how well do you know your motorcycles

[hell yea]

W2 SS Kawasaki BSA a7 derivitive hears the full history and development of that model http://adagiobyclassicbikes.blogspot.com.au/p/geschichte-von-der-w1-bis-zur-w800.html for thout that carnt translat our read german The history of the W800 - or Kawasaki motorcycle came to :

 

 

Not everything that comes from Japan is really real "Japanese". At the very least the first 650 Kawasaki W1 from the year 1966. Without respect for the British motorcycle architecture of this four-stroke twin is a "nearly" 100 percent copy of the legendary 500cc BSA A7. for the rest of the story read in post below

Edited February 18, 2014 by hell yea

[hell yea]

sumthing diferant there were hundreds of theas sold

[Prairiehammer]

W2 SS Kawasaki BSA a7 derivitive hears the full history and development of that model http://adagiobyclassicbikes.blogspot.com.au/p/geschichte-von-der-w1-bis-zur-w800.html for thout that carnt translat our read german The history of the W800 - or Kawasaki motorcycle came to :

 

 

Not everything that comes from Japan is really real "Japanese". At the very least the first 650 Kawasaki W1 from the year 1966. Without respect for the British motorcycle architecture of this four-stroke twin is a "nearly" 100 percent copy of the legendary 500cc BSA A7.

 

Those who speak of Japanese motorcycles, says Honda, Yamaha, Suzuki or Kawasaki. But this was by no means always so. After the Second World War, Japan was just like Germany in ruins and rebuilding was just in full swing, there were well over 100 motorcycle manufacturers in Nipponland. They had the almost unpronounceable name for us as Asaki, Bridgestone, Cabton, Meihatsu, Marusho, Meguro, Misima, Rikuo, Riruo, Lilac, Fuji and Gasuden to mention only a few. In principle, it allowed the motorcycle fans in the rest of the world be a damn though. They knew the machine neither from the trade press nor of brochures, and to buy it anyway, there was not. On the export of their fire chairs the Japanese producers did not think even now. The first task was to supply the domestic market. The demand was huge. And so the bikes were 125, 250, 350 and 500 cubic in the land of the rising sun. In the mid-fifties was the annual production of about 200,000 units and growing.

What motorcycles however, there were in America, England, Italy or Germany, the Japanese was, however, very well known. But have they were not. Order for the people faithfully products "Made in Japan" bought, the government in Tokyo had issued a tangle of laws, regulations, import duties and strict foreign exchange regulations. This hardly insurmountable import barriers were protection for their own economy. However, with one exception. Needed a domestic manufacturer for "study purposes" of this or that model, the authorities apparatus suddenly developed an amazing activity. Not infrequently, the Ministry relevant competent even took over all the costs for the procurement of the object.

, the most successful man in the Japanese motorcycle industry was Soichiro Honda. With smart mopeds, all anticipate the "Cub", he first conquered the domestic market and later, however, with an extensive model range, the global market. Back in the early 50s took the agile company boss business trips to the U.S. and to Europe. There he organized the best machine tools that were to be had on the market. In these "shopping trips" Soichiro Honda visited the big motorcycle factories in the respective countries and could be explained by the technical refinements to the smallest detail. Was particularly impressed with Honda-san from the NSU factory in Neckarsulm, the NSU team and the high-revving DOHC racing engines of the then world's largest two-wheeler producer ...

 

The second largest Japanese motorcycle manufacturer behind Honda was at this time Meguro. A company that could look back on a long tradition of two-wheeler. Already in the 30's robust and reliable motorcycles produced the work. In the former single-cylinder four-stroke top model closely related to the English 500cc Velocette was unmistakable.

 

Immediately after the war motorcycle production at Meguro was restarted. Striking continued the technical similarities with the bikes from "Good Old England". And so it does not surprise that the new 500-Twin K1 "Stamina", which came to market in late 1959, the BSA A7 was confusingly similar to calculated.

