Tutu Takes A Ride - Indian Style

By : Steve McLaughlin

My story is simply what happened to me tonight. My life is rewarded in mysterious ways some times. This story is true.

I was unfaithful tonight.

I never knew who she was even afterward. It was a moving experience; I will probably take this feeling with me when I get to the after life. I hope they let us ride our Indian Motorcycles in heaven. I think she hopes so too.

It's Saturday night in Honolulu. Weather stunning as always, getting dark. When it get's dark in Hawaii, it get blue-dark blue-dark. You always say things twice in Hawaiian when it really is something special. It cools a bit in the evenings the air next to the ocean get's thicker and you can feel the Indians engine start to inhale, exhale, start to hum, come to life.

She likes the cold night air. She always runs best alone in the cool Hawaiian night. My bike is a woman. Not my choice I thought an Indian Chief was the epitome of male. She is a beautiful woman with old world feminine and womanly traits. She is 60 years old. Born in 1946, the very first baby boomer. The pride of a nation. At times she's cranky, and hard to get out the door, doesn't like the smell of the new fuel you give her, she can be hard to get started and hard to keep focused until she get's warmed up and hits her stride. Then her head perks up and she shakes her self good and stamps her feet by rattling her chain when I go too slow, wanting to go faster, smoother. She was born to run, it is a crime against nature not to give her the lead and let her stretch out.

When she runs she's hot. Hot to the touch, crackling hot, she hates waiting, dawdling, poking slow. She was made to sing the highway song. Not lope, chug, clutch or brake, but to run, run hard, run without mercy. She likes to win.

Was this the woman I was unfaithful with? No, you’ll meet her in a bit. I have to tell you why I met her and it starts with Sioux. If a woman could be reincarnated as a motorcycle, it would be Sioux. She can't get jealous, but she still has to be handled with firm kindness, or she'll do it her own way. Sometimes she'll surprise you with just how good she is at her own way. You always have to listen and feel for her feedback.

Every motorcycle has their sounds, their exhaust notes, idles and chain noises. Some grind, some potato, some rip through the air. The Harley, the only bike similar to an Indian, not much more than a copy of the great lineage, has its unique sound. They never could get that engine to run quite right with that V angle. It makes a potato-potato-potato sound. After a while people got used to the off tune and it became an icon of American individuality.

The Indian has a heart beat when she idles. Thumpa thump thump thump, thumpa thump thump thump, a perfect slow rhythm, the same one for making love some say. But when she get's her head, she makes "THAT NOISE", that special throaty gulping, more air!, faster, and that brilliant Merlin Rolls-Royce V-12 Mustang Airplane roar, turning fuel into noise to build speed, a sound no other motorcycle or car or airplane can make. It is an Indian coming to its peak of her life-force.

Other motorcycles rip down the highway, whine down the highway, tractor down the highways with ever increasing potatopotatopoto, but the Indian howls like a banshee, a buzz saw of perfect harmonics and motion. Everyone stops to look. Other motorcyclists, police, old ladies and babies, even the jaded punkers. Everyone stops to listen, Everyone can't help but feel that awesome sound they are experiencing whipping past them in elegance and pure raw power and speed.

Nonetheless. Isn't that an interesting word. None the less. I was taking Sioux for a leisurely stroll to the beach. She likes the beach and all the admirers; the thick salty air is her favorite. I had parked her and a thin elegant woman with long perfect white hair was sitting nearby on the curb by herself. No possible way to judge her age - 70-80? Women of Hawaii are beautiful and ageless. Composed, head turned just so. Looking at me and my steel pony with its fringe all around. Waiting for her children and grand children to finish parking and come gather her up.

She smiled. I smiled back. Sometimes they will tell you their Dad or Uncle used to have a motorcycle and how it would scare them. But she didn't. She stood up and walked over to the bike and gently caressed the headlight. Noticing the little Indian headlamp on the fender, "does he light up like they use to?" "Yes", I said. Light fingers trailing the seat and rail, walking around the bike never losing her touch on it, like a masseuse and her patient.

She began to tell me about her life. A young nurse in World War II. Injured in battle and sent home. Worked as a riveter for an airplane factory in California and met a soldier on leave. Indian was allowed to make motorcycles during the war, when no other vehicles were. The Indian was solid, dependable, fairly cheap and didn't use a lot of gas. Uncle Sam knew people had to get around. Her man had an Indian very much like this one.

