Yamaha XSR700, MT-07 Sport-Heritage !!

Created in parallel with Shinya Kimura’s Faster Son, Yamaha XSR700 is the first machine to marry the latest tech with old-school style Yamaha has been working hard on its Yard Built projects, with the Faster Son’s philosophy created to introduce bikes from the more modern era – but still with a reverence for the firm’s history.


Yamaha-XSR700


Paying tribute to the XS650, Yamaha XSR700 has an 815mm high leather seat fitted to an easily customisable bolt-on rear sub-frame. Being able to modify your bike without cutting or welding the frame is core to Yamaha’s Yard Built philosophy, so this is a fairly major step for the company.

While the main frame looks very similar to the MT-07’s, it was a one-piece unit; besides the removable rear (expect to see plenty of single-seat bikes created), a few of the mounting points have been moved slightly. Some of these appear redundant on this machine, so don’t be surprised to see somemore metal based on this platform very soon...

While the XSR shares the MT-07’s engine, swingarm, wheels and much of the running gear, you can be sure that the simply-styled headlight won’t carry the bike’s wiring, as this is bound to be one of the many parts that the company promises will be offered not just in its own catalogue, but by several “globally famous professional custom builders who fell in love with the Yamaha XSR700 concept”.


Yamaha-XSR700


The new Yamaha has a wet weight of 186kg – just 7kg more than the MT-07. It shares the 282mm wavy front brake discs and four-pot calipers, as well as the wheels and horizontal rear shock with link suspension. The new 14 litre tank is aluminium, as is the front mudguard and headlight bracket.

The machine’s due to be available from January 2016, with the price to be announced at Motorcycle Live, and will come in ‘Forest Green’ or ‘Garage Metal’. MT-07s are hard enough to buy, so if you’ve been toying with the idea of buying one, and love the look of this, we’d suggest you place your order right now!

EBR Bankrupt : The Secret Story So Far....

EBR has been placed into receivership in the hands of court-appointed attorney Michael S Polsky and has filed for Chapter 128 court protection from creditors under a Wisconsin state statute similar to US federal bankruptcy law. EBR is reported to have more than $20 million in outstanding liabilities.




“To say this setback is a disappointment does not begin to express what I feel right now,” company founder Erik Buell said in a statement released on April 15.

“I am personally grateful for the support of our outstanding workers, customers and vendors. The turn we recently took, after we thought we were moving forward, was unexpected. We thought we had secured funding, but in the end, we were not able to get the funding in place.”


In a recent exclusive interview, partner company Hero MotoCorp’s CEO/vice-chairman Pawan Munjal did not hide his enthusiasm for expanding his share in EBR. Several of the new Hero prototypes and concept models unveiled at last year’s Delhi Auto Expo – India’s key industry showcase – were developed for the Indian giant by EBR, including the HX250R sports single, the RnT electrodiesel hybrid, the SimplEcity foldaway urban e-bike, the iON electric concept vehicle featuring a hydrogen fuel cell, and the Leap hybrid scooter which is due to commence production within the next three months.


“One reason for acquiring that equity (for $25 million) was that we are keen to enter the US market, as well as to get into different areas in the motorcycle and scooter segments that we are not presently in today,” Munjal said.


“This was one very quick way to do that, so we are part owners in a company that is already established in that market. (After meeting him) I could clearly see Erik as an innovator, an engineer and a thinker, and that even for our smaller 100cc models or a Hero scooter, he could use his knowledge, experience, innovation and ideas to build exciting new stuff for us. In our first meeting I could make out that this man was not just about big sports bikes. There was more to him than that, which is why I put my confidence and faith in him.”






When quizzed if Hero would expand its interest to 100% ownership of EBR, Munjal said, “It depends on what Erik would like to do, but I would say I am ready to do so (to purchase the remaining 50.8% share), if he (Erik) ever wants to do it.” Now it appears Munjal won’t need Erik Buell’s permission to do just that...


EBR’s demise is of course a sad moment for Erik Buell personally, as this is the second time an attempt at establishing his own brand has run on to the rocks.The Buell Motorcycle Company was founded in 1986, and ran until 2009. Its 180 employees produced 13,119 Buell motorcycles that year, before then-owner Harley-Davidson decided to wind the company up in the midst of the global recession.

Buell models were lauded around the world as innovative and different, a trait Buell incorporated in the products of his new company, EBR, which initially focused on low-volume, racing-based machines. Eventually the model range grew to include the 1190 SX Streetfighter, and 1190 RX Superbike.

Erik Buell’s renowned passion for racing saw his EBR 1190 machines debut under the Hero banner in the World Superbike Championship series last year, with American riders Geoff May and Aaron Yates. With the suddenness of events back home catching the team by surprise, the squad was already set-up in the pit garages for the most recent round of the Superbike World Championship at Assen in the Netherlands when news broke of EBR’s bankruptcy.

“I think that we have a great sponsor in Hero, and the indications are that they want to continue,” said Pegram in a statement at Assen. “I only know what is going on with the race team. I do not know the situation in the US whatsoever, and I do not know what exactly anybody is going to do, but the indications that I heard are that we will continue.”


Repeated attempts to contact Erik Buell for further comment following the announcement have drawn a blank, and as we go to press, no official word has come from Hero regarding its stake in the EBR concern.

However, Erik Buell has broken his silence on the company’s Facebook page, registering heartfelt thanks to EBR supporters and adding: “I want you to know that looking ahead my focus is 100% on helping the receiver best maximize the value from EBR to benefit all, and I will make every possible effort to get the new organization to where it can support the dealers and customers first, and then help find investment to get back to full throttle.”


Hero's Opportunity






As EBR falls, its partner company Hero MotoCorp – the largest manufacturer in the world by unit volume of predominantly motorcycles, but also scooters – has announced that its global sales grew by 6.2% in its April 2014 to March 2015 financial year, selling 6,631,826 powered two-wheelers.

“In FY ’15, the (Indian) industry continued to remain sluggish due to the overall market sentiments and the slowing rural economy,” said Pawan Munjal. “Even in such a challenging market environment, we managed to buck the trend and registered healthy growth, further consolidating our leadership. The journey from here promises to get better and exciting”.


This record performance and its continued R&D expansion asks further questions surrounding Hero’s decision to allow EBR, in which it held a 49.2% equity share, to file for bankruptcy. The use of the little known Chapter 128 receivership process means that under Wisconsin state law EBR’s assets will now be sold off to the highest bidder – and with more than 100 employees of the now defunct EBR working on new Hero models before the bankruptcy, the Indian giant is sure to be the front-runner for the purchase of those assets.

This would then allow Hero to rebrand the born-again company as a wholly owned US subsidiary for future model development purposes, as well as a base – complete with warehousing – for future distribution of Hero products in North America. Under Chapter 128 this would come without any liability for warranty or mandatory spare parts backup for the 1000 or so 1190cc V-twin motorcycles understood to have been manufactured by the old EBR concern, and delivered to customers in North America, Europe and Australasia.

Used Bike Guide : Suzuki GSX-R600 K2

Don’t just think of Suzuki’s GSX-R600 as a single-minded, uncompromising sportsbike only suitable for riders in a hurry. The original 1997 model might have fit that bill, but since then it’s become more refined and usable. It’s even quite comfortable...


Suzuki-GSX-R600-K2


Following on from the successful launch of the GP racer-inspired GSX-R750WT in 1996, the first GSX-R600 arrived in dealer showrooms the following year.

Clothed in almost identical bodywork, the smaller carbed machine weighed 174kg, with its engine producing a maximum of 106bhp. That may have been impressive enough, but the peaky motor needed to be revved very hard to get it to produce anywhere near that; later, updated versions made 110bhp.

