Motorcycle club

At the beginning of the twentieth century, Springfield Massachusetts saw the birth of a legend in the shape of ‘The Indian Motorcycle Manufacturing Company’; its most famous models being the ‘Scout’ and the ‘Chief’, the latter being in production for an incredible thirty-one years.

The founders of the company, which was originally known as the ‘Hendee Manufacturing Company’, were George M. Hendee and Carl Oscar Hedstrom, a pair of former bicycle racers who joined forces to produce a 1 ¾ horsepower motorcycle. Sales began slowly, but soon increased giving the company a solid platform to build upon. These early bikes were belt-driven and by 1903 were performing well enough to allow Hedstrom to create a new motorcycle speed record of 56mph.

Aurora of Illinois supplied the engine that would power the ‘Diamond framed Single’, which carried the rich red that would become synonymous with Indian. Introduced in 1902, sales rose to 32,000 in 1913. 1907 saw the introduction of a V-twin which, along with Erwin ‘Canonball’ Baker would set many long distance records culminating with a trip from San Diego to New York in a record time of 11 days, 12 hours and ten minutes. As is the case today, competition inspired technical innovation and Indian went from strength to strength, winning the Isle of Man TT race in 1911. Not only that, but Indians finished second and third too.

The Indian Chief and Scout appeared in the early 1920’s and went on to become the flagships of the company. By this time, both Hendee and Hedstrom had left the company. Both bikes won the admiration of the public, not only for their looks, but also for their durability, hence the saying, ‘You can’t wear out an Indian Scout, or its brother the Indian Chief. They are built like rocks to take hard knocks; it’s the Harleys that cause the grief’.

By 1930 Indian had teamed up with ‘Dupont Motors’ who ended the production of Dupont cars to put every ounce of energy and resource into the development of the Indian. Their links with the paint industry saw a dramatic increase in colour choice, with 24 on offer by 1934. This is the time when the distinctive Indian head-dress logo first saw light of day on the tanks of the machines, and it wasn’t long before the Indian factory became known as the ‘Wigwam’.

By 1940, Indian has almost rivalled its major competitor Harley Davidson in sales. The company also produced engineless bicycles, air conditioning equipment, aircraft engines along with many other lines. This year also saw the introduction of the skirted fenders which were to define Indians for years to come. Another innovation that arrived at this time was the sprung frame which made the machine far superior to the Harley of the day. In its basic form, the Chief could reach 86mph, but with a little tuning over 100mph was possible.

Ralph B. Rogers was the leader of a consortium which bought a controlling interest in Indian in 1945, and on November 1^st Dupont officially handed control to Rogers. Unfortunately Rogers discontinued the Scout to concentrate on models such as the 149 Arrow, the Warrior 250 and the Superscout 249. These bikes suffered from poor quality and a lack of development and by 1949 production had almost ground to a halt. In 1953 manufacturer of all Indian’s models was ceased and the import of the ‘Royal Enfield’ from England began. These models were badged and sold as Indians throughout the rest of the decade. Later, the Indian name became the property of a company that imported ‘Matchless’ motorcycles, however the Indian name wasn’t used.

In the 1960’s, one Floyd Clymer began to use the Indian name on imported bikes from Italy, apparently without buying the trademark from the last known owner. When Clymer died in 1970, his widow sold the mark to Los Angeles attorney, Alan Newman who continued to import Italian machines, and later bikes from Taiwan, but by 1975 the company was in trouble and in 1977 was declared bankrupt. A legal battle ensued for the rights of the brand name, and eventually in 1988 the Federal Bankruptcy Court in Denver cleared the way for ‘Gilroy’ to resume the production of Indians. These bikes became known as the ‘Gilroy Indians’. In 2006, a London based company took control and created a new factory in Kings Mountain, North Carolina. Plans are being drawn up to produce a new chief, something we all look forward to.

Maybe the glory days of Indian will return, but we can’t leave off without mentioning Bert Munro from New Zealand, who in the 1960’s, with the aid of a 1920’s Indian Scout created numerous land speed records as seen in the 2005 movie ‘The World’s Fastest Indian

We all know that riding a bike carries a few more risks than sitting behind the wheel of a car, but by applying a few simple strategies, we can reduce that risk significantly. I’m not here to preach; you’re going to do what you want anyway, and so you should. I’d just like you to do it safely.

