H A superb reference to all the major international marques A photographic guide featuring over 3 oo superb illustrations ROLAND BROWN w Digitized by the Internet Archive in 2018 with funding from Kahle/Austin Foundation https://archive.org/details/azofmotorcyclesOOOObrow ILLUSTRATED ENCYCLOPEDIA <2^ ILLUSTRATED ENCYCLOPEDIA ROLAND BROWN ^Acknowledgements The publishers would like to thank the 111b, 118t. Roland Brown/Oli Tennent 6, 39tl/tr/2 down, 43tr/m, 45tl, 46t, 47mr, 48t/m, following for their kind permission to 17b, 18-9t, 23b, 37br, 45br, 47t/ml/b, 58-9b, 49, 50 (all), 51ml/mr/b, 52m/b, 53bl/br, reproduce their photographs: 73tml, 74 (all), 92 (all), 93t/bl, 94t, 95tr/tl/m, 55m/br, 57t/b, 59t/bl, 65m, 66t, 67br, 68b, 105b, llltl/m, 1 10 (all), 116t, 139tl/tr, 146 69b, 71mr, 73tr/rn, 75bl/br, 77tl, 79tr, 80t, Martyn Barnwell/EMAP and EMAP (all), 149tr/m, 154t/b. Jack Burniele 16b, 83tl/tr/m/br, 81m/b, 85m/bl/br, 86t, 89tl, Archives 7, 8, 14t/b, 30t/b, 32t, 40 (all), 41b, 55bl, 72b. Kel Edge 38t, 65tl/b, 69tl, 81tl. 91 tr/b, 97br, lOOt, lOltr/mr, 103br, 104 (all), 48b, 57ml/mr, 67bl, 68t, 69t, 70 (all), 103tr, 811, 95bl, 99ml/mr, 113tr, 125ml, 133b, 139m 105tl/m, 106b, 107m/bl/br, 108b, 109t, 113bl, 106t, 108m, 115t, 121m, 124, 125tl, 126 (all), 3 down, 141b, 145b, 158b, 159bl. Gold & 114 (all), 115m/b, 116b, 117b, 119tl/mr/b, 127tl/ml, 128 (all), 129 (all), 122ml, 124t, Goose Back jacket top right. John Freeman/ 120 (all), 121 tl/tr/b, 122 (all), 123t/ml/mr, 130t, 132t, 142m, 151tmr/br. 152t, 153t/r3 (c) Anness Publishing lltr, 24, 36t, 45bl, 125tr, 127mr, 130b, 131b, 132b, 133t/m, down. Roland Brown Front flap, lOt, lib, 78b, 79tl, 80b, 82, 85tl/tr, 87b, 94b, 97bl, 98- 135br, 137tl, 140b, 141tl/tr/ml, 142b, 143tr, 23t, 25tl/br/bl, 35tl, 37bl, 43b, 44b, 46m/b, 9b, 99t, 135t/m, 157tl. Phd Masters 18-9b, 144b, 147t/ml/mr, 151t/ml/lmr, 153tl/r2 51t, 54t, 61 (all), 62t, 71t/ml/mr, 75tr, 77ml, 25tr, 27t, 39m, 63b, 67m, 76 (all), 112t, 137b, down/b, 155tr, 158t, 159t/bm/br. Nick 83bl, 93br/bm, 96 (all), 102 (all), 108t, 118b, 140t, 148t, 155b, 156, 157b. Mac Nieholls 55t, 119m, 127b, 155tl. John 124m/b, 127tr, 135bl,136 (all), 137tr, 145m, McDiarmid 10b, 15tl/tr, 25m, 26 (all), Nutting 81tr, 97t, 103tl, 113br, 119tr, 138 149tl/b, 154m, 155m. Roland Brown/ 27bl/br, 30m, 117m/b, 38b, 39mt/mb, 41tr, (all), 157tr/tm. Garry Stuart 58t, 59m/br, 60 Graeme Bell 67t. Roland Brown/Jack 54b, 64 (all), 65tr, 69m, 71b, 72t, 79b, 1001b, (all), 62b, 63t/m, 66b, 86b. 87t/m, 88t, 89tr. Burniele 16t/m, 42t/b, 43tl. Roland 1011, 105tr, 107 tl/tr, 109m, 117tl/tr, 123b, Phillip Tooth 56. Oli Tennent Back flap, Brown/Gold & Goose lltl, 42t/b, 34 (all), 1311, 134m/b, 139b, 142t, 143tl/b, 145tl/tr, 52t, 78t, 98t, 139m 2 down. Thanks also to the 35tr, 36b, 44t, 45tr, 53t, 1031 2 down/bl, 125b, 150 (all), 152m/b. Don Morley Front jacket, PR departments of BMW, Ducati, Honda, Moto 147b. Roland Brown/Phil Masters Back back jacket top left, top middle, bottom left, Guzzi, Kawasaki, Suzuki and Yamaha for their jacket bottom middle, 15b, 19b, 22t/m, 77r, bottom right, 7, 9 (all), 11m, 12 (all), 13t/b, 15 help in supplying photographs. 81mr/b, 1031 3 down, 112b, U3tl, 144t, 148b. (all), 17t, 19m, 20, 21 (all), 22b, 28 (all), 29 Roland Brown/Mac McDiarmid 109b, (all), 31 (all), 32t, 33 (all), 35m/bl, 37tl/tr, t = top, b = bottom, m = middle, 1 = left, r= right. This edition first published in the USA by Lorenz Books 27 West 20th Street, New York, NY 10011 LORENZ BOOKS are available for bulk purchase for sales promotion and for premium use. For details, write or call the sales director, Lorenz Books, 27 West 20th Street, New York, NY 10011; (800) 354-9657 © Anness Publishing Limited 1997, 1999 Lorenz Books is an imprint of Anness Publishing Inc. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any way or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of the copyright holder. ISBN 0-7548-0029-6 Publisher: Joanna Lorenz Project Editor: Joanne Rippin Designer: Michael Morey Jacket Design: Bailey Design Associates Previously published as part of a larger compendium, The Encyclopedia of Motorcycles Printed and bound in Hong Kong 13579 10 8642 vy Contents * Acknowledgements 4 Enfield 46 MuZ Introduction 7 Excelsior 48 Norton 120 AJS 8 FN 50 NSU 126 ^ 118 Aprilia 10 Gilera 52 Panther 128 Ariel 12 Harley-David son 56 Royal Enfield 129 Benelli 16 Henderson 66 Rudge 130 Bimota 18 Hesketh 68 Scott 131 BMW 20 Honda 70 Sunbeam 132 Britten 26 Indian 86 Suzuki 134 Brough Superior 28 Kawasaki 92 Triumph 142 BSA 30 Laverda 102 Velocette 150 Buell 34 Matchless 104 Vincent 152 Cagiva 36 Mondial 106 Yamaha 154 Douglas 38 Moto Guzzi 108 Ziindapp 159 Ducati 40 MV Augusta 114 Index 160 V r dm Introduction A - Z of Motorcycles The A-Z section that follows is a guide to the major manufacturers and the models they have produced since Gottlieb Daimler first fired-up Einspur back in 1885. No attempt has been made to cover all the makes: that would have been impossible. Motorcycling’s history is littered with names of firms that built a few bikes and then went out of business, many of them before 1930. Names such as Abako, Abbotsford, ABC Scootamota, Abendsonne, Aberdale, Abe-Star. The most important marques and their greatest hits, plus a few misses, are here, from AJS and Bimota to Yamaha and Ziindapp. Between them they tell the story of an industry that has had many ups and downs, but which has produced many fine machines for the benefit of millions of riders worldwide. Some bikes have been cleverly engineered, others are simply beautiful to look at. The best have combined both style and performance, giving their riders the feeling of exhilaration and freedom that only a great motorcycle can provide. A Z O F MOTORCYCLES ■ AJS ■ AJS MODEL BELOW Although it looked uninspiring, the AJS Model 30 handled well and was comfortable and reliable. the single-cylinder 350cc 7R, known as 30 Like most AJS roadsters, the 600cc AJS MODEL 30 (1957) Model 30 of the late 1950s suffered Engine from a case of dual personality. Almost Aircooled 4-valve OHV the 7R was hugely successful and was pushrod parallel twin later enlarged to 500cc to make the Matchless G50. exactly the same bike, differing only in Capacity 593cc (72 x 72.8mm) paint colour, badges and exhaust system, Power 33bhp @ 6800rpm Weight 180kg (3961b) Top speed 95mph (152kph) was also sold as the Matchless G11 - a result of the Wolverhampton-based AJS firm having been taken over by the “Boy Racer”. Introduced in 1948, Most of AJS’s roadsters were less spectacular singles and parallel twins such as the Model 30, whose 600cc engine had almost square dimensions, Matchless of London in 1931. The and gave a smoother ride than most combined firm in turn became part of other models. Peak output was only Associated Motor Cycles (AMC) in around the turn of the century, and won 33bhp but the twin was capable of 1938, but the AJS and Matchless names the Junior TT in 1914. But AJS’s cruising fairly smoothly at 70mph were retained and used in an attempt to greatest racing feats came later, notably (112kph). Handling was predictable and attract the continued support of each of when Les Graham won the first ever made for a relaxed, comfortable bike the brand’s enthusiasts. 500cc world championship on the over distances. The Model 30 was also Porcupine twin in 1949. well-made, reliable and economical. AJS had originally been founded by Albert John Stevens in Wolverhampton 8 The most popular AJS racebike was Unfortunately such attributes were not A ■ BELOV AJS ‘‘Boy Racers” such as this ■ - Z OF MOTORCYCLES BELOW Notable early AJS models 1 954-model 7R/3 remained competitive at included the 350cc “Big Port” single- international level for many years. cylinder racer of the 1920s. enough to keep AJS in business. Poor sales led to parent company AMC becoming part of Norton Villiers in 1967. Some AJS bikes were then built incorporating Norton parts, but they were not successful and the factory ceased production shortly afterwards. OTHER MAKES ■ m AERMACCHI The former aircraft factory at Varese in ABC northern Italy built some fine 250 and Best known of several ABCs in the 1920s 350cc single-cylinder four-strokes in the was the 398cc flat-twin built by British 1950s and 1960s, most notably racebikes aircraft firm Sopwith. Regarded as the such as the lOOmph (160kph) Ala d’Oro predecessor of the first BMW, the engine’s 250 introduced in 1959. Aermacchi turned unreliability led to ABC’s collapse. to two-strokes after being bought by AMF ■ Harley-Davidson in the 1960s. Walter Villa ACE rode Varese-built Harleys to four 250 and American Bill Henderson set up ACE after 350cc world titles between 1974 and 1976, selling his Henderson firm to the Schwinn but two years later the firm was declared cycle company in 1917, and produced bankrupt and sold to Cagiva. bikes with a similar in-line four-cylinder layout. Best known was the XP-4, which set a record speed of 130mph (209kph) in 1923. Rights were later sold to Indian, who built a similar four. ■ ■ ABOVE Four-cylinder ACE racers such as this were among the world's fastest bikes in 1923. ADLER Germany’s Adler built motorbikes for a 1953. Adlers were ridden successfully in short time from 1902, then concentrated road races and enduros, but sales on cars and bicycles before making a declined. Finally in 1958 the firm was comeback in 1949. The firm’s most taken over by the Grundig Corporation, popular model was the M250, a twin- who abandoned bikes to concentrate on cylinder two-stroke roadster released in producing typewriters. ■ above A 350cc Aermacchi single from the mid-1960s in racing action. 9 A - Z OF MOTORCYCLES ■ •* A P R I L I A ■ APRILIA RS250 BELOW Road-going RS250,s massive twin-spar aluminium frame held a tuned Suzuki V-twin engine. ■ ■ ■■ In recent years Aprilia has been one of APRILIA KS250 (1995) the world’s most dynamic and fastest Engine Watercooled 90-degree V-twin two-stroke growing motorcycle manufacturers, with an aggressive approach to design and Capacity 249cc (56 x 50.6mm) performance typified by the RS250. Power 70bhp @ 11,900rpm Weight 141kg (3101b) Top speed 130mph (209kph) Essentially a road-going replica of the two-stroke Grand Prix bike on which Italian idol Max Biaggi won the 1994 250cc world championship, the RS com¬ bined a high-revving two-stroke engine with a massive twin-beam aluminium riding position, peaky powerplant and frame, top-class cycle parts and stream¬ ultra-light weight, the RS came closer lined, racetrack-inspired styling. than any other bike to providing Grand Its engine was a subtly redesigned Prix style thrills on the road. Given version of the V-twin powerplant from enough frantic revving through the gears Suzuki’s RGV250, and produced a the Aprilia screamed towards a top maximum of 70bhp. With its aggressive speed of 130mph (208kph), and in the A Z O F ■ MOTORCYCLES LEFT Its light weight and superb bends its superb suspension, powerful components in-house. Instead, Aprilia brakes and sticky tyres combined to relies on a network of suppliers for parts make the RS250 almost unbeatable. that are assembled at Noale. Also Aprilia certainly proved difficult to unusually, over a quarter of Aprilia’s beat on the track in 1994, winning both workforce of 500 is employed in racing the 250 and 125cc world titles with or research and development. Racing Biaggi and Japan’s Kazuto Sakata. In has always been vital to Aprilia, all, it was quite a year for the small providing important technical feedback company from Noale, near Venice in as well as publicity. northern Italy. Aprilia also began traditionally been based on two-stroke BMW, and announced that production of sports and trail bikes of 125cc capacity, its own bikes had doubled in three years with names like Futura, Extrema and to 100,000 units. Yet it was only in 1973 Pegaso. That went a step further in 1995 that Ivano Beggio had taken control of with the arrival of the RS250. At the the family bicycle firm and moved into same time Beggio was also planning an the motorcycle business. attack on the World Superbike Cham¬ four-stroke V-twin engine designed to of manufacturing virtually none of its power a range of sportsbikes and cruisers. RIGHT Aprilia’s The chassis made the Grand Prix RS250 almost racebike provided unbea table for fast inspiration for the cornering. RS250 roadster. OTHER MAKES ■ AJ W British firm AJW built numerous parallel twins and singles dating back to the 1920s, and carried on after the Second World War with its bestknown model, the 500cc, JAPengined Grey Fox. pionship, and revealed a large-capacity subsequent success to an unusual policy ■ BELOW Aprilia’s roadbike production has building the single-cylinder F650 for Beggio attributes much of Aprilia’s ■ title-winning 250cc ■ ABOVE In the 1930s AJW built 1 995-model Moto 500cc singles, such as this one, using 6.5 roadster teas engines from Stevens and JAP. created by brilliant French designer Philippe Starck. ■ AMAZONAS Notable for its size but not for its performance, the Brazilian-made Amazonas of the mid-1980s was ■ OPPOSITE The RS250’s powered by the flat-four VW car engine. Its astonishing vital statistics colours matched were an engine capacity of 1584cc, those of the 400cc producing just 56bhp that needed to V-twin raced in propel a massive 385kg (8481b). 500cc Grands Prix by Loris Reggiani. I 1 A Z O F MOTORCYCLES ■ LEFT Ariel's 650cc Huntmaster parallel twin, introduced in 1954, was popular ^ for both solo and Ariel ■ ARIEL RED sidecar use. HUNTER One of the oldest manufacturers of all, ■ Ariel was known for its bicycles before below 4i954 redesign failed to they started to build motorcycles around make the 500cc the turn of the century. By the early KH twin a success. 1930s, the firm from Selly Oak in the Midlands was one of Britain’s most become known as three of the British influential, and at that time employed bike industry’s greatest designers. Edward Turner, Val Page and Bert Ariel hit financial problems during Hopwood — who would eventually the 1930s and the factory was closed for a time until Jack Sangster, son of founder Charles, bought the firm and ARIEL VH500 RED HUNTER restarted production of Page-designed (1937) single-cylinder four-strokes including Aircooled 2-valve OHV the Red Hunter. These were handsome pushrod single machines, built in 350 and 500cc sizes, Capacity 497cc (81.8 x 85mm) that were produced from 1932 to the late Power 26bhp @ 5600rpm 1950s, and were even successful in Weight 170kg (3751b) sidecar trials into the 1970s. Sammy Top speed 82mph (131 kph) Engine Miller’s successful GOV132 trials bike was based on a 1955 Red Hunter 500. A late 1930s Red Hunter 500 was among the best bikes of its day, capable of well over 75mph (120kph) and reliable with it. Handling provided by A Z O ■ F MOTORCYCLES BELOW The unfaired Arrow two-stroke cornered very well. the combination of girder forks and rigid The result was a pleasant bike, good for rear end was respectable too; rear lOOmph (160kph) that was particularly suspension was not to be introduced popular with sidecar enthusiasts in the until 1939. The Hunter was refined late 1950s. throughout the 1930s, gained telescopic If Ariel’s most famous bike is forks when production recommenced undoubtedly the Square Four, then the after the Second World War and was bravest must be the Leader, the inno¬ kept going with an alloy cylinder head vative, fully enclosed 250cc two-stroke and new frame in the early 1950s. released in 1959. Widi an 18bhp, twin- After the firm’s sale to BSA in 1944, cylinder engine based on that of the Ariel built two main types of twin, firstly German Adler, a pressed steel frame, the softly-tuned 500cc KH, which was effective weather protection and optional foui'-wheeled travel, and the bike had introduced in 1949 but sold poorly. panniers, the Leader was intended to be temperamental starting and poor brakes More powerful and successful was the a proper motorcycle with the and finish. Ariel later stripped off the Huntmaster, which was powered by a convenience of a scooter. bodywork to produce the Arrow, tuning slightly modified version of the 650cc The Leader actually worked rather the engine to 20bhp to produce Super twin-cylinder engine from BSA’s A10. well, with a top speed of about 70mph Sports and Golden Arrow versions. But There was more to the Huntmaster than (112kph) and excellent handling. But although the Arrow sold quite well it mere badge engineering, since most the public didn’t take to it, partly wasn’t enough to save Ariel, and the firm parts, including the frame, were its own. because the new Mini car offered cheap eventually ceased trading in 1967. ■ BIGHT Leader was a sales flop. A 9*6 Z O F MOTORCYCLES Ariel ARIEL ■ SQUARE FOUR One of the most famous roadsters of all, Ariel’s Square Four was also one of the longest lived, remaining in production in various forms from 1931 to 1958. The Square Four, whose powerplant was effectively a pair of geared-together parallel twins, was designed by Edward Turner shortly after the future Triumph boss had joined Ariel in 1928. The Four’s capacity of 500cc was soon afterwards increased to 600cc and then 997cc. In all three forms the “Squariel” cylinder head and striking four-pipe was superbly smooth, but suffered from exhaust system. By this time the Ariel ARIEL SQUARE FOUR (1958) overheating problems with its rear had also gained telescopic front forks Engine cylinders. Although the biggest model and plunger rear suspension. Despite was capable of more than 1 OOmph this, the heavy Four was a soggy handler. Capacity 997cc (65 x 75mm) (160kph), its performance was severely Even in its final, more sophisticated Power 45bhp @ 5500rpm handicapped by its excessive weight. guise the engine was prone to overheat. Weight 211kg (4651b) Top speed 105mph (168kph) After the Second World War the But the Square Four’s smoothness, Square Four was comprehensively relaxed high-speed cruising ability, updated, first with a lighter aluminium comfort and looks made the bike much engine and then, in 1954, with a new loved by those who could afford one. 1 4 Aircooled 8-valve OHV pushrod square four A ■ OPPOSITE ■ BELOW Square ■ Fours such as this the big, heavy model from 1937 Square Four's were supremely from 1937 - with forte, but it could smooth and good instruments set into still be made to for almost lOOmph fuel tank - (1 60kph). O F MOTORCYCLES RIGHT AND Handling teas never corner rapidly. Z BELOW RIGHT The 997cc Square Four At produced 36bhp. OTHER MAKES Bakker’s workshop in northern Holland, ■ ARMSTRONG most with innovative chassis, and with The motorcycle arm of British car engines ranging from Yamaha’s TZ350 to components giant Armstrong produced BMW and Harley-Davidson four-strokes. motocross, trials, road racing and military His radical QCS (Quick Change System) bikes in the 1980s, after taking over sportsbike, most recently powered by Barton Engineering and CCM. Most were Yamaha’s FZR1000 engine, used an powered by engines from Rotax of Austria. advanced non-telescopic front suspension Armstrong’s CF250 road-racer, introduced system. Bakker has also done much in 1983, featured a tandem-twin Rotax chassis development work for manufact¬ engine in an innovative twin-spar carbon fibre frame. Niall Mackenzie and Donnie McLeod dominated British racing, and scored some impressive results in Grands urers including BMW and Laverda. ■ ABOVE Future 500cc Grand Prix star B Armstrong's rapid 250cc twin. BMW's B1100 flat-twin engine. Prix. Armstrong also built a very change of ownership, the successful single-cylinder, four-stroke firm introduced a pair of military bike, rights to which were later purposeful street legal sold to Harley-Davidson. Dirt Sports machines BELOW Bakker's Bomber used Niall Mackenzie rose to prominence on in 1994. ■ ATK BAKKER Utah-based ATK made its reputation ■ building motocross bikes with both two- Many superb specials stroke and four-stroke engines, most of and racebikes have which were sold in the States. Following a emerged from Nico 1 5 A Z O F MOTORCYCLES ■ LEFT The Sei teas supremely B E N E LLI ■ BENELLI 750 SEI ■ BELOW AND BOTTOM The Sei’s smooth and big aircooled comfortable, but engine and its six its straight-line exhaust pipes performance was dominate from unexceptional. every angle. from Ducati, Guzzi and Laverda. With its smart styling, Italian racing-red Not that the Sei was a bad bike, paintwork and the unique attraction of indeed in most respects it was a very its six-cylinder engine — emphasized by good one. The engine, although an array of gleaming chromed exhaust criticized for closely resembling one- pipes — the Benelli 750 Sei looked set to and-a-half Honda CB500 units, was be a world beater when it was launched commendably narrow for a six. The BENELLI 750 SEI (1975) Engine Aircooled 12-valve SOHC transverse six Capacity 748cc (56 x 50.6mm) in 1975. Instead the Sei turned out to be Power 71bhp @ 8900rpm softly tuned and no faster than Honda’s Weight 220kg (4851b) dry Top speed 118mph (189kph) CB750-four of six years earlier. Its modest performance led to the Benelli being overshadowed by more powerful superbikes, particularly its Italian rivals A Z O F MOTORCYCLES <3^ ■ RIGHT BeneM's 250cc four was raced successfully by Renzo Pasolini and Kel Carruthers in the 1 960s. three dual-manifold Dell’Orto Benelli brothers from Pesaro, and Tarquinio Provini and Renzo Pasolini carburettors allowed room for the rider’s produced its first bike in 1921. Tonino, won many races on it through the 1960s knees, always a potential problem with a the youngest brother, was the first racer but it was Australian Kel Carruthers who six, and the engine made plenty of to put Benelli on the map, notably on a did best of all, winning the 250cc world smooth midrange power. But the 175cc four-stroke prepared by big championship in 1969. maximum output of 71bhp gave a top brother Giovanni in 1937. Tonino retired speed of just 120mph (193kph), and shortly afterwards but Benelli’s bikes matched in the showrooms and shortly even the Sei’s excellent handling, continued to win, culminating in Dario afterwards the Benelli family sold out to roadholding and braking could not make Ambrosini’s victory in the 250cc world Argentinian car baron Alejandro de up for that in the eyes of riders looking championship in 1950. Tomaso. He aimed to relaunch Benelli for an expensive Italian superbike. The Sei’s lack of blood and thunder Ambrosini’s death a year later shook Sadly, track success was not with the 750 Sei, but neither that nor the Benelli but the firm eventually returned slightly more powerful 900cc version was surprising given Benelli’s racing to racing and in 1960 built a four- that followed it could recapture the pedigree. The firm was founded by six cylinder 250cc machine. Italian stars Pesaro firm’s former glory. OTHER MAKES ■ ■ BARIGO Founded by Patrick Barigault at La Roch¬ elle on the west coast of France, Barigo is a small firm with a background in the peculiarly French supermoto. a combina¬ LEFT Barigo's 600cc Onixa sportster looked peculiar but was very light and handled well. tion of road racing and motocross. In 1992 Barigo produced the Supermotard roadster — basically a street legal version of the firm’s competition machine —with a 600cc Rotax single-cylinder engine, aluminium twin-beam frame, long-travel suspension and supermoto styling. Two years later came the Onixa, which combined a similar motor and frame with sportsbike parts and striking, fully-faired bodywork. 1 7 Z A O BIMOTA ■ F MOTORCYCLES SB 6 Seventeen years and a gulf in technology BIMOTA S B 6 (1994) separated Bimota’s 1994 model SB6 Engine Watercooled 16-valve DOHC transverse four from its predecessor the SB2, yet the two bikes had much more in common Capacity 1074cc (75.5 x 60mm) than the fact that each was powered by Power 156bhp @ 10,000rpm Weight 190kg (4181b) Top speed 175mph (280kph) a four-cylinder Suzuki motor. The GSXRllOO-engined SB6 featured a curva¬ ceous full fairing, state-of-the-art frame design, a self-supporting seat unit, topquality cycle parts — and was arguably the world’s most desirable sportsbike. with an exhaust system that curved up to Exactly the same had been true of the twin silencers in the tailpiece, produced GS750-powered SB2 back in 1977. a claimed 156bhp and rocketed the The gap between the two bikes’ Bimota to over 170mph (273kph). The release ensured that their performance impeccably rigid aluminium twin-spar was very different. The SB6’s 1074cc Straight Connection Technology frame, watercooled, 16-valve engine, tuned massive 46mm (1.8in) diameter forks, I 8 A - Z OF MOTORCYCLES OTHER MAKES as a grand tourer. Strange styling and ■ BETA excess weight meant that sales were Italian firm Beta built a rapid 175cc limited mainly to the French police, and roadster in the late 1950s, but in recent BFG went bust in the mid-1980s. years has concentrated on the off-road market, particularly trials bikes. ■ BIANCHI Best known for some impressive Grand ■ B FG Prix performances in the early 1960s, Powered by the 70bhp, 1300cc flat-four Bianchi built bicycles before becoming engine normally found in a Citroen GS one of the first Italian motorcycle car, the French-built BFG was intended manufacturers in 1897. Bianchi won many races in the 1920s, built a specta¬ cular supercharged four-cylinder 500cc racer in 1938, and sold motocross bikes as well as small-capacity roadsters before motorcycle production ended in 1967. ■ LEFT In the early 1960s Bianchi produced both racing bikes, and roadsters such as this 300cc MT61. sophisticated Ohlins shock, fat Michelin purpose-built roadster, and held its radial tyres and big Brembo brake discs 75bhp aircooled GS750 motor in a gave superb cornering and stopping tubular steel frame. Suspension, brakes aluminium frame, power. The SB2 came from a much and tyres were the best available, and plus top-class earlier era of bike design, yet was the seat-tank unit’s fibreglass was lined suspension and considered even more exotic in its day. with aluminium, meaning no rear ■ A strong ABOVE tyres, gave the SB6 razor-sharp handling. ■ RIGHT Bimota was formed in Rimini, Italy in subframe was needed. The Bimota’s 1973 by Messrs Bianchi, Morri and 130mph (209kph) top speed and heavy Tamburini — the name of the company handling could not compare with the being derived from the first two letters of performance of its SB6 successor, but in each name. The SB2 was the firm’s first 1977 the SB2 was the ultimate roadster. With its sculpted bodywork and state-of-the-art chassis, Bimota’s SB2 was a sensation in 1977. LEFT The stylish and rapid SB6, powered by Suzuki’s GSXR1100 engine, was a great success for Bimota. 1 9 A Z O F MOTORCYCLES B M W ■ BMW BMW had few equals for comfortable R60/2 In recent years BMW has produced BMW bikes with one, three and four cylinders, Engine R60/2 but the German firm’s name is (1960) Aircooled 4-valve pushrod long-distance touring. BMW has had little involvement in top flat-twin level competition in recent years, but has synonymous with flat-twins. The very Capacity 494cc (68 x 68mm) a long and impressive history of racing first BMW motorcycle, the R32 of 1923, Power 26bhp @ 5800rpm and record-breaking. One of the most Weight 195kg (4301b) Top speed 87mph (139kph) was powered by a boxer engine that produced 8bhp at 3300rpm and used shaft final drive. The R32 was rather famous early stars was Ernst Henne, who set a number of speed records on streamlined, supercharged boxers in the expensive — but it was cleverly 1930s. Schorsch Meier became the first designed, nicely finished and sold well. foreign rider to win an Isle of Man IT Some things really don’t change. aircooled boxer motor from the R60, when he took the 1939 Senior race on a which gave superbly smooth running supercharged 500cc flat-twin. Works during the 1950s and 1960s were the and a top speed of about 90mph BMW pilot Walter Zeller won many 600cc R60 and its successor the R60/2, (145kph). Although BMW had been international races for BMW in the which was launched in 1960. These among the first firms to use telescopic 1950s, finishing second in the 500cc models, and also the slightly slower forks in the 1930s, the R60/2 was fitted world championship in 1956. And BMW 500cc R50 and R50/2 bikes of the same with leading-link Earles forks which flat-twins dominated sidecar racing for period, were hugely successful due to were particularly well suited to sidecar two decades, winning 19 out of 21 world their relaxed, fuss-free nature, reliability work. Heavy steering and soft championships between 1954 and 1974 and general ease of use. The R60/2 used suspension at both ends made the 60/2 with drivers including Max Deubel and a slightly tuned version of the 28bhp ill-suited to sporty solo riding, but the Klaus Enders. Among the most popular BMW twins A Z O ■ F MOTORCYCLES left The 494cc R50/2, seen here in 1955 with a single saddle, shared many parts with the 60/2. ■ below LEFT Schorsch Meier's 1939 TT-winning supercharged twin had a top speed of over 125mph (201kph). ■ BELOW Fritz Scheidegger's world titles in 1965 and 1966 continued a long run of BMW sidecar success. ■ BIGHT This 500cc, 12bhp R52 flat-twin dates from 1 928, the first year BMW fitted lights as standard. ■ OPPOSITE With its Earles forks, smooth 30bhp engine and all-round comfort, the R60/2 made a fine tourer. 2 1 A - Z OF MOTORCYCLES A BMW ■ BMW R90S BMW’s traditional flat-twins were gradually refined over the years and reached new heights of performance and ■ RIGHT Although it was built for comfort as well as speed, the R90S was a match desirability with the R90S of 1974. The for most bikes in basis of the R90S was the familiar the corners. 898cc boxer lump from the R90/6, tuned slightly to give 67bhp at 7000rpm. To the normal specification the R90S added a neat bikini fairing, stylish smoked paintwork, twin front disc brakes and even the luxury of a clock in the dashboard. The R90S couldn’t match the sheer ■ BELOW With its fairing and smoked orange paintwork the R90S had the looks to match its superb performance. ■ ABOVE Increased compression ratio and 38mm DeU'Orto carburettors gave the R90S an output of 67bhp. ■ OPPOSITE The stylish and versatile F650 accounted for over 25 per cent of BMW’s production in 1994. BMW R90S (1974) Engine Aircooled 4-valve OHV pushrod flat-twin Capacity 898cc (90 x 70.6mm) Power 67bhp @ 7000rpm Weight 215kg (4741b) Top speed 125mph (201kph) A ■ Z O F MOTORCYCLES RIGHT The sophisticated, fine-handling R1100RS sportstourer heralded a new era for BMW <3*i flat-twins. power of mid-1970s Japanese superbikes such as Kawasaki’s four-cylinder Zl, or the handling finesse of Italian sportsters from Ducati and Moto Guzzi. But the German bike accelerated smoothly to a top speed of 125mph (201kph), handled very respectably, and was superbly R1100RS was a sports-tourer in the history, the F650 also defied convention comfortable, well-finished and reliable. finest BMW boxer tradition. by being assembled in Italy, by Aprilia, In 1974 the R90S was more than twice BMW’s tradition of building single¬ and by using a watercooled, 652cc as expensive as Honda’s CB750 in most cylinder bikes dates back to the 250cc engine built by Rotax of Austria. The markets — but in many riders’ opinion, R39 of 1925, and singles were produced chassis was derived from that of BMW’s majestic sports-tourer was — effectively by mounting one cylinder Aprilia’s Pegaso trail bike, and gave taut simply the best production motorcycle of a twin vertically — until R27 handling well suited to the BMW’s in the world. production was halted in 1967. The lOOmph (160kph) performance. The F650 single, introduced in 1994, was an F650 worked well as a versatile and bleak for the flat-twins, as BMW altogether different machine. The first relatively inexpensive roadster, and its released its new range of watercooled chain-driven model in BMW’s 70-year sales success surprised even BMW. In the early 1980s the future looked K-series fours and triples. But demand for the traditional twins remained strong, several models were reprieved and updated, and BMW’s management thought again. In 1993, came the newgeneration boxer, the R1100RS, powered by a 1085cc fuel-injected, air/oilcooled, four-valves-per-cylinder, high-cam motor producing 90bhp. The RllOORS’s chassis was noteworthy, too, because it incorporated Telelever front suspension. Instead of telescopic forks, the system consisted of hollow fork legs, a horizontal arm pivoting on the engine, and a single suspension unit. Telelever worked well, giving good handling and a smooth ride, and the rest of the RS was equally impressive. With plenty of mid-range power, a 135mph (217kph) top speed, a protective fairing, generous fuel range and powerful, anti-lock brakes, the 2 3 A Z O F MOTORCYCLES £*© B M W ■ BM W K 1 cylinders horizontally, in contrast to the With its brightly-coloured, all- BMW K 1 enveloping bodywork, the K1 was a Engine startling bike by any manufacturer’s (1989) transverse layout favoured by the Watercooled 16-valve Japanese. In K1 form the fuel-injected DOHC longitudinal four four produced lOObhp, sufficient to standards when it was launched in Capacity 987cc (67 x 70mm) send the aerodynamically efficient 1989, let alone by the standards of Power lOObhp @ 8000rpm BMW to a top speed of over 140mph Weight 234kg (4681b) wet (225kph). A strong steel frame, based Top speed 145mph (233kph) traditionally conservative BMW. In conjunction with the huge front mudguard, the Kl’s fairing and large on that of the K100, firm suspension (with the Paralever system to combat the rear section combined to give a wind¬ effect of the drive-shaft) and powerful cheating shape unmatched even by triple-disc braking gave good handling Japanese sportsbikes. Behind the plastic was a tuned, 16-valve version of the watercooled, 987cc four-cylinder engine that had and stopping power. The K1 was too big been introduced five years earlier in the and heavy to be a true sportsbike, but it K100. The K-series four aligned its did much to boost BMW’s image. ■ BELOW With its aggressive styling, the K1 was a radical departure for traditionally conservative BMW. A Z O F MOTORCYCLES OTHER MAKES m BOHMERLAND Notable for its vast length and for being designed to carry three people, the Bohmerland was produced in Czechoslovakia between 1923 and 1939. Designed and built by Albin Liebisch, the Bohmerland was powered by a 600cc, 16bhp single-cylinder engine. As well as the long wheelbase “Langtouren”, with its rear pannier fuel tanks, there was a shorter Jubilee model, and a sportier bike called the Racer. ■ BOSS HOSS Originally named Boss Hog until HarleyDavidson objected, and powered by ABOVE The amazing America’s ubiquitous Chevrolet V-eight ■ engine — typically with a capacity Bohmerland had a top approaching six litres and output of speed of over 70mph (112kph). 