The bike was given a thorough makeover in 2001, with the 163kg machine featuring fuel-injection for the first time, while mid-range power was significantly improved, making the bike more rideable. Bar colour changes, the 600 then stayed pretty much the same until the 2004 season when another all-new version arrived. Bodywork was more sharply styled, a retuned engine made 120bhp and with a completely new chassis, including upside-down forks and radial calipers, cornering performance was boosted appreciably. Updates continued with an all-new bike arriving in 2006, with its even more tractable engine now making 125bhp.

The trend to improve the flexibility of the in-line four was repeated once more in 2008, with the freshly-styled GSX-R featuring a three-position power switch, adjustable footrests, electronic steering damper and slipper clutch. The final incarnation of the bike to date appeared in 2011.

Again the usability of the engine was boosted, though peak power stayed at 125bhp. Big piston forks improved handling, with braking getting a similar boost thanks to the fitment of one-piece monobloc calipers. Since then, the Suzuki has only changed its colour.


What's It Like To Ride



Suzuki-GSX-R600-K2



Context is an important word to consider when riding a 2002 GSX-R600. The machine being over 13 years old is something to particularly bear in mind. Do that and your expectations will be met by most aspects of the Suzuki’s performance, and happily exceeded by several others.

The engine and, more importantly the way it delivers its power, will easily be the most influential factor when it comes to making a decision on the suitability of the 600. There’s no doubt that back in 2002 it was fair to describe the in-line four-cylinder motor as flexible. Bottom end and mid-range power were useful enough not to need to reach for the gearlever too often – unless you were in a real rush. These days, the story isn’t quite the same. Advances in technology have ensured the latest spec 600s produce surprisingly good levels of drive at all rpm. This GSX-R isn’t quite that versatile.

To be fair to it though, as long as you’re not too lazy with your efforts and are willing to choose roughly the right gear, then pulling power at lower revs is acceptable. Just don’t expect a surge from as low as 3000rpm in fourth for example.

What perhaps emphasises the obligation to keep things more on the boil is the strength of the acceleration higher up the rev range. Get more towards 8-9000rpm and the serious pick up in pace is such that relatively speaking at least, the drive below it seems quite weak. It’s not. It just feels that way. Similarly, once you get to 10,000rpm and above, then the mid-range you’ve just considered healthy, will seem less so. The more revs you give this engine, the stronger it is.

Now whether this level of involvement is something you’ll feel happy with will be up to you. I didn’t find it too taxing, and as I’m normally more critical of engine character like this, I was surprised by my tolerance. I guess that’s because there were some compensations to this ‘shortcoming’. Firstly it makes the engine more involving and exciting to use, and when you do that and increase the pace of your riding, the benefits offered by the rest of the bike can be appreciated.

There’s no doubt, even though the Suzuki can’t boast the high specification components of the latest machines on the market, it’s still what I’d describe as a fine handling bike. Still light by current standards, the 600 also has manageable dimensions; it might well have a sporty riding position, but it’s relaxed enough to be reasonably comfortable. Unless you’re especially lanky, longer nonstop trips of around a couple of hours are not going to pose a serious problem. The same roomy nature provided by the sensible position of the seat and bars isn’t quite matched by the height of the footrests, but there’s still enough leverage to dominate the bike and flick it around with authority.

That’s something that’s easy to do, and it doesn’t take long to begin marvelling at the way you can devour corners. Direction changing needs little effort, and the quality of the brakes and suspension is such that choosing, altering, and holding lines is almost instinctive. With its lovely steering, the Suzuki is a pleasure to ride on more interesting back roads. The quality of its handling is definitely more modern than its 2002 vintage might have you assume.

Overall, the 600 is still a rewarding machine to ride. It looks stylish even if things like conventional fork and brake caliper design do ultimately date it a little. The best thing about it though is the fact that its capability will only set you back around just one quarter of the price of a new 600 sportsbike. Pick a good one like the one we tried, and you’ll be laughing all the way to the bank – especially if your financial base is at the end of a long and nicely twisting road.


What to Look For



Suzuki-GSX-R600-K2



Though there’s still a quite decent choice of early fuel-injected GSX-R600s on the market, you may have to travel to improve your chances of finding the best one. They’re strong and reliable bikes, however there is an important proviso to this being the case – they have to have been looked after. The required amount of TLC to keep them running sweetly isn’t anywhere near the level of something more exotic, but regular servicing and a good clean and polish when needed are important to ensure a long and happy life.

Bikes on the market fall into two distinct groups – those that have been tinkered with, and those that haven’t. Going for the latter types is the best advice. Machines in near standard trimwith evidence of being cared for inside and out, are easy to spot. The finish of the Suzuki is fairly good but you’ll quickly recognise any examples that have been neglected.

Look under the bike around the rear suspension linkages to see if the effects of a bucket and sponge are evident, and do the same with the front of the engine. If there’s heavy corrosion then you might want to reconsider buying, or at least haggling.

Proof of harder riding or less conscientious ownership will also be clear when you inspect the condition of the tyres and transmission more closely. Head bearing notchiness is normally a sign of stunt riding, though it can also come from doing many miles on the motorway.

Suzuki’s smallest GSX-R doesn’t have to be ridden flat out to be appreciated. As a summer hack, or something a bit more long-term, it can be a great value machine if you’re after something a little more involving...


Finish


Though generally good enough to withstand all weathers, some components like fasteners and brackets can corrode easily if the bike isn’t cleaned regularly. Riding in winter will require hosing the bike down after every ride. The condition of the GSX-R is a great guide to how often it’s been used, As well as an accurate indication of the care it’s received.


Fuelling


The GSX-R’s fuelling is pretty good, but power, fuel consumption and throttle response can be improved by fitting a Power Commander or remapping the ECU. Certainly the case if you fit an aftermarket end can.


Steering Damper


The standard fitment steering damper is unadjustable. However you can drain its oil and replace with different viscosity to alter its stiffness. Remove the blanking plug, pump out the old oil. Then introduce the new stuff by extending the empty damper with the blanking hole submerged in the new oil.


Touring


A taller screen is a quick and very effective way of improving long distance comfort.


Gearing


A cheap and effective way of making the 600’s engine feel a little livelier, and generally improve its overall throttle response, is to fit a one-tooth smaller front sprocket. Lowering the gearing in this way is effective and very cheap. Doing it yourself would cost a tenner. A dealer would ask £30-40. Speedo accuracy will be altered a little.


Engine


Higher mileage GSX-Rs shouldn’t be sniffed at. Earlier bikes are 15 years old now and have bound to have clocked up over 25,000-40,000 miles. However, as the Suzuki’s in-line four motor is a tough one, this isn’t an issue. Proof of servicing is still important to see though.


Suspension


One of the best points of the bike. But after 10 years of action both the forks and shock will benefit from a service and new damping oil. MCT Suspension can do the job – budget from £150 for the shock and from £200 for the forks.


Brakes


Pretty good, but there’s no doubt a caliper service, fitting braided lines and fresh pads could make a significant difference to their power and feel.


Prices


You can get hold of early 2001 models for less than £2000, but be warned – if you miss any serious faults with these, pricey repairs can be uneconomic. Take care, and you’ll find a good one – there’s a fair few still out there.

The Evolution of the Ducati Desmo !

Ducati’s first Desmo V-twin was the air-cooled SOHC bevel-drive design that powered Paul Smart to victory in the 1972 Imola 200.That was its competition debut.

