ROAD MACHINES OF THE ’60s, ’70s, 80s and ’9 Super bikes : 629.227 BRO 31015000040130 Brovvn; Roland. Johnstown-Monroe HS 01399 ROLAND BROWN .. tRBIKES ROAD MACHINES OF THE ’60s, ’70s, ’80s and ’90s ROLAND BROWN On a powerful superbike you’re out on your own, battling against both the machine and the elements: the wind tears at your body; your boots, perhaps even the knees of your leathers, touch the road surface on tight bends. You feel the sun and the rain, and if you’re lucky, you smell the diesel up ahead before it tips you off. These feelings of fear and exhilaration can only be felt on the world’s leading motorcycles. Superbikes is a stunning full-color tribute to over 50 of the greatest motorcycles pro¬ duced from the 1960s to the present day. Each, in its own unique way, marked a leap forward in the history of motorcycle engineering. The bikes featured here are part of a select band of machines built by companies dedicated to high technology, superb performance and innovative de¬ sign. All of the top-ranking manu¬ facturers from around the world, both big and small, are included in this lavish volume: Harley-Davidson and Buell in the United States; Triumph and Harris in Great Britain; BMW in Germany; Benelli, Bimota and Moto Guzzi from Italy; and the Japanese firms of Honda, Kawasaki, Suzuki and Yamaha. Each of the superbikes is profiled in detail with an informative and lively text written by a motorcycling journalist and ex-bike racer. He recounts each motorcycle’s origins, its handling characteristics both good and bad - and subsequent modifications and developments. A handy reference box recording the bike’s specifications (engine, power, weight, top speed and so on) accompanies each entry. Stunning photographs of the superbikes, both posed and in action, capture the styl¬ ing, beauty and power of these dream motorcycles. All in all, this book is a fit¬ ting tribute to the world of the modern superbike and is sure to be treasured by all motorcycling enthusiasts. Many of the photographs in this book were taken by David Goldman, who has established a reputation as one of the world’s leading exponents of the art of capturing a motorcycle on film. A number of the bikes were photographed on locan in Italy, giving the book a unique . act. Digitized by the Internet Archive in 2018 with funding from Kahle/Austin Foundation https://archive.org/details/superbikesroadmaOOOObrow . -7 ~j»-E.dward P. Kenney Family Library "Johnstown Hig^^gohool ';40T S. Oregb# Street "'Johnstown, Ohio 43Q&] ; - -\l -I.' <_ f V i>, iwm S I v. ,-7-a i;. - 2 . .. iHH m Published by CHARTWELL BOOKS, INC. A Division of BOOK SALES, INC. 110 Enterprise Avenue Secaucus, New Jersey 07094 Produced by Brompton Books Corp. 15 Sherwood Place Greenwich, CT 06830 Copyright (C) 1993 Brompton Books Corp. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form by any means, electronic, mechanical, photocopying or otherwise, without first obtaining the written permission of the copyright owner. ISBN 1-55521-860-1 Printed in Italy Page 1: The beautiful lines the Buell RS1200, a stylish and innovative machine. Pages 2-3: The Kawasaki ZXR750 captured taking a corner. These pages: The Magni Sfida, capable of a top speed of 140mph. Contents Introduction 6 Triumph Trident 750 Yamaha FZR1000 60 Honda CBR600F 62 Honda RC30 64 Ducati 851 65 BMW K1 66 Kawasaki ZXR750 68 Buell RS1200 70 8 Honda CB750 10 Kawasaki Z1 12 Kawasaki 750 H2 14 BMW R90S 15 Benelli 750 Sei 16 MV Agusta 750S America 18 Ducati 900SS 20 Laverda Jota 1000 22 Moto Guzzi 850 Le Mans 24 Harley-Davidson XLCR1000 26 Suzuki GS1000 28 Yamaha XS1100 30 Honda CBX1000 Harris Magnum 32 34 Moto Martin 35 Kawasaki Z1300 36 Honda CB1100R 38 Honda CX500 Turbo 40 Suzuki GSX1100S Katana 42 Kawasaki GPZ900R 44 Yamaha FJ1100 46 Yamaha FZ750 47 Suzuki GSX-R750 48 Yamaha VMX1200 V-Max 50 Suzuki GSX-R1100 52 Honda VFR750F 54 Bimota DB1 56 Honda CBR1000F 58 Yamaha FZR600 72 Kawasaki ZZ-R1100 74 Norton FI 76 Honda VFR750FL 78 Magni Sfida 1100 79 Bimota Bellaria 80 Suzuki GSX-R1100L 82 Yamaha FZR1000RU 83 Triumph Trophy 1200 84 Ducati 900SS 86 Goodman HDS 1200 88 Bimota Tesi ID 90 Triumph Trident 900 92 Storz Harley-Davidson XR883 94 Moto Guzzi Daytona 1000 96 Honda NR750 98 Barigo 600 Supermotard 100 Ducati 888SPS 102 Suzuki GSX-R750W 104 Laverda 650 106 Bimota Furano 108 Honda CBR900RR FireBlade 110 Index and Acknowledgments 112 INTRODUCTION Right: The power and the Right: Ducati’s glory. MV Agusta’s mighty watercooled, eight-valve 851 four-cylinder 750S engine of V-twin heralded a new era the Seventies was developed from the Italian firm’s all- for the once-troubled conquering racing foundation for huge road machines. and track success in the Bologna factory, laying the Nineties. Below right: Suzuki’s GSXR750 race-replica dominated the late Eighties and is still popular now, thanks to its thrilling blend of power, light weight and singleminded sporting intent. ‘Super’ is a word that is too often used to describe the Indian and Henderson to build singles, fours and big-bore mediocre, but it rings true when put in front of‘bike’ to give V-twins. Those machines must have provided serious ex¬ superbike. Since the Seventies, when the term became popu¬ citement in the days of unmade roads, bicycle-style tires and lar, superbike has been used to define a select band of no suspension - not to mention the absence of crash-helmets machines dedicated to high technology, high performance and leathers. The definitive early roadster was Britain’s and the high excitement of biking at the redline. No other Brough Superior, a thundering V-twin that was capable of a road-going vehicle has come close to providing the exhil¬ genuine 100 mph in the Thirties. In subsequent years many aration that superbike riders have enjoyed over the years. of the best bikes were 500cc single machines mimicking the The top bikes’ awesome power-to-weight ratios give acceler¬ trend in road-racing like the Manx Norton, BSA Gold Star ation that makes even the best contemporary sportscars and Velocette Venom. seem sluggish. Honda’s CB750 ruled the roads in its day, and In the Forties and Fifties, the dominant British manu¬ the modern CBR900RR FireBlade screams from 0 to 60 mph facturers’ best-loved design was the parallel twin. Most suc¬ in 2.5 seconds - twice as fast as a Lamborghini. cessful were Triumph’s 500cc Speed Twin and its legendary On a superbike you’re out there in the elements, too, not derivative, the Bonneville, and Norton’s Dominator, which cosseted behind steel and glass. The wind tears at your grew into the famous Commando. More impressive still was shoulders. Your boots, perhaps even the knees of your leath¬ the Vincent Black Shadow, a powerful and hugely expensive ers, touch asphalt through the bends. You feel the sun or the 998cc V-twin with a top speed of over 120 mph. rain - and if you’re lucky, you smell the diesel on the road up These are the bikes that set the scene for the machines ahead before it tips you off. Danger is never far away on a covered in the following pages. While the British manu¬ superbike, and for many riders that’s part of the thrill. These facturers stagnated in the Sixties, the Japanese were waiting sensations are not remotely new, because superbikes existed in the wings refining their small bikes in preparation to take long before the term was coined. You could argue that the over the main event. They arrived at full throttle in the first ever motorbike, a 264cc single built by German engineer Seventies, sparking a spirited response from older manu¬ Gottlieb Daimler in 1885, was pretty ‘super’ itself. Only two facturers, particularly those in Italy. The result was a wide years later the British firm Holden produced a bike with four variety of stunning bikes displaying spiraling sophistication cylinders and a capacity of 1047cc. and performance. There’s that word performance again. By the early years of this century, European manufacturers More than anything else, that’s what all of the superbikes in uch as Scott and FN were competing with American firms this book are about. 6 7 TRIUMPH TRIDENT 750 The three-cylinder Trident epitomized motorcycling’s shift Roadster development did not always benefit from the fac¬ of power in the late Sixties away from old-style British paral¬ lel twins toward the new world of Japanese fours. Launched tory’s racing commitments, and was further hampered by the firm’s growing financial problems. One variation, the X-75 in 1968, the Trident was fast, fine-handling and arguably the Hurricane, was a custom bike with high bars, a sleek one- first ever superbike. But it lacked the refinement, the re¬ liability and the sheer glamor of Honda’s CB750, which piece seat-tank unit and three mufflers aligned up its right arrived a year later to take the wind out of the British bike’s side. Stylish, yes - but expensive, impractical and years ahead of its time in 1973. The Trident’s first serious revision did not come until 1975 sails - and its sales. Typically, BSA Triumph (formed by a merger between the with the T160, which combined handsome new looks of its two companies) did not capitalize quickly enough on the own with overdue refinements such as an electric start and three-cylinder format, which had been mooted by engineers disc brakes. The 125mph T160 was the definitive British Bert Hopwood and Doug Hele several years earlier. By the superbike, but it still lacked the speed and sophistication of time the bike was put into production, its pushrod valve the best of the current Japanese opposition. And, to make operation, drum brakes and lack of electric start were on the matters worse, it could do nothing to reverse Triumph’s headlong slide toward financial disaster. verge of becoming old fashioned. The 60bhp triple, however, was certainly no slouch. The factory initially produced two separate models, the Triumph Trident T150 and the BSA Rocket-3, which were near-identical apart from the TRIUMPH TRIDENT TI50 (1968) ' A. '■ V.' V . •A : ' /. Rocket-3’s angled-forward engine. Both were capable of close to 120mph, with acceleration to match and a thrillingly Engine Aircooled 6-valve pushrod transverse triple Capacity 740cc Claimed power 60bhp at 7250rpm Weight 209kg (460lbs) dry Top speed 1 18mph (1 88km/h) Standing quarter-mile 13 sec/1 OOmph (1 60km/h) high-pitched exhaust wail. Triples dominated the racetracks in the early Seventies. The Meriden factory’s bikes finished first, second and third at Daytona in 1971 (Dick Mann winning, as he had the year before on a Honda), and in the following seasons notched up dozens of victories at the hands of riders such as John Cooper, Ray Pickrell and Percy Tait. The most famous triple was the production racer nicknamed ‘Slippery Sam,’ which won consecutive Isle of Man TTs from 1971 to 1975. Right: Despite the later T160 Trident’s handsome looks and thrilling performance, the triple could do nothing to prevent Triumph’s financial decline. Below right: Adding an electric starter gave the T160 Trident’s motor a new lease of life without losing its distinctive three-cylinder character or exhaust note. t fi& M HONDA CB750 Honda’s 750-four was the original superbike; the machine that redefined the limits of motorcycle performance almost overnight. Actually born in the Sixties - it was unveiled at the Tokyo Show in October 1968, and released in limited num¬ bers the following year - the CB750 dominated the early Seventies and had a huge influence on the machines that fol¬ lowed it. Until the arrival of the Honda, with its broad bank of aircooled cylinders and four shining mufflers, mass-pro¬ duced fours simply did not exist. The CB750 changed all that and went further, combining its basic appeal with a com¬ petitive price that included refinements such as a disc front brake and electric starter. It was the Honda’s engine that created all the impact. The angled-forward 736cc unit’s design used many lessons learnt during Honda’s days of racing multi-cylinder machines in the Sixties, although the roadster relied on a single overhead camshaft and two valves per cylinder, in contrast to the racers with their twin cams and four valves per pot. The CB750’s output of 67bhp was mighty impressive at the time, though, as were the smoothness and reliability with which it was delivered. The CB was designed as an all-rounder, with a view to sales in the important American market, but was good for over 120mph despite its high, wide handlebars. Handling, however, was only adequate, with the flex-prone steel frame and harsh suspension later coming in for criti¬ cism. But in the excitement of the CB’s arrival few riders were put off by that - especially after veteran Dick Mann had proved the four’s sporting potential by winning at Daytona in 1970. Honda sat on their laurels a little, barely updating the 750 even when Kawasaki launched the faster 900cc Z1 four years later. In fact, the CB was detuned slightly over the years to reduce emissions. When Honda finally revamped it in 1976 with the so-called Super Sports CB750F - complete with flat handlebars, bright yellow paint and a four-into-one exhaust - the new bike’s top speed