300bhp - the Boss Hoss was arguably the biggest, heaviest and most powerful bike, but not the most sensible, in series production. Final drive was by chain and there was only one gear: fast forward. Claimed top speed was over 150mph (241kph) but the Hoss’s handling, with 450kg (9921b) of weight and a squaresection rear tyre, made for just as much excitement. Over 150 of these huge beasts ■ had been produced by Tennessee-based Its awesome Chevy V-eight powerplant made Boss Hoss firm by the early 1990s. the Boss Hoss very fast - in a straight line! ABOVE AND RIGHT A Z <) F MOTORCYCLES Britten ■ BRITTEN ■ ItELOW The V-1000 was hand-built in Britten's small workshop. V-1000 Impressive displays in international BRITTEN V-1000 (1995) twin-cylinder races in recent seasons Engine Watercooled dohc 8-valve 60-degree V-twin confirmed the Britten V-twin’s status as one of the world’s most exotic and Capacity 985cc (99 x 64mm) brilliantly engineered motorbikes. Power 155bhp @ 12,400rpm Weight 145kg (3201b) wet Top speed 185mph (296kph) Designed and almost totally hand-built by New Zealander John Britten and his small team, the Britten was powered by a watercooled, fuel-injected 60-degree V-twin motor. After the original V-1000 had made its mark at Daytona in 1991, featured an advanced, computerized its engine was enlarged to 1108cc, engine-management system that producing a phenomenal 171bhp. To recorded and could adjust the engine’s allow the bike to compete in Superbike performance as it ran. To top it all, the racing, Britten then developed a new V- V-1000 was beautifully styled; its 1000 with a 985cc, short-stroke engine. narrow width and sensuous curves The rigid power unit acted as the V- contributed to recorded speeds of more 1000’s frame, supporting girder forks suspension systems were multi- and the huge rear swing-arm, both of adjustable and used Ohlins shocks. The which were formed from lightweight rear unit was situated in front of the successfully by Britten’s own riders Kevlar and carbon fibre. Front and rear engine for optimum cooling. The Britten including Paul Lewis and Andrew than 180mph (289kph) at Daytona. As well as the bikes raced A Z O F MOTORCYCLES Stroud, small numbers of production racebikes were sold for sizeable sums of OTHER MAKES The six-speed Bridgestone was a money. The V-lOOO’s elaborate construction made the prospect of a road-going version appear remote. In 1995, when the racebike was again successful at Daytona, John Britten’s ■ BRIDGESTONE sophisticated machine when it was Motorcycle production was never any launched on the American market in more than a sideline for the Bridgestone 1966. Its rubber-mounted motor was rubber company, which remains a major reasonably smooth, and its blend of steel tyre manufacturer to this day. But in the twin-downtube frame, gaitered forks and collaboration with the Indian marque’s 1950s and 1960s Bridgestone built a twin shocks gave good handling with a new Australian owner, Maurits Hayim- range of bikes, from mopeds to twin- plush ride. But the high price limited Langridge, looked likely to result in cylinder two-stroke sportsters, the best of export sales and at the end of that year elements of the V-1000 being incorpor¬ which was the 350GTR. Powered by a Bridgestone, who had declined to take on ated in Indian streetbikes due for disc-valve, parallel-twin engine that important tyre customers Honda, Kawa¬ release within a few years. When produced a claimed 40bhp, the GTR was saki, Suzuki and Yamaha by selling bikes Britten tragically died of cancer only a quick and stylish motorcycle that was on the home market, quit motorcycle capable of over 90mph (145kph). manufacture altogether. six months later, at the age of 45, the motorcycle world lost one of its greatest engineering talents. ■ LEFT AND INSET The disc-valve 350GTR was fast and refined, but Bridgestone abandoned it to ■ ABOVE Its engine-management system allowed the Britten, ridden here by Jim concentrate on tyre production. Moodie, to be fine-tuned to suit the conditions. ■ OPPOSITE The sculpted V-1000 was one of the most beautiful bikes ever built, as well as one of the fastest. 2 7 Z A O F MOTORCYCLES ■ •* Brough BROUGH ■ Superior SUPERIOR SS 1 00 George Brough combined his own frames with bought-in engines and other parts to produce bikes which were inno¬ vative, exclusive, expensive and, above all, fast. Never one to sell his products short, he named his first machine the Superior to the displeasure ol his motor¬ cycle engineer father, William Brough, who built flat-twins and who commented that he supposed his was now to be known as the Inferior. But superior George’s bikes were — as they proved with a string of race wins and speed records in the 1920s and 1930s - ridden by Brough himself and other legendary figures such as Eric Fernihough, Freddie Dixon and Bert Fe Yack. The machines built by the small 2 8 BELOW AND BOTTOM The final, 1939 model Superior SS100 was arguably the world's finest motorcycle. A ■ LEFT By 1939, Z O ■ F MOTORCYCLES BELOW Earlier SSlOOs, such as this the SSI 00 was 1926 example, used powerplants from JAP powered by a 50- of Tottenham, north London. degree Matchless V-twin engine, fitted with a four speed gearbox. ■ BOTTOM Had not the Second World War intervened, Brough’s flat-four Dream might have proved an outstanding machine. BROUGH SUPERIOR SS100 (1939) Engine Aircooled 4-valve OHV pushrod 50-degree V-twin Capacity 988cc (85.5 x 86mm) Power 45bhp @ 5000rpm Weight 180kg (3961b) dry Top speed lOOmph (160kph) team from Nottingham were regarded by many as the best in the world. When The introduced in 1928, foot gearchange in The Brough Superior that might have 1935 and a four-speed Norton gearbox a topped even the SSI00 was the Dream, an year later. Brough’s numerous exotic 990cc flat-four roadster that George innovations included flyscreens, twin Brough revealed in late 1938. Its engine headlamps, crashbars and panniers. featured twin crankshafts, linked by TE Shaw, alias Lawrence of Arabia, gears, and a firing arrangement that made Motor Cycle summed up a test by saying owned a series of Superiors (the last of it supremely smooth. Development of the a Superior was the Rolls Royce of motor¬ which cost him his life in a crash), each promising Dream was halted when the cycles, Brough seized on the line for his of which he fitted with a special Second World War broke out, and Brough advertising — and Rolls didn’t object. stainless steel petrol tank. Superior production was never restarted. The SS100, produced between 1925 and 1940, was Brough’s most famous model. It was powered initially by a 980cc V-twin from JA Prestwich (JAP), the big engine-making firm from north London, and came with a signed guaran¬ tee from Brough that the bike had been timed at over 1 OOmph (160kph) for a quarter of a mile (0.4 kilometres). Brochures also boasted of the hands-off stability at speeds of 95mph (152kph). Fewer than 400 SSlOOs were built, most using the JAP engine but the last 100 or so models powered by a Matchless V-twin. The bike’s specification was constantly changed, with the result that no two SSlOOs were identical. Optional rear suspension was 2 9 A Z O F MOTORCYCLES ■ LEFT A 500cc Gold Star with clip-on bars was ideal for rapid road riding in the BSA B SA ■ GOLD 1950s and 1960s. STAR DBD34 For most of its life the Birmingham Small Arms Company was Britain’s biggest motorcycle manufacturer, and in BELOW AND the years after the Second World War it ■ was the largest in the world, producing BOTTOM Lean, functional and over 75,000 bikes in some years during stylish, the DBD34 the 1950s. At that time BSA was an did the most to industrial giant, involved in producing make the Gold Star guns, taxi-cabs and metal plate, and had badge famous. also taken over Ariel and Sunbeam. The fi rm’s origins in armaments manu¬ facture stretched back to 1863. Bicycle BSA GOLD STAR DBD34 (1956) production followed in the 1880s and Engine Aircooled 2-valve OHV pushrod single the Small Heath factory built its first motorcycle, powered by a Minerva Capacity 499cc (85 x 88mm) engine, in 1905. BSA’s reputation grew, Power 42bhp @ 7000rpm Weight 159kg (3501b) Top speed llOmph (177kph) notably with a series of reliable and successful V-twins in the 1920s. BSA’s best-loved early model was the S27, universally known as the Sloper 3 0 A Z O F MOTORCYCLES dm ■ LEFT Over 125,000 of USA's 500cc M20 singles were supplied to allied forces during the Second World War. ■ BELOW LEFT This off-road Gold Star competed successfully in the International Six Days Trial in 1954. ■ BOTTOM Slopers such as this model from the early 1930s were refined, quiet and good for 65mph (104kph). due to its angled-forward single the War it was relaunched, initially as a DBD34 introduced in 1956, with its cylinder. Introduced with a 500cc 350. Several tuning options were clip-on handlebars, polished tank and engine in 1927, and later available in available, with power outputs ranging finned engine. An open-mouthed Amal 350 to 595cc versions, the Sloper was from 18bhp for the trials version, to over carburettor and swept-back exhaust stylish, sophisticated and notably quiet. 30bhp for the track racer. Each bike was combined to give llOmph (177kph) top It quickly became popular and was supplied with a factory certificate speed. The Gold Star dominated the Isle frequently updated through its ten years testifying to the machine’s power. of Man Clubmans TT in that year and in production. Numerous revisions kept the Gold Star was successful in many unofficial burn- The Second World War was a in top position throughout the 1950s. ups, remaining prized as a cafe racer particularly busy time for the BSA The archetypal model was the 500cc after production ended in 1963. factor}-' which, despite suffering heavy bomb damage that claimed 53 workers’ lives, produced huge numbers of both guns and bikes. The most famous BSA was the legendary Gold Star single, which was hugely successful as a roadster and as a competition bike in road racing, motocross and trials in the 1950s. The “Goldie” had its origins in 1937, when racer Walter Handley earned a Brooklands Gold Star award for lapping the banked track at over 1 OOmph (160kph) on BSA’s 500cc Empire Star. The next year’s model was named Gold Star in recognition, and after a break for 3 1 A Z O F MOTORCYCLES BSA ■ BSA 650cc A10 BSA built two main versions of the trademark British parallel twin: the 500cc A7, which was introduced in 1946 and updated five years later, and the 650cc A10 that appeared in 1950. Both the A7 and A10 were sold in many forms in the 1950s, earning a reputation more for oil-tightness, economy and reliability than for looks or performance. In 1962 they were replaced by the 500cc A50 and the 650cc A65, which featured updates including a unitconstruction engine and gearbox. the Super Flash and Road Rocket BSA 650 cc AlO GOLDEN FLASH (1958) Engine and in 1958 BSA produced the A10S Aircooled 4-valve OHV puslirod parallel twin The original A10 was the Golden provided a little more power and speed, Super Rocket, with a 43bhp engine and top speed of 105mph (168kph). Flash, whose flexible, 35bhp single¬ Capacity 646cc (70 x 84mm) camshaft engine gave a top speed Power 34bhp @ 5750rpm the Rocket Gold Star introduced in approaching 1 OOmph (160kph). In 1954 Weight 195kg (4301b) 1962. This consisted of a slightly tuned Top speed 96mph (154kph) the Flash was updated with swing-arm The best and rarest of the bunch was Super Rocket engine in a frame based rear suspension, instead of the old on that of the Gold Star single. Forks, plunger design. Other AlOs including brakes and wheels also came from the ■ below The 646cc AlO of the mid-1950s was a handsome machine, and a big-selling success for BSA. A Z O ■ F MOTORCYCLES OPPOSITE PAGE, TOP This A65L Lightning twin provided good performance by mid-1960s’ standards. ■ LEFT John Cooper rode USA’s 750cc triple to some famous victories. ■ Gold Star, and the twin featured a close- ABOVE BSA’s smaller twin was the 500cc A7, like this 1956-model ratio gearbox, rearset footrests and a Shooting Star. siamesed exhaust system. The result was the fastest and best handling A10. In ■ recent years the Rocket Gold Star’s is a genuine Rocket Gold Star such as this higher value has led to fakes being built immaculate 1963 model. BELOW The ultimate BSA parallel twin by fitting the more common Super Rocket with special parts. RSA’s last great roadster was the 750cc Rocket Three triple, which appeared at the same time as the Triumph Trident in 1969. The two models shared a 58bhp engine that owed more to Triumph than RSA, although the Rocket Three unit was angled at 15 degrees in a different twindowntube frame. Like the Trident, the Rocket Three was a fast, competent bike, but by 1971 BSA was in financial trouble, recording a massive loss. The once mighty firm was swallowed up by the new Norton Villiers Triumph company, and the last batch of triples — wearing the well-known Triumph badges — left BSA’s famous Small Heath factory in 1973. 3 3 A Z O F MOTORCYCLES Buell ■ BUELL ■ BELOW The heart of the Buell was Harley's 1200cc V-twin engine. ■ bottom The RS1200 was a good Harley-powered sportsbike. RS1200 Harley-Daviclson’s reluctance to build a BUELL RS1200 (1989) sportsbike in recent years has led many Engine Aircooled 4-valve OHV pushrod 45-degree V-twin smaller firms and individuals to produce machines powered by the American Capacity 1200cc (88.8 x 96.8mm) firm’s V-twin engine. Among those is Erik Power 70bhp @ 5000rpm Buell, a former road-racer and Harley Weight 205kg (4501b) dry Top speed 122mph (196kph) engineer, who designed and built an innovative, fully-faired bike called the RR1000, which was successful in twincylinder racing in the 1980s. The RR was followed in 1989 by the RS1200, a Italian Marzocchi forks were matched roadster whose half-fairing had the with a rear shock set horizontally advantage of leaving the all important beneath the engine. The RS1200 roared 1200cc Sportster V-twin unit in view. to over 120mph (193kph) and handled The key to the Buell was its tubular well, but its high price kept sales low. steel frame, which held the engine via Erik Buell’s big break came in 1993, an ingenious rubber-mounting system. when Harley-Davidson — looking for a A Z O F MOTORCYCLES way to diversify into the sportsbike new Buell firm launched its first bike: production levels allowed a lower price, market without spending a fortune on the S2 Thunderbolt. This too was and Buell now had input from Harley in research and development or alienating powered by Harley’s Sportster engine, development, finance and marketing. its current riders — bought a 49 per cent and used a modified version of the RS With plans for increased exports and a stake in the firm, which was relaunched frame. Reworked styling, new cycle range of models including a roadster as the Buell Motorcycle Company. parts and a free-breathing exhaust based on Harley’s watercooled VR1000 system made this the fastest and best race engine, the Buell Motorcycle Com¬ Buell yet. Equally importantly, higher pany looked set for an exciting future. In 1994, having moved into a newer and larger factory near Milwaukee, the OTHER MAKES ■ ■ LEFT Angel Nieto BULTACO won two 50cc Francisco Bulto founded Bultaco near world titles for Barcelona in 1958 after splitting from Bultaco. Montesa, which he had co-founded, due to that firm’s reluctance to go racing. The ■ new firm built a series of rapid small- Bultaco's trials FAR LEFT stars have included world champion Yjrio Vesterinen. - capacity two-stroke racers through the and Ricardo Torino won a total of four 1960s, and had many high finishes in 50cc world titles in the years up to 1981. Grands Prix. Roadsters included the But by then a series of strikes had rapid 250cc Metralla, which had a crippled Bultaco, and production ended claimed top speed of more than 1 OOmph shortly afterwards. (160kph). Bultaco also specialized in off¬ CABTON road bikes. Sammy Miller’s win on a ■ Sherpa in the 1965 Scottish Six Days Trial One of several Japanese firms that built heralded the two-stroke’s takeover in bikes heavily based on British singles and trials. After the trials world championship parallel twins in the 1950s, Cablon failed was started in 1975, Bultaco won five to survive the more competitive decade of years in a row. In road racing, Angel Nieto the 1960s. 3 5 A Z •* C O F A G I VA CAGIVA ■ MOTORCYCLES C 5 9 3 The last years were the best ones for Cagiva’s 500cc Grand Prix challenge, as the Italian team that had dared take on the mighty Japanese factories in racing’s toughest class finally won races in 1992 and 1993 — and saw John Kocinski briefly lead the 1994 500cc world ■ ABOVE John Kocinski won the US most notable of which has been the race- championship on the bright red Grand Prix in 1 993, and briefly led the replica Mito — a fine-handling 1 OOmph V-four. Then Cagiva quit Grands Prix, championship in 1994. (160kph) machine that has been amid reports of financial problems for regularly updated to provide cutting-edge the group that owned Ducati, MV style and performance. Agusta, Morini and IJusqvarna as well CAGIVA C 5 9 3 (1993) as the Cagiva brand name. Engine Larger capacity Cagivas have Watercooled 80-degree included the 900 and 750cc Elefant V-four crankcase reed-valve trail bikes, derivatives of which have two-stroke been successful in desert racing. The brothers Claudio and Gianfranco, but Capacity 498cc (56 x 50.6mm) firm’s withdrawal from Grands Prix in the firm has produced some impressive Power 178bhp @ 12,500rpm 1995 allowed more resources to be put roadsters since it was set up on the site of Weight 132kg (2901b) into development of an exciting new Top speed 191mph (306kph) Racing has always been the first love of Cagiva’s owners, the Castiglioni the former Aermacchi Harley-Davidson range of 750 and 900cc four-cylinder factory at Varese in 1978. Cagiva’s rapid machines destined for the street and growth was based on 125cc two-strokes, World Superbike racetracks. 3 6 OTHER MAKES ■ ■ CASAL LEFT Cotton's Telstar racer of the mid-1960s used a When Casal began production of its 30bhp Villiers single-cylinder small-capacity two-strokes in the mid- engine. 1960s it relied on Zundapp engines. The ■ BELOW LEFT Trials star Portuguese firm has since developed its Dave Thorpe in action on a own powerplants, and continues to build 250cc CCM in 1979. mainly 50cc bikes for the home market. ■ C (J M After building big-single motocross bikes based on BSA’s B50 in the 1970s, British specialist CCM was taken over by the build bikes in 1913 and won many races Armstrong car components firm. Founder with them. But the American firm’s Alan Clews bought the company back in roadsters were not profitable. Bigger the mid-1980s and produced Rotax- firms, including Harley-Davidson and engined motocross and trials bikes. Indian, introduced eight-valve racers of their own, and Cyclone production lasted ■ COTTON only for a few years. Most of Cotton’s production in the 1950s CZ and 1960s consisted of modest roadsters ■ with Villiers two-stroke engines. The Czech firm CZ began building bikes in firm had some racing history, though, and the 1930s, and won several motocross its “coTTon” badge was inspired by world titles with its single-cylinder two- Stanley Woods’ Isle of Man win in 1923. strokes in the 1960s. After the Second World War CZ was nationalized and ■ ■ ABOVE The 1994 version of Cagiva's 125cc Mito featured a 30bhp two-stroke engine, aluminium beam frame and styling inspired by Ducati's 916. ■ OPPOSITE Cagiva's V4 has generally been the most stylish, if not the fastest, of the factory 500s. ■ RIGHT Cagiva's Elefant 900 was a sophisticated trail bike powered by a Ducati V-twin engine. CYCLONE produced utility roadsters in Famous for its exotic lOOOcc, overhead- collaboration with Jawa, before Cagiva camshaft V-twins, Cyclone began to took control of the company in 1992. A Z O F MOTORCYCLES Douglas ■ DOUGLAS DRAGONFLY models had boxer engines in line with rear shock units, the handling was The flat-twin engine was Douglas’s the bike, including the banked sidecar excellent. But although the Dragonfly trademark, and the firm from Bristol outfit that versatile racing star Freddie cruised smoothly and comfortably at concentrated on that layout from 1906 — Dixon used to win the 1923 sidecar 60mph (96kph), its low-rev performance when the Douglas family began building TT. Roadsters such as the K32 were and 75mph (120kph) top speed were bikes previously known as Fairys — among the most sophisticated of moderate, and sales were not enough to until its demise in the late 1950s. Early the 1930s. keep Douglas in business. Later boxers such as the 350cc T35 of 1947 mounted the cylinders DOUGLAS DRAGONFLY ( 1 955) Engine across the frame in BMW style, but Aircooled 4-valve OHV although performance was good Douglas pushrod flat-twin gained a reputation for dubious quality Capacity 348cc (60.8 x 60mm) of both workmanship and materials. The Power 17bhp @ 6000rpm last and best model was the 350cc Weight 166kg (3651b) Dragonfly, which was launched in 1955 Top speed 75mph (120kph) and featured a headlamp nacelle that blended into the fuel tank. Aided by stout Earles forks and well-damped twin ■ ABOVE The Dragonfly’s 348ec flat-twin engine was not highly successful, lacking real smoothness at low revs. ■ LEFT Flowing styling and a Reyn olds-Earles pivoted front fork gave the Dragonfly a distinctive look. ■ RIGHT Early Douglas twins, such as this 2. 75bhp model from 1914, had cylinders in line with the bike. ■ FAR RIGHT Douglas introduced the disc brake on this 6bhp racebike in 1922. OTHER MAKES used by Audi. Numerous racing successes ■ DAIMLER included Ewald Kluge’s 1938 Junior TT German engineer Gottlieb Daimler is win on a supercharged 250cc split-single. credited with building the world’s first After the Second World War the Zschoppau motorcycle, the wooden-framed Einspur factory was taken over by MZ, and DKW that was first ridden by his son Paul in moved to Ingoldstadt in West Germany. In 1885. Daimler had no great interest in 1957 the firm joined the Victoria and motorcycles, and shortly afterwards Express companies in the Zweirad Union, abandoned the project to concentrate on but in 1966 this was bought by two-stroke automobile development. ■ D E RB I Barcelona firm Derbi’s name showed its engine manufacturer Fichtel & Sachs, who ■ ABOVE Daimler’s 265cc Einspur had a dropped the DKW name. top speed of about 8mph (12kph). ■ roots, DERivados de BIcicletus meaning DM W Wolverhampton-based DMW was founded “derivative of bicycles” — which is what during the Second World War to make they had built until the 250cc Super was suspension systems for rigid framed bikes, released in 1950. Early motorcycles and progressed to building complete mach¬ included a 350cc twin but in the 1960s ines in 1947. Most were Villiers-engined Derbi concentrated on small-capacity two-strokes, notably the 250cc. twin- bikes such as the racy 49cc and 74cc cylinder Dolomite. Roadster production Grand Sports. The firm’s successful ended in 1966, although DMW continued challenge in Grand Prix racing’s smaller to build trials bikes on a limited basis. classes culminated in Angel Nieto winning five 50cc and 125cc world titles between 1969 and 1972, when Derbi pulled out to concentrate on road bikes and motocross. Over a decade later the firm returned to ■ ABOVE Spanish stars and Derbi team¬ mates Jorge Martinex and Alex Criville were closely matched at Jerez in 1 988. ■ DNEPR For many years Ukrainian firm Dnepr has built shaft-driven flat-twins based on BMW designs from the 1940s. The Dnepr 11 was Grands Prix to win a string of titles with a 649cc twin, producing 36bhp. Designed another legendary Spanish rider, Jorge for use with a sidecar, it had a reverse gear “Aspar” Martinez. and a top speed of about 75mph (120kph). The broadly similar military-style Dnepr ■ D KW 16 outfit featured drive to both rear wheels. Founded by Danish-born Joerge Rasmussen, two-stroke specialist DKW ■ began building bikes in 1920 and by 1928 DOT’s Lancashire factory built Villiers- had become the world’s largest manufact¬ engined trials anil motocross two-strokes in urer with a production of over 100,000 the 1950s and 1960s. The firm’s best machines. In 1932 DKW merged with ■ Audi, Horsch and Wanderer to form Auto Union, giving the four-circle logo still DOT above The SB500 Luxus became the decade was the 1920s, when DOT riders 300,000th DKW bike to be built when it competed in the TT and its roadster range rolled off the German firm’s line in 1935. included a J OOOcc JAP-powered V-twin. A •* Z O F MOTORCYCLES D U C A T I ■ DUCATI 250 DESMO In 1926 the Ducati brothers, Adriano DUCATI 250 DESMO (1975) and Marcello, founded a company in Engine Bologna to produce electrical compo¬ nents. Badly damaged in the Second World War, the factory was taken over by the government in exchange for their Aircooled 2-valve SOHC desmodromic single Capacity 249cc (74 x 57.8mm) Power 30bhp @ 8000rpm Weight 132kg (2901b) wet Top speed 95mph (152kph) investment. Ducati looked for new opportunities, and in 1946 began producing the Cucciolo, a 50cc fourstroke engine that clipped onto a bicycle frame and sold in huge numbers. In for adopting the desmodromic system of 1954 the firm appointed a new chief valve operation — that is valves closed designer, Fabio Taglioni, who would be by a cam, rather than springs — that lias responsible for many great bikes, and become the company’s trademark. ■ ABOVE Taglioni’s classical single, featured bevel shaft, single overhead cam and desmo valvcgear. ■ LEFT The 250 Desmo single’s uncompromising approach was emphasized by its simple and elegant styling. A ■ ABOVE LEFT D ucati’s first engine was the 50cc Cucciolo, or “little pup”, which clipped to a bicycle. ■ ABOVE RIGHT The 450cc desmo engine teas also used to power a successful Street Scrambler model. ■ ABOVE By 1955 Taglioni had produced the Z O F MOTORCYCLES The fastest and best singles of all lOOcc Grand Sport, known as the were the Desmo roadsters, produced in Marianna, whose single-cylinder engine, 250, 350 and 450cc versions from the with overhead camshaft driven by bevel early 1970s. With sleek, simple styling shaft, would provide Ducati’s basic for¬ by Leo Tartarini, they were sportsters mat for the next 20 years. The single with clip-on bars, rearset pegs and was very successful in events like the single seats. Both larger models were Giro d’ltalia, and in 1958 a 125cc desmo capable of over 1 OOmph (160kph), and racebike won several Grands Prix and even the smallest Desmo came close, finished second in the world champion¬ with reasonable smoothness and fine ship. Duccati’s range grew with singles handling to match. Ducati also built a like the 175cc Sport of 1957, and the Street Scrambler version of the single, 1964 model 250cc Mach 1 - fast, light, which sold well and was a predecessor stylish and successful on road and track. of modern trail bikes. The 1 OOcc Grand Sport, TaglionVs first design for Ducati, set the tone for many future models. ■ RIGHT Fine handling was always one of the light, firmly suspended Ducati singles’ assets. 4 1 A Z O F MOTORCYCLES ■ OPPOSITE Top- class suspension and a rigid frame gave the 900SS excellent handling at speed. D U C AT I DUCATI ■ 900SS with a taut chassis, top-class cycle parts 864cc to produce the 900SS, whose Lean, loud and built purely for speed, and a racy riding position to provide maximum of 79bhp and generous mid¬ Ducati’s 900SS was the most single- performance that few rivals could range torque gave great acceleration and minded and arguably the finest of the approach. Its gaping, filterless 40mm a top speed of over 130mph (209kph). great Italian sportsters of the 1970s. The (1.5in) Dell’Orto carburettors, free- 900SS combined a potent V-twin engine breathing Conti pipes and lack of such The 900SS carried virtually no com¬ ponents that were not strictly necessary, niceties as electric start or pillion seat, left no doubt about its aggressive nature. DUCATI 900SS (1975) Engine Ducati had released its first V-twin, Aircooled 4-valve SOHC the 750GT, in 1971 and followed it desmodromic- 90-degree shortly afterwards with the tuned 750 V-twin Sport, an unfaired roadster with bright Capacity 864cc (86 x 74.4mm) yellow paintwork. Paul Smart’s victory in Power 79bhp @ 7000rpm the 1972 Imola 200 inspired the Weight 188kg (4141b) Bologna firm to build a street-legal Top speed 132mph (21 lkph) replica called the 750SS with desmodromic valve operation like the racer’s. In 1975 the engine was enlarged to ■ ABOVE Big Dell'Orto carbs and thunderous Conti pipes helped the desmo V-twin produce 79bhp. ■ LEFT The original 900SS was the most singleminded of all 1970s superbikes a pure-bred racer on the road. 4 2 A and the bike’s light weight, strong Z O F MOTORCYCLES Hailwood Replica of the 900SS in 1979. ■ tubular steel frame and firm Marzocchi Like the standard 900, it remained in the Imola 200 in 1972 gave the reputation suspension parts gave unshakeable production until 1984, steadily losing its high-speed handling. A useful cockpit performance edge due to tightening ■ fairing, Brembo brakes and elegant emissions laws and Ducati’s growing Bike’s 1978 TT win with a successful styling added to the charm of a bike that financial problems, which led to the Hailwood Replica V-twin. could be raced successfully in produc¬ state-owned firm being taken over by tion events with few modifications. Cagiva in 1985. TOP Paul Smart’s legendary victory at of Ducati’s V-twins a big boost. ■ ABOVE BELOW Ducati celebrated Mike the The 750 Sport of the early 1970s featured a 56bhp V-twin engine. Ducati’s success in the 1970s owed much to two racing victories, both by Englishmen but in very different circumstances. Paul Smart’s unexpected win at the prestigious Imola 200 in April 1972 was a landmark. Smart finished just ahead of team-mate Bruno Spaggiari, beating several factory entries including MY Agusta’s Giacomo Agostini, for a result that did much to establish the Ducati name worldwide. Six years later came another famous day, when Mike Hailwood returned from retirement to win the Isle of Man Formula One TT. Hailwood’s emotional victory on the red and green Sports Motorcycles V-twin, at an average speed of 108.51mph (174.6 kph), led to Ducati producing a limited edition 4 3 A Z O MOTORCYCLES F ■ LEFT Superb handling combined with style and power to make the 916 an instant classic. D U C AT I DUCATI ■ 916 state-of- Rarely has a new motorcycle generated the-art as much excitement as Ducati’s 916 did suspension on its launch in 1994. The bike’s styling technology was feline and gorgeous, from the sleek with the scarlet nose of its twin-headlamp fairing, strength and via a single-sided swing-arm, to the simplicity of tailpiece from which emerged twin high- Ducati’s traditional level silencers. Its fuel-injected V-twin tubular steel frame. engine was magnificent, churning out The 916, designed by a mid-range torque and a peak of 114bhp. team headed by former And its chassis was sublime, combining Bimota co-founder Massimo Tamburini, was the ultimate development of the watercooled, ■ DUCATI 916 (1994) eight-valve desmodromic V-twin Engine Watercooled 8-valve DOHC series that had begun with Massimo desmodromic 90-degree Bordi’s 851 Strada in 1988. The 851 enlarged to 888cc, giving additional V-twin had brought Ducati, revitalized under speed and poise. Capacity 916cc (94 x 66mm) Cagiva’s control, roaring into the 1990s, Power 1 l'lblip @ 9000rpm combining the V-twin’s traditional a top speed of 160mph (257kph), even Weight 195kg (4291b) torque and charm with a new-found more mid-range acceleration and the 160mph (257kph) refinement. Over the next few years the addictive feel that only a V-twin can Top speed Bologna firm’s flagship was reshaped, its provide. Its uprated chassis gave light chassis was revised and its engine was steering with impeccable stability, plus BELOW The 916 was beautiful, from its sharp nose to its high-level silencers. 