 



 

Meguro K1



 

BSA A7

 

 

And not just visually. Just after the British Motorradbautradition the engine was built. Even the technical data seemed off. The bore was 66 mm and stroke of 72.6 mm, from which yielded 497 cc. The performance was given by the Japanese manufacturer with 33 hp at 6000 rpm and maximum torque of 4.1 mkg at 4000 rpm and the maximum speed 155 km / h. As with the BSA Twin piston in the thick gray cast iron cylinder ran up and down in parallel. The two hanging in the aluminum cylinder head valves were brought via rocker arms, bumpers, short ram and placed behind the cylinder block camshaft to move. The control of the camshaft and the drive for the ignition and the generator was on the right of the engine. Tucked required for this purpose gears and alternator drive chain were behind a polished timing cover. The left engine also adorned with a shiny, primary-aluminum, in which a duplex chain and the multi-plate clutch turned. To reduce the load-change reactions, a spring loaded Knaggendämpfer was installed on the left end of the crankshaft. A dry sump lubrication supplied the engine with the essential oil. The four-speed gearbox, how could it be otherwise, eked out his existence in a separate housing behind the engine block. Required the primary chain a bit more tension, the screw was quickly solved anything and further shifted the switch box a little to the rear.

too, the double loop frame, spring elements, aprons, headlamp bowl, tank shape, seat and spoke wheels with full hub-drum brakes looked so "real English" from than would the "K1" directly from Birmingham. The same also in the operation. For `s start there was only a kick starter. To change gears, the machinist by right foot had to press a rocker switch, the brake pedal for the rear stopper was left. In principle, a cheeky copy. However, no 100 percent. The Meguro technician had the BSA A7 that is not easy plagiarized, but their "K1" very carefully "reconstructed". halves of the housing castings were exactly fitting, so that the motor actually "oil proof" was. Instead the British "mixed storage" ran the three-piece crankshaft bearings in the big ends in needle bearings. For the spark was provided by a 12 volt battery Spulenzündanlage with contact breaker, the lights belonged to the standard equipment. The "revolutionaries" but they were undoubtedly the metric thread and key lengths. For the inspection work needed the specialized workshops do not buy an extra English inch tool. During this time there were in Japan at each corner a motorcycle company. However, many manufacturers only built chassis. The required motor and all other things you purchased materials from suppliers. Others who specialized in the manufacturing of engines.

 

Even with Kawasaki, a powerful industrial group had grown with the production of ships, deep-sea tankers, locomotives and aircraft, there was a division in which they built motorcycle engines. not, however, because at the Kawasaki managers "Motorcycle blood" in the veins float, but as a last resort. After the war, namely, the victorious Allied Powers of the Japanese industry had forbidden to build airplanes. To utilize this spare capacity in the kava plant, the production facilities were quickly converted to the production of two-and four-stroke motorcycle units with 60, 150 and 250 cc. For this new line of business, the company had established in 1952 the subsidiary company Meihatsu. The main customers for installation aggregates were Fuji, IMC and Gasuden. It should not remain exclusively in the construction of engines. Barely two years after the founding of Meihatsu made ​​you a 60 cc scooter. 1954 followed by the first Meihatsu motorcycle with 125 cc two-stroke engine.

however Judging by the activities of the parent company's sales plunged Meihatsu in the annual balance sheet far behind the decimal point on. Peanuts, as we would say today. Kawasaki was already at the time of the very large corporations in Japan in the wider public, the name was hardly known. This Image deficiency wanted to change with a reinforced commitment for two-wheelers. About Bikes spoken and printed motorsport events in the newspapers. As an advertising medium, they were almost ideal. The best example of this was indeed Honda. Everyone on the island of Reich knew this company.

 

In order to shorten the arduous path of many years of development and testing phase, Meihatsu decided, also known as Kawasaki to make the early sixties, with Meguro common cause. In Akashi, the two companies were united under one roof, produced from this time motorcycles from 50 to 500 cc. The top model was said K1, which is now the new type name K2 and the Kawasaki signature was on the tank.

 

 

Meguro K2 (brochure photo)

 



As a special application for the police force, there was first the parallel K1P and then the K2P. Until 1965 series were built in total 3925 machines of the 500 "K", of which 1728 vehicles received the authorities.