was only 115mph. The single-cam CB750 soldiered on for a full decade, final¬ ly being replaced by the 16-valve CB750K- a disastrous bike that combined poor handling with a series of mechanical problems. But the memory of that first great superbike re¬ mains with the faithful. HONDA CB750 (1969) Engine Aircooled 8-valve SOHC transverse four Capacity 736cc Claimed power 67bhp at 8000rpm Weight 21 8kg (480lbs) dry Top speed 125mph (200km/h) Standing quarter-mile 13.5sec/1 OOmph (160km/h) Inset: This immaculate Left: The original CB750’s unprecedented combination of power, reliability and sophistication led to the CB750 was photographed for Honda’s brochures when new. It still runs perfectly term ‘superbike’ being coined in its honor. and turns plenty of heads, over 20 years later. KAWASAKI Zl If one machine summed up the spirit of Seventies superbik¬ Above: It looked right and Right: Handling was ing, it was Kawasaki’s Zl, which burst on to the scene in 1973 it was right. The Zl respectable by early- and dominated the decade with a performance that put it matched slick styling with a Seventies standards, but the streets ahead - often literally - of the opposition. The first big 903cc twin-cam engine Zl’s chassis combination of ‘Zed’ was a landmark motorcycle, raising the speed stakes to whose smoothness, strength simple frame, skinny forks new heights and establishing a reputation for brute power and 82bhp output gave the and single disc ensured that and reliability that Kawasaki has retained to this day. Zl top performance. a rider had to be brave. The Zl’s early story is one of triumph over near disaster. In the fall of 1968, Kawasaki’s engineers were dismayed when, that it needed virtually no changes to remain on top when it with their own plans for a radical four-cylinder 750 well became the Z900 in 1976; it merely gained a second front disc advanced, brake and slightly firmer suspension. A year later came the they were suddenly confronted by Honda’s CB750. Kawasaki considered scrapping their project, code- Z1000, its motor bored out to 1015cc to give even more low- named ‘New York Steak’ - but, instead, they learnt all they rev smoothness and punch. The following years saw the big ‘Zed’ in a variety of guises: could from the Honda, enlarged their own twin-camshaft cafe-racer Zl-R, shaft-drive Z1000ST tourer, and later the engine to 903cc, and returned four years later with the Zl. fiery red GPzllOO sportster. All were good bikes. The wait and the extra work were worthwhile, because the Kawasaki was a better bike in almost every way. Its big motor put out 82bhp - 15bhp more than the single-cam Honda, and enough to give a top speed of 130mph. It was smooth, it was tractable and it was almost unburstable. Tuners and racers adopted it in droves, and Zl-based bikes were soon com¬ peting successfully at every level from club-racing to the international endurance events. Engine Aircooled 8-valve DOHC transverse four Capacity 903cc Claimed power 82bhp at 8500rpm Weight 230kg (506lbs) dry Top speed 1 30mph (208km/h) Standing quarter-mile I2.5sec/I 1 Omph (176km/h) But there was much more to the Zl than simply an engine. The bike’s rounded styling was striking, its handling was reasonable (though when pushed hard the Kawa could get seriously out of shape), and it was even fairly comfortable despite the high handlebars. The inescapable conclusion when comparing CB750 with Zl was: ‘The King is dead. Long live the King.’ Such was the performance of the Kawasaki 12 KAWASAKI 750 H2 Take a ride on Kawasaki’s 750 H2 now, in these times of typical of the bikes of the time, and the results were fre¬ safety-consciousness and environmental awareness, and the quently disastrous. legendary two-stroke triple would seem like a bike from another planet. Fast, loud, smoky, vibratory, thirsty and evil¬ The H2, introduced a year later in 1974, was slightly more sane all round. Its motor was less smoky (and 3bhp less handling, the H2 and its predecessor the Mach IV were out¬ powerful); its chassis more stable thanks to less-steep forks rageously anti-social even by the somewhat lax standards of and a longer wheelbase. But the H2 was still by far the the early Seventies. Kawasaki pulled no punches in setting out to establish the nastiest, most aggressive and most outrageous bike on the street. snarling stroker’s performance credentials. The first para¬ graph of their brochure read: ‘The Kawasaki 750 Mach IV Racing was an obvious progression, and the Kawasaki fac¬ tory triples, nicknamed ‘Green Meanies,’ notched plenty of has only one purpose in life: to give you the most exciting and wins in the mid-Seventies, notably in the hands of Mick exhilarating performance. It’s so quick it demands the razor- Grant, Barry Ditchburn and Yvon Duhamel. But tightening sharp reactions of an experienced rider. It’s a machine you emission controls, especially in California, spelled doom for must take seriously.’ They weren’t joking. The original aircooled 748cc motor big road-going two-strokes. The H2’s reign of motorcycling terror was relatively short. put out 74bhp, which was enough to send the triple scream¬ ing to l20mph while spewing clouds of oily blue smoke from KAWASAKI 750 H2 (1974) its exhausts. Light weight and a short wheelbase meant fear¬ some acceleration and plenty of wheelies. Awful fuel con¬ sumption - around 22mpg was common - necessitated fre¬ quent fill-ups, but the upright riding position and tingling engine vibration meant the rider was often relieved to stop. And sometimes relieved to be alive, for the triple’s handling was even more notorious than its engine performance. The Mach IV, in particular, was distinctly lively, combining a none-too-strong frame with crude suspension with the result that its chassis was all too prone to high-speed tankslappers. Add in the poor wet-weather tire and braking performance 14 Engine Aircooled two-strOke transverse triple Capacity 748cc Claimed power 71 bhp at 6800rpm Weight 205kg (451 lbs) dry Top speed 120mph (192km/h) Standing quarter-mile 12.5sed 105mph (168km/h) BMW R90S Thejapanese might have built the most powerful bikes of the early Seventies, and the Italians the most beautiful - but when BMW produced the R90S in 1974 it was regarded by many riders as the best production motorcycle in the world. Here, for the first time ever, was a machine that could offer smooth, comfortable lOOmph cruising, plus good handling, excellent reliability and impeccable finish. The R90S was the latest in a line of flat-twins that stretched all the way back to the Twenties, and its 898cc motor shared the German firm’s traditional shaft final drive and pushrod-operated valve layout. Tuned slightly from the base-model R90/6 engine, with increased compression ratio and bigger 38mm Dell’Orto carburetors, the S put out a maximum of 67bhp at 7000rpm. Straight-line performance was not in the Kawasaki Z1 league, but the Bee-Em had heaps of low-down torque and its top speed of around 125mph was very respectable. More im¬ burner; and was almost as uncomplicated as a good old British twin. When it came to comfort, and the ability to portantly, flat handlebars and a neat bikini fairing allowed the BMW rider to make the most of the twin’s relaxed, long- travel at maximum speed with minimum fatigue, the R90S legged power delivery. Handling was up to the job, too, was second to none. thanks partly to the twin’s relatively light weight. Suspension was fairly soft but worked well, despite a certain amount of drive-shaft reaction at the rear. And the pair of front discs BMW R90S (1974) gave adequately powerful braking. BMW’s flagship was the ultimate executive express, with a Engine Aircooled 4-valve horizontally-opposed pushrod twin Capacity 898cc dashboard, a 200-mile fuel range and a seat comfortable Claimed power 67bhp at 7000rpm enough to let you use it. The 90S was not perfect, but by the standards of the day it Weight 215kg (474lbs) wet was pretty damn close. To paraphrase a magazine test at the Top speed 125mph (200km/h) time, it handled and stopped almost as well as the best Italian sportster; was almost as rapid as the fastest Japanese road- Standing quarter-mile 13.2sec/105mph (168km/h) price tag to match. In 1974 it cost considerably more than the Z1 and more than twice as much as Honda’s CB750. That money bought a classy smoked paint scheme, a clock on the Above: A set of panniers was the natural addition to BMW’s refined executive express, which justified its high price with peerless all¬ round performance. Left: The R90S’s cockpit fairing and distinctive paintwork made the Bavarian boxer one of the most handsome bikes on the road, as well as one of the best. - „ . . Far left: Kawasaki’s H2 was the definitive highperformance two-stroke of the mid-Seventies: lean, loud, smelly, thirsty and above all outrageously fast. 15 BENELLI 750 SEI Benelli’s 750 Sei was the bike that seemed to have it all. Back¬ cycle-parts. The Marzocchi suspension was typically hrm ing up its unique attraction of six cylinders with sharp styling and well-damped, the Pirelli tires gripped well and the twin and the Italian manufacturer’s world pedigree, the Sei Brembo front discs gave powerful braking. Benelli had hoped that the exotic engine layout would boasted a specification as impressive as its shiny mufflers. make the six hugely popular. But, despite all the flash and the The Sei was an interesting mass of contradictions. Its 748cc engine was the world’s first modern road-going six, but fact that it was actually a very good bike, the Sei never sold it contained little advanced engineering and produced a well. Other, more down-to-earth figures — particularly its fairly modest 71 bhp. A common criticism was that the high price and performance - proved more relevant. SOHC lump was simply one-and-a-half Honda CB500-four Nevertheless, the Sei stayed in production virtually un¬ motors, though that was not totally fair. The Italian factory changed until the end of the decade. The motor was then en¬ had plenty of engineering pedigree of their own, having won larged to produce the 900 Sei, which had an extra 6bhp and a a 250cc world road-race title as recently as 1969. For a six, the engine was commendably narrow, measuring neat headlamp fairing but only twin mufflers. The 900, too, was handsome but it was also more expensive. just an inch wider across the crankcases than Honda’s CB750. The trio of dual-manifold Dell’Orto carbs left the BENELLI 750 SEI (1975) rider plenty of knee-room, as well as providing crisp throttle response and plenty of smooth midrange torque. But its top speed was another matter. With a large frontal area, the softly-tuned Benelli could barely wheeze past 115mph. The Sei’s chassis showed the Japanese just what could be done with an in-line multi, for despite its big motor the Benelli was remarkably nimble. The frame was a strongerthan-average steel cradle, and held high-quality Italian Below and left: The Benelli 750 Sei shows off its elegant lines. 16 Engine Aircooled 12-valve SOHC transverse six Capacity 748cc Claimed power 71 bhp at 8900rpm Weight 220kg (485lbs) dry Top speed 1 18mph (189km/h) Standing quarter-mile 14sec/95mph (152km/h) > MV AGUSTA 750S AMERICA Fast, loud and expensive, MV’s mighty four was the original the America, launched in 1975, however, that brought the full race-replica: a road-going version of the legendary ‘Gallarate Agusta glory to the street. Built specially for the US market fire-engines’ that won every 500cc world championship from 1958 to 1974. The MV’s price and rarity meant few motorcy¬ at the request of the importers (hence the name), it was tuned and styled to resemble the machine on which Phil Read had clists could ever hope to buy one - but the few who did knew just won MV’s 37th and final world title. Dramatic lines were they owned the closest bike yet to a genuine motorcycle enhanced by factory-style red-and-silver paintwork, a suede seat and, if required, a full fairing. grand prix winner. Such was the MV marque’s mystique that road riders had At the center sat MV’s jewel of an engine, its sandcast been dreaming about a replica for years, but when the Italian cases and gear-driven camshafts providing an unmistakable factory first produced a four-cylinder roadster, in 1967, it was appearance to match the stirring sound from the shiny a slow and ugly 600cc tourer. The 750S, released four years straight-through pipes (black mufflers offered a quieter later, was faster, prettier and MV’s first sporting four. It was alternative). The aircooled, 790cc four was lumpy at low 18 speeds but superbly smooth and responsive when revving hard. Its conservative output of 75bhp sent the MV roaring to over 130mph. The America’s chassis was no match for its engine, despite top-notch cycle-parts including Ceriani forks and Scarab disc brakes. Steering was heavy, and in fast bends the bike’s weight combined with a weak frame and the extra mass of the shaft-drive system to produce some nasty wobbles. But for all its faults, the MV was a memorable bike to ride. Both the America and its successor, the 837cc, 85bhp Monza, were flops for financially stricken MV. The