Moto Guzzi Nevada Classic 750

Moto Guzzi’s popular Nevada 750 and Breva 750 models also get new colour updates for 2006.

Both the Nevada and the Breva come in a choice of Moto Guzzi’s stunning Rosso Corsa Red and Gloss Black colour schemes. However, the Nevada is also available in a unique yellow paint scheme, while the Breva follows the Griso’s lead and its lines too are flattered by the Pearl Blue colour option.

Both the Breva 750 and the Nevada 750 are now available in Touring versions that come with comprehensive accessory packs for the more adventurous owners who love nothing more than exploring the world on their motorcycles.

The Griso is priced at £7,499, the Nevada is £5,299 and Touring version £5,499, while the Breva 750 is £5,199 and the Touring version £5,299 (all prices are on the road). All models in the Moto Guzzi range are available with one year’s 0% Finance, offer ends 30 June 2006.

Griso 1100

Moto Guzzi’s latest model, the Griso 1100 is now available in Pearl Blue.
The Griso only arrived a few months ago, but has already taken the market by storm. So far available in Midnight Black and Rosso Corsa Red, the Griso’s latest colour scheme will continue to flatter its stunning Italian designer looks, and give prospective owners even greater choice when it comes to owning a modern creation from this historic Italian marque.

Moto Guzzi motorcycles have always been renowned for their bold styling and the Griso continues the tradition, with its legendary 90 degrees V-twin engine wrapped in a beautifully designed chassis.

The classic Moto Guzzi engine has been completely redesigned by the technicians at Mandello del Lario to produce a technically advanced piece of engineering.

Great attention to detail has been lavished onto the highly original chassis too: the Griso is aggressive and solid with its highly visible frame and engine, its large fuel tank, the closely packed fins on the V-twin cylinders, and its totally unique conical silencer that mimics the shape of the factory’s historic wind tunnel.

The Griso is so desirable that movie star and around the world biker, Ewan McGregor bought the first one to arrive in the UK.

The Griso will appeal to the motorcyclist who wants a unique and distinctive machine, a masterpiece of motorcycle design that is a pleasure to show off around town and a hoot to ride on the back roads.

Honda CB 350

It's strange how time changes perspective. Remember how you used to hate fish for dinner? Now, cod bake is your favorite meal. How disgusting was it seeing old people, like your Mom and Dad, kiss? Today, what's better in the world than walking down the beach holding hands with the woman who has been your life-long partner?

Honda's four-cylinder 350 was a bike just like this. At the time of its launch, it missed every single target - except one which, after the years rolled by, has turned out to be its ace card.

The legend, or maybe even the truth, attached to the little Honda is this: You have to remember that in 1972 "Pops" Honda was still very much part of the Honda factory. In every way, he was "hands on" in terms of the business. He was actively involved in engineering decisions, marketing and, perhaps most important of all, was worshipped by all Honda staff. A thousand years ago, he would have been deified and would have had his own religion by now: he was that influential.

"Pop's" fondest memories were of the golden days of Honda racing. It was he, and he alone, who decided that Honda would go Grand Prix racing after he visited the Isle of Man with Mrs. Honda in 1954. And it was Mr. Honda's later decision that the factory would build not Twins or Singles but the then incredibly radical 250cc Fours which were to change the face of motorcycle racing forever.

Of these early four-cylinder machines, the bike of which he was most fond was the 350cc Four raced by such Honda icons as Jim Redman and Mike Hailwood. It is small wonder that Mr. Honda was so fond of the 350. In 1965, Redman won every Grand Prix of the season and trounced the Europeans every time he started. "Pops" reportedly thought that the 350 was the ultimate GP racing motorcycle providing an unbeatable combination of light weight, high rpm, good power and torque.

What better than to build a tribute to the Honda racers he loved so much in the form of a 350 four which would have ease of handling, high rpm, good power and torque - AND would be as a smooth as baby's bottom.

But there were problems from the start. The main one was created by Honda themselves. The 350 Four's main opposition came from Honda's own 325cc CB350 Twin. This little bike was the best-selling American bike in the company's classic period and for good reason. The bike was easy to ride, bomb-proof reliable, simple to maintain and cheap to buy. Better still, it was lighter than the "4" and produced more power. Better, better still was that the 325 Twin shared many parts with its smaller 250cc brother - in stark contrast to the 350 "4" which was almost completely unique. And finally, and even more better if that was possible, the four-cylinder engine cost much more to manufacture than the Twin - and at a whopping 136 lbs was also heavier.

If things weren't rosy on the technical or economic fronts the "4" did exceed all expectations in one respect: it was the most civilized motorcycle of its time. The engine is electric smooth all the way up to the 10,000rpm redline and the power curve is gentle and progressive. Cruising down to the golf club in your Armani sunglasses and calf skin loafers was never more elegantly achieved than on board a 350 Four.

Sophistication apart, the "4" is rather a good motorcycle too. It handled reasonably well, never tried to bite the rider and the only fault was that the disc pads of the time did not particularly like gripping the stainless steel front disc.

In terms of appearance, it was not one of the most breathtakingly beautiful motorcycles of its generation but neither was it ugly. Rather, the conservative metal flake colors added a touch of class to what, at $1100, was not a cheap motorcycle.

None of this mattered to motorcyclists. They didn't cruise down to the golf club, or the yoga class, and their sunglasses were from Oakley not Armani. What they wanted was power, performance and price. Smoothness and sophistication were by way of afterthoughts. After two years of production, the elegant 350 "4" was phased out. Despite all its virtues it was simply not man enough to find an economic number of buyers.

Thirty-five years on, things are very different. That long haired hippy who spent all his time grinding the center stand away on his bikes, surfing and chasing girls is now a Bank Manager with his first grandchild on the way. Now, what he wants is to cruise down to see his daughter on… Yes, you've guessed it: a gentle, elegant, non-threatening and so, so smooth classic motorcycle. In fact, what he wants is a Honda 350 Four.

This phenomenon explains the recent hike in the price of these sophisticated motorcycles. Five years ago, $1000 would have bought you a stunning example. Now, expect to double this - and then some - for a really nice bike and in my opinion, this still undervalues what is one of Honda's best ever motorcycles.

Kawasaki Vulcan 900 Classic

It's easy to understand why Suzuki's Boulevard C50 outsold all other metric cruisers last year. The 750 to 900cc cruiser category has hit a sweet spot for many motorcycle buyers. The bikes in this displacement range are big enough to be taken seriously, even for long-distance travel. And they strike an appealing balance of size, style, comfort and price. Virtually every major motorcycle manufacturer has one (we won't step into the debate about whether the Star V-Star 650 fits in this class) and sees strong sales.

The Boulevard C50 (formerly the 800 Volusia), however, outshines the rest of this fairly large class. Although its $6799 base price puts it right in the middle of the pack, the C50 pulls to the front in comparisons of roominess, comfort, features and performance. Its fuel-injected 805cc 45-degree V-twin engine makes better power than most of the bikes in this displacement range, with its Boulevard S50 stablemate (formerly the Intruder 800) being the notable exception. Superior suspension, features like floorboards, and the general look, feel and manners of a bigger motorcycle have made the C50 the standout 800 V-twin, as evidenced by its (and the C50T's-the same bike with windshield, leather saddlebags, whitewall tires, and passenger backrest) best-seller status among metric cruisers.

Considering the sales numbers in this market, Suzuki's competitors in the 800 class weren't likely to stand by and let it simply grab all the marbles. Not surprisingly, Kawasaki, which has had as many as four 750 and 800cc V-twin cruisers in its line, rose to the challenge. Having learned from the successful Volusia/C50 formula, Kawasaki decided to up the ante. If a large, strong 800 V-twin sold well, wouldn't a 900 be even better? So this spring, it rolled out the Vulcan 900 Classic powered by an all-new 903cc 55-degree V-twin.

Like the Boulevard C50, the Vulcan 900 Classic comes in two versions, a naked cruiser and one dressed with a windshield, leather saddlebags and a passenger backrest for those who want to make the most of the bikes' traveling abilities. Riding the Vulcan 900 Classic LT (the tourer model) from Florida to the West Coast confirmed that it's long-legged enough to be a satisfying touring ride. When it came time for the Kawasaki to challenge Suzuki for the class crown, however, we thought it should be with straight-ahead cruisers, the C50 and the Vulcan 900 Classic.

