Sports Bikes Archives - Page 6 of 6

Yamaha FZR1000

Genesis is one heck of a tag to give a motorbike. But, that is what the the Yamaha FZR1000 was dubbed, when introduced in ’87. No pressure, then! In the beginning, there had been the FZR1000 race bike. That begat the Genesis roadster … which multiplied in great profusion. The first follow-up model was the Exup – or Exhaust Ultimate Powervalve. By that point, the FZR1000 was already selling in shedloads.

The FZR topped out at a dizzying 168mph. Output was 140bhp. It tipped the scales at a scant 461lb dry. Upside-down forks, on later models, reduced unsprung weight – and thereby improved handling. A 17″ front wheel – and radial tyre – helped raise the roadholding bar. At the back, a rock-solid swingarm pivoted on an aluminium twin-spar Deltabox frame. The engine’s electronic Exup system extended the FZR’s powerband into the middle of the rev range.

The FZR was one sweetly-styled sports bike. The twists and turns of its bodywork went every which way. Rather than being a cause of confusion, though, in the case of the Genesis, it worked. With the FZR1000, then, Yamaha gave a blank sheet to its engineers/designers. They seized the invitation to move motorbikes into new territory!

Douglas Dragonfly

The Douglas Dragonfly broke the motorcycle mould. BMW is now almost synonymous with the flat-twin layout. Other marques, too, though, have used that venerable engine configuration. Not least, Douglas. The firm was based in Bristol, England. Its early models saw the motor fitted inline with the frame. The two pistons went at it hammer and tongs – ‘punching’ fore and aft. The Dragonfly, though, saw them slung transversely across the frame – à la BMW ‘Boxer’. In any case, the Dragonfly made good progress – cruising at around 60mph. Beyond that optimal speed, however, performance tailed off dramatically. Ultimately, that would lead to the Dragonfly’s decline.

Design-wise, the Dragonfly was on solid ground. If anything, slightly too ‘solid’, perhaps. Is it just me. or does the way in which the headlamp nacelle flows into the fuel tank look a bit like the front end of a dragonfly? Certainly, the Earles forks – and robust rear shocks – visually complemented each other. And – above them – the bike’s logo was elegantly scripted. The Dragonfly’s flat-twin powerplant was itself impressively wrought.

In ’23, Douglas won at the TT. It was in the sidecar category. Freddie Dixon did the driving. Again, that historic outfit’s boxer motor was installed inline. The year before, on the Island, a Douglas solo racer had been fitted with a delicate-looking little disc brake. Douglas, then, were innovating – technically and stylistically. And – when it comes to nomenclature – the Douglas Dragonfly must be one of the most poetically titled bikes ever. Buzzin’, basically!

Harley-Davidson Model 9E

Strange to think that the globally renowned brand-name that is Harley-Davidson started life in a small shed in Milwaukee. That was in 1903. After a few faltering start-up steps, the fledgling firm found its feet in ’13. The first Harleys to emerge from the shed – and take to the street – had a single-cylinder engine. The Model 9E, though, came with a 45° V-twin. At that point, not even co-founders William S Harley and the three Davidson brothers, knew just how iconic that engine would turn out to be. Harley-Davidson – along with bourbon whiskey distilleries – was what made Milwaukee famous. The 9E’s 1,000cc motor kicked out 10bhp. That gave a top speed of 60mph. There are modern-day wags, of course, who claim that not a lot has changed!

As a rule, Harley-Davidson is not associated with racing. Since its primary legacy is a long list of laid-back cruisers, that is not surprising. Drag-strips have been more of a Harley domain – where their torque-rich V-twin engines can be given free rein. The firm has long competed at race circuits, too, though. The first Harley-Davidson factory team was formed as far back as ’14. Dubbed the ‘Wrecking Crew’, the équipe battled it out with the likes of Indian, Merkel and Exelsior. Such events garnered Harley much-needed early publicity. They were the perfect showcase for their 8-valve V-twin motorcycles.

By 1919, Harley-Davidson had built 22,000 bikes. Added to that tally were 16,000 sidecars. The big time was beckoning! Henry Ford, however – and his affordable cars – were increasingly a commercial thorn in its side. The Model T, in particular, put paid to many an American motorbike manufacturer. Indeed, Harley’s own sales halved. Milwaukee’s finest, though, would survive Ford’s four-wheeled onslaught. It was fortitude to which millions of bikers would be later indebted. For – while the marque has long had its fair share of detractors – it was Harley-Davidson which really put motorcycling on the map. The marketing map – as well as the geographical one – that is. The Model 9E was an important staging-post. As for that shed in Milwaukee … mighty oaks do indeed from little acorns grow!