
Now - get high torque horsepower, the big cubic inch power that flattens
any hill for you and your passenger - power to flash you out ahead
in the clear with a flick of your wrist - without constant gear
shifting, without excessive engine revs. Get surging power always
at your command with a Lightning ! Step up to a 1967 Lightning,
take pride in riding the best looking, best performing motorcycle on the
road.”
1967 BSA
A65L Lightning
1967 Sears
Allstate 250 "Twingle"
The Allstate 250 was actually made by Puch of Austria, and featured a unique engine design with two pistons arranged in tandem on a common crankpin. The “Twingle” engine is a small-capacity two-stroke gasoline engine. It uses two pistons, one of which controls the inlet ports, the other the exhaust ports. These run in two parallel cylinder bores but share a single combustion chamber, spark plug and cylinder head. By virtue of the unusual arrangement of the connecting rod big ends, with only one connected to the crankpin and the other connected to the first, the pistons moved up and down in parallel bores but arrived at TDC at different times. The combustion chamber was figure eight shaped, as if the wall between two chambers melted. There were two spark plugs firing simultaneously by virtue of separate Bosch coils, a single set of points and a six volt ignition system. The single carburetor mounted to the left side of the cylinder, with a 32 mm bore leading to the intake port on the side of the front piston wall (the pistons are mislabeled in the above illustration). This design was intended to afford asymmetrical port timing, since the intake and exhaust ports were opened and closed by the front piston, while the transfer ports were unmasked by the rear cylinder. At the time this design was unveiled, the big innovation in two-stroke technology, loop scavenging, was just beginning to prove itself, and the Puch design actually seems to incorporate a general, if primitive, loop scavenge design as well as the asymmetric port timing. When compared with contemporary ('50's vintage) designs, the "twingle" performance does not seem too shabby.
Here is the
actual text from the original Suzuki brochure: "Introducing the
Suzuki X-5 Invader, bred from the noblest sportcycle ever engineered:
the Suzuki X-6 Hustler. For punch, power and appearance, it's the
picture of the record-shattering X-6, only 50cc's smaller. It yields to
your every whim with a responsive 5-speed gerarbox and spirited 200cc
dual-stroke engine. It turns on 23 horses at an easy 7500 rpm; turns
through the 1/4 mile in 16.1; turns in a top speed range of 90 to 95. It
ends oil-gas mixing for good with exclusive posi-force lubing. It leaves
the other leading lightweights thousands of miles behind with the Suzuki
12 month/12,000 mile warranty. Just ask any Suzuki dealer. While you're
there, solo the X-5 invader - the bike that's better than anywhere
you've been but still gives you somewhere to grow." The list price
in 1968 was $575.00. Top speed was 88mph. Zero to sixty in 10.4 seconds.
'Standing' 1/4 mile was in 17.4 seconds.
1968 Suzuki
X-5 Invader
1968 Triumph
TR6R 650 Tiger
By
the 1940s, Triumph’s line up of motorcycles already included the
famous 500cc Tiger. The range was soon augmented by the 500cc Trophy TR5
in 1948, and in 1949 by the powerful 650cc Thunderbird 6T, which was
basically a beefed up version of the Speed Twin but boasted a top speed
of 100mph. With the advent of the 1950s, Triumph had become a
world-renowned name in motorcycling. Triumph continued to break speed
records. Triumph’s popularity in the US was swelling, thanks in part
to the Thunderbird straddled by Marlon Brando in the 1954 film The
Wild One. Quickly becoming the company’s most popular model, the
Thunderbird soon faced fierce competition from within.In 1959, amid little fanfare, the 650cc T-120 Bonneville hit the
market, and a prototype with a modified 6T Thunderbird engine set the
world speed record of 214mph at the Salt Lake Bonneville Flats. The
fastest motorcycle on the commercial market at the time of its
introduction, the “Bonnie” would forever influence Triumph’s
destiny. By the time the 1960s rolled around, Sangster had sold Triumph
to the BSA Group - yet another famous British motorcycle manufacturing
conglomerate - and nearly all Triumph motorcycles were now 650cc
vertical twins, with the Trophy being upgraded as the TR6. All 650cc
engines were also converted to unit construction.These years are also considered by many to represent the
highlight of Triumph’s splendor. Consecutive Isle of Man TT races were
won on Triumphs, first on a Bonneville and later on a Trident-a three
cylinder 750cc bike designed to compete with the powerful Japanese
machines. The Bonnie itself underwent extensive technological
improvements, and the 500cc Triumph T100 Daytona was introduced when the
Daytona 200 race was won on a T100 Tiger. Amid these grand developments,
however, dark clouds were gathering on Triumph’s horizon.