In some ways, the playing field between the standard cruiser versions of the Vulcan 900 Classic and the Boulevard C50 appears to be quite even. Both favor the classic style, with sweeping curves, a fuller profile and a roomier, more comfortable layout. Both use hidden single-shock rear suspensions. Both have liquid-cooled single-overhead-camshaft V-twins with four valves per cylinder and fuel injection. Both use the traditional balancing scheme for its brand-the Vulcan has a single crankpin and uses counterbalancers and rubber engine mounts to snuff vibration; the Boulevard uses offset crankpins to prevent the shakes. And both have five speeds in the transmission, but eschew dirty, noisy chains. The Suzuki has a shaft final drive, while the Kawasaki brings a belt, which we slightly prefer.

Of course, there are quantifiable differences. The Kawasaki offers the attraction of an additional 98cc of displacement, which gives it a slight power advantage. The Vulcan also gives the impression of being bigger and is a few pounds heavier, but the Boulevard has a slightly longer wheelbase (65.2 inches versus 64.8 for the Kawasaki). The Kawasaki's saddle sits more than a half-inch lower than the Suzuki's and is also narrower, making it handier for shorter legs. With a 5.3-gallon fuel capacity, the 900 carries over a gallon more than the C50, giving it a meaningful advantage on roads where the gas stations are far and few. But the Boulevard C50 has a $500 price advantage, at $6799, compared with the Vulcan 900's $7299.

A unanimous verdict gives the Vulcan higher marks for aesthetics. Everyone we polled preferred its cleaner, more unified and better detailed appearance, which not only outshines the C50 but also other Kawasaki cruisers and certainly sets new standards in this price-conscious category. Although it's actually an inch or so shorter than the C50, the Vulcan 900 appears longer due to its lower profile. With fat tires in fashion, you get more rear rubber from the Kawasaki. Its 180mm rear tire is wider even than most Harley counterparts as well as the Suzuki's 170-section tire.

Kawasaki Vulcan 1500

Kawasaki's Mean Streak and Motorcycle Cruiser have a long romance dating right back to when we first met. When Kawasaki rolled out the original Vulcan 1500 Mean Streak six years ago, it may not have been love at first sight (we weren't so knocked out by its looks), but it definitely was love at first ride.

We were already fans of the Vulcan 1500 Classic, and Kawasaki instilled the Mean Streak with most of the Classic's endearing qualities. It shared the same responsive power and uncanny smoothness of the other 1,470cc Kawasaki big twins, with the same seamless drivetrain. The briefer Mean Streak saddle, though liveable, wasn't quite as plush as the Classic's, but most of us liked the Streak's riding position even better, especially the more aggressive handlebar. We were delighted that the Mean Streak wore its instruments up where we could consult them without taking our eyes far off the road ahead.

Most of all, we were charmed by the Meanie's chassis, which rearranged steering geometry to bring both quicker and more precise response and greater stability. It backed that up with performance-oriented radial tires mounted on 17-inch wheels, an inverted fork, air-pressure and rebound-damping adjustability for the dual shocks, and dual disc brakes up front. Suddenly, Kawasaki's docile Vulcan seemed to grow an attitude. Even if the footpegs that replaced the Classic's floorboards didn't add significant cornering clearance, the rest of the chassis upgrades made it a more capable ride when the road began to meander. Kawasaki also pumped up the power a bit, though that didn't actually turn the Vulcan into the musclebike the Mean Streak aspired to be.

Nonetheless, the newest Vulcan 1500 certainly got our attention. It offered most of the attractions of the popular 1500 Classic, but with a more sophisticated chassis and a smidgen more power. Its only drawbacks were about 10 percent less fuel capacity (4.5 instead of 5.0 gallons) and passenger accommodations that made more than one potential back-seater balk. However, replacing the saddle with an aftermarket item (we recommend a Mustang) is a two-minute job.

Not surprisingly, the Mean Streak emerged atop the rankings in our 11-bike 2002 Big Twins Comparison. Even though it finished dead last in our seven-bike Musclebike Comparison (where straight-line performance was the only criteria) later that year, it continued to find a favored berth in the Motorcycle Cruiser garage.

With the accelerating trend toward ever-bigger big twins, for 2004 Kawasaki boosted the Mean Streak's displacement to 1,552cc, allowing it to nominally claim 1600 status. Fortunately, with the new engine, Kawasaki resisted any impulse to diddle with the chassis, thereby leaving well enough alone. While the rest of the Vulcan 1500s suffered ergonomic setbacks (in our view) when they were retooled as 1600s, sitting on the Mean Streak was like returning to an old friend, though one with more punch.

So, with one of our favorite chassis setups preserved and even receiving a boost in much-needed power, what happened to the Mean Streak? Sad to say, it immediately disappeared from our road-test roster. That's right: We have never printed a test of the 1600 Mean Streak. Well, not exactly.

Back in 2004, Kawasaki and Suzuki, per an agreement of a few years previous, shared a streetbike built by one company but sold under both brands. That was the Kawasaki Mean Streak, which also showed up in Suzuki dealers with cosmetic alterations as the Marauder 1600. It was built by Kawasaki.

That year, in our "Little Big Twins" comparison, which pitted against one another four twins that weren't pushing the new two-liter mark, we decided to include the Suzuki Marauder rather than the virtually identical Mean Streak. They were essentially the same bike, and the Marauder was a novelty because of its odd parentage. When the smoke had cleared, Suzuki had won its first Cruiser big-twin test, even though it had to do it with a bike built by Kawasaki.

The next year, the Marauder was gone, and no one much wanted to talk about it. The Kawasaki-Suzuki co-branding venture was over, leaving some Marauder owners feeling abandoned (although they now own what's probably going to be a collectible). Fortunately for those riders, their motorcycles weren't orphans. Kawasaki is still making them in the form of the Mean Streak, and we still rank the Meanie at the top of its class-even if we never actually said so.

Maybe we were wrong to neglect the sweet-handling Mean Streak these last few years, but frankly there wasn't much to say...until this year.

Then for 2007, Kawasaki quietly rolled out a special edition of the Mean Streak, and suddenly there is news in the form of the most head-turning graphics ever to grace a cruiser at this price point. Kawasaki painted the frame and wheels a tasty metallic red, then colored the bodywork flat black and overlaid a red, silver and black flame motif that demands attention. Most of the usual bright-metal pieces have gone dark with black chrome or black paint. Even the fork legs and exhaust system are black.

Overall, the new Special Edition is stunning and very un-Kawasaki. You don't need to take our word for it. Ease it to the curb at any urban burger emporium and hear the questions fly.

The graphics and dark look totally transform the visual character of the motorcycle, and, even parked next to a standard 2007 Vulcan 1600 Mean Streak, the Special Edition might be mistaken as a different motorcycle altogether.

Fortunately, the Special Edition treatment doesn't alter its behavior. The SE is still the smooth-riding, hard-stopping Mean Streak that seduced us in 2001. Few true cruisers are as confident on demanding roads, and none of those can match its comfort on extended rides. Light, predictable steering also makes it a breeze in busy urban traffic.

Although the menacing graphics may make the Meanie SE appear more belligerent, it's still the same mild-mannered Vulcan we've always liked. The 1,552cc engine adds a modicum of punch, but we aren't talking powerhouse here. It starts readily, and power flows evenly and predictably when you need it, but this is no hot rod, no matter what the paint tells you.

Despite bragging rights for more displacement and added propulsion, we aren't convinced that the 1600 engine was a step forward for the Vulcans. It lost that glassy smoothness of the 1500, and it's married to a clutch that we complained about the first time around. It's an average clutch with a reasonable pull when cool, but when you warm it up with two or three high-rpm starts, it gets grabby, which could be dangerous in some situations, where a sudden lurch forward during take-off could catch the rider by surprise and propel him into unanticipated danger. We hoped it would be improved for 2004, but four years after its introduction, we're still waiting. If we owned one, we'd consider aftermarket components to remedy this.

With its intense graphic element, the saddle of the Special Edition would be harder to replace with an aftermarket item, unless that piece comes up with a design that offers a real pillion as well as matching graphics. Even then, a plusher saddle would clash with the tough-guy statement of the SE. If you rarely invite a friend to ride with you, though, the sparse rider's section is actually pretty comfortable for a variety of shapes and sizes.