BE VISIBLE

By wearing bright clothing and a light coloured helmet, the guy who is talking on his cell phone about last night’s game, has a better chance of seeing you. If all car drivers were as vigilant as the average motorcycle rider, we wouldn’t have to take these measures, but their not, and saying sorry just isn’t enough. Always ride with your headlight on.

CRASH HELMET

We’ve already talked about the crash helmet, but it’s such a crucial piece of kit that it deserves another mention. A white or silver helmet is favourite, but there’s another aspect of the lid that’s probably more important; the fit. An ill fitting helmet can cause an accident by distraction. If it’s too small, it’s going to be very uncomfortable, but if it’s too big, you’ll be forever pulling it back down onto your head or adjusting the strap that feels like it’s going to decapitate you, when you should be watching the road.

SPEED

This probably should be number one. Excessive speed causes more motorcycle accidents than anything else. Apart from being downright unsociable, speed can not only be a sure-fire way of losing your licence, it can also empty your bank account, but I suppose having no money doesn’t matter when you’re dead.

YOUR BIKE

Hopefully, your motorcycle will have been maintained to a certain degree, but before you set out on a journey, whether it be long or short, check that your lights are working and the tyre pressures are what they should be. A visual check of the chain (if you have one) is also a good idea. If you’re riding your own bike, you will notice if there are any unusual sounds coming from the machine. If there are, stop and investigate.

CLOTHING

As we said, bright clothing is better, but a yellow pair of shorts isn’t exactly what I was thinking of. Anyone who has slid across the tarmac for more than two feet will tell you that your clothing needs to offer some protection. If you do come off your bike, the first thing you’re going to do is reach out with your hands in order to protect your face, so wear a decent pair of gloves or forfeit your skin.

ALCOHOL AND DRUGS

I shouldn’t really have to include this section, and the people who use the road under the influence of alcohol or drugs aren’t going to listen to anyone anyway, but I’d just like to ask anyone who does, to let me know when they’re going to be out and about, so that I can keep myself and my family off the road. No, no, no.

RIDING AN UNFAMILIAR BIKE

If you’ve just bought a new bike, or you’ve borrowed your mate’s machine, take a little time to familiarise yourself with the handling before you get too carried away. Even bikes of the same make have their own little foibles and need to feel loved.

TIREDNESS

Tiredness is a definite killer, especially on a motorcycle when you need to be on the ball one hundred percent of the time. I know if you’re on a long journey it’s not easy to pull over to the side of the road and have forty winks, but it may be well worth stopping for a coffee.

RIDING WITH A PILLION

Riding with a pillion can turn your beautiful-handling machine into a monster, especially if you’re not used to it. A pillion affects the balance, performance and handling of any bike, so be aware from the outset that there’s someone behind you. Another thing to bear in mind is that your pillion doesn’t need the living daylights scared out of them. Be courteous to your passenger.

ANTICIPATION

One of the most important weapons in your armoury is anticipation. Try to anticipate trouble before it happens. Ride as if you’re invisible and expect cars to pull out in front of you, so that when they do you are mentally prepared and have adopted a good road position and speed to handle it.

If you fancy it, it may be a good idea to attend a training session or two. I know; I’m not your Dad, but I do want you to arrive safely. Safe riding.

James Lansdowne Norton, the father of the company, began the story in 1898 with a factory that made cycle chains in Birmingham, UK, but by 1902 he was importing engines from Switzerland and France to create his own motorcycles, and success followed quickly with a Norton ridden by Rem Fowler winning the twin-cylinder class at the first Isle of Man TT race. This was the start of Norton’s long lasting love affair with racing, which didn’t end until the 1960’s. The prize that everyone coveted was the ‘Isle of Man Senior TT’’; a race that Norton’s went on to win ever year from 1947 to 1954 to add to their ten titles claimed between the wars. Norton built their own side-valve, single engine in 1908, which served them well until the 1950’s.

However, after a solid start, the business saw a downturn and faced extinction, only to be saved by R.T.Shelley & Company who created Norton Motors. James Norton became a director of the company, but sadly died at the young age of 56 in 1925, but not before he saw his motorbikes win the Isle of Man TT Senior and Sidecar categories in 1924. Walter Moore designed the CS1 engine in 1927, but left the company for NSU in 1930, leaving Arthur Carroll to come up with a completely new OHC engine which was to become the bedrock of future OHC and DOHC singles. Norton had been buying Sturmey Archer gearboxes and clutches, but when the company discontinued production in 1934, Norton purchased the design rights and asked Burman, a gearbox manufacturing company, to pick up the reins.