4 4 The 916 raised the stakes again, with A ■ BELOW /n ■ RIGHT Z O F MOTORCYCLES The 1990 French ace sophisticated eight• Raymond Roche valve 851 (left) began Ducati’s was joined by the world Superbike simpler, four-valve domination. 900$S in 1989. huge amounts of cornering clearance Ducati also developed a fine line of uprated and reshaped to produce a and grip. Parent company Cagiva’s less high-tech V-twins, after reviving the thrillingly raw superbike. In the financial problems resulted in delayed 900SS name for a new SOHC, two- following years the 900SS line was production, increasing the demand for valves-per-cylinder desmo sportster in broadened to include the single-seat what had already been the most eagerly 1989. That red and white model suffered Superlight and the stylish, unfaired awaited new bike for years. Everyone from mediocre carburation and M900 Monster, plus lookalike Super who finally got to ride the 916 knew that suspension, but two years later it was Sport models in 750 and 600cc sizes this was a very special motorcycle. Much of Ducati’s sales success in the 1990s was due to domination of the World Superbike Championship, in which the Italian firm benefited from rules allowing twin-cylinder bikes a capacity and weight advantage over fours. Frenchman Raymond Roche won the title in 1990, and American Doug Polen followed with successive championships on the factory V-twins. After coming second to Kawasaki’s Scott .Russell in 1993, Britain’s Carl Fogarty gained revenge with victory on his works 916 the following season. ■ ABOVE AND INSET LEFT The M900 Monster’s brutal styling and wheelie-happy performance made it a big hit. 4 5 A Z O F MOTORCYCLES ■ LEFT The Indian-built Bullet, seen here in Madras, has also become an export success for Enfield. ■ ENFIELD BULLET 500 much-improved front brake. By modern The single-cylinder Bullet was one of standards the Enfield was inevitably the most popular models of Britain’s old crude, with modest acceleration, a real¬ Royal Enfield firm, which manufactured istic cruising speed of 65mph (104kph), the simple, light bike between 1949 and considerable vibration and harsh 1962, initially in 350cc and later in handling. It was also cheap, economical, 500cc form. The Bullet was widely reliable and provided an unmistakable exported, and was used by the Indian classic feel that some riders enjoyed. armed foi^es. In 1958 production was started in Madras, using machinery from the old Royal Enfield factory. The 350cc bike sold well in India, and by the mid1980s it was also being exported to countries including Britain. The 500cc model followed a few years ENFIELD BULLET 500 (1990) later and was also successful, despite its Engine Aircooled 2-valve OHV basic layout having remained un¬ pushrod single changed since the mid-1950s. The Capacity 499cc (84 x 90mm) pushrod-operated engine produced Power 22bhp @ 5400rpm 22bhp, and was held in a simple tubular Weight 169kg (2701b) Top speed 80mph (128kph) steel frame. For domestic use many of the details had changed little, too, but export bikes incorporated numerous refinements including a ■ BELOW The 500cc Bullet was built in 1990 but looks almost identical to its predecessor of the 1 950s. A Z O F MOTORCYCLES RIGHT Bullet handling is inevitably ■ crude but can be uprated by specialists such as Fritz Egli. ■ OPPOSITE MIDDLE Even when tuned the pushrod Bullet engine lacks power, but it is economical and fairly reliable. OTHER MAKES ■ ■ ECOMOBILE LEFT The amazing 170mph (273kph) Turbo Ecomobile combined superbike Looking like a large, wingless glider, the speed and cornering ability with sports Ecomobile produced by Swiss engineer car comfort. Arnold Wagner was one of the most unusual machines on two wheels. The first versions, produced in 1982, held a BMW flat-twin engine in the Kevlar/fibreglass monocoque body. In 1988 the design was uprated using the four-cylinder K100 engine, giving the streamlined Ecomobile a top speed of over 150mph (241kph). uprated its chassis to produce the consi¬ derably improved Swiss Finish Bullet. ■ EGLI Swiss engineer Fritz Egli has built chassis, invariably featuring his trademark largediameter steel spine frame, for a huge variety of engines since starting with the Vincent V-twin on which he became Swiss racing champion in the late 1960s. In the 1970s he turned to four-cylinder Hondas and Kawasakis, and his bikes were highly successful in endurance racing. In recent years he has produced his first HarleyDavidson special. And as the Swiss and Austrian importer of Enfield Bullets, he tuned the Indian-made single’s engine and ■ ELF The string of racebikes backed by French petrochemicals giant Elf were some of the most innovative of recent years, all using non-telescopic suspension of various designs. Radical early models such as the Honda-powered Elf E endurance racer of 1981 pioneered features including carbon fibre disc brakes. In 1985 Elf moved into Grands Prix with backing from Honda, using a more conventional forkless chassis. Despite a works V-four engine, British rider Ron Haslam could never make the Elf 3 truly competitive, and Elf pulled out after the 1988 season. Honda’s involvement yielded benefits including ■ ABOVE Ron Haslam lifts the Elf 3’s forkless front wheel at the 1988 French Grand Prix. development of the single-sided swing-arm found on many recent roadsters. Ehrlich built a 125cc racer on which Mike Hailwood scored good results. After a ■ EMC successful move to F3 car racing Ehrlich Austrian-born two-stroke tuning wizard Dr returned to bikes in the early 1980s, when Joe Ehrlich came to England in the 1930s his 250cc Rotax-engined racers were and set up his Ehrlich Motor Co in London highly competitive in Grands Prix and the after the War. His Model S and Model T TT. After another absence, the veteran nicknamed Lucifer’s Hammer, was fast, 350s used unusual split-single engines, Dr Joe — now in his 80s — returned with loud and powerful. and were unsuccessful. In the early 1960s yet another EMC racebike in 1995. ■ ABOVE Egli’s 1983 Harley special, A - Z OF MOTORCYCLES Excelsior ■ EXCELSIOR MANXMAN Excelsior became Britain’s first motor¬ cycle manufacturer when it began selling bikes in 1896 under the firm’s original name of Bayliss, Thomas and Co. In 1910 the company’s name was changed 250cc Mechanical Marvel — which won to Excelsior, following the demise of a the Lightweight TT in 1933. German manufacturer of the same name SKgSg* 'islIBp! That result increased interest in Excelsior specialized in small-capacity Excelsior and led to the firm producing bikes and produced racers, notably the a replica racer, but a loss of nerve by the A Z O F MOTORCYCLES tM EXCELSIOR MANXMAN 250 OTHER MAKES (1936) Engine when Excelsior fell victim to the EXCELSIOR Depression, the factory had taken over Aircooled 2-valve SOHC ■ single The American motorcycles of this name production of the four-cylinder were built in Chicago by the Schwinn Henderson, becoming America’s third bicycle company, and ranged from small largest marque behind Indian and two-strokes to the big four-stroke V-twins Harley-Davidson. Excelsior’s best known Capacity 246cc (63 x 79mm) Power 25bhp approx Weight 132kg (2901b) dry for which Excelsior was famous. The firm model was the Super X, a 750cc (45ci) Top speed 80mph (128kph) built its first machine in 1907. By 1931, V-twin introduced in the mid-1920s. After the Second World War, Excelsior engineers — who thought club racers 250cc form, and was later produced in would be unable to maintain such a com¬ 350 and 500cc capacities too. Its good concentrated on Villiers-engined two- plicated engine — prompted a simpler performance and impressive strength stroke roadsters such as the 250cc motor with a single overhead camshaft. made the single popular with road riders Viking and Talisman, but sales fell and The Manxman was released in 1935 in and club racers. production came to an end in 1962. ■ OPPOSITE TOP A Manxman at speed on the TT circuit from ivhich its name is derived. ■ OPPOSITE MIDDLE The Excelsior’s SOHC engine, seen here in 350cc form, was simple and reliable. ■ OPPOSITE BELOW As well as being a competitive racer, the Manxman was a popular roadster in the late 1930s. ■ RIGHT Excelsior’s 250cc four-valve Mechanical Marvel was ridden to TT victory by Sid Gleave in 1933. A Z O F MOTORCYCLES ■ BELOW AND BOTTOM In 1911, feu) bikes could even approach the sophistication of the FN’s four-cylinder F ]\ ■ engine and shaft final drive. FN FOUR The world’s first mass-produced four- FN FOUR (1911) cylinder motorcycle was the Belgian- Engine Aircooled 8-valve inletover-exhaust in-line four built FN, which was a revelation when it was introduced in 1904. The company Capacity 491cc had been founded near Liege in 1899 to Power 4bhp Weight 75kg (1651b) dry Top speed 40mph (64kph) manufacture arms and ammunition, and began making single-cylinder bikes in 1902. But it is the four-cylinder bike, designed by Paul Kelecom, for which FN is remembered. The 362cc in-line engine was notable for its high tension despite its remarkable engine. But the updated 748cc four was introduced just magneto ignition and fully-enclosed FN was far more than that, and would be before the First World War during which shaft final drive; the chassis incorpor¬ gradually updated over two decades of the occupied factory produced bikes for ated one of the earliest forms of production. Engine capacity grew to the German army. The FN did not telescopic forks. 412cc and then to 491cc in 1911, by recapture its popularity after the War, which time the FN Four produced about although a 1923 redesign — when chain magazine to regard it as more of a 4hp, had gained a clutch and two-speed final drive replaced the shaft — kept the curiosity than a practical motorcycle, gearbox, and was capable of 40mph. An model going for three more years. Initial doubts led France Automobile . ...... ., . FL 2112 A Z O F MOTORCYCLES OTHER MAKES ■ ■ FANTIC LEFT Helmut Fath won the After starting production in the 1960s, 1968 sidecar Fantic gained a reputation for small- world title with his own four- capacity two-strokes, particularly the cylinder URS. range of Caballero trail bikes. The Italian firm has built many bikes for motocross and particularly trials, where it has been a leading contender for many years. ■ FATH German racer-engineer Helmut Fath’s greatest achievement came not in 1960, when he won the world sidecar championship for the first time, but eight years later, when he returned from serious injury to regain the title on a machine he had designed and built himself. The URS, named after Fath’s village of Ursenbach, was a 500cc DOHC transverse four that revved to 15,000rpm and produced a reported 80bhp. The URS was also raced as a solo using chassis from Seeley and Metisse, most successfully in 1969 by veteran German Karl Hoppe. After selling his team to Friedel Munch, Fath built a powerful 500cc flat-four two-stroke engine that was raced in both solo and sidecar classes in the 1970s. ■ ■ FRANCIS-BARNETT Never the most glamorous of manufact¬ start in 1919 until its demise in 1966. The firm’s most famous model was the 250 Cruiser of the 1930s, which combined its single-cylinder Villiers two-stroke engine with pressed-steel leg-shields, large mud¬ guards and partial engine covers. In 1947, the Coventry firm was taken over by Associated Motor Cycles, after which it continued to build small-capacity roadsters, as well as trials and scrambles bikes, profitably for several years. But the rise of Italian scooters hit sales, and Francis-Bamett’s attempt to design and build its own engines was unsuccessful. “Fanny-B” returned to Villiers engines for its single and twin-cylinder models, also called Cruisers, in the 1960s. ■ RIGHT This single-cylinder Francis- Barnett Falcon provided reasonable small-capacity performance in 1959. The bodywork of this 1936- rider useful protection. urers, Francis-Barnett. specialized in producing economical roadsters from its ABOVE model Francis-Barnett Cruiser gave its ■ ABOVE Fantic is known for trials bikes such as this 125cc, seen tackling the Scottish Six Days Trial in 1991. A •* Z O F MOTORCYCLES G I L E R A GILERA SATURNO ■ Gilera was one of motorcycling’s big names in the 1950s, racing with great success and building some fine road¬ sters. The firm was founded by a youth¬ ful Giuseppe Gilera in 1909, and represented Italy in the International Six Days Trial in the 1930s. Gilera’s most famous roadsters were four-stroke singles, notably the 500cc Saturno that was much loved for its blend of clean, handsome styling and lively performance. The Saturno was designed and briefly raced just before Italy entered the GILERA SATURNO (1951) Second World War but was first Engine Aircooled 2-valve OHV pushrod single produced in 1946, in Sport, Touring and Competition versions. Early models had Capacity 499cc (84 x 90mm) girder forks and Gilera’s own brand of Power 22bhp @ 5000rpm rear suspension — horizontal springs in (Sport version) tubes, with friction dampers. Telescopic forks and vertical shocks were intro¬ ■ ABOVE In recent years, the once-proud duced in the early 1950s. The bike Gilera name has only been used for quickly became popular thanks to its Piaggio-built scooters. Weight 170kg (3741b) dry Top speed 85mph (136kph) ■ LEFT The Saturno racer,s look and performance changed little throughout most of the 1 950s. 5 2 A ■ Z O F MOTORCYCLES OPPOSITE The modern Saturno ivas a sporty roadster with traditional red finish and single¬ cylinder engine. excellent road-going performance and ■ LEFT The CXI 25, a two- some impressive racing results, notably stroke sportster Carlo Bandirola’s win at the new introduced in Sanremo circuit in 1947, which led to 1991, featured the Saturno racer being known as the single-sided Sanremo. suspension at front and rear. Saturnos were not competitive at Grand Prix level but continued to be raced successfully in Italy several years after production had ended in the late 1950s. But by then Giuseppe Gilera had lost enthusiasm following the early death, of a heart attack, of his son Feruccio in 1956. In 1969 the company was sold to small-bike specialist and Vespa scooter producer Piaggio, who developed a range of new models in the late 1980s. These included a new Saturno, a stylish 500cc four-stroke single with half¬ the CX125, an innovative two-stroke that the company could ill-afford. In fairing, disc brakes and single-shock sportster with forkless front suspension. 1993 Piaggio announced the closure of rear suspension, which was produced Sales, however, were moderate, and the factory at Arcore, near Milan, mainly for export to Japan. Later models Gilera’s 250cc Grand Prix comeback in although the Gilera name continued to included the Nordwest 600 single and 1992 was sadly an expensive failure be used for scooters. OTHER MAKES ■ ■ GARELLI LEFT Angel Nieto cornering his 125cc works Garelli. When Garelli began production in 1913 it was with an unusual 350cc twin-pistoned two-stroke single, which won many races. Recent production has concentrated on ■ FAR LEFT Spain’s trials superstar Jordi Tarres takes a rare “dab” to steady his factory Gas-Gas. small-capacity two-strokes and mopeds. ■ GAS-GAS Garelli’s most successful racing years Spanish specialist firm Gas-Gas has made were the 1980s, when the Italian firm’s a huge impact in trials over recent years, monocoque-framed 125cc parallel twins, scoring numerous wins through their acquired from Minarelli, won seven conse¬ riders, including the great Jordi Tarres cutive world titles at the hands of Fausto who clinched his seventh world champion¬ Gresini, Luca Cadalora and Angel Nieto. ship in 1995. A Z O F MOTORCYCLES ■ LEFT Piero Remor’s 500cc powerplant set the pattern for modern transverse fourcylinder engines. ■ G I L E R A liiBLU leaves the engine visible. V If 4/ ■'V,$ \ m . ■ GILERA 5 0 0c c BELOW Unlike the “dustbin”fairings often used, this 1956 Gilera’s fly-screen ■..., . >■«WkWMKe^r^- FOUR Gilera’s 500cc four-cylinder racer made even more of an impact than its impressive haul of six world champion- supercharger, and was producing an tHbIv H ■ OF MOTORCYCLES A R L E Y - D AV I D S O N HARLEY-DAVIDSON ELECTRA ■ LEFT Harley introduced fuel- GLIDE injection with the For many people the Electra Glide is the range-topping Ultra quintessential Harley-Davidson: big, Classic Electra simple, traditional, ostentatious; a bike Glide in 1995. built by Americans, for Americans, for travelling across the vast country of its ■ birth. More than just a comfortable, BELOW This 1978 Glide shows slow-revving V-twin tourer, the Electra classic features, Glide has become a rumbling, rolling including big symbol of two-wheeled freedom - albeit fenders, fat tyres one hampered over the years by dubious and lots of chrome. reliability, handling and braking. The Electra Glide was launched in 1947. The legendary name followed a suspension. With high handlebars, big 1965, when Harley added an electric pattern; the 1949 model Hydra-Glide gas tank and fenders, footboards, a starter to the 74ci (1200cc) V-twin that featured hydraulic front suspension and single saddle, and fat white-wall tyres had been steadily developed since the Duo-Glide of 1958 had added rear on wire-spoked wheels, the Electra A Z O ■ F MOTORCYCLES LEFT The Hydra-Glide teas introduced in 1 949, taking its name from its new hydraulic front forks. to benefit from the hugely improved alloy Evolution engine introduced by a revitalized Harley in 1984 - from which point it has been success all the way. In 1995, the range-topping Ultra Classic Electra Glide debuted the fuelinjection system designed to take Harley’s faithful aircooled, pushrod Vtwin towards the 21st century. The Electra Glide may have been the most famous Harley, but the Softail HARLEY-DAVIDSON ELECTRA model introduced in 1984 was perhaps GLIDE (1965) Engine the most significant. As well as the new Aircooled 4-valve OHV Evolution engine, the Softail featured pushrod 45-degree V-twin clean, traditional looks and rear Capacity 1198cc (87.1 x 100.6mm) suspension cleverly hidden under the Power 60bhp @ 4000rpm engine to give the illusion of a solid or Weight 350kg (7701b) “hard-tail” rear end. Top speed 95mph (152kph) The Softail marked Harley’s entry into the nostalgia market that has served the company so well ever since. Its most ■ Glide looked elegant. Despite plenty of engine vibration and poor suspension and braking — problems exaggerated by its massive 350kg of weight — the bike ABOVE Styling chief Willie G Davidson, vivid interpretation came in 1993 with grandson of William A, has played a big the Heritage Softail Nostalgia - part in Harley’s recent success. complete with two-tone paint, white-wall M tyres and cowhide patches on both the BELOW The Heritage Softail Nostalgia sums up Harley’s approach to design. seat and the saddlebags. was well received. Just a year later, in 1966, Harley changed the engine from the Panhead to the Shovelhead — named after the shape of their cylinder head covers — which added a modicum of reliability. Other changes over the years included adding a fairing and hard luggage, enlarging the V-twin lump to 80ci (1340cc) in 1978, and rubber-mounting the powerplant to combat vibration. All helped make the I Glide ride better and in more comfort. The biggest shake-up in Harley- l Davidson history came in 1981 when I the management, led by Vaughn Beals, i raised the money to buy Harley from i parent company AMF, under whose : control in the 1970s Harley had seen a t deterioration in quality and sales. The ( Electra Glide was one of the first models 6 3 A - Z OF MOTORCYCLES ■ BELOW Harley’s XR750 engine features big cooling fins, extra-strong cases and gearshift on the right side. ■ Harley-Davidson ■ HARLEY-DAVIDSON BOTTOM The lean purposeful look of the XR is partially ruined by the massive muffler on the left side. while retaining almost the same look RS750, which was based on a CX500 V- XR 7 5 0 and layout. The XR was introduced in twin engine turned through 90 degrees. One bike has dominated American dirt- 1970, when race-team manager Dick But the XR750 has generally ruled the track racing since the early 1970s: O’Brien put a modified Sportster engine roost, with championships for riders Harley’s XR750, the thundering V-twin into the chassis of Harley’s outdated KR including Jay Springsteen, who won that has captured countless victories racer. The result was initially three in a row from 1976-8, and Randy underpowered, unreliable and unsuccessful; the original XR’s best HARLEY- DAVIDSON XR750 (1978) Engine performances were arguably made by car-jumping stunt rider Evel Knievel. Aircooled 4-valve pushrod OHV 45-degree V-twin But in 1972 the XR’s iron-barrelled engine was replaced by a new Capacity 750cc (79 x 76mm) aluminium V-twin, and Mark Brelsford Power 95bhp @ 8000rpm won the first of its many titles. Weight 145kg (3191b) wet The Harley has not always been on Top speed 130mph (209kph) top since then. Yamaha’s Kenny Roberts won in 1973 and 1974, and in the mid1980s Honda won four titles with the A Z O F M O T O R C Y C L E S ■ LEFT Rodney Ferris crouches low and revs his Harley XR750 towards 130mph (209kph) at the Sacramento Mile. ■ FAR LEFT TOP Scott Parker and his factory XR have been successful in recent seasons. ■ FAR LEFT BOTTOM Italian star Walter Villa won four 250 and 350cc world titles in the mid-1970s. ■ BELOW Harley revealed a new generation of Vtwin technology in the alloy-framed V1000 racebike. Goss, a double champion in the early two lap records on his fully-faired XR, a new era for the American firm. With 1980s. Most successful of all has been finishing joint top rider with British its modern twin-beam aluminium frame, Scott Parker, who in 1994 clinched his Triumph ace Ray Pickrell, and proving the VR had little apart from its V-twin fifth national championship and record once and for all that Americans could layout and its colour scheme in common 60th race win - all on the XR750. ride road-race bikes with the best. with previous Harleys. The VR was first Since 1980, Harley has not built Harley recently produced a very complete XRs, instead selling engines different competition machine in the Miguel Duhamel, and remained down on which are then built into bikes using VR1000, a road-racer whose fuel- power compared to rival Superbikes a parts from firms such as frame specialist injected, watercooled, DOHC eight- year later. But Harley showed no signs Champion. A modern XR750 produces valve, 60-degree V-twin engine heralded of giving up the fight. over lOObhp, and reaches over 130mph (209kph). In over 30 years the lean and purposeful XR look has barely changed, despite the appearance of upside-down forks, cast wheels, rear brakes - early XRs had none at all — and huge silencers. Many road machines have copied its style, including Harley’s own 1983 model XR1000, and Sportsterbased XR specials from firms such as Storz Performance and Los Angeles dealer Bartels. The XR750 has never made as good a road racer as it has a dirt-track bike, but the Harley has had its moments over the years. Some of its best performances came from Cal Rayborn at the AngloAmerican match race series in 1972. The Californian won three races and set raced at Daytona in 1994, ridden by dm A - Z OF MOTORCYCLES ■ BELOW By 1920s’ standards, Henderson’s in-line four-cylinder engine urns supremely smooth and powerful. ■ HENDERSON The KJ model, known as the “Streamline ”, was a fast, refined and Henderson ■ BOTTOM inevitably expensive machine. KJ Arguably the finest and most sophisti¬ HENDERSON KJ (1929) cated machines in the years up to 1930, Engine Aircooled 8-valve inletover-exhaust in-line four American-built Hendersons featured four-cylinder engines mounted in-line Capacity 1301cc with the bike. The firm began produc¬ Power 40bhp Weight 225kg (4951b) approx. Top speed lOOmph (160kph) tion in 1911, using the engine layout and long wheelbase format that would become its trademark. Six years later, founder Bill Henderson sold the fii'm to Schwinn, makers of bicycles and Excelsior motorbikes, and left to found In 1929, Henderson reached new with leading-link forks and such details Ace. The Henderson firm continued heights of luxury with the Model KJ, as an illuminated speedometer set into development, and its 1301cc K model of known as the “Streamline”, which the fuel tank. But it failed to sell during 1920 produced 28bhp to give an featured improved cooling to a stronger, America’s Depression, and Schwinn impressive top speed of 80mph 40bhp engine of the familiar in-line halted production in 1931. By then (128kph). Among its several advanced four-cylinder layout. The Streamline was Indian had bought the rights to produce features were electric lighting and a fast — capable of a genuine 1 OOmph Ace machines, and continued to build fully-enclosed chain. (160kph) — and typically advanced, its own four into the 1940s. A Z O F MOTORCYCLES OTHER MAKES ■ HARRIS Brothers Steve and Lester Harris set up their chassis firm in Hertford in the 1970s, and made their name with a series of fine-handling cafe racers, known as the Magnums. These featured Harris-made tubular steel frames, with a range of topquality cycle parts. Engines were normally Japanese fours, ranging from the Kawasaki ZlOOO-engined Magnum 1 of the late 1970s to the recent Magnum 4, powered by Suzuki’s GSX-R motor. Throughout the 1980s Harris produced numerous chassis for racing, and developed aluminium beam frames for road and track. In recent years the firm has been heavily involved in 500cc Grands Prix and, along with French company ROC, has worked in conjunction with Yamaha to produce bikes powered by the Japanese factory’s Y-four engines. ■ HERCULES After building bicycles for several years, Germany’s Hercules produced its first ■ ABOVE The Harris motorbike in 1904. After the Second Magnum 4 held a World War, Hercules concentrated on four-cylinder Suzuki GSX-R engine in a small-capacity two-strokes with engines frame of traditional from Sachs. The firm rapidly built up a steel tubes. large range of bikes in the 1950s, notably its first twin-cylinder model, the 318. This was billed as a luxury tourer, and had a yahaha 247cc engine that produced 12 bhp. Sachs took control of the firm in 1969. The Hercules name survived, notably with the LEFT Steve W2000 of the mid-1970s — the world’s ■ first commercially built Wankel rotary- Harris and brother Lester based their engined motorbike. Its 294cc — or 882cc, 500cc Grand Prix depending how it was measured — motor chassis on Wayne produced a claimed 27bhp at 6500rpm and gave a top speed of almost 90mph (145kph). But the rotary, which was marketed as a DKW in Britain, did not sell well, and recent production has been limited to two-stroke motorcycles of below lOOcc. ■ RIGHT The Hercules/DKW W2000 rotary had lively performance but was not a sales success. ■ FAR RIGHT Post-war Hercules production concentrated on two-strokes such as this enduro machine. Rainey’s factory V. Yamaha. A - Z OF MOTORCYCLES Hesketh ■ HESKETH V1000 When it was launched in 1981, the Hesketh VI000 was billed by its creator as being the finest machine in the world, a two-wheeled Aston Martin which 41 1 L; f N i1 s• ■ LEFT When cruising on an open road, the Hesketh felt impressively fast, smooth and relaxed. would prove that the British could still build motorcycles. Lord Alexander Hesketh had money, he had run a highprofile Formula One car-racing team, and on paper his handsome V1000 was very promising. Its aircooled, 992cc, 90degree V-twin engine, designed by fourstroke specialist Weslake, used twin cams and four valves per cylinder to produce an impressive 86bhp. The ■ Hesketh’s frame was a neat structure of VI OOO’s neat nickel-plated steel tubing, and it held top cjuality motorcycle parts including Marzocchi suspension and Brembo disc brakes from Italy. 6 8 BELOW The bodyivork, nickelplated frame and V-twin engine made an attractive combination. A ■ Z MOTORCYCLES O F ■ ABOVE Hilderbrand & Wolfmiiller’s RIGHT Numerous problems with its engine and gearbox were the main reason for the VIOOO’s failure. ■ BELOW The fully-faired Vampire tourer was as unsuccessful as the VI000. OTHER MAKES ■ HILDERBRAND & WOLFMULLER The world’s first motorcycle to achieve HESKETH V1000 (1982) series production was the 1488cc four- Aircooled 8-valve DOHC stroke built by brothers Heinrich and 90-degree V-twin Wilhelm Hilderbrand, and Alois Capacity 992cc (95 x 70mm) Wolfmiiller. Starting in 1894, the Power 86bhp @ 6500rpm Weight 230kg (5061b) dry Engine Top speed 120mph (193kph) Munich-based partnership produced about 1000 examples of the watercooled parallel twin, which developed 2.5bhp and had a top speed of 25mph (40kph). 1488cc twin, the world's first production bike, revved to just 240rpm. Normal braking was by a steel spoon that pressed on the front tyre, supplemented if necessary by a large rear bar that could Despite an excessive weight of 230kg be released to dig into the road. Motor¬ (5061b), the bike handled and braked cycling’s rapid development at that time very well. It was also reasonably fast and meant the twin soon became outdated, smooth, too, with a top speed of 120mph and production ended in 1897. (192kph) and a pleasantly relaxed cruising feel at 90mph (145kph). But the Hesketh was plagued by problems from the start. In particular, the V-twin engine was noisy, unreliable, leaked oil and suffered from a horribly imprecise ■ HOLDEN Colonel Sir Henry Capel Holden was one of the great characters of motorcycling’s pioneering years. He designed the world’s first four-cylinder motorbike, a 1054cc watercooled, flat-four that was and noisy transmission. Production was built in Coventry between 1899 and delayed, faults were slow to be 1902. The four-stroke engine produced corrected, losses mounted, and Hesketh 3bhp, giving the bicycle-style Holden a Motorcycles went bust in May 1982. The top speed of about 25mph (40kph). following year Lord Hesketh set up a Colonel Holden went on to design new firm to build a fully-faired Vampire Brooklands, the world’s first purpose- tvorld's first four, Holden produced this tourer, but most of the faults remained built race circuit, in 1906. stem-powered bike in 1898. ■ ABOVE Is well as designing the and few were produced. 6 9 A Z O F MOTORCYCLES ■ BELOW LEFT For a 305cc parallel twin, the CB77's smoothness and 95mph (152kph) top speed were impressive. ■ BOTTOM Honda's CB77 and the similar 247cc CB72 were fast, well-made and •* Honda ■ HONDA C B 7 7 The world’s largest motorcycle manu¬ facturer was founded in October 1946, reliable machines. 