intricate motors were costly to produce, and sales never matched ex¬ pectations. By the end of the decade, the Gallarate firm had abandoned bikes to concentrate its resources on helicopter manufacturing, and a great chapter in motorcycling history had finally ended. The America (left) was based on MV’s earlier 750S four (top), and closely resembled the famous ‘Gallarate fire engines ’. Its potent twin-cam engine breathed through unfiltered DelPOrto carburetors (above). MV AGUSTA 750S AMERICA (1975) 19 Engine Aircooled 8-valve DOHC transverse four Capacity 790cc Claimed power 75bhp at 8500rpm Weight 255kg (562lbs) wet Top speed 133mph (213km/h) Standing quarter-mile 13sec/105mph (168km/h) SLueami i ^ *i3b‘ r m*:4jv ■- ; ■Kjl'/A'.'Sw, > HI1 m 20 DUCATI 900SS Not so much a race-replica as a genuine racer with lights and a speedometer, Ducati’s 900SS was rolling proof of the beauty that could result from a motorcycle designed purely for speed. Singleminded to the point of being starkly func¬ tional, the booming V-twin blended track heritage with a complete absence of frills to provide a uniquely intoxicating ride. The 900SS was launched in 1975 as a development of the 750SS, which had been produced to cash in on Paul Smart’s victory in the prestigious 1972 Imola 200 race. The Bologna factory had intended to make a small number of street-legal bikes closely modeled on Smart’s 750 V-twin, but the 750SS was so successful that they built more, then bored out the engine to 864cc to produce the 900SS. Fabio Taglioni’s 90-degree V-twin had already become the Ducati trademark, with cylinders set along the line of the bike, bevel-gear drive to the overhead cams, and desmodromic valve operation (valves closed by cams, instead of springs). Sucking in through huge, unfiltered 40mm Dell’Orto carbs and exhaling freely through Conti pipes, the 900 thundered out torque all the way to 8000rpm. Maximum power was a healthy 79bhp, and the Ducati’s lack of size and weight was a big help to performance. Cut lean, and lacking even the luxury of indicators or an electric starter, the 900SS scaled a competitive 4141bs. With its rider gripping clip-ons behind the silver-and-blue half-fairing, the spost SS would rumble to over 130mph. Equally importantly, the solid handling provided by its rigid steel frame and stiff Marzocchi suspension meant that the 900 could be held flat out through & bends that forced rivals to shut off. And when the rider did need to slow, there were no better brakes in motorcycling than the Ducati’s trio of Brembo discs. The 900SS remained in production for almost a decade, although many later models lost their edge with the fitment of filtered 32mm carbs and restrictive Lafranconi mufflers. The blackand-gold SS introduced in 1978 retained the original’s uncompromising nature, though. And that year Mike Hailwood rode a Ducati to an emo¬ tional TT victory, which led to a successful Mike Hailwood Replica 900SS, with a full failing in Hailwood’s green-and-red colors. Left: The 900SS’s purposeful appearance was backed-up by effortless performance from the V-twin engine (inset). DUCATI 900SS (1975) 21 Engine Aircooled 4-valve SOHC desmodromic 90-degree V-twin Capacity 864cc Claimed power 79bhp at 7000rpm Weight 1 88kg (4l4lbs) dry Top speed 132mph (21 1 km/h) Standing quarter-mile 13sec/1 OOmph (160km/h) LAVERDA JOTA 1000 Motorbikes did not come any more muscular than the Jota resulted from a collaboration between the Breganze firm and which, with its rugged styling, magnificent three-cylinder their British importer. At the importer’s request, Laverda fit¬ engine and wailing exhaust note, was the definitive superbike ted their existing 3C triple with the hot cams and high- of the late Seventies. Built by a small family firm that also compression pistons used by factory endurance racers. Free- produced agricultural machinery, the Jota was big, brutal and blindingly fast; the ultimate in hairy-chested Italian breathing pipes completed a snarling 90bhp beast that stormed to a top speed of close to 140mph. motorcycling machismo. This most famous of all Laverda’s 981cc aircooled triples hand to make it change direction, and was prone to occa- The Laverda was a tall, heavy bike that required a firm .\ H*; . tv**'-'1 • T. k r 'A Y >A sional high-speed instability. But for the most part it handled In 1978 Laverda enlarged the motor to produce a 1200 that well, with the help of typically firm Ceriani suspension. had more midrange, although no more peak power. In 1980 Roadholding was excellent; the braking power from three big they gave the Jota a half-fairing, and in 1982 smoothed the Brembo discs immense. The Jota was the world’s fastest pro¬ three-cylinder engine by redesigning it with equal, 120- duction roadster in 1976, and went on to prove its superiority degree bring intervals, in place of the original 180-degree with numerous production-race victories. (two pistons up, one down) arrangement. But the wild days were coming to a close, and a year later The triple was a uniquely demanding bike to ride, its thrill¬ ing acceleration combining with the unfaired riding position, numbing engine vibration and a wrist-punishingly heavy Laverda introduced the RGS1000, with softer cams, rounded clutch to make every journey an event. In other respects the RGS, and the tuned Corsa and SFC1000 models that fol¬ lowed it, were fast, fine motorcycles. But they lacked the raw, Laverda was well-equipped, as befitted its premium price, with finish and electrics that were excellent. bodywork, a lower frame and heavily-silenced exhaust. The animal appeal that had made the Jota so special. LAVERDA JOTA Engine (1976) Aircooled 6-valve DOHC transverse triple Capacity 981 cc Claimed power 90bhp at 8000rpm Weight 236kg (520lbs) wet Top speed 138mph (221 km/h) Standing quarter-mile 12.5sec/1 1 Omph (176km/h) Left: Thejota’s muscular, Above: No motorcycle on no-nonsense look survived the roads could match the big Laverda in its heyday, thanks primarily to the thunderous power of its the Seventies almost unchanged. Humped seat and rearset footrests show this is one of the last 180degree models. twin-cam, 90bhp threecylinder engine. MOTO GUZZI 850 LE MANS (1976) Engine Aircooled 4-valve pushrod 90-degree transverse V-twin Capacity 844cc Claimed power 80bhp at 7300rpm Weight 216kg (476!bs) wet Top speed 1 32mph (21 1 km/h) Standing quarter-mile 13.5sec/105mph (168km/h) Above: Guzzi’s trademark Right: The handsome Mk 1 90-degree V-twin engine, Le Mans was dominated with cylinders placed across visually by its tiny flyscreen the line of the bike, gave the and big aircooled cylinders. Le Mans thunderous The fully-faired Mk 2 was midrange torque and easy high-speed cruising. more comfortable at speed, but lacked charisma. M )TO GU/ZI 850 LE MANS Of all the great Italian bikes of the late Seventies, Moto Guz¬ bikes since the Twenties, earning a fine reputation and col¬ zi’s 850 Le Mans was perhaps the most magical of all. Around lecting eight world road-race titles along the way. They pro¬ the unlikeiiest of powerplants - a 90-degree V-twin based on duced the Le Mans in 1976 by enlarging and tuning the trans¬ a motor designed for a wartime armored-car - Guzzi con¬ verse-mounted engine of their existing 750 S3 roadster - structed a sportster that combined thrilling speed with ex¬ itself a rapid and handsome machine - and adding a handle¬ cellent handling and looks that were nothing short of abso¬ lutely stunning. bar fairing, curvaceous petrol tank, strikingly angular seat and paintwork in Italian racing red. I he firm from the banks of Lake Como had been building The aircooled 844cc lump was a fairly crude device with 24 * 1 1 iJk * ijn 1 pushrod valve operation and a notchy five-speed gearbox. But fitted with high-compression pistons, and breathing The Le Mans was less hard edged than its rivals from Laverda and Ducati, delivering serious speed with a relaxed through a brace of unfiltered 36mm Dell’Orto carburetors, quality that made it arguably the ultimate high-speed roadburner. But the factory could not produce a worthy succes¬ the Le Mans kicked-out 80bhp and delivered 130mph-plus performance with punchy midrange acceleration and a sor. The Mk2 version of 1979 was slower, though it at least gave its rider the benefit of an angular full fairing. The 1982model Mk 3 regained some power. smooth, long-legged feel. A strong steel frame and state-of-the-art suspension gave good, stable handling despite the occasionally unsettling Guzzi’s increasingly desperate development reached a nadir three years later with the 949cc Mk 4, which suffered from clumsy styling and a 16-inch front wheel that did effect of the shaft final drive. Braking was powerful and reli¬ able, thanks to three big Brembo discs linked by Guzzi’s unique system. The handlebar lever operated one front disc; nothing to improve handling. It was all a far cry from the elegance of the original 850 Le Mans. the foot pedal the other plus the rear. 25 HARLEYDAVIDSON XLCR1000 There have been few more unlikely superbikes than HarleyDavidson’s XLCR Cafe Racer, the big black V-twin released in 1977. Many years earlier, the Milwaukee firm had built some of the fastest bikes in the world. But as the sole model with sporting pretensions in Harley’s long list of cruisers and tourers, the Cafe Racer stood very much alone. The newcomer was based on Harley’s famous Sportster, which had been a high-performance model itself when re¬ leased in 1952 but had long since abandoned ideas about living up to its name. Holding the familiar 45-degree motor in a slightly re-engineered and heavily restyled rolling chas¬ sis, the Cafe Racer was intended to attract a new breed of motorcycling customer. On looks alone, it would have succeeded. Reputedly con¬ ceived and styled by Harley design director Willie G David¬ son himself, the Cafe Racer was long, lean and dressed ele¬ gantly in black from top to toe. Its engine was stock Sportster, which meant a 998cc lump with pushrod valve operation, four-speed arearbox and a claimed peak output of 61bhp at 6200rpm. The V-twin motor was mounted solidly in a hybrid frame consisting of a Sportster front-end plus parts from Harley’s XR750 racebike. Forks and shocks were borrowed from the Sportster, though the Cafe Racer was at least treated to a second front disc brake and Goodyear tires. The Cafe Racer’s basic problem was that although Har¬ ley’s age-old engine and chassis technology was okay for a laid-back cruiser, it just didn’t work for a bike with flat bars, rearset footpegs and thoughts of serious speed. The big V-twin kicked-out lots of low-down torque, and would send the ‘Hawg’ thundering up to 120mph. Ever-present vibration made such speeds impossible for long, though, and even much slower use resulted in a numb rider and in bits of the bike coming loose. Crude suspension and lack of ground clearance made fast cornering hairy, espe¬ cially on bumpy roads. At the time the XLCR did not appeal either to sporting riders or to the traditional Harley bunch, but history has treated it kindly. In retrospect, the Cafe Racer’s looks, noise and charisma more than make up for its lack of performance. HARLEY-DAVIDSON XLCRI000 (1977) Engine Aircooled 4-valve 45-degree pushrod V-twin Capacity 998cc Claimed power 61 bhp at 6200rpm Weight 234kg (515lbs) wet Top speed 120m ph (192km/h) Standing quarter-mile 14sec/95mph (152km/h) Right: The fine lines of the Harley-Davidson XLCR1000 were reputedly conceived and styled by the company’s design director, Willie G Davidson. 28 SUZUKI GS1000 To appreciate the impact of Suzuki’s GS1000 it’s necessary to put yourself in the place of a speed-hungry motorcyclist at the beginning of 1978. Back then, the Japanese produced several powerful, sophisticated bikes, from Honda’s CB750 and Gold Wing to Kawasaki’s Z1000. But if you wanted a machine that really handled, it had to be European, preferably from Guzzi, Ducati, Laverda or even BMW. The GS1000 changed all that at a stroke. Combining a typical four-cylinder engine with a chassis whose layout was equally conventional, it heralded a second generation of Japanese superbike design. Not only was the GS faster than anything that had come out of the East before, but more im¬ portantly its stability and cornering ability allowed that engine performance to be used to the full. For such a star, the GS had an unspectacular appearance, with restrained styling, slightly raised bars and an aircooled, 997cc twin-cam engine that resembled those of Suzuki’s own GS750 - launched a year earlier-and Kawasaki’s Z1000. But what an engine! Not only did the newcomer make 4bhp more power than the benchmark Kawa, with a peak of 87bhp. It also developed more torque throughout the range, and was lighter and equally reliable. A strong, twin-downtube frame held suspension more sophisticated than anything previously seen on a mass-pro¬ duced roadster. Front forks were air-assisted, and the shocks could be adjusted for rebound damping as well as for the nor¬ mal preload. Powerful triple disc brakes were marred only by a slight wet-weather delay typical of the time. It added-up to a stunning new superbike, as happy scorch¬ ing smoothly to its 135mph top speed as it was cruising effort¬ lessly on the freeway or being hustled along a twisty country road. Kawasaki’s Z1000, for so long the ‘King,’ was deposed by a bike that was superior in virtually every respect. In 1980 Suzuki produced the GS1000S by adding a neat top-half fairing. The GS1000G tourer that arrived a year later was less successful, its shaft-drive and soft suspension ruin¬ ing the handling, and by then the basic model had been re¬ placed by the 16-valve GSX1100. But the original GS1000 will long be remembered as the bike with which the Japanese finally got everything right. SUZUKI GSI000 (1978) Engine Aircooled 8-valve DOHC transverse four Capacity 997cc Claimed power 87bhp at 8000rpm Weight 242kg (533lbs) wet Top speed 135mph (216km/h) Standing quarter-mile 12sec/108mph (173km/h) Left: Styling of the original GS1000 was pleasant but Inset: The GS’s aircooled, twin-cam engine was similar unspectacular - a phrase in layout to that of Kawasaki’s Z1000, but the that certainly could not be used to describe the fourcylinder Suzuki’s shattering performance. 