After the Second World War, Norton needed to pick up production, so began introducing more models, with the Norton Dominator 500 appearing in 1949. However, the marque’s mastery in racing was being challenged by AJS (who won the first World Championship) and multi-cylinder Italian models. In that premier World Championship year, Norton only managed fifth place. In 1950, the McCandless brothers of Belfast developed the ‘Featherbed’ frame, which shot Norton back to the top again. The Dominator took on the ‘Featherbed’ frame in 1951 and success on the race track transferred to the public sector, but despite this, Norton found itself in financial difficulties and in 1953 was purchased by Associated Motorcycles, who also owned AJS and Matchless. Sadly the factory in Birmingham closed in 1962 when production was moved to Woolwich in London. A silver lining to this development manifested itself in the shape of a new, better version of the Norton gearbox which was used on all of the larger models under the AMC banner and in 1955, the Dominator 99, powered by a 600cc engine, was added to the catalogue.

By 1960, a new version of the ‘Featherbed’ had arrived on the scene which accommodated shorter riders. The altered upper frame rails made the bike slimmer and reduced the width between the rider’s knees. This frame was to become known as the ‘Slimline’ and the original, the ‘Wideline’. In 1961, a 650cc Manxman was offered to the American market and a year later the Norton 650SS and Atlas 750 were introduced in Britain.

The Japanese invasion in the 1960’s hit Norton, hard, along with the rest of the British motorcycle industry, leading to the failure of AMC in 1966. The fledgling company of ‘Norton-Villiers grew from the ashes, and the famous Commando resulted in 1969, which proved to be the most powerful and best handling British motorcycle of the day. A choice of dual or single carburettors was offered along with the style of choice, including Scrambler, Street Model or a Tourer which was badged as the ‘Interstate’. Electric start became available in 1974, but despite these improvements, the company once again fell into decline and went into liquidation in 1975. In 1972 BSA was also struggling, and in order to secure government help, was forced to merge with Norton-Villiers to form the Norton-Villiers-Triumph company. The ‘Triumph’ name came from BSA’s Triumph subsidiary. Moving of production to BSA’s Smallheath site caused industrial unrest at Triumph’s Coventry factory. The workers at Triumph finally created a co-operative and went on alone. 1974 saw the release of the 828 Roadster, but the company was in dire straits and by 1975 was only producing two models.

The 80’s and 90’s was an unsettled time for the company, with ownership changing hands several times, both in the USA and Britain, but was purchased in 2008 after 15 years of US ownership, by British businessman Stuart Garner, so the marque that carried Che Guevara on his South American adventure lives on.

The other day, I took the chance to watch again that fantastic movie ‘The Great Escape’. As I watched Bud Ekins take the place of Steve McQueen, to jump the wire fence on his Triumph, I began to wonder about the role of the motorcycle during wartime, so I did a little reading and was surprised to find that motorcycles have played a huge part in military history. Being able to go where other vehicles couldn’t, they became the modern day horses, with one great advantage; some bikes, such as the Enfield ‘Flying Flea’ or ‘Airborne’ as it was also known, could be parachuted from an aeroplane along with troops.

Royal Enfield also supplied motorbikes to the British Armed Forces in World War 1, with machine gun-carrying combinations and stretcher-bearing motorcycles being made on demand. The company even won a contract to supply motorbikes to the Russians, and when most able bodied men were at war in Europe, a police force made up of women was issued with 600cc motorcycles.

The Germans weren’t slow in seeing the practicality of using two wheeled transport. BMW motorcycles were to prove invaluable in North Africa during World War 2. Not having a chain that could clog with sand, they were so successful that Harley-Davidson were requested by the US military to copy the machine, which they duly did and produced the Harley-Davidson XA. With the German war machine insatiable for motorcycles, BMW flourished during the war years.

The American Army have been using motorcycles since 1913, with a third of all Harley-Davidson machines being produced for the military in 1917. In the Second World War the company produced 30,000 bikes for the Russians and also built machines for the Canadians. A total of 90,000 motorcycles were produced during the conflict. The Indian Motorcycle Company also produced machines such as the ‘Scout’ and ‘Chief’ during the war years, but weren’t able to replace Harley Davidson as the motorcycle of choice.

In Britain, the First World War provided work for the Triumph factory as production was concentrated on the war effort. More than 30,000 motorcycles, including the ‘Model H Roadster’ were turned over to the military. In World War 2, the Triumph factory was laid to waste by German bombs, along with most of Coventry, so production moved to a site near Meriden, also in the West Midlands area of England. Apart from building some 50,000 motorbikes during the war, Triumph also produced aircraft components.