It also took Mike Hailwood to his legendary comeback win in the 1978 Isle of Man TT. Replaced by the belt-driven sohc Pantah motor, the Desmo ceased production in the early 1980s. Since then, parts for the thousands of bikes built with this engine have essentially dried up.




Now the world’s leading Ducati bevel-drive engine specialist – Vee Two Australia in Nannup, WA – has addressed the issue by developing a brand-new air-cooled bevel-drive Desmo V-twin engine. Unveiled by company owner Brook Henry and Vee Two’s general manager Andrew Cathcart at Australia’s annual Broadford Bike Bonanza; when fired up the prototype drowned out the circuit’s pits with its incredible sound.


Built From Original Plans





The Vee Two Ritorno Twin (Italian for ‘comeback’) measures 88mm x 74.4mm for a capacity of 904cc, and in racing form is expected to deliver around 120bhp with 63lb-ft of torque. It is in fact a modern re-creation of the ultimate bevel-drive Ducati Desmo V-Twin engine, re-manufactured for sale using the original drawings supplied with the approval of the Ducati factory.

It’s an externally faithful reproduction of the factory NCR race motor used by Mike Hailwood to win the 1978 Isle of Man TT, with the crankcases and other major components sandcast in high-strength heattreated aluminium, with the many external covers cast in magnesium.

While the engine is historically authentic externally, all the internals have been manufactured using modern materials and up-todate design technology,” says Andrew Cathcart.

“But all parts are interchangeable with existing bevel-drive engines, so Ducatisti around the world whose bikes are off the road because they can’t source spare parts for them, will now be able to do so from Vee Two Australia. This design is the ultimate evolution of the bevel-drive Ducati race engine.”


We have put together this first prototype engine as a mule to allow us to commence our testing regime,” says Brook Henry.

“Over the next 12 months we will extensively develop the motor with the aim of providing both reliable interchangeable streetbike components, and an excellent platform to go racing in the Post- Classic Period 5 class here in Australia, or in Vintage Superbike and the air-cooled Pro Twins class in the USA, Japan and Europe.”


The History of the Project





After the desmo V-Twin’s successful debut in 1972, the new government-appointed manager of Ducati, Cristiano de Eccher, shut down the factory race operation as an unnecessary luxury. Eager to continue his policy of using racing as a means of developing new customer streetbikes, Ducati technical chief Fabio Taglioni skirted this by designating the nearby NCR tuning shop – recently opened by former Ducati GP race mechanics Giorgio Nepoti and Reno Caracchi – as Ducati’s satellite race team, although all the engines used in NCR racebikes were the product of the Ducati factory’s technical department.

After Steve Wynne – owner of the UK’s largest Ducati dealer, Sports Motor Cycles – persuaded Mike Hailwood to race a Ducati at the 1978 Isle of Man TT after a six-year absence, he requested the Ducati factory’s support. He was supplied with two prototype motors – an evolution of the existing production engine – manufactured by NCR to the drawings supplied by Ducati that form the basis of the Ritorno design. Hailwood duly won the race with one of these engines, and on the back of this success Ducati management decided to bring it to production as an updated replacement for its existing bevel-drive motor.

A pattern maker was commissioned to start making the requisite moulds for the new engine castings, again using these drawings. But before this could be completed, the government managers then running Ducati decided to start winding down motorcycle production in favour of diesel motors, and this new engine project was scrapped in favour of maintaining the current production bevel drive design in the short term.

That’s one reason why Mike Hailwood’s 1979 Ducati TT F1 racer – on which he finished fifth in the TT after a troubled ride – was fitted with a less powerful modified wet clutch streetbike motor.

However, these partially finished moulds were discovered in the early 1990s by a retired Italian engineer who wanted to create a totally faithful replica of the Hailwood TT bike for his own personal satisfaction.

He struck up a deal with Ducati management to obtain an official copy of the factory drawings, signed out by Ing. Gianluigi Mengoli, Ducati’s head of engineering at the time. In due course the company acquired the complete replica Hailwood bike that resulted, in return for which he was permitted to use the engine drawings for commercial purposes.

Some years later, Vee Two Australia purchased the entire project including patterns, moulds, drawings and various sets of proof castings, and has now developed the Ritorno replica motor based on this design.

Honda CB72, Living The Dream...

Honda’s CB72 – or Dream Super Sport – is one of the most important bikes ever built by the Japanese giant. And it did it while still a teenager...




The young guy on the modern 125cc race-replica didn’t back off the throttle as he went screaming past the stationary CB72. He barely gave the Honda a second glance, and if he had done he probably wouldn’t have been impressed. To most people this was just some old bike with a shiny, chromed petrol tank; and a rider who was jumping up and down on its kickstarter in an attempt to get it running.

A few moments later the twin-cylinder motor fired up and I roared off in pursuit, with a half-formed plan to catch the newer bike and restore the ageing Honda’s honour. It was no use, of course; he’d long since disappeared into the distance. But if ever there’s been a small-capacity roadster that deserves respect from a modern-day motorcyclist – especially a young guy in a hurry – it’s the Honda CB72.


Honda’s Game Changer






This 247cc Honda parallel twin from the Sixties might not look very fast and exciting in comparison with a modern, fully-faired CBR300R, at least if you’re a teenager. But it’s no exaggeration to say that not only was the CB72 the best small-capacity sports bike of its day, but that half a century later it is right up there with the CB750, VFR750 and CBR900RR FireBlade as one of the most significant models that Honda has ever built.


That humped, chrome-plated tank with its rubber knee-pads looks quaintly dated now, but when the CB72 reached Britain and other export markets in the early Sixties its style and specification were a big step forward. This was the bike that proved Honda was getting serious; the first Japanese machine with enough performance and street cred to appeal strongly to European enthusiasts.

Honda had already begun making a big name for itself on the world’s racetracks. In 1961, just two years after the firm’s first, exploratory attempt at the TT, Mike Hailwood and Aussie Tom Phillis won the 250 and 125cc world championships. The following season Honda retained both, and added the 350cc title for good measure.

But although Honda’s twin-cylinder racers – inspired by the German NSUs that had impressed Soichiro Honda during his earlier TT visit – were fast and competitive, the same couldn’t be said of the firm’s roadsters.

Models such as the 250cc C71 – which became the first Honda twin seen in Europe when it arrived in 1959 – were well engineered and reliable. But with its huge mudguards, pressed-steel frame, leading-link forks and rectangular-section shocks, the C71 was heavy and pretty ugly. It was also slow, and didn’t handle particularly well.

The CB72 – known as the DreamSuper Sport in this country and the Hawk in the States – was very different. This was the sporty version of the year’s three-model 250cc range, which also consisted of the basic C72 and dual-purpose CS72.

It had low, flat handlebars, a relatively thinly padded dual-seat, and an innovative instrument panel incorporating a speedometer and rev-counter whose needles rotated in opposite directions. There was even a degree of adjustability in its footrests, which were respectably high and rear-set.

All three 1960 models retained the previous year’s SOHC engine layout, plus dimensions of 54 x 54mm, and switched from dry- to wet-sump lubrication. In addition the CB72 had a 180º crankshaft instead of the C72’s British-style 360º set-up. It also had twin carbs instead of just one, and a higher 9.5:1 compression ratio that helped increase maximum output by 4bhp to 24bhp at 9000 RPM.

The CB72’s chassis changes were even more important. In place of the pressed-steel frame retained by the C72, the sports model had a new and more rigid construction – based on that of Honda’s works racers – combining a tubular-steel main spine with short twin down-tubes leading to the cylinder head.

The old-style leading-link front suspension was replaced by telescopics, with a pair of conventional round-section shocks at the rear. Both front and rear brakes were of high spec: finned, eight-inch diameter twin-leading-shoe drums.