One of the
worlds most popular long - range machines. The vertical twin-cylinder
engine gives the best of both worlds - the thrust from a large capacity
engine plus the flexibility of a single carburetor configuration. With
it's immensely strong frame and two-way hydraulically damped forks the
'70 Thunderbolt comes in Etruscan Bronze with chromium plated guards and
polished forks. Mechanical simplicity, unobtrusive power with dynamic
acceleration and a top speed of over 100 m.p.h - that's the B.S.A
Thunderbolt 650.
1970 BSA A65
Thunderbolt
1971 BSA
B25T Victor
Bsa B25 is a four stroke 250cc single cylinder motorcycle made between 1971-1973.
The B25 was made in three different models; the B25SS (Street Scrambler), the B25T (Victor Trial), and the B25R. Although an industrial giant, BSA proved unable to compete well against the Japanese, and by 1970 they hit financial hardships. The 1971 lineup saw major makeovers, including oil-in-frame 650 twins. BSA was bought by Norton (owned by Manganese Bronze) and absorbed into the Norton-Villiers-Triumph group in 1971, which managed to design an uncomfortably high A65 Lightning at Umberslade Hall before BSA collapsed. The name was finally abandoned and production ended in 1973.
Again to the Milan bike show, in 1969, the Aermacchi-HD unveiles its new 350: it was offered in the GTS version (Sprint). The engine is the usual horizontal single cylinder, overhead valves push rod operated; the exact desplacement is 344 cc, power output is 25 HP at 7.000 rpm. The GTS model has the closed head, designed for the american market and used, in Italy and Europe, only for the 1970 year. In 1971 and 1972 (when also arrived the sport model TV/71 then followed, the next year, by the TV/72), the second and third generation of the 350 Sprint bikes used the normal open head previous shown on the 175 and 250 range of engines. Gearbox has four speeds (5 was on option) for the GTS Sprint model, five for the sport bike TV. The frame has the usual single tube with the engine suspended as in the Aermacchi tradition. Ceriani telescopic front fork, and also Ceriani shock absorbers at the rear with the usual swinging arm. The new bike weights 140 kg and the speed reaches up to 140 km/h (160 for the TV). Later in 1972 a new 350 bike, with the usual 4 stroke engine, makes its
debut: the 350 SS and SX models arrive. The engine is the usual 344 cc with a new gearbox with 5 speeds. The big news is the electric starter, as many japanese bikes had at that time. Totally new the frame: steel double loop, imposed from the Milwaukee technical office. The power is again 25 HP at 7.000 rpm. The bike is nice, but the frame too heavvy: and in these years the japanese offered engines with two, three or four cylinders.... The difference between the single American HD and the rivals made in Japan was as big.
1972 Harley
Davidson Sprint 350SS
1972 Suzuki
TS185 "Sierra"
Dirt Cycle
Magazine, Dec. 1972: The gap between 125 and 250 dual-purpose machines
is a hard one to fill. The manufacturer must decide to design his
machine to include the best features of the 125 (light-weight, nimble
handling, low cost) along with the desirable qualities of a 250 (lots of
power and torque). This "in-between" sized motorcycle can make
an owner very happy if it's been done properly, and Suzuki's Sierra fits
the bill. Starting with the basics of their 125 model, such as the
frame, Suzuki was off to a good beginning. They needed only to refine
here and strengthen there so that the once 125 could accept the more
powerful 183cc engine unit. But don't get the wrong idea. The 185 Suzuki
may have borrowed some items from the smaller 125, but it's an
altogether different motorcycle to ride and enjoy. It's got a
personality all its own.
This is the
RL250 Exacta, a trials bike. It has a 53 inch wheelbase. It stands 11.4
inches high off the ground. It weighs just 199 pounds. The frame is
chrome-moly tubular steel. The seat and tank are super slim. Skinny. The
muffler is tucked in tight. Up front you get a fork eith 7.1 inches of
travel. In back, you've got rear shocks that are 5-way adjustable.
Exacta has a pointless electronic ignition, primary kick start, and a
5-speed constant-mesh gearbox. It has all kinds of torque (especially at
the lowest rpms) Plus absolutely positive throttle response.