Though we're sometimes put off by the added cost of limited-edition versions of cruisers, in the case of the Mean Streak Special Edition, we think the additional $200 is worth every penny, whether you measure it by compliments received or from that little rush of pleasure you get every time you look at the motorcycle. While the $11,099 standard Mean Streak will fully match the high of piloting the Special Edition down a twisting road, the SE outperforms the base model spectacularly when parked. The Mean Streak could always make us smile, but now it can do it without even thumbing the starter button.

2007 Kawasaki
Vulcan 1600
Mean Streak
MSRP: $11,299 (Special Edition)
Warranty: 12 mos., unlimited miles
Standard colors: Black, metallic flat black/red frame and wheels

Engine & Drivetrain
Type: 1552cc, liquid-cooled, 50-degree tandem V-twin
Bore x stroke: 102 x 95mmValve train: SOHC, 4 valves per cylinder, hydraulic adjusters
Compression ratio: 9.0:1Fuel system: EFI, 40mm throttle bodies
Transmission/Final drive: Wet clutch, 5-speed/Shaft

Chassis
Front suspension:
43mm inverted fork, 5.9 in. travel
Rear suspension: 2 dampers, adjustable for air pressure, rebound damping, 3.4 in. travel
Front wheel/tire: Cast, 17 x 3.5 in.,130/70R-17 Dunlop Sportmax D220F tubeless radial
Rear wheel/tire: Cast, 17 x 5.9 in., 170/60R-17 Dunlop Sportmax D220ST tubeless radial
Front brake: Dual 320mm discs with 4-piston calipers
Rear brake: 300 mm disc, 2-piston caliper
Rake/trail: 32 degrees/5.7 in.
Wheelbase: 67.1 in.
GVWR: 1,104
Wet weight: 697 lbs.
Fuel capacity: 4.5 gal.
Handlebar: 30.6 in., 1.0-in.
Diameter
Seat height: 27.6 in.

Instrumentation
Speedometer, tachometer, LCD
fuel gauge, oil-pressure failure,
odometer/tripmeter/clock; warning lights for high-beam, turn signals,
neutral and oil pressure

Performance
Fuel mileage: 31-41 mpg,
36.5-mpg avg.
Average range: 164 miles
Quarter-mile acceleration: 13.580 sec. @ 98.4 mph

High Points
Hot new style
Great, confidence-inspiring handling
Strong, controllable braking

Low points
Passenger won't want to ride far
Clutch gets grabby when hot

1973 Moto Guzzi V7 Sport

The 1973 Moto Guzzi V7 Sport motorcycle a fine example of the Italian motorcycle maker's long-awaited change in design philosophy.

The 1973 Moto Guzzi V7 Sport' s mechanical layout promoted a low seat height, low handlebars, and a low center of gravity for good handling.

Moto Guzzi began building motorcycles in 1920, and quickly became known for its horizontal single-cylinder engines with the cylinder pointing straight out toward the front wheel. Surprisingly, this design carried on for more than 45 years with only minor changes.

Most of these singles displaced about 500 cc, and though many Moto Guzzis had a sporting nature, none were really fast.

During that same time period, however, the company produced some racing machines that were very technically advanced, including supercharged triples and, in the mid-1950s, a magnificent V-8.

It wasn't until the mid-1960s that Moto Guzzi replaced the horizontal single with its now-famous V-twin. Mounted in a bike called the V7, this engine initially displaced 700 cc, but was bumped to 750 cc in 1969.

The V7 used shaft drive in place of a chain, and when fitted with the proper accessories, made for an impressive touring mount. But in an effort to reach a more sporting audience, Moto Guzzi rolled out a trimmed-down version that was called -- appropriately -- the V7 Sport.

Early models, such as the 1973 Moto Guzzi V7 Sport motorcycle example shown here, had a silver-painted chassis, though later models switched to basic black.

All Moto Guzzis got a new frame and a front-mounted alternator in 1972, which allowed for a lower seat height; in the case of the V7 Sport, it measured only 29-1/2 inches off the ground.

When combined with the Sport's relatively flat handlebars, it resulted in a low riding position and low center of gravity, which helped the 1973 Moto Guzzi V7 Sport motorcycle hold true to its name.

Check out the next page for more pictures of the 1973 Moto Guzzi V7 Sport motorcycle.

Honda CBX750

The CBX750 was Honda's last air cooled in line sportsbike. Roland Brown takes a trip back in time - to Africa.

THE CBX750F was in good company on Honda's 1984-model launch in South Africa, and it provided me with the most memorable ride of the trip. Darkness falls unexpectedly suddenly on a first visit to Africa. More than 20 years later I can still vividly recall the thrill of blasting for mile after mile through the warm night air, chasing a group of VF1000F and VF1000R V4s, with my way illuminated by the brilliant twin headlights of Honda's stylish new straight four.

If that was the highlight of the launch, the CBX also provided an even more spectacular low point, though thankfully I wasn't directly involved this time. Instead, I rode past with pulse racing just after another journalist had locked his front wheel when braking at the end of the Kyalami circuit's main straight, crashing at high speed and leaving a huge diagonal mark of red paint going up the trackside concrete wall. Fortunately, he walked away from the wreckage.
So one way or another the CBX (which had nothing to do with the six-cylinder CBX1000, by the way) certainly made an impact on its introduction. The transverse four had stood out in another way, too, because it was very much a loner in Honda's line-up. That 1984 South African launch also introduced the VF500F, which joined the two new VF1000 models plus the existing VF750F in the range. Amid all those V4s, the CBX was effectively Honda's final attempt at making a cutting-edge sports bike using the aircooled, transverse four-cylinder format that dated right back to the CB750 of 1969.
Japanese engine technology had advanced a long way in the 15 years between the two fours. Honda had already adopted a dohc, 16-valve layout, to which the CBX added a new twist with its maintenance-free hydraulic tappets. Its motor had been developed from the similar unit of the US market CBX650, bored and stroked to give capacity of 747cc from dimensions of 67 x 53mm. Peak output was a claimed 92bhp at 9500rpm, slightly up on Honda's own VF750F, and also on straight-four rivals such as Kawasaki's GPz750 and Suzuki's GSX750.

The CBX stood out from the crowd, thanks largely to sharp styling that blended its half-fairing neatly into the tank, which in turn joined the seat unit. There was a matching belly-pan below the engine, which was narrow because its alternator was situated above the gearbox. But Honda's stylists lost credibility with the bike's plastic fake velocity stacks, an even more feeble attempt at deception than the silver-painted steel frame tubes that were popular in the mid-'80s.
This model did not suffer that fate, as its steel frame (which had a large-diameter spine under the tank) was black, and notable mainly for holding oil in one of its downtubes. Other chassis parts were classical mid-'80s fare: a 16-inch front wheel, air-assistance for both the front forks and Pro-Link rear monoshock, and a trio of disc brakes with twin-piston calipers up front, and Honda's TRAC anti-dive system. Other features included a large instrument panel holding a speedo, rev-counter and, in a third round dial, gauges for fuel level and volts.

Suzuki GS1000

Twenty five years ago, the young Rod Ker always thought the GS750 was a better bike than its 1000cc successor. Not something editor Bob would agree with mind you - he loved his! So it's with some reluctance that we have to report that this test has done nothing to change the churlish Mr. Ker's mind. What do you think readers?

STANDING and looking at the big Suzuki on a cold December day, I suddenly had one of those flashback moments. Somewhere from the back of my mind came a vision of youthful me staring wistfully at an almost-new GS1000 with the same long black petrol tank on another cold Winter day, long ago.