That all gave the CB72 a much more racy and modern look, and riding it did not disappoint. As US mag Cycle World put it at the time:

"Rider position is of necessity very ‘Mike Hailwood’, and although it looks ferociously uncomfortable for touring, the controls and the seat are positioned in such a way that it is, in fact, quite good. In any case, the combination makes the rider feel as though he is very much a part of the machine – and it is fun to drop into a crouch and bare your teeth at other riders as you go by."


The gap between the top two ratios necessitated an occasional tread down into third on uphill stretches, prompting some contemporary testers to suggest that the bike would have been improved by a five-speed box. But they didn’t complain about the CB72’s performance.

The Motor Cycle speed-tested it at an average of 89mph, with a one-way best of 91mph, and said: “The Dream Super Sport is far and away the fastest production two-fifty yet tested. It would hold 70-75mph for the entire length of the M1 motorway with the rider normally seated.” That was impressive stuff, though less so than it would be now, because in 1961 the newly opened M1 was only 60 miles long!

Handling was good, too, in contrast to that of the CB72’s heavier and less well equipped forebears. Cycle World described the Honda as “stable and fast cornering”, adding that “fork angle, trail, spring rates and damper settings are near-perfect, and even a fairly timid rider will find it very natural to ride faster and lean over farther than is his habit to do.”


Building the Brand






Back in the early Sixties the Honda impressed not only with its speed and handling but with its quality and reliability. As the Motor Cycle put it:


“Have racing successes any bearing on production quality? Does racing really improve the breed? that the answer to both these questions is a decided ‘yes’ is immediately obvious ! That a machine of such full blooded performance should at the same time be so unobtrusive and docile reflects tremendous credit on a firmfounded only 13 years ago.”


The CB72 made an excellent impression with almost everyone who rode one, and did much to increase the respect with which Honda was regarded in many countries. It was followed in 1963 by a 305cc version – the CB77 – which was good for a genuine 95mph and had “performance that would do credit to a 500”, according to one report.

Lingering anti-Japanese prejudice combined with a high price to ensure that the CB72 didn’t sell in vast numbers. In 1962 it cost almost £300 when Ariel’s 250cc Sports Arrow was priced at £190. But the twin made a strong impression, and was much loved by many of its owners. Most importantly, the CB72 proved that Honda could make fast, fine-handling, stylish bikes that appealed to enthusiasts all over the world – much as they’ve been doing ever since.


What’s It Like to Ride?




Aggressive riding comes naturally to the pilot of a CB72, as I soon discovered after setting off on this very original machine, borrowed from specialist Oxford Classic Honda. With 13,000 miles on the clock the 1967-registered bike looked in good, unrestored condition.

Its distinctive speedo face was slightly faded, while the chrome and paintwork had a few minor marks and rustspots, but generally the Honda had aged well. It had been borrowed on short notice, and not run for some time, which explained its reluctance to start on the button, due to a weak battery. But the air-cooled motor generally fired-up easily enough after a few leaps on the unusual kick-starter, which swung forward rather than backwards when I applied my boot to it.

Once under way the Honda soon confirmed that its character was pretty much as you’d expect from the sporty riding position and the tacho’s 9000rpm redline. Revved hard, the CB72 performed well enough to make me realise why it had so impressed testers and owners alike back in the early Sixties.

There was a notable flat-spot at 4-5000rpm, almost certainly due to this bike’s carbs being in need of a cleanout due to the bike having been standing for a while. Then the motor got into its stride, revving smoothly with a dull drone from the low-set twin pipes. Soon I was barrelling along at 70mph, leant comfortably forward into the breeze, and with plenty of speed in hand. At that pace the engine wasn’t even particularly stressed, because top gear in the four-speed box was quite tall. Even so it was easy to understand those contemporary testers’ desire for a fifth cog.

The Honda was quick enough to be plenty of fun, and it also went round corners well for a small and elderly machine. Its suspension was reasonably firmand welldamped, even at the rear where the shocks didn’t make me want to replace them with a pair of Girling units, as some hard-riding owners did in the Sixties. At 153kg dry the CB72 was light even by modern standards, and was stable enough to encourage me to flick it around.

The only aspect of the chassis that disappointed was the twin-leading-shoe front drum brake, which was regarded as excellent in its day, but in this bike’s case was rather spongy and ineffective. New and freshly set-up shoes would doubtless have helped.

At least the lack of stopping power meant there was no danger of overwhelming the skinny, 2.75-section front Avon tyre.

The Four Stroke : Rotary Engine Explained !

At the age of 17, German inventor Dr Felix Wankel came up with the principles for an engine that would change the world - Rotary Engine.


Rotary-Engine



Unlike a conventional piston motor, which loses significant amounts of energy as it changes reciprocating energy into a rotational movement, the engine he would patent just five years later would see efficiency never known before.

Working in partnership with NSU in the 1950s, Wankel built a series of prototypes and the rotary motor began reaching the production lines in the early 60s; first being used in NSU’s Spider car in 1964.

The bike world was keen to capitalise on this innovative configuration and East German manufacturers MZ were the first to toy with a 175cc air-cooled version of Wankel’s design, doubling the performance output of the equal-capacity, conventional piston motor it had replaced. Impressive as it was, reliability problems compromised the rotary engine’s success.

Over time, more and more brands took to Wankel’s design, with Yamaha the first of the Japanese to showcase a rotary engine machine in 1972 – the RZ201 – which unfortunately never made it into production. Suzuki, however, saw huge popularity with the RE5, which it launched in 1973.

Its price held it back and by 76 Suzuki called time on the model that sold over 6000 units. Hercules were next to pick up the rotary in 1974 – in tandem with DKW before selling off all its tooling to Norton in 77. By this point, Norton had been developing its rotaries for seven years, with the Interpol II – a model built exclusively for the Police – eventually making the production line in 1984.

In 87, 100 examples of the rotary Norton Classic were released, with 85bhp on tap. The Commander came next, but that too failed to sell in large volumes. Everything changed in 1990 when the Norton F1 racer cleaned up in the 1989 British F1 championship.

The future for rotaries looked bright once more, but product sales failed to come and the rotary was eventually floored with Norton’s demise.


Rotary Engine Layout : An oval housing with a triangular rotor circulating around an offset, lobed shaft to form inlet, exhaust and ignition compartments.


Rotary Engine Benefits : Compact, high power-to-weight-ratio, simple design.

The History of BMW’s GS-Series, The Bike That Saved BMW Motorrad

The story of the GS, from its unusual origins to the latest world-beaters, has been told for the first time in BMW GS-Series : The Complete Story by Good-Bikers...




Just 35 years ago there was no such thing as an "adventure bike". Now, typified by BMW’s market-leading R1200GS, it’s one of the most popular, dynamic and competitive of all the motorcycle categories.

Back in 1980 BMW unveiled the very first GS (or, strictly speaking G/S) – the R80G/S, a machine which, though radical and revolutionary at the time, quickly became so successful it not only spawned a whole dynasty of BMWs but, in inspiring competitors and rivals, created a whole new motorcycling class.


It’d be natural to assume the creation of that first ‘GS’ in the late 1970s – the R80G/S – was the result of some kind of genius epiphany. In truth, it was mostly borne out of desperation.

At that time BMW Motorrad not only had a very staid image (one that contrasts very sharply with the company behind the new S1000XR and latest GSs of today), it was also facing commercial disaster in the face of competition from the burgeoning Japanese "Big Four".