Great role model for the local motorcycle manufacturer was Honda. Not only that, Soichiro Honda and down the country on every corner selling his machines, he exported the vehicles in the United States. A market, the future should belong. At Kawasaki we also smelled the business and founded in late 1964 in Los Angeles a Werksniederlassung. A little later a sales office in Chicago. In order to "explore" the American market, the manager of Akashi exported first, the 125cc single-cylinder two-stroke model. With this machine, however, was not an American biker elicit behind the stove. In the land of opportunity, namely, motorcycles were no "bread and butter vehicles," but hobby - fun - recreational or sports equipment. Added to this was the prestige value. Less than 500 cubic nothing worked. High on these English 650 models of BSA and Triumph.

Now, however, Kawasaki Kawasaki would not, you would simply put up with the situation. Something superlatives, Unique and Fancy was needed. A motorcycle, which was stronger, faster and better than the cars of the competition, was needed - an image that Kawa maintains to this day. For this project, the company management needed but to come up with anything new, you just made ​​use of one's own model range. The 500 K2 Motor has been doctored and lifted the vehicle appearance. In order to increase the displacement, technicians from Akashi in the drill and enlarged the cylinder diameter from 66 to 74 mm. With an unchanged stroke of 72.6 mm came to this cure out 624 cc. Also, the cylinder head was put into the mongering. The compression was increased from 8.5 to 8:7 and was able to increase the engine power from 33 to 50 hp.

Visually and in some details, the K2 had to put up with a sweeping blow. A Duplex drum with 200 mm diameter in front, slim chrome fenders, modified front forks with bellows on the stanchions, a new lamp housing with built-in, combined speedometer tachometer instrument as well as a comfortable seat were the big changes. Freshly baked 650s got the name: W1.

 

 

 

 

 

Proud as a peacock presented the company bosses its new top model in October 1965. But Western experts, the smile could hardly resist. The similarity to the BSA A7 was still too obvious. But not only that now had the BSA A7 model long since replaced by the A65 generation with the new engine block. The Kawa was the people but whatever. In 1966, the W1 was only when the Japanese and soon after that on the American dealers in the shop windows. In Japan, it became a hit. There was nothing like it. Who was traveling with the W1, was in the truest sense of the word "King of the Road". The motorcycle was highly regarded, not least because the police did her business trips in the snow white lacquered W1P. Quite different is the situation in the U.S. market. Here the "Copy-Rider" brought to flat feet. The American bikers were awakened enough to let delude no X for a U. Not only that, the 650s Kawa looked like an old English bike, they ran that way. The engine produced strong vibrations, the chassis was tuned rock hard, and in terms of handling the real English machines were noticeably easier to move. On top of that any current BSA or Triumph was faster. But that was not the real decisive for the failure in the States. The demands on a modern bike had changed here radically. The "real men machine" was no longer the rock-hard thunder bolt, which could be put exclusively via Kickstarter in transition and had to be repaired at each corner; What counted recently, was comfort, reliability, silky smooth engine running and lively acceleration. Responsible for this change of mind was the Honda CB 72 and CB 450, as well as the agile 250cc two-cylinder two-stroke bullets from Yamaha and Suzuki. Against these machines had the W1, for all the love for classical music, as a roughneck.

 

Kawasaki recognized the fatal miscalculation of the U.S. market and responded immediately. In the same year the work brought the A1 Samurai, a 31 hp 250cc two-cylinder two-stroke, Various sports-minded bikers people. It was followed by the Avenger 350cc with 42 hp and the end of 1968 the infamous H1 "Mach III" with the 60-hp three-cylinder two-stroke engine. Suddenly the name Kawasaki was on everyone's lips. The young Japanese motorcycle manufacturer was the epitome of agile two-stroke machines. The Samurai Avenger and Mach III were fantastic athletes with which loose any thick slicer was blown. They were bred "racing machines with MOT approval," which exactly fulfilled the dreams at that time motorcyclists ...