90cc four-stroke single-cylinder engine design owed much to Germany’s NSU. The first Hondas to make an impact when Soichiro Honda set up the Honda in export markets were the 250cc CB72 Technical Research Institute in a small and 305cc CB77 of the early 1960s. wooden shed in Hamamatsu. Aiming to Sportier versions of the four-stroke provide cheap transport for a population hit by defeat in the Second World War, Honda first bolted army-surplus engines HONDA C B 7 7 ( 1 963) to bicycles. A year later he built his own Engine Aircooled 4-valve SOHC parallel twin 50cc two-stroke engine, and in 1949 Honda and his 20 employees produced Capacity 305cc (60 x 54mm) their first complete bike: the 98cc two- Power 28.5bhp @ 9000rpm Weight 159kg (3501b) dry Top speed 95mph (152kph) stroke Model D„ or “Dream”. Sales were good, progress was rapid and by 1953 Honda had developed the more sophisticated Model J Benly, whose 7 0 A ■ LEFT Soichiro Honda built and raced cars before starting his bike firm in 1 946. ■ BELOW LEFT Honda's first complete bike was the 98cc Model D of 1949. ■ BELOW Clever advertising made the Cl 00 a success. Z O ■ F MOTORCYCLES BELOW Much of Honda's success in the 1960s was due to simple, reliable roadsters like this 125cc Benly. ■ BOTTOM Although it was neither fast nor successful, the CB450 heralded Honda's big-bike challenge. parallel twin C72 and C77 models, the “You meet the nicest people on a displacing 445cc and producing 43bhp, Hondas differed from British twins by Honda”, and by the firm’s decision to the bike, publicized as the “Black using a 180-degree crankshaft, with the sell it in American sports and leisure Bomber” or “Black Hawk”, was a clear pistons rising and falling alternately. goods shops as well as bike dealerships, challenge to the long-dominant British Honda’s conventional pressed-steel the C100 soon became the best-selling twins. In fact, the CB450 turned out to frame, as used on the popular 125cc motorcycle of all time. be smooth, comfortable and softly tuned, CB92, was replaced by a tubular steel The bike that proved Honda was with a top speed of around 1 OOmph structure, holding telescopic forks, twin becoming a major force in motorcycling (160kph). Despite respectable handling shocks and powerful front and rear drum was the CB450 of 1965. Until the CB’s it couldn’t keep up with the British brakes. With a top speed of 95mph arrival, the Japanese firm had been opposition, and was not a great success, (152kph) and good handling, the CB77— content to build small-capacity bikes. but the CB450 signalled the start of known as the Super Hawk in the States But with its DOHC, parallel twin engine Honda’s attack on the big bike market. — was a match for many larger British bikes. It was also reliable and oil-tight, and did much for Honda’s growing reputation — as did Mike Hailwood’s 250cc world championship win in 1961. Of all Honda’s bikes over the years, the most important was arguably the humble C100 Super Cub that was launched in 1958. Combining scooterstyle full enclosure with large wheels and an engine placed in the conventional motorbike position instead of under the seat, the Super Cub offered convenience, economy, reliability, cleanliness and even a certain style. Boosted by the famous advertising line, A Z O F MOTORCYCLES ■ LEFT The CB750’s chassis was less impressive than its engine, but the Honda handled #*> Honda reasonably well. ■ OPPOSITE With its fourcylinder engine HONDA CB750 ■ Modem day motorcycling arrived with Honda’s CB750, which offered a new and front disc brake, the CB750 was in a class of its own in 1969. level of performance and sophistication when it was released in 1969. The CB750 was the first mass-produced four-cylinder bike, a fact emphasized by its impressive array ol chromed tailpipes, and it incorporated an electric starter, disc front brake and five-speed gearbox, all at a competitive price. The CB750 dominated the early 1970s, ■ became known as the first superbike as being powerful, and had a great influence on machines that followed. The CB750’s major attraction was its 736cc, four-cylinder engine, which was 7 2 BELOW As well the 736cc four was smooth, reliable, oil-tight and came fitted with an electric starter. A - Z OF ■ MOTORCYCLES BELOW Ten years-after the first four, the 16-valve CB750K teas unreliable and handled very poorly. ■ BOTTOM Handsome, agile and capable ■ MIDDLE Dick Mann’s 1970 Daytona- of lOOmph (160kph), the CB400 was winning CB750 is seen here ridden by dubbed the “poor boy’s superbike”. racer/journalist Alan Cathcart. brilliance of the original CB750. Although the CB750’s engine formed the basis for many specials and racebikes throughout the 1970s, the Honda made less of an impact on the track than in the showrooms. One racing highlight was veteran American star Dick Mann’s victory at Daytona in 1970, HONDA CB750 ( 1969) which did much to boost the four’s Engine Aircooled 8-valve SOHC transverse four image. Some of the most successful Capacity 736cc (61 x 63mm) endurance bikes of the mid-1970s, Power 67bhp @ 8000rpm which dominated long distance events in Weight 218kg (4801b) dry Top speed 125mph (201kph) straight-four racers were the RCB the hands of riders such as French duo Christian Leon and Jean-Claude Chemarin. The CB750’s success inspired Honda to produce several smaller fours in the smooth, reliable and produced an 1970s, starting with the CB500 that impressive 67bhp. Although the four-pot arrived in 1971, and which was in some motor was an SOHC, two-valves-per- respects an even better bike. Its 498cc, with the CB400. Designed mainly for cylinder design, its development could 50bhp engine gave a top speed of just the European market with flat be traced to Honda’s racing exploits over lOOmph (160kph), and the handlebars, sporty styling and a neat with high-revving twin-camshaft fours in CB500’s reduced size and weight gave four-into-one exhaust system, the the 1960s. The CB750 was a big and improved handling and manoeuvrability. CB400 was much loved for its blend of rather heavy bike with high handlebars, Honda produced another winner in 1975 lively performance and taut handling. intended as an all-rounder. But it still whistled to a top speed of about 125mph (201kph), handled reasonably well and sold in huge numbers worldwide. In the 1970s, Honda did relatively little to uprate the CB750, which meant that it lost ground to newer rivals including Kawasaki’s 900cc Zl, which arrived in 1973. The Honda actually lost some performance, as its engine was detuned to reduce emissions. When it was given a facelift to produce the CB750F in 1976, the new bike’s flat handlebars, racier styling, vivid yellow paintwork and four-into-one exhaust system were let down by a top speed of below 120mph (193kph). The DOHC, 16-valve CB750K of 1979 had an unreliable engine and poor handling, all of which seemed a far cry from the 7 3 A - Z OF MOTORCYCLES ■ BELOW The GLIOOO’s flat-four engine was smooth, powerful and refined. ■ BELOW MIDDLE The Gold Wing name means flying with a first-class ticket. ^ ■ Honda ■ HONDA GOLD GL1000 WING Few bikes provoke such extreme reaction as Honda’s Gold Wing. Much HONDA GL1000 GOLD WING (1975) Engine Watercooled 8-valve S0HC transverse flat-four more than simply a motorcycle, the large and luxurious Wing lias inspired, over Capacity 999cc (72 x 61.4mm) two decades of production, a cult Power 80bhp @ 7000rpm following that no other single model can Weight 260kg (5711b) dry Top speed 122mph (196kph) match. Throughout most of that time it has offered unmatched levels of two¬ wheeled comfort and civility. Yet to many motorcyclists the Wing — always most popular in America, and built in featured shaft drive, twin front disc Ohio since 1980 — is merely brakes and an under-seat fuel tank. The overweight, overpriced and overrated. Wing produced 80bhp, had a top speed The original, unfaired GL1000 Gold BOTTOM Even the original, unfaired GL1000 teas a big, fat and heavy bike. of 120mph (193kph), and accelerated Wing was the world’s biggest and hard despite 260kg (5711b) of weight. heaviest bike when it was introduced in Its smoothness and comfort rapidly won 1975. Most notable for its unique, a large following, especially among watercooled flat-four engine, the GL also middle-aged Americans. A Z O ■ F MOTORCYCLES LEFT Its handling was inevitably ponderous, but the GL1000 was unbeatable for relaxed long-distance cruising. ■ BELOW Gold Wing riders have traditionally been older and more presentable than the average motorcyclist. Many riders fitted accessories to their Gold Wings, prompting Honda to intro¬ had finally come of age. For many owners the Gold Wing The size and sophistication of the Gold Wing reached new levels in 1988 duce a fully-dressed model in 1980. provides an entry to club runs, rallies with the introduction of the GL1500, Called the Interstate in America and the and other social events. The two main powered by an all-new flat-six engine. De Luxe in Europe, it combined an American Wing owners’ clubs each have Fully-enclosed, complete with big enlarged llOOcc engine with a fairing, branches all over the States. Thousands fairing, built-in luggage, cruise control hard luggage and crash-bars. The bike of riders gather together at the annual and an electronic reverse gear to help was a hit, as was the Aspencade — Wing Ding, for entertainment, custom when parking, the GL1500 was the named after a big American rally — that contests, technical seminars and heaviest and most complex Gold Wing was launched two years later with a accessory stands. Similar meetings are yet. More to the point, it was also the sound system, passenger backrest and called Trefferns in Europe, where there fastest, smoothest and most responsive. on-board compressor for the air are Gold Wing owners’ groups in 15 For such a huge bike, it also handled suspension. Two-wheeled luxury touring different countries. and braked remarkably well. ■ RIGHT For comfortable two-wheeled travel in your old age, nothing could heat the six-cylinder GLI500. 7 5 A •* Z O F MOTORCYCLES Honda ■ HONDA CBXl000 good handling despite the bike’s The stunning six-cylinder CBXl000 considerable weight, and no rival was released in 1978 to demonstrate superbike could match the Honda’s Honda’s ability to build powerful, race- blend of speed, smoothness and six- developed motorbikes. At its heart was cylinder soul. Unfortunately that was not an aircooled, 1047cc motor containing enough to make the CBX successful, twin camshafts and 24 valves. A des¬ particularly in the important American cendant of Honda’s multi-cylinder market. In 1981 the bike was detuned racers of the 1960s, the engine slightly and fitted with a fairing and produced 105bh.p to send the CBX single-shock, air-assisted suspension. accelerating smoothly to a top speed of The CBX-B was a competent sports- 135mph (217kph), with a spine-tingling tourer, and sold well. But it had none of note from its exhaust. The huge ■ powerplant, with six shiny exhaust downpipes jutting from its bank of ABOVE The CBXIOOO’s steel frame was designed to angled-forward cylinders, was left leave the huge six- uncovered by frame tubes for maximum cylinder engine on visual effect. show. Designed as an out-and-out sportsbike by former Grand Prix engineer ■ Shoichiro Irimajiri, the CBX featured Despite its high bars, sleek, restrained styling and used its engine as a stressed member of the steel frame. Firm suspension helped give BELOW the CBX was a sportsbike by 1978 standards, complete with lean, aggressive styling. the raw appeal of the original six. Arguably Honda’s most singleminded roadster of the early 1980s was the CB1100R, an exotic 1062cc straightfour produced in small numbers mainly A ■ - Z OF MOTORCYCLES BELOW In Ron Haslam's hands, the superb CB1100R made an almost invincible production racer. H BOTTOM The CX500 Turbojtvas a ■ BELOW For such a big, heavy magnificent technical achievement, but not motorcycle, the firmly suspended CBX1000 an outstanding motorcycle. handled exceptionally well. HONDA CBX1000 (1978) Engine Aircooled 24-valve DOHC transverse six Capacity 1047cc (64.5 x 53.4mm) Power 105bhp @ 9000rpm Weight 263kg (5801b) dry Top speed 135mph (217kph) to win prestigious long-distance Among Honda’s many innovative and given a large fairing. Although production races such as the Castrol bikes of the 1980s was the CX500 heavy, the result was a fast, stable and Six-Hour in Australia. A development of Turbo, which was launched in 1981. comfortable sports tourer. But the CX the CB900, the 1100R combined a Less of a practical motorcycle than a Turbo’s performance did not justify its tuned, 115bhp engine — the most corporate statement of engineering complexity and high price and few powerful four-cylinder unit in expertise, the Turbo used the world’s riders were tempted to buy one. After motorcycling — with an uprated chassis smallest turbocharger to boost the output first enlarging the engine to produce the and a racy fairing. Not only was the of the CX500 V-twin — one of the least CX650 Turbo — and seeing the other CB1100R almost unbeatable on the suitable engine layouts for forced three Japanese firms follow with turbo¬ track, but it also made a superb road¬ induction - from 50 to 82bhp. The CX bikes of their own — Honda abandoned going Superbike too. chassis was comprehensively redesigned the turbocharging experiment. 7 7 A Z O F MOTORCYCLES Honda HONDA ■ VFR750F In the early 1980s Honda produced a series of roadsters powered by fourstroke V-four engines, and the watercooled, 90-degree layout — which is well-suited to bike use due to its narrow width, smoothness and low centre of gravity - looked set to challenge the transverse four’s domination. The VF750F of 1983, in particular, was a fast and fine-handling machine. A year later, Honda’s range included five different VF models, from 400 to Engine the most important bikes Honda has mechanical problems that proved hugely ever produced when it was launched in expensive and embarrassing to Honda, 1986. Happily for Honda, it was also and the V-four revolution faded. one of the best. Its V-four motor In the circumstances the VF’s Watercooled 16-valve DOHC 90-degree V4 Capacity 748cc (70 x 48.6mm) Power lOObhp @ 9500rpm Weight 209kg (4601b) dry Top speed 150mph (240kph) 7 8 lOOOce. But the VF750 developed successor, the VFR750F, became one of ■ BELOW The 1994-model VFR, like its predecessors, teas arguably the best all¬ round motorcycle money could buy. produced an improved 105bhp, was smooth and flexible and supremely A ■ opposite - Z OF MOTORCYCLES The VFR750 has always handled well, despite being less sporty than most of its 750ec rivals. ■ BELOW For both performance and race- ■ BELOW Handsome, stvift and agile, the ■ BOTTOM The exotic NR750 had oval replica style, the magnificent RC30 was in VF750 was a fine bike in 1983 — until its pistons and great looks, but it was far too a class of its own in 1 988. engine self-destructed. heavy and expensive. reliable. The YFR’s chassis, based around an all-new aluminium frame, gave good handling. And the Honda’s efficient bodywork and high-quality finish contributed to a uniquely wellbalanced bike. The VFR was gradually refined over the next decade, becoming sportier bike that was virtually unbeatable on came the gorgeously styled and hugely without losing the sophistication and all¬ both road and track. expensive NR roadster, whose 32-valve motor produced a class-leading 125bhp round ability that made it unique. Its The most exotic V-four of all was the biggest change came in 1990 with the oval-pistoned NR750, descendant of the at 14,000rpm. Its chassis was superb, VFR750FL model, which featured NR500 with which Honda had taken on too, but despite much use of lightweight sleeker styling, a stronger, race-derived the two-strokes in 1979, when returning materials the NR weighed an excessive twin-spar frame and a single-sided to Grand Prix racing. In 1992, over ten 222kg (4891b) and was no faster than swing-arm. Four years later came years after abandoning that attempt, 750s costing a fraction of the price. another revision, with new bodywork and numerous detail changes, but the essential character and appeal of the VFR remained intact. Honda redefined the limits of sportsbike design with the release of the VFR750R — better known by its codename RC30 - in 1988. Essentially a road-going copy of the factory RVF racebike that had dominated Formula One and endurance competition in the mid-1980s, the hand-built RC30 was powered by a tuned, 112bhp version of the standard VFR750 engine. The RC30’s twin-headlamp fairing, compact layout, light weight and huge twin-beam aluminium frame — rumoured to have been cast in the same dies as the RVF’s — made for a super-fast, fine-handling 7 9 A - Z OF MOTORCYC Honda ■ HONDA CBR600F The world’s most popular bike of recent years has been Honda’s CBR600F, which has sold in huge numbers due largely to its ability to provide high performance at a reasonable price. Never intended as a state-of-the-art Superbike, the Honda has nevertheless maintained an excellent balance between power, handling and HONDA CBR600F (1995) Watercooled 16-valve practicality. The CBR’s success — over Kawasaki’s GPZ600 four. Neither DOHC transverse four 100,000 were produced in the eight Honda model contained much Capacity 599cc (65 x 45.2mm) years following its introduction in 1987 innovative engineering. But the Power lOObhp @ 12,000rpm — has vindicated Honda’s decision to performance of the 600F, in particular — Weight 185kg (4071b) dry move away from the V-four engine a top speed of 135mph (217kph) from Top speed 155mph (248kph) layout, back to the transverse four- its smooth, 85bhp engine, allied to cylinder format popularized by the excellent handling, reasonable comfort CB750. and impressive reliability - rapidly Engine The original CBR600F, launched alongside a bigger CBR1000F model with similar folly-enclosed bodywork, was built to compete directly with 8 0 ■ below The 1995-model CBR600F maintained the traditional balance between high performance and reasonable price. A - Z OF MOTORCYCLES ■ 'V-ihi ■ OPPOSITE Ever since its launch in B BOTTOM The first CBR900RR’s 1987, the fine-handling CBR600 has been stunning combination of power and light a bestseller all over the world. weight made it hugely popular. ■ RIGHT Full bodywork has kept ■ both engine and ABOVE Honda’s CBR1000F, seen here in original 1987 form, has evolved into a frame hidden since fine sports tourer. the CBR600F was introduced in 1987, ■ BELOW Few rival Superbikes even approach the FireBlade’s speed, either in corners or a straight line. established the Honda as the leader in level of Superbike performance when it in a motorcycle which, at just 185kg motorcycling’s most popular class. was launched in 1992. The CBR, known (4071b), weighed less than most 600cc as the “FireBlade” in most markets, middleweights. The smooth, high-revving CB750 was allowed to become relied on a conventional format of 893cc, motor, racy steering geometry and taut decreasingly competitive throughout the 16-valve, straight-four engine and twin- suspension gave a blend of straight-line 1970s, the CBR600F has repeatedly beam aluminium frame. It gained its and cornering speed that no mass- been refined to keep it at, or near, the edge by housing a 123bhp motor - good produced machine could match and the head of the pack. An important revision for a top speed of 165mph (265kph) - FireBlade was another success. In contrast to the way in which the came in 1991, with the introduction of a new lOObhp engine and bodywork restyled to good effect. In 1995 a revised induction system and numerous chassis modifications combined to give improved mid-range performance, top speed of over 150mph (240kph) and even sharper handling. Like its 600cc sibling, the fourcylinder CBR1000F was designed to provide high performance at an accept¬ able price — and over the years it has proven to be a very capable sports tourer. The motorcycle’s watercooled, 998cc engine has consistently produced over 130bhp with impressive mid-range torque, and its steel-framed chassis, although quite heavy, has given solid handling allied to long-distance comfort. Honda’s CBR900RR heralded a new A Z O F MOTORCYCLES ■ »*> HONDA RC 166 This immaculate RC166, owned by enthusiasts Team Obsolete, has been Honda ■ BELOW raced in classic events by Jim Redman. SIX unforgettable exhaust howl and Soichiro Honda had raced cars with HONDA RC166 (1967) some success before turning to Engine motorcycle production, and knew produced 60bhp at a heady 18,000rpm. Aircooled 24-valve DOHC The six was debuted prematurely by transverse six Redman in late 1964, and improved for competition could bring both prestige Capacity 247cc (39 x 34.5mm) both reliability and handling during the and technical knowledge. Honda Power 60bhp @ 18,000rpm following season. In 1966 Hailwood won entered some Japanese meetings in the Weight 120kg (2641b) dry ten out of 12 Grands Prix on the 250cc Top speed 153mph (245kph) mid-1950s, and in 1959 made a first RC166, and also took the 350 title on a visit to the Isle of Man TT. The early bored-out 297cc version. Hailwood 125cc racebikes wei'e based on German retained both championships on the six NSU twins but proved uncompetitive before Honda quit Grand Prix racing against the dominant MV Agustas, but went on to win a total of six titles on Honda learned fast. In 1961, aided by Honda’s fours. But it was the six- MV’s retirement from the smaller cylinder machine, raced to 250 and classes, Honda could not win the 500cc classes, Honda’s Tom Phillis and Mike 350cc championships by Mike Hailwood championship in the 1960s. Mike Hailwood won the 125 and 250cc world in both 1966 and 1967 that was Honda’s Hailwood came agonizingly close on a championships. finest four-stroke racebike. four-cylinder 500 whose handling and In the next season Honda was even The six was designed to resist in 1968. Despite success in the smaller reliability did not match its power. In more successful. Swiss star Luigi Taveri Yamaha’s increasingly strong two-stroke 1966 a breakdown in the final round at won the first of his three 125cc titles, challenge by allowing very high revs. In Monza cost Hailwood the title, which and Jim Redman of Rhodesia took both 250cc form its compact engine, Giacomo Agostini won for MV Agusta by 250 and 350cc championships. Redman containing 24 tiny valves, emitted an six points. In the next season’s A ■ Z O F MOTORCYCLES LEFT Even Freddie Spencer could not make the NR500 competitive Swiss star Luigi Taveri, here in ■ Grand Prix two- action on a 250, won three 125cc titles for strokes. Honda in the 1960s. penultimate race, Hailwood broke the to each cylinder — were intended to give lap record and led by half a lap — the next best thing to a V-eight now that before his Honda stuck in top gear. Mike engines had been limited to four won the final race but Ago took the title cylinders. The radical bike also used a — not on points or even race wins, which monocoque aluminium frame and 16- were equal, but on his greater number of inch wheels. Its engine revved to second places. 20,000rpm, but Honda had attempted When Honda returned to Grands Prix BELOW against the 500cc too much and the NR was slow and ■ ABOVE Mike Hailwood, riding this to take on the two-strokes in 1979, unreliable. Simplifying the chassis and 250cc six, won the Junior TT on his way to company policy dictated using a four- redesigning the engine brought the ivorld title in 1967. stroke. Thus was born the NR500: a improvements by 1981, but Honda watercooled V-four whose oval pistons — abandoned the NR that year without in fact shaped like running tracks, with having come close to a Grand Prix win framed NR500 proved uncompetitive when two plugs, two conrods and eight valves let alone the championship. it was first raced in 1979. ■ BELOW The oval-pistoned, monocoque- dm A Z O F MOTORCYCLES ■ LEFT Freddie Spencer rode Honda’s NS500 triple to the title in 1983. ■ BELOW Spencer used Honda’s tcorhs NSR250 V-twin to complete a championship double in 1985. ■ HONDA NSR500 After giving up with the four-stroke NR500, Honda finally won a first 500cc world championship with a two-stroke that was almost as unconventional. advantage in manoeuvrability. Fast Freddie Spencer beat the four-cylinder Freddie’s second championship, though, Suzukis and Yamahas in 1983 with the was won in 1985 on the bike that would NS500 — a reed-valve triple whose be Honda’s weapon for the next decade: 125bhp output was lObhp down on the the NSR500 V-four. opposition’s, but which had an Since then, the NSR has generally been the most powerful of the factory 500s, partly due to its unique single¬ crankshaft design which reduces friction Watercooled 112-degree but increases width. After unsuccessful V-four crankcase reed-valve experiments with the fuel tank under the two-stroke engine in 1984, the NSR has used a Capacity 499cc (54 x 54.5mm) conventional chassis layout, with an Power 187bhp @ 12,000rpm aluminium twin-beam frame. In Honda Weight 130kg (2861b) dry tradition, the V-four’s handling has often Top speed 197mph (315kph) Engine failed to match its horsepower — notably in 1989, when Eddie Lawson tamed a wayward NSR to win the title. ■ OPPOSITE BOTTOM The NSRSOO's basic layout has changed little since 1 986. ■ RIGHT Bv 1994, Doohan’s NSR had the handling to match its traditional horsepower advantage. Recent years have seen the gradual the first Grand Prix rider to be timed at effectively cutting the 500cc V-four evolution of the NSR, the biggest change 200mph (320kph), on an NSR500 at motor in half to produce the NSR250 coming in 1992 with the introduction of Germany’s Hockenheim in 1993. In the V-twin. Championship wins included the “big bang” engine. Timing its four following season Australian Mick Sito Pons’ double in 1988 and 1989, cylinders to fire in quick succession Doohan overcame the effects of a serious and Tuca Cadalora’s in 1991 and 1992. made the awesome 185bhp NSR easier leg injury, sustained two years earlier, to Perhaps the finest achievement was by to ride, a trick quickly copied by rival dominate the championship on the NSR. Freddie Spencer, who won both 500 and teams. Japanese ace Shinichi Itoh was OTHER Honda found more success after 250cc titles on NSRs in 1985. MAKES name was later bought by Philip Vincent, ■ HOREX to add credibility to his own machines. A leading German make for many years, Horex was founded in 1923 and built ■ many sophisticated road and race bikes in Best known in recent years for motocross the following years. The firm’s most and enduro bikes, Swedish firm Husqv- successful model was the Regina, a 350ec arna was an armaments firm that divers¬ OHV single, produced from the late ified into motorcycle production in 1903. 1940s. The 400cc Imperator, a stylish and In the 1930s the firm built innovative 350 technically advanced SOHC parallel twin and 500cc V-twins that were raced introduced in 1951, featured telescopic or ■ FAR LEFT Former racer Sammy Miller HUSQVARNA successfully by riders including Stanley leading-link forks, twin-shock rear on Husqvarna’s I 930\s V-twin in a TT Woods. Husqvarna continued to build suspension and an enclosed drive chain. classic parade. successful off-road competition machines Horex hit problems in the mid-1950s, partly due to the disastrous 250cc Rebell after roadster production was ended in the four, based on Munch’s Mammut, and a early 1960s. In 1986 the firm became part scooter, and the factory closed in 1958. In series of small-capacity two-strokes. More of the Cagiva Group, and Husqvarna the 1970s, Friedel Munch and fellow recently the Horex name was used on a production was moved to Italy. enthusiast Fritz Roth attempted to revive Honda 650cc single-cylinder engined the name with a 1400cc turbocharged sportster called the Osca, which was built and sold in Japan. ■ HKD Howard Raymond Davies was a racer and former First World War air ace who in 1924 set up a firm to build bikes under his own name. The following year Davies won the Senior TT on an HRD, and Freddie Dixon scored a Junior win two years later. But roadster sales were ■ ABOVE French rider Vuillemin corners his twin-cylinder Horex in a classic event. disappointing, and the firm went into ■ liquidation shortly afterwards. The HRD the 1983 International Six Days Enduro. ABOVE Husqvarna rider Jan Carlsson in 8 5 A Z O F MOTORCYCLES Indian INDIAN ■ POWERPLUS Indian was founded in 1901 by George INDIAN POWERPLUS (1918) Hendee and Oscar Hedstrom, two Engine Aircooled 4-valve 42-degree V-twin former bicycle racers, who teamed up to produce a 1.75bhp single in Hendee’s Capacity 998cc (79.4 x 100.8mm) home town of Springfield. The bike was Power 18bhp Weight 186kg (4101b) wet Top speed 60mph (96kph) successful, and sales increased dramatically during the next decade. In 1904, the so-called diamond framed Indian single, whose engine was built by the Aurora firm in Illinois, was made available in the deep red colour that 12 hours and ten minutes. Baker’s would become Indian’s trademark. By mount in subsequent years was the now production was up to over 500 Powerplus, a side-valve V-twin that was bikes annually, and would rise to a best- introduced in 1916. Its 61ci (lOOOcc), ever 32,000 in 1913. 42-degree V-twin engine was more In 1907, Indian built its first V-twin, powerful and quieter than previous and in following years made a strong ■ showing in racing and record-breaking. One of the firm’s most famous riders was ABOVE The power and refinement of designs, giving a top speed of 60mph Indian’s new side-valve engine earned it the (96kph). The Powerplus was highly name Powerplus. successful, both as a roadster and as the Erwin “Cannonball” Baker, who set basis for racing bikes. It remained in many long-distance records. In 1914, he production with few changes until 1924. rode an Indian across America, from San Diego to New York, in a record 11 days, ■ BELOW The 1918-model Powerplus had only minor differences from the machine introduced two years earlier. 8 6 A Z O F MOTORCYCLES <5^ ■ LEFT In 1904 Indian's single offered a 30mph (48kph) top speed, excellent build quality and optional red finish. ■ BELOW This 1913-model Indian V-twin has the earlier F-head (or inlet-over-exhausl) valve layout. Competition success played a big part and at Brooklands in England, and won in Indian’s rapid growth, and spurred an estimated 900 races, on dirt-tracks technical innovation. One of the and boards. He left Indian for Excelsior American firm’s best early results came and died in 1913, aged 33, of injuries in the Isle of Man TT in 1911, when sustained in a board-race crash with Indian riders Godfrey, Franklin and Charles “Fearless” Balke, who later Moorehouse finished first, second and became Indian’s top rider. Work at the third. Indian star Jake De Rosier set Indian factory was stopped while De several speed records both in America Rosier’s funeral procession passed. ■ RIGHT Indian's powerful eightvalve racers were very successful on the American tracks in 1916. 