DRAGBIKE.COM, Headlining News From The Motorcycle Drag Racing World

24 Май 2015 | Author: | Комментарии к записи DRAGBIKE.COM, Headlining News From The Motorcycle Drag Racing World отключены
Kawasaki Square Four 2 Stroke Prototype


thirty years ago, the economy experienced a period of high economic growth the mid-1950s until the mid-1960s. grabbed this opportunity both hands and the company’s of motorbikes surged in response. some time around the the 1960s marked the start of the era.

Kawasaki rode the generated by what later to be called the Izanagi Boom in September 1966, the company announced its W1, a motorcycle with a of 650cc — at the time of its this was the largest displacement on the Japanese market. In August the A1, more commonly known as the took center stage this was a high performance with approximately 80ps per It was quickly followed by a larger model, the A7.

This was undoubtedly the era Kawasaki laid the foundations for its success.

Kawasaki, however, was not the manufacturer that had the presence to advantage of those economic years. Honda launched its during the same time and its T500. Both these proved to be very popular enthusiasts overseas.

At the time, the riding public keenly larger bore machines higher horsepower and higher top and each company vied to what the market wanted. In the US America was the world’s biggest market — riders particularly insistent on these new Unfortunately, when these reached the desks of the manufacturers in Japan, they usually accompanied by calls for lower

Obviously this was not going to be for the Japanese bike manufacturers.

response was to put together a top secret referred to as the N100 Plan. got under way in earnest in July with the eventual target a set of specifications that were short of spectacular for the period: an capacity of 500cc, 60ps (equivalent to a per liter horsepower of and a 0-400m standing start of 13 seconds.

Kawasaki considered two different to the construction of what would the most powerful production engine for its day. The first was the tried and trued route of the bore of an existing engine this would, at least, the company of the increased power they were after.

For application, Kawasaki looked at the bore of the successful A7 to obtain an two-… parallel Twin rotary-disc valve engine a displacement of 500cc. The second involved the development of a revolutionary new layout, which went against the conventional wisdom of the In creating the fastest bike in the the engineers would have to all the technical manuals, building a parallel or L design air cooled three cylinder engine.

In any both twin cylinder and cylinder engines were alongside each other. The crucial problem in the development of the cylinder model was to decide to go for a parallel in-line layout or a new L cylinder layout. With in mind, Kawasaki began by with the most troubling of the three cylinder engine: How to cool the second or middle

In order to test the cooling of both engine layouts, the technical team prepared a of each engine which then took to the laboratories of the of Engineering at Osaka University. conducting a battery of tests and the data on the heating and cooling of the engine itself, the information was to evaluate everything from the length of the cooling fins to the cylinder pitch. The results of tests led to the conclusion that efficiency would not be significantly by arranging the cylinders in parallel and the finally opted for the in-line layout.

At the same time that the cylinder engine layout was consideration, Kawasaki also ahead with the development and of its two-… twin cylinder disc valve engine. The test results pointed to a promising outcome. However, the layout of the three cylinder had been decided, the technical applied themselves wholeheartedly to of the two-… three cylinder valve engine that was to become legendary.

Their culminated in the successful launch in 1967 of the H1: a 60ps / 7,500rpm, per liter engine.

Two different were thus developed by side but, in the final the company opted to go with the new feel and stunning design of the cylinder piston valve

The technical team’s most problem for mass production of monster engine was how to prevent the from fouling at low speeds. The Kawasaki Integrated Powervalve (KIPS) — the internal management system that is place today — was at time yet to be invented and, in the of this kind of exhaust device, it was difficult to obtain combustion at all engine speeds.

The Kawasaki technical team to this challenge by borrowing existing 2-… racing

Cutting edge CDI (Capacitor Ignition) technology from the KR-3 works racer a water cooled two cycle cylinder V-type 125cc), was for the H1. This ignition system by first boosting an initial 12V to 400V. Next, it boosted the to about 25,000 to 30,000V by of a thyristor-based switching system. The spark that resulted the way for a quantum leap in combustion

The introduction of CDI also made it to utilize the high performance capability of the surface gap spark which in turn reduced the of unburned fuel mixture in the

In this way, with the of the latest technology of the day and some of the and know-how the company had built up in the of famous models such as the A1, A7 and the technical team was able to an engine which gave almost everything they hoping for in terms of speed.

At the time, however, this was not the challenge the technical team had to The massive horsepower developed by the new would clearly have to be by the frame — horsepower that proved to be too much for the A1 or A7 frames. The upper rail of todayUs double cradle normally consist of twin or top tubes.

At the time, however, pipe backbone construction was the and 60ps was almost too much for it to

After much research, the design team finally up with a solution which was to run frame rails from the head back to the seat and to reinforce them at three points. The suspension was another in which exhaustive research had to be out. Taking their from the front fork in Italy by Ceriani, the team the first inner spring front fork to be incorporated a large displacement Japanese

At the same time, the team opted for a rear suspension a three-position spring preload shock absorber.

With resolve and complete faith in research, the technical team one obstacle after another finally they reached the of test driving a prototype.

their long struggle to the position of developing the fastest in the world, the technical team with satisfaction as their model broke the 190 km/h with ease. While could be forgiven for thinking victory was within their it was only now that the problem was to give the technical team biggest challenge of all first — running a bike at speeds of 190 km/h plus stripped the tread from the

To develop a tire that stand up to continuous ultra speed running, the technical got together with Dunlop to the revolutionary K77. This was more akin to a racing than an ordinary street in that they abandoned the rayon cord in favor of cord. After development of new tire, test runs restarted and final development of the new proceeded on time.

With the of the basic engine and chassis specifications well under the company’s design team turning its thoughts toward styling which would suit what would be hailed as the world’s fastest

The sculpted eguri gas tank — one of the characteristic design of the MACH III — was part of an design scheme worked out in the US side except for the asymmetrical of the three exhaust pipes, by the factory design team. the unusual layout for the exhaust directly in the face of the opinions of the designers who were adamant a symmetrical design would be it was eventually adopted for performance

Finally, approximately 14 months the N100Us initial planning began in July 1967 and applying every last of its available technical know-how, produced the first ever III in September 1968.

From the of production into the early of 1969, Kawasaki busied shipping samples of the new machine to corner of the globe where it was welcomed with praise by all the trade publications and commentators.

the sleek, Luminous whiteness of its accented by dark blue along its tank, shining triple mufflers, and powerful with maximum output of / 7,500rpm and maximum torque of / 7,000rpm. the MACH III captured heart. Not only that retailing at just US$995 at a when the average stateside price for a 750cc machine was US$1,400. the growth of the new machine’s was nothing short of explosive and it a best seller almost

The new Kawasaki in Peacock Gray black stripes went on in the Japanese market in September under the name 500SS III, again with a price tag of just 4298,000.

June 1970 saw the launch of a red bike with white and a few minor changes. This was in September 1971 by the H1A, a model without the sculpted gas tank. In January 1972, the brought out the H1B with battery ignition, disc brakes at the and a front fork like the H2. A damper was also added, and the debuted under the name Color.

The H1D, which out in 1973, had a seat cowl like the H2, the CDI unit was changed to of the H2, and the steering damper and rear air scoop were both Subsequently, the H1E, which was with a new CDI, evolved the H1F with a different color and Eventually, more than units of this model the factory for destinations all over the

It has been almost 30 years Kawasaki first started to its MACH III 500SS, but, after all this time the H1 is much loved and prized by a number of Kawasaki fans the world.

Interesting articles

Other articles of the category "Kawasaki":

Our partners
Follow us
Contact us
Our contacts


Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.