His time with her was precious, they went everywhere on the Indian. Every place, every when, every big band dance, every movie, every picnic. He even taught her to drive it. The seat on the Chief is just an oversized single. It's called a chummy, and you will be intimate with your partner while there, no matter who sits where, the bike can be driven and someone can be held dearly from front or back. They bonded, loved and he left. He didn't come home. She found another life, had her children and outlived another wonderful man.

But she still missed "him". She missed him on his motorcycle. She missed the panic, and thrill, excitement, the love of it all. Her children stood there semi-patient. Come tutu it's getting dark.

She asked if she could sit on the seat. After that? Hell yes you can sit on the seat. Something made me say something stupid, "do you want to ride?" "Yes", she said in her quiet voice. Daughters and son in laws in a panic. I said "it's getting dark maybe tomorrow when it's nice." "No" she said, "in the evening when it's cool and you can smell the night jasmines and feel the wind on your face."

"Do you remember how?" "I know how to lean, I know how to hang on, I know where to sit." She said "I know how "cozy" it is - with a gleam!" If I wasn't already in love with a wonderful lady, I may have fallen in love with this elegant woman. I still didn't know her name.

I said "you get on first, you remember where your feet go?" She said "all of me sits behind you like a spoon" “how could I forget that?" She got on, her son's helping her and glaring at me. Where are you taking her? Where would you like to go? Its Kailua beach, maybe we could take a slow circle around Lanikai, a few miles and I'll bring you back to here. I am sure we can smell the flowers. Perfect. The family runs for the car. They are not going to let us out of their sight. Tutu still has her power. No one is arguing with her. "I will hold on to you like this" as she put her arms loosely around my waist.

She said "I forgot, you have to kick start the motor cycle. I used to help. I was so thin in those days I could stand on the pedal with both feet and jump up and down on it to start the motorcycle. His leg was injured in the war and it hurt, and I loved doing it. But I don't think I can now." I was in awe.

I have a secret tutu. I have an electric starter for it. She said, it was about time someone thought of that. Sioux chupped to life and settled down to her heartbeat, I got a squeeze and very, very gently off we went. Funny how you can forget how to drive when you have a lovely woman holding you. I nearly stalled it twice, she never said a word.

We made it over the first hill you could still see the ocean, I turned on Sioux's headlight and her Indian Lamp on the fender lit up. Her little white nose out there putting out about as much light as that old headlight I am sure. I found a gear that wasn't too fast or slow, smooth sailing. The squeeze got tighter. No more I hope or I won't be able to breathe.

We stopped a couple of times to let a train of cars by and to look at the flowers and the houses. She didn't say much. As we made the turn at the end of the 2 mile loop, trailing a van of family members that finally put their dims on, she put her head on the back of my shoulder. I could feel her sobbing. I stopped the bike, " are you ok", "yes, I am happy". Another squeeze and I took my cue, come on Sioux let's smell the roses down this part of the road.

"Stop." she said. We stopped - Sioux's heart beating a little bit faster for some reason.

"can we DO "that sound"? I thought for a minute. This woman knows "that sound" doesn’t she? She was not a wall flower, but a wounded veteran and in love. "Yes, we can do that sound, but you know what it takes don't you?" "Yes, I'll hang on very tight, when you lean forward I will lean with you." "Tutu, don't fall off or we'll never hear the end of this." I think this is going to shock all of them anyway. She said firmly "please".

I twisted the timing down into the gutter. The bike would barely idle, that thumpathumpthumpthump became disrhythmic. This is how the engine knows we are going to explode into motion. My heart was pounding I could feel her excitement. I said HANG ON and DON'T LET GO. She laid her head on my back, held me tight and squeezed, her signal. I wrapped the throttle up, timing struggling, thumping, cracking, Sioux shaking to be let loose.

It was a perfect launch. That doesn't always happen with a hand shifter and foot clutch motorcycle.

Wrenched the throttle open, stomped the clutch, twisted the timing, let off brakes. It is poetry - it is a deadly dance if you do it wrong. When you do it right, it doesn't lurch, no spinning wheels now wild weaving, the Indian lives for this moment. Pure raw acceleration produced by a pure raw perfect sound that only GOD and INDIAN can make. It makes the hair on your neck stand up, it sends chills up and down your body, it makes you ALIVE. It is terrifying and it is FAST. Speed most people can't imagine - for a split second time stands completely still.