An even colder one in fact, because it was dark and starting to snow. Fluffy white flakes were beginning to settle on the road and the Suzuki's gleaming paintwork. Which explained the wistful stare, because the weather was really more suited to skiing than biking.
While I certainly didn't let a bit of snow put me off in those days, the Suzuki's keeper - who just happened to be the owner of the motorcycle shop where I worked - was less keen.
Usually I could borrow something from the showroom for the 30-mile trip home, but there was no way he was letting seventeen hundred quid's worth (enough to buy a small house in those days, probably) out in that sort of weather. Spoilsport.
This obviously bitter disappointment probably happened in 1979, when the GS1000 was still relatively new and generally considered to be what discerning riders chose instead of a Honda CBX1000 or Yamaha XS1100.
Launched in 1978, the GS1000 looked as though it had been developed from the previous year's GS750, which cynics suggested had been directly developed from the Kawasaki 900. Some of this may be true.
Suzuki admitted that the legendary Z1 had been an inspiration in the creation of their first ever four strokes but it seems that prototype GS fours were closer to a litre displacement, so in a sense the 750 was actually derived from the 1000.
Possibly Suzuki decided that the world wasn't ready for the ultimate in 1977 but then had to have a rethink when Honda brought out the CBX and Yamaha the XS11.
Although the GS1000 was obviously very similar to the 750, there were plenty of important differences. It definitely wasn't possible to turn one into the other just by swapping barrels and pistons. For a start, both the bore and stroke were different: 65 x 56.4mm for 748cc, 70 x 64.8mm for 997cc. This made the bigger version slightly taller, but that was only the beginning of it.

A bright and shiny rear

LAST month I began assembling the pile of shiny bits in the workshop back into a complete bike.
There's still a lot of ground to cover before Mark has a running Z650 again, so it's time I rolled my sleeves up and got back into the workshop again.
I left the engine bolted in the frame with the rear suspension and stands fitted.
The engine was more or less complete, although I still need to find a good inlet camshaft to finish it off. That can come later, for now I want to get the bike up on its wheels.

1: The bike has a new chain fitted to replace the horrible old thing it had when Mark bought it. Usually I always fit new sprockets with a new chain but in this case there's very little wear on the old sprockets which look almost new. It seems foolish to replace them for the sake of it, so I've had the old rear sprocket zinc plated to make it look as new. In fact it now looks better than new. The original sprocket bolts and nuts have also received the attentions of the zinc platers, and I can now bolt the whole thing together with a spot of blue threadlock on each bolt.

2: The rear sprocket assembly is a push fit into the rear hub and it's important not to miss out this spacer which fits between the left hand wheel bearing and the sprocket carrier bearing. Leave it out and the wheel bearings will collapse as they will be subjected to a sideways load as the wheel spindle nut is tightened up. The cush drive rubbers are in pretty good nick on Mark's bike, so I'm re-using them. A squirt of WD40 on the rubbers helps the sprocket carrier slot home.

Honda CB750

The Honda 750/4 was the world's first superbike but was soon upstaged by Kawasaki's radical Z1. Now, 30 years after the bikes first went head-to-head, Rod Gibson and Chris Pearson borrowed a couple of very early versions of these two iconic bikes.

One of the best things about working on any bike magazine is getting the opportunity to ride lots of bikes. And one of the best things about working on Mechanics is the opportunity to ride some of the finest production bikes ever seen, for the era of the 70s and 80s saw motorcycle design move away from the utilitarian, low-tech post-war singles and twins we'd known for decades, and move towards the future with the invention of the hi-tech, high performance superbike.
It's not my job, here, to wax lyrical about the merits of either the Honda CB750 or Kawasaki 900, for lots of column inches have already been dedicated to that, both here and in other publications. But it's a rare opportunity indeed to have the chance to ride examples of the very first models of either bike, and to get to ride both of them together is probably a once-in-a-lifetime event. These two bikes before you are among the earliest examples of the two models which turned motorcycle technology into the modern age.

This CB750 is an unrestored example of one of the very first 'sandcast' models, and lives in the collection of Norman Blakey in rural Lancashire. Norman wanted a CB750 in his collection and hunted high and low before tracking down this bike, which is rare enough almost to be unique. The bike shares garage space with, among others, Norman's Z1. Not a Z1A, nor a Z1B, mind, but a Z1, the original first model instantly identified by its unique paint scheme and black finished engine castings.
The bikes are separated by four model years, and for those four years the Honda was undisputed king of the superbike market. To take the crown the Kawasaki had to raise the game in every area. Having been beaten to the starting-post by Honda, who got the 750/4 into production just before Kawasaki's own first four was due to launch, the Z1 was pumped up to 903cc and grew an extra camshaft. However, where it really impacted on the market was with its styling. The swoopy lines of the tank, panels and ducktail were like nothing ever seen before, and the lines of the exhaust pipes and lower clock covers left the poor old CB750 looking positively staid alongside it in the showrooms.

Riding the CB750

Riding the CB first was without doubt the best way to approach these two machines. On first cocking a leg over and pressing the starter button the first surprise is that nothing happens one has to wait for the engine to whirr away, reaching a certain revolution before it chimes in.
The top end is not rattly but there is some noise evident from the cam cover and (when warm) the bottom end, with its chain drive between the crank and the gear train. This joins in with the percussion section, too, adding a syncopated beat to the rhythm of the rockers and cam chain.
The CB is heavy but carries the weight well, the engine is smooth and the carburation adequate. During steady cornering the big Honda tracks true and securely, but turn the wick slightly and the rear end gets a little soggy. Once on the move the rest of the chassis does tend to join in with the dance and you can easily be doing the twist mid-bend as the supple steel tubing yields to the road forces. Add a touch of throttle during this process and yet another force begins to act upon the poor old frame and it becomes difficult to hold a consistent line.
Braking produced nothing shocking and even for the period the floating caliper front brake must have been pretty poor; one can only describe the anchors as adequate. All this aside, it is a nice bike and certainly, should you have jumped on one in 1969 after a lifetime riding thumping singles and twins, it would have been a revelation. It does lack a certain technical complexity and would surely have benefited from double overhead camshafts, used by Honda much earlier in the middleweight twins. The overall feeling when riding the CB is one of safe performance and convenience.
The Honda is most certainly not a nutter's tool and, once you take away the 'world's first superbike' tag, surprisingly becomes a little bland. This is a reasonably rapid, if a little docile, large capacity machine that you could live with, trouble-free, day after day, and back in the late 60s that would have been a real first.
CP

I expected the sohc four to feel stodgy and underpowered after riding the Z, but the CB750 was sweet, lithe and nimble, with a smooth response from the engine. This is an American spec bike (as were most early 'sandcasts'), and the tall handlebars offered a relaxed, upright riding position not dissimilar to the Z1. Despite the plastics used for the clock housings there's a quality, hand-built feel to this bike which is not present in the later, mass-produced sohc Hondas. It would be interesting to ride this bike against, say, a K6 model, and I'm guessing the earlier bike would be lighter and swifter. Against the Z it acquitted itself well, and was not as outclassed by the Kawasaki's greater power as I might have expected, though the handling felt a little less secure than the big Kawasaki when pressing on.

1982 CX500 Turbo

The early 1980s were an intoxicating time to be a motorcyclist—especially if you were the power-hungry sort. Turbocharging was all the rage, and in the period between late 1981 and early 1982, no fewer than three turbocharged production machines (a fourth would come a year later) were unleashed upon the masses. Leading this technological charge, in typical fashion, was Honda with the stunning CX500TC.

At the time, wringing more horsepower from one's motorcycle by way of a turbocharger usually involved fitting an aftermarket unit to the bike's exhaust system. Large-displacement, multi-cylinder models were best suited to boosting, and they tended to be the machine of choice due to their relatively small, regular power pulses.

As was (and still is) their wont, Honda's engineers ventured in the opposite direction, bucking conventional wisdom by developing a turbocharged middleweight V-twin. Specifically, the CX500, the equally groundbreaking (and extremely successful) V-twin introduced in 1978.

Huge challenges lay ahead, though, not least of which was harnessing the irregular exhaust pulses of the CX's liquid-cooled, 497cc, 80* transverse V-twin powerplant. This was accomplished by creating the world's smallest turbocharger unit, boasting a scant, 2-inch-diameter turbine capable of spinning at a stratospheric 200,000 rpm to produce maximum boost of 18.5psi and goose the normally aspirated CX's peak horsepower from 50 to 82bhp at 8,000 rpm.

Naturally, increasing CX's power threshold also demanded beefing up the engine's structural integrity. And while Honda's engineers found the stock crankcases to be sturdy enough, most everything else was significantly upgraded, including a beefier crankshaft and clutch, heftier connecting rods and production-spec forged pistons, a Honda first. Further technical innovation, and another Honda first, found fuel injection replacing the CX500's stock carburetors.

The CX chassis was also retooled to fit Honda's Pro-Link monoshock rear end, while the forks, wheels and brakes all increased in size. A large, stylish, pearl-white fairing added the final, gran turismo touch. Even with the added brawn, the 527-pound (dry) CX500TC was an able handler, with compliant suspension and confidence-inspiring stability at speed.

Heaps of adrenalin-pumping performance, especially when on boost, was also readily on tap. "We're here to tell you," lauded Cycle Guide in 1981, "that not only is the Turbo one of the most exciting-looking motorcycles in recent history, it's one of the most thrilling to ride."

Ultimately, however, despite a displacement increase and significant refinement in the form of the 1983 CX650TC, the CXs (as did all their turbocharged counterparts) quietly disappeared from the landscape as Honda readied its new lineup of liquid-cooled V-4s.

Nevertheless, this "corporate statement," as it often was billed, of innovation and daring remains adored by a loyal legion of disciples and collectors. Proof, once again, of both Honda's technical prowess and the willingness to take risks by flying in the face of conventional wisdom.

1981 CR250R

Turn back the clock some 21 years, and take a look around the landscape of American motocross. With the exception of a few special factory-built racing bikes, all production 250 motocross machines are air-cooled.

That changed in 1981 when Honda introduced the CR250R, motorcycling's first production liquid-cooled 250 motocross racer. Now utterly commonplace in every facet of motorcycling, 20 years ago liquid-cooling was cutting-edge, state-of-the-art. The CR250R took advantage of liquid-cooling's inherent benefits; not only does liquid cooling allow an engine to run cooler, it also keeps it in a more consistent temperature range. That means higher and more consistent power output. Honda's own research showed that in the first 20 minutes of a race, an air-cooled engine would lose nearly 30 percent — almost one-third — of its peak horsepower. That's why Honda provided its team riders with exotic liquid-cooled 250s in 1980.

The 1981 CR250R brought that exotic technology to the production line, and the bike appeared amazingly similar to its one-off, exotic factory-built cousin. The engines shared the same bore-and-stroke dimensions (both were long-stroke designs, yielding a taller cylinder that allowed more room for optimal port shapes), center exhaust ports (a first for production 250 motocross bikes, and one which promotes more symmetrical scavenging flow in the cylinder), semi-double-cradle frame, single-shock Pro-Link suspension and much more.

Although Honda wasn't the first to put a single-shock system on a production bike, the Pro-Link setup was the most innovative. It used a pivoting lower link, allowing mechanically progressive — also known as rising rate — wheel travel, independent of the shock spring rate. That made the suspension more supple over small bumps in the initial part of its travel, and stiffer to absorb big hits toward the end of its travel.

To the enthusiast press, the 1981 CR250R was a huge hit. Cycle magazine raved, "Honda built in power everywhere. The CR develops more horsepower at its peak than any 250 motocrosser Cycle has ever dyno tested...To build the CR's chassis, the Honda engineers again turned to their factory racers for the basic designs, and imitating the real thing paid off."

And Cycle World added, "The CR's engine is strong...We even got the hole shot in a pro race with it...The CR is great in corners...[and] also handles well over jumps...Honda's first-year production 250cc waterpumper has to be rated a success."

One trait that's stayed consistent about Honda's 250 motocrossers is that they have always set new standards for performance in the class, and forced all other manufacturers to step up their game in pursuit. That was true of the original Elsinore in 1973, the new case-reed, aluminum-frame 2002 CR250R and the revolutionary liquid-cooled CR250R of 1981.

1981 CB900F

The CB900F topped sport-riding wish lists all over America before it ever arrived here. Sharp eyes had seen it introduced to Europe in 1979 — a big brother to the DOHC, 16-valve CB750F. After a taste of that '79 750F, American riders knew the only thing better was more of the same. So when the 900F arrived stateside in 1981, that's exactly what they got.

Twenty years ago, Ronald Reagan had taken over as America's 40th President, Oakland beat Philadelphia 27-10 in Super Bowl XV, and the stage was set for a new Honda Superbike. Enter the CB900F: Superbike power in a sweet-handling package. That power came from a sporting adaptation of the 1980 CB900 Custom's engine, using a 530 chain instead of the C-model's shaft drive. A 32mm constant-velocity carburetor fed each 64.2 x 69mm cylinder through four valves. An oil cooler kept engine internals happy, while rubber engine mounts isolated the rider from vibration.

Adapting the successful 750F chassis to house Superbike-class horsepower, engineers added an air-assisted 39mm front fork and new remote-reservoir shocks. Honda's twin-piston brake calipers debuted in 1981 on the 900 and CB750F, applying pressure to the brake with two smaller internal pistons versus a single large one. The result, according to Motorcyclist magazine's April 1981 test, was "...the best production line brakes we've tried." Other aspects of performance earned high praise as well in one of the toughest Motorcyclist tests ever.

The magazine's CB900F had already covered the 1/4-mile in 11.84 seconds at 112.8 mph and inhaled bumpy, twisty roads more easily than its rivals. After 1,400 street miles, Motorcyclist's CB900F went to Southern California's Willow Springs International Raceway, where the fastest editors in the business ran it flat out for 24 hours. After flirting with its 9500 rpm redline for 1,690 miles and burning 77 gallons of gasoline, the verdict was remarkable, if anticlimactic. "Nothing had broken, which was a good thing, since the editor had to ride it home."

If cornering at 135 mph on the track and then riding home comfortably on the same motorcycle wasn't enough, how about doing it for $500 to $900 less than other 1981 Superbikes? The Motorcyclist guys seemed convinced. "The dream sporting riders had of the European CB900F is now here in real steel. The lines are already forming at Honda dealers, but you're going to have to wait behind some of us who have already put our orders in."

1981 ATC250R

Performance First. These two words say all one ever needs to know about Honda’s relentless quest to produce the industry’s finest motorsports machinery. Perhaps less apparent, though, at least to the casual enthusiast, is how aptly this, their official powersports mantra, defines what’s arguably Honda’s greatest and most enduring role: that of market revolutionary.

For decades, Honda has been the bellwether of innovation, introducing products across all motorsports segments that forever changed the way we look at performance.

The ATC250R, introduced in 1981, was one such machine. It marked the debut of the world’s first true high-performance ATC, signaling not only that Honda was as serious about winning on three wheels as it was on two, but also paving the way for the modern ATVs of today, the Baja 1000-winning Honda FourTrax Rincon being the most recent example.

Before 1981, odds were that the only way you could get your hands on a high-performance three-wheeler was to build it yourself, usually in the form of boring and stroking an engine to the absolute limits of its original design. All that changed for good when the ATC250R took its bow, starting with a completely new frame boasting a swingarm, adjustable Showa forks and rear shock, and front disc brake (all ATC firsts).The engine, too, was something never seen before in an ATC: a slightly detuned, liquid-cooled, 248cc two-stroke single straight out of Honda’s CR250R motocrosser, refined even further with a vibration-reducing counterbalancer. Mated to a close-ratio, race-spec, five-speed manual transmission, the ATC250R was as much at home slicing nimbly through the woods as it was railing across the desert.

None other than racing legend Mickey Thompson witnessed this performance firsthand at the 1980 Baja 1000. As the story goes, a group of Honda associates, running unofficially on preproduction ATC250Rs, surprised Thompson when they caught and passed him prerunning for the race. (Honda’s first official ATC race effort would come a year later in the SCORE-sanctioned Parker 400.) It wasn’t to be Thompson’s last interaction with the ATC250R, either, as he’d go on to play a huge part in getting an official three-wheel class sanctioned in time for the 1981 Baja 1000.

The ATC250R would go on to several performance-enhancing evolutions (improved suspension in 1983; liquid-cooling, Pro-Link suspension and low-profile knobbies in 1985) until it was discontinued after 1986.

However, the ATC250R’s legacy would be forever etched in the history of high-performance ATV-ing. And while the model itself might have been discontinued, the performance standards first established by this machine can still be seen today on every Honda ATV from the SportTrax 400EX to the FourTrax Rincon.

1980 GL1100

Thousands of enthusiasts enjoy touring on their motorcycles every day, and the motorcycle of choice is Honda's Gold Wing. From scenic Highway 101 along California's Pacific Coast to Colorado's Garden of the Gods, from cruising Daytona Bike Week in March to watching New England leaves turn color in October, Gold Wings open a window on practically every corner of this country.