In 1950, the North Koreans, backed by China, were able to deploy a ‘Motorcycle Reconnaissance’ unit equipped with home produced bikes. Vietnam also saw the use of the military motorcycle, with ‘Special Forces’ employing motorbikes during that ill-fated conflict. In 1988, Vietnam Veterans took to the streets of Washington D.C. to create a two-wheeled convoy known as ‘Rolling Thunder’, in order to raise awareness of the suffering of the soldiers who did not return from the war. This has developed into an annual pilgrimage to the ‘Vietnam Veterans Memorial’.

‘Operation Desert Storm’ in 1991 again saw the deployment of motorcycles, and more recently, the manoeuvrability of two-wheeled transport proved invaluable in Afghanistan and Iraq. When the road ends, the motorcycle keeps on going. When the road doesn’t end, the speed of a motorcycle is unchallenged. Accessibility and versatility have been key words associated with the role of military motorcycles since the outset.

Now back to Steve McQueen, who was frowned upon by his bosses at the studio for spilling the beans about his stunt double, during ‘The Johnny Carson Show’. When Johnny congratulated Steve on the motorcycle jump, Steve didn’t hesitate in putting the record straight. It wasn’t that Steve McQueen couldn’t ride a bike, quite the contrary. In the scenes before the jump, he rode his own bike as Virgil Hilts, but the German riders couldn’t keep pace with him, so wearing a German uniform, he took the role of a pursuing German, and through the magic of film editing, chased himself. So the next time you get the chance to see ‘The Great Escape’, look out for Steve McQueen chasing Steve McQueen. The motorcycle chase was actually McQueen’s idea. The original script had Virgil Hilts attempting to escape by train, but when McQueen said to his director ‘Hey John, I’ve got an idea that will put more juice into this’, a small piece of movie and motorcycle history was born.

It was the Treaty of Versailles that changed the face of BMW. Up until the end of World War 1, BMW was a manufacturer of aircraft engines. Its famous blue and white circular badge, which is said to represent aircraft propellers in motion, being a reminder of the company’s past. The fact that the logo actually derives from the colours of the flag of Bavaria, and was used a good 12 years before BMW began to build aircraft engines, has done nothing to interfere with the popular myth.

When the German Air Force was disbanded and outlawed after the war, BMW had to turn its attentions elsewhere to put bread on the table. After briefly flirting with the manufacturer of agricultural machinery and even office furniture, they began building motorcycles. At that time, the chief designer was a man named Max Friz, who was responsible for the famous Boxer engines, the first of which was based on a British Douglas design.

In 1923, the R32 was born, which was to become the basis of future Boxer powered BMW’s. This motorcycle used the shaft drive system which would feature in all BMW motorcycles up until 1994.

BMW motorcycles were to prove invaluable in North Africa during World War 2. Not having a chain that could clog with sand, they were so successful that Harley-Davidson were requested by the US military, to copy the machine, which they duly did and produced the Harley-Davidson XA. With the German war machine insatiable for motorcycles, the company flourished during the war years, but as Germany’s fortunes declined, so did BMW’s. Its Munich factory was razed to the ground by bombing and after the war the Russians dismantled the Eisenach plant and re-assembled it in Irbit. Not only that, but the cream of their engineers were taken to Russia or the USA to work on jet engines research.

As the restriction on motorcycle production was eased, BMW had to go back to basics. None of the old plans had survived, so the engineers were forced to use pre-war motorcycles as a template for their new machines. The bike that came off the production line was the R24, which incidentally had no rear suspension. In 1949 over 9,000 R24’s were built, a figure which rose to more than 17,000 by 1950. The R68, a sports motorcycle was introduced in 1952. This 594cc machine was to become something of a collector’s piece, as less than 1,500 were produced.

The 1950’s saw a downturn in motorcycle demand. This period saw a reduction in output from 30,000 units to less than 6,000 by 1957. By the late 50’s the vast majority of BMW motorcycles were being exported to the USA, Butler and Smith inc. having the sole distribution rights, but although American sales were strong, the company was struggling to survive. With the financial help of Herbert Quandt and the blossoming automobile division, BMW pulled through, and in 1959, cementing it’s American reputation, John Prenton rode a BMW R69 from New York to Los Angeles in 53 hours and 11 minutes, and in doing so, shaved over 22 hours off the existing record.