I am whooping, she is screaming with delight and we move like lightning. The revs peak on the Indians first gear quickly, grab second gear and DO IT AGAIN. More delightful screams. The road is ending we have to haul it down, but why go gently into the night, grab the brakes, hold the front brake like death itself, let the back break loose and skid around. Show off, showing what an Indian can do.

So much laughter. So much panic in the van. Let's get going before they get out and run over here.

Back over the hill and down to the beach park, I feel a gentle loosening of her hold, a sigh and a small relaxed distance from the full body contact we had held all this time. Someone wiping her tears and straightening her hair, getting her face arranged.

We parked, disembarked, she nearly carried away bodily by family. It all came to a stop. She walked back and held me and gave me the Hawaiian heart felt hug and we touched cheeks. Then she tip toed up and kissed me lightly. A touch, a gesture.

And that was that. Grandkids screaming questions with delight, daughters and sons scolding, a smile from the window, and I was alone as I arrived.

I have been faithful and unfaithful in my life. Maybe this time it won't count against me.

Steve McLaughlin
Hawaiian 346

editor's note: Tutu couldn't have picked a safer driver for her memoriable ride. Prof. Sensai Steve McLaughlin is a 7th Degree Black Belt Bushidokan Federation and Author / Instructor HZBK Women's Assault Prevention Course. ###

PS : Many thanks to Mr. Steve McLaughlin to allow me share this article.


Indian 101 Scout Restoration

The Indian 101 Scout was produced from 1928 to 1931, it was ahead of its time, differing from the other bikes of the era. It used front brakes, stiff frames, superior front suspension and low 26 inch (660 mm) seat heights. Despite the short production run and the fact that not many 101 Scouts survived to this day, there’s an online club that has over 400 members. For more information on the Indian 101 Scout club check out their website,they offer help and advice and even collaborate on finding suppliers for spare parts.

 Original Look of Indian Scout 101
Original Look of Indian Scout 101

In 1931, Indian's management decided to rationalize production by designing a new corporate frame that, with some detail variations, would be used across their entire, new-for-1932 model range of Scout, Chief and Four.The economic hardship of the Great Depression forced Indian to discontinue the 101 Scout, since it was as expensive to produce as the 74 cu in (1,210 cc) Chief, and therefore had a small profit margin.The 101's replacement the Standard Scout found enough adherents to keep it in production until 1937, but it was not well received by fans of the 101, who found the larger-framed Standard Scout to be slow and heavy by comparison.

1930 Indian Scout 101 Restored

The 101 Scout was noted for its handling and was popular with racers, hillclimbers, and trick riders. It is still used in wall of death stunt exhibitions.

1931 Indian Scout 101 Restored

Enthusiasts have differing views on the replacement of the 101 Scout. Fans of Indian's technical achievements acclaim the 101 Scout as the pinnacle of Indian technology, while fans of classic Indian styling hail its replacement for bringing classic Chief styling to the Scout line.


Empowers you with Royal Enfield Classic Chrome

Author: wilson Roy

Royal Enfield Classic Chrome is fairly like in its previous story of the Classic 500. With the latest look, this bike has a British fashion of the year 1950, well-proportioned and pleasant-sounding. It has a great compact of diagram appeal due to the make bigger leather seat. The two-wheeler through a retro view is made up of old-fashioned metal. The traditional metal is highlighted with a combined archive of chrome and wealthy paint, which in reality gives a look of the motorcycle in the placement conflict era of the British. It is really imposing in looks, which makes the consumers for purchasing this wonderful bike with retro looks.

The features of an engine of this bike are a great deal higher than the bikes of other product. The stylish slick body graphics of the Royal Enfield Classic Chrome are very attractive. It has 499 cc displacement and 4 stroke. The maximum power of the steam engine is counted to be 27.2 Bhp @ 5250 RPM, while the torque is imaginary to be 41.3 NM @ 4000 RPM. It furthermore has 5 speed gears, which essentially provide fast speed to it. The worth of weary and stroke are 84 and 90 in that order. The grasp of the medium is wet multi plate. There is not carburetor in this reproduction, but the motor authority is about 12 V. The engine cooling system is manner cools it has tubular strengthen of bodywork type.

