Kawasaki 120 C2tr
Kawasaki 120 C2TR
CYCLE WORLD IMPRESSION
JUST ONE word sums up the Kawasaki 120 C2TR. That word is guts. Kawasaki has engineered into this little trail bike an incredible degree of durability, strength, and power, to the point where it feels virtually indestructible.
The greatest tribute that can be paid the test machine’s reliability is to record the way it was used as a patrol bike at Saddleback Park, the new motorcycle playground in Southern California. Park director Vic Wilson and his crew used the TR almost daily for a period of more than three weeks. The engine had not even been broken in. yet the bike covered more than 300 very tough miles, and earned lavish praise from everyone who rode it. The only part that broke was the rear light, and that was the result of a crash, not a failure by the machine.
How can the Road Runner, as this junior bike also is known, with an engine of only I15-cc capacity, be so tough? Simply because of its design and construction. The PR’s frame is a miniature marvel. It resembles a scaled-down version of a frame that might be used on a 40-cu. in. roadburner. It is a full duplex unit, with liberal gusseting and an additional bracing tube at the steering head.
The two top tubes extend rearward to the top of the damper units, and are joined by two more tubes running from the swinging arm pivot area. The result of this handsome design is that the Kawasaki handles superbly on road or trail. In the dirt, it will tackle everything the rider cares to attempt. The machine has a beautifully “tight” feel that gives the rider absolute confidence that nothing will fall off or suddenly unseat him. In corners, the TR is accurate to steer and predictable to slide. Over jumps or undulations, the frame holds everything in place without whip or wobble
In brief, the TR handled just like a pure motocross model, and that certainly is amazing in a bike which would be equally at home on New York’s Fifth Avenue. Kawasaki has not only built an excellent trail machine, but has given it an ultra-smart appearance. Many trail bikes look what they are-bikes for riding in the dirt. Not so, the TR. Extensive use of chrome, and the rich maroon of the fuel tank, headlamp, and battery and oil tank covers disguise its true purpose. In fact, when the bike is ridden on the street, only its trail tires reveal the fact that it is intended primarily for dirt riding.
Along with these handsome lines goes a specification that makes the Kawasaki fully street legal. The only exception to this is that although the bike is equipped with a battery lighting system, it is arranged so that the lights cannot be operated unless the engine is running. Some states require that a machine must be able to show lights when it is parked. A great many other motorcycles fitted with lighting gear also have this failing.
Power unit on the TR has bore and stroke dimensions of 53 by 52.5 mm, a compression ratio of 6.7:1, and induction by rotary valve. The latter feature enables the factory to break away from the symmetrical inlet timing inherent with piston port induction engines, and no doubt accounts for some of the engine’s low speed pulling power. Engines on the latest bikes feature several detail improvements over previous models, mainly to the cylinder. Also, carburetion through the 1 8-mm Mikuni unit has been greatly modified, and the overall result is a small increase in power, and much smoother running throughout the rpm range.
The engine is rated at 11.5 blip at 7400 rpm, which is enough to give the bike, weighing 180 lb. dry, very sporty performance. As on a number of other dual purpose bikes, the TR has two different rear sprockets, one intended for street use, and the other for the trail. Correct use of these is important if the rider is to gain the most enjoyment from the machine.
The trail sprocket, with 59 teeth, gives low, low, bottom gearing of 40:1 ! With that setup, and the TR’s willing engine, there is virtually nothing that the bike cannot conquer. Internal ratios are well matched so that the three upper gears are equally low, and the rider never finds himself in a situation where there is not instant power. Even second gear gives a 25:1 ratio. There is a slight drawback to this in that the top gear gives a maximum speed of nearly 40 mph, which might not be fast enough in areas where trails are long and fast.
The road sprocket has 39 teeth, giving a bottom gear ratio of 25.19:1, a top gear of 9.10:1, and a maximum speed of approximately 60 mph.
The gear lever operation on the TR is unusual in that it is operated by a rocking pedal, and also has a “rotary” pattern. This means that if a rider continues to press down on the front portion of the lever, he passes from first gear, through second, third, and fourth, then into neutral, and back into first once more. This is useful in city riding, for the rider can brake to a halt at a traffic light without the ritual of changing from top gear back into bottom. He merely flicks the lever from top into neutral, into first and then is ready to move off again.
The rocking pedal arrangement also is useful in offering two methods of making down changes. Either the rearward part of the pedal can be depressed, or the front pedal can be toe-hooked upward. If a rider is wearing city shoes for a brief tour around the block, using both ends of the rocking pedal will save footwear from being marked.
All controls are well positioned, and the footrests are folding, although not spring loaded. Lugs are attached to the swinging arms so that passenger footrests may be fitted if needed. The seat itself swings upward to reveal the 6-V battery and the tank for the separate oiling system.
Kawasaki has fitted a pair of brakes that are an effective compromise between road and off-road riding. On the trail they are excellent powerful, but not “grabby.” 1'hey also pull the bike up quickly on an asphalt surface.
Besides the engine modifications, there are several other differences between the new model and previous TRs. Three-way adjustable shock absorbers are fitted at the rear, rear tire width has been increased from 2.75 to 3 in., and the dual seat has been replaced by the well-padded single seat.
Kawasaki has also built into the bike a useful safety factor. The expansion chamber, exhaust port, and rotary valve all have been designed so that the engine will reach a point where it will refuse to turn any faster, before it starts to overrev. With the very low trail gearing, and without this precaution, careless owners could easily spin the powerplant to the point of destruction.
Identical engines powered Kawasaki road race machines to a 1-2 victory in the 125-cc race at Daytona. It is also used on the SS 1 20, a roadster version of the TR that is delivered with street tires, a dual seat, and slightly higher overall gearing than the TR’s road sprocket allows. The TR costs $430, the SS $399. These prices represent top value for two well-made fun bikes.