29 87bhp Suzuki outperformed its previously dominant rival in most respects. MnstfflWn - Monroe Schools Johnstown, Ohio MAI IA XS1100 The attraction of Yamaha’s XS1100 was basic and unforget¬ table. At about 50mph in top gear, the rider simply cracked open the throttle - and then held on tight as the Yam re¬ sponded instantly with arm-wrenching acceleration the like of which had not been known before. With llOlcc of capacity giving a peak output of 95bhp and massive low-rev urge, the big black four-cylinder XS motor was one altogether mighty powerplant. Unfortunately, the Yamaha’s weight - some 6001bs with a full tank of fuel - was an equally relevant statistic. The XS, launched in 1978, was ajapanese superbike of the old school: a big, powerful engine in a big, heavy chassis. Not so much XS as excess. Its arrival coincided with that of Suzuki’s 651bs lighter and much more nimble GS1000. After riding both bikes, the Yam’s straight-line stomp seemed of somewhat limited appeal. This was still some engine, though. Technically unre¬ markable, with twin cams opening two valves per cylinder, it followed Yamaha’s earlier XS750 triple in using shaft final drive. The 1100 motor was tuned for maximum midrange re¬ sponse, producing usable torque as low as 2000 rpm and a class-leading peak of 66.5ft.lb at 6500rpm. Yamaha’s engineers had obviously been worried about chassis strength, because the XS’s steel duplex-cradle frame was heavily braced. This added to the weight and, although suspension was reasonable, the Yam could not hide its bulk on the road. In slow bends it felt ponderous; at higher speed, stability was marginal in anything other than a straight line. The XS1100 was at least fairly comfortable, despite its high handlebars, thanks mainly to the engine’s smoothness and the generous seat. With useful touches such as self-canceling indicators, a big tank and a fuel gauge, it was well equipped, too. The XS was at its best as a gentle tourer, loaded with lug¬ gage and fitted with a big fairing. Yamaha apparently did not think so, though, and in 1981 introduced the XS1100 Sport, complete with handlebar fair¬ ing, smaller petrol tank and black paintwork. The Sport was a potent and mean-looking machine, with similar visual appeal to Harley’s Cafe Racer. Unfortunately, for sports riding it was equally out of its depth. A >ov< draft-drive engii iow-s; i? its supply of - : ( que. Right: The Yamaha couldn’t disguise its size even in front of a mountain. 30 YAMAHA XSIIOO (1978) 31 Engine Aircooled 8-valve DOHC transverse four Capacity 1lOlcc Claimed power 95bhp at 8000rpm Weight 271 kg (598lbs) wet Top speed 135mph (216km/h) Standing quarter-mile I2.3sec/I lOmph (I76km/h) HONDA CBX1000 Unique in its performance, its looks, its engineering and its pitched whistle from its exhaust. spine-tingling exhaust sound, the six-cylinder CBX1000 was both a striking corporate statement and a magnificent sports Despite Honda’s efforts the CBX was no lightweight, scal¬ ing 5721bs with of gallon a gas. But its frame was stiff, suspen¬ bike. Introduced in 1978 to boost a tired Honda range, the CBX was in a class of its own among Japanese bikes for sheer sion pretty good, and ground clearance generous. The Honda was easy to steer, it was stable (at least provided its glamor and singleminded sporting intent. Its aircooled, DOHC, 24-valve motor was inspired by tires were not too worn), and its triple disc brakes gave plenty of power and feel. Honda’s hugely successful racing multis of the Sixties. (The Sadly for Honda, the CBXIOOO’s brilliance was not roadster’s chief designer, Shoichiro Irimajiri, had been re¬ matched by sales success, especially in the American market. sponsible for several of the racebikes too.) With its angledforward cylinders fed by a bank of six carburetors, the 1047cc In 1981 the bike was softened with a big fairing, slightly unit produced a maximum of 105bhp at 9000rpm. Its alterna¬ CBX1000-B was a competent bike, and it sold quite well in tor’s position on a secondary shaft above the gearbox meant the States. But it had neither the performance nor the raw the six was barely wider than most fours. Designed from the outset as a no-compromise sportster, appeal of the original, sensational Six. detuned the CBX used its engine as a stressed member of a tubular engine and air-assisted suspension. The HONDA CBX1000 (1978) frame. Neat, understated bodywork and the frame’s lack of downtubes emphasized the bare-chested bravado of the shiny six-pot powerplant. Using twin mufflers kept down weight, as did the alloy fork yokes, plastic mudguards and even magnesium engine covers. Performance was shattering, combining ease of use with the hardest acceleration yet produced by a streetbike. At low Engine Aircooled 24-valve DOHC transverse six Capacity 1047cc Claimed power 105bhp at 9000rpm Weight 260kg (5721 bs) wet Top speed 135mph (216km/h) Standing quarter-mile 12sec/1 1 5mph (1 84km/h) revs, the six was docile and supremely smooth, responding crisply without great urgency below about 6000rpm. Above that figure the CBX came alive, leaping toward its 135mph top speed with unmatched ferocity and a memorable, highLeft: The original CBX was a singleminded sports bike, its looks and personality dominated totally by that magnificent six-cylinder powerplant. Right: The softer, fully- faired CBX-B sold quite well in America, but it had neither the performance nor the purity of design that had made Honda’s first Six so special. 32 HARRIS MAGNUM Despite the collapse of the British motorcycle industry, some Adding low clip-on bars, a thinly padded single seat and a of the fastest and finest bikes on the roads in the late twin-headlamp fairing completed a fearsome machine that Seventies were created in the country once famous for Broughs and BSAs. Based onjapanese four-cylinder engines, brought a new dimension to road-going motorcycling. A well usually from Kawasaki or Honda, these were the specials: braking to match. The aggressive riding position made that race-developed machines built by small firms such as Rick¬ performance usable, too, though at the expense of comfort at man, Dresda and Peckett & McNab. Most famous and popular was the Magnum, the single¬ slower speeds. seat special constructed by Hertford-based brothers Steve two Magnums were identical. But early models can be divided into two versions: the angular original and the set up Magnum was good for 140mph, with handling and Limitless choice of engine tune and cycle-parts meant no and Lester Harris. Closely based on the firm’s successful For¬ smoother Mk II styled by Jan Fellstrom (famous for work on mula One and endurance racers, the Magnum provided a package of sleek styling, light weight and fine handling that Suzuki’s Katana). The look was different, but the Harris surpassed anything from the major manufacturers. The key to the Magnum was its chassis, most importantly Magnum sensation remained the same: speed, noise and racetrack handling, from the definitive British special. the frame of Reynolds 531 steel tubing. Almost identical to frames built for bikes competing in races such as the Bol d’Or 24 hours, the hand-welded Magnum trellis brought new HARRIS MAGNUM 1 (1979) levels of rigidity to the street. Rear suspension comprised a Engine Aircooled 8-valve DOHC transverse four (Kawasaki) Capacity 1015cc Claimed power i 1 Obhp at 8500rpm Weight 218kg (480lbs) wet further, with racing camshafts, big-bore kits and high-com- Top speed 140mph (224km/h) pression pistons that took a Kawasaki ZlOOO’s output to Standing quarter-mile 1 I.7sec/l20mph(l92km/h) cantilever swing-arm with single De Carbon shock absorber. Front fork choice was left to the customer, who usually spec¬ ified top-quality aftermarket items from Marzocchi or Betor. Likewise the brakes and wheels, which were generally racing components from specialists such as Lockheed and Dymag. The engine was often tuned with racing carbs and a freebreathing Harris four-into-one exhaust. Many owners went 125bhp or more. Abo v Magnum builders opted for a highly-tuned Kawasaki motor. 34 MOTO MARTIN Endurance racing is a particularly French event, so it’s rigid chassis for complete stability. The French machines had less genuine racetrack develop¬ natural that over the years many cafe-racers should be built there, inspired by the machines raced at the Le Mans and Bol d’Or 24 hours. France’s best-known brand in the late ment than rivals from firms such as Harris, though. That sometimes showed when their long wheelbase and conserva¬ Seventies and early Eighties was Moto Martin, the Brittany- tive, road-biased steering geometry made the rider work hard based firm that built endurance-style specials based on through a series of bends. Martins required commitment but ridden forcefully these bikes were among the very quick¬ engines as varied as Suzuki’s GT750 triple, Kawasaki’s Z1000 four and even Honda’s CBX1000 six. est on the roads. Martin went on to produce bikes based on Suzuki’s 16- Georges Martin’s early frames were based on a tubular valve GSX1100 and Honda’s CB900, but perhaps best of all was the Martin GBX1000 introduced in early 1980. Com¬ bining Honda’s huge six-cylinder motor with a Martin frame, spine running horizontally above the motor, but the later de¬ signs for which he became known used thinner chromemolybdenum tubes that encircled the engine. Eike many swoopy half-fairing and tuneful exhaust system produced a bike that was unbeatable for outrageous cafe-racer style. special builders at the time, he used a cantilever swing-arm with De Carbon monoshock. Forks and wheels were to Mar¬ tin’s own specification, generally fitted with Brernbo brakes and Michelin tires. Much of Moto Martin’s appeal was based on futuristic, MOTO MARTIN CBXI000(I980) curvaceous styling, often finished with a factory race-team paint scheme accurate to the smallest sponsor’s sticker. The classic design featured a twin-headlamp fairing, plus a fiber¬ Engine Aircooled 24-valve DOHC transverse six (Honda) glass tank-seat unit with no room for a passenger. Handle¬ bars were low; footrests high. Between the bulging frame Capacity 1047cc tubes was a highly-tuned Kawasaki Z1000 lump. Speed was never in question with a Martin, and a genuine Claimed power 1 1 Obhp at 9000rpm Weight 240kg (528lbs) wet 140mph was well within the capability of a Kawasaki-engined special. The racy riding position and efficient fairing made Top speed I40mph (224km/h) that performance temptingly usable, too. And no matter Standing quarter-mile 1 1,7sed 120mph (192km/h) what the speed, the Martin rider could always rely on the Above: The Honda CBXIOOO-engined model was the most stylish Martin of all. 35 KAWASAKI Z1300 Kawasaki’s gargantuan Z1300 epitomized the two-wheeled Above: Despite the Z1300’s stunt star Arto Nyqvist excess of the late Seventies. With six watercooled cylinders, massive size and weight, makes it fly (right). an output of 120bhp and a fueled-up weight of over 7001bs, the Z13 was the most outrageous product yet of a period in high bars and forward-set footpegs meant the rider couldn’t which superbikes had become ever bigger, heavier and more keep that up for long. The twin-barrel carburetors and complex. heavily damped transmission conspired to give snatchy Even as the Kawasaki was being launched, the then West throttle response. Although the Six was smooth, it had a busy German government was implementing a lOObhp limit amid feel that did not make for particularly relaxed cruising. mutterings that the two events were connected. But for most The mighty Kawasaki was not a bad motorcycle — but nor motorcyclists, the Z1300’s most controversial feature was not was it an outstandingly good one. For all its size, the Z1300 the power of its engine but the sheer bulk of the slab-sided was visually, technically and dynamically unremarkable; monster built to carry it. simply no faster, more practical or more exciting to ride than The Z13 weighed lOOlbs more than Honda’s CBX1000, and several lighter and cheaper