The R27, the last of the single cylinder models was introduced in 1967. Times were changing and the public demanded different machines, and so BMW’s were built, not with Sidecars in mind, but sporty performance. In 1970 the company introduced an entirely re-vamped range of motorcycles; the R50/5, the R60/5 and the R75/5. In 1974 the 500cc model was removed from the catalogue and replaced with a 900cc bike. In 1975 the R90S was introduced and soon earned the tag of the best ‘Supersports’ motorcycle of its day.

1977 saw the arrival of the first one litre engined motorcycles from BMW. This year also welcomed the first ‘Full Fairing’ to a BMW machine. In 1978 the R100T was thrown into the ring to compete with Honda’s Goldwing.

1986 brought the world’s first electrically adjusted windscreen on the K100LT, which at first seemed a little eccentric, but is now used on various BMW models and has in fact been copied by Honda, Yamaha and Kawasaki.

It was BMW who in 1988 introduced ABS to the motorcycle world when it became standard on all their K models, the R1100S acquiring it in 1993. It is now fitted to almost all the company’s shaft driven bikes.

Despite the near demise of the company after World War 2, the company has risen to be unquestionably one of the finest motorcycle manufacturers in the world.

It's always a problem knowing what to pack for a motorcycle tour. Fortunately, that feeling of utter freedom we get when we are riding our bikes far outweighs the problem of limited luggage space. Having said that, the problem doesn't go away, but by applying a little thought, it can be overcome. Here are some tips to make life easier on the road.

TRAVEL LIGHTLY

It's tempting to throw as much as possible into your panniers, but remember, every ounce you pack onto your bike reduces handling qualities. Add to this a pillion and the needle on the pleasure-ometer begins to swing to the low side. Of course, there are some things that you can't do without, but the keyword here is need. Take what you need and nothing more. If you are going on an organised guided tour, the company should (if it's worth its salt) have a back-up vehicle that will carry your luggage.

PACK SENSIBLY

To optimise the handling of your bike, place heavy items at the bottom of your panniers.

BEFORE YOU GO

In the weeks leading up to your planned tour, begin making a list of what you might need to take with you. At this stage, it doesn't matter if the list is too long; you can always cross things off as the time draws nearer. By using this method, you will ensure that the things you take with you are what you really need. You will also reduce the risk of leaving behind an essential item.

MOTORCYCLE LUGGAGE

Unless you like riding for hours with a rucksack strapped to your back, it's invariably better to have panniers and back box. Detachable panniers are great; they can be unhooked as carried like a suitcase. Belt bags are also popular for carrying things like money, credit cards and mobile phone.

TO ROLL OR NOT TO ROLL

You'll have to decide this for yourselves, but personally speaking I prefer to roll my clothes before placing them in a bag inside the panniers. Other riders like to lay things flat, but it doesn't work for me. Some bikers like to use zippable plastic bags that are sat upon to squeeze out the air before they are sealed. They claim that the vacuum keeps their clothes crease-free, but of course, I'm just not heavy enough (hee-hee).

TANK BAGS

Tank bags are fine and some of expandable ones can hold quite a lot of luggage, but it does take the fun out of it a little bit for me. If you're going on a tour with a back-up vehicle, you only have to put up with the tank bag until you reach your starting point, then someone else carries it for you; great.

PLASTIC SEALABLE BAG

It's always good to keep your smelly socks away from your good clothes. How many times have you gone into your luggage and found that you can't decide whether you've worn those socks once before or not?

SMALL ITEMS

Very often small items are forgotten, such as; mobile phone charger, camera, camera batteries, first-aid kit, toiletries etc. This is when list-making comes into its own. If you're going to a hot country, don't forget your insect bite/sting cream. Something I always carry is a pack of tissues; I know it's just a small item, but it comes under 'Essentials' for me.

REALLY ESSENTIAL

If you get as excited as I do prior to a motorcycle tour, please pay extra attention to making sure that you are carrying your bike documents and driving licence. If you are going overseas, don't forget your passport, or you'll be turning around and going home. .

DON'T FORGET

Unless you are heading for some remote region, there will always be a chance to buy things that you forget, but you aren't really going on a shopping trip so try to remember as much as you can. No doubt, there will be something you need, and it can be fun finding these things in a foreign town, but if the list is long, it can become tiresome.

Well, you've packed and you're on your way. Have a great time and ride safely. May the roads be long and winding, and the sky blue.