In fact, as the 70s wore on and Honda, Yamaha, Suzuki and Kawasaki grew to dominate not just their traditional lightweight classes but, increasingly, large capacity motorcycling too (with newcomers like the Gold Wing, XS750, GS1000E and Z1300),BMW, with its premium prices, dowdy image and old-fashioned, aircooled, shaft-drive boxer twins was in big trouble.

One solution was already in the works – the all-new K-series; a high tech, liquid-cooled, fuel-injected family of longitudinal fours and triples. But that project was still years away. In the meantime BMW needed something attention-grabbing, affordable and new – and it needed it quick.


BMW GS - Series : Born From Sport







A second idea had started floating around BMW. Large capacity trail bikes such as Yamaha’s XT500 had proved increasingly popular, and although BMW had never commercially produced an enduro, it had been involved in the sport for over 50 years, and in the early 70s had produced a series of ‘works’ machines to compete in both the 500cc+ class of the German off-road championship and the International Six Days Trial.

Indeed, one of its riders – Herbert Schek – won the German championship in both 1970 and ’71 then, in 1972, after the factory pulled out, he built his own BMW-based bike and promptly won again.

He wasn’t alone. In 1975, BMW suspension engineer Rudiger Gutsche also built himself an enduro based on an R75/5 and was a regular on the German enduro scene. There were many others, too.

Things really got going though in 1977, when a pending rule change in the German championship – creating a new class for 750+cc machines – prompted BMW technical director Hans-Gunter von der Marwitz to commission Italian firm Laverda to build two enduro prototypes based around BMW’s R60 engines.

All in all, the following year at the Benetsov round of the series, three different ‘GS concepts’ lined up side by side: Schek with his self-built 800, the "Laverda-BMW", piloted by factory rider Helmut Pohl and Laszlo Peres from BMW’s test department with his own self-built 800 weighing just 142kg. It was Peres who went on to second place in that year’s series.

Spurred by this success, Peres saw an opportunity to develop a production model and teamed up with some fellow engineers to build a forerunner of what would ultimately become the G/S; a prototype that became dubbed the "Red Devil".

"It was just a prototype," recalled Peres later. "Something we made to test. I had many years’ experience of enduro riding so thought we should develop something new."

At the same time the factory itself, still in dire straits, was spurred into action. In early 1979 group boss Eberhard von Kuenheim installed new senior management at BMW Motorrad headed by Dr. Eberhard C Sarfert and Karl Heinz Gerlinger.

"When he asked us to take over this business he said, ‘Decide whether you make it or you close it’," recalled Gerlinger more than three decades later. "But when you’re young, how can you think of selling off BMW Motorrad? I couldn’t do it."

Instead Gerlinger promptly not only gave the green light for the new K machines, but for Peres’ enduro project, too.

The reins were handed to Gutsche. He was charged with turning the best of these competition machines into something mass producible. Tasked with using BMW’s modular approach and restricted by an extremely tight time schedule, the R80 ‘G/S’, as it was to be called, quickly evolved.

A second, silver, almost production-ready prototype complete with upswept exhaust but still lacking the radical Monolever single-sided rear suspension, followed soon after.


Monster Trailies






Finally, on September 19, 1980, at the Cologne Show the R80G/S was unveiled. The reaction amazed BMW bosses, not just because of the level of interest aroused, but by the number of orders taken there and then. By the end of 1981, the G/S’s first year in production, a total of 6631 machines – more than twice the number originally planned – had left the Berlin assembly lines. Or, to put it another way: one in five BMW's sold in 1981 was a G/S. A star was born.

Of course that was only the beginning. Although the original G/S proved a huge hit that success couldn’t be expected to last forever: popularity doesn’t just attract admirers, it breeds imitators.

So, as the 80s wore on, inspired by both the success of BMW’s new enduro and the growing significance of the Paris-Dakar Rally, rival manufacturers from both Japan, and later Europe, began to introduce their own ever larger enduros; machines such as Honda’s XLV750R followed by the XRV750 ‘Africa Twin’, Suzuki’s DR750, Yamaha’s Super Tenere and more.

The new genre quickly became referred to as "monster trailies" and became hugely popular. But it wasn’t just the G/Ss sales success its rivals envied. The parallel growth of the Paris-Dakar Rally and the sporting headlines, kudos and TV airtime – particularly in France – it garnered, were like manna from heaven for any ambitious motorcycle manufacturer.

Success in the Dakar with a big enduro not only led to sales of road-going versions (BMW’s four victories in the Dakar in ’81, ’83, ’84 and ‘85 had proved that), it brought credibility and priceless publicity to a whole brand.

But as the 80s wore on, people began asking for more from the G/S. More power was one request (indeed BMW’s own Paris-Daker racers grew to 1000cc from 1983); increased off-road ability, particularly of the rear suspension was another.

Thus in the late summer of 1987 not one, but two new BMWs were unveiled: a new R80GS and a bigger brother; the R100GS.

Apart from the larger displacement option, the biggest change was the enhanced handling and comfort offered by the radical new Paralever system, which significantly reduced the ‘torque reaction’ from the sha drive.

Further changes came in 1991, in the form of a framemounted fairing carried over from that of the Paris-Daker version/kit introduced for the previous model GS in 1989. But the biggest change so far came three years later. Even before the "second-generation" GS, was put into production, it was clear – not least to BMW itself – that the end was nigh for an air-cooled, two-valve boxer-powered GS. Not only was the competition becoming ever-more fierce, increasingly strenuous noise and emissions regulations were becoming impossible to meet.

So, by the early 1990s the imminent arrival of an all new, oil-cooled, four-valve BMW boxer powerplant was common knowledge. It duly arrived in January 1993 with the R1100RS sports-tourer. Eight short months later the enduro version – the R1100GS – was unveiled.



A New Front End







The oil-cooled engine wasn’t the only big news. The ‘frame’, such that there was, came in three parts: the engine and gearbox housing was to form the central element, onto that bolted the front and rear subframes. But while the rear suspension was a mere evolution of Paralever, the system at the front was more radical. Instead of conventional telescopic forks, the new GS’s front wheel was controlled by a revolutionary suspension system called ‘Telelever’ – effectively a combination of telescopic forks and a swinging arm.

Once again this bigger, more imposing machine was an instant hit. In Germany, the GS’s most important market, it instantly became the country’s fifth bestselling machine.

Of course, even then that wasn’t the end of the story. Six years later, after selling more than 40,000 examples, the R1100GS was replaced by the R1150GS; an evolution of the 1100, with an even larger engine, new six-speed gearbox, a host of detail revisions and a significant (and controversial) facelift.

There was also a more significant difference: two years after the 1150, BMW launched the first ‘Adventure’ version. They couldn’t have imagined how significant it would become.

Inspired partly by its ‘Paris-Dakar’ forebears, but also by the GS’s growing following among long distance ‘adventure’ travellers (hence the name change), the new Adventure used a familiar recipe: to enhance the GS’s off-road capability plus improve its long distance ability both in terms of comfort and endurance. Key differences, therefore, were a new, extra large, 30-litre fuel tank, longer travel, off-road suspension, anodized wheels, larger windshield, single-piece seat and sturdier oil sump guard.

The Adventure was also the machine that leapt to fame in TV’s Long Way Round, with British actors and friends Ewan McGregor and Charley Boorman in 2004, the success of which has been accredited for increasing both the popularity of the adventure bike class and the GS in particular.

Once again it didn’t end there. In 2004, the 1150GS was replaced by the R1200GS which, for the first time, was lighter and more agile. While this in turn was followed by a new Adventure version, which again was popularized in McGregor and Boorman’s TV follow-up, Long Way Down, in 2007. By now the GS was an almost unstoppable force.

