European vs. the Big Four; Road Bikes to Superbikes

Just like the 1960’s automotive muscle car era, the motorcycle industry began racing towards superlatives in motorcycle performance in the 1970’s and early 80’s. Initially immune to the government imposed clean air standards that were to hamper horsepower and speed in autos, Japanese and European street bike manufacturers gathered engineering innovations from road racing efforts and plugged them directly into the products being sold to the public. Bred from the Grand Prix circuit, 2 stroke powered bikes from Yamaha, Suzuki, and Kawasaki were frightfully fast, often reaching the magic goal of producing 1 horsepower for every 10 cc of engine displacement. Not to be outdone, Honda channeled success from their 4-, 5-, and 6-cylinder 4 stroke GP machines into 350cc and 400cc production sport bikes. But while Japanese 2 and 4 stroke performance machines found the key to increased horsepower, they tended to lag behind their European brethren in handling and versatility.

The 1970’s saw the British motorcycle industry in disarray as England became paralyzed with labor strife and a stagnant economy. Nevertheless, in 1971 with a full-fledged factory race effort, American racers Dick Mann and Gene Romero would finish first and second on a BSA Rocket 3 and Triumph Trident respectively at the Daytona 200 mile road race. It would be the final race victory at Daytona for an English bike and while Triumph raced with success at the Isle of Man TT until 1975, British bikes were no match for those offered by the Japanese, Italians and Germans. BSA was soon absorbed by Norton/Villiers which subsequently took on Triumph before finally becoming insolvent in 1983.

Meanwhile in Italy, Ducati, Moto Guzzi and MV Agusta continued to refine their high-performance large displacement offerings. Desmodromic valve control developed by Fabio Taglioni was employed in Ducati motorcycles in their 750 and 900cc V twins. Moto Guzzi also used V twin engines but their bikes aligned the cylinders side to side for a shorter engine case and a more compact wheel base. Moto Guzzi’s V7 Sport would evolve into the exotic 850 Lemans production racer. At the same time, MV Agusta, who had won multiple Grand Prix titles in the 350 and 500 class, bulked up their inline 4 cylinder engine to 750cc for a limited production street bike. Not to be left out, German manufacturer BMW refined development of their flat twin engine and added aerodynamic fairings and high compression pistons to the popular R90S race replica.

In 1976, the American Motorcyclist Association created the Superbike Class in their national road racing program giving manufactures a showcase for their 1000cc performance bikes. BMW and Ducati captured early titles in the class, but was soon dominated by the likes of Kawasaki, Suzuki and Honda.

By the end of the 1970’s every Japanese manufacturer was making a sport motorcycle 1000cc’s or larger. Excess was the rule of the day with both Honda and Kawasaki offering 6-cylinder machines of 1000cc and 1300cc’s respectively. Turbo charged engines emerged in factory offerings from each of the big 4 Japanese brands. With increased size came excess weight so while these bikes could produce quarter mile times in the 11 second range, they struggled to handle around corners. It was evident that engine development had eclipsed frame and suspension capabilities and throughout the 1980’s frame geometry and materials continued to improve to match engine output. Builders on the cutting edge of frame design included Italy’s Bimota and Ducati. Single shock absorber rear suspension, lattice steel tube frames, adjustable steering geometry and innovative aerodynamic full body work combined to produce ultra-high performance bikes with the looks and feel of rolling artwork.

As bike performance and handling improved, so did reliability and ease of maintenance. Electric Starters, self-adjusting valves, electronic ignition, water cooling, shaft drive all made it much easier to own and ride a motorcycle for long distances. The term UJM or “Universal Japanese Motorcyle” came became synonymous with any 4 cylinder inline Japanese bike with 4 carburetors and a casual upright seating position with a stepped passenger seat and pull back handlebars. Consumers wanted the look of a custom modified bike without the hassle of fussy mechanicals and electrics. The Big 4 Japanese bike builders were happy to oblige their consumers.

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+ 1970 Harley Davidson Servi-Car

This 1970 Harley Davidson Servi-Car was restored about 30 years ago and is part of the Audrain’s Collection. Originally, the three wheeled Harley was designed as a commercial use vehicle and was in production from 1932 to 1973 making it their longest production Harley.

Workers would use a Servi-Car to deliver produce, beverages and even ice cream! Prior to release, Harley tried to enter the commercial market by creating a Harley truck, but it was unsuccessful. The first engine in the Servi-Car was Harley’s famous 45” flathead which powered the WLA military motorcycle in WW2.
Not all Servi-Cars were used as commercial vehicles such as this model we see here. It was adapted by many police departments to enforce traffic and parking laws. The Newport News Police department in Virginia used this Servi-Car from 1975-1981.