alternatives. Its claim to motor¬ ironically the Kawasaki’s large radiator obscured its engine cycling fame is that it marked the end of the spiral of in¬ to leave the ‘Zed’ with little of the visual impact of Honda’s creasing size and weight. Six. The 1286cc, twin-cam powerplant had unusually longstroke dimensions of 62 X 71mm (the CBX, more typically, KAWASAKI ZI300 (1979) measured 64.5 X 53.4mm). This kept width down but re¬ sulted in a tall motor whose weight was increased further by shaft final drive. Engine n; Watercooled DOHC 12-valve transverse six A massive steel frame and well-chosen suspension at least ; t the Z1300’s handling was surprisingly good. Just as Capacity 1286cc Claimed power 120bhp at 8000rpm Weight 305kg (670lbs) wet Top speed 135mph (216km/h) Standing quarter-mile 12sed 1 15mph (184km/h) o, for the big bike was quick - dispatching the standa-mile in just 12 seconds. It whistled up to its speed without a wobble, was reassuringly stable ev and tires. urves, and was fitted with both efficient brakes '■pile that, the Z1300 wasn’t much fun to ride. The K; : is though it would cruise at lOOmph for ever, but its 36 HONDA CB1100R Built in limited numbers with little regard for cost, the super¬ Its motor was based on the CB900’s aircooled, 16-valve lative CB1100R was proof of what Honda’s engineers could do when they set out to produce the fastest motorcycle in the motor, bored-out to 1062cc and running a higher compres¬ world. The 1100R was developed from the CB900F four, with an the aim of winning production races such as the prestigious Numerous Castrol Six-hour in Australia. For the few road riders who engine included replacement of the connecting rods that had could afford it, the R proved as brilliant on the street as it was been a weakness of the 900. sion ratio. Peak power was increased by 21 percent to 115bhp, unprecedented figure strengthening for a production modifications sportster. throughout the The chassis was also based on the 900’s, with a streng- on the track. -T>_ /i-vtsb \ i v jt $4 ——-—> \ jj II thened steel-tube frame holding similar air-assisted forks. The small numbers that were built were snapped-up The R’s twin shock absorbers were new and sophisticated, featuring remote reservoirs to combat the common problem despite their high price (well over 50 percent more than the of overheating damping fluid. The front brake set up was also innovative, with twin-piston calipers biting on the big double CB900F), and the 1100 soon made its mark as a racer. The R won all over the world, often so convincingly - as in the British Streetbike series - that no other model had a chance discs. Topped with a streamlined half-fairing and single seat, the against it. 1100R was in a class of its own in 1981. It combined a 145mph 1982 to cure a slight high-speed weave. That year’s model, the 1100R-B, also had a pillion seat, new forks and wider top speed with effortless cruising, excellent handling, power¬ ful braking and plenty of ground clearance. It was also Honda made some changes even so, fitting a full fairing in wheels; the R-C of 1983 gained metallic paint and a box- smooth, docile, tractable and reliable; as happy crawling in section alloy swing-arm. One thing that didn’t change was traffic as it was scorching round a racetrack. the llOOR’s position at the head of the pack. Left: Looks, power, handling and comfort made the CB1100 an unbeatable roadster. Young Australian Above: Single seat and superior remote-reservoir ace Wayne Gardner (inset) approach to high rode the Honda to numerous wins. performance. shocks emphasized the Honda’s no-compromise ■Ml Engine Aircooled 16-valve DOHC transverse four Capacity 1062cc Claimed power 1 1 5bhp at 9000rpm Weight 235kg (51 8lbs) dry Top speed 145mph (232km/h) Standing quarter-mile 1 1,5sec/1 1 8mph (185km/h) --- I II.I...I mmm < 40 HONDA CX500 TURBO Turbocharging was a two-wheeled phenomenon that became all the rage in the early Eighties, before being blown aw'ay when the motorcycling public - and eventually the manu¬ facturers - realized that talk of easy extra performance was merely hot air. No bike summed up the folly of forced in¬ duction better than the first of the breed: Honda’s CX500 Turbo. The very idea of the CX Turbo was perverse. Turbocharg¬ ing is best suited to large, multi-cylinder engines producing small, regular power impulses. The CX engine, a 497cc watercooled 80-degree V-twin, was virtually the least suit¬ able powerplant Honda could have chosen-which suggested the Turbo was intended more as a statement of corporate prowess than as a sensible motorcycle. The humble CX motor, with its pushrod valve operation and shaft final drive, required the world’s smallest turbo¬ charger. Built by specialists IHI to Honda’s spec, its blades measured less than two inches in diameter and spun at 200,000rpm to raise the CX’s output from 50 to 82bhp at 8000rpm. Needless to say, many engine components were uprated to cope. Honda’s work did not stop with the motor, for the Turbo was intended as a rolling showcase for technology' including a digital ignition and fuel-injection system, TRAC anti-dive, twin-piston brake calipers, and Pro-Link single-shock rear suspension. Most striking of all was the enormous pearlwhite fairing, complete with integral indicators and compre¬ hensive instruments. The fairing was superb, allowing high-speed cruising in unprecedented comfort, and the CX handled remarkably well considering its fueled-up weight of almost 6001bs. But the Honda wasn’t particularly fast, with sluggish acceler¬ ation and a top speed of 125mph. And it suffered from turbo¬ lag, the delay between throttle opening and engine response. As a grand-tourer the Turbo was impressive, but it could not overcome the inevitable penalties of complexity, weight and expense. A year later Honda uprated it by producing the CX650 Turbo, complete with more power, less lag, storming acceleration and a top speed of 135mph. But for all its new-found flair, the Turbo was still no quicker than many simpler and cheaper alternatives. Each of the ‘Big Four’ Japanese manufacturers had a try before admitting defeat, and finally the turbocharging revolution to an end. J HONDA CX500 TURBO (1982) Engine Watercooled 6-valve pushrod 80-degree transverse V-twin, turbocharged Capacity 497cc Claimed power 82bhp at 8000rpm Weight 240kg (527lbs) dry Top speed 125mph (200km/h) Standing quarter-mile 12.5sec/1 OOmph (160knVh) Left: Dramatically shaped fairing helped make the Turbo a comfortable bike. 41 Inset: A middleweight V-twin was not suitable for a turbocharger. SUZUKI GSX1100S KATANA When launched in 1982 it was stunning - a raw, aggressively styled sportster the like of which had never been seen before from Japan. And over 10 years later it’s still visually striking regarded by many enthusiasts as a classic example of two¬ wheeled design, and commemorated by Suzuki with their re¬ cent 250 and 400cc replicas. The GSX1100S Katana, with its radical looks, fourcylinder engine and uncompromising high-performance approach, paved the way for the modern Japanese racereplica. For a mass-produced machine its hard-edged nature was a revelation in a period dominated by the upright riding position of the ‘Universal Japanese Motorcycle.’ The Katana was based on Suzuki’s outstanding GSX1100, which had replaced the GS1000 two years earlier. Its bold styling involved an integrated package of nose fairing, clocks, humped tank and combined seat and sidepanel assembly. ‘Katana’ was a Japanese word for a Samurai warrior’s cere¬ monial sword, and suited Suzuki’s latter day sharp silver blade perfectly. using the GSX1100’s aircooled, 16-valve motor (by derestri timing, llbhp ,> the airbox, modifying carburetors and valve ml lightening the alternator) gave a maximum of OOrpm. The standard bike’s steel twin-cradle •fame was basically unchanged, but new yokes gave a little extra rake lor increased stability. Forks were fitted with 42 ,tana Above: Katana’s styling hydraulic anti-dive, Suzuki’s latest grand-prix developed extra; the twin shocks received stiffer springs. Straight-line performance was similar to the GSX’s, with a frame gave good handling. was outrageous in 1982. Below left: Some riders Above left: Firm suspension and a strong top speed of over 140mph and strong, smooth midrange acceleration. At high speeds the Katana had the edge. Its clip-ons and rearset footpegs combined with the tiny flyscreen to improve aerodynamics and wind protection. The frame and firm suspension were well up to hard cornering, added a tuned motor and aftermarket exhaust system. SUZUKI GSXIIOOS KATANA (1982) and the triple disc brakes were powerful. Only its hard Japanese tires let the Suzuki down. Naturally, there were compromises. The racy riding posi¬ tion was impractical in town, and the narrow clip-ons and conservative geometry made for heavy steering. The seat was uncomfortable, especially for a pillion, and at almost 5501bs the ‘Ka:t’ was no lightweight. The Suzuki’s looks and speed combined with a reasonable price to ensure it was a big suc¬ cess. The Katana bridged the gap between harsh Italian sportsters and bland UJMs, proving that the Japanese too could provide performance with originality and style. 43 Engine Aircooled 16-valve DOHC transverse four Capacity 1075cc Claimed power 1 1 1 bhp at 8500rpm Weight 248kg (545lbs) wet Top speed I43mph (229km/h) Standing quarter-mile 1 i .6sec/1 17mph (187km/h) KAWASAKI GPZ900R No sports bike made a more lasting impact on the Eighties than the GPZ900R. Kawasaki’s first watercooled four stormed on to the scene in 1984, becoming an instant hit with its blend of power, compact size and sharp handling. The Ninja, as the 900R was known officially in most countries, was still selling, barely modified, well into the Nineties. Kawasaki’s earlier aircooled fours, all with two valves per cylinder, had established a formidable reputation but the Ninja’s 908cc watercooled lump proved a worthy successor. It featured a 16-valve cylinder head plus developments in¬ cluding a balancer shaft, camchain at the end of the crank, and alternator above the six-speed gearbox. It was small, light and powerful, though its 113bhp peak was slightly below that of the old GPzllOO. The rest of the GPZ continued the theme of high perform¬ ance with minimum size and weight. Its frame used the engine as a stressed member, combining steel main tubes with an alloy rear subframe. Forks were 38mm units with anti-dive; rear suspension Kawasaki’s Uni-Trak monoshock with air-assistance and adjustable rebound damping. The sharply styled full fairing did a fair job of shielding the rider, who leant forward to flattish bars, with feet on slightly rearset pegs. The Ninja was low and respectably light - and most of all it was fast. Top speed was over 150mph, with dra¬ matic acceleration above 6000rpm and searing speed from 8000rpm to the 10,500rpm redline. Above: The GPZ’s 16-inch 150mph-plus performance. front wheel was swapped for a 17-incher. Right: Watercooled, 16valve engine proved a fine Above right: The successor to Kawasaki’s line • Cawasaki’s profile allowed of aircooled fours. 44 Equally importantly, it was docile at low speed and KAWASAKI GPZ900R (1984) supremely controllable. The rigid frame, firm suspension and 16-inch front wheel gave stability with light, precise steering. Brakes were superbly powerful, with the only fault a slight harshness in the forks. The Kawasaki was also very practical for a sportster, com¬ Engine Watercooled 16-valve DOHC transverse four Capacity 908cc Claimed power 1 13bhp at 9500rpm Weight 236kg (520lbs) wet Top speed 155mph (248km/h) Standing quarter-mile 1 1 2sed 120mph (192km/h) bining a generous fuel range with surprising comfort and neat details such as luggage hooks and a strong grab-rail. It remained unchanged until 1990, when it was updated with thicker forks, wider wheels, better brakes and a 17-inch front wheel. And as its sporting rivals became faster and lighter, the once-mighty Ninja moved gracefully into a new role as a budget-priced sports-tourer. 