Picture is courtesy of HelmetStories

This two-wheel offers you a large deal of comfort and expediency level, while you are riding it. You can simply get to identify about the fuel, oil and steering of the bike. There are divide indicators for fuel, oil and sequence in the bike, which helps you to be watchful while riding. Then front deferment is telescopic by means of hydraulic damping. The brakes moreover provide a great deal of security dealings to the riders with disc brakes of 280 mm and beat brakes in the rear end of 152 mm. If you compare the price of this bike with model 500, Royal Enfield bikes price is slightly special from its before version Classic 500.

Royal Enfield Bikes Price has at all times been more than the prices of additional bikes, but this company provides you with a produce which will offer you a feel of the royal family when you are on the roads through it. With no fears this company is forever proving itself to be the master of motorcycle developed for an extended time and that's the rationale this deserves a necessity watch every time you are away for a new bike price. The bike gives a level ride, provides fantastic reassure and is in reality a trivial bike from Enfield. The Royal Enfield bike price is around Rs. 1, 00,000. Do check exposed for more bikes Price greater than the certified and non official websites. Here you can the new and specific facts in on paper format like features, requirement and price which willpower helps you in manufacture the right choice and as well offers you the most successful and beneficial deals.

Article Source

About the Author
Wilson Roy is a well known author and has written articles on Royal Enfield Electra 5 S price, Laptops store, Royal Enfield Classic 350 price in india, online shop and many other subjects.

Classic Motorcycles - The Moto Guzzi S3

In the late 1960s and into the '70s, there was a Japanese motorcycle manufacturer's battle similar to the computer wars of the 1990s, in that the emphasis was on constantly increasing the power. This made for some exciting machines, particularly as the handling aspect came a distant second in their considerations. European manufacturers however, thought differently. The expression "power is nothing without control" was well understood by the likes of Moto Guzzi and their fellow European manufacturers. Whilst they understood power was important and a big selling point for any motorcycle at that time, their priority was in making powerful bikes with "usable" power.

The S3 had a top speed of 125mph and 748cc transverse 90 degree V-twin producing 72bhp. However, more powerful bikes such as Kawasaki's Z1 with a claimed 82bhp was considered no match for the S3 in the real world of twists and turns - in other words, where it mattered. The S3 had a revolutionary braking system. Twin discs on the front and one on the back was nothing new, but their operation was. They were linked. The foot pedal, normally the rear break, operated both the rear brake and one of the front discs, whilst the handlebar lever operated the other front disc.

Combine this with the long, low race developed frame (from the V7Sport) and you had an assured performer that gave the rider confidence in the corners and power with control when needed. There were two main drawbacks for the S3. One was the high foot pegs and clip on handlebars, making the machine difficult to get comfy on for long legged riders.

The second problem was that although the bike handled incredibly well and could show a clean pair of heels to other, more powerful superbikes of the time; it simply lacked the grunt to get it moving. In other words, it was slow from a standing start. However, the "lemon", was going to be arriving in the following year, 1976, and things would change.


Author: puma673

Some Really Classic Motorcycles Made by Harley

Harley Davidson has had over one hundred years of developing motorcycles to help them in continuing to please consumer.
The 1957 Harley-Davidson XL Sportster is among more than one hundred fifty classic motorcycles from around the world that has become a collectible by many avid motorcycle enthusiasts. The 1966 Harley-Davidson Sprint motorcycle was an Italian-American hybrid that filled a gap in Harley's line. Introduced in 1961 as a result of a cooperative venture between Harley-Davidson and Aermacchi of Italy, the Sprint was powered by a 250-cc horizontal four-stroke single.

1957 Harley-Davidson XL Sportster
Despite being decidedly unlike Harley's traditional products of the time, the Sprint was quite popular with buyers. Little had changed by 1966, although styling had become somewhat more modern. Both street and on and off-road Scrambler models were offered by that time, and modified versions enjoyed a fair degree of competition success. Displacement increased to 350 cc for 1969 on the street-going Sprint, which is now called the SS, while the Scrambler version did not get the larger engine until 1972. Both models disappeared after 1974 to be replaced by two-stroke machines, also built by Aermacchi.
The 1948 Harley-Davidson FL is among the many classic motorcycles from America's iconic motorcycle marque, because it was big and brawny, loud and proud, and made Harley-Davidson is America on two wheels. It is no coincidence that the history of Milwaukee-based Harley-Davidson, founded in 1903, parallels that of the 20th Century, the American Century. Racers, cops, soldiers, stars, lawyers, and loners all seem to have found themselves on a Harley by experiencing the magic in these profiles and pictures of very special Harley-Davidson motorcycles.
Harley Davidson began building motorcycles with the 1905 Harley-Davidson, then they followed up with the 1909 Harley-Davidson V-Twin. During the 1910s, Harley Davidson designed four motorcycles, which were the 1912 X8A, 1915 11F, 1916 J, and the 1918 18-J. Then in the 1920s, Harley Davidson only manufactured three motorcycles, which were the 1920 20-J, 1925 JD, and the 1927 BA.

