BAVARIAN ROAD TEST #3; ZUNDAPP FOUR-CYLINDER

I can't say definitively that there are no 4-cylinder Zundapps in the US, but there can't be many. They were produced for a very short period, in small numbers, just before the War, as the once-great marque's flagship model. In common with BMW and DKW, pressed-steel frames were all the rage in Germany in the 1930's, although each of these manufacturers had finished their fling with the material by the end of the decade, BMW abandoning ship first. The advantage of the flat steel frame is the ability to mass-produce the components parts very cheaply, once the initial set-up is considered for the dies and bucks and special presses. It's basically automotive technology, and as these factories (especially DKW) were churning out huge numbers of motorcycles in this period, reducing the amount of specialist handwork required to assemble a motorcycle was an attractive proposition. Motorcycling is a brutal business, and the large companies which have survived all managed to reduce the amount of skilled labor necessary to make their products (see my review of 'Japan's Motorcycle Wars').

A by-product of this novel approach was a confluence of the inherent aesthetic of flat planes of steel connecting two wheels, and the dominant design movement of the day, Art Deco.

This Zundapp hasn't been consciously styled as a Deco masterpiece, but the period of its manufacture and the clean, rounded lines of the frame and engine covers, place it firmly within the boundaries of the movement; there is no mistaking exactly when this bike was made, unlike a tube-frame motorcycle, which could be from the 30's, or the 50's, with little clue barring the common use of telescopic forks by mid-century.

In its Deco-ness, Zundapp has shown great restraint, only adding curvaceous flourishes to the exhaust heat shield and the tank painting, which both stand out as the finest touches on the machine.

And what a machine, a flat-four, with 800cc sidevalve engine, and the legendary Zundapp all-chain gearbox. The cylinders are fed by a single carb, well hidden under all the smooth aluminum, and a shaft drives the rear wheel. It's not a lightweight, but is meant as a luxury tourer or sidecar tug.

The owner of the machine was in the mood for a long ride, so I followed in the Zundapp behind his Ducati Monster, doing my best to keep up! With four small pots, the bike was a doddle to kick over, and mechanically the engine was very quiet. The exhaust note was a subdued rumble as well, with a hint of sporting pretension. All controls were typical of the period, throttle in the right spot etc, but the gearchange took a bit of getting used to. As you can see in the photos, its basically a truck shifter, with a long rod and ball, and there is no 'gate' for guidance. The shift pattern is similar to a car, with 4 speeds. A big gap between second and third gear meant a bit of revving was necessary on the uphill slow bits, but the bike seemed happy to wind out; surprisingly, it has little grunt at low revs, but prefers a good spin-up before the power is strong enough to conquer the hills of Bavaria. Fourth gear seemed like an overdrive until I was truly able to stretch the machine's legs, at which point it became clear that a fast tour or autobahn cruise was entirely possible.

The handling was secure and un-dramatic, save the times I found the center-stand on corners, which didn't happen too easily; there's reasonable ground clearance, and despite the weight of the package, it was perfectly light to flick around s-bends. Somebody at the factory knew their geometry, and the very low center of the engine mass plus generally narrow profile (no heavy cylinder heads sticking out) makes for a lithe machine.

The downside? Well, the brakes were pretty poor, the front almost nonexistent, which might be endemic, or might be a lining issue. I'm used to riding 20's machines with no stopping power, but they are generally 100lbs lighter than this Teutonic bruiser, and I found myself sailing right past my host, anchors fully out, as he stopped for photos or to inquire as to my happiness.

I'm grateful for the opportunity to ride this and the other two 'Bavarian Road Test' subjects; many thanks!

MV Agusta 250B

MV Agusta 250B, MV Agusta, classic motorcycle
This classic MV Agusta 250 bicilindrica (B) followed the twin ARNO 166, and was followed itself by the 350 bicilindrica. This bike is the sports model, there was also a 250 GT model.

More about this motorcycle [via] classic motorcycle.

New motorcycle and auto website Modifyrod.com

New motorcycle and auto website in thailand Modifyrod.com.

AGV Helmet

AGV Helmet, helmet,


AGV Helmet, helmet































AGV Helmet, Valentino Rossi helmet in Moto GP Valencia 2005.

Motorcycles Modification Contest

Djarum Black Motodify 2009, Indonesian Motorcycles unique and elegant Contest

Motorcycle Pictures of the Week - Georgjean and Jared

Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These are taken from the Moto Pic Gallery. See Georgjean with her 1968 BMW R50/2 US. Also see Jared with his 1978 Honda GL1000 Gold Wing. For details, see Motorcycle Pictures of the Week.

If you'd like to see your bike as Picture of the Week, submit a picture of you and your bike along with a description of the bike.

Honda ICON Pink

Honda ICON Pink Color,thai style modify

Buell Ulysses XB12X

Buell Ulysses XB12X,





















With long-travel suspension, generous 171mm ground clearance, and aggressive Pirelli Scorpion Sync tyres, the Buell Ulysses XB12X can carry its rider over dirt, gravel and other unpaved road surfaces. On smooth pavement, the XB12X is a high-performance sport motorcycle, ready to blitz through the twisties.