1974 Suzuki
RL250 "Exacta"
1974 Suzuki
GT250 "Hustler"
Suzuki
GT250 was an upgraded version of the T250. In fact, the very first
models (released in Japan) were exactly the same bike, only the model
name was different. When the model was presented in the rest of the
world, the additional ”G” in front of the T250 model name was to
show that the model has been modernized with a disc brake at the front
and with a new Ram Air cylinder head. If we take a closer look at
Suzuki's 250 models before the T250, we will find out that the T20 Super
Six (X6 Hustler in the USA) had very much in common with both the T250
and GT250. Many parts from the sixties' T20 (and even the T10 from the
early sixties) will fit to them. When the GT250 model came (1971 in
Japan, 1973 in Europe), it was still, despite of its roots from the
sixties, a very competetive machine. It was as large as many 400 models
and even performed like one, or better. In many countries, among them
the Great Britain, it was the best selling motorcycle until the mid
seventies. Unfortunately the enviroment rules that came along in the
seventies made it harder to make any significant impovements to the
two-strokers and a developement of four-stoke engines became the main
concerne of Suzuki's engineers. Already the 1965 T20 had a 30 hp
two-stroke engine, automatic oiling, six speed gearbox, rev counter and
a twin leading shoe brake at the front — very hot stuff for the era
but not as revolutionary at the seventies. The T20 was ahead of its
time, but the GT250, that used the same technics, was outclassed by a
number of its contemporaries already in the late seventies. The T250 had
a slightly more powerful engine than the GT250. The enviroments and
noise regultaions of the early seventies forced Suzuki to redesign the
exhausts, somewhat poorer performance as a result. Just a quick bit of
info on the differences that between the Ram Air J-K-L-M (1973—1975)
models and the later A-B-C (1976—1978) variants: Ram Air motors are
quite closeley related to earlier T250's and share the three main
bearing crankshaft arrangement, and the carbs are bolted directly to the
barrels. A-B-C variants have a revised crankshaft using four main
bearings and different lubrication arrangements, also the barrels are
different in construction using different stud spacing, and rubber inlet
stubs which mount the carbs.
The Norton
Commando was introduced in 1967 at the Earls Court Show to high acclaim.
This model, with a 750 cc engine, was built until April 1973 when the
850 cc model was launched. The new 850 cc engine had similar power to
its predecessor, but with more torque was less stressed and thus more
reliable. The Norton Commando engine had its origins in the Model 7 Twin
497 cc engine designed by Bert Hopwood. The engine grew in capacity via
its various incarnations in the 650 cc Dominator and the 745 cc Atlas,
to its place in the 750 cc Commando. The most revolutionary part of the
Commando is its frame, which was the idea of engineer Dr. Stefan Bauer.
He had previously worked at Rolls Royce and believed the standard frame
design went against all engineering principals. His solution was a bike
designed around a single 2.25" top tube. Bauer also wanted to free
the bike from violent vibrations. To achieve this, Bauer enlisted the
help of Norton Villiers Chief Engineer, Mr. Bernard Hooper, closely
assisted by Mr. Bob Trigg. To control the vibration, the engine, gearbox
and swingarm assembly were bolted together and isolated from the frame
by special rubber mountings. This eliminated the extreme vibration
problems that were apparent in other models in the range, as it
effectively separated the driver from the engine. This method of
vibration control was named the Isolastic anti-vibration system. Bernard
Hooper is listed as the lead inventor on the systems patent document.
The Norton Commando was an incredibly popular motorcycle and it
deservedly won the MCN Machine of the Year for five successive years
between 1968 and 1972. Some regard it as the British Motorcycle
Industry's swansong, selling well from its introduction in 1967 through
the end of the British bike industry in the mid 1970's.
1975 Norton
850 Commando
1975 Honda
CB125S
The CB125S2
was sold in 1975 and came in just one color: Candy Riviera Blue. The gas
tank had a black panel with white pinstripes. The "CB125" side
cover emblem was white and yellow. The chrome rear shock cover was
deleted. The fenders were chrome. The front brake was a mechanical
actuated disc. The instruments now had both a speedometer and a
tachometer. The ignition used breaker points. The engine was a 122cc OHC
single cylinder with a one-piece cylinder head. The transmission was a
5-speed.
