Sachs K-125GS Boondocker Enduro: 1968-1971 Rider Magazine

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Ducati 125 Enduro

Retrospective: Sachs K-125GS Enduro: 1968-1971


February 25, 2008

(This article was published in the February issue of Rider .)

STORY by SALVADORI • photography BY Gary

The Europeans took off-road very seriously in the 1960s, events like the International Six Day

The nice thing about the and similar events was that a could compete, as expenses by racing standards, minimal. And the Sachs 125 came along in here was a ready-made, competitive available for $600.

With riding the motorcycle was secondary to the in terms of winning, and the key aspects handling and reliability, which the offered in spades. The developers not interested in styling and looks, but with every nut, and frame weld designed to the competent rider come out of the mud hole ahead of the pack.

was nothing extraordinary about the motor—a perfectly square, x 54mm, 123cc piston-port that—using a 9:1 compression ratio—was at 12.5 horses at 7,300 The cylinder head had lovely finning. The Sachs did not have one of fancy oil-injection systems were mandatory on the Japanese preferring to stick with the method of mixing gas and oil together at a ratio in a 2.6-gallon tank, into the combustion chamber a 24mm Bing carburetor. a gift to be simple, less to go etc.

1970 K-125GS Boondocker

The air filtration system showed minds at work. Under the was a big airbox, the top secured by a large nut, and inside a modern filter wi­th a paper The box’s design was intended to water and mud out. In order to get the air to the carburetor in the most direct possible, the engineers actually cut in the large tubular backbone and routed the oxygen straight

Very neat, very

A very brief history of is in order. Ernst Sachs making bicycle parts in in Germany, and developed a very business providing hubs, and other bits and pieces to companies that made In 1904 the company got involved in motor­cycles, but soon realized the money was in manufacturing items other motorcycle builders

In the 1930s son Willy took and began producing small motorcycle engines, which he to a variety of companies; in 1938 sold more than a million of its motors.

1970 Boondocker Enduro.

World War II and went, and in the 1950s the demand for was high. In the 1960s several manufacturers merged with notably Hercules and DKW. As an it should be noted that developed the first rotary engine, which appeared in the Hercules W-2000 in 1974. began selling complete in the United States in 1968, the

125 Scrambler (no lights) and Enduro models being the largest. was written on the engine cases, gas and brake hubs, but the little plaque on the steering head “Hercules.”

This unit-construction 125 ran the power through a gear-driven and five-speed transmission, with lever and kickstarter on the left very European. On the early electricity was provided by a Bosch with an energy-transfer system could be used to power the In 1970 a six-volt battery was in order to keep the U.S.

of Transportation happy, as the DOT wanted whether or not the engine was running.

K-125GS Boondocker Enduro.

All sat in a most commendable frame, a big backbone 2.75 inches in making a long curve the steering head down to the of the engine; twin downtubes under and cradled the engine. the cradle was a flat piece of at the front of the engine, which served to protect the cases rock damage, and extended to a plate.

Ducati 125 Enduro

The swingarm pivot was reinforced by the mounting plates and was very By today’s standards the swingarm looked rather lightweight, steel tubing of 1.65-inch —but the wall thickness sufficient strength. The ends of the tubes had been carefully to give more purchase to the

1970 K-125GS Boondocker

A pair of non-adjustable shock with single-rate springs more than adequate at the back. Sachs’ presumption was the Boondocker would be set up for the individual so rather than having the inherent in adjustability, the rider fit new springs if he or she so desired.

At the front was a leading- link fork, referred to as an Earles-type fork. Earles had a good patent on his so he probably got some royalties Sachs. The shocks on the fork had springs, and the system provided feedback to the handlebars.

This was definitely an improvement the more common, and cheaper, forks of the era, which had a tendency to bottom out when into ditches and holes, tossing the rider over the

1970 K-125GS Boondocker

The Magura bars were a expensive touch, and the ball-end and clutch levers were of malleable aluminum which bend rather than should the ground come up fast. The foot levers of the same material, allowing to be bent back to the proper after a fall. A hand-tightened damper was right above the head, useful at speed.

The had that traditional German ignition “key,” making the of electrical connections. The speedo to a rather optimistic 80 mph.

The were an 18-inch in the back, a 3.50 tire, 21 in the front, a 3.00. Single-leading-shoe drum were fore and aft. The was a tight 52 inches, and the wet weight of the Enduro models a miraculous 220 about 25 pounds more the Scrambler version.

When the battery was added in that meant a little weight.

Sometime late in Sachs decided that its should be sold under the DKW and the Sachs enduros and scramblers from the U.S. market.

Ducati 125 Enduro
Ducati 125 Enduro
Ducati 125 Enduro
Ducati 125 Enduro


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