Report From Japan
REPORT FROM JAPAN
JACK YAMAGUCHI
SUZUKI'S NEW GT SERIES
Suzuki has restyled its former T series of 250-, 350and 500-cc sport roadsters under the designation of GT series. All of the new GT models are basically the same as their respective forebears in engine and frame layouts, but they feature some innovations in appearance.
As for the 250 and 350 models, an orthodox type headlamp with a case has been adopted again instead of the former wolf type one for the T series. Both are mounted with a larger restyled fuel tank fitted with a one-touch type cap. Its capacity has been increased to 3.4 gal. from 2.7 gal., but an oil tank carries only 1 qt., less by 0.6 qt.
A side cover and the cylinder head’s fins have also been restyled to give a much more massive outlook to those models. The GT 500 incorporates the same sort of refinements as its smaller brothers.
KAWASAKI MOTOCROSSER?
Kawasaki is ready to challenge the local motocross scene with a brand new prototype which features piston porting instead of a rotary valve. Five-speed box, double-cradle frame and Suzuki 125-like rear fender are in the package.
THIRD GOLDEN ERA
While the extraordinary growth of the Japanese automobile industry is showing every sign of slowing down, motorcycle manufacturers have had a very good year, and 1971 looks even more prosperous. The two-wheeler industry produced 2.948,969 units in 1970, missing a magic three million mark by some 50.000 bikes. Still, this represented a healthy 14.4 percent increase over 1969. Of the total production in 1970, 1.64 million were exported, with the U.S.A. market swallowing the larger bulk.
Another happy omen is that in both the home and overseas markets, customers’ choices are definitely shifting toward bigger, and of course, costlier machines, meaning more profit per unit. Encouraged by the seemingly insatiable demand, the four factories are now heavily investing in production facilities. Yamaha’s new assembly plant in the Iwata factory is near completion. This plant could hike production capability by 50 percent (currently 45,000 units per month). Honda still has the lion’s share; total production in 1970 was 1.8 million, of which 1.1 million were exported.
Many industry observers are calling this the Third Golden Era of the Japanese motorcycle industry. The First Golden Era peaked in 1961 with a total production of 1.8 million, and the Second in 1966 with 2.45 million. Then, the great slump of 1967 hit the industry, which lost some 200,000 units that year. That year marked the emergence of a new class, the 360-ce threeand four-wheelers which grabbed the lucrative utility vehicle market. Of 150 odd factories that have sprung out since 1946, only five have survived to the Third Golden Era (of the five, Bridgestone has abandoned the home market, and concentrates on export).
ELECTRICS ARE COMING
Several electric and electronics makers have been experimenting with electric two wheelers, as well as tricycles and cars. Two such examples are prototypes from Yuasa, a leading battery manufacturer, and Sanyo, an electronics specialist whose rechargeable nickelcadmium cells are universally hailed (brand name “Cadonica”).
Yuasa’s “Gasnon-pet” (very straightforward naming) is a crude, hand-built testbed tor its lead battery (two 40 amp-hour, 12V) and 590 watt motor system. Aiming at a retail price slightly
higher than that of a typical 50-cc bike, Yuasa settled for a very simple speed control device of feeding the motor 1 2V until 10 mph is reached, then switching up to 24V; it will silently reach a maximum speed of 19 mph. A range of 31 miles is claimed using the low gear, or 12V. At full bore, the range halves.
Yuasa’s original plan was to put a refined Gasnon-pet scooter in production in 1971. As pollutant-free and silent as it might have been, its market penetrating ability was somehow doubtful. Enter Honda-san, and the picture changes drastically. Messrs. Honda and Yuasa have agreed to join forces, and the former’s Research and Development Center is now testing a prototype electric motorcycle.
Initially, a Honda-Yuasa will have lead batteries, but the latter is now working on a new natrium-sulphur system, which should considerably reduce the weight of a complete cycle. But have no fear. It is highly unlikely that a Honda-Yuasa electric monster will noiselessly creep up on your 750 and see you off to the next light. The electric theme is reserved for utility type, short haul bikes, rather like the ubiquitous 50.
SEVEN MILLION LITTLE ’UNS
Since 1949, Honda Motor Company has produced over 15 million two wheelers bearing the name of its founder. You may be interested to know that one half of these are those homely “step-through” 50s and larger displacement variants. It must certainly rank as a VW Beetle on two wheels-with a production of over 7,000,000 units in 13 years, sold in 145 countries throughout the world (didn’t know there were so many countries on this planet Earth?).
The original Honda 50 was intended to be a worthy successor to the “Cub” auxiliary bicycle engine, which put Honda-san and his company in money business. It inherited the name of Cub with “Super” added as a prefix, and has been known as such in the home market. For export, however, the name was replaced by a dry 50 designation in deference to a British specimen.
An interesting and highly plausible legend was recorded in the history of the Super Cub. In a preview of the little bike to a group of influential financiers and industrial bigshots, Mr. Honda personally demonstrated the performance and agility of his new baby. Catching the sight of a prominent banker whose bank was sinking a considerable sum of yen in Honda, he cheerfully called out, “Honorable Daddy (roughly translated ) look, one hand!” Taken slightly aback, the banker managed to retain his composure and calmly inquired, “What’s so grand about operating the thing with one hand?”
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“Imagine what this could do in motorizing those noodle delivery boys,” snapped back Honda-san.
Up to that time, bowls of noodle soup were delivered to homes by an acrobatic man on a bicycle. Honda saw to it that the 50 could replace a bicycle, thanks to its clutchless gearchange operation. Indeed, it did. Visit any Japanese “Sobaya,” be it of Japanese or Chinese variety, and you will inevitably see a couple of Honda stepthrough’s, complete with ingenious carriers (those true artisans who used to carry bowls in one hand are now almost extinct), who will swiftly carry a couple of bowls (about $1 for two) to your door without a drop of soup spilling.
1 also suspect the Super Cub and its two-cycle imitations were primarily responsible for sending once popular scooters, including Honda’s own ambitious Juno, into oblivion.
The latest Super Cub is available with three sizes of sohc engine in the home market: 49cc, 4.8 bhp; 72cc, 6.2 bhp; and 89cc, 7.5 bhp. Like the German Beetle, numerous improvements and refinements have been carried out on the Super Cub, but it still looks the same without looking outdated.
Fenders are made from newly developed polypropylene, which is flexible enough to withstand hard shocks. The rear carrier is larger, and both brakes are waterproof for safer riding on wet surfaces. All models are available in kick and electric starting types.
MAN POSSESSED
A gleaming white, low sidecar outfit attracted a large crowd on the Kawasaki
stand in last year's Tokyo Motor Show. This prototype was a culmination of one man’s almost frantic devotion to sidecars. He is Masayoshi Ohta, a Tokyo BMW and BSA dealer.
Ohta was hooked on sidecars in the early Sixties, and his original but slightly aged Zundapp Twin outfit soon progressed to the combination, a BMW R60 with German Steib car. He was happy touring in this refined outfit, but soon the racing bug got him. An R69S outfit was extensively modified, and fitted with a rebuilt 700-cc engine scrounged from the defunct racing shop of the BMW importer. The engine was from an ex-Fumio I to solo mount. With this potent outfit, and poor unsuspecting Jack Yamaguchi manning the chair, he embarked onto the Fuji Speedway track. In the first sidecar race in Japan, the Ohta outfit scored a handsome win, though with slight but repairable damage to its passenger in a practice spill. Victory after victory followed. He was so enthused that he had to import an ex-grand prix RS combination from the old world.
Of late, Ohta has been concentrating on developing what he called “GT” sidecars—fast tourers with a contemporary racing car look and wind-cheating ability. He tried this theme first with a BMW R75/5 outfit, and then was commissioned by Kawasaki to build a Mach Ill-based combination.
The Kawasaki frame follows the basic double-cradle layout of the Mach III, but was actually hand-welded together, except for the down tubes, which were sent for from Akashi. Front fork is of the BMW-type Earles variety, with
Mach III rear coil-shock units. Brakes are borrowed from a Kawasaki H1R, and rims are of aluminum alloy, shod with 3.00-16 Dunlop racing rubber. The sidecar is of single-piece fiberglass construction with detachable tubular frame. To lower the overall height. Ohta opted for kneeler configuration, which requires steel knees as well as iron nerves for the driver.
Neither Kawasaki nor Ohta have any plan to put this Gran Turismo sidecar into production. Instead, they jointly offer a more conventional outfit with the \V1 Special 650-cc machine, priced at about SI 800, as delivered in Tokyo.
Suzuki, too, showed interest in sidecars by introducing a T500-based unit with racing car-inspired suspension. The three-wheeler fad may catch on.
MODIFIED SMALL YAMAHAS
Yamaha has recently unveiled modified versions of the Mate (U5 and U7) under the designations of V50 and V70. featuring a lot of technical refinements. Greater emphasis is laid on easier handling and safer riding.
Both are mounted with a two-stroke reed valve engine, instead of the former disc valve one. This has made the size of the power-unit more compact. A seesaw type three-speed gearbox is fitted with a changeover device to a rotary type.
A lower seat, longer wheelbase, less weight and a larger fuel tank are featured. The deluxe type is equipped with a front carrier. The meter panel incorporates an oil lamp. Kick or electric starting systems are available. [Ö]