8 7 A Z O F MOTORCYCLES Indian ■ INDIAN CHIEF The Scout and Chief V-twins, introduced in the early 1920s when Indian could claim to be the world’s largest motor¬ cycle manufacturer, became the Springfield firm’s most successful models. Designed by Charles B Franklin, the middleweight Scout and larger Chief shared a 42-degree V-twin engine ■ INDIAN CHIEF (1947) Engine Aircooled 4-valve sidevalve 42-degree V-twin Capacity 1200cc (82.5 x 113mm) Power 40bhp @ 4000rpm Weight 245kg (5391b) dry Top speed 85mph (136kph) above The 1200cc Big Chief was introduced in 1923, and immediately outsold Indian’s smaller Scout model. ■ RIGHT Almost all Indian V-twin engines, including this 74ci (1200cc) unit, had a 42-degree cylinder angle. ■ below This 1947-model Chief, with headdress mascot on its skirted front fender, epitomizes the Indian look. 8 8 A ■ Z O F MOTORCYCLES ABOVE FAR RIGHT Scouts were raced successfully for many years, and still compete hampered acceleration. In 1950, the in classic events. V-twin engine was enlarged to 1300cc ■ RIGHT (80ci) and telescopic forks were adopted. The 500cc (30.5ci) But Indian’s financial problems meant Scout Pony, seen that few bikes were built, and production here in 1939 form, of the Chief ended in 1953. was aimed at the The Scout, initially with a 596cc entry-level rider. (37ci) engine that was bored-out to 745cc (45ci) in 1927, rivalled the Chief as Indian’s most important model. The most famous version was the 101 Scout of 1928, which featured improved ■ BELOW RIGHT handling from a new, lower frame. In The Model 741 1932, cost-cutting led to the Scout using Military Scout the heavier Chief frame, which was less served with distinction in the successful. Many Scouts were used in Second World War. the Second World War, but the model was dropped when civilian production layout. Both models gained a reputation Indian trademark, and the Chief gained restarted in 1946. In 1948, Indian built for strength and reliability, which led to a new sprung frame that was superior to just 50 units of the Daytona Sports the old Indian saying: “You can’t wear rival Harley’s unsprung rear end. The Scout, one of which took Floyd Emde to out an Indian Scout, or its brother the 1940s Chiefs were handsome and victory in that year’s Daytona 200-mile Indian Chief. They’re built like rocks to comfortable machines, capable of (322-kilometre) race. Smaller, 500cc take hard knocks; it’s the Harleys that 85mph (136kph) in standard form and (30.5ci) Scouts were also built between cause the grief.” over lOOmph (160kph) when tuned, 1932 and 1941, known as the Scout although their increased weight Pony, Junior Scout and Thirty-Fifty. The first 1922 model Chief had a lOOOcc (61ci) engine based on that of the Powerplus; a year later the engine was enlarged to 1200cc (73ci). Numer¬ ous improvements were made over the years, including adoption of a front brake in 1928. After Indian had been bought by E Paul DuPont in 1930, the new owner’s paint industry connections resulted in no fewer than 24 colour options being offered in 1934. Models of that era featured Indian’s famous head¬ dress logo on the gas tank. Indian’s huge Springfield factory was known as the Wigwam, and native American imagery was much used in advertising. In 1940 all models were fitted with the large skirted fenders that became an 8 9 A Z O F MOTORCYCLES Indian INDIAN ■ ■ FOUR The Indian Four is one of the most famous American motorcycles, though it OPPOSITE Factory windshield was a popular accessory for both the Four and Engine Aircooled 8-valve sidevalve Chief in the 1 940s. longitudinal four was by no means one of the most ■ BELOW LEFT The in-line four motor was successful. Indian bought the Ace firm, Capacity 1265cc (69.9 x 82.5mm) handsome and smooth, but had a tendency makers of a 1265cc in-line four, in Power 40bhp @ 5000rpm to overheat. Weight 255kg (5611b) dry Top speed 90mph (144kph) 1927, and the first Indian Four was simply an Ace with smaller wheels and Indian badges. In subsequent years Indian improved the design with a front brake, new forks and a new frame, before introducing the Model 436 Four in 1936. Known as the “upside down” Four because its valvegear was reversed to put intake valves at the side of the engine and exhausts above, the Model 436 was unreliable and short-lived. Indian returned to the original engine layout and added other improvements in 1938. An early 1940s Four produced 40bhp, was very smooth and had a top speed of 90mph (144kph). But the price was high, rear cylinder overheating remained a problem, and the Four tied up money that Indian might have better spent on developing an overhead-valve Y-twin rival to Harley’s 61E. Production of the Four eventually ended in 1943. 9 0 ■ BELOW This well-used Four, built in 1941, has been updated with later forks and foot gearchange. A OTHER m Z O F MOTORCYCLES MAKES JAMES Starting out as a bicycle firm in the last century, Birminghambased James built four-stroke singles and large-capacity Vtwins in the 1930s. In the 1960s, production was based on twostrokes, notably the 250cc Commodore single and its twin-cylinder successor the Superswift. The firm also built a number of trials bikes, and ran a factory team for many years. James became part of AMC in 1963, and ceased production when the group collapsed three years later. ■ ABOVE The Superswift, introduced in 1962 and powered by a 250cc Villiers two-stroke engine, was one of the last and best Janies roadsters. ■ JAW A Jawa was founded in Czechoslovakia in 1929 and built numerous road and race bikes before the Second World War. Indian’s decision to build middleweight vertical twins in the late 1940s also contributed to its demise. Production continued after 1945, in conjunction with CZ, most notably with simple two-stroke roadsters. Jawa also built many highly successful speedway bikes, after taking over the Eso factory in 1962. The verticals were unreliable and unpopular, and production at Springfield ceased in 1953. Indian continued in business by importing British machines, notably the Royal Enfields which were sold as Indians. The firms split in 1960, after which Indian sold Matchless bikes for a few years before ceasing trading. The Indian name was also used to sell small Italian-made bikes in the late 1960s and 1970s. More recently, two rival American firms claimed rights to the name and announced plans to build modern V-twins. Those came to nothing, ■ ABOVE This 350cc two-stroke from the mid-1960s is a typical Jawa — competent, cheap and strangely styled. but in 1994 the Indian name was acquired by Australian entrepreneur JM Maurits Hayim-Langridge. He appointed Powered by a 1600cc, flat-four VW car engine producing New Zealander engineer John Britten as 50bhp, the Brazilian Kahena was a huge, fully-faired tourer a consultant, and announced develop¬ built for the growing South American market of the early 1990s. KAHENA ment of a range of V-twin roadsters to be produced in America by 1998. 9 1 A Z O F MOTORCYCLES ■ »*> Kawasaki KAWASAKI ■ 5 00cc BELOW The Hi’s fierce power-band and flex-prone frame made fast cornering an exciting business. HI The motorcycle division forms a relatively small part of Kawasaki Heavy Industries, a vast firm that produces trains, boats and planes. Kawasaki’s involvement with bikes began in the 1950s, when the aircraft division was looking for civilian work, and was stepped up when the industrial giant wanted to increase awareness of its name. In 1960 Kawasaki built its first complete bike, a 125cc two-stroke, and took over Meguro, Japan’s oldest motorcycle manufacturer, which had been making copies of British bikes including the BSA A7 parallel twin. Kawasaki moved into the big bike market in 1966 with the Wl, a 650cc ■ LEFT High bars and sleek styling give this Americanmarket Hl-B a deceptively docile look. ■ OPPOSITE LEFT The HI’s two-stroke triple engine was compact, powerful and very thirsty. ■ OPPOSITE MIDDLE The production of triples formed just a tiny part of Kawasaki Heavy Industries’ work. ■ OPPOSITE RIGHT Kawasaki ’s first big bikes were 650cc parallel tivins such as this Wl SS, produced in 1968. 9 2 A ■ Z O F MOTORCYCLES right The fearsome 748cc H2 triple had similar looks to the HI, plus even more power, noise and speed. twin, which again owed much to BSA. It sold well in Japan, but flopped against the quicker British bikes on the American market. Kawasaki’s response came with lighter, smaller-capacity twostrokes, the 250cc A1 Samurai and similar 350cc A7 Avenger, which were exported more successfully. In 1969 Kawasaki released the 500cc HI, the first of the triples that would earn the firm a well-deserved reputation for outrageous high performance. With a peak output of 60bhp at 7500rpm from its aircooled, two-stroke engine, and a weight of just 174kg (3831b), the HI — also known as the Mach III - had an unmatched power-toweight ratio. It looked good, scorched to KAWASAKI 5 0 0 c c HI Engine (1969) Aircooled two-stroke transverse triple Capacity 499cc (60 x 58.8mm) Power 60bhp @ 7500rpm Weight 174kg (3831b) Top speed 120mph (192km/h) a top speed of 120mph (192kph), and Kawasaki also built two smaller had handling that made life just a little triples, the 250cc SI and 350cc S2, and exciting. The combination of an in 1972 enlarged the three-cylinder insubstantial frame, rearwards weight engine to 748cc to produce the H2, or distribution and an abrupt power step at Mach IV. Its 74bhp motor gave blistering 6000rpm were responsible for acceleration and a top speed of 125mph introducing the words “wheelie” and (201kph). Handling was slightly better “tankslapper” to motorcyclists’ than the Hi’s, but the H2 was a wild vocabularies. Poor fuel economy ride and remained so until emissions completed the triple’s antisocial image, regulations finally killed of! the big two- but owners could live with that. strokes in the mid-1970s. 9 3 A Z O F MOTORCYCLES Kawasaki ■ KAWASAKI Z1 Honda, whose launch in late 1968 had Kawasaki’s Z1 was released in 1973 caused Kawasaki’s engineers to delay and dominated superbiking for much of and revise their four-cylinder project, the decade with its combination of code-named “New York Steak”, which powerful, unburstable motor, handsome had originally been designed as a 750. looks and competitive price. The Zl’s The Zl’s chassis did not come close four-cylinder, 903cc engine featured to matching the brilliance of its engine, twin camshafts, unlike Honda’s SOHC but the Kawasaki handled reasonably CB750-four, and produced a maximum well and was quite comfortable despite of 82bhp to give the Kawasaki a top high handlebars. Its styling was superb, speed of 130mph (208kph). Its straight- with a rounded tank, rear ducktail and line performance outclassed that of the four shiny silencers. Best of all, the Z1 was far cheaper than rival European KAWASAKI Z1 Engine (1 973) Aircooled 8-valve DOHC transverse four ■ ABOVE The twin-cam Z1 motor Capacity 903cc (66 x 66mm) was superbly strong Power 82bhp @ 8500rpm and powerful. Weight 230kg (5061b) dry Top speed 130mph (208kph) ■ BELOW Strong styling matched the Z1 ’s awesome performance. A Z O F MOTORCYCLES ■ LEFT Smaller aircooled Kawasaki fours included the fast and practical Z650, introduced in 1977. ■ BELOW The Zl-R, with a tuned motor and uprated ■ superbikes. It became massively popular, acquired the nickname the “King” and earned Kawasaki a lasting included the addition of a second front disc brake in 1976, when the bike was renamed the Z900. A year later its handling, faced at high speeds, the Z1 went round slower fierce competition corners quite well. in 1978. backed bikes on which Frenchmen typically smooth, reliable llOmph Georges Godier and Alain Genoud won (177kph) performance with several 24-hour events in the 1970s. reputation for horsepower and reliability. Improvements in subsequent years LEFT Although it ivas prone to wobbles In the late 1970s and early 1980s manoeuvrability and a competitive price. But although Kawasaki had billed Kawasaki also built several smaller the bike as being the 650 that would fours whose layout followed the Zl’s outperform any 750, they had not pattern. Among the best was the Z650, reckoned on Suzuki’s faster GS750, released in 1977, which provided which was launched at the same time. engine was enlarged to 1015cc to produce the Z1000. In 1978 Kawasaki produced the Zl-R cafe racer, which featured a tuned, 90bhp engine, strengthened frame and angular styling incorporating a handlebar fairing. It was the best big “Zed” yet but faced renewed opposition from Suzuki’s GS1000 and Honda’s CBX1000. The Zl’s speed and reliability made it a natural for many forms of racing. In standard form the Kawasaki won Australia’s prestigious Castrol Six-Hour race in 1973. In Europe the four- ■ ABOVE French ace Jean-Claude ■ ABOVE New Zealander Graeme Crosby Chemarin led Kawasaki's endurance team won races and fans on a high-barred to success in the early 1980s. Moriwaki Kawasaki. cylinder motor was used to power many endurance racers, notably the factory- 9 5 A Z O F MOTORCYCLES Kawasaki ■ KAWASAKI Z1300 ■ LEFT Cornering was never going to The huge six-cylinder Kawasaki Z1300 be the Z1 300’s was in some ways the ultimate late strength, but for 1970s Superbike, the inevitable end such a big bike it product of the Japanese manufacturers’ handled well. race towards bigger, heavier and more complex machines. Its watercooled, 1286cc engine produced a highest-yet 120bhp, and the slab-sided Z1300 weighed over 300kg (6611b) with fuel. Yet, ironically, its large radiator meant Engine Watercooled 12-valve DOHC transverse six the Kawasaki had little of the visual impact of Honda’s six-cylinder Capacity 1286cc (62 x 71mm) CBX1000, and the Z1300’s performance Power 120bhp @ 8000rpm Weight 305kg (6701b) wet Top speed 135mph (217kph) was less startling than its specification suggested. Despite all its weight, the Z1300 handled reasonably well, thanks to a ■ RIGHT With an output of lOObhp, Kaivasaki’s six was motorcycling’s most powerful engine in 1979. ■ BELOW The Z1300’s styling and sheer bulk made the six-cylinder engine look almost ordinary. ■ LEFT The GPZ900R's blend of performance, comfort and reliability made it a lasting success. ■ BELOW Finnish stunt star Arto Nyqvist made light of the Z1300's size and weight. ■ BELOW LEFT Modified forks and a 1 7-inch front wheel kept the GPZ900R popular into the 1990s. strong frame and good suspension, and 16-valve engine produced 113bhp at remained stable all the way to its 9500rpm, and was impressively strong impressive 135mph (217kph) top speed. in best four-cylinder Kawasaki tradition. But the Kawasaki’s exposed, upright It pulled the GPZ smoothly to a top riding position limited its high-speed speed of over 150mph (241 kph), aided cruising ability, and the six-cylinder by the excellent aerodynamics of the motor had a rather busy feel. Despite its sharply styled full fairing. unmatched power and bulk the Z1300 A compact, light chassis provided offered nothing that several smaller, handling to match, making the “Ninja”, simpler and cheaper bikes could not as the bike wits known in America, hard provide. The expensive six marked the to beat both on the road and in end of Japan’s apparent belief that production racing. Better still, the GPZ bigger was better. matched its speed with genuine long¬ One of the outstanding bikes of the distance comfort. It immediately became 1980s was Kawasaki’s GPZ900R, the popular and was still being sold almost firm’s first watercooled four, which was ten years later having outlasted its released in 1984. The GPZ’s 908cc, supposed successor, the GPZ1000RX. A •* Z O F MOTORCYCLES Kawasaki ■ KAWASAKI ZZ-R1100 In the ultra-competitive motorcycle world of the 1990s, it was some achievement for Kawasaki to produce a Superbike whose awesome 145bhp powerplant and 175mph (280kph) top speed simply blew away all opposition. Not only did the ZZ-R1100 make just such an impact when it was launched in 1990, but the watercooled, 1052cc A ■ Z MOTORCYCLES O F ■ ABOVE OPPOSITE ABOVE Handling was good, despite the 22-R1100's size and weight. ■ OPPOSITE BELOW The 1993-model ZZ-R1100 had a revised chassis, but its engine remained the star attraction. ■ RIGHT With a potent 600cc engine and twin-spar alloy frame, the 1995-model ZX-6R was a fast and agile sportster. KAWASAKI ZZ-R1 100 (1990) Engine Watercooled 16-valve DOHC transverse four Capacity 1052cc (76 x 58mm) Power 145bhp @ 9500rpm Weight 228kg (5021b) dry Top speed 175mph (280kph) ■ above Scott Russell won the 1993 World Superbike title and three Daytonas. Kawasaki was still the world’s fastest High performance and bold styling made the original ZXR750 a big hit. Kawasaki’s entrant in the 750cc production streetbike five years later. sportsbike class in recent years has Its straight-line performance came been the ZXR750. Conventional in from a 16-valve engine developed from layout — holding a watercooled, that of the 1988 model ZX-10. Big 16-valve engine in a twin-beam valves and lightened pistons increased aluminium frame — the ZXR has power but the real boost came from the consistently provided aggressive looks ZZ-R’s ram-air system, based on and 150mph (241kph) performance to Formula One car-race technology, which match. It has also formed the basis of ducted cool air from a slot in the fairing Kawasaki’s World Superbike challenge, nose to a pressurized airbox. The faster which reached a peak with Scott the Kawasaki went, the deeper it Russell’s championship win in 1993. breathed — with thrilling result. The ZZ-R was also a smooth and Having popularized the 600cc class with the GPZ600 in 1985, Kawasaki refined motorcycle that handled well spent the following years failing to thanks to a highly rigid aluminium frame match the sales success of Honda’s and very good suspension. Heavy at CBR600F. The ZZ-R600, launched in 228kg (5021b), and with a fairly upright 1990, provided big bike speed but riding position, the Kawasaki made a lacked agility. The 1995 model ZX-6R practical and genuinely comfortable — featuring ram-air induction and a new sports tourer, and on a straight road, it aluminium beam frame and sportier showed a clean pair of silencers to any geometry — was outstanding, combining other standard motorcycle. speed with superb handling. 9 9 A Z O F MOTORCYCLES ■ LEFT Australian star Gregg Hansford was fast and spectacular on the screaming KR750 triple. ■ BELOW Removing the KR 's fairing reveals its transverse triple engine and twin- Kawasaki ■ KAWASAKI cradle steel frame. KR750 Kawasaki’s first international racing KAWASAKI KR7 50 (1975) success came in the 125cc class, when Engine Watercooled two-stroke transverse triple Dave Simmonds won the world championship in 1969 on a factory- Capacity 747cc (68 x 68mm) backed twin. The firm’s fearsome two- Power 120bhp @ 9500rpm Weight 140kg (3081b) dry Top speed 180mph (288kph) stroke triple roadsters were naturals for racing, and a competition version of the 500cc HI, the H1R, took New Zealander Ginger Malloy to second 10 0 A ■ Z O F MOTORCYCLES BELOW Mick Grant's KR750, wearing his favourite No. 10 plate, wqs timed at over 180mph (289kph) at the TT in 1975. ■ LEFT Germany's Anton Mang won four world titles on the KR250 and 350 tandem twins in the early 1980s. ■ LEFT Even the fast and stylish Kork Ballington could not make the KR500 squarefour a Grand Prix winner. place in the 500cc world championship 1978 and 1982, winning no fewer than in 1970. The later 750cc H2R triples eight world championships and 73 became known as “Green Meanies” Grands Prix. The KR was introduced in after their lime-green colours and 250ce form in 1975, but initially proved dubious handling. American star Gary unreliable. Its engine was then re¬ Nixon and Canadian Yvon Duhamel designed with a 360-degree crankshaft, tamed the triple to take several big wins. where pistons rose together, instead of In 1975 Kawasaki replaced the the original 180-degree layout. The new roadster-based H2R with a purpose- KRs were reliable and very fast, built racer, the KR750. This was an all- producing a maximum of 75bhp at new triple whose watercooled engine ll,800rpm in 350cc form. They also produced a considerably increased handled well thanks to a chassis that 120bhp, with a pronounced power step included a rigid frame of chrome-moly¬ at 6000rpm that made the bike difficult bdenum steel tubes, and Kawasaki’s to ride. Despite early reliability pro¬ Uni-Trak rising-rate rear suspension. blems Mick Grant and Gregg Hansford South African Kork Ballington began were very successful on the KR in 1975, the KR’s domination, winning both 250 in Britain and Australia respectively. In and 350cc titles in 1978 and 1979. that season Grant was timed at over Germany’s Anton Mang added two 180mph (283kph) as he set a new Isle further titles on each bike, including a of Man TT lap record of 109.82mph double in 1981, and the KR350 retired (176.73kph). The following year as undefeated champion when the larger privateer Gary Nixon led the F750 world class was dropped after the 1982 championship on a KR, but contro¬ season. By then Kawasaki had moved up versially finished second after one of the to 500cc Grand Prix racing with the rounds he had won was discounted. four-cylinder KR500, which featured an Kawasaki’s most successful racebikes innovative aluminium monocoque were the KR250 and KR350, water- chassis. Despite persevering for several cooled two-stroke tandem twins that seasons, however, even Ballington could dominated Grand Prix racing between not make it competitive. 10 1 A 9*5 Z O F MOTORCYCLES Laverda ■ LAVERDA JOTA 1000 Motorcycles were just a sideline for a LAVERDA JOTA 1000 (1976) large agricultural machinery firm from Engine Aircooled 6-valve DOHC transverse triple north-eastern Italy when Francesco Laverda built his first bikes — tiny 75cc Capacity 981cc (75 x 74mm) four-strokes — in the late 1940s. Small- Power 90bhp @ 8000rpm Weight 236kg (5201b) wet Top speed 140mph (225kph) capacity Laverdas were raced successfully in long-distance events such, as the Milano-Taranto and Giro d’ltalia, in the 1950s, but the firm’s later concentration on humble, economical bikes coincided with the rise later 750SF models, the twins earned of cheap cars, such as the Fiat 500, and Laverda a growing reputation for nearly proved disastrous. performance. Best and fastest of all was Laverda changed tack just in time in the exotic SFC, basically a road-going the late 1960s, releasing a 650cc four- ■ stroke parallel twin that was quickly powerful 981cc, three-cylinder engine. enlarged to produce the successful ■ 750GT tourer and 750S sportster. Hand¬ performance to match made the Jota one of which was timed at 176mph (283kph) some, rugged and quick, especially the the greatest superbikes of the 1970s. before retiring in its first and only ever 10 2 ABOVE The Jota’s greatest asset was its BELOW Muscular looks and endurance racer with half-fairing, bright orange paint and tuned engine. Laverda also built an exotic V-six racebike, A Z O F MOTORCYCLES ■ ■ ABOVE LEFT The exotic, half-faired Enlarging the mighty three- SFC750 parallel cylinder powerplant’s capacity to 1200cc twin of the 1970s gave even more mid-range grunt. was basically an endurance racer built for the road. race, the Bol d’Or 24-Hours in 1978. Several new Laverda operations rose It was for three-cylinder sportsters, only to fall again in the following years however, that the firm from Breganze until finally, in 1994, production started became most famous. The first DOHC, once again at a new factory in nearby 981cc triple, called the 3C, was Zane, of the 650 — a model that had been of the aircooled triples, could not save powerful, good-looking and fairly developed several years earlier. This Laverda from financial disaster. successful when introduced in 1973. featured a 70bhp parallel twin engine, Three years later, at the request of the modern twin-beam aluminium frame and British Laverda importer, the factory stylish full fairing, and was a fairly quick tuned the motor with hot cams, high- and agile sportster. Meanwhile Laverda’s compression pistons and free-breathing engineers were planning a new exhausts to produce the Jota. This was a generation watercooled lOOOcc triple to big, raw 90bhp beast that bellowed to a take the firm into the 21st century. ■ above The SFC1000 of 1985, the last top speed of 140mph (225kph) and needed a firm hand on the reins. The Jota was aggressive, demanding OTHER MAKES and expensive. In the mid-1970s it was ■ ABOVE In 1994, under new management, Laverda began production of the parallel twin 650 sportster. LEVIS the fastest thing on two wheels, as ■ numerous production race victories Between 1911 and its demise in confirmed. 1940, British firm Levis built many The triple was modified in various ways in following years, without ever matching the success of the original two- and four-stroke roadsters. Racing successes included victory in the 1922 Lightweight TT, and later wins in trials and motocross. Jota. The lOOOcc sportster gained a fairing and a smoother-running, 120-degree crankshaft engine. A 1200cc version was also built, largely for the American market. Tightening [total emissions legislation prompted the quieter, less aggressive RGS and RGA triples of the 1980s. But although they performed well, prices were high, sales ■ ABOVE Laverda’s legendary lOOOcc were disappointing and Laverda found V-six racer proved fast but fragile in its itself in financial problems that led to only ever appearance in 1978. receivership in 1987. ■ ABOVE Levis produced this attractive 500cc four-stroke roadster in 1938. 10 3 A - Z OF MOTORCYCLES ■ LEFT Matchless V-twins, including this bike raced byCharlie Collier, were successful in early TT races. Matchless ■ BELOW LEFT Good looks and ■ MATCHLESS comfort were not G50 enough to make the One of the great names of motorcycling’s ■ *: ; 400cc Silver Arrow early years, Matchless was founded by the Collier family at Plumstead in south V-twin of 1 930 a mam success. London in 1899. Brothers Charlie and Harry Collier were leading racers, Charlie winning the single-cylinder Sag ij§ > ■ BOTTOM The legendary G50 single lived up to MATCHLESS G50 (1961) its “winged M” Engine Aircooled 2-valve SOHC badge, winning single Capacity 496cc (90 x 78mm) Power 51bhp @ 7200rpm Weight 132kg (2901b) dry Top speed 135mph (217kph) I 0 4 races throughout the 1 960s. event at the first ever Isle of Man TT on based AJS firm in 1931, and many later a Matchless in 1907, and Harry models of motorcycles were produced as following with a victory two years later. both AJS and Matchless machines, with Matchless took over the Wolverhampton- very few differences. A ■ Z O F MOTORCYCLES LEFT Matchless also built bikes for off-road competition, such as this 500cc G80CS scrambler from 1958. In 1930, Matchless released the Silver Arrow, a 400cc V-twin designed by Charlie Collier, but its performance was mediocre and sales poor. Younger ■ RIGHT Colin Seeley bought rights to G50 production and built the Seeley brother Bert took over to produce the G50, still a force Silver Hawk, with a more powerful in classic racing. 600cc V-four engine, but despite 80mph (128kph) top speed it could not compete with Ariel’s Square Four and was another failure. Matchless had more success with singles, such as the 350cc OTHER ■ MAKES MAICO G3L that was produced in huge numbers Best known for its highly successful two- for military use in the Second World stroke motocross and enduro machines, War. This was one of the first bikes to German firm Maico began production in use telescopic forks, and was later 1933 and built trials and road race bikes, adapted for civilian use in models such notably the 125cc machines on which as the G3LS of 1959. Borge Jansson won several Grands Prix in The most famous Matchless was the G50 single-cylinder racer, basically a 500cc version of the 350cc AJS 7R. The G50 was first seriously produced in the early 1970s. Roadsters such as the twin-cylinder 350 and 400cc Taifun models were popular in the 1950s. In ABOVE In the 1960s, Maico built some rapid small-capacity road-racers. later years Maico concentrated on dirt produced chassis kits for MV roadsters, bikes, before going bust in 1987. and then complete bikes based around 1959, as a rival to Norton’s Manx. Although slightly less powerful, with its ■ Honda’s CB900 four. Later Magnis have ■ MAGNI used Moto Guzzi’s V-twin engine, notably 50bhp engine giving a top speed of Arturo Magni, team manager of the all- the retro-styled Sfida and the sleek, fully- about 135mph (217kph), the Matchless conquering MV Augusta race team, set up faired Australia sportster. was lighter and had the edge on twisty in business under his own name after circuits. AMC, which Matchless had MV’s closure in the mid-1970s. Magni become part of in 1938, suffered ■ MARUSHO A leading Japanese manufacturer in the financial problems and went bust in 1950s and early 1960s, Marusho was best 1966, after which rights to G50 known for its Lilac range of 125, 250 and production were bought by Colin Seeley, who continued engine development and built his own chassis to create the 300cc V-twins. The firm produced a series of flat-twin roadsters before going out of business in the late 1960s. Seeley G50. The four-stroke single G50 held its own against the two-strokes until the 1970s, and in recent years has ■ LEFT Magni’’s Guzzi-engined Australia sportster was fast and stylish. been competitive in classic racing. 1 0 5 A Z O F MOTORCYCLES ■ Mondial ■ MONDIAL 2 5 0c c BELOW Mike Hailwood raced a pair of ex-works 250cc Mondials with great success in 1959 and 1960. RACER Small Italian firm FB Mondial produced MONDIAL 2 5 0 c c ( 1957) some fast and beautifully engineered Engine Aircooled 2-valve DOHC single racebikes in the 1950s, its finest moments coming when Tarquinio Provini Capacity 249cc (75 x 56.4mm) and Cecil Sandford won the 125 and Power 29bhp @ 10,800rpm Weight 125kg (2751b) dry Top speed 135mph (216kph) 250cc world championships in 1957. The company’s origins dated back to 1929, when the four Boselli brothers founded FB to sell other firms’ bikes. The first Mondials, built at FB’s Bologna workshop, were DOHC, single-cylinder 125s. They were immediately Mondial also produced roadsters, ■ BELOW Cecil Sandford won the TT and starting with a 125cc four-stroke that successful, winning the world title for the 250cc world title in 1957 on this twin- was introduced in 1950, but the firm’s three years after its inception in 1949. cam Mondial single. main interest remained in racing. After A OTHER - Z OF MAKES LEFT ■ ■ MOTORCYCLES MARS The 640cc Megola engine of 1922 featured five cylinders arranged radially inside the front wheel. The most memorable of several manufact¬ urers called Mars was the German firm BELOW ■ 0^ Despite its feet-forward that produced a 959cc flat-twin roadster, position, this 14bhp Megola racer won the MA20, which featured an innovative the German championship in 1922. pressed-steel frame in the 1920s. Mars built small-capacity two-strokes until ceasing production in the late 1950s. ■ MEGOLA One of the strangest motorbikes of all time, the Munich-built Megola was powered by a radial five-cylinder engine situated inside its front wheel. Almost as unusual was the sheet-steel frame, which gave an armchair riding position. The 640cc side-valve motor produced lObhp, and in sports form the single-speed Megola was timed at 90mph (144kph). Despite its unconventional design, some later left to form Bultaco, and Pedro Perm- 2000 Megolas were built between 1922 anyer. Early bikes included successful two- and the firm’s closure in 1925. stroke road racers and the Impala roadster. In recent years the Barcelona firm has been ■ MEGURO best known for trials, winning the world Founded in 1924, Meguro was one of the championship in 1980 and producing the earliest Japanese motorcycle long-running Cota model. Financial manufacturers. In the 1930s the firm’s problems in the 1980s led to an association main bike was the 500cc Z97, a copy of with Honda, whose engines have been used the Velocette MSS. Meguro expanded to by Montesa in recent years. build twins in the 1950s, such as the 500cc Kl, a copy of the BSA A7. But sales fell, and following a strike the firm was ■ ABOVE MiG’s QJIOO roadster is typical of the many small bikes built by Chinese firms in recent years. taken over by Kawasaki in 1960. MONTGOMERY ■ Founded in 1902, Montgomery built a wide variety of bikes using bought-in engines ranging from 150cc Villiers two- ■ MIG Chinese firm MIG has built an MIG did build a version of Honda’s strokes to lOOOcc JAPs. A typical mid- CB500-four of the 1970s. 1930s bike was the Greyhound, a 500ce increasingly large number of bikes in recent years, many based on earlier JAP-powered single capable of 75mph ■ MONTESA (120kph). It was well-made but expensive, Japanese designs. Most have been Spain’s first major bike manufacturer was and Montgomery did not resume mopeds, scooters and commuter bikes, but founded in 1944 by Francisco Bulto, who production after the Second World War. the triumphant 1957 season Mondial, who could not sell enough roadsters to finance the racing team, quit the sport. Two of the 250s were sold to Mike Hailwood, who won many races on them in Britain. In the 1960s Mondial made a partially successful return to racing using two-stroke engines. In 1992 the Mondial name resurfaced again, in the shape of a KTM-engined 560cc single¬ ■ ABOVE Mondial won a hat-trick of ■ ABOVE Former champion Cecil cylinder racebike produced by Pierluigi 125cc world titles with twin-cam singles Sandford revived memories on a “dustbin- Boselli, son of the firm’s former owner. similar to this 1949 machine. faired” 125cc at a Monza classic event. I 0 7 A Z O F MOTORCYCLES ■ ** Moto ■ MOTO GUZZI BOTTOM The Falcone Sport of the mid- 1 950s, with its red paint and horizontal Guzzi single cylinder, was a very popular hike. FALCONE single, horizontal cylinder. The Normale Italy’s largest motorcycle manufacturer model was released two years later and, for much of its long history, Guzzi dates boosted by racing success, rapidly back to the closing years of the First became popular. World War when three air corps friends, Guzzi retained and updated the 500cc Carlo Guzzi, Giorgio Parodi and flat-single format for many years, Giovanni Ravelli, planned a bike firm. leaving many of its more adventurous After Ravelli was killed in a flying engine layouts for racing. Landmark crash, the other two adopted the air singles included the GT luxury tourer of corps’ eagle symbol in his honour. In 1928, with its novel sprung frame, and 1920 Carlo Guzzi designed the firm’s the Sport 15 of 1931, finished in the first bike, a 500cc four-stroke with a bright red that became a favourite MOTO GUZZI FALCONE (1950) ■ ABOVE Founding partner Carlo Guzzi Engine pushrod single designed the road and race bikes that made Guzzi a leading marque in the 1920s. ■ LEFT Fergus Anderson riding his works Falcone on the way to victory in the 250cc Aircooled 2-valve OHV Capacity 498cc (88 x 82mm) Power 23bhp @ 4500rpm Weight 170kg (3741b) dry Top speed 85mph (136kph) Lightweight TT in 1952. 