Report From Japan
REPORT FROM JAPAN
W. B. SWIM
JAPANESE MANUFACTURERS ARE beginning to turn out motorcycles which have no prospects for mass sale in Japan. This is a significant development, as the new machines are designed with the American rider primarily in mind. Back in the early years of exporting motorcycles to the United States, and indeed around the world, the machines sent abroad were all basically designed for the Japanese rider and road conditions in Japan. Gradually, maker by maker, more and more minor changes were incorporated to please the foreign buyer, but the motorcycles were still basically the same machines as sold in Japan. The breakthrough came with Hodaka. An official of the importer came to Japan several times and told Hodaka in great detail exactly w'hat the American rider wants and had them make it. Resulting production and constant demand showed the other makers that this was a sure way to the U.S. market.
Honda’s 450cc Super Sports was so aimed at the American rider and good highways. The firm actually had quite a rough time getting it okayed by the Japanese government for sale in Japan, as the officials were not happy with the idea of licensing a motorcycle with 43 horsepower and a top speed of more than 100 miles per hour for use in Japan, where the top speed limit on this nation's fastest freeway is only 62 mph. The next designedfor-Americans machine was Suzuki’s 250cc model X-6 with a six-speed gearbox and top speed of 100 mph. It hasn’t gotten to the showrooms in Japan as of this writing. The Big Three makers aren't the only ones designing machines for the U.S., either. Bridgestone's 175cc twin is intended primarily for the American rider. To top off the list come hot rumors of a Kawasaki 650cc four-stroke twin being rushed for sale next spring — again with faint hope of large sales in Japan but high hopes for the United States, where there are highways on which a rider can get full use from a large machine.
Honda exported nearly $18,000,000 worth of motorcycles during the single month of June this year. This high mark of 82,300 machines was an all-time record, not only for Honda but for any motorcycle maker in history anywhere. Honda sales abroad, particularly in the U.S., indicate that the company will round out the year well ahead of sales predictions. It looks now as if the firm will end up with more than $10,000,000 profit on sales of around $170,000,000. In addition to the June record, company officials foresaw exports of 60,000 to 70,000 for the following couple of months. Company export predictions at the beginning of the year were 260,000 motorcycles worth $60,000,000, but by the end of June 141,000 worth about $30,000,000 had already gone overseas, so this goal is likely to be topped. Growing sales in the eastern part of the United States is one contributing factor causing company officials to increase their forecast to 340.000 motorcycles for export this year.
Rabbits are multiplying fast. Fuji Heavy Industries, maker of Rabbit scooters, established the American Rabbit Corporation in San Diego in 1964 and were selling about one hundred 90cc and 125cc scooters a month, mostly on the west coast. Recently sales have spurted to around 400 monthly, and the parent firm sent export manager Kikuchi to the U.S. on a market survey recently to follow up on this tremendous gain.
Kawasaki is testing a 170cc two-stroke single aimed at the American market. Although no official announcement has been made, it is pretty certain that the new thumper will churn out around 16 horsepower at 7,000 rpm for a top speed around 80 mph. Four-speed transmission and electrie starter are certain, but it isn’t known yet whether the new machine will be fitted with Kawasaki’s “Superlube” oil injection system. A trail version will be marketed first, followed by a sports model.
The first prototype of a three-wheeled Rabbit scooter has been completed by the manufacturer. One startling feature is a device to widen and narrow the space between the two front wheels while running. Pushing a button in the two-seater canvascovered cabin changes the space between the wheels from 39 to 29 inches within 20 seconds. Development of the 150cc-engined machine was begun in 1962, and a 200cc version may also be produced.
Kawasaki has announced a trail version of its popular model J1 85cc motorcycle. The two-stroke single has 37and 58tooth rear sprockets, engine guard, specially designed handlebars with a crossbar, sturdy luggage rack, upswept muffler and generally all the goodies the woodsman expects in his off-the-street machine. The 1.85-inch “square” bore and stroke engine has 81.5cc and gives 8 hp @ 7,000 rpm for a top speed of 40 mph with the power sprocket or 56 mph with the road sprocket. It is equipped with Kawasaki’s “Superlube” automatic oil injection system, eliminating the need to pre-mix oil and gas. Maximum torque is listed at 6 ft-lb at 5,000 rpm and climbing ability at 45°. This one ought to be good for the rough stuff if it is like the other Kawasaki engines, which are -noted for their high torque at low speeds. The Kawasaki 85 Trail has 17-inch tires, telescopic fork, swinging arm rear suspension, 4-speed rotary transmission, 6-volt electrics and weighs 172 pounds.