But back to the 650s poltergeist. With us, the Hamburg Motorcycle Dealers Detlev Louis was responsible for the import. In 1967, he ordered five machines that could be sold but only with great difficulty. No wonder. Louis wanted for the Nippon-bike have 4830 Mark, but a 650cc BSA Spitfire with rich 55 hp only cost 4650 marks. The Lady German motorcyclists knew exactly what to expect, but from the Kawa they had no clue. There was neither an organized network of dealers more reviews in THE MOTORCYCLE. In Japan, the business with the W1, however, went quite well. Also from Australia wobbled orders. Until the end of 1966 came to learn of the W1 total of 2499 machines at the man.

 

For the next year, she received her first facelift and model name W1SS. The Kawa engineers equipped the cylinder head with two Mikuni carburettors type VM 28, increased the compression ratio of 8.7 to 9:1 and already gave her short exhaust pipes. These measures allowed the engine power of the thunder bolt climb to 53 hp at 7000 rpm. Other features of the new W1SS were a quergesteppte bench and the modified rear fender bracket.

 

During the same period W2SS "Commander" and in 1968 came the W2TT on the market. These machines were so-called export machinery, in which the engine output is also indicated with 53 horsepower. Here the tank was no longer the side chrome, but painted in two colors and with large letters was the company name on the Kawasaki 15 liter fuel drum. In a modern design showed the lamp pot, the two circular instruments, speedometer and tachometer directly above were fixed.

 

The exhaust system of W2TT should appeal to the tastes of U.S. biker. In the beautiful arc the two manifolds ran to the left side of engine, just above the primary box led along, and resulted in a common silencer. This design had apparently abgespickt of the presented in 1967 Honda CL 450 "Scrambler". With the upswept conditioning Honda and now the Kawasaki customers wanted to show that they could drive on the road and off-road with a "scrambler". Today, this "all-rounders" are called Enduro.

To make the name confusion W1, W1SS, W2SS and W2TT complete, followed in 1970 on the W2SS the W1SA "Grand Touring".

 

 

 

W2 SS

 

 

In principle, it was not a new bike, only with some detailed modifications could come up the bike. Performance and chassis data remained unchanged. But the most important change was certainly that the shift lever now sat on the left and the pedal for the rear brake on the right. This change was made ​​possible by a complex compound lever for the gear actuator. What was new was the duplex drum brake with air scoops in the laced front, the indifference pipe between the exhaust manifolds, the tank and speedometer, tachometer, indicator lamps and rear light. On the primary lid was now in uppercase KAWASAKI, the timing cover was decorated with a small Kawasaki logo and a large W. Until 1972 the W1SA was on offer. Despite waning interest in 1972 could just sell 1744 machines, put Kawa for the next year a few more briquettes on it.

From W1SA was the W3 "650 SS". As a final "stage of evolution" in the W-series the bike instruments, fuel tank, front forks received including disc brakes and struts of the Z 900 "Z1".

 

 



 

W3 650 SS



 

 

The makeover seemed to work. Over the next three years, after all, could bring to the man 4430 bikes. The end of 1974 Kawasaki presented the production of W-generation one. A good ten years she was on offer and rolled 26289 times from the production line in Akashi. Apart from the Japanese market, however, it remained largely unknown. Kawasaki became famous by the H1 "Mach III" and Z 900 "Z1".

 

THE Kawasaki W650

 

High in the course were the thick Brummer of Indian, Harley-Davidson, BMW, Triumph, BSA and Norton. Japanese rice cooker had not (yet) nothing to report on the market. Your Moped offering was directed primarily at housewives and students. And so actually, everyone knew what was meant by the Beach Boys sang the catchy "Little Honda". An exception was, however: the Kawasaki W1. A proper bike with 50 hp 650cc four-stroke twin. Unfortunately, a certain similarity to the English BSA A7 was not to be denied. Also no wonder. The W1 was in fact a perfect copy. And it took the U.S. biker Kawasaki damn bad. In the States, the steam hammer got flat feet. The W1 was still for sale hit, but only in their own country. In Japan it was the bike over par. Who drove a W1, was "King of the Road". As the smallest of the Japanese motorcycle manufacturer Kawasaki 1966 had the competitors Honda, Yamaha and Suzuki showed "stronger, faster and better" according to the motto mercilessly, where the hammer hung. This philosophy pays homage to the work up to the present day.