1 0 8 A - Z OF MOTORCYCLES Sport and Touring forms. Further updates kept it in production until 1976. Guzzi’s horizontal singles were hugely successful in racing, winning three 250cc world titles between 1949 and 1952, and then being enlarged to 350cc to take five consecutive championships from 1953. The first two championships were won by Scottish ace Fergus ■ ABOVE Guzzi’s decision to quit racing in 195 7 meant the exotic and super-fast Anderson, who then took over as Guzzi’s competition manager. The greatest machine of all was the legendary 500cc V-eight, which was V-eight never won designed by Giulio Carcano and first a Grand Prix. raced in 1956. The watercooled, quad- ■ LEFT The quick cam, 90-degree V-eight revved to and practical 12,000rpm, produced 72bhp and was 250cc Airone, timed at a phenomenal 178mph launched in 1939, (286kph) at the Belgian GP in 1957. was still popular when this hike was built in 1 953. Despite these feats, Guzzi unfortunately pulled out of Grand Prix racing at the end of that season, so the V-eight never really fulfilled its true potential. Guzzi colour. The colour was also used for the famous series of production racers, which began in 1938 with the 28bhp, lOOmph (160kph) Condor, and continued with the Dondolino, Gambalunga and the 250cc Albatros all of which won at the highest level. The best loved road-going single was the Falcone, which was introduced in OTHER MAKES the 250cc crown in 1977. Another 125cc m MORBIDELLI title was added the following year, after Self-made businessman and fanatical the MBA firm had been created to motorcyclist Giancarlo Morbidelli used produce replicas, and the two-stroke his huge woodwork machinery firm to twins remained competitive for several finance production of some superb race- more years. A four-cylinder 500cc racer bikes. Morbidellis won three consecutive proved less successful, and Giancarlo 125cc world titles in the mid-1970s, plus Morbidelli finally quit racing. In 1994, 1950 showing clear links with the he returned to Normale of almost three decades earlier. motorcycling with a Essentially a sports version of the prototype roadster — an previous year’s Astore tourer, the exotic sports-tourer — Falcone featured flat handlebars and powered by a purpose- rearset footrests. In standard trim its top speed was built, 850cc watercooled V-eight engine. 85mph (136kph), but when tuned with Dondolino engine parts the Falcone was good for over lOOmph (160kph) which, along with the lazy, low revving power ■ LEFT MorbidellVs V-eight prototype featured controversial styling by leading delivery, helped to explain its popularity. car-design studio From 1953 the Falcone was built in Pininfarina. 1 0 9 Z A •* O F MOTORCYCLES Moto MOTO ■ LE MANS Guzzi GUZZI 850 Guzzi’s trademark transverse 90-degree V-twin engine design was first seen in an ■ RIGHT Fine handling combined with the Le Mans’ power and smoothness to unusual 754cc three-wheeled mountain make a formidable vehicle called the 3x3, built in small Snperbike. numbers for the Italian ministry of defence between 1960 and 1963. In 1964 Guzzi revised the engine for a military bike, and realized the machine had potential for civilian use too. The V7 went into production in 1967, and two years later was followed by the V7 Special, whose 757cc engine produced 45bhp. With its shaft final drive, the Special was a practical ■ below The Le Mans Mk.l’s tiny fiy-screen added the finishing touch to the Guzzi’s machine whose smooth, llOmph classically elegant (177kph) performance and stable profile. 1 1 0 A Z O F MOTORCYCLES ■ FAR LEFT The protruding cylinders of Guzzi’s traditional V-twin were tuned to excellent effect for the Le Mans. ■ LEFT Guzzi’s big factory at Mandello del Lario has run at well below full capacity in recent years. MOTO GUZZI 850 LE MANS MK.l (19 7 6) Engine Aircooled 4-valve OHV pushrod 90-degree transverse V-twin Lecco, employed over 1500 people, and screen and panniers. Over the years the boasted its own hydro-electric power California has seen several restyles and stations and an advanced wind-tunnel. revisions, notably in its engine capacity By the mid-1960s, factors including the which has grown to 850, 950 and finally changing bike market, the retirement of llOOcc. In 1994 the California’s the firm’s founders and a misguided aircooled, pushrod V-twin engine was Capacity 844cc (83 x 78mm) move into moped production had left fitted with optional fuel-injection, Power Tlbhp @ 7300rpm Guzzi in serious financial trouble. In making an even more sophisticated and Weight 215kg (4731b) dry 1966 the company went into receiver¬ practical motorcycle tourer. Top speed 130mph (209kph) ship, reopening a year later with a new owner. In 1973 Guzzi was bought by Alejandro De Tomaso, the Argentinian car baron, who maintained control for handling did much to establish Guzzi in the next two decades without providing the large-capacity market. In 1972 the investment that many enthusiasts Guzzi released its first genuine high- had hoped for. performance V-twin, the V7 Sport. It Guzzi’s best-selling model for much featured a reworked 748cc motor and a of that time was the California, which lower frame that gave 125mph (201kph) was initially produced in 1971 as an performance with excellent handling. American market version of the V7 Four years later came the most famous model of all - the 850 Le Mans. This Special, complete with higher bars, “buddy” seat and standard-fitment lean sportster, with its neat headlamp fairing and striking, angular seat, was powered by a tuned version of the existing 844cc motor. High-compression ■ ABOVE The 750cc V7 Special of 1 969 was the basis for Guzzi’s pistons, big valves and unfiltered 36mm DelTOrto carburettors helped raise peak long-running range of V-twin tourers. output to 71bhp, which gave a top speed of 130mph (209kph). The shaft-drive motor’s long-legged power delivery, coupled with good handling and excellent braking — using Guzzi’s new system, which linked the front and rear LEFT In 1994 discs — made the Le Mans one of the ■ finest superbikes of the 1970s. the California Times have often been difficult at Guzzi since the firm’s great days in the tourer, its capacity by note llOOcc, was offered with early 1960s, when the big, modern optional fuel- factory at Mandello del Lario, on Lake injection. 1 1 1 A - Z OF MOTORCYCLES ■ BELOW Inspiration for the Daytona came from American uDr John” Winner’s highly successful racing Guzzis. ■ Moto MOTO ■ DAYTONA Guzzi GUZZI 1000 Guzzi took a long time to produce a fitting successor to the original Le Mans, which was gradually developed through the 1980s while becoming decreasingly competitive. Finally, in 1992, came a new generation sportsbike, the Daytona 1000. Its design owed much to “Dr John Wittner, an American dentist- turned-engineer who had achieved much success with Guzzi-powered racebikes in the late 1980s before coming to work at Mandello. The roadster’s chassis, consisting of a steel spine frame and single-shock rear suspension - incorporating a linkage to counteract the shaft drive’s adverse 1 1 2 BOTTOM The Daytona’s sleek styling, updated V-twin engine and race-bred chassis made an impressive combination. A OTHER - Z OF MOTORCYCLES MAKES very quick 344cc 3J/2 Sport of the mid- ■ BELOW Despite its shaft final drive and relatively narrow rear tyre, the Daytona went round corners exceptionally well. ■ MOTO MARTIN Frenchman Georges Martin was one of 1970s. Cagiva bought Morini in 1987, since when the name has been little used. the leading chassis specialists of the 1970s and early 1980s, producing stable¬ ■ handling and beautifully styled cafe Swiss brothers Henri and Armand Dufaux racers typically based on four-cylinder began by making a successful 215cc motors such as Kawasaki’s Z1000 and motorized bicycle in 1900, and by the Suzuki’s GSX1100. Arguably the best of 1920s had progressed to building 350 all was the Martin CBX1000, which was and 500cc four-stroke singles that gained powered by a tuned version of Honda’s many race wins and speed records. When six-cylinder engine. sales fell in the 1930s, Motosacoche left MOTOSACOCHE bike production to concentrate on industrial engines. ■ MOTOTRANS After being founded in 1957 to produce Ducati singles under licence, Spanish firm Mototrans became a manufacturer in its own right. Models included the Yak 410 trail bike plus some Ziindapppowered lightweights that were built in 1982, shortly before the factory was taken over and closed by Yamaha. ■ above The Martin CBX1000 was one of the fastest and most aggressively ■ styled specials of the early 1 980s. The car-engined monster-bikes MUNCH produced by German engineer Friedel MOTO GUZZI DAYTONA 1000 (1992) Engine Aircooled 8-valve high-cam 90-degree transverse V-twin ■ MOTO MORINI Munch since 1966 have been some of the Alfonso Morini began building bikes in biggest and most expensive on two partnership with Mario Mezzetti, under wheels. The first Munch Mammut models the MM name in the 1920s, and rode one were powered by an aircooled, lOOOcc himself to a class win in the 1927 Italian four-cylinder NSU car engine, held in a Capacity 992cc (90 x 78mm) Grand Prix at Monza. After setting up huge chassis based on a twin-shock, Power 95bhp @ 8000rpm under his own name after the War, tubular steel frame. By the early 1990s Weight 205kg (4511b) dry Morini built roadsters and successful almost 500 had been built, later models Top speed 150mph (241 kph) affect on handling — was developed racers, most notably the superb DOHC with capacity of up to 1996cc and weight 250 on which Tarquinio Provini was of over 350kg. The most recent Munch, runner up in the 1963 world the turbocharged Titan 2000, produced championship. The Bologna firm’s best 150bhp and featured a hydraulic known roadster was the handsome and centre-stand. from the one on Wittner’s racebikes. It held a revised 992cc version of the aircooled V-twin, with fuel-injection, four valves per cylinder and a high camshaft design in place of the old engine’s pushrod-operated layout. The handsome, 95bhp Daytona combined a 150mph (241 kph) top speed with good handling plus Guzzi’s traditional long-legged feel. Along ■ with the cheaper, carburetted 1100 handling 3' '2 Sport was great fun on — or Mammoth — was one of the biggest, Sport that followed in 1994, the Daytona twisty roads, and despite the V-twin’s most powerful and most expensive proved there was still sporting life in modest power even made a useful racer. superbikes of the 1970s. ABOVE Morini’s pretty and fine- ■ ABOVE The mighty Munch Mammut Guzzi’s V-twin format. 113 A - Z OF MOTORCYCLES ■ BELOW MV’s {uiin-cam four produced phenomenal performance both as a 500 and in 350cc form, as seen here. »* MY ■ ■ Agusta MV AGUSTA 500cc BOTTOM John Surtees won MV’s third 500cc world title on this Four in 1959. small factory from Gallarate won 38 FOUR riders’ world titles, 37 manufacturers’ There is no greater name in motorcycle championships and over 3000 inter¬ racing than MV Agusta, whose record of national races, as well as building the 17 consecutive world 500cc champion¬ mighty four-cylinder roadsters that were ships between 1958 and 1974 will arguably the fastest and most glamorous probably never be equalled. In all, the superbikes of the 1970s. The Meccanica Verghera motorcycle firm was founded in the village of MV AGUSTA 5 0 0 c c FOUR (1956) Engine Capacity Power Verghera towards the end of the Second Aircooled 8-valve DOHC World War by Count Domenico Agusta, transverse four the eldest of four brothers whose late LEFT The Agusta 498cc (53 x 56.4mm) father, a Sicilian aristocrat, had been a 70bhp @ 10,500rpm noted aviation pioneer. Domenico turned cog logo to bikes, and in 1945 released a 98cc became two-stroke that sold well and was also synonymous raced with instant success. Pure racers with success. Weight 140kg (3081b) dry Top speed 155mph (249kph) as well as other roadsters followed, and 1 1 4 ■ firm’s gear- A ■ RIGHT Z O F MOTORCYCLES Count Domenico Agusta strikes a pose with team riders John Surtees, Umberto Masetti, Carlo Ubbiali, Carlo Bandirola, Angelo Copeta, Remo Venturi, Luigi Taveri and Tito Forcontin 1956. in 1952 Englishman Cecil Sandford won MV’s first world title in the 125cc class. In the smaller Grand Prix categories the firm’s star rider was Italian ace Carlo Ubbiali, who won five 125cc championships for MV between 1955 and 1960, plus three more on a 250. But it was in the bigger classes that ■ LEFT Giacomo Agostini, who won 14 world titles for MV, takes “Ago’s leap ” en route to MV was most successful. The design of victory in the 1970 MV’s first twin-cam 500cc four of 1950 Senior TT. owed much to Gilera, for whom both chief engineer Piero Remor and team manager Arturo Magni had worked. Early bikes featured shaft final drive and a gearlever on each side of the engine, but after poor results a more conventional layout was adopted. John Surtees won MV’s first 500cc championship in 1956 and went on to take three more, often winning with ease after the rival factories’ withdrawal from racing in 1957. Gary Hocking and Mike Hailwood continued the run, then Giacomo Agostini took over with seven ■ BELOW This SOI1C, singlecylinder racer, built by MV in the straight championships between 1966 mid-1950s, was and 1971, using a fine-handling three- capable of over cylinder machine. 90mph (145kph). MV had little serious opposition for long periods during the 1960s, but the so-called “Gallarate fire engines” were increasingly tested by the Japanese two-stroke challenge in the early 1970s. New four-valves-percylinder fours were built for both the 350 and 500cc classes, the smaller bike allowing Agostini to win his sixth consecutive 350cc title in 1973. Phil Read used the new 500, which produced 102bhp at 14,000rpm, to take the championship in 1973 and 1974, averaging 130mph (209kph) in winning the Belgian Grand Prix. Ironically it was Agostini, now on a two-stroke Yamaha, who finally ended the Italian firm’s domination in 1975. 1 1 5 Z A O F MOTORCYCLES ■ LEFT The best¬ handling MV fours were specials with frames built by former race team MV ■ boss Arturo Magni. Agusta MV AGUSTA 750 SPORT Despite producing many successful small-capacity roadsters throughout the 1950s and 1960s — bikes with names like the Pullman, the Turismo Rapido ■ and the Raid - MV was slow to blue, white and red BELOW With finish and its capitalize on its racing success with a mighty engine on four-cylinder street bike. Even when a show, the 750 DOHC MV four did reach the road in Sport of 1973 was 1966 it was not a race-replica but an a handsome bike. ugly, hump-tanked 600cc shaft-drive MV’s racing fans had dreamt of. The MV AGUSTA 750 SPORT ( 1973) tourer designed at the insistence of the big, four-cylinder engine had gear drive Engine Aircooled 8-valve DOHC firm’s autocratic owner Domenico to twin overhead cams and produced transverse four Agusta, who did not want the production 69bhp. The racy chassis featured clip- Capacity 743cc (65 x 56mm) bike to be raced, for fear of devaluing on handlebars, a sculpted fuel tank, Power 69bhp @ 7900rpm his factory team’s hard-won reputation. humped seat and huge Grimeca four- Weight 230kg (5061b) dry Top speed 120mph (192kph) 1 1 6 The expensive 600 Four was a flop, leading-shoe front brake. The Sport was and in 1970 MV belatedly released a beautiful, expensive and fast, though its much racier and more exciting roadster 120mph (192kph) top speed did not called the 750 Sport. This was all that match MV’s claims. Despite too much A ■ Z O F MOTORCYCLES LEFT MVs race-derived four, tcilh gear drive to twin cams, was powerful but veryexpensive to produce. ■ RIGHT The last four-cylinder MV was the 750S America of 1975, here fitted ivith a handlebar fairing. weight and the retained shaft drive it handled reasonably well, and the howl from its four shiny megaphone exhausts was gloriously evocative of the Gallarate bikes that still dominated Grand Prix racing. In subsequent years the Sport was up¬ dated with disc brakes, more power and a full fairing. And in 1975 came the 750S ■ RIGHT Its rarity has made MV,s ugly 600cc tourer hugely valuable, but it was America, built for the US market with a sales disaster new, angular styling and a 789cc, 75bhp back in 1966. engine that pushed its top speed towards 130mph (209kph). Like the Sport, the America was an exotic and hugely prices they commanded. the Agusta helicopter firm. By 1977 the Far from making money for MV, the Agusta family had lost control of much desirable superbike, but it was no more big roadsters merely added to the firm’s of the MV business, and was powerless commercially successful than its problems. Domenico Agusta had died of to prevent motorcycle production being predecessor. Glamorous as the fours a heart attack in 1971. His brother halted. Bikes remained on sale until were, their intricate, competition- Corradino, who had taken over, could stocks ran out, and in early 1980 MV derived engine design and low-volume, not match the passion with which closed. The name was bought by Cagiva, hand-built construction meant that MVs Domenico had run MV’s motorcycle who could be planning MV’s comeback were not profitable even at the huge division, by then a loss-making part of with a three-cylinder Superbike. ■ RIGHT MVs roadster production in the 1950s was based on small, sporty bikes such as the 175 CSS known as the “Disco Volante” (Flying Saucer) due to the unusual shape of its fuel tank. 1 1 7 A Z O F MOTORCYCLES ■ LEFT For a sportsbike the siilgle-cylinder Skorpion was not very fast, but its handling was good. M uZ MuZ ■ SKORPION SPORT ■ BELOW The Skorpion,s simple The original company, MZ, was founded but attractive after the Second World War at the styling did much to former DKW factory at Zschopau in East give the new MuZ Germany, after former DKW personnel firm a fresh and had relocated in the West. The firm was modern image. very successful in off-road competition secrets to Suzuki. Degner ended up MuZ SKORPION SPORT (1994) in the 1960s, winning a string of second that year, and MZ never won Engine Aircooled 2-valve SOHC honours in the International Six Days the title. single Enduro. But it was in road racing that Until quite recently, MZ’s roadsters Capacity 660cc (100 x 84mm) MZ had the biggest impact, due to the were predominantly single-cylinder two Power 48bhp @ 6500rpm powerful two-strokes developed by their strokes of moderate performance and Weight 174kg (3831b) dry engineer Walter Kaaden. Star rider curious, old-fashioned styling. Bikes Top speed 105mph (168kph) Ernst Degner was on the verge of such as the ES250/2 Trophy and winning the 125cc world championship TS250/1 Supa Five of the 1970s, and in 1961 when he defected, taking MZ’s the later but only slightly better looking 1 l 8 A ■ ■ BELOW LEFT Z O F MOTORCYCLES The former MZ firm ■ BELOW MZ roadsters such had a strong tradition in off¬ as the 250cc Supa Five were road events such as the popular for their price and International Six Days Enduro. practicality, but not their looks. Ernst Degner (right), who later went to Suzuki, discusses ttco-stroke tuning OTHER MAKES with Walter Kaaden. ■ NER-A-CAR The name of this unusually designed machine of the 1920s was doubly apt, because it was designed by an American called Carl Neracher with the intention of being a bike that was as near a car as possible. His long, low creation was built first in Syracuse, New York state and then in Britain, initially with a 221cc ABOVE New Imperial’s fast and two-stroke engine and later with a 350cc ■ four-stroke single. Although civilized and handsome 500cc V-twin set records and very stable, thanks partly to its won many races in the mid-1980s. innovative hub-centre steering, the Nera-Car was not a commercial success. ETZ250, provided cheap, reliable m NEW IMPERIAL Production began in 1921 at the Birmingham firm New Imperial was improbably high rate of 150 per day, and notable in the early 1930s for pioneering lasted only until 1926. unit construction of engine and gearbox on bikes including the motorcycling for large numbers of riders, Unit Minor 150 and mainly in Eastern Europe. Unit Super 250. After German reunification MZ fell Sporting successes into financial trouble, but resurfaced in included Ginger Wood’s 1994 with new management, a new 102.2mph (164.4kph) name — MuZ — and a stylish new average for an hour at single-cylinder roadster, the Skorpion. Brooklands in 1934 on Designed by British consultants a 500cc V-twin, and Seymour Powell and powered by the Bob Foster’s win in the 1936 Lightweight TT. aircooled, four-stroke engine from The factory was bought Yamaha’s XTZ660 trail bike, the by Jack Sangster, owner Skorpion was a neat and reasonably of Ariel and Triumph, quick roadster, with a 105mph (168kph) and production did not top speed and good handling. Although ■ MuZ remained in a difficult financial ABOVE The Ner-a-Car ivas stable and civilized, but even in the 1920s most riders preferred sportier bikes. restart after the Second World War. position, the Skorpion’s arrival gave hope for a more prosperous future. 1 1 9 A Z O F MOTORCYCLES ■ LEFT This Model 1 9, from 1 926, was finished in Norton’s silverand-black colours. Norton ■ NORTON CS1 James Lansdowne Norton built his first motorcycle in 1902, and soon gained a reputation for rapid racing bikes and strong, reliable roadsters. In 1907 Rem ■ LEFT The right of the CSl’s engine Fowler used a Peugeot-engined Norton shows the bevel-driven overhead cam that to win the twin-cylinder class of the first gave the CamShaft 1 its name. Isle of Man TT. A year later, Norton ■ introduced both single and twin-cylinder pictured at Brooklands. below This 1927 works CS1 is engines of its own construction. Early models included the 490cc 16H, a high- NORTON CS1 performance roadster, and the 633cc Engine long-stroke Big 4, which was named after its 4bhp rating and was popular for pulling sidecars. But James Norton was a better engineer than businessman, and afterwards under joint directorship of 12 0 Aircooled 2-valve SOHC single Capacity 490cc (79 x 100mm) Power 20bhp approx Weight 145kg (3191b) wet Top speed 80mph (128kph) the firm went into liquidation in 1913. Norton Motors Ltd was formed shortly (1927) A Z O F MOTORCYCLES OTHER MAKES ■ NIMBUS Throughout its existence from 1919 to closure in the late 1950s, Danish firm Nimbus concentrated solely on bikes with a 750cc, aircooled in-line fourcylinder engine and shaft final drive. Early models had inlet-over-exhaust valve operation; later bikes used a redesigned, SOHC motor producing 22bhp. Nimbus’s military fours were much-used by the Danish armed forces, but the civilian models were not exported in great numbers. ■ ABOVE T/its scene of a victorious Norton from the early 1930s celebrates the firm's long run of wins in the Senior TT. ■ above The 1934 Nimbus was one of the first to use the Danish firm’s new SOHC in-line-four engine, which was introduced in that year. ■ NORMAN In the 1950s Norman, a small firm from Kent, was as notable for its displays at London’s annual bike ■ LEFT Norton's key figures James “ Pa" Norton and tuner “ Wizard” O'Donovan, pose show as for its modest range of small capacity two-strokes. Villiers-engined roadsters such as the TS Uni-Twin and the B3 were competent and with rider Rex reliable, but performance was only Judd. moderate and the factory was closed in 1962. James Norton and Bob Shelley, whose brother-in-law Dan “Wizard” O’Donovan events for many years. In the early 1920s Norton converted was a top racer and tuner. Based at the single-cylinder engine to overhead Brooklands, O’Donovan developed the valve operation, producing the Model 18 490cc Norton single to produce the roadster. The PHV single won the Senior Brooklands Special or BS, which was TT in 1924, a year before “Pa” Norton sold with a certificate confirming that it died, aged 56, following a long-standing had exceeded 75mph (120kph) at the heart problem. In 1927 the firm from Surrey track. The BS was the world’s Bracebridge Street, Birmingham intro¬ first production racing bike, and was also duced another technical advance with built in Brooklands Road Special (BRS) the CS1, which featured an overhead ■ form, timed at 70mph (112kph). The camshaft. The CS1 was immediately and best roadsters was the B4 chassis that O’Donovan used to test the successful in racing, being ridden to BS and BRS engines at Brooklands was victory by the great Stanley Woods and later restored, became known as “Old others, and a year later was released as Miracle”, and was ridden in classic a super-sports roadster. ABOVE One of Norman's last Sports of 1 961, powered by a 250cc, twin-cylinder Villiers two stroke engine. 1 2 1 A - Z OF MOTORCYCLES ■ BELOW The McCandless brothers’ Featherbed frame gave the Manx, pictured here in 1 955, superb handling. ■ 9** Norton ■ NORTON 5 00c c BOTTOM Classically simple, its lasting success made the Manx the definitive British racing single. MANX The 1930s were great years for Norton, NORTON 5 0 0 c c MANX (1962) who won every Senior and Junior TT Engine Aircooled 4-valve DOHC single race but two between 1931 and 1938. Led by team manager, tuner and former Capacity 498cc (86 x 85.8mm) rider Joe Craig, the firm more than lived Power 54bhp @ 7200rpm Weight 140kg (3081b) dry Top speed 140mph (225kph) up to the “Unapproachable Norton” slogan that had been coined years earlier. Norton’s sporting single during the 1930s was the International. The firm’s Isle of Man success led to the racing version of this model, produced redesigned using an innovative tubular to win both 500 and 350cc world titles to individual orders at Norton’s Brace- steel chassis devised by Irish racing on the fine-handling Featherbed Manx bridge Street factoiy, being given the brothers Rex and Cromie McCandless. in 1951, retaining the 350 champion¬ name Manx. During testing at Silverstone, Norton ship in 1952. The most famous version of the Manx works rider Harold Daniell inadvertently Although it was eventually overcome was created in 1950, when the works christened the frame with his comment by the more powerful four-cylinder 500s racebike, which had used a twin- that the new bike felt as though he was of Gilera and MV Agusta, the Manx took camshaft engine since 1937, was riding a feather bed. Geoff Duke went on numerous famous victories in A ■ BELOW Z O F MOTORCYCLES The Dominator 99, introduced in 1956, provided lOOmph (160kph) top speed and good handling. subsequent years, many by private riders on production bikes after Norton’s factory team had been disbanded in 1955. A Manx ridden by Godfrey Nash won the Yugoslavian Grand Prix as late as 1969, and in the 1980s the single found a new lease of life with the rise in popularity of classic racing. The success of Triumph’s Speed Twin and its derivatives led Norton to intro¬ duce its own parallel twin, the 500cc Model 7 Dominator, in 1949. Designed by Bert Hopwood, the Dominator pro¬ duced 29bhp, managed about 90mph (145kph), was reliable and handled well, though the initial model’s brakes were poor. In 1952 Norton combined the twin-cylinder powerplant with the ■ Featherbed frame made famous by the parallel-twin LEFT A 600cc engine and Manx single, to produce the Dominator Featherbed frame 88. This was the bike that first earned made the “Dommie the reputation for fine handling that 99” a winner. Norton twins retained for many years. ■ The first Norton twin whose engine FAR LEFT Geoff Duke won truly matched its chassis was the three world Dominator 650SS, which was launched championships on in 1962 with an uprated, 49bhp motor in Norton’s factorysingles. a Featherbed frame. With paintwork in Norton’s traditional silver the 650SS was a handsome bike, and it was fast, torquey and stable too. But the 650SS and later 750cc Atlas did not sell particularly well, partly due to relatively low production levels and high prices. That did not help the always difficult financial situation at Norton. In 1953 the firm had been bought by AMC, owners of AJS and Matchless, and in 1963 production was moved to AMC’s factory in south London. ■ LEFT Among the best Norton twins was the powerful and stylish 650SS, pictured here in 1 966 form. 12 3 A Z O F M O T O R C Y C L E S ■ LEFT Its blend of smoothness and traditional Norton handling made the Commando ideal m for hard riding. Norton ■ BELOW The Commando motor's ■ NORTON 75 0ee vibration was COMMANDO controlled by FASTBACK Norton's Isolastic The Norton Commando was one of the mounting system. best and most famous parallel twins of ■ them all. It was released in 1968, BOTTOM The Fastback created massive interest — not least due Commando was a to the striking styling that earned it the very stylish bike. Fastback name — and sold well despite a backdrop of Norton’s mounting financial problems. Powered by the NORTON COMMANDO 750cc 745cc engine from the 750 Atlas model, FASTBACK the Commando produced 58bhp and Engine (1968) Aircooled 4-valve OHV pushrod parallel twin weighed a respectable 190kg (4181b). Its 115mph (185kph) plus performance Capacity 745cc (73 x 89mm) was well-controlled by a chassis that Power 58bhp @ 6800rpm Weight 190kg (4181b) dry Top speed 117mph (187kph) again upheld Norton’s reputation for handling and roadholding. The Commando chassis was also notable for the way it controlled the 1 2 4 A Z O F MOTORCYCLES ■ LEFT Steve Hislop's 1992 Senior TT win on the rotary racer evoked Norton's glory years. ■ FAR LEFT TOP Peter Williams won the Formula 750 TT for Norton in 1973. ■ FAR LEFT BELOW The Classic was the first Norton rotary to go on sale to the public. ■ BELOW The FI sportster (left) was inspired by Steve Spray's 1989 racebike. traditional big-twin vibration that had key development of a rotary-engined looks with 145mph (233kph) speed and plagued the Atlas. Norton’s Isolastic bike that was used by several British sure-footed handling. The FI, however, system was a method of attaching the police forces. Eventually Norton, now had some rough edges, and its low- angled-forward engine assembly to the based at Shenstone in Staffordshire, volume production kept prices up and twin-cradle frame via several adjustable produced a limited edition civilian profits down. By the mid-1990s Norton’s rubber mounts, which allowed the motor roadster called the Classic, powered by promising recovery had loundered, to shake without upsetting the rest of the a 588cc twin-chamber rotary engine. several former directors had been bike. The system worked, maintaining a The touring Commander followed, and accused of financial irregularities, and smooth ride even when, six years later, public interest in Norton snowballed hundreds of shareholders had lost the engine was bored out to produce the when enthusiastic workers built an money invested in the company. 850 Commando. alloy-framed rotary racer that won two Production of rotaries was then national championships in 1989. abandoned by the new Canadian owners, Despite lacking power compared to most of its circuit rivals, the Commando was raced with some success in the A race-replica sportster, the FI, followed a year later, combining good and Norton’s future as a motorcycle manufacturer remained in doubt. early 1970s. Norton’s Formula 750 racer used an innovative steel monocoque ! frame that helped give advantages in j weight and aerodynamics. The bike was | developed and ridden by Peter Williams, j who won the 1973 Formula 750 TT on it. ; A road-going replica was also produced, ; but such rearguard actions were not 1 enough to save Norton, which by now ) was part of the Norton Villiers Triumph group that had been struggling for years. NVT duly went into liquidation, and the j last Commandos were built in 1978. Norton’s name did not disappear ! altogether, however, and between 1977 i and 1987 the company continued low 12 5 A Z O F MOTORCYCLES NSU ■ NSU 2 50 cc SUPERMAX German firm NSU started off by produc¬ ing knitting machines, before expanding to build bicycles and then, in 1901, its ■ LEFT NSU’s 250cc Supermax (left) and 125cc Superfox singles shared an SOHC first motorbike. The first machines used single-cylinder a combination of a Swiss-made 1.5bhp engine layout. NSU SUPERMAX (1955) Engine Aircooled 2-valve SOHC single Capacity 247cc (69 x 66mm) Power 18bhp @ 6500rpm Weight 164kg (3611b) dry Top speed 75mph (120kph) ■ BELOW The Supermax was one of the most sophisticated bikes of the 1950s, but its price limited export sales. 