With the introduction of the all-new Gold Wing in 2001, Honda's GL line enters into its 26th consecutive year of production. There have been many significant models over the years, and certainly one of the most significant was introduced in 1980—the GL1100 Interstate. Accompanied by a standard version that same year, the Interstate was Honda's and Japan's first turnkey touring motorcycle, and the first Gold Wing to be equipped with a full fairing, saddlebags, trunk and optional stereo—all for a suggested retail price of $4898.

The Interstate immediately won accolades from the enthusiast press, praise that translated into healthy sales figures. Cycle World magazine named the GL1100 Interstate its Best Touring Bike for 1980, an honor the motorcycle (and its subsequent variants) retained for 11 consecutive years.

The GL series, first introduced in 1975 as the GL1000 Gold Wing, already had earned a growing reputation for reliability and comfort, virtues that encouraged riders to travel long distances rarely attempted before. But Honda didn't stop there. With its full-coverage fairing and bags, the Interstate offered a whole new level of long-distance capability.

Among its many improvements, the Interstate also benefited from increased performance, thanks mainly to the engine's larger 1085cc displacement. Revised valve timing, 1mm smaller-bore carburetors (30mm) and an electronic ignition all contributed to these goals, as well as a beefed-up drivetrain to cope with the added output. The liquid-cooled opposed-four pumped out substantially more low-end torque, dramatically increasing top-gear roll-on acceleration. Cycle magazine's test of the standard GL1100 that year proved it to be the quickest of the GL family, burning through a quarter-mile dragstrip run in 12.47 seconds at 107.39 mph—just a tick off the fastest open-classers of the day.

The Interstate's chassis was all-new. A longer wheelbase—growing to 63.2 inches from 60.9 inches—gave both rider and passenger added room and comfort. Half of that increase was traceable to a longer swingarm, while the new frame accounted for the other half. In addition to the longer wheelbase, Honda gave the frame more rake and trail to impart even greater stability. Air-assisted suspension front and rear helped accommodate varying loads, and helped lower seat height 0.6 inches compared to the 1979 GL1000. In addition, the fork bushings utilized a slick material called DU to render more compliant action.

In the years that followed, Honda continued to refine the Gold Wing, and the machine would undergo several significant model changes, including the 1200 series machines, the landmark GL1500 series and now the amazing GL1800 series that offers a level of unmatched high-performance luxury. The GL1800—like all the full-dress Gold Wings that followed the 1980 model—owes a debt to the GL1100 Interstate, the motorcycle that showed the world what Honda's idea of long-distance motorcycling was all about.

1983 Aero 50

Toss the word "scooter" out to the average citizen, and odds are you'll conjure up an image of, say, Gregory Peck and Audrey Hepburn tooling around the Trevi Fountain in Roman Holiday or Mods trolling through early 1960s London à la Quadrophenia.

The "classic" Italian scooter is a storied image, and it's as dominant today, thanks to an overall scooter resurgence, as it was back in post-WWII Europe. So permeated on the pop culture landscape are these Romanesque runabouts that quite often they're thought to rule the world.

Ah, but there's perception...and then there's reality. Which, for the record, falls squarely in Honda's corner, bestowing the manufacturing giant with the undisputable title of history's all-time scooter sales leader. From the Aeros, Leads and Sprees to the Elites, Metropolitans and all-new Ruckus, it's easy to see the overwhelming volume (and diversity) of scooters Honda has produced over the course of the last half century.

Such was not always the case, though, and after a brief stint manufacturing all-steel, "classic"-style scooters in the 1950s (with mixed sales results), Honda stopped altogether by the mid-1960s to focus on the less expensive Cub series. Of course, absolutely colossal success ensued with this machine, prompting Honda to eventually re-enter the scooter fray by 1980, exporting hugely to the rest of the world while setting up factories abroad — including one in Italy, smack in the main competition's backyard.

Honda's re-entry wasn't a second attempt at conquering the "classic" scooter design, however; this time around, the company came back with what's now affectionately known as the "modern scooter." The 1983 Aero 50 featured herein was one of these new machines leading the charge of Honda's scooter resurgence.

So what exactly made one scooter classic and another modern? The most obvious difference was in the construction and styling. Bodywork with contemporary, sharper-angled shaping replaced the roundish, all-steel aprons of the classic models. And fully automatic transmissions were opted for over the manually shifted gearboxes of the older design.

All in all, these new scooters were lighter weight, less expensive to produce, vastly more fuel-efficient and virtually effortless to ride — even the most novice of pilots could master the simple, twist-the-throttle-and-go operation in no time. And in the Aero 50's case (this model was known as the Lead in Europe and Asia), with its feisty 49cc, air-cooled two-stroke engine calling the shots, quick, around-town transportation became a hassle-free affair. Automatic oil injection furthered the convenience quotient by eliminating the need for two-stroke fuel/oil premixing.

Unfortunately, the two-stroke Aero ran afoul of the ever-more-stringent emissions standards of mid-1980s America, leading to its discontinuation in the U.S. market. (Ironically, the nearly identical late '80s/early '90s Elite 50, also a two-stroke, enjoyed a long, successful run here.) Nevertheless, the Aero 50 enjoyed a makeover in '85, receiving plusher leading-link front suspension in addition to wider bodywork and a bigger seat, bumping up the comfort factor significantly. Larger-displacement models, the Aero 80 and 125, also followed, enjoying brief three- and one-year runs, respectively, from 1983-85.

Today, the last vestiges — appearance-wise, at least — of Honda's inaugural batch of "modern" scooters can be found in the ozone-friendlier four-stroke Elite 80. Of course, should you fancy more of a Euro-style, classic scooter, there's always the Metropolitan. And for those seeking the ultimate minimalist form of expression, look to the all-new Ruckus.

Ariel 247cc

BY a cool six mph, the Cotton "Conquest'' which Derek Minter and Peter Inchley took to a class victory in the 1965 500-mile race at Castle Combe, becomes the fastest 250 we have ever tested. It averaged 91.9 mph round the 3-mile banked circuit of MIRA'S proving ground. Previous best was the 86.0 mph of the Honda "Dream SS': However, this "Conquest'' is a road-going racer, with questionable silencing and primitive lights, just conforming to Road Traffic Act requirements and production-machine- racing regulations.

High compression
It is basically a standard "Conquest'' as turned out by the Gloucester factory, but with the compression ratio increased from 10 : 1 to 12 : 1. The test "Conquest'' had bobby-dodger items such as feeble, direct lighting in place of the standard Lucas diode lighting and a bulb horn. Shod with racing tyres, it lacked centre or prop stands. It cannot be put into the same class as the fully equipped and well silenced 250 Honda. In fact, the Minter/lnchley "Conquest'' is in a class of its own. Orders for exact replicas have already been placed a provisional price of £370 including Purchase Tax.

Torque characteristics
Tuned to give rising torque all the way, the Villiers "Starmaker'' two-stroke single always reached maximum revs on any up-gradient which it was able to climb in top gear, This gave it a shattering motorway performance, leaving behind on the hills much faster cars capable of cruising at 14% mph and more on level roads. The Cotton climbed such hills at 85 to 90mph. It was cruised at full bore by the simple expedient of putting the throttle against the stop and leaving it there from London to the Midlands and returns except past motorway roadworks, This is a race engine, designed to be run at maximum effort, and it thrives on it. On downgrades the speedometer rose to flicker around the 114 to 116 mph mark, if the rider got his head down. This, after speedometer correction, would suggest a true 105. Owing to the engine's unusual characteristic of rising torque up to peak rpm of 8000, the machine was faster on a windswept timing lap at MIRA than it was through the one-way timing traps, the first time we have ever experienced this. This feature makes the engine rush up the power band once about 5400 had been reached. The acceleration was then staggeringly good.