This specific Servi-Car has the throttle on the left side of the motorcycle so the officer would be able to mark the tires of parked vehicles with chalk on the right side. There was an easily accessible aluminum pole that was kept in the deck lid with the chalk on it to mark the tires. Two hours later the officer would return to see if the chalk mark was still there and administer a parking ticket if necessary.

Specifications:

736cc 45° 4-Stroke Air-Cooled V-Twin
3-Speed Gearbox

+ 1975 BMW R90S

The BMW R90S, produced from 1973 to 1976, was BMW’s sports bike and flagship model. Based on the popular R90/6 model, the R90S featured distinctive two-tone paintwork, a bikini-style fairing with clock and voltmeter, and dual 38mm Dell’Orto carburetors. The high-compression motor was rated at an impressive 67bhp. Although in production for only three model years, the R90S is considered the most significant post-war BMW twin. A total of 17,455 machines were produced, before being replaced by the fully faired R100RS in 1977.

By the early 1970s, the Japanese manufacturers were becoming dominant in the superbike market. Machines like the Honda CB750 and the Kawasaki Z1 provided strong competition to the British Norton Commando and Triumph Trident, as well as the Italian Ducati 750SS. BMW realized that they needed to develop a new market niche – for a modern sports-tourer.

Bob Lutz, former GM and Ford executive and now head of BMW’s North American sales, led the R90S project which he believed would save BMW’s failing motorcycle division. Styling was the responsibility of designer Hans Muth. He gave the R90S its distinctive fairing, which included a clock and voltmeter. The unique hand-applied two-tone paint was available in either Daytona Orange or Smoke Silver; it’s said that no two machines are identical.

The R90S was a game-changer when it was released, transforming BMW’s traditional image for high-quality but unexciting motorcycles to a producer of the most sought-after bikes of the era. In 1976 Reg Pridmore helped solidify that image when he won the first-ever AMA Superbike Championship in 1976 on a specially prepared R90S, beating strong competition from Japanese and Italian factory teams.

Specifications:

898cc twin-cylinder
air-cooled OHV motor
67bhp
5-speed transmission
45mpg
125mph top speed

+ 1976 Honda CB400F Super Sport

The Honda CB400F is often considered to be one of the best of the 4-cylinder Hondas of the 1970s. Intended as a European-focused sports-bike, it was an immediate success. This 1976 model is in original, unrestored condition – including the tires - having covered fewer than 750 miles from new.

After introducing the revolutionary four-cylinder CB750 in 1969, Honda tried to expand their market with the similarly designed CB500 Four in 1971 and the CB350 Four in 1972. The CB350F was poorly received and underpowered (Cycle magazine described it as “the answer to a question nobody asked”) and dropped from the range after just two years.

The new CB400F produced 37bhp and with its 6-speed transmission could reach 103mph, according to the UK’s Bike magazine. The dramatic chromed 4-into-1 exhaust system, taped megaphone muffler and slab-sided styling gave the Honda a sporty, caf-racer look. The flat handlebars provided a forward-leaning riding position that encouraged spirited riding. The well-equipped CB400F was a compelling choice compared with its immediate Japanese competitors, the twin-cylinder Yamaha RD350 and the three-cylinder Kawasaki KH400 and Suzuki GT380.

The Honda CB400F was a popular choice for European riders, particularly in the UK where it quickly become the choice of racers and performance-seeking riders with limited budgets. However, in the USA it was not the success Honda anticipated and a revised model was announced in 1977. This too struggled, as experienced US riders considered a 400cc machine to be unsuitable for long-distance riding, and new riders found it too expensive for a ‘learner’ machine. Although more than 105,000 units were sold, Honda ceased production in 1978 and replaced it with the cheaper, more powerful CB400T twin.

Specifications:

408cc four-cylinder
air-cooled OHC motor
6-speed transmission
60mpg
103mph top speed

+ 1976 Yamaha RD400C

With a 20-year history of manufacturing twin cylinder 2 stroke engines, Japanese bike builder Yamaha culminated their design with their “Racing Developed” RD400 motorcycle in 1976. The 400 was an improvement upon their popular 250 and 350cc predecessors by virtue of a longer stroke engine, cast wheels, rear disc brake and a 6-speed gearbox.

Yamaha also updated the engine placement in the frame, placing weight further forward to decrease the bike’s tendency to wheel stand upon acceleration. Even so, it was very easy to raise the front wheel in the first two gears as the two-stroke engine entered its power band. That power was made more useable through an ingenious reed valve fuel air induction system, giving the bike more midrange power and mitigating the amount of unburned fuel during combustion. The alloy cast wheels on the 400 were the first for a street twin and allowed for the use of tubeless tires despite being heavier than similar wire spoke wheels.