Through necessity, and in common with most other engineering companies of the day, Enfield didn’t restrict themselves to one line. They also made lawnmowers, bicycles and rifle parts for a Small Arms factory in Enfield. A clue lies in their logo which depicts a cannon, which I have to say, is infinitely better than a lawn mower. Their motto of ‘Made like a gun, Goes like a bullet’ is also evidence of their military involvement. In 1907, the company joined forces with a business with the unlikely name of ‘Alldays & Onions’, to produce the Enfield-Allday automobile. Fortunately, the onion was dropped. These cars remained in production until 1925. motorcycle tours

Royal Enfield produced their first motorised vehicle in 1898, a vehicle that would today be described as a ‘Quad’. This early effort had a De Dion-Bouton 2.75 hp engine. As the 20^th century dawned, a bicycle with a 150cc engine mounted above the front wheel was introduced. The year after in 1902, a similar machine was fitted with a 239cc Enfield engine. The famous V-Twins appeared in 1910, primarily fitted with a Motosacoche 344cc engine, but later superseded by Enfield’s own power unit. The first small, two stroke engines saw the light of day in 1915 with the 200model.

With the outbreak of World War 1 in 1914, Royal Enfield was requested to furnish the British armed forces with machine gun-carrying combinations and stretcher-bearing motorcycles. The company also won a contract to supply machines to the Russians. In 1917, when most able bodied men were at war in Europe, a police force made up of women was issued with 600cc Royal Enfield motorcycles.

The time between the wars saw a boom in the popularity of sidecars, and in 1924 a combination using a 350cc single was launched. In 1928, saddle tanks and centre-spring, girder front forks were used. Royal Enfield bikes now took on a more contemporary appearance, and despite the economic gloom of the depression years, sales kept steady. A 488cc machine with a four speed gearbox was offered in 1927 and a side-valve 225cc in 1928. It seemed that the company could do no wrong, and during the thirties, Royal Enfield’s catalogue featured thirteen models. This is the time that the famous single cylinder ‘Bullet’ was born. motorbike tours

As the world once again fell into war, Royal Enfield rose to the occasion to produce a series of motorcycles for military use, the most famous of these being a 125cc bike called the ‘Flying Flea’. It was also known as the ‘Airborne’ because of its capability of being dropped by parachute. Special instruments for war use were also manufactured at this time.

In the fifties, Enfield of India began building machines with parts shipped from Britain, but in 1962 were producing complete motorcycles. Unfortunately, the factory in Redditch, England ceased production in 1970, with the Chennau plant in India still operating. Denomination rights were purchased by the Indians and the name lived on, which today enables Royal Enfield to claim the title of ‘The world’s oldest motorcycle model’. The bullet is in fact the model with the longest production run.

Between 1955 and 1960, Royal Enfield’s were sold in the USA as ‘Indian Motorcycles’. This of course had nothing to do with India in the Asian context. The famous Indian motorcycle company had experienced troubles of its own, and this was just another chapter in their particular history. The Americans weren’t too keen on badged motorcycles, and when the business agreement expired, Floyd Clymer, who had controversially claimed the ‘Indian rights’, sought other sources for his venture.

It appears that the ‘Enfield’ name has plenty of life in it yet. Enfield India continues making motorcycles and is indeed flourishing. In 1986, a civil servant from Britain named Raja Narayan went back to India to create an export arm for Royal Enfield, so in the same way that Raja had returned to his roots, so had the Bullet, which is now marketed in Britain. motorcycle tours

Despite production moving from Redditch to India, the marque can claim to be the only one to span three centuries, and who knows, it may even reach a fourth. Whilst the Indian plant goes from strength to strength, the few buildings that remain from the Redditch glory days have been swallowed up by the Enfield Industrial Estate.

There are hundreds of fantastic motorcycle routes in Spain. This country, which God must have been created with the biker in mind, offers everything from winding coastal roads to awe inspiring mountain passes. Here are ten of my favourite routes.

SANTANDER TO BURGOS

The N623 which rises to more than 1000 feet above sea level is one of the best pieces of tarmac you'll ever have the privilege of using. Within its 143 kilometres are some really nice, undulating straights, downhill sweeps and hairpin bends. Stop at the top for a while and enjoy the stunning views.

SORIA TO LOGRONO

96 kilometres through the Sierra de Cebolleras. Temperature differences between the top and the bottom can be huge, so be prepared. This is definitely one of the most beautiful parts of Spain. Take care which time of the year you tackle this one. Fast straights and hairpins here, so be aware.

