Harley-Davidson M-50 Sport
HARLEY-DAVIDSON M-50 SPORT
Road Impression:
SOME MAY FIND IT STRANGE that the manufacturer of the world's largest displacement motorcycles also produces a machine in the smallest category. The M50 is manufactured in Harley-Davidson's Italian Aermacchi plant, with features to suit the home-office in Milwaukee. Though Aermacchi is noted as one of Italy's better producers of four-stroke motorcycles, the M-50 tells us that they also understand the equally difficult and very different aspects of two-stroke engine design. This does not necessarily imply that we feel the M-50 is the greatest thing to happen in the "tiddler" class; far from it. But it is one of the least expensive motorcycles on the market. A meager $275, plus tax and license, will have an M-50 ready to roll out the dealer's door.
The M-50 is extremely Italian in appearance, from the organic-looking gas tank to a long racy seat. We won't say much about the taillight, which gives the impression of being an ill-fitting hand-medown from one of its big brothers. Its handlebars are higher than those normally found on an Italian fifty; obviously the American engineers won many arguments here. The riding position is very pleasant compared to the road racing crouch one is expected to assume on certain European fifties. Footpegs and brake controls are well placed and of sturdy construction. The handlebar-operated gear change is always a "bit of a bear" at first but this one had a definite, positive click, thanks to a spring loaded detent, and was not as objectionable as other examples of the type we have seen.
Unfortunately the M-50 transmission has only three speeds. This means that gear ratios must be further apart than would be the case with four speeds. As a result, the factory engineers have had to aim at a workable medium between peak power and good torque characteristics. In this respect they have done a good job; it is not necessary to scream along in a gear in order to pull the next cog after the gear change. Incidentally, it is almost impossible to grind gears or make a bad shift as the clutch will not drop in until the gears are fully engaged. Taking these things into consideration, it is possible to live with the three-speed box. Consider too what a four-speed would do to the price, and the present transmission becomes downright pleasant.
Hot or cold, our test bike started first kick every time we tried it. A handlebarmounted choke lever comes in handy when the engine is cold, but the choke can be set back rather early as the engine is not cold-blooded; only a brief warm-up is needed before throttle response becomes satisfactory. The kick starter lever swings forward rather than the more usual rearward motion^ However, this does not create any problems. With such a small displacement engine, the runthrough is easily accomplished while sitting on the machine. In fact it can be considered a necessary exercise, as the left foot has no other job to perform with this motorcycle.
General construction throughout appears to be quite sturdy and there is no indication of cutting corners on material to keep the price low. Frame layout is similar to the Sprint series, having a large diameter, single backbone-type frame with the engine gearbox unit suspended forward and below the frame. Hydraulicallydampened rear suspension units control the swing arm movement. There is no external adjustment under the springs to compensate for load changes. The swing arm itself has an extra bracing strut behind the main pivot to give additional strength. Front forks are also hydraulically damped with sufficient travel to suit our needs. We liked the heavy control cables used on the M-50. Flimsy cables, even on a fifty, are an indication that someone is saving money at the expense of quality.
The M-50 has a pleasant appearance: bright Italian red, with lots of chrome and polished aluminum to please the sporty types. Though we prefer larger motorcycles, the M-50 would be good school transport, and an ideal investment to get one's wife interested in the sport.