The RD400 was blazingly fast compared to similar displacement bikes in its class with ¼ mile times under 13 second and top speeds near 110 mph. Coupled with its low price, it was the perfect entry level production-based road racer. Yamaha drew from their successful racing development in the TD and TZ series factory race bikes to use similar frame geometry and features to make the RD400C a hit on the track as well as the showroom. It wasn’t unusual for a privateer racer to ride their RD to the racetrack, strip off lights, add number plates, race the bike, and return home later in the day riding the same bike, barring incidents, of course.

In the US as clean air standards began to be implemented to reduce motorcycle exhaust emissions, the RD400’s days were numbered. Two stroke engines inherently burned oil as part of the combustion process making it far more challenging to meet stricter emissions laws. Despite updates to the ’79 model that featured improved ignition system and air induction for the exhaust, the RD400 was discontinued in 1980 in favor of cleaner burning 4 stroke models.

Specifications:

Displacement: 398 cc
Horsepower: 40 hp
Dry weight: 346lbs

+ 1979 Honda CBX

10 years after Honda unleashed the first Japanese super bike, the 4 cylinder CB750K, Honda dealers clearly needed an answer to the 1000cc performance machines offered by their competition. Going all in on excess, Honda reached into their racing heritage to produce a 6-cylinder twin cam, 24 valve engine with 6 snarling exhaust pipes.

The massive engine served as a stressed member of a tubular steel frame and sat prominently at the front of the machine. 6 linked constant velocity carburetors completed the power plant. To keep the engine as narrow as possible, Honda moved the engine alternator to a jack shaft located behind and slightly above the crankshaft. Mated to a 5-speed gearbox and chain drive, the CBX turned out 103hp at the rear wheel with a top speed of 140mph.

Despite the exotic engine, the rest of the bike was quite conventional, using twin shock absorbers in the rear and 35mm forks in the front. In 1981 the CBX took on a more sport touring role in the Honda line up with the addition of a sporty full fairing and removable saddle bags that color matched to the paint. The wheelbase grew as well with the twin shocks being replaced by a single Pro Link air assisted shock absorber. The CBX was to last only 4 years on the market in an era where models changed quickly with demand for newer and faster machines.

Specifications:

Engine displacement: 1047cc
Horsepower: 105hp
Dry weight: 544 lbs
Top Speed: 140mph

+ 1983 CX650 Turbo

In 1982 Honda shocked the motorcycling world with the first ever fuel injected factory turbocharged engine in a motorcycle and used the CX500 liquid cooled V twin as the host engine. Only offered in 1983, this well-maintained example of the CX650 Turbo improved on the CX Turbo platform with increased displacement and higher compression ratio to create a true superbike. The 51mm Turbo doubled the horsepower of the staid V2 pushrod engine up to 100hp but the increased power came at the expense of complexity and lots of added weight. Boosting intake pressure to 19 PSI, the turbocharger used 2 stage bearings and spun over 20,000 RPM at full boost. With Honda leading the way, by late 1983 all 4 Japanese motorcycle builders offered a turbocharged bike. Honda also adapted the single shock Pro Link rear suspension and an anti-dive front fork to manage sporty handling but the CX Turbo was never to become a race machine. Unique features such as silver anodized alloy ComStar wheels, computerized fuel management, and a sport touring fairing made the 650 a star of Honda’s performance line up. While Honda offered over 50 different motorcycle models in 1983, with fewer than 2000 650 Turbos built, all which sold only in North America, demand for this model still remains high. Specifications:

Horsepower: 100 hp
Top Speed: 140 mph
Quarter Mile time: 11.9 seconds
Curb weight: 573 lbs

+ 1986 Bimota DB1

This 1986 Bimota DB1 on display here is in its original, unrestored condition. It has a little over 9000 miles and is part of the Nicholson collection and is often ridden in its native Rhode Island. Bimota was founded in 1973, by Valerio Bianchi, Giuseppe, and Massimo Tamburini. Bimota saw success in the 1970s for building custom frames and fairings for preexisting engines. Bimota made motorcycles with Suzuki, Honda and Kawasaki engines in the 1970s, and used Yamaha and Ducati engines in the 1980s. They also created a motorcycle for Lamborghini. In the more recent years, Bimota has made several models with Ducati engines and their most recent model utilizes a Kawasaki H2 engine.