MAZARRON TO REQUENA

281 kilometres through one of the most sparsely populated areas of Spain, yet the roads are incredible. The scenery is unbelievable and it's quiet, so quiet. The spectacular nature reserve of 'Muela de Cortes' has a magical feel about it; probably because you can travel for miles without meeting a car..

ANTEQUERA TO VELEZ MALAGA

32 kilometres of long sweeping bends and spectacular scenery. Call in at the 'Camping Bar' for a coffee on the terrace that overlooks Lake Vinuela. Mount Maroma that stands at over 6,000 feet is often snow-capped. I don't think you could find a better view from a bar anywhere. This can be made into a circular route by heading down to Torre del Mar then taking the coast road, before heading inland again.

NERJA TO ALMUNECAR

If coastal routes are what you like, ignore the new motorway link and take 25 kilometre old road. Be careful here, as the police do patrol this road with a view to collaring bikers. Since the new motorway has taken the traffic away, this road has become a favourite with local bikers, but sadly, some of them never make it to the end.

RONDA TO SAN PEDRO DE ALCANTARA

Fast bends and hairpins are a feature of this road. Ronda sits at a fairly high altitude and I've seen ice on this road at times of the year when there really shouldn't be. As you're coming down, look out for the Rock of Gibraltar in the distance. This road can be very busy as Ronda is a favourite with tourists. While you're in Ronda, take a look around the oldest bull-ring in Spain. 41 kilometres

GRANADA TO MOTRIL

Once again it's coast and mountains. 60 kilometres of pure bliss through mountain passes that are abundant with waterfalls. This is really a road for cruising and enjoying your surroundings. If you want to extend the ride, head east when you reach the coast road and stop of in at La Herradura, one of the most beautiful natural bays in Spain.

MALAGA TO CAMPILLOS

Once you've left the hustle and bustle of Malaga, you're not far from Malaga's Lake District. The spectacular El Chorro pass is where they filmed parts of 'Von Ryan's Express' The lakes around this area are stunningly beautiful. There aren't many fast roads around these parts, so once again it's a day for cruising. This 72 kilometre ride, depending on the season, can be a route heavy with tourists.

CABO DE GATA TO TABERNAS

The lighthouse at the Cabo de Gata is the end of the road, but it's worth going up the dead end to experience one of the best coastal runs in the country, albeit short. Once you're on your way, it won't be long before you're passing through the only true desert in Europe, so be careful when you go. I did it in June and it was just as if someone had turned a hair dryer on me. If you have time, you could visit Mini Hollywood, the home of Spaghetti Westerns.

LANJARON TO TREVELEZ

This route is only 33 kilometres, but seems longer due to the number of sharp bends, and if you get behind a convoy of tourists you're just about stuck. But having said that, the scenery is magnificent and the highest village in Spain lies at the end of the road.

It easy to rush into things once you’ve decided to buy a new motorbike, but have a little patience and save yourself a little grief and a lot of money.

DECIDE WHICH BIKE IS BEST FOR YOU

Notice here, I avoided the word ‘want’, because what you want, and what suits you best are totally different animals. It’s all very well finally aspiring to the bike of your dreams only to find that you fall off at every junction because your legs are too short, or it’s so fast that it scares you to death, so retain a modicum of common sense when making your purchase. There’s also the question of what you can afford. You may scrape together the money to buy the bike in the first place, but can you really afford to run it. Don’t forget; fast bikes are costly to insure, especially if you are young or have no ‘no claims’ bonus.

DO YOUR HOMEWORK

Right, you’ve decided which bike to buy and you’re off to get your eager hands upon the beauty, but wait, hold on a minute. Before you jump in, ought you not to test the water? It’s time to survey the market. This is an important point, because it could save you a lot of money. You’re going to have to decide whether you’re going to buy privately or from a dealer. Of course, buying privately is cheaper, but if you go down this route, make sure you know what you’re doing. Buying from a dealer will offer more protection should there be a problem with the machine after you’ve owned it for a week or two. Shop around and see who’s offering the best deal. If necessary, hold back and wait until the bike you want is available.

BE METICULOUS WITH THE PAPERWORK

You may find a motorcycle that is just the thing for you, suits you down to the ground and is reasonably priced, but that price won’t look so good if you buy the bike, only to discover a few weeks later that the person who sold the motorbike didn’t actually own it. If the seller cannot provide the documentation for the motorbike, don’t touch it. Make sure that the address on the registration document is the same as the sellers.