Wide Supermoto style handlebars gives the rider extra leverage and control behind wind deflectors and a two-piece windscreen designed to limit buffeting. The broad, torque-laden powerband of the 94-hp Buell Thunderstorm 1203cc V-Twin engine gives the Ulysses the ability to proceed at lower speeds over unpaved roads with less gear shifting, and the power to bomb down paved backroads.

more about buell XB12X [via] buell motorcycle

Oop!!...Kawasaki KSR thai style

Kawasaki KSR thai style

Piaggio MP5 - classic motorcycle

Piaggio MP5 - classic motorcycle, Piaggio MP5, Piaggio, scooter, classic motorcycle





















Before the Vespa, Piaggio had a scooter called "Donald Duck" (MP5), manufactured and tested in several versions. Later the project was shelved, and never went into production.

Honda CBR 150 Thai style Modified

Honda CBR 150 Thai style Modified by teejung

Husaberg FE 650

Husaberg FE 650, Husaberg, supermoto, motorcycle





















Husaberg is a young Swedish company that, according to their website, was founded by "racing freaks". They specialize in supermoto and enduro motorcycles.

Nowadays, Husaberg motorcycles are manufactured in their mother company (KTM) but the development department is still in Sweden.

Husaberg FE 650, Husaberg, supermoto, motorcycle


























Husaberg FE 650 photo taken [via] Paris Motorcycle Show 2007.

Motorcycle Accessories: the Personal Touch

I know you shop around for the best deal. I do, too. Comparing prices for motorcycle accessories is a lot of work. And it's not always an apples-to-apples comparison.

When you're comparing prices and features, can you call the company to ask questions like:

"What is the best way to mount a GPS or iPod on my motorcycle?"
"What can I expect when I decide to add a camera or a cup holder to my ride?"

Are you calling a big chain store that specializes in large lot pricing? Or do you want to talk to a real live person who answers the phone quickly and returns calls right away?

We ride and use our products, so we can help you, whether you ride a Harley or a Honda Gold Wing ... or a Kawasaki Vulcan (like me!) or Suzuki C90. Maybe you're a Valkyrie rider, or you're shopping for your wife, who rides a Yamaha V-Star.

We know that bikers value quality, not just price. We like how our bikes look and we want the best parts and accessories that enhance that look. And the old saying really is true: "you get what you pay for"!!

We try to make it easy to find a high quality, solid, dependable and affordable way to mount GPS, digital camera, video camera, cell phone, PDA, iPhone, iPod, and other hands-free accessories for your cruiser. And we're proud to sell the parts that give riders the best results: high-quality, good looking, sturdy, adjustable and easily mounted and removed.

For more details: www.leadermotorcycle.com

BAVARIAN ROAD TEST #2; THE MAJESTIC

As regular readers of The Vintagent know, I have a 'thing' for unusual bikes, and a special place in my Pantheon for the Majestic motorcycle from France. I've already given several expository posts on the subject (which you can read here), but here in Bavaria, where all motorcycles seem possible to ride, a freshly restored 1929 Majestic with a 500cc ohv Chaise engine was proffered. My visit marked the premier starting event for this bike, and as the film below shows, the mechanicién knew his stuff:

The Majestic is the physical embodiment of the Art Deco aesthetic, a streamlined torpedo which suggests Speed and Modernity, and although it fails to deliver in the former case, it was certainly and extremely forward-thinking design, an attempt at an 'ideal' motorcycle, whose formula has been echoed through the decades by modern factories such as Yamaha and Bimota.

Structurally, the 'New Motorcycle' (as it was called in prototype form) is built similar to an automobile of the era, with 'C' section steel channels forming the chassis in twin, low rails along either side of the power train, atop which is a shapely light-gauge steel body of attractive and curvaceous line. Classic Deco stuff. The engine compartment is covered in a mesh, and the body is louvered along the sides to dispense with heat.

The true innovation comes with the hub-center steering, not unique, nor was Majestic the first two-wheeler to use such, but the execution is modern and works well. Suspension, as on a Morgan car, is via sliding pillars along either side of the front wheel - the rear is rigid. Conventional controls operate the machine, including a hand-shifter, which is a simple rotary device with a knob - no 'gate' for holding the lever in place, just a round boss with Roman numerals indicating the gear (there are III). Steering is via normal handlebar with a push-pull rod connected to the front hub.

So, the important question; what is it like to ride? Sitting astride the machine there is no sense of anything unusual, that one is atop a totally enclosed vehicle with hub-center steering, only the handlebars and extensive (smart too) instrument panel can be seen from the perch. Starting the Chaise engine is a doddle, and a typical 20's bonk emerges from the fishtail muffler. There is valve clatter below the perforated engine covering. So far, so normal.

Moving out, the steering is very light, and has no inertial sluggishness for such a long machine. As the speed rises, one notices a certain pendulum effect at the front wheel, and a light hand is required on the 'bars to prevent a weave. Even with a delicate touch, the front wheel seems, not hunting exactly, but not rail-like in steering - constant minor correction is necessary to keep the plot moving in exactly the right direction. I imagine that a little work perfecting the trail of the steering geometry would cure this minor effect; it's a very small matter for such a radical design, and the road-holding and steering feel true at all times and perfectly stable and safe. As the engine warmed up, I felt completely confident in swift cornering, and was rewarded with a very nice ride with zero drama.

What I wanted, though, was a different engine. The Chaise unit is, I'm sure, perfectly serviceable and totally conventional for the time, but such an innovative motorcycle cries out for a smooth and modern engine, with significant power output. A prototype of a 'New Motorcycle' with a Cleveland four-cylinder engine was shown at the 1928 Paris Motorcycle Show; this would have been a perfect combination of power and engine noise. Unfortunately, the prototype seems to have disappeared, so we'll have to settle for the 'what if'.

Yamaha Fino Vs Honda Wave

Yamaha Fino Vs Honda Wave (Modified)
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