Of the
Japanese "Big Four" Kawasaki is the last to produce a genuine
production motocross model to compete in the booming MX market. Yamaha
has been the leader firstly with race kits for trail machines,
progressing to production MX machines, to the current series of MX3's;
Suzuki produced firstly the TM400 and then late last year the TM250 and
finally last month we saw the TM125. Suzuki differed from Yamaha in that
they concentrated straight out on the scrambler, foregoing trail bike
versions. Honda, long leaders in four-stroke design both for the road
and dirt, dropped a proverbial bombshell when the two-stroke CR250M
production motocross machine hit the market. Here again Yamaha's trend
of progressing from trail models to motocross machines was ignored. One
would tend to think that Honda, realizing that they could well miss out
on potential sales by procrastinating, jumped right in "whole
hog" and spent a lot of money to produce the genuine article first
off. Last, but not least, Kawasaki; obviously thinking along the same
lines have after lots of development arrived with the Kawasaki 250 F11M.
A conventional design piston port induction two stroke which has proved
very popular with the trail-riding brigade. Harking back to Suzuki prior
to their entrance into the world of motocross, ex-Husqvarna Teamster,
Olle Pettersson of Sweden was engaged to design, develop and produce a
winning machine. That Pettersson did everything that he was asked to is
now much "old hat", as we all know what fabulous Grand Prix
machines the Suzuki's are. Pettersson, an exceptional rider, was more or
less pushed into the background by the three "Flying
Belgians", Robert, De Coster and Goeboers who always took the front
running position on the Suzukis. In 1972, Kawasaki obtained his
services, and from scratch he has once again channelled his designing
and engineering talents into producing a first class motocross machine.
One would think that with his success with Suzuki that this new machine
would be just another Suzuki in disguise. Not so - it is a completely
new model in its own right. With all last years competition to sort out
the prototype it is quite understandable that we now have a top line 250
production model in our midst.
1975
Kawasaki F11
1975
Kawasaki H1 500
If the H1
were a lad, it would be the sort of boy you desperately hoped your
daughter wouldn't bring home. Fast, noisy, dangerous - and such
brilliant fun to be with. In the late 1960s, Kawasaki realized that the
big returns on investment were to be gained from large capacity machines
which cost almost the same as little bikes to make but carried a much
higher price tag. The company's first stab at big bikes was the W1, a
clone of the old BSA A10. It sold in modest numbers and didn't set the
world on fire in terms of sales. Kawasaki was already making a name for
themselves with light, fast, small capacity two-stroke twins and so the
first idea was to make a 500 twin. A prototype twin was actually
produced but unfortunately, Suzuki beat them to the punch with the
legendary T500. And Kawasaki wanted to upstage the opposition - not
follow it! Thirteen months after the launch of Suzuki's twin, Kawasaki
hit the world with the fastest accelerating production motorcycle ever
made. Viewed logically, the Kawasaki H1 had many flaws. The gearbox was
odd, with neutral below first, the brakes very questionable and the
handling decidedly marginal in every situation - except when the bike
was stopped with the engine switched off. Not for nothing was the H1
known as, "The triple with the ripple." But the motor was
dramatic. 60bhp - that was 10bhp more than the Manx Nortons and Seelys
which were still being raced in Grands Prix at the time - was available
right out of the box. No tuning, no speed kits, no careful preparation.
Simply out, 120mph was available to anyone and everyone who owned an H1.
Quarter mile times were stunning. A standard H1 would turn in a standing
quarter time of 12.4 seconds and slaughter anything else on two or four
wheels away from the traffic lights. The Americans, who valued
acceleration above all else, fell in love with the H1 and bought it in
bulk. In Europe, everyone had a tale of being scared witless on the bike
which offered the ultimate in road bike thrills and/or a trip to
casualty, on every ride. Kawasaki also raced the H1 and when it finished
a race, or didn't throw its pilot down the track, the H1 enjoyed great
success. Ginger Molloy mastered the beast and took the "Green
Meanie" to second place behind Giacomo Agostini's MV in the 1970
500cc World Championship. Eventually, Kawasaki bowed to the pressure of
consumer groups and environmentalists and made the H1 grow up, wear a
tie and get its hair cut. The result was the 1976 H1 - technically the
best ever H1 made but now a thoroughly sensible motorcycle. Like
petulant teenage daughters, we all hated it.