And now, suddenly, the W 650? A machine as in the sixties. Who will understand this. Kawasaki itself in any case best. Already in the late 80's you get a lot of requests namely requesting years, you should place the beautiful old bikes from the past fresh on tape. The first successful response was the Zephyr series, born from the memory of the legendary Z 900 "Z1" of 1972.

 



 

W650 from 1999



 

The second string is now the W 650, thanks to the W1 of 1966 was. However, those who expected warmed technology of that time will be disappointed. The W 650 is around a redesign. With bevel drive for the overhead camshaft, four valves per cylinder, and thus the parallel runners not too vibrates, with balance shaft. In contrast, the appearance is a sensation as before! You need to explain the W 650 no. All technical designs speak for themselves, are manageable, easy to understand. The air-cooled engine with said vertical shaft and kick starter, the solid double-cradle frame, classic wire wheels, with a front disc brake, rear drum brake, a tank like a tank has to be practical and a bench seat for two people. Just a real motor-bike. Much like then, the Triumph Bonneville, BSA Spitfire or Kawasaki W1. Only with the small difference that W 650 is built in 1999. Retro classic is called this bike today, and thus aroused memories of the past with intention. Anyway, all of those who lived through the sixties.

All others who can think now, what was going on at that time, can then chauffeured back to the W 650. And for this the engine is cranked quite cool by Kickstarter, once or twice a given gas until it runs smoothly, then nonchalantly placed the first gear and off you go. Burnouts, wheelies and sensational show deposits leaving the W 650 driver hyper Super Sport Bike Group. Man standing on top of things. The same is true on the go. No one needs you kidding yourself or to prove. Finally, the 50-hp motor is designed so that it has enough "steam from the basement".

Strolling comfortably along in fifth gear is announced. But in a draft can inspire the Twin. The 200-pound machine pulls in every situation vigorously forward.

 

THE Kawasaki W800

 

Author: Marcus Lacroix

 

All very nice retro so until 2006 3 standard came from for the carb-fired W 650 with the introduction of the euro. The four-cylinder Zepyhr series had been buried as early as 2000. Retro fans were and have since been exemplary uses of triumph and over the years the British created to the classic myth, the only arises when one shows perseverance.

successes of others can not look at a typical Japanese probably long and must while walking through's in-house stock of spare parts a the Kawa engineers and product planners finally a few 650 W fragments have fallen into the hand. Ratzfatz were completed and at the Intermot 2010 in Cologne we proudly presented the Kawasaki W 800 A real eye-catcher that, given the other technology-Bolzerei well received by visitors and press.

 



 

W800 from 2011



 

When you first contact the W 800 acts strictly speaking pleasantly petite and she is "only" a 773er. The W 650 put it on the other hand, tight 675 cc. If the two machines side by side, actually fall only details through which they differ. Who is on Blinkiblinki chrome and bright aluminum, the 800 is already visually give preference. Another bench, stylischere instruments, heat protection panels on the exhaust, a few other touches of color - everything is nothing really remarkable. Only the mixture preparation exposes the W 800 at first glance. The Euro 3 emissions regulations met Kawasaki by using an ugly injection. Triumph makes it even hiding this but elegant in pseudo-carburetor bodies.

Joy comes, however, the pressure on the electric starter. The Kickstarter W 650 accounted unfortunately due to the injection electronics. The long-stroke engine just (77 mm bore, 83 mm stroke) jumps to without Chockegefummel and immediately runs around. In any weather and in any environment. This is carbureted engines do not always granted. Interested provoked questions over and over again the perpendicular tube on the right engine. Technology fans have to say anything about a vertical shaft, who immediately classic Jawa, Velocette or Ducati in mind. All others for elucidation: in the pipe passes through a shaft that drives a single overhead camshaft via a 90-degree deflection. Previously attended the "Bevel" for high speed stability, now takes over the job usually a chain or a timing belt. This makes sense the vertical shaft to the rather low rotating Kawa thus not, but it looks great, works well in the long term correctly, such as the W has proved 650, thrilled the fans and harms thus not a unique feature in the sale.