45 YAMAHA FJ1100 Yamaha’s big FJ models have been among the world’s best Suspension was slightly soft for hard riding, conspiring sports-tourers for so long that it’s easy to forget that the with the 16-inch wheels to reduce ground clearance, but original FJ1100 forged a reputation as a peerless long-dis¬ potent brakes helped ensure that few bikes were quicker on tance roadburner almost by accident. When launched in 1984 the road. The Yamaha’s combination of efficient fairing, re¬ it was advertized as an ‘out-and-out high performance sports laxed riding position, broad seat, generous fuel range and machine,’ but was outshone by the simultaneous arrival of effortless power delivery meant that nothing could match the Kawasaki’s faster GPZ900R. Only then was the softer FJ re¬ FJ on a fast long-distance blast. cast in a gran turismo role to which it proved perfectly suited. In subsequent years Yamaha made numerous refinements The FJ1100’s appearance in 1984 was remarkable because to keep the FJ competitive. In 1986 its motor was bored out to Yamaha’s previous attempts to produce a superbike had 1188cc to produce the even torquier FJ1200; two years later been limited to uncompetitive machines such as the XS1100 saw the introduction of a 17-inch front wheel. In 1991 the and XJ900. The FJ changed all that instantly. In any previous Yamaha gained the rubber-mounted engine and anti-lock year it would have been outstanding even as a sportster, with brakes that made it a more competent all-rounder than ever. its striking, aerodynamic looks, high-profile chassis and powerful 1097cc engine. There was little new technology in YAMAHA Fj II00 (1984) the motor, a 16-valve development of Yamaha’s long line of aircooled fours. But its performance was breathtaking, not just for the peak output of 125bhp at 9000rpm but also for the Engine Aircooled 16-valve DOHC transverse four Capacity 1097cc Claimed power 125bhp at 9000rpm Weight 245 kg (5401 bs) wet Top speed 150mph (240km/h) Standing quarter-mile 1 1,4sec/1 18mph (189km/h) way the big lump delivered seamless torque virtually from tickover to redline. me was spectacular, with rectangular-section steel '■s that ran up from the swing-arm pivot, around the ad and continued around the forks before joining ii :V YAMAHA VMX1200 V-MAX There has never been another bike quite like the mighty Yamaha VMX1200, and there probably never will be. Big, linked the carburetors to provide extra mixture - and instant extra power - at high revs. blunt and brutally powerful, the V-Max was Yamaha’s The result was stunning speed from a bike whose high, wide bars and upright riding position were better suited to attempt at building an out-and-out musclebike: a Japanesemanufactured two-wheeled equivalent of the traditional American street rods, with their big-inch engines and asphalt-tearing acceleration so beloved by US racers. laid-back cruising. Accelerate hard from the lights, and the V-Max hurtled away leaving a thick black line on the asphalt It certainly had the horsepower. The V-Max’s water- at 50mph in top gear, and the Yamaha wrenched your shoulders from their sockets as it accelerated harder than anything on the road. from its world’s widest 150 X 15in rear tire. Crack the throttle cooled, 1198cc V4 motor kicked-out 143bhp to make this by some distance the world’s most powerful production motor¬ cycle. It had the looks, too: dramatic, cut-down styling That performance was remarkable because at almost centred on the massive engine, with fake air-scoops jutting out from either side of a dummy fuel tank. The V-Max didn’t 6001bs the Max was far heavier than most superbikes - and far more clumsy. Adding the VMX’s power and weight to a have much of a chassis - but to some riders that merely added to the attraction. chassis containing heavily raked forks and unsophisticated twin shocks produced an ungainly, slow-steering bike that This bike was all about its powerplant, a 72-degree shaftdrive V4 borrowed from the Venture tourer. Yamaha’s could easily become a real handful in bends. All of which made it doubly ironic that the Yamaha was engineers tuned the Venture’s 95bhp, 16-valve engine with conventional hot-rodding ingredients including high-lift eventually sold in some legislation-conscious European countries, including Britain and France, with its engine cams, big valves, lightened pistons and toughened crank¬ shaft. Then they added V-boost, an ingenious system that detuned to a mere 95bhp. Remove the magnificent excess of its motor, and there wasn’t much left of the V-Max. Left: An awesome V-twin engine was the centerpiece of the V-Max in every respect. Airscoops alongside the petrol tank were fake, but the Yamaha’s menacing look was very genuine. Far left: The V-Max’s natural habitat was the drag-strip, where thei'e were no bends to show-up its handling, and the motor’s explosive straight-line speed could be used to the full. 51 SUZUKI GSX-R1100 The format was obvious, following the introduction of the low as 3000rpm, and was thrillingly fast everywhere from GSX-R750 a year earlier, but the brilliance ofSuzuki’s GSX- 5000rpm to the redline at 10,500rpm. R1100 still took the breath away. To the 750’s considerable Fine handling also contributed to the ease with which the attributes of speed, lightness, handling and braking, the 1100 GSX-R could be ridden fast. Steering was neutral and pre¬ added the midrange punch that only a large-capacity engine cise, stability impeccable, tires and brakes excellent. The could provide. The result was the fastest and simply the best twin-headlamp fairing combined with the crouched-forward sports bike yet produced. riding position to give good wind protection even at the In looks and intent there was nothing new about the speeds the GSX-R encouraged. ‘Eleven,’ which shared the smaller model’s endurance-racer The Suzuki’s uncompromising nature made it uncomfort¬ styling, plus its oilcooled engine and alloy frame technology. able for the rider at slow speed, and for a pillion at any speed. But the new bike’s 1052cc motor, a development of Suzuki’s But its blend of power, lightness and handling had not been faithful aircooled, 16-valve GSX1100 engine, combined a approached before. As an out-and-out sportster, the GSX- maximum output of 125bhp with an enormously wide spread R1100 was in a class of its own. of power. Its chassis was very similar to that of the 1986 GSX-R750, SUZUKI GSX-RIIOO (1986) with its lengthened swing arm; the bigger bike was also fitted with a steering damper for extra stability. Forks were identi¬ Engine cal but the rear shock was new, the 18-inch wheels and tires Oilcooled 16-valve DOHC transverse four wider, and the brake discs larger. Total weight was 451bs up on the 750 at 4331bs dry, still amazingly light for an open- Capacity I052cc Claimed power 125bhp at 8500rpm Weight 197kg (433lbs) dry Top speed 155mph (248km/h) Standing quarter-mile 10.9sec/126mph (202km/h) class machine. Never before had such a dazzling engine been coupled with so little weight and such a competent chassis. The GSX-R annihilated the standing quarter-mile in under 11 seconds by some distance the fastest ever - on the way to a top speed of 155mph. It had power everywhere, in marked contrast to the peaky 750. The Eleven pulled crisply from as 52 Left: Styling was almost identical to that of the GSX-R750, but the Eleven’s added midrange power made it much faster and easier to ride. Above: Superb handling and generous groundclearance contributed to the Suzuki’s unmatched ability as a sportster. . Above left: Responsive motor and light weight made lifting the front wheel delightfully easy. 53 HONDA VFR750F Few new models have been as important to their manu¬ facturers as the VFR750 was to Honda in 1986. Three years earlier their first V4 sportster, the VF750, had been greeted by widespread acclaim - only to find the cheers turning to jeers as its motor proved disastrously unreliable. Those problems, plus competition from Suzuki’s GSX-R750 and Yamaha’s FZ750, meant Honda’s next 750 had to be good. The VFR750 was more than just good. After coming very close to abandoning the V4 concept, Honda persevered - and with the VFR they produced a masterpiece. The newcomer rapidly proved its reliability and became hugely popular thanks to its addictive blend of power delivery and handling. Its watercooled, 90-degree V4 engine was closely based on the VF’s, but incorporated numerous detail changes includ¬ ing gear drive to the twin overhead cams, and a 180-degree crankshaft (each pair of pistons moving in opposite direc¬ tions) instead of the VF’s 360-degree layout. The 748cc, 16valve motor’s dimensions were unchanged but lighter valves, pistons and conrods helped push peak power to 105bhp at 10,500rpm. The Honda’s chassis followed Suzuki’s lead in using an aluminum main frame, in this case with a steel rear subframe. Air-assisted forks held a 16-inch front wheel, while the single shock benefited from a remote preload adjuster. Riding posi¬ tion was roomy, and the full fairing was finished in sober dark blue or white to emphasize the VFR’s position as an allrounder. Few who rode the Honda needed much convincing that it thoroughly deserved the description. The VFR was quick, with a top speed of around 150mph. But more importantly, its instant midrange response and smooth, free-flowing power delivery gave a wonderfully relaxed ride. Handling backed it up, combining easy steering with re¬ assuring stability. Suspension was slightly soft for ultra-hard riding, and the seat was not soft enough. But the efficient fair¬ ing helped make the Honda comfortable enough to take long distances in its stride. Two years later the VFR was subtly updated with a 17-inch front wheel, more protective fairing and new suspension. By then Honda’s problems were over. The VFR750 had become regarded as the best all-round motorbike money could buy, and the new model did nothing to change that view. Right: Honda’s great all-rounder was equally at home whether touring, trickling through traffic or - as here scratching round a racetrack bend. HONDA VFR750F (1986) Engine Watercooled 16-valve DOHC 90-degree V4 Capacity 748cc Claimed power I05bhp at I0,500rpm Weight 198kg (436lbs) dry Top speed I48mph (237km/h) Standing quarter-mile 1 1.7sec/1 18mph (189km/h) 54 55 BIMOTA DB1 Utterly gorgeous from the tip of its screen to the tailpiece of Above: DBFs compact Right: Sculpted fairing/ its curvaceous fairing/tank/seat unit, Bimota’s DB1 would Ducati V-twin engine and petrol tank/seat assembly demand inclusion in any list of the world’s most handsome minimalist kept frame made the Bimota a beautiful motorcycles. That it was not only an exciting bike but also a weight to a minimum. motorbike. hugely important one seems almost a bonus, but the DB1 is the machine on which Bimota’s current prosperity is based. acceleration, although the Ducati engine’s 76bhp output did When the DB1 was released in 1986, the little firm from the not let the DB1 match Japanese sportsters in a straight line. Italian resort of Rimini was in deep financial trouble. Despite With its rider tucked tight behind the low screen, the free- an unmatched reputation for exotic sportsters built around breathing Bimota roared to about 130mph. Handling was Japanese engines and their own high-quality frames, Bimota sales had been hit by advances in Japanese chassis tech¬ predictably nimble and precise despite suspension that was too stiff to work well on anything other than a smooth sur¬ nology. face. Given the right road, the DBFs agility and brilliant brakes meant it could match bikes with far more power. Chief engineer Federico Martini’s response was to com¬ bine Bimota’s chassis expertise with a 750cc V-twin engine Ultimately, however, the DBFs most important success from nearby Ducati. The resultant all-Italian image gave the was not on road or track but in the showroom. Its instant DB1 instant appeal. So too did Martini’s stunning bodywork, worldwide popularity solved Bimota’s financial problems which wrapped almost the entire bike in a streamlined fiber¬ and laid the foundation for many great bikes to come. glass shell. Ducati’s engine was the familiar 90-degree aircooled BIMOTA DBI (1986) V-twin, as fitted to the Bologna firm’s FI model. That meant belt drive to single overhead camshafts, with desmodromic Engine valvegear. The motor acted as a stressed member of a steel Aircooled 4-valve SOHC desmodromic 90-degree V-twin ladder frame, similar in type to the standard production Ducati trellis. Capacity 748cc ted with premium Italian cycle parts. Marzocchi supplied the Claimed power 76bhp at 9000rpm shock and forks, the latter incorporating unusual remote Weight 161 kg (354lbs) dry were Brembo’s finest, bolted to 16-inch wheels wearing Top speed 130mph (208l• •■-, 'Sv’ijV;--4 KAWASAKI ZZ-R1100 At the start of the Nineties, Kawasaki’s reputation for power¬ ful fours stretched back almost 20 years to the Z1 - but even so, the sheer brute force of the ZZ-R1100 took the breath away. The watercooled, 1052cc engine was a monster of a powerplant whose 145bhp gave the ZZ-R ferocious acceler¬ ation to a genuine top speed of 175mph. The ZZ-R1100 had many other attributes, for it was a very refined and com¬ petent sports-touring motorcycle. But the centerpiece of the whole bike, the thing that made the ZZ-R special, was its in¬ credible engine. Based on the watercooled, 16-valve unit of the 1988-model ZX-10 (and owing much to the 900R of four years earlier), the ZZ-R motor contained bigger valves, lighter pistons and much strengthening. But the vital introduction was the ramair system, based on Formula One car technology, which ducted air from a slot in the fairing (below the headlight) directly to the airbox. The system was sealed, so the faster the Kawasaki went, the more cool air was forced down the gaping 40mm carbs into the engine. The result was sensational. At low revs the ZZ-R was smooth and pleasantly tractable. And from about 6000rpm, when it breathed deeper and really went to work, it was viciously, thrillingly powerful - simply in a different league to anything else on the road. Happily, this mighty motor was housed in a very com¬ petent chassis. The aluminum frame was based on that of the ZX-10, and held a strengthened swing arm, 43mm forks from the ZXR750, and a damping-adjustable Kayaba shock. Wheels were wide 17-inchers wearing radial tires; front brake combined 310mm discs with four-piston calipers. Everything worked, and the ZZ-R handled very well, although Kawasaki were quick to emphasize that it was not a race-replica. That was supported not only by the bike’s rela¬ tively high weight, but also by the semi-upright riding posi¬ tion, roomy seat and generally high level of finish. The fairing was impressive, and the ZZ-R’s smoothness and practicality earned it a reputation as a comfortable and efficient all-rounder. But, deep down, the attraction was clear. Above all, the ZZ-R1100 was searingly fast. KAWASAKI ZZ-RII00 (1990) Engine Watercooled 16-valve DOHC transverse four Capacity 1052cc Claimed power I45bhp at 9500 rpm Weight ■-1 228kg (502lbs) dry Top speed 175mph (280km/h) Standing quarter-mile 10.8sec/130mph (208km/h) Left: The ZZ-R1100’s roomy riding position and rounded, conservately styled bodywork gave little hint of the brute strength bolted between the alloy frame spars of the world’s most powerful streetbike. Inset: Despite being big, heavy and comfortable enough to be described as a sports-tourer rather than a sports bike, the ZZ-R’s rigid frame and firm, wellcontrolled suspension made for excellent handling. NORTON FI It was the howl that stayed in the memory; a smooth, high- The FI’s power and weight figures were similar to those of pitched scream that ripped from twin mufflers as the Norton a typical Japanese 600, and so was its 145mph top speed. On FI’s rotary motor hit 6000rpm and surged toward the redline the road, the rotary felt totally different, though, thanks to its with renewed thrust. The FI’s distinctive exhaust note smoothness, generous midrange punch and spine-tingling emphasized that this bike was different not only from pre¬ vious Nortons but also from every other sportster ever built. and its rigid frame and excellent suspension gave precise, high-rev howl. For a sportster, the FI was fairly comfortable, The launch of the FI in 1990 was remarkable in itself. Nor¬ surefooted handling. But there were rough edges: the Norton ton’s comeback had begun a few years earlier with the re¬ was thirsty, its engine snatched at low revs and was prone to lease, after 15 years of rotary development, of the Classic roadster. The touring Commander followed, and public in¬ overheating, and ground clearance was poor. terest in Norton snowballed when enthusiastic workers built lem Norton addressed a year later with the slightly cheaper an alloy-framed rotary racer that won two national cham¬ FI Sport, which used simpler bodywork and lower-spec cycle pionships in 1989. A roadgoing version was the obvious next step. The FI was parts. The Sport was a little less sleek and sophisticated. But like the FI, it was quick, agile and distinctive. The hand-built FI was also extremely expensive, a prob¬ powered by a Commander engine, turned back-to-front, fit¬ ted with Mikuni carburetors and uprated with the five-speed gearbox from Yamaha’s FZR1000. Enlarged ports and re¬ NORTON FI (1990) vised timing helped lift output from 85 to 95bhp at 9500rpm. The frame, built by local specialists Spondon Engineering, was similar to the racebike’s but stronger and had slightly more conservative steering geometry. Dutch firm White Power provided the multi-adjustable upside-down forks and shock. Brembo brakes and Michelin radials completed an upmarket package. Styling incorporated smooth bodywork that hid much of the technology but left space for the ciga¬ rette-packet logos of race-team sponsors JPS. Riding posi¬ tion was sporty, with wide clip-ons and a single seat. 76 Engine Watercooled twin-chamber rotary Capacity 588cc Claimed power 95bhp at 9500rpm Weight 192g (4221 bs) dry Top speed 145mph (232km/h) Standing quarter-mile 12,5sec/1 12mph (179km/h) Above: The roadster was derived from Norton’s phenomenally powerful and highly successful racing rotary, which took Steve Spray to two national championships in 1989. Far left: The FI’s rather Honda CBR-like styling was pleasingly sleek and modern, though sadly it hid the Norton’s unique rotary engine from view. Left: Small, neat and nimble, the rotary had a nominal capacity of 558cc and performance comparable with that of a typical Japanese 600cc four. Low-volume production meant the Norton’s price was in a different league altogether. HONDA VFR750FL Sometimes even being brilliant isn’t enough. In the years after its introduction, the original VFR750 transformed Honda’s reputation for V4s and established itself as arguably the best balanced superbike on the road. But by 1990 it was losing sales to the race-replica 750s from Kawasaki and Suzuki, so Honda replaced it with the VFR750FL. The VFR name remained the same, but so much was changed that the L was virtually a new bike. It was sharper and more focused than the original middle-of-the-road model. The new VFR was still no race-replica, but its body¬ work was sleeker and its image had been shifted subtly in that direction. Its watercooled, 90-degree engine received many new com¬ ponents. Valve train was revised, camshaft gears altered, carbs enlarged, and the crankshaft made heavier. The result was a shorter, slimmer motor with a peak output of lOObhp. That was a few horses down on the old model, but midrange response was improved. Equally importantly, the more compact motor was moved forward and down in the frame - a thicker twin-spar alumi¬ Instead of getting bigger and softer over the years, like so num design like the RC30’s. The steering geometry was stee¬ many bikes, the VFR was more lithe and handsome than pened, wheelbase shortened, fork internals firmed-up and ever. And for all its new muscles, the L was still far more ver¬ front tire widened. And the most obvious chassis mod was satile than its 750cc rivals. the adoption of an RC30-style single-sided swing-arm. The L looked great, but whether it was better than the old HONDA VFR750FL (1990) model depended on what you wanted. For the all-round riding at which the VFR750 had always excelled there were Engine Watercooled 16-valve DOHC 90-degree V4 Capacity 748cc was slightly heavier and less powerful, its meatier midrange Claimed power 1 OObhp at 9500rpm encouraged plenty of throttle abuse. And the new bike’s Weight 216kg (475lbs) dry Top speed 150mph (240km/h) Standing quarter-mile 1 1.7sed 1 16mph (186km/h) definite disadvantages. In particular, the lower handlebars, shorter screen and smaller fuel tank detracted from the Honda’s famed ability to handle town riding and touring. But the newcomer was better suited to a fast pace. Although the L stiffer frame, racier geometry and better cycle parts made for sharper handling. By no means everyone thought the L model an improve¬ ment, but in some respects Honda earned universal praise. Above right: Sharper styling and a Pro-Arm single-sided swing-arm, borrowed from the RC30, shifted the VFR’s image subtly for the Nineties. Right: A thicker frame, racier steering geometry and uprated cycle-parts gave the Honda added cornering poise. 78 MAGNI SFIDA 1100 From the moment you fired-up the engine, the sensations were pure Moto Guzzi: the distinctive throb from twin ex¬ haust pipes, the side-to-side rocking motion as the throttle was blipped, the view of a big aircooled cylinder head poking out from below each side of a long red fuel tank. But the name on the tank was that of another legend of Italian motorcy¬ cling - Arturo Magni. Magni made his name as chief mechanic to the MV Agusta race team that won an incredible 17 world 500cc road-race titles in a row between 1958 and 1974. He prepared the bikes for Surtees, Hailwood, Agostini and Read. And when MV re¬ tired from racing, Arturo set up a bike business with his sons Giovanni and Carlo, near the old Agusta base at Gallarate, outside Milan. Of their string of models, the best-known was the Sfida; the Challenge. Consisting of a big-bore Moto Guzzi engine with the Magnis’ own chassis and bodywork, the Sfida combined the timeless appeal of the Mandello V-twins with increased performance and a unique style of its own. Guzzi’s 949cc Le Mans engine was tuned with a kit that raised capacity to 1105cc, and horsepower to around 90bhp. It was held in a tubular steel frame, which was similar to Guz¬ breeding and soul. Those great MV racers were just a memory, but Arturo Magni and his sons had ensured that the MV spirit, the spirit of great design and engineering ex¬ zi’s original but included an innovative ‘Parallelogramo’ cellence, lived on in Gallarate. swing-arm that reduced the shaft drive’s normal adverse effect on handling. Sturdy Forcelle Italia forks, twin Koni MAGNI SFIDA 1100 (1990) shocks and Brembo Gold Line brakes were further classy touches. A neat half-fairing and seat unit, bright scarlet paint Engine Aircooled 4-valve pushrod 90-degree transverse V-twin the Eighties. The Sfida was respectably quick, thundering up to 140mph Capacity 1 105 cc with masses of midrange grunt available from its big, longlegged engine. Eighteen-inch wheels and conservative geom¬ Claimed power 90bhp at 7500rpm and spoked 18-inch wheels completed a handsome bike with the classical feel that the standard Le Mans had lost through Weight 195kg (429lbs) dry etry gave impeccable stability with fairly slow steering. Sus¬ pension was firm and well-controlled; the big Brembo brakes Top speed 140mph (224km/h) powerful. The Sfida had performance in plenty; but most of all it had Standing quarter-mile 13sec/1 1 Omph (176km/h) Above: Lean, respectably agile and oozing Italian character, the Sfida was the sort of sportster that many Guzzi riders thought the Mandello factory themselves should have produced. Left: Magni’s clever Parallelogramo swing-arm gave impressive stability in bends. 79 BIMOTA BELLARIA The Bellaria represented a new direction for Bimota, manu¬ The Bellaria was more refined, more comfortable and even facturers of the world’s most exotic big-bore sports bikes. Its more practical than the standard FZR - not to mention capacity was a mere 600cc; its color scheme a subtle lilac in¬ faster, more agile and better braked. Unfortunately, it also stead of the normal bright reds and greens. The Bellaria was cost three times as much. All that money for a mere middle¬ also fitted with a well-padded dual seat that made it Bimota’s weight; all that unused chassis potential, capable of harness¬ first bicycle made for two. In many ways the gentle look was deceptive. The engine ing half as much horsepower again. may have been only the watercooled, 16-valve mill from less. But for riders who wanted a small Bimota, a two-seat On a value-for-money basis the Bellaria was pretty hope¬ Yamaha’s FZR600, but when modified by Bimota with a re¬ Bimota or who simply didn’t mind spending serious money vised airbox and four-into-two exhaust system, it revved like for a piece of middleweight perfection, it was a very special crazy and made a healthy 95bhp, five horses up on standard. machine indeed. More to the point, the Bellaria’s chassis was closely based on that of Bimota’s 750cc YB4 racebike, which had taken Vir- BIMOTA BELLARIA (1990) ginio Ferrari to the Formula One world championship in 1987. Its frame was a twin-spar alloy construction, holding upmarket cycle parts including upside-down Marzocchi Engine Watercooled 16-valve DOHC transverse four Michelin Hi-Sport radial tires. At heart, the Bellaria was as much a sportster as any bike Capacity 599cc from Rimini. Its wheelbase was just 1375mm, fully 45mm shorter than the FZR’s. Its steering geometry was racier; its Claimed power 95bhp at 10,500rpm Weight 163kg (359lbs) dry Top speed 142mph (227km/h) Standing quarter-mile 1 1.5sec/1 12mph (179km/h) forks, wide 17-inch wheels, enormous Brembo discs and weight 351bs lower despite the Bimota rarity of a hefty alloy rear subframe carrying a pair of high-level pillion pegs. Handlebars were slightly higher than normal, and the Bellaria combined razor-sharp handling and frantic, highrewing straight-line performance with a surprising degree of comfort. Keeping the motor buzzing above 7000rpm made Below: A comfortable dual- Right: Middleweight engine for frenetic fun to 140mph plus and, unlike most Bimotas, the seat showed this was no and pillion seat or not, the Bellaria was fairly happy in town or on a gentle cruise. typical Bimota. Bellaria was a sporty bike. 80 SUZUKI GSX-R1100L Suzuki’s second-generation GSX-R1100 illustrated how it longer swing-arm plus wider wheels and tires — the rear an was possible to take a brilliant motorcycle and come close to enormous 180-section Michelin radial. spoiling it completely. The original, 1986-model GSX-R Suspension at both ends was multi-adjustable, with a combined power and lightness with stable, forgiving hand¬ bewildering total of literally millions of settings, of which ling. Its 1989 replacement, the comprehensively redesigned only a minority were worth having. The Suzuki was far less 1100K, was intended to be sharper and sportier - but instead forgiving than Yamaha’s rival FZR1000, and many