But if the success of the GS series has proven one thing more than any other, it’s how adept BMW has been in successively reinventing its wonder machine to keep ahead of the pack.

In 2007 – three years after its debut, during which over 75,000 examples were produced – the R1200GS underwent a significant update. Further updates would also come in 2010 joined later by a series of limited edition specials.

Then, in 2013 – eight years on from the original R1200 – came another, all-new GS; the first with watercooling. Like all its predecessors, the latest incarnation was unequivocally a success. In the first magazine tests the new bike instantly reasserted its dominance of the ever-more competitive ‘Adventure’ class. While in group shootouts, against the very latest new rivals from the likes of KTM and Aprilia, the new GS invariably came out on top. No mean feat for the ‘granddaddy’ of adventure sports.

Today, the GS remains one of the world’s bestselling machines, and is still the definitive adventure bike, despite more competition than ever. It’s also one of the machines that best typifies modern motorcycling and, through its evolution over its 35 year lifespan, best demonstrates how modern motorcycling has evolved. Without the GS, motorcycling simply wouldn’t be the same. Without the G/S there probably wouldn’t be BMW motorcycles.

Mash Roadstar 400, Monster Mash !

Remember the Classic-Modern bike like Yamaha SR500 ? This Chinese-made Mash Roadstar 400 offers the style of the time at a low price...


Mash-Roadstars-400-Ride


New brands are rare things in motorcycles. Old brands revived, yes – Indian, Triumph, Norton, Ariel.... That list seems never-ending, and in fact, we’re starting to wonder just how many old badges there are left ripe for revival. The Mash certainly isn’t one of those, being a stripling of just three years.


Mash Roadstar 400 : The Details




Mash-Roadstars-400


It was dreamt up by SIMA, the French importer of Gas Gas and Hyosung, as a means of selling Chinese 125s and 250s with sexier retro styling. Hence the all new badge, allegedly derived from the TV series of the same name. And it’s worked, with the Mash 125’s bijou Bonneville looks helping make it the best-selling geared 125 in France.

The Roadstar 400 is Mash’s latest (and biggest) bike, and it’s now available in the UK. It’s made by Shineray of China, but has an engine that owes almost everything to Honda’s XBR500 of the 1980s.

Mash-Roadstars-400


That makes it an air-cooled overhead cam four-valve single, though of course some things have changed in the intervening 30 years. To clean up emissions, it now has fuel-injection instead of CV carbs, and small catalysts are hiding inside those authentic-looking silencers. It’s also lost a few cubes – now measuring 398cc – and is in a very mild state of tune, mustering just 29 HP and 22lb-ft.

Everything is housed in a thoroughly conventional tubular-steel frame suspended by non-adjustable 35mm forks and twin rear shocks (which do have pre-load adjustment), with a single 280mm disc and rear drum.

Simplicity is the theme, which continues with the styling – a pleasing marriage of 60s British and 70s Japanese that hits the nostalgic spot, right down to details like gaitered forks and ribbed black seat with white piping. Once you’re aboard, the bike is small, slim and lightweight enough to feel more like a 250 than a 400. That first impression is confirmed once you get going, because it’s nicely balanced and very easy to control, with friendly manners.


Mash Roadstar 400 : Ride & Performance Test




Mash-Roadstars-400


The riding position is upright and undemanding, and in fact proved quite comfy over an hour and half. The white-faced rev counter promises a 10.000 RPM limit, but it’s not even on flirting terms with the truth, as power maxes out at 7000 rpm and an ignition cut-out starts doing its thing at 8500. The good news is that there’s no need to even venture that far, because torque peaks at 5500 RPM, and there’s enough of it to propel the lightweight Roadstar along at a fair old rate.

The mid-range is strong enough to accelerate out of 40 limits or open corners in fifth (top) gear, so this is a relaxing bike to have fun on that doesn’t demand a lot of gear changing. If you insist, it will creep up to an indicated 85mph (maybe more on a bike with more miles than the test machine), but by then the wind-blast is a chore, and laid-back 60-65mph cruising is more its natural habitat, the engine smooth enough at that speed; vibes come in at higher revs when it’s working hard.

On the twistier stuff, everything works as it should. The suspension might be basic, but it does the job, and wide bars coupled with low weight make this an easy bike to flick around. The Chinese Kenda tyres didn’t give me any nasty moments on Hampshire’s damp and lumpy back roads, and the whole thing inspires confidence. Except the front brake, which despite having a four-pot caliper feels more retro than I would like – the importer says a braided hose is on the way, which may help.

That apart, the Roadstar also impresses in town; slim enough to slip past the traffic light queues, and grunty enough to keep ahead when the lights change. The steering lock’s good, the motor is tractable (though it’s not quite happy at 30mph in top) which all bodes well for city life.

Just a couple of things detracted from that – the test bike’s idle died a few times (the importer says they know about it, and there’s a cure) and the clutch is heavyish, which is out of character with the rest of the bike.


Mash Roadstar 400 : Finish & Quality



Mash-Roadstars-400



Of course, the question mark is over whether the finish would stand up to a daily winter grind of commuting, though I have to say it does all look pretty good quality stuff, and many of the bolts are stainless. Time will tell, though you do get a two-year warranty. However that turns out, the Roadstar shouldn’t cost an armand a leg to run.

The low power won’t have you queuing up for new tyres every 3000 miles, and over 100-odd miles of A and B roads it managed 69mpg. Ride gently, and you might be looking at close to 200 miles from the 13-litre tank.


Is the Mash Roadstar 400 worth buying?



Well, it’s different from a Royal Enfield and a lot cheaper than a Yamaha SR400. What it doesn’t have is a familiar badge and a track record that both of those do.

10 Things to Know Before Riding in France...

France is biking heaven – fantastic roads, great scenery, welcoming people and relatively few cars to spoil the fun. But there are a few specifics you need to be aware of to make sure your two-wheeled trip goes smoothly...






Speed





The general speed limit is 90kph (55mph) unless otherwise indicated. 130kph (80mph) is allowed on motorways (110kph (68mph) if it’s raining and on urban motorways). 50kph (30mph) is the rule in towns and villages but there are no signs – the limit begins as you pass the village sign and ends as you pass the crossedout sign on the other side.

France has been clamping down hard on speeding lately and on-the-spot fines are the norm. If you can’t pay or if you’ve grossly exceeded the limit (around 50kph over the motorway limit is enough) they can impound and even crush or sell your bike. So you’ve been warned. It’s common to find a speed trap hidden away under a bridge just before a major motorway services.

If you’re flashed, a chase car (often a dark blue Subaru or Renault Megane RS) or bike will pull you into the services, where you can be frogmarched to a cashpoint to pay the fine. Any kind of device that warns you you’re nearing a speed camera (even if it’s just a sat-nav with locations loaded) is strictly illegal.


Fuel



Supermarkets are by far the cheapest option. Motorway services are breathtakingly expensive. Don’t assume you’ll easily find fuel late at night or on a Sunday, especially in rural areas.

When you do find a 24 hour garage, it will almost certainly be cards only, and not all UK cards work at French pumps – the time to test it is when there are other options, not late on a Sunday night. Debit cards are cheaper to use abroad than credit cards but fees vary wildly – check in advance.


Tolls





Far cheaper for bikes than cars, but can still mount up. On some holiday weekends and all year round at many toll bridges, passage is free for bikes – look out for signs directing you towards a separate lane off to one side.


Road Surface



Generally pretty good, but some rural roads are extremely bumpy. Beware in the wet though–many local authorities use very wide strips of overbanding to cover cracks in the Tarmac, and it can be incredibly slippery.