Suzuki’s 150cc model got to the United States practically before anyone in Japan knew a new version of it was in the works. Another case of designing primarily for the American market, as sales of 150cc machines are small in Japan. It is a vastly improved version of the old 150cc. Top improvement is the insertion of an iron sleeve in the cylinder barrel thick enough to be rebored twice, needle rollers in the connecting rod small end, thrust washers as well as double needle rollers in the big end. Result is a claimed 17.9 seconds for the standing start quarter-mile and top speed through four gears of 80 mph for this twin-carb sportster.
The Yamaha 90 has gone on sale since the last column, and ought to be a winner. It is practically an overbored Yamaha 75 YG-1, one of the best sellers the firm has come up with. Where the YG-1 bore and stroke are 47 x 42mm, the new H-l has 50 x 55mm, for a piston displacement of 86cc. Power is announced as 8 hp @ 7,500 rpm and the four-speed machine has 12volt electrics, but starting is by primary (any old gear is okay) kick. Top speed is 59 mph for the 177-pound motorcycle.
In Europe, Honda has slapped a 49cc OHC four-stroke engine into the Honda 90 Sport “T-bone” frame and named it the Honda Sports model C-320. With four gears it does over 60 mph.
Kawasaki has announced that it will begin selling speed kits for its 85cc model J1, or the JIT touring or J1TR trail versions of it. The kit is based on parts for the company’s 90cc scrambler which is proving quite successful in Japan. A cylinder that ups the size to 88cc, tuned exhaust system and all sorts of other goodies to squeeze out the horses and speed are included. Kawasaki will offer speed kits for its other models one by one.
Japan’s third road racing circuit is scheduled for completion by next March. The Fuji Speedway is under construction in the foothills of Mt. Fuji, some four hours from Tokyo.
New Zealander Tim Gibbes, who made a living as an international moto-cross racer in Europe for several years before going to New Zealand via Japan last autumn, has been invited to Japan by the Motorcycle Club Federation of All Japan (MCFAJ). He will bring his 250cc Greeves, with which he won the New Zealand Championship this year, and compete in the 250cc and Open classes at the MCFAJ 13th All Japan Moto-Cross races next month. He was escorted to several interested manufacturers during his last trip here by Motorcyclist magazine president Fumito Saka and your CYCLE WORLD correspondent. Gibbes was responsible for getting Suzuki interested in building a special machine and sending Japan’s “Mr. Moto-Cross,” Kazuo Kubo, to Europe to compete in the international dirt races. Tim will help lay out the course for the races next month to show Japanese riders the conditions in European scrambles.
Biggest race in Japan recently was the 12th Kanagawa Moto-Cross, which drew more than 300 entries about one hour from Tokyo, including some 15 Americans serving with the armed forces in Japan. Ten U.S. riders survived the heat races and made the final in the 250cc class, and All Japan Motorcycle Club president Royce Johnson thundered his Honda into third place in the rocky, riverbed race. Del Carroll of the Fuchu Motorcycle Club was 8th on his Yamaha while Kanagawa Motorcycle Club’s B.D. Jones was 10th on a Honda. Three makers split the nine races evenly at three each for Yamaha, Suzuki and Bridgestone.
The 2nd 24-Hour Trial, held in the same riverbed as the Kanagawa Moto-Cross, saw a startling development when a man riding in the over-40 age exhibition class scored the best ride of the day. Motorcyclist magazine president Fumito Sakai lost only 7 marks riding a Kawasaki 125cc scrambler. About ten Americans tried their hand (your correspondent was clobbered with 69 bad marks in the under-90cc class and 31 in the over-30 age class) and the AJMC’s Richard Westphal expertly piloted a big, heavy, 650cc BSA to 5th place in the over-90cc class with a loss of 17 marks. Fred Inman of the KMC dropped only 16 marks riding his 125cc Yamaha to nab third place. Winner was Keizo Sato (Yamaha) who lost 14 marks, tied with Yoshisumi Kawachi (Suzuki). Sato was second in the under-90cc class, losing 24 points on his Bridgestone. Winner Tokuzo Hirano lost only 17, also Bridgestone-mounted. The Tohatsu in third place missed 29 points. Over-30 age class was won with a loss of 13 points by Masami Kaneko, riding a Yamaha. Following Sakai’s amazing 7 marks in the over-40 age exhibition was a Tohatsu rider with 13 marks lost.
The 7th Tohoku Moto-Cross drew more than 50,000 spectators and 179 entries. •