riders turned out to be an evil-handling monster. A year later the K was replaced by the GSX-R1100L, which never got it to handle. But with perseverance the 1100L could be made to corner with great precision. was a much better bike, and worthy of its position as Suzuki’s It was frighteningly fast, combining its 160mph-plus top flagship. But even the L was a highly-strung beast that strug¬ speed with a massive midrange punch. Suzuki’s missile was gled to regain the GSX-R’s reputation as the supreme powerful and demanding; the maddest, baddest motorbike Japanese sportster. Few areas were left untouched when the on the roads in 1990. The GSX-R1100L had its faults, but it original oilcooled warrior was overhauled to become the sure was exciting. faster and theoretically more maneuverable 1100K. The new " bike’s engine was the 75cc bigger, 1127cc lump from the GSXllOOFJ sports-tourer, and developed an :v; SUZUKI GSX-RII00L (1990) awesome 141bhp at 9500rpm. Engine Oilcooled 16-valve DOHC transverse four Capacity 1127cc there was plenty wrong with ludicrously stiff suspension that Claimed power 141 bhp at 9500rpm made the HOOK dangerously lively on anything but a per¬ Weight 219kg (483lbs) dry Top speed 165mph (264km/h) Standing quarter-mile 10.8sec/128mph (205km/h) But it was in the chassis that the major changes took place. There was little wrong with the new alloy frame, which was similar to the old and claimed to be stiffer, as well as shorter in the wheelbase and reworked to suit 17-inch wheels. But fectly smooth road. Suzuki acted fairly quickly to sort things out. The 1990model 1100L held an unchanged engine in a new chassis con¬ taining upside-down forks and a new rear shock, as well as a 82 YAMAHA FZR1000RU In contrast to Suzuki’s erratic attempts to modify the GSXR1100, Yamaha’s FZR1000 provided an example of how a bike could gradually be improved, in a series of well-con¬ sidered steps, until its full potential was realized. The original FZR1000 had been hugely impressive on its introduction back in 1987, but four years later the FZR was faster, nimbler, better-looking and easier to ride. Along the way it had become widely regarded as the best sports bike ever to come out of Japan. By far the biggest change came in 1989, with the introduc¬ tion of the model that became universally known as the EXUP. The name referred to an electronically operated valve in the exhaust pipe. At low revs the valve was shut, providing the engine with helpful back-pressure; at higher revs it opened to give the scavenging advantages of a long pipe. The system added valuable midrange power, and the watercooled 20-valve motor was extensively revamped to provide gains elsewhere, too. Capacity was enlarged from 989cc to 1002cc, compression ratio increased slightly, the valve train modified to suit bigger carbs, and the five-speed gearbox redesigned. The RU looked more stylish and aggressive, and if the new model was barely better than the old there was good reason This magnificent 140bhp motor was placed slightly more upright (cylinders 35 degrees from vertical, from 45) in a re¬ for that. After all, improving on something so close to sportsbike perfection was bound to be a difficult job. vised alloy frame. Thicker forks, a new shock, revised brake calipers, a 17-inch rear wheel and radial tires completed a comprehensively uprated chassis. It all worked, and the EXUP brought a new dimension to supersports motorcycling. Not only was it gloriously fast, but YAMAHA FZRI000RU (1991) Engine Watercooled 20-valve DOHC transverse four stable as ever, and its new chassis gave new levels of traction Capacity 1002cc and cornering control. But Yamaha weren’t finished yet, and two years later pro¬ Claimed power 140bhp at 10.OOOrpm duced the FZR1000RU - recognizable by its sharper fairing Weight 209kg (461 lbs) dry Top speed 168mph (269km/h) Standing quarter-mile 10.8sec/128mph (205km/h) now there was crisp, instant acceleration available almost from tickover to the ll,500rpm redline. The FZR was as which contained a single headlamp in place of the original pair. The engine and basic frame were unchanged; modifica¬ tions included revised controls, a larger radiator, reworked rear subframe and upside-down forks. Above right: Sharper nose and upside-down forks were the most obvious distinguishing marks of the FZR1000RU. Right: Engine and frame were unchanged from the first EXUP-equipped FZR of 1989, and the 1000RU remained most pundits’ choice as Japan’s best big sports bike of all. I Left: With its suspension tuned correctly, the GSXR1100L was a stunningly fast and respectably manageable motorbike. 83 TRIUMPH TROPHY 1200 When Britain’s reborn Triumph firm launched the four- Compete it did, thanks in no small part to a magnificent cylinder Trophy 1200 in the spring of 1991, the new bike left a engine. It wasn’t just the Trophy’s 150mph-plus top speed trail of disbelief among those who rode it. Surely nobody and exceptional smoothness that were impressive. Best of all could produce a debut model that was so fast, so smooth, so was its enormously broad spread of power, which made the well-balanced, so instantly right. excellent six-speed gearbox almost redundant. They could. Unlikely as it had seemed, Britain’s first Handling was very adequate, despite the rather old- modern superbike was a masterpiece. John Bloor, the millio¬ fashioned chassis design, combining neutral steering with naire builder who had bought bankrupt Triumph from the suspension that provided a good compromise between com¬ liquidator and secretly spent eight years developing a range fort and control. The fairing worked well, and the 5.5 gallon of modern bikes in a purpose-built plant at Hinckley in the fuel tank gave a generous range. English Midlands, was hailed as the savior of the British Against all the odds, the Trophy 1200 was a triumph in motorcycle industry. more than just name. Even the most cynical rider had to Triumph’s basic watercooled engine design owed much to admit that the British motorcycle industry had been reborn Japanese thinking but incorporated a modular concept unique in style. in motorcycling. Three and four-cylinder layouts used alter¬ native crankshafts to give four different engines and a total of TRIUMPH TROPHY 1200 (1991) six models, all using the same steel spine frame. Biggest of all was the 1200 Trophy. Its twin-cam, 16-valve motor produced Engine a maximum of 125bhp at 9000rpm, and looked as though it Watercooled 16-valve DOHC transverse four could have come from Honda or Kawasaki. But although the carburetors and six-speed gearbox were Japanese, the engine Capacity 1 1 80cc Claimed power 125bhp at 9000rpm Weight 240kg (529lbs) dry tion, the Trophy was intended to compete head-on with Top speed 1 53mph (245km/h) sports-tourers such as Honda’s CBR1000, Kawasaki’s ZZ- Standing quarter-mile 1 1,4sec/124mph (198km/h) was designed and built in Hinckley. Suspension and brakes were also from Japan; the frame and many other parts were made by Triumph. With its full fairing, wide dual-seat and slightly leant-forward riding posi¬ R1100 and Yamaha’s FJ1200. 84 Above left: The Trophy at speed. For a debut model, the Triumph’s speed, civility and sheer competitiveness with the best from Japan were hard to believe. Above: Large-diameter steel spine frame, shared by all six of 1991’s new Triumph models, looked old-fashioned but worked extremely well. Right: Styling was criticized by some for being conservative and too closely modeled on the Japanese. Kawasaki influence was apparent in shape, engine and chassis design, but rumours of links between the two firms proved unfounded. 85 DUCATI 900SS Like the 851 before it, the 900SS was a Ducati that deserved annoying details, especially a spluttery twin-choke Weber the description ‘right second time.’ In 1989, at the same time carburetor and crude Marzocchi suspension, ensured the that they redesigned the eight-valve 851 to good effect, 900 made little impact. Ducati introduced a new V-twin whose single-cam four-valve Two years later the bike was restyled and subtly modified - engine and simpler chassis provided a cheaper introduction and suddenly Ducati found themselves with a winner. Look¬ to Bolognese superbiking. ing much more like the 851, the ’91-model SS was red, hot and The new 900SS had much of the rugged simplicity of its handsome. Packing a crisper engine in an equally light and great Seventies namesake, but had too many of the old more responsive chassis, it epitomized everything that had been good about Ducati’s raw V-twin sportsters. charger’s rough edges as well. Unadventurous styling and DUCATI 900SS (1991) Engine Air/oilcooled 4-valve SOHC desmodromic 90-degree V-twin Capacity 904cc Claimed power 73bhp at 7000rpm Weight 183kg (403lbs) dry Top speed 140mph (224km/h) Standing quarter-mile 1 1,9secJ 1 15mph (184km/h) Above: Stylish, simple and Right: The appearance of effective, the 900SS proved Japanese Showa suspension — as its namesake had in the components alongside the Seventies - that good looks, traditional steel ladder light weight and V-twin frame surprised many punch were every bit as Ducati enthusiasts, but few valuable to a sports bike as argued after they’d ridden sheer horsepower. the bike. Internally the 904cc engine was unchanged. Based on the ladder frame gained steeper steering geometry, and the 17- motor from the Paso sports-tourer, and cooled by a com¬ inch front wheel carried bigger, 320mm brake discs. bination of air to the two-valve desmo heads and oil to the barrels, the SS produced an unchanged maximum of 73bhp The revised 900SS was every bit as good as it looked. With a top speed of 140mph, its straight-line performance was at 7000rpm. (Ducatis’ performance was by now measured at barely that of a 750cc Japanese race-replica. But the Ducati’s the rear wheel instead of the crankshaft, giving lower figures carburation was now spot-on, and the big V-twin’s generous than before.) But crucially, the 44mm twin-choke Weber car¬ midrange power made the 900 a delightfully easy machine to buretor was replaced by a pair of 38mm downdraft Mikunis ride fast. In bends, the Duke’s rigid frame, superb suspension and from Japan. Japanese involvement also benefited the chassis. Suspen¬ sion comprised multi-adjustable Showa units at both ends: weight of only 4001bs made it wonderfully agile. On a twisty road, few bikes could stay with the 900SS. And none could thick upside-down forks plus a monoshock which, like the match the V-twin’s addictive blend of poise, noise and previous model’s, used no rising-rate linkage. The steel punchy power delivery. 1 ■“ .. .. 88 GOODMAN HDS1200 The sound could only come from a Harley-Davidson: a low, machine-gun like bellow from shiny double-barreled mufflers. But the bike was no Harley - other senses told you that. The riding position was too sporty; the feel under hard acceleration too smooth. And the look was a unique mixture of American V-twin and Fifties British cafe-racer. This was the Goodman HDS1200, short for Harley-David¬ son Special. Designed and built by Goodman Engineering, a small English firm whose boss Simon Goodman came from the family that founded Velocette, it comprised a 1200 Sport¬ ster engine, Norton Featherbed-style frame, and a selection of serious cycle parts. The HDS sprang from Goodman Engineering’s produc¬ tion of replicas of the Featherbed. When Simon Goodman decided to build a complete bike, combining the famous frame with the charismatic American engine seemed obvious — although accommodating the 45-degree V-twin required a bigger, stronger version of the Featherbed’s steel tubes. Goodman designed parts such as the fuel tank and seat on a computer, then had them constructed by local suppliers. Many components were built in-house, including the ex¬ haust system, clip-on bars and adjustable footrests - plus the frame, which mounted the engine using rubber bushes to combat Harley’s dreaded vibration. Other cycle parts came from Italy, notably the front end set-up of Marzocchi forks, floating Brembo discs and 18-inch magnesium wheel. Twin Koni shocks and Avon tyres completed the specification. Harley contributed clocks, electrics and motor. Even when tuned with hotter camshafts and a larger 40mm carburetor, the pushrod V-twin produced only about 70bhp. But peak torque arrived at just 4000rpm, and the big black HDS gave plenty of grunt at half that figure. Open the throttle at 40mph in top gear, and the Goodman charged forward with thrilling eagerness - and surprising smoothness, thanks to the rubber mounting. Firm suspen¬ sion and well-chosen chassis dimensions gave handling that was excellent by Harley standards. Typical Sportster vibration arrived at about 80mph, well short of the 120mph top speed, but for back-roads riding the Goodman was comfortable as well as respectably quick. Equally importantly the HDS was handsome and distinctive - a Harley hybrid in the best British cafe-racer tradition. GOODMAN HDSI200 (1991) Engine Aircooled 4-valve pushrod 45-degree V-twin Capacity 1200cc Claimed power 70bhp at 5000rpm Weight 204lJ 1 55521-8601 9781555218607 06/05/2018 7:42-2 7 64-0860 i 9 781555 218607