There’s a lot of variety in white line paint too – in some places it’s lethally slippery in the wet, so beware. Take extra care in ferry ports, where there are often rail tracks set into the surface. Again they can be extremely hazardous when wet.


Tyres




Make sure your tyres are good before you go – a big sportsbike can chew a rear tyre in a couple of thousand motorway miles, so head for the south and you might need to get new tyres while you’re there!

Tyres are more expensive than in the UK, so it makes sense to make sure yours will last the trip – if you usually use soft-compound sports tyres it might be worth opting for a higher mileage sports touring or dual-compound rear.


Documents Etc.




You must carry your driving licence, passport, registration document and proof of insurance and be prepared to produce them on demand. Failure to do so is punishable by an immediate fine. Your UK policy automatically covers you for travel with the EU, but only for the legal minimum(in most cases Third Party Only).

Some insurers offer automatic extensions of full cover, but you need to check before travelling. Breakdown insurance is highly recommended. Read the small print though; many policies insist you buy cover for the entire journey, so cover must include the day that you leave home and not just begin as you land in France, or you may find you have no cover at all.

By law you must carry a disposable breathalyser; in practice, there’s no fine for not carrying one, so it’s up to you if you bother, but they’re only cheap...


Eating And Sleeping



There are plenty of reasonably-priced hotels all over France, with quality varying from immaculately-clean, family-run gems to thinly - disguised grubby knocking shops in some cities. There’s recently been a rash of development of out-of-town convenience hotels, many with no staff, just an automated check-in system using credit cards – Ibis, Novotel, Brit Hotel. They’re cheap, and a good bet if you’re arriving somewhere late... traditional small hotels are often closed and barred by 11 PM, so trying to get a room late at night can be a pain.

Campanile hotels are a good compromise – modern, but usually family run, with proper restaurants serving regional food at good prices.

You can usually just turn up at camp sites, but they can get very, very busy in July and August, and a lot shut up shop completely in early September. Prices vary hugely – look for Camping Municipal for the best value; they’re run by local towns/villages, are usually pretty basic but clean and cheap (sometimes just a few euros for a bike and tent).


Etiquette






French drivers are very bike-aware, and most are happy to move over and let you pass where they can. It’s polite to acknowledge with your right boot, since your right hand’s occupied with the throttle. Bikes coming the other way will usually wave or signal (it’s a sort of Victory-V sign) – again it’s polite to acknowledge. Flashed headlights though aren’t just being friendly – it almost always means there’s a police presence just up the road, so take it easy, especially as they’re armed, and have powers to impound your bike and kick you out of the country. Again, if you see a speed trap, it’s de rigueur to warn drivers coming the other way.


Visibility



Dipped beam is compulsory during the day. It’s not normally necessary to use beam converters as bike lights don’t dip to one side as sharply as car lights. It’s NOT obligatory to carry spare bulbs. However, if you’re stopped with a duff bulb the police can refuse to let you continue until you’ve fixed it.

French motorcyclists are required to have a certain amount of reflective material on their helmets. Contrary to some sources, this doesn’t apply to visiting foreigners. There was a load of hoo-hah a couple of years back saying everyone was going to have to wear high visibility clothing in France.

That was never the case; it was proposed to carry a small amount of reflective (not flourescent) material on your jacket, but that law was never approved. From 2016 it will be necessary to carry a fluoro vest for use in emergencies, but you won’t be required to wear it while riding.


Priorité à Droite – Important !




If you ignore everything else on this list, please don’t ignore this one...

Less common than it used to be, it’s still in force in some towns and rural areas, and gives drivers pulling out from the right priority over those already on the road. Which wouldn’t be so bad but a lot of drivers won’t even look as they pull out.

On main roads a junction with priorité à droite should be signalled by a triangular sign with a red border and a black cross on a white background. Elsewhere (and especially in towns and villages) you’ll see a diamond-shaped sign with a white border and yellow centre – this means your road has priority. If it has a black diagonal line through it, that means your road doesn’t have priority.

French traffic lights are similar to ours, but flashing orange means traffic joining from the right has priority, unless indicated otherwise. You can’t trust the locals to take notice of this though... The bottom line is it’s the bike that comes off worst, so a healthy paranoia as you’re approaching a side road junction is wise.

Yamaha XV1000 TR1, European High Millers

Yamaha’s 981cc XV1000 / TR1 V-twin road bike might well have been disregarded as an ugly duckling back in the early 1980s, but under a huge blue sky on sinuous roads crossing the Somerset Levels i’m having a ball with a well-preserved example that could have been Japan’s Ducati.




There was no need to dance on the gear lever as I approached bends, just roll off the grip and let the engine surge out of the corners on a wave of torque as I opened it up. Even out of the tighter corners it would pull cleanly from 35 mph in top. Unlike many big V-Twins, Yamaha’s engineers got the TR1’s transmission just right with its distinct lack of clatter, enabling power to be applied seamlessly just when needed.


It was completely unexpected. There’s much to be said for a lusty 75º twin when its power is delivered so smoothly, and better for the crisp action of the gearbox that needed just an easing of the grip for clutchless upward changes. In no time and without fuss, I was whipping along at speeds that made the snaking roads across the levels really interesting.



Yamaha TR1 Styling







You get the picture ? This Yamaha TR1 dated from 1983, not long before production stopped, and featured the revised rear end styling that improved not just its looks but also the practicality of carrying a passenger. This is despite the bike having a reputation as a bit of a dud after its launch. Having road tested the original version in 1981 for Which Bike?, I must accept some responsibility for this.

Its styling, with a weird rear mudguard attached to the monoshock swingarm and a decidedly naff seat, didn’t help; nor did its uninspiring outright performance, which at the time could be matched by many smaller bikes. The idea of a fully enclosed drive chain was good, but not enough to sway my, or anyone else’s, opinion.

Yet underneath there was a fine motorcycle struggling for attention. Fast forward three decades and I can better appreciate why the Yamaha TR1’s designers tried to break away from the fashion for conventional frames and engine layouts. Remove the fuel tank and seat and you’re left with the engine dominating your view as it hangs from the pressed steel spine frame. True, the TR1’s V-twin layout leads to a long wheelbase, but it’s arguable that the height of the steering head is also a result of this. It means the TR1 has a particularly strong "presence", made the more so by the huge 200mm headlamp. So when you swing a leg over the low seat you find yourself almost peering over the instruments.




Care is necessary when hitting the starter button next to the twist grip. If the engine doesn’t catch the first time, you have to wait for the whirring starter gears to stop before trying again, otherwise you provoke horrendous clashing of metal. Once it does fire up, the engine produces a pleasant cadence from the twin pipes that never intrudes.

Handling is slow with cushy suspension that can be stiffened by increasing its air pressure using Schrader valves on the tops of the fork legs, and below the right side of the seat. Steve’s TR1 felt just right, verging towards touring rather than sport. It’s not after all a machine for snapping through S-bends. The Yamaha TR1 takes its time; indeed, try to force it and it’ll respond by nodding its head.

The more than 30 years since Steve’s TR1 was first sold have been kind to it, with some rust on the hidden parts of the exhaust and some spots on the rear fork, which is a remarkable testimony to its durability. No wonder it’s attracted a cult following in places like Germany where it is raced in classic events.


Yamaha TR1 V-Twin Engines







Yamaha was first of the big four Japanese factories to offer an inline V-twin in the modern era as it more deeply explored the market for American-style cruisers. Its range of "specials" based on bikes such as the XS650 parallel-twin had already been a success in the previous three years, more so in the US, so a proper V-twin targeting Harley-Davidson territory was the logical next step. The XV750SE Virago launched for the 1981 model year turned out to be a revelation in Main Street, USA, providing a more reliable and less intimidating alternative to the Milwaukee offerings, which had long suffered from quality problems under AMF ownership.