1905 Harley-Davidson
During the 1930s and the 1940s, Harley Davidson continued with their great motorcycles with the introduction of ten fantastic motorcycles. These motorcycles were the 1931 Model D, 1934 VLD, 1936 EL, 1938 UL, 1942 WLA and XA, 1947 Servi-Car, 1948 FL, 1948 S-125, 1948 WL, and the 1949 FL Hydra-Glide. Harley designed nine motorcycles during the 1950s. These motorcycles were the 1951 Police Special, 1952 FL Hydra-Glide, 1954 FL Hydra-Glide, 1955 FL Hydra-Glide, 1956 KHK, 1957 XL Sportster, 1958 FL Duo-Glide, 1959 Police Special, and the 1959 XLCH Sportster.
1977 Harley-Davidson XLCR
During the 1960s, Harley Davidson came out with the 1963 Topper and FL Duo-Glide, 1964 XLCH Sportster, 1965 FL Electra-Glide, 1966 FLH Electra-Glide and Sprint, and the 1967 XLH Sportster. During the 1970s, Harley Davidson developed the the 1971 XLH Sportster and FX Super Glide, 1973 FL Electra-Glide, 1975 XL-1000, XR-750, and the SS-250, 1977 XLCR, 1978 FXS, FLHS Electra-Glide and the XL-1000 Sportster. Since the 1970s, Harley Davidson has developed closed to forty other wonderful additions to the Harley Davidson collection.

Classic Motorcycles - The Ducati 750SS

Rather like fellow Italian motorcycle manufacture Moto Guzzi, Ducati was an exotic, yet unpredictable, marquee in the 1970s. The Ducati 750SS was the first foray into big bore machinery for the company. Opinions vary, some thinking it was a collection parts from the famous Dell'Orto catalogue with glass fibre bits and pieces, (including the fuel tank), others feeling that it was simply an evolution from Ducati's GT.
Really, it wasn't important. Despite the drawing board opinions, when ridden, the SS proved to be a very special sports bike and helped pave the way for the release, and success, of the 900SS some two years later. Both the Honda CB750 and Suzuki GT750 were the two bikes that were in many ways the benchmarks in terms of performance and handling at the time of the release of the SS, and with a top speed of 124mph, the SS could compete on level terms.

However, where it excelled was in the "twisties". Even up against more powerful bikes, when it came to cornering and real life speed, in other words not just straight line performance, the SS would leave them in its wake. It built up a deserved reputation as the best cafe style racer of the day, and the best handling superbike to date.
Typical of Ducati, and a style that remains to this day, were the rear mounted footrests and clip-on handlebars. This put it firmly in the sports bracket, pushing the boundaries of sports bikes at that time, and looked different to anything else on the road at that time. It looked stunning with its race seat and optional handlebar fairing. Riding this machine took guts and an ability to cope with the radical riding position, placing as it did a lot of pressure on the wrists and neck muscles.
Production stopped in 1974. It was sometimes regarded as a piece of exotica and sales were not huge. But this 748cc, V-twin broke a mould in many ways, before Ducati moved on, as the rest of the motorcycle industry, to more cubes and more horsepower.

Harley Davidson Sportster Motorcycle

Author: Martin Davies

Harley Davidson has been considered as the iconic American bile for ages and owning this bike is luxury for some and sheer passion for a lot of others.
Harley Davidson Motor Company based in Milwaukee, Wisconsin in USA is the manufacturer of these fine motorcycles.

The Harley Davidson Sportster Motorcycle happens to be the proud member of the Harley Davidson Motorcycles family and came into existence in the year 1958.

The Sportsters bikes were inaccurately based on the then popular K-model racer. The first ever Harley Davidson Sportster was pretty lightweight, relatively narrow and stripped down and had earned a good amount fanfare among the sports bike enthusiasts.

Many bike lovers believe that the Harley Davidson Sportster gradually evolved to become the Harley's cruiser bike model.

There is a group of people who also like to call this beautiful bike as the semi-sports bike, now that is an interesting way to name a bike!

Today's evolved Sportster resembles the XLCH Sportster bike model that was created in the year 1958 but amusing enough every single part of the Sportster is different when compared to the XLCH Sportster of 1958.

The batteries and battery boxes, engines, carburetors and air cleaners, exhaust, mufflers, brakes and rotors, rotors, cables and charges, gas tank, oil tank, swing arm, rear shocks, wheels, forks, frames, everything is different but surprisingly the resemblance is austere.

One has to bear in mind that Harley Davidson bikes have always been considered as or rather was intended to be the chopper style bikes. In fact it was Harley Davidson bike that has given a rise to the new whole new cult of custom created bikes.

People often find this fact as contradictory but then if you have ever owned a Harley Davidson or have been an avid admirer of any model of Harleys you would know what it means to be believe in evolution but not revolution.
It is this characteristic of the Harley Davidson Sportster Motorcycle that has made the bike what it is today, a truly retro yet state-of-the-art bike till this date.

It is for this fact that the Harley Davidson motorcycle company, which is the oldest motorcycle manufacturing company, has retained its popularity and credibility as the one of the most renowned motorcycle companies in the world.

The Sportster Motorcycle too lives up to the standards set by the earlier models of Harley Davidson's motorcycle company. By this yardstick the Harley Davidson Sportster Motorcycle is a real-time example of the evolving work or let's say a work in progress. Have you ever seen two Sportsters that looked exactly the same?

Believe me one doesn't have to be a Harley Davidson motorcycle fanatic to be able to answer this. Any layman who knows a little bit about Harleys will answer the question. You will never find two Sportsters that look same, it is again for the reason that the like any other Harley Davidson bike, the Harley Davidson Sportster Motorcycle too is full of possibilities when it comes to the additions and modifications.

This is especially true for the basic XLH 883 and XLH 1200 models. The type and number of modifications that you can do to your Harleys Sportster can be limited only by your own creativity and imagination.

Whether it's engine performance, safety accessories, comfort and convenience accessories, appearance accessories, the possibilities are many.

It is the final touches that you give to your Sportster that lends the personality to your Sportster.
No wonder that even today a well-maintained and well-treated Sportster is capable of fetching you a 100% of the original cost price as the resale value.


About the Author
Martin Davies enjoys writing about motorcyles and in particular the Harley Davidson Sportster and often blogs on all topics related with Harley Davidson Motorcycles.

History of BSA Motorcycles

BSA was founded in 1861 in the Gun Quarter, Birmingham, England by fourteen gunsmiths of the Birmingham Small Arms Trade Association, who had together supplied arms to the British government during the Crimean War.

During World War 1, the company returned to arms manufacture and greatly expanded its operations.  At the peak of the war, the Group factories were employing approximately 20000 people.  BSA produced rifles, Lewis guns, shells, motorcycles and other vehicles for the war effort.

After the armistice, it was decided to put the Company’s three main activities under separate management, and so three new subsidiaries were formed, these were BSA Cycles, BSA Guns and BSA Tools.

As well as the Daimler car range, BSA re-entered the car market under their own name in 1921 with a V-twin engined light car followed by four-cylinder models up to 1926 when the name was temporarily dropped.  In 1929 a new range of 3 and 4 wheel cars appeared and production of these continued until 1936.

In 1931 the Lanchester Motor Company was acquired and production of their cars transferred to Daimler's Coventry works.

126,000 BSA M20 motorcycles were supplied to the armed forces, from 1937 (and later until 1950) plus military bicycles including the folding paratrooper bicycle. At the same time, the Daimler concern was producing armoured cars.
    The BSA Group bought Triumph Motorcycles in 1951, making them the largest producer of motorcycles in the world.  The cycle and motor cycle interests of Ariel, Sunbeam and New Hudson were also acquired.  Most of these had belonged to Sangster.

    In 1960 Daimler was sold off to Jaguar.

    The BSA bicycle division, BSA Cycles Ltd., was sold to Raleigh in 1956. Bicycles bearing the BSA name are currently manufactured and distributed within India by TI Cycles of India.

    The final range was just four models: Gold Star 500, 650 Thunderbolt/Lightning and the 750 cc Rocket Three.
      However, the plan involved the axing of some brands, large redundancies and consolidation of production at two sites.  This scheme to rescue and combine Norton, BSA and Triumph failed in the face of worker resistance.  Norton's and BSA's factories were eventually shut down, while Triumph staggered on to fail four years later.

      Out of the ashes of receivership, the NVT Motorcycles Ltd company which owned the rights to the BSA marque, was bought-out by the management and renamed the BSA Company.

      In 1991, the BSA (motorcycle) Company merged with Andover Norton International Ltd., to form a new BSA Group, largely producing spare parts for existing motorcycles.

      In December 1994, BSA Group was taken over by a newly formed BSA Regal Group.  The new company, based in Southampton, has a large spares business and has produced a number of limited-edition, retro-styled motorcycles.

      Kawasaki KZ-200 Series

      1977-78 KZ200-A1

      • Single Over Head
      • Camshaft
      • 5-Speed Return Shift
      • Color
      • Fuel Tank: Cerulean Blue, Garnet Brown
      • Front Fender: Chrome
      • Engine No.: KZ200AE000001-
      • Frame No.: KZ200A-000004 -
      • Parts Catalogue No.: 99997-683 plus 99997-683-01R, (G) 99997-683-50S, (E) 99997-687
      • Owner's Manual No.: 99932-001-00, (E) 99983-052-00
      • Shop Manual No.: 99931-541-00
      • Remarks: Four-stroke, single-cylinder commuter, with mechanical front disc brake, safety side stand, and electric starter. Steering lock is combined with ignition switch.

      1979 KZ200-A2

      • 200 cc
      • Four-stroke, 1 Cylinder
      • Over Head Camshaft
      • 5-Speed, Return Shift
      • Tire Sire
      • Front: 2.75- 18 4PR
      • Rear: 3-25-17 6PR
      • Color
      • Fuel Tank: Metallic Black (except (L)), Firecracker Red
      • Front Fender: Chrome
      • Engine No.: KZ200AE026501~
      • Frame No.: KZ200A-026501~
      • Parts Catalogue No.: (U) 99910-1027-01 plus 99910-1027-50R, -51R
      • (E) 99910-1041-02, (G) 99930-1052-02
      • Service Manual No.:
      • (U) 99924-1009-01,(E)(G) 99931-541-03
      • Owner's Manual No.:
      • (U) 99920-1047-01, (E)(G) 99922-1025-02
      • Remarks: Four-stroke, 1 Cylinder Commuter. Mechanical front disc 'brake, safety side stand, electric starter, steering lock combined with ignition switch.


      1980 KZ200-A3

      • Color
      • Fuel Tank : Firecracker Red , Metallic Black
      • Front Fender: Chrome
      • Engine No.: KZ200AE036501 -
      • Frame No.: KZ200A-036611 -
      • Parts Catalogue No. : Same as KZ200-A2
      • Service Manual No.: 99931-541-03
      • Owner's Manual No.: 99922-1080-02 , (S) 99923-1016-01
      • Major Changes: Automatic chain tensioner, carburetor, fork emblem.


      1981 KZ200-A4

      • Color
      • Fuel Tank: Brilliant Blue, Moon Dust Silver
      • Front Fender: Chrome
      • Engine No.: KZ200AE054201
      • Frame No.: KZ200A-042001
      • Parts Catalogue No.: 99910-1131-01 , (E) Microfiche
      • Service Manual No.: 99931-541-03
      • Owner's Manual No.: 99922-1101-01
      • Major Changes: Transistorized ignition, color & graphic, rear shock absorbers.


      1982 KZ200-A5

      • Four-stroke, 1 Cylinder, Single Over Head Camshaft,
      • 5-Speed, Return Shift
      • Color
      • Fuel Tank: Luminous Passion Red, Galaxy Silver
      • Front Fender: Chrome plated
      • Engine No: KZZOOAE068501 -
      • Frame No: KZZ00A-045804 -
      • Parts Catalogue No: 99910-1731-02
      • Service Manual No: 99931-541-05
      • Owner's Manual No: 99922-1774-01
      • Remarks: Commuter bike. Mechanical front disc brake, rear drum brake, steering lock combined with ignition switch.


      1983-85 KZ200-A6

      • Color
      • Fuel Tank: Galaxy Silver, Luminous Passion Red
      • Front Fender: Chrome plated
      • Engine No: KZ200AE082501 -
      • Frame No: KZ200A-046801 -
      • Parts Catalogue No: 99910-1316-01
      • (UK) 99917-5162-02 (Micro)
      • Service Manual No: Same as 2200-A5
      • Owner's Manual No: 99922-1233-02
      • Changes: Hydraulic front disc brake, Camshaft, balancer mechanism.


      Classic Motorcycles - Kawasaki Z1

      Picture by Japanesse Classic

      The powerhouse of the Japanese motorcycle industry was already starting to dominate the small to mid capacity range by the mid 1960s.

      Despite famously believing that the Japanese would never enter the last area of motorcycle manufacture they did not already almost dominate, the 500cc+ class, the British motorcycle industry suffered a body blow in 1968.

      Triumph had just released their new big bike, the Trident, a 750cc in line triple, which they hoped would open up a new era in motorcycling, moving as it did away from the popular and accepted twins of the day.

      In one sense they were right, bikes were set to get bigger. Where they got it spectacularly wrong however, was in underestimating their Japanese competition, to their supreme cost.
      Indeed, just a few months after the launch of the Trident, in October 1968, Honda launched their CB750 at the Tokyo Motorcycle show.
      To cut a long story short, this absolutely trounced everything else in its class, and is often regarded as the first true superbike.
      But it wasn't just Triumph who suffered. Honda just beat Kawasaki in the race to lead the 750cc class.

      Since early 1967, Kawasaki had been working on a 750cc machine of their own, for a 1968 launch. The launch of the Honda however beat them to the mark, and the Kawasaki was dropped without going into full production. Kawasaki retreated into their lair, bruised, disappointed, but far from broken. They had a plan.
      The CB750 was the bike to beat in the early 1970s, and Kawasaki was absolutely determined not just to beat it, but to outclass it. And they did.

      In fact, what they did was introduce a new class to the general motorcycling public, the 900cc class in the form of its Z1.

      Kawasaki wanted this machine to be perfect from the start. The Honda CB750 had moved bikes away from the "character" of oil leaks and broken seals. Reliability was no longer an afterthought, but a basic entry point.
      Now the goal was added power, performance and handling with everything else as standard. Test riders riding under complete secrecy, rode the bikes flat out until the fuel ran out to check reliability; testing was lengthy and without compromise.

      When the Z1 was launched in late 1972, it was the horsepower and handling that was to capture the bike riding community. 15bhp more than the Honda CB750 at 88bhp, made this machine capable of cruising all day at 90mph, and with a top speed of 130, a revelation for the time.

      This bike not only became the new king, but also gave birth to the "unburstable" label given to this and subsequent Kawasaki engines.

      Binter Merzy Brothers - Another Classic Motorcycle of Kawasaki

      This motorcycle is a Cruiser type from Kawasaki. With big engine capacity about 1300cc.


      The Kawasaki Eliminator is a cruiser-type motorcycle that has been produced in several variants since its introduction in 1985 as the ZL900. Currently billed as a "power cruiser", the first two incarnations of the bike, namely the 1985 and 1986 ZL900 models, were in fact almost street replicas of a drag style bike, featuring shaft drive, very short gearing and forward seating with a handlebar that barely qualified as legal. The motor for both of these machines was in fact the same motor available in the 900cc Ninja of the same year, albeit with slightly different exhaust and intake configurations. These were, and remain, two of the highest performing straight line un-cowled motorcycles to be sold to the public.

      Kawasaki KZ1300

      This bike has six cylinder with 1300cc capacity.

      Kawasaki Z900/Z1

      The Z1 Kawasaki was a motorcycle introduced in 1972 by Kawasaki Heavy Industries. It has been described as the world's first superbike, but that term is probably better applied to Honda's CB750, which introduced the four-cylinder, across the frame, disc-braked layout.

      Kawasaki KZ750 (Twin)

      Produced for model year 1983, the Kawasaki KZ750 L3 was very similar to the 1982 Gpz750. This is the year during which the Gpzs made the jump towards "sportbikes", while the KZ line branched off as "sport cruisers". This model can be distinguished by the three horizontal stripes along the gas tank and tailpiece, orange, red and yellow, and the lack of fairing typical on GPZ bikes of the same era. The Kawasaki inline-four engines are considered very robust and reliable. Therefore, this motorcycle, and others with similar engines, are sought after for their rideability and repairability.