Skinny 48 hp produces the pretty Twin in healthy 6500 U / min. From the paper value should not be deterred, even if the Triumph retros press 20 hp more to the role. Even the W 650 with 50 hp offered their time a little more. In everyday life, the peak power plays a surprisingly small role.

 

Like I said, "be precise" with the description. So which of the above is your answer? Because it ain't fair to "shotgun" it with all the descriptions and all the years.

 

What year and model (precisely) is the pictured bike?

[hell yea]

Because this is not especially difficult, you must be precise in your description:

 

1969 -70 Kawasaki W2 SS

 

Engine Type: 624 cc, air cooled, 2 - cylinders in line, 4-stroke Engine Bore and Stroke: 74 mm x 72.6 mm Valves 2 valves/cylinder Horsepower: 50 hp (37.3 kW) @ 6500 rpm Torque 56 Nm (41.3 ft. lbs) @ 5500 rpm

Transmission type: 4 speed as i said Kawasaki W2 SS the rest was just for interest if any one wonted to read it

Edited February 18, 2014 by hell yea

[hell yea]

sumthing diferant there were hundreds of theas sold

so whats this then ?

[hell yea]

a better look it is a bit of a shocker though

Edited February 18, 2014 by hell yea

[Prairiehammer]

a better look it is a bit of a shocker though

 

1943 FN Socovel, electric scooter from Belgium.

[Prairiehammer]

Around one hundred built.

[hell yea]

the Indian Velo 500. It combined an Italian frame and other components with an engine from the British Velocette factory. And in 1969, he offered the Indian Velo 500 to the public.

The bike was powered by a 499cc, single-cylinder, four-stroke engine that produced an estimated 34 horsepower at 6,200 rpm. It had a four-speed transmission, wet clutch and chain drive. An Amal carb handled the fuel-mixing chores, while the drum brakes were sourced from Grimeca....was verry tricky but the gearbox gave it away

[hell yea]

try this one out

[hell yea]

sorry that was a lawn bike lol couldn't help my self had to share:rotf:

[hell yea]

here is a real one

[Prairiehammer]

Matchless 8hp, 1000cc Motorcycle and Vickers machine gun armed sidecar. Ordered in 1916 by the Russian Government, built in 1917 and were never shipped owing to the revolution, so taken up by the Motor Machine Gun Corps of the British Army instead. It's the only Matchless Motorcycle + Vickers combo left (there are two others - both Clyno's, one at the National Motorcycle Museum and one in storage owned by the Imperial War Museum), and of the three motorcycle machine gun combos left, it's the only one running.http://i282.photobucket.com/albums/kk256/RobLangham/New%20album/a7-2.jpghttp://landships.activeboard.com/mobile.spark?p=topic&topic=49864019

[Prairiehammer]

Not exactly a household name here in the U.S.

[hell yea]

1954 Fanny-B......Francis Barnet my guess is its 172cc but could be a modified 225cc

[hell yea]

hear is sum thing well over the top lol

[Prairiehammer]

1903 Buchet

http://i1125.photobucket.com/albums/l582/rrosco/Buchet_zpsb6baeca1.jpg

[Prairiehammer]

Major manufacturer's one off show bike.

Edited February 19, 2014 by Prairiehammer

[hell yea]

The Yamaha Morpho was designed in 1989 by GK Dynamics.was shown at the tokyo show in 1990 as a conceptual model wasn't easy to find

[hell yea]

???

[Prairiehammer]

???

Horex VR6

http://www.gizmag.com/horex-six-cylinder-supercharged-motorcycle/16584/

[Prairiehammer]

Right back at ya.

[hell yea]

horex 1400 ti... Prototype / concept model made from munch mammut parts with a honda cb750 f1 seat lol tricky

[hell yea]

ok hears a mystery don't know what this is just seas its a prototype hopefully someone will find sum mour info on it looks interesting it seams to have sum bmw parts seat wheels

[hell yea]

but so we don't get bogged down hears a production bike to guess shouldn't be to hard

bo'ness go for anyone that gets the prototype