In theory, a
rotary engine is a study in simplicity. There are no camshafts, no
intake or exhaust valves, and considerably fewer moving parts than
you’ll find in a piston engine. All that made the rotary design, also
known as the Wankel engine, an attractive alternative to piston power in
the early ’70s. In practice, though, at least as far as Suzuki was
concerned, building a rotary-powered motorcycle turned into an
incredibly complex engineering exercise. Simply lubricating the engine
required technology never before used on a motorcycle. The RE5 had a
traditional wet-sump oil system similar to those on four-stroke piston
engines. But to adequately lubricate the rotary’s four-piece seals —
the equivalent of rings on a piston engine — a secondary oil
system was needed. The supply tank for it resides under the seat and
feeds oil into the float bowl of the carburetor, much like injector
systems on two-stroke engines. The carburetor itself looks like it would
be more at home under the hood of a Ford. It is a two-barrel,
down-draft, 18-32mm automotive-style carb weighing five pounds. No less
than five cables and an assortment of linkages sprout from the device.
The ignition system also broke new ground in terms of complexity. The
RE5 actually has two -- one to deliver spark under normal riding
conditions, and another offering altered ignition timing under
deceleration above 1,700 rpm. Without the second system, the rotary had
an annoying habit of popping, bucking and sometimes accelerating when
the throttle was shut off. Even the exhaust system had to be
re-engineered. Rotary engines dump a lot of heat into the exhaust pipe,
which wasn’t a problem for Wankel-engine cars. But on a motorcycle,
that heat is literally inches from the rider’s legs. So Suzuki
designed a way to duct air into the exhaust system to help keep the
temperature under control. To Suzuki’s credit, the high-tech RE5
worked fairly well. But all that complexity resulted in a hefty curb
weight of 573 pounds. That bulk, coupled with the rotary’s large
appetite for fuel, resulted in gas mileage in the 30 to 35
mile-per-gallon range at a time when Americans were facing gas crises.
And the bike’s limited cruising range didn’t endear it to the
touring market it was designed for. In short, Suzuki had built an
interesting answer to a question no one had asked. It may be this
novelty, though, that has made the RE5, built only from 1975 through
’77, one of the most memorable and collectible bikes of the ’70s.
1975 Suzuki
RE5
1976 Honda
CB500T
Copyright
Bruce-Mainsmith, The world of Motorcycles: " Once
upon a time Honda used to make very good vertical twins, Starting with
the (CB72 and passing through the delightful little l25SS. CB250 and
CB350, they all had their own characters and, frequently, were the top
of their class. Perhaps less successful but considered by many to be
underrated was the CB450, the "Black Bomber'', Which brings us to
the CB5OOT . The logical successor to the 450, it somehow turns out to
be nothing of the sort and, if its ancestry is to be considered, then
the current CB360 would seem to be its close brother.In fairness, we do
not really think that it has any present-day antecedents for it appeared
on the American market at about the same time as the CB360 and the rest
of the range associated with it. The finish is dark brown with matching
seat-a colour that sounds awful yet looks great. The motor is just
rugged enough to give It character, a decent-size engine that looks like
a 500. It was, of course, completely oil tight and retained its pristine
new gleam. Keeping it that way is going to take reasonable effort but
will be worth the trouble. Obvious point of comparison with the CB500 is
the old CB450 and, indeed, if it helps to trace the heritage of the
CB500 at least it shares a 70mm bore ! The Honda was unusually quiet,
its exhaust note giving the bike a flatness that implied that it was not
going very quickly. In fairness, for a 500 it was not unduly quick, its
just over 90 m.p.h, top speed being about par for its class, a little
below if you include the hotter two-strokes. It was really at its best
in the 40 to 80 m.p.h range which is after all the area where most
riders will be needing it. It responded almost like a two-stroke in this
speed, the tachometer needle flying around the dials but, as we have
said, the revs needed to be kept up if the motor was to give its best,
Above 5000 for decent performance, a bit less if more sedate
motorcycling was acceptable. When it comes to looks, as we have said the
500 rates with the best, Which is of course, purely a personal view.
Others might think differently. The addition of above average amount of
chrome, on the headlamp brackets, rear carrier, fork stanchions,
speedometer base and mudguards has not cheapened the looks of the bike
and it complements the brown finish well. Extras include the standard
helmet and steering lock, twin mirrors, toolbox under the seat (which
was empty !) and a very neat compartment set into the seat for documents
and handbook, One "extra'' that we would have liked to see is a
generator warning light. Modern bikes throw a great weight on their
electrics and it would be nice to know if they were not still working.
Come to think of it, we've never had generator failure on a Japanese
bike so perhaps their confidence is not misplaced."