1 2 6 A ■ BELOW Z OF MOTORCYCLES The Supermax's fuel cap celebrated NSU's Grand Prix success. ■ - BOTTOM OTHER MAKES Werner Haas, pictured on the OK-SUPREME superb Rennmax parallel twin, won both ■ 250 and 125cc titles in 1953. After beginning volume production in 1911, Birmingham-based OK concentrated on two-strokes, notably a bike called the Junior. The firm became OK-Supreme in 1927, the year before Frank Longman scored its only TT win. Its best-known bike was the early 1930s single, built in 250 and 350cc form, that was known as the Lighthouse after the B glass inspection plate in its camshaft tower. The cheap and reliable 250cc ABOVE Over's Euro Twin, powered by Yamaha's TDM850 parallel twin motor, was fast, stylish and expensive. Flying Cloud was popular in the late 1930s, but the firm built only a few grass track bikes after the Second World War. firm built successful enduro bikes and the rapid twin-cylinder two-stroke Yankee 500 roadster. But industrial problems and falling sales led to closure of the factory in 1984, after which some bikes were built as Ossamotos by a workers’ co-operative. ■ OVER The small firm run by Japanese engineer Kensei Sato has built several exotic and expensive specials in recent years, many Zedel engine in a bicycle frame; two years later NSU produced its own single using the oval-section tubular aluminium ■ ABOVE Legendary rider and tuner and V-twin engines. Production grew, Bill Lacey with a record-breaking OK- and in 1929 Norton’s designer Walter Supreme on the Brooklands banking. frames that have become an Over trade¬ mark. Among the best was the Euro Twin, powered by Yamaha’s TDM850 engine. Moore was hired to create NSU’s first overhead-camshaft model. In fact, the 500SS was so similar to Norton’s CS1 ■ that Norton workers claimed NSU stood Founded by Manuel Giro in the late for Norton Spares Used. 1940s, Ossa developed a reputation for NSU was one of the world’s leading OSSA trials, enduro and trail machines, mostly manufacturers before the Second World with two-stroke engines. The Barcelona War, and afterwards introduced inno¬ firm built numerous small capacity vative bikes including the 250cc Max. This featured an SOHC single-cylinder engine, pressed-steel frame and leadinglink forks. The Max’s most famous roadsters and made an impact in road racing with Santiago Herrero, who won several 250cc Grands Prix on a single¬ cylinder two-stroke in the late 1960s. Santiago Herrero cranks Sadly, Herrero was killed at the Isle of ■ descendent was the Supermax, intro¬ Man TT in 1970, after which Ossa quit Ossa's rapid 250cc single through a duced in 1955, which provided smooth, Grand Prix racing. During the 1970s the bend at Brands Hatch in 1969. ABOVE reliable 75mph (120kph) performance, stable handling and excellent braking. It was beautifully engineered and constructed, traditional assets which led NSU’s 250cc Rennmax made a brief 1953 and 1954. NSU retired from Grand Honda to base several bikes on NSUs. but memorable impact on Grand Prix Prix racing after that season but But the Supermax and its 125cc racing in the early 1950s. The powerful continued to sell single-cylinder I stablemate the Superfox were too Rennmax, a DOHC parallel twin with a Sportmax racers, based on the road¬ expensive to sell in large numbers, and large-diameter steel spine frame, was in going Max. Hermann-Peter Muller used in the early 1960s NSU abandoned a class of its own when winning the one to win NSU’s third consecutive world championship for Werner Haas in 250cc championship in 1955. 1 bikes to concentrate on car production. 1 2 7 A Z O F MOTORCYCLES ■ LEFT For solo use the Model 100 sloper was efficient, with a top speed of •* Panther ■ PANTHER MODEL 70mph (112kph) and fair handling. 100S ■ BELOW A Model 100S was A big single-cylinder Panther was the typically fitted with definitive bike for pulling a sidecar in a sidecar such as the 1940s and 1950s, when an “outfit” this 1 95 7 hike’s was often the main means of transport Watsonian Avon for a family unable to afford a car. single-seater. Although not particularly powerful, the long-stroke Panther motor produced made it ideal for sidecar use. The overhead-valve motor, with its twin plenty of useful low-down torque that Yorkshire firm, originally known as exhaust ports, was introduced in 1928, Phelon and Moore (P&M), had been and was relatively little changed by building “slopers”, named after their 1957 when the Model 100S Deluxe single, angled-forward cylinder, since was produced. When fitted with a Aircooled 2-valve OHV 1904. Panther also built Villiers- Watsonian sidecar it gave undramatic pushrod single engined two-strokes until the 1930s, but efficient and fairly smooth Capacity 598cc (87 x 100mm) and recommenced two-stroke production performance. In 1960 the firm estimated Power 23bhp @ 5300rpm in the 1950s with models including the that 90 per cent of Model 100s were Weight 193kg (4251b) dry 324cc Model 45 Sports. attached to sidecars. That left Panther Top speed 68mph (109kph) PANTHER1 MODEL 100S ( 1957) Engine 1 2 8 The firm’s most famous sloper was vulnerable when the attraction of three the Model 100, which was strong, slow- wheels faded, and production ended in revving and reliable. The original 598cc the late 1960s. A Z O F MOTORCYCLES 0*# ■ ROYAL ENFIELD 750cc INTERCEPTOR ■ Throughout most of its long existence ABOVE Royal Enfield's name, Royal Enfield was one of Britain’s larger little heard of in manufacturers, without matching either more recent years, the production levels or the glamour of was a very familiar giants such as BSA and Triumph. The sight in the 1950s and 1 960s. firm from Redditch, near Birmingham, began, like many others, as a bicycle ■ LEFT The ROYAL 1ENFIELD INTERCEPTOR Interceptor went (1965) round corners well, despite being a tall Engine Aircooled 4-valve OHV bike with rather pushrod parallel twin soft front forks. Capacity 736cc (71 x 93mm) Power 53 blip @ 6000rpm manufacturer before producing its first War the company introduced a redes¬ Weight 193kg (4251b) wet motorcycles in 1901. By the 1930s igned Bullet single that was successful Top speed 105mph (168kph) Enfield had adopted the Bullet name for on the road and in trials, and is now a range of 250, 350 and 500cc four- built in India. stroke singles. After the Second World Royal Enfield followed the trend for parallel twins in 1948, with a softlytuned 500cc roadster. Five years later the engine was enlarged to 692cc to power the Meteor, the biggest parallel twin on the market. The sportier Super Meteor led in 1958 to the Constellation, which was later sold with Royal Enfield’s innovative Airflow full fairing. Biggest and best of the twins was the Interceptor, which was released in 1962 with a 736cc engine producing 53bhp. Created partly to supply the American export market’s demand for cubic inches, the Interceptor combined impressive mid-range torque and reasonable smoothness with various failings one of which was a feeble front brake. In the mid-1960s Royal Enfield suffered severe financial problems. Interceptor production moved briefly to the West Country before ending in 1968. ■ LEFT This higli-handlebarred Interceptor, built for the US market in sraSgisgafigglSll 1965, was a handsome and powerful bike. 12 9 A - Z OF MOTORCYCLES Rudge ■ RUDGE 50 0c c ULSTER pulleys to maintain the tension of the Two bicycle firms, Rudge and Whit¬ final drive belt, while allowing the rider worth, merged to form Rudge Whitworth to select from no fewer than 21 gear and produced a 3.5bhp single-cylinder ratios. The Multi was a big success, motorbike in 1909. Early innovations winning the 1914 Senior TT and remain¬ included a spring-up stand and a hinged ing in production for nine more years. rear mudguard to aid wheel removal, but Rudge was a leading exponent of four- it was a gearing system that led to the valve cylinder heads in the mid-1920s, firm’s first famous model — the Rudge producing the 500cc single on which Multi. This used an ingenious system of Graham Walker — the firm’s sales manager — sped to victory in the 1928 Ulster Grand Prix. RUDGE ULSTER (1930) Engine The sportiest of Rudge’s three models Aircooled 4-valve OHV was renamed the Ulster in recognition. pushrod single It used the firm’s celebrated linked Capacity 499cc (85 x 88mm) braking system, whereby the foot-pedal Power 30bhp approx Weight 131kg (2901b) dry Top speed 1 OOmph (160kph) ■ above Graham Walker’s 1928 Ulster Grand Prix win led to Rudge’s 500cc fourvalve single being called the Ulster. ■ BELOW The Ulster had further success with Wal Handley’s Senior TT win in 1930. 13 0 operated both front and rear drums, with the hand lever also working the front brake. Rudge had more racing success in the 1930s, but hit financial trouble and ceased production in 1939. A Z O F MOTORCYCLES ■ LEFT This 596cc Flying Squirrel was built in 1950, shortly before production Scott ■ SCOTT ceased. to SQUIRREL Alfred Scott built some of the most advanced and distinctive bikes of ■ motorcycling’s early years. In 1909 he greatest days were created a 333cc two-stroke parallel twin already over when BELOW Scott’s this distinctive featuring the novelties of a kick start, three-speed, 596cc foot-change two-speed gearbox and twin was built in telescopic front forks. Shortly afterwards 1928. Scott adopted full watercooling and enlarged the engine to 486 and 534cc, two-strokes won consecutive Senior TTs. hand-change gearbox. With a top speed adding performance that was put to good The following year saw the start of the of about 70mph (112kph), good use in 1912 and 1913, when the legendary Scott Trial, held in the handling and unique looks and sound, Yorkshire dales near the factory. the Scotts won many followers. Alfred Scott left the company after the SCOTT SQUIRREL (1925) The Squirrels could be tempera¬ First World War to build the three¬ mental, however, and prices were quite Watercooled two-stroke wheeled Scott Sociable car. He died in high. Later models, with conventionally parallel twin 1923, only a year after the firm shaped tanks, were heavier and less Capacity 596cc (74.6 x 68.25mm) introduced the Squirrel range, and competitive, and production declined in Power 25bhp @ 5000rpm expanded with a variety of capacities, the 1930s. In 1950 the firm was bought Weight 115kg (2531b) wet and names such as Super Squirrel, by Birmingham-based Scott fanatic Matt Top speed 70mph (112kph) Sports Squirrel and Flying Squirrel. A Holdei; who continued developing and typical mid-1920s Squirrel was powered selling Squirrel motorcycles in small by a 596cc engine with a three-speed, numbers right up until 1978. Engine 1 3 1 Z A O F MOTORCYCLES LEFT ■ The S7 was comfortable, but had too much weight, poor brakes and only mediocre handling. Sunbeam ■ SUNBEAM S8 Quality and attention to detail were characteristics for which Sunbeam’s ■ BELOW The S8 was lighter and early motorcycles became known, faster than the S7, following the Wolverhampton firm’s but it was still not introduction of its first model, a 350cc successful enough single, in 1912. Like Sunbeam’s earlier to save Sunbeam. bicycles, the single had a fully-enclosed drive chain that earned it the nickname “Little Oil Bath”. The 3.5bhp single, on Sunbeam’s reputation as the introduced a year later, sold well, was gentleman’s motor bicycle by building a raced successfully and established sophisticated roadster. The S7, released SUNBEAM S8 (1949) Sunbeam’s colours of black with gold in 1947, was powered by a 487cc four- Engine Aircooled 4-valve SOHC lining. Development engineer George stroke tandem twin engine with shaft tandem twin Dance set several records on Sunbeams, final drive. It had a big, heavy chassis Capacity 487cc (70 x 63.5mm) and the single scored two Senior TT which incorporated fat balloon tyres. Power 26bhp @ 5800rpm wins in the early 1920s. The S7 was underpowered, initially Weight 182kg (4001b) dry Top speed 85mph (136kph) 13 2 Sales declined in the 1930s, and vibrated terribly and handled poorly. It Sunbeam was sold first to AMC and was also one of the most expensive bikes then, in 1943, to BSA. After the Second on the market, and unsurprisingly, was World War, BSA attempted to capitalize not a commercial success. A Z O F MOTORCYCLES dm ■ LEFT Alec Bennet won two TTs on black-and-gold Sunbeams similar to this 350cc model 2 from 1924. In 1949 Sunbeam introduced the system, less weight, front forks similar to and handled better than its predecessor. uprated S7 De Luxe, and also produced a those of BSA’s A10, and conventional But further development was minimal, sportier version of the twin, the S8. This wheels and lyres. With a top speed of sales remained low and Sunbeam pro¬ featured new styling, a louder exhaust about 85mph (136kph) the S8 was faster. duction finally ground to a halt in 1956. OTHER MAKES ■ ■ SINGER SUN Typical of the numerous British firms The most notable design from early British producing modest Villiers-engined two- firm Singer was a 222cc four-stroke strokes in the 1950s, Birmingham-based single-cylinder engine which, together company Sun had a history that included with its fuel tank and carburettor, was the production of a rotary disc-valve two- housed within a wheel. Singer bought the stroke racer in the 1920s. Later roadsters design in 1900 and used it, both as the such as the 250cc Overlander twin of rear wheel of a solo and the front wheel of 1957 were remarkable for the generous a tricycle, for the next few years. The weather protection they offered. That company also produced more conventional numerous specials powered by Japanese wasn’t enough to make them popular bikes before giving up to concentrate on fours, from Suzuki’s GS1000 to though, and Sun ceased motorcycle building cars after the First World War. Kawasaki’s ZZ-R1100. production a few years later. ■ SPONDON Named after the Derbyshire town in which it is based, chassis specialist firm Spondon Engineering was founded by Bob ■ ABOVE Many Sun roadsters were simple, single-cylinder two-strokes such as this 197cc model from 1956. Stevenson and Stuart Tiller in 1969. Several early Spondons used Yamaha twostroke racing engines such as the 125cc AS1, TZ250 and 750cc OW31. Spondon has built frames for roadsters including the Silk and Norton’s FI, and produced ■ RIGHT Norton’s rotary racebike, like the later FI roadster, featured a Spondon twin-spar aluminium frame. 1 3 3 A Z O F MOTORCYCLES Suzuki ■ SUZUKI T2 0 SUPER SIX ■ LEFT Suzuki entered the bike Michio Suzuki set up a business manu¬ business with the facturing silk looms in 1909, and ran it Power Free, a until the Second World War. In 1952, 36cc engine that problems in the silk loom industry led clipped to a Suzuki to develop and sell a 36cc two- bicycle. stroke engine, named the Power Free, which clipped to a bicycle frame. An im¬ proved, 60cc version called the Diamond SUZUKI T20 SUPER SIX (1966) Free followed one year later, and in May Engine Aircooled two-stroke parallel twin 1954 the revived Suzuki firm launched its first complete bike, a 90cc four-stroke Capacity 247cc (54 x 54mm) single named the Colleda. Entered in Power 29bhp @ 7500rpm Weight 138kg (3041b) dry Top speed 95mph (152kph) that year’s Mount Fuji hill-climb, it triumphed over 85 rivals. Through the late 1950s and early 60s, Suzuki concentrated on small-capacity ■ ABOVE The Super Six got its name from the twostroke parallel twin engine’s six-speed gearbox. ■ LEFT Attractive styling combined with performance and good handling to make the Super Six popular. ■ OPPOSITE RIGHT The GT500 parallel twin of the early 1970s combined 11 Omph (1 77kph) top speed with only mediocre handling. ■ OPPOSITE LEFT Suzuki’s first complete bikes were the 90 and 125cc Colleda two-strokes of the mid-1 950s. 13 4 A Z O F MOTORCYCLES two-strokes, in particular on the firm’s first purpose-built competition machine, the 125cc Colleda RB of 1959. They included numerous cheap commuter bikes and the sportier, 250cc T10 of 1963 — the company’s first export success. But it was a new generation 250 twin, the T20 Super Six — the X6 in America —that put Suzuki on the map when it was launched in 1966. The name referred to the two-stroke’s six-speed gearbox; an even more impressive — but slightly optimistic — number was the claimed top speed of lOOmph (160kph). The Super Six’s allnew engine produced 29bhp and incorporated a sophisticated Posi-Force lubrication system. Other classy features included Suzuki’s first twin-cradle frame, which gave good handling in conjunction with light weight. True top speed was somewhere between 90 and lOOmph (144-160kph) - enough anyway to make the Super Six a big hit. next ten years, gaining a disc front engine produced 67bhp, giving the triple market with an enlarged two-stroke brake, electronic ignition, fresh styling a top speed of 115mph (185kph) to go parallel twin, the T500, which was and the name GT500 along the way. with its generous mid-range torque. In 1967, Suzuki entered the big bike known as the Titan in America and the Suzuki’s first true superbike was the Although smooth, quiet and comfortable, Cobra in Britain. Although it was simple GT750, the big, watercooled three- the Suzuki was also big and ponderous. and handled rather poorly, the 46bhp cylinder two-stroke that became known It couldn’t match the acceleration or T500 was reliable, economical and fast, as the Kettle in Britain and the Water excitement of rivals such as Kawasaki’s with a top speed of llOmph (177kph). Buffalo in America, following its intro¬ 750cc HI, but its all-round ability kept The twin remained in production for the duction in 1971. The softly-tuned 738cc the GT750 popular for most of the 1970s. 1 3 5 A Z O F MOTORCYCLES ■ LEFT The GS1000 combined raw power with the best handling yet from a Japanese Suzuki ■ SUZUKI Superbike. GS1000 The GS1000 was a landmark motorcycle ■ not just for Suzuki but for the whole based the cylinder motor on launched in 1978, the GS outperformed Kawasaki’s proven Kawasaki’s legendary Zl, its direct DOHC, eight-valve rival, in almost every area. More format. importantly, here at last was a big fourcylinder machine whose chassis was a match for its motor. Japan had been SUZUKI GS1000 (1978) building great powerplants for years, but Engine the GS was the first open-class super¬ The GSlOOO’s format was conven¬ tional, closely based on that of the Aircooled 8-valve DOHC transverse four Capacity 997cc (70 x 64.8mm) Power 87bhp @ 8000rpm Weight 242kg (5321b) dry Top speed 135mph (216kph) GS750 introduced a year earlier. The ■ RIGHT The GSlOOO’s rather ordinary styling disguised the fact that this was an exceptional motorcycle. 13 6 Suzuki GSlOOO’s four- Japanese industry. When it was bike that handled really well. BELOW A ■ BELOW TFes Cooley won the US ■ BOTTOM The stunning Katana 1100 of Z O ■ F BELOW MOTORCYCLES Suzuki’s first big four-stroke Superbike championship for'Suzuki in 1982, styled by Anglo-German firm Target roadster was the fast and sophisticated 1980 on a Yoshimura-tuned GS1000S. Design, teas as fast as it looked. GS750 four, introduced in 1977. even faster and more competent bike marred by ugly, angular looks. Two years later Suzuki revamped it to produce the stunning GSX1100S Katana, whose radical combination of nose fairing, low handlebars, humped fuel tank and combined seat/sidepanels gave a aircooled, 997cc engine used twin cams (193kph), cruised at 90mph (144kph) superbly raw, aggressive image. The and eight valves to produce 87bhp. The and outperformed rivals such as aircooled four-cylinder engine was chassis incorporated a rigid tubular Honda’s CB750 and Yamaha’s XS750. It tuned to produce 111 blip, giving the steel frame, sophisticated, adjustable handled acceptably, establishing a Katana — named after a Samurai suspension parts, wide tyres and twin reputation that would be enhanced by warrior’s ceremonial sword —a top speed front disc brakes. Styling was clean and future models. Fast, I'efined and reliable, of more than 140mph (225kph). the GS750 four represented the start of Handling was excellent despite 250kg great things for Suzuki. (5511b) of weight, and the Suzuki’s style pleasant, if a bit bland. There was certainly nothing ordinary about the Suzuki’s performance, which combined fearsome acceleration with a The 16-valve GSX1100 that replaced the 8-valve GS1000 in 1980 was an and speed combined with a reasonable price to make it a big success. top speed of 135mph (216 kph). Mid¬ range power delivery was equally strong, and the GS was comfortable and reliable too. Better still, the bike was rock¬ steady in a straight line, remaining stable even at cornering speeds that left most rivals wallowing in its wake. The GSlOOO’s only failing was a certain lack of charisma. It was a hugely impressive machine that emphasized Suzuki’s arrival as a leading superbike producer. In 1977, just a year before unleashing the GS1000, Suzuki had released its first big four-cylinder bike in the shape of the GS750 — and scored an immediate success. With a maximum output of 68bhp on tap, the twin-cam GS750 whirred smoothly to over 120mph 1 3 7 A Z O F MOTORCYCLES ■ LEFT The original GSXR750’s ultra-light chassis gave superb cornering but •* occasional high¬ Suzuki speed instability. ■ OPPOSITE Early GSX-Rs held ■ SUZUKI GSX-R750 an oilcooled 16- The arrival of Suzuki’s GSX-R750 in valve motor in an 1985 had a huge impact on the design of aluminium frame. supersports motorcycles. This was the ■ BELOW Heavily first true Japanese race-replica, based on Suzuki’s startlingly close to being simply works endurance motorcycles, the Suzuki's works endurance bike in road- first GSX-R750 legal form. The GSX-R was searingly was a genuine fast, outrageously light and utterly race-replica. singleminded. No other mass-produced four came close to matching its uniquely four-cylinder engine, which was oil- the steel frame of the previous GSX750, aggressive, race-bred image. cooled, had a cam cover made from and held stout 41mm diameter front Every component of the GSX-R was lightweight magnesium, and produced forks. A racy twin-headlamp fairing, designed for high performance and low lOObhp at 10,500rpm. The Suzuki’s alu¬ foam-backed clocks, clip-on bars and weight. That included the 16-valve, minium frame weighed half as much as rearset footrests completed the package. 1 3 8 A Z O ■ F MOTORCYCLES LEFT Suzuki’s repeated chassis refinements gave the GSX-R750 better handling over the years. ■ below left Later GSX-R 1100 models did not match the impact of the excellent original motorcycle of 1986. styling with a modified chassis that ruined the big GSX-R’s handling. Frequent further revamps through the 1990s restored some poise and added even more power, but the GSX-R 1100 never regained its performance lead. SUZUKI GSX-R750 (1985) In contrast to its problems with the Oilcooled 16-valve DOHC GSX-R1100, Suzuki used a process of transverse four repeated refinement to keep the GSX- Capacity 749cc (70 x 48.7mm) R750 popular, even when its impact in Power lOObhp @ 10,500rpm racing had dimmed. The first major Weight 176kg (3871b) dry Top speed 145mph (233kph) Engine revision was the 750J model of 1988 known as the Slingshot after its carburettors — which was heavier but featured new styling, uprated chassis parts and a more powerful engine. In 1992 the GSX-R gained a watercooled Performance lived up to all expectations. Acceleration was flat motor with a peak output of 116bhp, the below 7000rpm, after which the GSX-R highest yet. A stiffer frame, revised raced towards 145mph (233kph) with a chassis geometry and upside-down forks muted scream from its four-into-one meant that the GSX-R750W shared exhaust system. Handling and braking ■ were exceptional, aided by the works endurance team to many tains. remarkably low weight of 176kg (3871b). ■ The GSX-R750 was instantly successful a tvatercooled, 116bhp powerplant. ABOVE below Herve Moineau led Suzuki's The 1994 model GSX-R750 had almost no components with the original model. It had also gained a fair amount of weight along the way. But in spirit the GSX-R750 had not changed at all. both on the racetrack and in the showrooms, and its format was hastily followed by other manufacturers to create the modern brand of sporting superbike. A year after triggering the sportsbike revolution with the GSX-R750, Suzuki produced a bigger version that brought a new dimension to two-wheeled performance. The GSX-R1100 of 1986 added mid-range power and even more outright speed to the smaller model’s assets of light weight, handling and racetrack style. Its 125bhp oilcooled engine provided a 155mph (249kph) top speed, plus instant acceleration at the twist of the throttle; its lightweight aluminium-framed chassis gave unmatched open-class handling. Unfortunately for Suzuki, a 1989 redesign, the HOOK, combined fresh 13 9 A - Z OF MOTORCYCLES ■ BELOW LEFT Early RG500s housed the watercooled square-four engine in a tubular steel frame. ■ •* Suzuki ■ SUZUKI BOTTOM Barry Sheene’s championship- winning RG500 was run by the Britishbased Texaco Heron team. RG500 Success in the prestigious 500cc class Suzuki’s first move into international SUZUKI RG500 (1976) racing was at the Isle of Man TT in Engine 1960, with a 125cc team including was eventually achieved with the Watercooled rotary disc- legendary square-four RG500, which valve two-stroke square four not only won four world championships Mitsuo Itoh, who would later become the Capacity 495cc (54 x 54min) but was favoured by privateer racers for firm’s racing chief. Results were modest Power 114bhp @ 1 1 ,()00rpm over a decade. The RG’s layout was Weight 125kg (2751b) dry developed from that of the short-lived Top speed 170mph (272kph) but the experience proved vital. The team stayed at the same hotel as MZ rider Ernst Degner — who in 1961 250cc RZ63 square-four of the mid1960s, whose habit of seizing at high defected from East Germany, bringing speed earned it the name “Whispering the secrets of MZ’s powerful two-strokes Death”. The RG500 was first raced in to Suzuki. Degner won the Japanese 1974 by riders including rising British firm’s first world championship in 1962, star Barry Sheene. After initial problems in the new 50cc class. New Zealander had been solved, its watercooled, disc- Hugh Anderson and Germany’s Hans- valve two-stroke engine proved to be Georg Anscheidt added five more titles powerful and reliable. in the following six seasons on Suzuki’s In 1976 the RG500, redesigned with peaky little 50cc machines, and new 54 x 54nmi engine dimensions and Anderson went on to win the 125cc with its output increased to 114bhp at championship in 1963 and 1965. 11,000 rpm, took Sheene to his and 1 4 0 OF ■ RIGHT AND ■ MOTORCYCLES RIGHT Kevin BELOW Barry Schwantz won the 1993 Sheene's glamour title on the RGV500. and shoicmanship were as important to Suzuki as his riding ability. five Grand Prix wins were matched by five crashes that left him second in the championship. In 1992 Suzuki followed Honda’s lead in revising the RGV, whose cylinders were by now spaced at 70 degrees, with a big bang firing order that made the 170bhp V-four more rideable. Injuries ruined that season for Schwantz, but in 1993 his matured but still aggressive riding, coupled with the Suzuki’s speed, ■ BELOW RIGHT Schwantz won two Grands Prix on the RGV500 in 1988, but winning the title took another five years. reliability and traditional fine handling, finally earned the Texan the right to replace his familiar No. 34 plate with the champion’s No. 1. Suzuki’s first 500cc championship. RG riders also filled the next five places. Sheene retained the title for the Heron Suzuki team in 1977, and Italians Marco Lucchinelli and Franco Uncini won the championship on Team Gallina RG500s in 1981 and 1982. By then, the engine had become a stepped-four, producing 124bhp, and the frame tubes were aluminium instead of the original steel. In 1987 the RG500 was replaced by an all-new V-four, the RGV500, and Suzuki increased its racing involvement with a full factory-backed team. That season saw some promising Grand Prix rides from young American star Kevin Schwantz, beginning a long association with Suzuki. The following five seasons would ultimately prove frustrating, particularly in 1990 when Schwantz’s 1 4 1 A Z O F MOTORCYCLES ■ LEFT By 1 950 the Speed Twin had telescopic forks, headlamp nacelle and a »*> maroon finish. Triumph ■ BELOW Edward Turner (second left) often provided ■ TRIUMPH SPEED inspired TWIN leadership. Triumph, one of Britain’s oldest and most famous manufacturers, was ■ founded by two Germans. Siegfried BOTTOM The original late Bettmann sold bicycles under his own 1930s Speed Twin name in the 1880s before changing his was fast and light. firm’s name to Triumph. In 1902, in partnership with Mauritz Schulte, Three years later the Coventry firm had which was produced at the impressive Bettmann fitted a Belgian 2.25bhp designed and built its own 3bhp engine, rate of 1000 per week. But the company Minerva engine into a bicycle to and soon manufactured a range of bikes hit financial problems and in 1936 was produce lhe first Triumph motorcycle. whose reliability earned the nickname sold to Ariel owner Jack Sangster, who “Trusty Triumph”. Triumph enhanced its reputation with TRIUMPH SPEED TWIN (1937) the 500cc four-stroke single Model H, Aircooled 4-valve OHV which was built in large numbers before, pushrod parallel twin during and after the First World War. Capacity 498cc (63 x 80mm) More innovative was the Model R, Power 29bhp @ 6000rpm whose four-valve cylinder head layout, Weight 166kg (3651b) dry Top speed 90mph (145kph) Engine designed by Harry Ricardo, would be perfected by Honda 40 years later. Triumph’s most popular bike of the 1920s was the 500cc sidevalve Model R 1 4 2 A ■ Z O F MOTORCYCLES LEFT Triumph's logo was a familiar sight in the 1 950s. ■ RIGHT Early models, like this 1912 single, inspired the nickname “Trusty Triumph ”. appointed 35-year-old Edward Turner as chief designer and general manager. Turner quickly showed an inspired touch, revamping Triumph’s slow-selling line of 250, 350 and 500cc singles with better finish, extra performance and new names — Tiger 70, 80 and 90. They were immediately successful, and were followed in 1937 by Turner’s master¬ piece, the 500cc Speed Twin. This was ■ BELOW The 650cc Thunderbird, seen here in 1956 form, was another big hit for Triumph. an all-new parallel twin, a brave move considering that singles had dominated the market for several decades, and that Triumph’s own 650cc Model 6/1 of four years earlier had sold poorly. The Speed Twin produced 29bhp, had lively acceleration and a respectable top speed of 90mph (145kph), and was far smoother than most comparable singles. It was also neatly styled and compact, as the motor slotted into the familiar Tiger 90 frame. At 166kg (3651b) it was slightly lighter than the single, and was only slightly more expensive. The Speed Twin was an immediate success, marking a turning point in Triumph’s fortunes and inspiring the rival manufacturers to build parallel twins of their own. A year after the Speed Twin, in 1938, Triumph released the Tiger 100 — a sportier, 33bhp version that on a good day really was capable of touching the magic lOOmph (160kph). Both models were revised slightly and continued to sell well after the Second World War. In 1950, largely to satisfy the important American export market, Triumph enlarged the engine to 6.50cc to produce the 6T Thunderbird. The “T-bird” was another success, its handling and acceleration more than satisfying the demands of a speed-hungry motor¬ cycling fraternity. 