Yamaha’s V-twin hit the bull’s eye with perfect timing, its clean image and shaft drive enabling entry into a relaxed riding style without having to become a one percenter. Honda, (whose across-the-frame CX V-twin of 1978 was never aimed at the cruiser market), Suzuki and Kawasaki joined in with their own versions, but Yamaha was first out of the blocks.

European motorcyclists were seen as a breed different from their US cruising counterparts, with tastes that were seen to demand more sporting as well as touring equipment. So while sports riders were satisfied in 1980 by the LC two-stroke twins, the new V-twin was re-engineered as a machine for the "thinking rider". Later that year at the Cologne show in Germany the Yamaha TR1, or XV1000 as it was known at the factory, appeared but the initial reaction was muted.




Essentially, the Yamaha TR1 was a full-size bigger-bore 981cc version with a chain replacing the shaft drive and styling that was at best described as eccentric. Yamaha said in its promotional literature that it wanted to return to the “solid virtues of good motorcycle design” with a “quest for simplicity”. Yamaha’s product planners in Amsterdam were probably tapping into a sector of enthusiasts that will be well known in club circles. They regarded features such as the spine frame and triangulated rear fork of the Vincent in the 1950s as the pinnacle of powered two-wheel design. The practicality of an enclosed drive chain is appealing, as used on MZ two-strokes, which offered the low maintenance of a shaft without the higher unsprung weight.

Stripped of its bodywork, the Yamaha TR1 would likely be a thing of beauty to this group of cerebral enthusiasts. This would give a better view of the engine and how it interacted with the novel pressed-steel spine frame from which it was supported at the front cylinder head. Its architecture was identical to the XV750, having a 75-degree angle between the cylinders and heads, which were identical but exhausts facing forward and aft, thereby reducing production costs.

Whereas the XV750SE’s internal dimensions were 83 x 69.2mm, Yamaha TR1’s 981cc derived from 95mm pistons with the same stroke. The cylinder heads looked similar to those on the single-cylinder SR500, each having a single overhead camshaft operated by chain. These were in turn driven by countershafts from gears above either end of the crankshaft. This was a one-piece item on which the connecting rods with their shell big ends sat side by side, providing an offset for better cooling the rear cylinder.




Flat combustion chambers with an 8.3 to 1 compression ratio featured single 47mm inlet and 39mm exhaust valves, the same for both the 748cc and 981 versions, fed on the Yamaha TR1 by 36mm Hitachi carburettors in between the heads and controlled by a linkage and a single cable from the twistgrip. Not unlike the latest Ducati 1299 Panigale, air was drawn into the engine from the spine frame, which acted as a plenum chamber that in turn was fed by a single air filter below the left side of the seat. On the other side, a huge 18Ah battery powered the electrical system which included the generous 200mm headlamp and clunky starter motor.

Lubrication was by chain-driven high-pressure pump on the left side of the cases behind the alternator, drawing oil from the wet sump containing 3.6 litres. Drive was by gears to the wet multiplate clutch to the five-speed gearbox. While the shaft drive engine required bevel gears, the necessary countershaft on the chain drive version was redesigned to take the chain sprocket. In each case this required that the engine ran backwards.

Protecting the drive chain from the elements was a light alloy enclosure around the rear wheel sprocket, with the top and bottom runs of the chain working within rubber mouldings.

Peak power for the TR1 was a 69bhp at a lazy 6.500 RPM, up from 61bhp for the 750, with peak torque of almost 60lb-ft at 5500rpm. Delivery was lusty from low revs with little need to overtax the engine at the high end. Gearing was for 108mph at peak power revs, giving 4.200 RPM at 70 mph.

The chassis and suspension also sported a number of unusual features. The TR1 was Yamaha’s first big bike to use its Monoshock rear suspension, first seen on its motocrossers and trail bikes in the 1970s, and on the LC road bikes a year earlier.


Yamaha TR1 Ride Test






A new aspect at the rear of the spine frame was that the single shock unit used air pressure, adjustable for ride height, along with a hand adjuster for the damping with 20 settings. Yamaha said that the magnesium needle valve controlled by this movement compensated for temperature changes. Up front the telescopic fork also had conventional springs along with adjustable air pressure, but with separate valves for each leg, making the balancing tricky.

Cast-aluminium alloy wheels were in conventional 19in front and 18in rear sizes with the signature spiral spokes first seen on the LC two-strokes. Braking was with dual discs up front and drum rear. But for all the TR1’s practicality it suffered from a feature that was inherent with inline V-twins of the time: an overly long wheelbase.

Designers almost always found it tricky to accommodate the front wheel’s travel and the position of the front cylinder head. With the Yamaha TR1 this resulted in both a long 60.6in (1539mm) wheelbase and a need for long fork legs with a high steering head. In contrast the rear of the frame enabled the seat to be low at just 30.3in (770mm). So the rider felt as if he were inside the bike, squatting behind a handlebar that was almost at shoulder level.




The TR1’s best aspect was its stability rather than agility and not helped by a hefty dry weight of 485lb (220.5kg) Then there was the unusual styling of the bike’s rear end, with a highly sculpted seat, impractical grab rail, modest luggage rack and an early attempt at a "hugger" mudguard attached crudely to the rear fork.

While the rear end’s styling was improved in 1983 with a more conventional clip-on seat and rear bodywork, offering better comfort for riders and passengers alike, it was the modest top end performance that left potential buyers unimpressed. With a top speed of barely 110mph and a quarter mile time of 13.8 seconds, many smaller bikes could show the TR1 a clean pair of heels. Gutsy flexibility didn’t count for much in the old days.



Yet such were the pressures that when the production bikes arrived later that year in showrooms, no changes had been made to address the press comments. Perhaps by then the Yamaha TR1 had already been written off. Its final model year was in 1984. Since then the basic virtues of the TR1 have been better appreciated in racing and custom circles where the simplicity of the frame offers great opportunities for improvements. Some say it’s a cult machine.

While the TR1 or XV1000 was aimed at European riders with a 981cc engine, the Japanese market was catered for with a 750cc version that was outwardly similar with its European style. The American market was provided in 1982 with the XV920, using a 920cc engine with 92mm pistons, and a cruiser called the XV920J that also sported twin front discs and a rectangular headlamp.



Yamaha TR1 Specifications





Manufacturing : Yamaha Motor Co.

Model : XV1000 / TR1

Production Year : 1981 - 1984



Engine : 4-Stroke, 75º V-Twin (V-2), SOHC 4 Valves, Air Cooled

Bore x Stroke : 95 x 69,2 mm

Displacement : 981 cc

Fuel System : 2 x Hitachi 36mm Carburettor

Compression Ratio : 8,3 : 1

Transmission : 5 Speed

Max Power: 69 HP @ 6.500 RPM

Max Torque: 81 N.m @ 5.500 RPM



Frame : Pressed Steel Spine Type

Wheelbase : 1.540 mm

Seat height : 770 mm

Ground Clearance : 140 mm

Dry weight: 220 kg

Fuel tank capacity : 19 Liter



Front Suspension : Telescopic fork, Coil springs & Air pressure

Rear Suspension : Triangulated steel swingarm, Single spring/damper with Air adjustability

Front Brakes : 2 x 267mm Hydraulic disc, 2 piston calipers

Rear brakes: 180mm Drum Brake

Front Tires : 3.25 - 19

Rear tires: 120/90 - 18
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