The MZ BK 350 (short for "boxer kardan 350 cc") was produced from 1952 to 1959, by Motorrad Werk Zschopau in East Germany. The BK 350 was the first new design to come out of the former DKW factory after World War 2, and was initially offered under the IFA (Industrieverbad Fahrzeugbau) brand.
Contrary to the popular claims, the two cylinder oppossed piston two stroke engine isn't a Nazi-era aircraft donkey engine (jet starter), even though DKW had designed a 250 cc boxer donkey engine that never reached production.
Friday, March 30, 2012
Friday, March 23, 2012
Yamaha XS750 and XS850 Triples
The three-cylinder, shaft drive Yamaha XS750/850 was produced between 1976 and 1981, and while it was one of the most technologically advanced motorcycles of its day, the XS Triple never enjoyed the success of comparable bikes from other Japanese manufacturers.
Driven from the superbike market after the Yamaha TX750 twin proved unreliable, Yamaha faced the challenge of producing a new bike that was unique but not too radical for the mainstream market. Their solution was a 750cc DOHC inline three cylinder engine, producing 65 hp in standard form, in a fairly run-of-the mill "big bike" chassis.
Driven from the superbike market after the Yamaha TX750 twin proved unreliable, Yamaha faced the challenge of producing a new bike that was unique but not too radical for the mainstream market. Their solution was a 750cc DOHC inline three cylinder engine, producing 65 hp in standard form, in a fairly run-of-the mill "big bike" chassis.
Tuesday, March 13, 2012
Triumph Tiger 1200 - a Step in the Right Direction
The brand new Explorer 1200 is the flagship model of Triumph's Tiger range of adventure bikes. With a 1.2 liter 140 horsepower engine and 1 kW electric generator the bike is perfectly suited to long distance rides in excess of 1000 kilometres per day - and after 14 hours in the saddle, who wants to adjust a dirty greasy drive chain?
That's why Triumph sensibly fitted the Explorer with a shaft drive transmission - a first in the Triumph range of sporty across-the-frame triple cylinder machines. Maybe we can hope that this set-up will eventually trickle down to Triumph's road-oriented touring machines such as the Sprint ST. Hell, even the Speed Triple/Street Triple range would benefit from Shaft Drive - while they are fast motorcycles they hardly are race bred sports machines where chain drive would offer a real benefit.
That's why Triumph sensibly fitted the Explorer with a shaft drive transmission - a first in the Triumph range of sporty across-the-frame triple cylinder machines. Maybe we can hope that this set-up will eventually trickle down to Triumph's road-oriented touring machines such as the Sprint ST. Hell, even the Speed Triple/Street Triple range would benefit from Shaft Drive - while they are fast motorcycles they hardly are race bred sports machines where chain drive would offer a real benefit.
official photo by Triumph Motorcycles Ltd
Friday, March 9, 2012
The Moto-Guzzi CARC System
CARC: Cardano Reattivo Compatto (Compact Reactive Diveshaft)
On powerful motorcycles, the forces created by the spinning driveshaft and differential can severely affect the suspension and handling, an effect known as "shaft jacking". Moto-Guzzi first offered an anti-jacking system in the 1990's on the Daytona, and this system was developed over the years into what is now known as CARC. Broadly similar to the BMW Paralever or Kawasaki TetraLever setups, CARC is available on all larger engined bikes throughout the current Moto-Guzzi lineup. The smaller 750cc machines are not powerful enough to be badly affected by shaft jacking and are offered with a traditional driveshaft and swingarm.
On powerful motorcycles, the forces created by the spinning driveshaft and differential can severely affect the suspension and handling, an effect known as "shaft jacking". Moto-Guzzi first offered an anti-jacking system in the 1990's on the Daytona, and this system was developed over the years into what is now known as CARC. Broadly similar to the BMW Paralever or Kawasaki TetraLever setups, CARC is available on all larger engined bikes throughout the current Moto-Guzzi lineup. The smaller 750cc machines are not powerful enough to be badly affected by shaft jacking and are offered with a traditional driveshaft and swingarm.
Tuesday, March 6, 2012
Yamaha V-Max
The Yamaha V-max inhabits a category of its own. Is it a sportsbike, a cruiser, a musclebike? Who knows. All we know is that since it's launch in 1985 the V-Max has polarized the biking community like no other.
With an insanely powerful V-4 engine, shaft drive and monster looks the 1200cc machine never was for the faint hearted. While some criticise the cornering ability and general handling, that's completely beside the point - motorcycles like the VMAX are not about being safe or in control!
With an insanely powerful V-4 engine, shaft drive and monster looks the 1200cc machine never was for the faint hearted. While some criticise the cornering ability and general handling, that's completely beside the point - motorcycles like the VMAX are not about being safe or in control!
Friday, March 2, 2012
Honda CX 500 - The Plastic Maggot
Unlike today, with 1,800cc 150 horsepower machines ruling the road, the 1970s were the era of the medium displacement, middle weight motorcycle. While there were a number of litre bikes even then, the most hotly contested category was the 400 - 600cc range with each of the Big Four Japanese manufacturers officering several distinct models.
Honda's leading middleweight bike at the time was the CB550, a bike based on the venerable CB750 SOHC, and by 1977 the CB550 had become decidedly old fashioned. Keen to preserve their status as a leading bike manufacturer, Honda put pen to paper and working from a clean sheet came up with one of the most unusual designs of the decade: a water-cooled, shaft drive, transverse mounted, pushrod V-twin with twisted heads and an integrated transmission located below the engine.
Honda's leading middleweight bike at the time was the CB550, a bike based on the venerable CB750 SOHC, and by 1977 the CB550 had become decidedly old fashioned. Keen to preserve their status as a leading bike manufacturer, Honda put pen to paper and working from a clean sheet came up with one of the most unusual designs of the decade: a water-cooled, shaft drive, transverse mounted, pushrod V-twin with twisted heads and an integrated transmission located below the engine.
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