Originally, the DB1 was developed as an external contract for Ducati and was the first Bimota with a Ducati engine, hence the name “DB1”. Ducati and Bimota disagreed on the rights to the motorcycle and Ducati cancelled the project. Bimota was able to convince Ducati to have the rights to the bike if they returned Ducati’s investment and Ducati agreed. This in turn allowed Bimota to produce the bike freely from 1985 to 1990. Throughout its production there were sportier versions produced along with a version for the Japanese market. There were less than 15 DB1s sent to the United States.

The DB1 sparked a long series of Ducati engine Bimotas and cemented the Bimota name as a rare Italian exotic.

Specifications:

748cc Air Cooled Four Stroke Ducati 90° L-Twin
63HP
45 LB-FT

+ 1990 Honda GB 500 Tourist Trophy

The Honda GB500TT featured British inspired styling applied to a modern single cylinder 4 valve overhead cam engine with modern suspension and electricals. Initially introduced in Japan as a 400cc version to meet Japanese licensing standards, the GB500TT or Tourist Trophy featured retro styled wire spoke wheels and a tank and single seat that mirrored the styling of a Velocette Venom or AJS 7R from the late 1950s and 60’s.

Honda utilized their proven 500cc engine with an advanced radial valve combustion chamber (RFVC) cylinder head borrowed from their offroad and dual-purpose bikes. To meet increasing clean air emissions regulations, a separate air pump forced clean air into the exhaust after the valves allowing the bike to be sold in the US. Front suspension features rubber gaiters over the front fork tubes to create a vintage look and had conventional twin rear shocks. The rear passenger seat could be fitted with a plastic cowling to form a racing replica single seat and its low-rise handlebars and higher footpegs encourages a sporty riding position.

A classic black with gold pinstripe paint scheme completes the visual package of a modern motorcycle with an Isle of Man flair. Ironically, Honda never campaigned single cylinder motorcycles in European Roadracing competition and only competed with multi cylinder machines at the classic TT races.

The GB500TT was made for the US only in 1989 and 1990 and only in limited numbers. Its major appeal was to older riders and as a result many surviving examples have been well maintained and carry low mileage.

Specifications:

Engine displacement: 498cc
Horsepower: 33hp
Top Speed: 108mph
Weight: 346 dry weight

+ 1993 Harley-Davidson ‘Hot Rod Magazine 45th Anniversary Special'

This Harley-Davidson was custom built and used for a promotional tour, putting 160 miles on the odometer before being given to Robert E. Petersen owner of Petersen Publishing Company and founder of the Petersen Automotive Museum, by his editorial staff in 1993 for the 45th anniversary of Hot Rod Magazine and the 90th anniversary of Harley Davidson.

Two American legends in the Southern California hot rodding scene, expert builder & painter Bob Abrew of Hayward, CA, and Custom Chrome Inc (CCI), one of the industry’s largest manufacturers and distributors of aftermarket Harley-Davidson parts and accessories. In addition to custom paintwork, the bike is equipped with a wide range of custom performance equipment that gives it excellent acceleration and handling. The EVO engine was modified with a more radical cam, Rev-tech 50mm carburetors and intake manifold. Mounted in a custom frame with custom straight exhaust, it sits low and gives a loud rumble.

The build was documented in dedicated issue of Hot Rod Harleys magazine’s Spring 1994 issue.

The Audrain Collections recently acquired this bike from the Petersen Automotive Museum.

+ 1995 Ducati 916

This 1995 Ducati 916 has a little over 4,500 miles and is on loan from the Nicholson Collection here in Rhode Island. It has a few upgraded parts such as, Marvic magnesium wheels, floating cast iron brake rotors, JHP slip on exhausts, along with a front and rear carbon fiber fender, and a suede seat.

The late 1980s and early 1990s saw Ducati winning many races and championships with the Ducati 851 and 888 motorcycles. Although victorious on the racetrack, Ducati was always faced with the threat of bankruptcy and was bought by Cagiva in 1985. After the reign of victories in World Superbike, Ducati needed a new superbike. Massimo Tamburini, one of the original founders of Bimota, had been working for Ducati and was tasked with designing the 916. Upon release, it was one of the most beautiful superbikes created with its sleek and aerodynamic design, exhausts underneath the seat, and single sided swingarm. It won several motorcycle of the year awards from many prestigious motorcycle magazines.

Ducati made a statement and needed to compete with its more powerful Japanese opponents. The L-Twin motor allowed the 916 to have a more linear torque curve over the Japanese bikes. This showed in racing, where Ducati won the World Superbike Championship with the 916 from 1994-1996, and again in 1998.

The 916 was arguably the brand’s most important motorcycle as it set the standard forward for Ducati superbikes to follow.

Specifications: