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Page 8
Fast,
faster, Hayabusa...
Suzuki’s Hayabusa breaks through the 200 km/h (124 mph)
barrier with less effort than any other sidecar bike. EML was the first to dare
taming the Hayabusa’s 175 hp to pull a third wheel.
Anyone who read the paragraph above just has to be interested
in exactly how fast the Hayabusa really is. Even hard-line solo bike riders
speculate about the potential top end after seeing our EML test rig. While conversation
revolves around image and price, normally the most frequently asked question
about the GSX 1300 R is: “How is it with a side car?”
“Close
to the sound barrier” was our headline two years ago on a test report about
the, at that time, most powerful production bike, a Honda CBR 1100 XX (Motorrad
Gespanne 45/98). Hayabusa has raised the bar for fast bikes once again and
tomorrow even the Kawasaki ZX-12R will be thrown on to the “fastest bike” scrap
heap. Times are changing...
Setting aside these thoughts about speed we are left
with the fact that the Hayabusa has got 11hp more than the CBR 1100 XX. That
raises a question about how the chassis can cope with the extra power. EML offers
this vehicle as a touring rig rather than for racing purposes so does this extra
performance have an effect to the every day riding characteristics?
EML uses the same technical concept for the Hayabusa
as they did for the ZZ-R 1100, CBR 1100 XX, and K 1200 RS. The side car frame
is extended to the bike side to strengthen the original aluminum frame of the
Suzuki. The front wheel is lead by a longitudinal control arm and a single strut.
A linkage guides the swinging suspended wheel. The original rear swing arm is
retained. To compensate for the higher strain, the center strut’s moment arm
is altered. EML calls their patented long transverse link swing arm sidecar
wheel suspension HCAD. This system is meant to avoid diving in left turns.
The
test for stability in operation, a standard test for all innovations, found
that the Hayabusa’s stern was too weak. It might be sufficient for solo riding
but not strong enough to cope with the extra stress created by hauling a chair.
So EML had to improve the rear suspension; that delayed the introduction.
In contrast to the Double X and company, the Hayabusa
was fitted with a 195 rear tire to hold up to an astounding maximum speed of
215 km/h (133.6 mph).
EML uses a pedal driven combined brake system with a
second front brake caliper. A hand
lever operated second brake caliper for the sidecar wheel is optional.
I had great expectations while leaving the factory estate
in the Netherlands (Neede) on the first Hayabusa meant for Stahmer in Northern
Germany. A little twist on the throttle makes the Suzuki launch like a rocket.
Slowly! The Dutch police make you pay a lot for exceeding the speed limit, even
if it’s just by a few km/h. The first open stretch of autobahn shows that the
GSX 1300 R is not only limited by the speed limit but also by the abilities
of the rider. I cannot imagine cranking the throttle to the max during my days
of test riding. While the Double-X and K 1200 RS start to top out around 190
km/h (118 mph), the Hayabusa seems get stronger. Just gorgeous...
You
get used to (almost) everything, and after a few hundred kilometers I learned
to use the quick throttle response and the power offered by the Suzuki. And
that is easy to do since the rig is astonishingly calm in the critical range
above 180 km/h (111 mph). At least that’s the case with a straight road, which
doesn’t overstress the rear suspension the way that right turns on uneven surfaces
does. That’s when the most stress
is laid on the stern.
As it can be said for all super bikes like Honda,
Kawasaki and BMW the Hayabusa is almost faultless when used as touring bike
rather than as extreme sports-bike. This extends to the stability in turns as
well. The EML Speed 2000’s wide track and relatively high weight keep the third
wheel on the ground in right turns and the long side car lead keeps the stern
from lifting in lefts. The rig tends to oversteer when you’re near the limits
due to extra steering lead.
All our test riders complained about the braking qualities.
The combined braking system ought to work more effectively and with greater
stability. EML didn’t use the honest assistance of the hand brake at all. In
comparison to systems by Sauer or Orion, EML is a distant second choice. Lacking
the experience we can’t say anything about the help the second front brake caliper
offers. Anyway, EML should be advised to improve their brakes.
This is especially important for super bikes like the Hayabusa.
The
Suzuki manufacturers took the usual route to build in 175 hp and 138 Nm of torque.
The Hayabusa sports a water-cooled four cylinder with a small crank circle
that allows high revs, accelerating through a double chain-driven camshaft,
cup tappets, and a second air system through a four-in-one system.
Surprisingly, with a compression ration of 11:1, the
1300cc bike consumes low octane fuel. The fuel economy of our test bike ranged
between 8.9 liters minimum and 13 liters maximum (26 mpg minimum and 18 mpg
maximum), which matches the Double-X’s fuel ratings with carburetors.
Using the 195 tires the Hayabusa’s transmission is
relatively tall. To get a hint of the maximum speed, even without passenger,
you have to rev the fourth gear to the limit, so you can get enough momentum
for the fifth gear. The sixth gear is nothing more than an overdrive which is
a desirable feature for a touring bike. In figures, you’ll make 100 km/h (62
mph) at about 3,800 revs, while 200 km/h (124 mph) will need about 7,000 revs.
The tall transmission doesn’t have a negative effect in every-day riding. The
motor revs up easily even in the highest gear.
You have to be careful when launching from a dead
stop, the engine has very little rotating mass (no flywheel effect) so it stalls
easily if you don’t concentrate on carefully balancing throttle and clutch.
Despite brake system, which doubtlessly needs improvement,
EML has achieved their goal and put a Hayabusa based touring rig on the street
for a reasonable price. The Dutch quality product doesn’t have to fear comparison
to other rigs, which are more exclusive and more expensive.
Double X, ZZ-R or K1200 RS owners can rest easy. Though
this “falcon” is faster than the competitors this superiority is only noticeable
beyond the “sonic barrier”.
Ellen Reinke
Z
E U S
Side-Bike will show their first rig with a car motor at the Intermot 2000 in
Munich. Here’s the entire scoop, up to now.
The rig rider’s dream: A vehicle, which has good torque,
adequate maximum speed and (given today’s prices and environmental necessities)
reasonable fuel consumption .
Bike motors don’t meet all of these demands. BMW’s four-valve
flat twin with fuel injection comes close. Following several years of work by
the Swedish company Corda, under control of Klaus Rabe and a project by EML,
who dropped the plan due to of financial concerns, Side-Bike is going to make
this dream come true.
The rig is named Zeus. The French bent a bold tubular
frame around a modern, 2-liter, Peugeot 206 motor. The frame carries the motor,
both driven rear wheels and the front wheel suspension. The appearance of being
a separate bike and sidecar is just a design fake.
There could have been a totally enclosed body around
the frame. The handlebars still guide the front wheel as usual. This project
doesn’t have a steered sidecar wheel. The sidecar drive torque is transmitted
by a chain and sprocket to the wheel to provide the usual sidecar axle lead.
Side-Bike steers the rear wheel to keep up their philosophy of two wheel steering.
Several systems are operated from the handlebars. The
five gears of the Peugeot gearbox are changed from the handlebars using a Tiptronic
shifter. Don’t waste your time looking for a throttle twist grip. The injection
system is operated by a foot pedal, which like the brake pedal is mounted between
the bike and sidecar.
The spacious sidecar body includes two seats. The trunk
has a volume of 400 liters (14 cubic feet!). All seats, including rider and
pillion, are designed to offer comfort. Zeus is not only meant for safe riding
but to provide comfort on long tours. Safety systems in the body include a tubular
frame, safety belts and an optional anti lock system for all three wheels. Of
course there’s a heater and fresh air system for the comfort of the passengers.
Despite
the one-piece construction, this rig is licensed as a bike with sidecar in France,
it qualifies because this de-tuned version comes in under the tight 100-hp restriction.
We don’t know yet in which version of the vehicle will be licensed in Germany
and other countries. The manufacturers’ and importers’ are doing everything
they can to have the rig dealt with as a bike with sidecar.
The Side-Bike Rally on Whitsunday in France was the first
public opportunity to present the chassis and a prototype body. It was obvious
that the show bike wasn’t changed very much from the computer graphics. The
rally also showed that the project was progressing a lot more slowly than planned.
This event had been scheduled as the public presentation of the first
rig ready to ride, not just a prototype. Series production has been delayed
until spring 2001. The Zeus is causing a lot of interest and there are already
30 firm orders.
However, rumor has it that the French guys around Jean-Claude
Perrin will also introduce a challenging project, which is already known to
be a milestone in sidecar technology.
mf
Page 60
Traces
of history
Harley
Davidson VL rig
The
past 70 years left visible traces of use: scratches, dents, and a rusted body.
The color has faded. Nevertheless the rig has a strange attraction. Perhaps
the traces of time are just the thing to tell stories and draw the spectators
to it.
“I
would never restore this rig!” Hans Lak tells me vehemently. ”It’s an original
piece of history.” And the rig is a piece of family history for him. He has
bought it a long time ago, when yuppies didn’t know about Harley Davidson, only
the occasional biker on a Shovelhead with ultra long forks tried to relive “Easy
Rider”,
and no one could understand why anybody was ready to pay for hardware. At that
time people zipped around the corners on a CB 750 or a Z 900 and the whole vintage
bunch amounted to just about 100 people. Japanese model policy was as short-lived
as fashion trends. Who would consider buying an old Harley rig? Today everybody
envies Hans’ decision. He didn’t alter anything about the outside appearance.
He overhauled the engine components once. And that is all that Hans spent on
technical improvements over all these years. The old twin has proved to be always
reliable. As proof, his son uses the kick-starter to bring the Harley motor
to life, without problems even though it had sat for some time without being
used.
“I
use the rig mostly for vintage rallies nowadays. Despite the side car brake,
the brakes are not sufficient for today’s traffic,” says Hans. I ask if he worried
about loosing the floor of his sidecar because it’s covered with rusted spots,
Hans just states: “70 more years have to go by before this thick sheet plate
will fade.” I put my trust in God, sit in the old leather seat and have a ride
around the landscape accompanied by the motor’s music. I’m
rattled and shaken in the sidecar and have difficulties imagining that rigs
like this one were used to cross whole continents or to cruise around the world
at a time when the roads were still crude tracks. Those adventurers have my
respect.
However,
riding around in a historic rig and letting the thoughts flow is just fun.
mf
Page 68
F
l a s h
What
do you think happens if you leave a couple of sidecars, Magnum and a Midget,
alone over night? A new model is created. This marriage of Magnum and Midget,
along with some new elements is called Flash.
Uwe
Schmid isn’t one of those who create conversion sets or new sidecar models every
day. He’d rather work calmly and does maintenance work on his models. But sometimes
he is feeling his oats and has to create a new sidecar. So he started market
research among his customers. Soon it was shown that a symbiosis between Magnum
and Midget was called for in a one-seat sidecar. Now, Schmid’s C chassis with
the swing arm steered above the frame has joined the Midget body and an adapted
Magnum mudguard. Ready!
At
the request of a customer, the first sample was to be fitted to a BMW K 75.
Hans- Eberhard Kruse had heaps of spare parts after having ridden a K 75 throughout
280,000 km (173,983 miles) and had purchased a new frame and an engine from
a salvage bike with about 15,000 km (9,320 miles).
Uwe
Schmid confesses: “A K-bike is not proper motorcycle to me, I don’t like it.
But the customer is always right and so I was left with the task of creating
a rig which was interesting in its riding attributes as well as nice to look
at, from a boring bike.”
The
design of the BMW K models causes split opinions, which are not under discussion
here. However, it’s an undisputed fact that the BMW K models are among the most
frequently converted bikes and are well known among rig riders for their reliability.
The K75, in contrast to its four cylinder brothers, is also known for its low
fuel consumption.
Uwe
Schmid got the auxiliary subframe from Hedingham in England, so he had to change
the connections, which were designed to carry the sidecar on the left. The front
swing arm came from England as well. To suit his philosophy Schmid fitted a
front 16” wheel with bike tires. The rear wheel carries a 165/65x 14 tire.
“We
use smaller wheels to gain more room under the mudguards. We don’t want to waste
space.” states Uwe and shows that the extra room makes it possible for him to
make the rig lower. With the shorter rear strut the vehicle looses ground clearance
but gains riding stability by virtue of the lower center of gravity. The low
sidecar weight and narrow track are no help in keeping the sidecar wheel on
the ground in fast right turns. During the ride Uwe Schmid’s comment gains significance.
Indeed the rig swings around every corner as if there was at least 30 kg (66
lb.) of dead weight in the trunk besides the battery. The sidecar is really
slow to lift its leg. The rider keeps control with a small transfer of weight
to the right and the situation is defused. The K 75 with this sidecar is a lively
vehicle. The water-cooled three cylinder’s 75 hp are not the best on acceleration
but this can be compensated for with the riding abilities of the driver. The
front swing arm steers precisely and the lack of a steering damper makes it
operate so easily it seems to work by telepathic command. Tracks and ruts are
(thanks to the front wheel with a bike tire) no problem at all. You can ride
through deep ruts as often as you like, the chassis will stay calm and the rig
won’t pull to the side. The small handlebars encourage you to take on winding
roads and don’t cause pain in the arms even after longer tours.
Mounting
the front brake calipers on the swing arm shaft is still an item for discussion.
You have to get used to the front end raising under braking, it’s different,
but it doesn’t cause any real problems. Uwe Schmid offers a brake caliper parallel
support, which we would use in any installation.
The
small fairing is made by P+W and offers good wind protection. The lights come
from an Aprilia bike and with the additional high beam in the sidecar they provide
good sight.
The
stern is homemade by the owner and provides (together with the fairing and the
paint job) a sporty design, which is augmented by the aluminum sidecar wheel.
Practical people might prefer the cheaper steel wheel option.
The
BMW K75 saves fuel. The injection system consumes about 6 liters (39 mpg) on
roads and 7.5 liters (31.4 mpg) in riding between 120 and 140 km/h (75 and 87
mph) (after speedometer has pegged). The maximum speed registered with an extra
push bike speedometer is at 168 km/h (104 mph) at 8,000 RPM.
The
new Flash sidecar by Uwe Schmid costs 3,600 $ ($3,240 USD) including a hydraulic
disc brake. Time will tell whether it can be a competitor for the EZS Compact
or The Motek Bobby. The chances are good since this one-seat sidecar offers
a lot of riding fun in a minimal package
mf
Page 72
Michael Schepsky of R.O.S. is gradually becoming “THE”
customizer for rigs. Looking at his current Guzilla project you are bound to
compare him to people like Arlen Ness or Fred Kodlin.
Feasts
of fairing for bikes are normally associated with Harley Davidson. Tons of plastic
hide the bikes and only the occasional bend of an exhaust pipe or glimpse of
engine give a hint that there is something beyond. Michael Schepsky is certainly
influenced by this fashion. Anyway, he hatched the idea for the Guzilla project.
The name Guzilla provides a hint about the direction that the project is going
to go; mighty 17” tires are ready to roll over everything, the large fairing
hides the culprit. No compromise
– no objections. The outcome is what counts – and that makes it worth looking
into.
Above all it has been a challenge for Michael Schepsky.
The first problem was to modify an ordinary Guzzi chassis, basically unaltered
since V 7 Sport, to incorporate “modern” wide tires. And we mean “wide” tires
not just those small 165 ones. His efforts made it possible to use a tire up
to 230 mm wide for both solo and rig riding in the modified frame. As a side
effect the vehicle gained an increase in apparent torque similar to that on
new Guzzi bikes.
With
the construction of a new rear swing arm, including the option to move the struts
to below the gearbox, the center of gravity was lowered. This construction,
using a “Cantilever swing arm”, is comparable to the old one-cylinder Guzzi
models.
Michael Schepsky was keen on using 17 “ tires. He thinks
a Guzzi with 15” or even 14” tires looks like a scooter and doesn’t match the
power of the V twin. This led him to decide on a 205 mm front tire as well.
As a by-product of building the front wheel suspension he gradually found the
shape of the front mudguard. But the front struts didn’t fit in. So he moved
them behind the wheel and ended up with a front cantilever. Now, as the shape
and size of the front mudguard were settled, he had to find a pendant for the
rear wheel. Additionally, he focused on reflecting the shape of the Zoccoletto
in the mudguards and built a rig that maintained the same harmony of line in
sidecar and the bike. He had to face strong objections. His employees, friends
and even relatives advised him not to do so. He stuck to his vision nevertheless.
At
first, the big handlebar was only an exhibition piece. Yet some test rides showed
the advantages in practice. Because of the weight and the width of the handlebar
a steering damper wasn’t necessary. And the rider takes a hold on it so he isn’t
surprised or overstressed by the reactions of the large front wheel.
Michael Schepsky’s creation will divide the Guzzi crowd
in two. One group will turn away disgusted prefering the traditional Guzzi style,
while the other will confess that they are Guzilla fans.
mf
What’s
up, Watsonian-Squire?
The
world’s eldest sidecar manufacturer has persevered through World War I and II
and survived the time of the “economic miracle” when no one, save a few enthusiasts,
was ready to ride rigs at all. At the end of
the 90s the company struggled into the new millennium by merging with
Squire. Modern designs were meant to breathe some life into the firm. Yet there
was nothing new in England.
It
hasn’t even been 10 years since the good times when the German Watsonian importer
Peter Lohré sold a Suzuki LS 650 rig for 5,500 $ ($4,950 USD). Watsonian had
found a committed importer in Peter Lohré who successfully implemented his plans,
the LS rig is just one example. Germany soon became the most important export
market for the English company. Together Watsonian and Lohré developed new models
like the GP Classic and the GP Maxi. Good sales figures weren’t enough to cover
up the fact that all the new sidecars were based on models that went back to
the 50s. The program lacked a modern sidecar that matched the fast modern bikes.
Founding GVG at that time seemed to be Watsonian’s ideal springboard into the
third millennium. Utilizing task sharing, some of the of bodies and sidecars
were produced in England, among them the SHOO and RX 4. A design student worked
for several months for Watsonian to alter the SHOO’s shape. Bearing the name
Carlo it was sent off to conquer the German market. The RX 4 on the other hand
was constructed by EZS according to the instructions of the inventor Albert
Engbers. The RX 4 became a success while the SHOO was virtually stillborn because
of quality and production problems. With the dissolution of GVG, Watsonian lost
a very attractive partner. Unfavorable exchange rates made the English products
more and more expensive for the German market. The English company didn’t maintain
component manufacturing in their own factory, but outsourced more and more of
the production.
When Watsonian merged with Squire the management changed.
Peter Rivers Fletcher and Mike Rahauge came into charge. They were not as tradition
conscious as the old Watsonian leaders some of whom had worked for Watsonian
since their youth and had experienced all the ups and downs. The new men were
looking for new playgrounds and saw the scooter boom coming just in time. They
became the English importers for Malaguti scooters in 1994. The sidecar market
was virtually abandoned. Sales figures slumped especially in Germany. High exchange
rates and low unit volumes drove the prices higher. Watsonian sidecars, an unchallenged
price leader about 10 years ago, have reached a price point that can easily
be met by German and Dutch manufacturers. The strongest competitors at this
sector are the EZS Compact, Jewell Junior and the Motek Bobby.
Watsonian isn’t facing good times in other export countries
either. It is unknown whether the new two cylinder Triumph, which is due to
be presented at the Intermot in Munich, will bring a change in Watsonian’s fortunes.
It may be a chance to offer a new sidecar that combines modern technology and
a classical design and to leverage it to revive “Made in England”.
Martin Franitza
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