Megaphonitis
Below this speed, and especially under 3500 rpm when bad four-stroking set in, the rate of rev rise, even in a low gear, was poor calling for much use of the gearbox to effect a cure. Flywheel weight was negligible. This, the lack of low-down urge, the exhaust note, made traffic riding grim. The Cotton needed a softer plug in London - and changing a plug meant some five minutes fiddling under the tank. By no stretch of the imagination can the Minter/ Inchley device be regarded as daily transport. It is in its element on the open road - and only on the open road. The motor was then untirable, free from vibration, and no thirstier than about 45 mpg. The fuel tank holds five gallons which is mixed with an R oil at 16 : 1

Starting was infallible, idling was a lumpy 2200 rpm with the engine nagging to be given the gun, it is a motor that has to be let off the leash - and then it's tops. Matching the power plant in its high-speed excellence, the Villiers four-speed gearbox had an ultra-fast action. When the bike was in full flight instantaneous 2-3 and 3-4 changes could be made clutchless at 7500 rpm by simply easing the grip and lifting the reversed pedal, clutch action was reliable but heavy. Although the clutch was slip-proof for one full-bore take-off it needed time to cool before the treatment could be repeated. Precise and confidence-breeding, the navigation became its very best when the tester slid well back on the racing seat. Handling was then noticeably improved, without fear of front-end tightness or of either wheel stepping out. Cornering clearance to the left was fair, To the right, it was magnificent. On the straight, over roughish roads taken at high speeds, the bike held line but some mild twitching from the Armstrong front forks set in going over an un-level railway crossing on A5 at 80 mph.
This twitch, which always appears on racing Cottons over a certain type of bump, never worsens and is predictable as well as controllable, Suspension was firm, almost hard at town speeds. On the open road, it was splendidly damped as befits race-bred springing. Braking was progressive and powerful. The front unit was man enough to provoke loud tyre squeal at 70 or more mph. Nothing else could be expected from racing stoppers anyway, Conforming to road and race regulations, but expressly tailored for one particular event, the Minter/ lnchley Cotton conquest is a magnificent highway burner to take out into the country for the sheer zest of motorcyclist.

2007 Harley XL 1200N Nightster

Who needs a tach when you have plenty of torque and a gear -- any gear...

The Nightster isn't exactly light at a claimed 545lb dry weight (claimed 565lbs ready-to-run), but the center of gravity is fairly low, and this combines with the wide bars to make aggressive riding easy, even at around-town speeds. Out of all the cruisers I've ridden, the Nightster would be high on my list if my plans involved a lot of city riding - it's almost like a (really low) standard in terms of how it attacks city traffic. Just be careful of those wide bars while splitting lanes!

Neander 1400 Diesel Motorcycle

Double overhead cams, counter-balanced, turbocharged, 94 bhp, 150 MPH, and more torque than my 3-cylinder diesel tractor...

...the incredible diesel device I found waiting for me to ride in the Bavarian countryside south of Munich, masquerading at a swift glance as an American-style cruiser with a big parallel-twin motor that could easily resemble Triumph's forthcoming 1500cc custom, is a bike literally unlike any other, and not only because of its choice of fuel.

2007 Harley FXDSE Screamin Eagle Dyna

That's 1.8 liters in automobile metric terminology...

To create the biggest of the big, Twin Cam 96 crankcases are machined to accept a pair of big-bore cylinders. Inside, 4.0-inch pistons move through the same 4.4-inch stroke employed in the TC96. But because bigger, heavier pistons would net more vibration along with more power, the 110’s forged slugs are light. Reciprocating mass is essentially the same as in the smaller-bore 96, so both engines use the same crankshaft, flywheel and anti-vibe hardware.

2004 Yamaha V-Star 650 Classic

A mid-sized cruiser with a big look and a small price...

Yamaha took a unique approach to designing the V-Star. The company's customer surveys showed that the major reasons for purchasing a middleweight cruiser were styling, rider comfort, handling, reliability, and value. Each of these requirements were directly addressed in the design process. Yamaha's stylists didn't have to look any further than the Royal Star's exemplary looks, fit, and finish. And the V-Star received generous applications of style from the Royal Star's palette. Rider comfort issues were addressed by giving the V-Star a full-sized riding position for people on the six-foot side of the spectrum, while not raising the bar so high as to eliminate the shorter inseamed folks. Handling comes from the V-Star's good suspension, competent brakes, and likable engine. Basing the V-Star on the proven 10-year-old Virago 535 insures the requisite reliability.

Motorcycle Test: Yamaha V-Star 650 Classic

When Yamaha's long-awaited new-generation middleweight V-twin motorcycle finally landed in America, it was no Drag. From the February 1998 issue of Motorcycle Cruiser magazine.

Thanks to the media and the multitude of electronic means of communicating, we can now know what's going on anywhere on the planet in every field. Usually, this access to information is a good thing, a cause for celebration even. However, sometimes knowledge can be frustrating. For example, we reported on Yamaha's new V-twin cruiser motorcycle in the April '97 issue of Motorcycle Cruiser, but we also had to report that this cool, new middleweight would only be available to the European market, not the U.S.

Now, almost a year later, we're happy to report that the cruiser, which we were denied a chance to even test last year, will be arriving in American Yamaha dealerships about a month before this article hits the newsstands. Perhaps the wait was worth the frustration since the bike arrives with a new name -- V-Star instead of the dubious Drag Star -- and two models to choose from. We're beginning to see that delayed gratification can be a good thing!

Peugeot Speedfight

With the recent boom in scooter sales, it wasn't going to be long before one topped the UK motorbike sales charts. The Peugeot Speedfight was last years top selling scooter. This year the 50 cc and 100 cc Speedfight2 beet the renowned Yamaha R6 and R1 respectively to take the title. With so many scooterists choosing this little French export, you can bet its a tough bike to find a fault with. If you currently own or are looking to buy an original (’97 spec) speedfight, you may be wondering what the Speedfight2 has to offer. Apart from the more obvious improvement to the lights, the speedfight2 features updated front suspension and sharper styling. With new prices at just under £1700 and used offerings mostly over £1000, the nippy speedfight is a reasonable investment - particularly if this is your first powered two wheeler. While the 2-stroke motor may be less environmentally acceptable than a 4-stroke, it should see you manage in excess of 100 MPG. On the 100 cc model, performance is easily on par with the impressive styling and tops out at around 65 MPH which is similar to most 100 - 125 cc bikes. More importantly, you'll be able to keep up with faster flowing town traffic, reducing the need to cope with the odd impatient driver trying to do 40 in a 30. The Speedfight is also practical, the under seat storage is large enough to accommodate most helmets, while the built in lasso lock and immobiliser should keep the opportunist thief at bay. All in all, it’s not difficult to see why the speedfight has become so popular.

honda cbx550f

The Honda CBX550F was voted 'Machine of the Year' when it appeared in 1982. So why did Honda drop it so quickly?

From the moment that I released its clutch to pull away, the CBX550F2 felt so lively, sweet-handling and capable that I was immediately transported back to the first time I rode one. Back to a summer day, a quarter of a century ago, when Honda’s new four was the best, most complete middleweight that the world had yet seen.

That day in June 1982 certainly started well. I can still recall my excitement at setting off on the shiny new Honda on a sunny morning. The bike’s neat half-fairing, stylishly angled exhaust downpipes and compact design added to the promise of its impressive specification. Speeding up the A5 to the MIRA proving ground, I hugely enjoyed the CBX’s blend of rev-happy performance, fine handling and weather protection.

The Honda’s 118mph maximum through the MIRA timing lights was good rather than outstanding, but the CBX seemed like a superbly quick and practical machine that combined style, speed and technical innovation to take middleweight motorcycling to new levels. Then suddenly the CBX was gone: commandeered by my editor, who arrived at MIRA in his company car on his way to the Isle of Man TT – a trip that he was continuing with the Honda. Some swap: while my boss caned the CBX away towards Liverpool and a week of high-speed fun on the Island, I was left to drive home in his dull Ford.

Unfortunately for Honda, my own initially promising but ultimately disappointing experience with the CBX would end up reflecting the bike’s impact. Following its introduction the striking new four charmed almost everyone who rode it, and looked poised for lasting sales success. Then rumours began to spread regarding serious engine problems. Soon the word was out that if the CBX’s camchain tensioner didn’t fail then its engine or clutch bearings would. Motorcyclists’ opinions quickly changed, and CBX sales stalled.

COMPACT ENGINE
All of which was a shame, because when the CBX550F2 was running reliably it was every bit as good as my first fleeting ride suggested. The 550F2 was compact because it was a development of the Japanese-market only CBX400. The enlarged, dohc air-cooled engine got its 572cc capacity from fairly over-square dimensions of 59.2 x 52mm, suggesting a liking for high revs, and produced its claimed 62bhp maximum at a heady 10,000rpm.