The LB50II
was introduced as a "town mini-bike" that almost anyone could
ride with ease. It was targeted at women and adopted small diameter
8-inch wheels and an automatic-clutch 2-speed transmission that made it
easy to ride even for shorter framed women, among whom it naturally
became popular. Further variations included a hand-clutch 4-speed and a
centrifugal-clutch 3-speed model and detail changes heightened its ease
of use. These improvements made the Chappy widely loved by women users.
1976 Yamaha
LB50II "Chappy"
1976 Honda
CB550F
The
CB550F'76 Super Sport 550 Four was sold in 1976 in one of two colors:
Flake Sapphire Blue or Shiny Orange. The seat was dark brown. The
instrument faces were light green. The gas tank logo reads, "HONDA
SUPER SPORT". The fork boots were black rubber. The exhaust system
was 4-into-1. The engine was a 544cc SOHC wet sump 4-cylinder. It had 4
carburetors and a 5-speed transmission.
Hand-built in Barcelona at
a factory begun by bike-mad brothers from an old farmhouse. From those
early days after the war it has grown to cover a larger production, and
take in a wider range of models particularly small capacity commuters
for the protected home market. But the first love, and the overwhelming
passion is cross-country competition. And that passion is reflected in
the flair and the panache of the Frontera. Unlike the more modest, and
rather overweight Matador, intended for the trail or more sedate enduro,
the Frontera is a purpose-built ISDT bike. Basically it's one of their
Pursang scramblers equipped with minimum items for road legality, and
slightly detuned for overall regularity. To talk seriously about riding
Bultaco's Frontera though is so much harder than to point out its
features, and perhaps its flaws. It does have its limitations, but for
the handful of people who are even considering paying a thousand pounds
for one day they are irrelevant. It is an extraordinary, and an awesome
motorcycle, which will bring most riders to the realisation of their own
limitations. It is a bike that demands more than you can normally give;
asks to be ridden harder and faster than you have the skill or the
courage to take it. But because of that it is one of the few motorcycles
that have the potential to raise your own expectations - push you to try
that bit harder, if only for the self-satisfaction of knowing you can do
it. There is no sense talking about the Frontera alongside an average
trail bike, or even a good enduro. It is in a completely different
league, and one within which few god fearing mortals can hope to tread.
1977 Bultaco
370 Frontera
1979
Kawasaki KX80
Vehicle
specifications; 2-stroke 82cc engine, single air cooled cylinder with
intake reed valve. Mikuni 26mm carburetor and 5.1 liter fuel tank
capacity. Electronic Ignition with CDI and Magneto. 5-speed
constant-mesh manual transmission. 755mm seat height, 245mm ground
clearance, and 62kg dry weight. 2.75 x 17 inch front tire, 4.10 x 14
inch rear tire, with front and rear mechanical drum type brakes. Dual
rear shock absorbers with steel rear swing-arm. Official model I.D. is
1979 KX80-A1. This was the very first KX80 produced by
Kawasaki.
Donny
Schmit was a wiry and determined motocross rider who emerged from the
unlikely environs of Minnesota to become one of the most successful
American racers ever to compete in World Championship Motocross. Schmit
was a two-time World Motocross Champion, winning the 125cc title in 1990
before moving up to win the 250cc series in 1992. When he retired, his
15 career victories in World Motocross Grand Prix were the most ever by
an American rider. Schmit retired from full-time racing after the 1994
season and tragically died less than two years later from complications
of a rare disease called aplastic anemia at only 29 years of age. In the
beginning, Schmit caught the attention of Kawasaki’s Team Green and
signed with them and had great success in the amateur ranks. In 1986,
Schmit turned pro and won two AMA 125cc West Region Supercross races en
route to earning the championship in his first season on the pro tour.
He caught the attention of Kawasaki’s Team Green, signed with them and
had great success in the amateur ranks. In 1986, Schmit turned pro and
won two AMA 125cc West Region Supercross races en route to earning the
championship in his first season on the pro tour. Schmit died on January
19, 1996. The shock to American motocross fans hit home the next night
in the Metrodome, when the crowd of 68,000 assembled for the supercross
was told of their hometown hero’s passing. A silent tribute was held
in Schmit’s honor. Schmit will always be remembered for being one of
the best, if not the best, American rider ever to compete in the World
Motocross Championships. His tenacity on the track and his friendly
demeanor in the pits earned him legions of faithful fans.