14 3 A Z O F MOTORCYC E S ■ LEFT Despite marginal high¬ speed handling, the T120R Bonneville was one of the 9** fastest bikes on the Triumph ■ TRIUMPH road in 1961. T120 BONNEVILLE The most famous Triumph of all was the ■ BOTTOM This neat 650ce Bonneville, which was released as a Bonnie was built in sporty 650cc twin in 1959. The original 1970, the year T120 Bonneville was basically the before the oil-in- existing Tiger 110, fitted with optional frame chassis was splayed inlet ports and twin Amal introduced. carburettors. Its name came from the Bonneville salt flats in Utah, where a TRIUMPH T 1 2 0 BONNEVILLE (1961) Engine Aircooled 4-valve OHV pushrod parallel twin streamlined Triumph ridden by Johnny new twin-cradle frame and forks, a sepa¬ Allen had been timed at 214mph rate headlamp, a new seat and sportier (344kph) in 1956. Although the FIM mudguards. Combining genuine llOmph refused to ratify the speed as a world (177kph) performance with mid-range record, on a technicality, the ensuing punch, reasonable smoothness, adequate row gave Triumph valuable publicity. handling and good looks, the resultant Initially the Bonneville was styled “Bonnie” was a popular roadburner. Capacity 649cc (71 x 82mm) like the Tiger with a headlamp nacelle, Power 46bhp @ 6500rpm swept-back touring handlebars and over the next decade, notably with the Weight 183kg (4031b) dry heavy mudguards. Peak output was adoption of a unit-construction engine Top speed llOmph (177kph) 46bhp at 6500rpm, which was too much and gearbox in 1963. In 1971 the twin for the wobble-prone original chassis. In gained a new oil-in-frame chassis, which 1960 the T120 was revamped with a was much criticized until lowered a year 1 4 4 The Bonneville was regularly updated A ■ Z O F MOTORCYCLES BELOW Its 649cc. pushrod-operated parallel twin engine kept the Bonneville on top throughout the 1 960s. ■ ABOVE The tuned Thruxton Bonneville was named after the British circuit tvhere the T120 scored many production wins. ■ LEFT In 1977 Triumph produced the limited edition later. By 1972, it was estimated that Silver Jubilee 250,000 Bonnevilles had been built. Bonneville. Many were raced with success. In the Isle of Man, John Hartle won the production TT in 1967, and Malcolm Uphill set the first production lOOmph OTHER MAKES who won the Barcelona 24-hour (160kph) lap two years later. In 1973 Triumph increased capacity to 744cc to produce the T140 Bonne¬ ville, which was more flexible, if no faster and less smooth. But parent company Norton Villiers Triumph was losing money, and rumours of imminent closure of the Meriden factory led to an ■ TRITON endurance race on one in 1970. Degens’ The archetypal special of the 1960s was firm, Dresda Engineering, built numerous the Triton, the blend of parallel twin Tritons in the 1960s, and was still Triumph engine and Norton Featherbed producing near-identical machines 30 frame that was loved by rockers and cafe years later. A less common Triumph racers. The man who did most to make derivative was the Tribsa, which the model famous was Dave Degens, the combined a similar powerplant with a London-based racer/engineer BSA frame. 18-month sit-in, after which production was restarted by a workers’ co-operative. Triumph struggled on, and fortunes improved enough to allow introduction of ■ LEFT A Dresda Triton built by racer/engineer electric-start and eight-valve variations Dave Degens of the twin in the early 1980s. But low was one of the sales and rising debts finally led to the ultimate cafe company going into liquidation in 1983, racers of the after which it was bought by current 1960s. owner John Bloor. The Bonneville’s final fling came when it was built under licence in Devon, by parts specialist Racing Spares, between 1985 and 1988. 14 5 A Z O F MOTORCYCLES ■ LEFT Despite superior handling, the T150 did not make the same impact as Honda’s CB750 four. Triumph ■ TRIUMPH T150 TRIDENT The Triumph’s T150 Trident was arguably ■ the world’s finest roadster when it was original Trident’s BELOW angular styling was released in 1969. The new 740cc, unpopular with pushrod-operated three-cylinder engine many riders, produced a healthy 58bhp, sending the particularly in Trident racing to a top speed of 125mph America. (201 kph) with a pleasant howl from its distinctively shaped ray-gun tailpipes. a modified version of the chassis used triples, which had been under develop¬ The Trident’s unusual, angular styling by Triumph’s twins. ment for several years. Only a few was by no means to every rider’s taste in BSA had owned Triumph since 1951, months later, Honda released the four- 1969. But the triple was smooth, and also built a version of the triple, the cylinder CB750, with the added sophi¬ allowing relaxed 90mph (145kph) Rocket 3. This had similar styling, with stication of an overhead-cam engine, cruising for as long as the upright riding the motor tilted forward in a single- electric starter and superior reliability. position and poor fuel economy would downtube frame. But the struggling firm Neither Trident nor Rocket 3 came close allow. Handling was good, too, thanks to had taken too long to produce the to matching the CB750’s impact. 1 4 6 A Z O F MOTORCYCLES TRIUMPH T 1 50 TRIDENT (1969) Engine Aircooled 6-valve OHV pushrod transverse triple Capacity 740cc (67 x 70mm) Power 58bhp @ 7250rpm Weight 213kg (4681b) dry Top speed 125mph (201kph) <2^ Triples were successful on the race circuit though, in particular “Slippery Sam”, the Trident that won consecutive Production TTs between 1971 and 1975. Some of the best results came in America, where Gary Nixon had been AMA Grand National champion on Triumph twins in 1967 and 1968. The road-race triples used frames made by Rob North, with blue-and-white fairings for Triumph, and red-and-white for BSA. At Daytona in 1971, the triples took the first three places, Dick Mann winning on a BSA ahead of Triumph’s Gene Romero, the reigning Grand National champion. Shortly afterwards, the triples were outpaced by Yamaha’s two-strokes. The most distinctive version of the triple was the Triumph X-75 Hurricane, ■ a special built in limited numbers from Trident introduced 1972. The Hurricane was commissioned by Triumph s American distributor and designed by fairing and luggage TOP The T160 in 1975 was both fast and stylish, but came too late to save Triumph. specialist Craig Vetter. It combined a lower-geared version of the standard 740cc engine with longer front forks, a stylish tank/seat unit and a bold new ■ ABOVE LEFT Triumph’s works triples took riders including Paul three-silencer exhaust system, and was Smart to many wins a predecessor of the modern Japanese in the 1 970s. factory customs. In 1975, the basic triple was restyled ■ ABOVE RIGHT Meriden develop¬ and overhauled to produce the T160 ment rider and Trident, which featured its engine angled racer Percy Tail forward in a new and improved frame. raced triples inc¬ Numerous other modifications included luding the famous an electric starter, rear disc brake and “Slippery Sam”. left-foot gearchange. Handsome styling, ■ smooth power and excellent handling looks of the X-75 made the new Trident arguably the best Hurricane gained British roadster so far, but it was not enough to save struggling Triumph, and production was short-lived. LEFT The lean the Americandesigned factory special many admirers. 14 7 Triumph ■ TRIUMPH SPEED TRIPUE The British motorcycle industry’s decline seemed almost complete in 1983, when Triumph finally went into liquidation. But the name was bought by building multi-millionaire John Bloor, who spent the next eight years secretly developing a range of modern bikes in a purpose-built factory at Hinckley, near produced by BSA-Triumph’s engineers TRIUMPH SPEED TRIPLE (1994) Engine Base model was the unfaired Trident, Watercooled 12-valve DOHC transverse triple the old Meriden site. In 1991 Triumph in 1973 had not been adopted. which had a 749 or 885cc three-cylinder engine. The larger unit produced 98bhp released a range of six roadsters, Capacity 885cc (76 x 65mm) with plenty of mid-range torque, giving powered by watercooled, DOHC three- Power 97bhp @ 9000rpm lively acceleration towards a top speed and four-cylinder engines. Their unique Weight 209kg (4601b) dry of 130mph (209kph). Like the other Top speed 130mph (209kph) modular design employed many bikes the Trident had a large-diameter identical components, reducing cost. steel spine frame, with Japanese Ironically, a series of modular designs suspension and brakes. Top of the range 14 8 A-Z ■ OPPOSITE TOP The 1991 model m. f. 1 Daytona 1000 sportster (left) and Trophy i -kfimf.'ji 1200 shared many parts. ■ OPPOSITE BOTTOM ffim, OF MOTORCYCLES ■ LEFT Designed largely for the American market, the Thunderbird The popular Speed retro-bike was a hit Triple of 1 994 combined a three-cylinder worldwide in 1995. engine with aggressive, naked styling. ■ FAR LEFT The basic Triumph model lias been the I unfaired Trident triple. ■ BELOW LEFT The Daytona 1200 gave 146bhp performance in 1993. was the 1200 Trophy, whose 123bhp burn-ups and twin-cylinder Triumphs. four-cylinder engine was effectively the Nostalgia played an even greater part triple with an extra pot. Smooth, well in the model that Triumph developed to built and capable of over 150mph spearhead its delayed return to America (241kph), the Trophy was a match for in 1995. The Thunderbird incorporated the best Japanese sports tourers. traditional styling features such as a Triumph was rapidly successful in rounded fuel tank with mouth-organ Britain. Exports also took off, after a slow badges, and peashooter silencers. start in the important German market. Exaggerated cooling fins gave a new Triumph soon learnt to concentrate on its look to the 885ce triple engine, which traditional triples, and in 1994 produced was detuned to a modest 69bhp. Other its most inspired model yet. The Speed features, including raised bars, wire Triple retained the original 885cc engine wheels and a lower seat, also moved and spine frame, gaining upmarket cycle away from the modular concept. parts including multi-adjustable The T-bird’s style and smooth, suspension, bigger brakes and fat radial torquey engine made it a hit. With the tyres. The Speed Triple was quick, expanding Hinckley factory’s annual responsive and agile; and its name, lean production due to exceed 10,000 for the styling and low, clip-on handlebars first time, John Bloor’s huge investment brought to mind the 1960s’ days of seemed to be paying off. OTHER MAKES steel-framed chassis with high ■ URAL From a big factory in the Ural mountains, handlebars, running lights and added chrome. Handling was the firm of the same name has long heavy and sophistication lacking, produced 650cc flat-twins based on BMW but the Soviet Knight was cheap designs of the early 1940s. Inevitably and cruised smoothly at 60mph crude by modern standards, most of the (96kph) with a certain old- 250,000 bikes built annually were sold in fashioned charm. the former Soviet Union. British importer Neval produced custom versions including ■ RIGHT High bars and added chrome gave the Soviet the Soviet Knight, which combined the Knight a touch of Harley-slyle original 32bhp pushrod motor and simple glamour, without the expense. 14 9 A - Z OF MOTORCYCLES ■ BELOW The sporty Clubman Venom of the early 1960s(left) was uprated to produce the Thruxton in 1965. ■ •* Velocette ■ VELOCETTE BOTTOM Thruxton features included tuned motor, uprated front brake, silver paint finish and humped seat. VENOM THRUXTON From the 1930s until its demise in 1971, Velocette was best known for its large-capacity four-stroke singles, most of them with traditional black-and-gold finish and a distinctive fishtail silencer. The firm was founded in 1904 by German-born Johannes Giitgemann, who later changed his name to John VELOCETTE VENOM THRUXTON (1965) Engine Aircooled 2-valve OHV pushrod single Goodman, and was later run by his sons Velocette’s racing involvement boosted Capacity 499cc (86 x 86mm) and grandson. Initially called Veloce development and prestige, although the Power 40bhp @ 6200rpm Ltd, the company began by producing expense was considerable. The Weight 177kg (3901b) dry four-strokes. The first two-stroke, built Birmingham firm’s first great bike was Top speed 105mph (168kph) in 1913, was called Velocette, after the overhead-cam 350cc single, which the name was used for all of their designed by Percy Goodman, which won subsequent models. the 1926 Junior TT. Velocette’s 15 0 A ■ Z O F MOTORCYCLES BELOW LEFT The 350cc MAC of the mid-1930s was a hugely successful ■ machine. LEFT The rapid 500cc parallel twin Roarer of 1939 was halted by the War and subsequent ban on supercharging. ■ BELOW RIGHT Stanley Woods powers his Veto to Junior TT victory in 1939. ■ OTHER MAKES BOTTOM RIGHT Neglecting singles m to build the LE, Henk van Veen was the Dutch pictured in Mk.2 importer of German Kreidlers. He form from 1955, took over the firm’s race effort and led proved disastrous VAN VEEN the Van Veen Kreidlers to a string of for Veloeette. 50cc world championships in the 1970s. An even more ambitious project was the Van Veen OCR 1000, a luxurious rotary-engined superbike. Although fast and smooth, the OCR was more remarkable for being the world’s most expensive roadster in the late 1970s, and production was perhaps understandably short-lived. ■ VICTORIA Like BMW, fellow German firm Victoria built flat-twins in the 1920s. Best known model was the V35 production version, the KTT, was the Bergmeister of the 1950s, a 350cc V- ultimate privateer racebike throughout twin whose early vibration problems the 1930s. The single was also popular required lengthy development. Later in supersports form as the KSS, although bikes included the revolutionary it was sales of humbler pushrod singles 197cc Swing of 1956, which featured such as the 350cc MAC and 500cc MSS push-button gearchanging. In 1958 that kept Veloeette profitable. Victoria joined DKW and Express to form the Zweirad Union, but sales After the Second World War, Veloc- were poor and production came to an ette’s racing success continued, notably end in 1966. with 350cc world championships for Freddie Frith and Bob Foster in 1949 and 1950. Best known roadsters were the Veloeette was also keen to produce 500cc Venom and 350cc Viper singles, less sporty bikes, and by 1949 almost which from 1960 were available in all the singles had been dropped to Clubmans trim with tuned engines and make way for the revolutionary LE. This stiffer suspension. Fastest of all was the strange looking bike had legshields, a Venom Thruxton, released in 1965. Its pressed-steel frame and a watercooled, tuned engine put out 40bhp and the flat-twin sidevalve engine, initially of chassis specification included alloy rims 150cc. Although well built and reliable, and a powerful twin-leading-shoe front the LE was also expensive. Even when brake. Typically hard to start, and rough uprated with a 192cc engine in 1951 the at low speeds, the Thruxton - named LE was popular only with the police, after the Hampshire track used for long¬ earning it the nickname “Noddy bike”. rotary was one of the most exotic distance production races — was a rapid The later Viceroy, a large 250cc scooter, Superbikes of the 1970s, but its street racer that could cruise at a proved even more disastrous, and inevitably high price limited sales. respectable 90mph (145kph). Veloeette went into liquidation in 1971. ■ ABOVE The stylish and powerful Dutch-built Van Veen OCR!000 1 5 1 A Z O F MOTORCYCLES ■ BELOW Vincent’s scroll logo, normally on a black background, adorned arguably the finest bikes of the 1 950s. ■ •* Vincent ■ VINCENT SERIES MIDDLE The Black Shadow’s 998cc ■ BOTTOM Vincent’s Series C Rapide V-lwin engine featured tuned and polished combined thunderous performance with in ternals plus black enamel finish. excellent handling and braking. RAPIDE C Fast, rugged and comfortable, Vincent’s big V-twins were the ultimate high per¬ VINCENT RAPIDE SERIES C (1949) Engine Aircooled 4-valve pushrod 50-degree V-twin formance roadsters of their day. The firm was founded in 1928 by visionary engin¬ Capacity 998cc (84 x 90mm) eer Philip Vincent, who as a schoolboy Power 45bhp @ 5200rpm had designed the cantilever rear suspen¬ Weight 208kg (4581b) dry Top speed llOmph (177kph) sion system that all his bikes would use. Backed by his father, Vincent bought the defunct company HRD in an attempt to overcome market resistance to his first bikes, which used JAP single engines. Vincent and Australian designer Phil made it the fastest production vehicle on the road, but the power led to Irving produced the Stevenage firm’s first transmission problems, and external oil engine, a high camshaft 500cc single, in lines led to the bike being nicknamed 1934. The resultant Meteor tourer and “the plumber’s nightmare”. Comet sports singles were a success, the After the Second World War, Vincent latter capable of an impressive 90mph introduced the Series B Rapide. This (145kph). In 1936 Irving combined two featured a redesigned 50-degree, unit- Comet cylinders at 47 degrees to produce construction V-twin engine that was an a 998cc, 45bhp V-twin. The Series A integral part of the chassis, taking the Rapide’s llOmph (177kph) top speed place of the previous tubular frame. As 1 5 2 A ■ Z MOTORCYCLES O F ABOVE Rollie Free stripped to just a right The Series A Rapide’s llOmph (177kph) top speed made it the world’s fastest roadster in the late 1930s. ■ BELOW RIGHT Only about 200 of the dramatic, fully enclosed Series D models were built, before production ended in 1955. OTHER MAKES 9 WANDERER German firm Wanderer was founded in 1902 and built numerous singles and twins, some of which were used by the Germans in the First World War. Janecek of Prague built the Wanderer under licence, and in 1929 became the sole manufacturer as Janecek-Wanderer, later shortening the name to Jawa. well as reaching an effortless lOOmph (160kph) at just 4600rpm, the mighty Rapide handled well and braked hard, thanks to twin drums on each wheel. In 1949 Vincent introduced the Series C Rapide, with Girdraulic forks replacing the previous Brampton girders. The ultimate V-twin was the Black Shadow, introduced a year earlier, which was powered by a tuned, 55bhp black- ■ ABOVE Wanderer produced this attractive little belt-drive V-twin, rated at 3.25bhp, in 1911. finished engine. Top speed was a remarkable 120mph (193kph) plus, recorded on a speedometer calibrated to ■ wasp 150mph (241kph). That speed was Chassis specialist Wasp began achieved in the same year at Bonneville building off-road competition frames when Rollie Free, riding a tuned V-twin, in 1968. The Wiltshire, England, stripped to swimming trunks and shoes firm’s successful involvement in to set a world record for unsupercharged sidecar motocross led to production of bikes at 150.313mph (241.898kph). its own lOOOcc parallel twin engine in Other legendary Vincents were Gunga ■ Din, Nero and the supercharged Super pair of bathing trunks to top 150mph Nero, on which George Brown set speed (241kph) at Bonneville in 1948. the early 1980s. ■ WERNER The Russian-born, Paris-based Werner brothers, Michel and Eugene, were among motorcycling’s greatest records and won many races. In 1955 Vincent introduced the Series D models, the Black Knight pioneers. Their first 217cc single, and tuned Black Prince. Despite produced from 1898 onwards, was Vincent’s traditional high prices, the light and practical, and sold well. But motorcycles were by then being sold the Werners are chiefly remembered at a loss, and production ceased at the for the innovative 1901-model New end of the year. Hopes that the name Werner whose layout, with the engine would be revived came 40 years later, set low in a diamond-style bicycle when American Bernard Li revealed frame, greatly improved handling and set the pattern for years to come. plans for a traditionally styled but ■ ABOVE The less sporty of Vincent’s early modern 1500cc V-twin roadster to be 500cc singles was the Meteor, seen here in called the Vincent Black Eagle. 1 938 form. 1 5 3 A Z O F MOTORCYCLES Yamaha ■ YAMAHA 3 50c c YR5 Torakusu Yamaha trained as a clockmaker before, in 1897, founding Nippon ■ ABOVE LEFT Good handling combined with Gakki, which grew into one of the brisk acceleration world’s largest musical instrument and competitive manufacturers. In 1955, Nippon Gakki price to ensure the established the Yamaha company to build motorbikes, using machinery that had made aircraft propellers in the Second World War. The first bike was a 125cc two-stroke single called the YA-1 YR5’s success. ■ MIDDLE LEFT Victory in the 1 955 Asama road race helped the YA-1 ’s reputation. or Red Dragonfly, based on a German DKW. The twin-cylinder YD-1 followed in 1957 and Yamaha began establishing ■ BELOW The shape of the YR5, and the RD350, a reputation for quick, light and reliable was echoed in two-strokes, many of which featured the many smaller company’s tuning fork logo on the tank. Yamahas. 1 5 4 A ■ Z O F MOTORCYCLES LEFT Phil Read heads for victory in the 250ee TT in 1971, the year he won his fourth world title for Yamaha. ■ RIGHT Future Grand Prix star Niall Mackenzie heads a typically frenzied battle in a RD350 Pro-Am YAMAHA 3 5 0 o c Y R 5 (1970) Engine race in 1983. Aircooled reed-valve twostroke parallel twin In the 1960s, Yamaha’s successful smaller classes. Phil Read won the Capacity 347cc (64 x 54mm) series of 250cc YDS models led to the 250cc title in 1964 on the parallel Power 36bhp @ 7000rpm first 350cc twin, the YR1. In 1970, the twin RD56 — the first time it had been Weight 150kg (3301b) wet firm released the neatly styled YR5, its won by a two-stroke — and retained it Top speed 95mph (152kph) aircooled parallel twin engine producing the following season. For 1967, Yamaha a maximum of 36bhp, which was enough built a 35bhp, 16,000rpm V-four on to send the lightweight Yamaha scream¬ which Bill Ivy won that year’s 125cc ing to 95mph (152kph). Handling and title. Following Honda’s retirement from braking were good, reliability was racing, Yamaha intended to share the excellent, price was competitive and the 1968 championships between team¬ YR5 became hugely popular. Notable mates Read and Ivy. But Read, with successors included the six-speed the 125cc crown safe, controversially RD350 of 1974; the angular, 1 OOmph refused to play that game and went on (160kph) RD400 of 1976; the to take the 250ce title too. watercooled, single-shock RD350LC of Yamaha’s first four-stroke roadster 1981; and the legendary 1983 model was the 650cc XS-1 of 1969, a British- YPVS or Power Valve, whose exhaust style parallel twin that was capable of power valve improved mid-range 105mph (168kph). In America the twin performance and helped produce a was competitively priced and was a roadster, the XS-1 of 1969, copied British claimed 53bhp, over 50 per cent up on success, particularly when updated to bikes with its 650cc parallel twin engine. the YR5’s output. The fully-faired produce a series of XS650 models. The RD350LC F2 that followed was still last of these, the US-market Heritage being built, in Brazil, in the mid-1990s. Special cruiser, brought the XS into the Yamaha’s first period of Grand Prix early 1980s, by which time production ■ ABOVE Yamaha’s first four-stroke success came in the 1960s, in the ■ had soared well into six figures. RIGHT The fast and popular RD3&0LC Power Valve was available with or without a fairing in the late 1980s. 15 5 Z A **> O F MOTORCYCLES Yamaha ■ YAMAHA FZR1000 twin-headlamp fairing. Handling added useful mid-range performance; The bike that brought Yamaha to the and braking were also excellent, and peak power was also increased, to forefront of superbike design was the the Yamaha rapidly became hugely 140bhp. A comprehensively revamped four-cylinder FZR 1000, which many popular. chassis provided improved handling to riders regarded as the best Japanese Numerous updates in subsequent years match, making the EXUP the pick of the sportster in the years following its succeeded in retaining the FZR’s cutting Japanese Superbikes. Two years later the launch in 1987. Its powerplant was a edge — notably in 1989 when Yamaha package was further improved with the watercooled, 989cc engine whose enlarged the motor to 1002cc and added FZR1000RU, featuring sharper styling angled-forward cylinder layout and an electronically operated exhaust valve and upside-down front forks. DOHC, 20-valve cylinder head format whose acronym led to the bike being uni¬ In marked contrast to the light and had been introduced on the FZ750 two versally known as the EXUR The system agile FZR 1000, Yamaha’s first big four, years earlier. The FZR’s peak output of the 1978 model XS1100, was a 125bhp matched that of Suzuki’s GSXR1100, class leader at the time. Yamaha’s Genesis factory racebike Japanese Superbike of the old school YAMAHA FZR1000RU (1991) a large, powerful, aircooled engine in a Engine Watercooled 20-valve heavy chassis that was barely capable of DOHC transverse four keeping it under control. The llOlcc provided inspiration for the FZR’s chassis, which centred on a rigid Capacity 1002cc (75.5 x 56mm) twin-cam motor produced a maximum of aluminium twin-spar Deltabox frame. Power 140bhp @ 10,000rpm 95bhp and was particularly memorable Weight 209kg (4611b) dry Top speed 168mph (269kph) Cycle parts included stout 41mm forks, for its huge reserves of mid-range a 17-inch front wheel and low-profile radial tyres. The motor was more than impressive, pulling smoothly from low revs until the FZR was hurtling towards ■ BELOW By the early 1 990s the FZR1OOO had been overtaken by faster its top speed of 160mph (257kph), with sportsbikes, but its rider crouching behind an efficient still remained a fine machine. 15 6 A ■ BELOW Z O F MOTORCYCLES Yamaha,s XS1100 of 1978 combined a mighty four-cylinder engine with a chassis that was far too weak. ■ LEFT The FZRlOOO’s torquey, 140bhp engine meant that wheelies were only a twist of the throttle away. torque, which gave effortless acceleration to a top speed of 135mph (217kph). The XS was also smooth, comfortable and well-equipped. But the shaft-drive Yamaha’s bulk and 270kg ■ RICHT The powerful and finehandling FZ750 of 1985 did not (5951b) of weight made for ponderous attract the sales handling and instability at high speed, that it deserved. which severely limited its appeal. Although Yamaha’s FJ1100 was billed as a pure sportsbike when it was launched in 1984, the aircooled four quickly found its niche as a smooth, comfortable and effortlessly fast sportstourer. It looked good, handled well, had a protective fairing and a 150mph (241kph) top speed, and most of all its broad powerband gave instant acceler¬ ation from almost any engine speed. That was even truer of the FJ1200, created in 1986 by enlarging the 16-valve engine to 1188cc. In the 1990s Yamaha intro¬ duced further refinements, including a rubber-mounted engine and anti-lock ■ RIGHT Few rival sports-tourers have approached the FJ1200’s blend brakes, that kept the FJ popular after of speed and long¬ over ten years in production. distance comfort. 15 7 A •* - Z OF MOTORCYCLES Yamaha ■ YAMAHA YZR5 00 Yamaha’s YZR has been the dominant 500cc Grand Prix bike of the modern era, winning six world championships between 1984 and 1993, and also providing the basis for the ROC and Harris-framed privateer V-fours of recent seasons. The Japanese factory’s experience with 500cc V-fours began with Kenny Roberts’ disc-valve 0W61 YAMAHA YZR500 (1991) Engine Watercooled 80-degree V-four crankcase reed-valve two-stroke Capacity 498cc (56 x 50.6mm) Power 165bhp @ 12,500rpm Weight 130kg (2861b) dry Top speed 190mph (304kph) W&'" : ■ ABOVE Eddie Lawson won the 1986 Dutch TT on the way to the second of his three world titles on the YZR500. ■ LEFT Six world titles in the decade following its introduction emphasized the YZR500's impact on Grand Prix racing. 1 5 8 A - Z OF ■ MOTORCYCLES LEFT Wayne Rainey (17) took over from Eddie Lawson (3) to win a hat-trick of titles for Yamaha. OTHER MAKES ■ ZENITH A leading marque in the early years of the century. Zenith was best known for the popular Gradua with its adjustable gearing, operated by a long, so-called coffee grinder hand lever. Zenith built Villiers and JAP- of 1982. The YZR, with its crankcase of winning at any circuit, especially at engined singles in the 1930s, but reed-valve induction system, was the hands of strars like Californians production effectively ended at the introduced as the 0W81 model in 1984. Eddie Lawson and Wayne Rainey, both start of the Second World War. Its engine used twin crankshafts geared of whom rode it to three world together, the layout actually more championships. accurately resembling a W4. This format Arguably the greatest racebikes of the has also been adopted by Suzuki and 1970s were Yamaha’s TZs, from the Cagiva, leaving only Honda’s NSR as a TZ250 twin to the TZ750 four. After true V-four. The YZR’s output has risen gradually winning its first race in 700cc form in 1974, the four dominated Formula 750 ■ ZUNDAPP One of the major German firms for many years, Ziindapp was founded in 1917 initially to make gun parts. Successful bikes included numerous flat-twins such as the KS750, much used by German troops in the Second over the years, to a figure of over racing for the rest of the decade. 180bhp from the recent big bang unit. Powerful and fast yet impressively Chassis layout has remained typical of a reliable, the TZ750 won four F750 titles Grand Prix 500, based around a thick and was still capable of taking Graeme 1960s and 1970s, producing twin-spar aluminium frame, with Crosby to Daytona victory in 1982. successful off-road competition bikes suspension generally provided by Agostini won Yamaha’s first 500cc world and two-stroke roadsters. But sales fell Ohlins, the Swedish specialist firm championship on a straight four in 1975, dramatically in the early 1980s. Stefan owned by Yamaha. In many seasons the ending MV’s four-stroke domination. Dorflinger won the 80cc world title for YZR has not been the fastest bike in a Most successful of all was Kenny Ziindapp in 1984, but the firm went straight line, but it has been tractable, Roberts, who rode the four to a hat-trick reliable and a good all-rounder, capable of titles between 1978 and 1980. ■ World War, and the sporty 1951 model KS601, known as the Green Elephant. Ziindapp thrived in the into liquidation the following year. ABOVE Frenchman Christian Sarron won the 250cc world championship on Yamaha’s TZ twin in 1984.. ■ RIGHT AND INSET RIGHT Kenny Roberts won world titles with Yamaha as a rider and, more recently, as a manager. 1 5 9 INDEX •* Index ABC, 9 Dnepr, 39 ACE, 9 DOT, 39 Adler, 9 Douglas, 38, 39 Aermacchi, 9 Ducati, 40-45 AJS, 8, 9 Jawa, 91 Panther, 128 Kahena, 91 Royal Enfield, 129 Kawasaki, 92-101 Rudge, 130, AJW, 11 Amazonas, 11 Ecomobile, 47 Aprilia, 10, 11 Egli, 47 Laverda, 102, 103 Scott, 131 Ariel, 12-15 Elf, 47 Levis, 103 Singer, 133 Armstrong, 15 EMC, 47 Spondon, 133 ATK, 15 Enfield, 46, 47 Sun, 133 Excelsior, 48, 49 Magni, 105 Sunbeam,132,133 Fantic, 51 Maico, 105 Suzuki, 134-141 Bakker, 15 Fath, 51 Mars, 107 Barigo, 17 FN, 50 Marusho, 105 Benelli, 16, 17 Francis-Barnett, 51 Matchless, 104, 105 Triton, 145 Beta, 19 Megola, 107 Triumph, 142-149 BFG, 19 Meguro, 107 Bianchi, 19 Garelli, 53 MIG, 107 Bimota, 18 Gas-Gas, 53 Mondial, 106, 107 BMW, 20-25 Gilera, 52-55 Montesa, 107 Bohmerland, 25 Gnome & Rhone, 55 Ural, 149 Montgomery, 107 Boss Hoss, 25 Greeves, 55 Morbidelli, 109 Van Veen, 151 Bridgestone, 27 Grindlay-Peerless, 55 Moto Guzzi, 108-113 Velocette, 150, 151 Britten, 26, 27 Moto Martin, 113 Victoria, 151 Brough Superior, 28, 29 Moto Morini, 113 Vincent, 152, 153 BSA, 30-33 Harley-Davidson, 56-65 Motosacoche, 113 Buell, 34, 35 Harris, 67 Mototrans, 113 Bultaco, 35 Henderson, 66 Munch, 113 Wanderer, 153 Hercules, 67 MuZ, 118, 119 Wasp, 153 Hesketh, 68, 69 MV Agusta, 114-117 Werner, 153 Yamaha, 154-159 & Wolfmoller, Cabton, 35 Hilderbrand Cagiva, 36, 37 69 Casal, 37 Holden, 69 Ner-a-car, 119 CCM, 37 Honda, 70-85 New Imperial, 119 Cotton, 37 Horex, 85 Nimbus, 121 Cyclone, 37 HRD, 85 Norman, 121 Zenith, 159 CZ, 37 Husqvarna, 85 Norton, 120-125 Ziindapp, 159 NSU, 126, 127 Daimler, 39 Indian, 86-91 Derbi, 39 OK-Supreme, 127 DKW, 39 DMW, 39 16 0 Ossa, 127 James, 91 Over, 127 Notes Notes Notes ILLUSTRATED ENCYCLOPEDIA OF MOTORCYCLES ♦ The ultimate photographic guide to all the major marques—a classic reference on the subject + A wealth of information on motorcycling history and the development of a very special machine} including the recent models and research ♦ Detailed information on each motorcycle1 s specifications ♦ Over goo photographs illustrating all the major international marques Cover printed i (J) CM 00 8:22-2 ISBN 0-7548-0C I US$10.95 780754 80C CO o