Honda kept the engine compact by using a very small sump, supplementing cooling with an oil cooler below the half-fairing. Service intervals specified an oil change as frequently as every 2000 miles, plus a new filter with every second change. At least the CV carbs and electronic ignition promised low maintenance, while the exhaust system gained style marks by sweeping diagonally across the engine in a similar way to that of Honda’s much-loved CB400F.

Model history – Yamaha XS1100

By the late 70s the big four Japanese manufacturers were locked in a battle for more power. The Z1 had opened the door for big dohc fours and Suzuki jumped in with both feet with the GS750 and 1000, while Honda were well-advanced with plans for their dohc 750 and 900 fours. Yamaha needed a presence at the muscle end of the showrooms, too, and it was a relatively simple engineering job to tack another cylinder on the existing XS750 and come up with a monster 1100cc four. And it worked; with 95bhp on tap the bike could manage a top speed of 136mph and a standing quarter time of 11.9 seconds, despite the weight and shaft drive. But the XS lived up to its moniker and rapidly became known as the ‘excess’, with too much weight and bulk to challenge the lighter bikes in the twisties.

Launched in Morocco in 1978, the bike was never a big seller until it morphed into the FJ1200 six years later, but it did develop something of a cult following and is now sought after by lovers of big, beefy tourers. Fuel consumption of 43mpg gave the big bike a range of 230 miles and, despite occasional tales of gearbox weaknesses, the XS is known as a solid performer. Our test bike is a rebuilt 1980 example, and is in standard trim apart from the Telefix fork brace, which a previous owner has added to sharpen up the handling.

Riding the Jota
Climbing aboard the legendary Laverda triple after a period of so many years is quite revealing, for what once seemed like a huge hulking brute of a bike now seems slim and lithe. Leaning over the elegantly-sculpted tank, the fully adjustable handlebars seemed surprisingly close and spread wide to either side of the top yoke, making the riding position feel short and wide. The bike fired up with a most satisfactory rumble, changing to an angry bark from the silencers when I blipped the throttle. The gear change is on the right on these early bikes, and it took a careful initial few yards before I dialled into habits learned on old British bikes and was shifting with confidence, though the levers almost caught me out once or twice.

The clutch is still quite heavy to use, though much lighter than earlier, cable-operated versions, and bites progressively. But it's out on the open road that the big Laverda really comes into its own. As the revs rise above 3500 the low-speed lumpiness of the engine becomes an aggressive edge that urges you onwards, coupled with a solidity from the cycle parts that inspires confidence. The bike doesn't handle like a modern sports bike, though, and the long, ponderous turning into bends requires a fair degree of rider input to get right. The whole package demands a lot of the rider, and it's this level of demand that makes the Jota such a rewarding bike to ride.

For the more you put in to one of these bikes, the more you get out of it, and it's not hard to discover why the bikes were still selling long after the performance figures had been superseded by oriental products. The Jota is a most satisfying motorcycle to ride, and long distance, high-speed trips will leave the rider both exhilarated and longing for more. In a word, it's fun. And that's something no computer-designed modern bike can offer in quite the same way.

1978 Honda CB125

Last month, at age 15, I bought an (obviously) used 1978 Honda CB125s with a retrofitted Harley 883 Sportster gas tank. The tank on the CB was dented beyond repair and, in my opinion, ugly. The 883 tank was a perfect fit, although I did have to weld on new mounts.

Just today, I was looking over the articles on the Motorcycles and Riding page and noticed the "Good first motorcycles" article. When I saw the section on the CB125, I really took notice. I was thrilled to see the CB125 recommended, as I think it is a perfect motorcycle on which to learn to ride.

I have ridden a Yamaha XS650 and XS750, BMW R-90-6 and assorted small Jawas. (My dad owns the big Yamahas and BMWs.) Yet, every Saturday morning when I go out to ride the fire roads near my mid-coast, Maine home, I go for my CB125. It is easily the most capable and versatile motorcycle of the bunch.

Realistically, it tops out at an indicated 62 mph, which is plenty fast enough for my purposes, and yet it is capable on the snowmobile trails that follow power lines. At 1/4 throttle and in third gear, it will cruise capably at 30 mph on back roads, ready to throttle back to 25 mph to enter corners and accelerate to almost 40 mph up hills and on straight-aways, with no "weather helm" or other handling problems.

It is as reliable as a pre-'64 Winchester Model 70. Every morning it fires up enthusiastically on the first or second kick (in my opinion, every motorcycle should have a kick starter, excepting those displacing over 1000cc's) and accelerates nicely from a stop. For simple, easy, fun riding, NOTHING beats it. In addition, you can expect to ride for a while. You will not want to stop and you won't have to, considering that the CB125 gets better than 100 miles per gallon, depending on how it is ridden.

laverda jota v yamaha xs1100

The Laverda Jota and XS1100 are the products of two completely different cultures and design philosophies. Rod Gibson and Chris Pearson took a couple of examples and put them head-to-head.

What makes a muscle bike? Some folks like to wrestle with raw, unmanageable power in flimsy frames. Others consider the ability to demolish distance effortlessly with a twist of the wrist a more worthy measure. A mixture of these two extremes is what produces a real classic bike: power, composure and a touch of the dangerous; something that requires skill to handle properly but, ridden well, rewards the rider with a lot of hard, fast miles.

Pity, then, the poor designer, who has to conjure up this elusive mix of qualities from a blank sheet of paper and satisfy the demands of marketing departments and engineers who actually have to build and sell the thing afterwards. It's hardly surprising that big muscle bikes can be so different to ride, especially when they originate from two such different cultures as the two bikes here.

The Laverda Jota was, for a brief but golden spell in the late 70s, the most powerful and fastest production motorcycle that money could buy. The product of a small, family-owned concern, the Jota was the result of many years spent refining a simple basic layout until it crossed a design threshold and became something much greater than the sum of its parts. It was rare, expensive, exotic and drop-dead gorgeous. And it was fast. Fast enough to frighten most road testers of the day and fast enough rapidly to become the stuff of legend.

The XS1100 was, by comparison, a much stodgier bike, in image at least. Undeniably fast, it was nonetheless a development of the XS750 triple, a bike whose initially impressive debut quickly paled with a string of mechanical disasters. By the time the 750 became an 850 and then had a cylinder added to make the 1100, the problems were sorted, but the big XS with its shaft drive and huge fuel tank was always seen as long distance big bruiser rather than a road burner, a sumo wrestler rather than an athlete.

Confonted with these two bikes in a dealer’s showroom back in the early 80s, the choice for the punter was a tough one: Italian exotica with a jaw-dropping pose value or Japanese four-cylinder solidity?

Model history - Laverda Jota

The Laverda Jota made its official UK debut as a UK-only special in January 1976. Developed by Roger Slater from the 1000cc 3C triple, the bike had higher compression pistons, beefier cams and less restrictive (read ‘loud’) exhausts, and was tested at MIRA that August by John Nutting, who got a best one-way top speed of 140.04mph and said it had ‘easily the highest recorded top speed for a road-going production motorcycle’.

The bike remained more or less unchanged until 1979 when, in anticipation of new European noise legislation, the factory changed both main bearing and cylinder head specifications, leading to a rash of mechanical failures which blighted the 1979 season bikes. Sorted for 1980, and gaining better electrics and a hydraulic clutch, the bike was beginning to show its age against the new generation of dohc Japanese superbikes in both power and feel, the raw delivery of the big triple feeling rough against the smoother oriental fours. For the 1982 season Laverda redesigned the crankshaft for a 120-degree firing angle, changed from the original 180-degree set-up. The 120 Jotas were much smoother and more civilised, but many owners feel the original 180 motor with its raw, brutal power delivery was closer to the spirit of the real thing.

Our test bike was registered in 1983, so is actually one of the very last 180s. It has the later frame with angled shockers, the 240W Nippon Denso alternator, and ignition relocated to the engine’s left side in a circular housing at the front of the primary case.

2004 Triumph Bonneville America

2004 Triumph Bonneville America.Our latest addition is for those who want to try something modern. In keeping with our British classic theme this machine has true retro styling. The low seat height allows feet to be planted firmly on the ground when coming to a stop and the pillion has plenty of room for comfort . The torquey 790cc parallel twin motor means fewer gear changes - just what is needed for a relaxed ride.