A LITTLE HISTORY

Alright, we’ve ascertained that the person who’s selling the motorcycle is the rightful owner; well he thinks he is anyway. The fact is that if the motorcycle was bought on finance by someone who overstretched themselves and failed to keep up with the payments, the bike could well be the property of the money lenders. Firstly, ask the seller if the bike is paid for; unless he’s an out and out liar, he’s going to come clean and save you a lot of hassle. If he seems to be a decent chap and you believe him…don’t. Invest in a vehicle check. It could be the best money you ever spent.

THE VIEWING

Never, ever, ever, ever view a vehicle at any other place than the seller’s home. Believe me; even if you have to travel a long distance to see the motorcycle, it’s worth going that extra mile or two. Don’t be tempted by offers to meet half way at a road side cafe or some such place. I hardly need to say this, but don’t go at night. All vehicles look better under street lights. Now here’s a really good idea; if you’re not too hot on the mechanical side of things, take someone along who knows about bikes.

DOES IT GO

And more to the point, is it going to keep going? I refer back to the point about taking someone along who is knows about motorbikes. If you don’t have a friend who fits into this category, it may be well worth paying someone who does. In the grand scheme of things a little extra on the price of the bike isn’t too much to bear. The alternative could be unthinkable.

BARGAIN?

The motorcycle is a few years old, but according to the clock it must have been sitting in a garage, but hold on a minute, it looks a little worn in places. Watch out for ‘clocking’. Ask the seller to produce test certificates from previous years and check to se if they tally with the recorded mileage.

VEHICLE IDENTIFICATION NUMBER

Check it. It’s not only humans that suffer from identity theft. Make sure you’re not buying a ringer. Every vehicle carries a unique number; do your utmost to ensure that the number hasn’t been changed.

THE TEST RIDE

Before you take the bike out for a ride, explain to the owner that you’re going to be gone for at least half an hour. It’s no good just going down the road and back and hoping to get a feel for a bike that you’re going to be living with for a while. Take more care choosing your bike than your partner (most people do).

SOMETHING FISHY

If something doesn’t seem right, if there’s a little niggle in the back of your mind, go home and think about it… no, just go home, leave it. Another bike will come along in due course. Now… about partners…

Contrary to popular belief, Suzuki produced cars before they moved into the two wheeled market, but the early days of the company were devoted to the production of weaving looms. The father of the company, Michio Suzuki, the son of a Japanese cotton farmer, created a brand new version of the weaving machine in the coastal village of Hamamatsu, Japan. A successful business was built upon his invention, providing employment and wealth for the company and its staff during the first thirty years of its incarnation.

Although the loom side of the business was still enjoying success, Suzuki thought the time was right to diversify, so after studying the market, he decided that the way forward would be the development of a car. In 1937, a development programme was launched, and within two years many prototypes integrating a cast aluminium gearbox and crankcase had been built. However, the company had a setback as the Japanese government declared civilian cars a non-essential commodity at the outbreak of World War 2. When the war ended, Suzuki once again concentrated on the production of looms as the US government gave the go ahead for the shipping of cotton to Japan. The company flourished for a short while as orders increased, but the rug was pulled from underneath them when the cotton market collapsed in 1951.

This could have proved the death knell for Suzuki’s operations, but rather than call it a day, the company once again turned their eyes toward motor vehicles. At this time, Japan had a dire need for cheap, reliable transportation, and a number of companies had begun to produce a clip-on engine which could be attached to a bicycle. Suzuki’s breakthrough came with the development of a motorised bicycle named the ‘Power Free’. Powered by a 36cc engine, this unique vehicle was the first to feature the double sprocket gear system, which allowed the rider to travel by pedal power alone, engine assisted pedalling or engine only propulsion. So ground-breaking was the new innovation, that the fledgling democratic government offered a grant to the Suzuki company to assist research in motorcycle engineering. This was the birth of the Suzuki Motor Corporation. By 1954, 6,000 ‘Colleda CO’ motorcycles were passing out of the factory gates every month. The Colleda was a single cylinder 90cc machine, which proved good enough to win a prominent motorcycle race during its first year of production. At this time, Suzuki also began development of the ‘Suzulight’ automobile, which featured front wheel drive and four-wheel independent suspension.

In 1955, Suzuki produced a larger offering in the form of the 125cc four-stroke ‘Colleda COX’, and an improved version of the two-stroke called the ‘Colleda ST’. The TT model, introduced in 1956 was in essence the forerunner of the Grand Prix bikes. By the standards of the day, the TT was regarded as a high performance machine, capable of reaching speeds in excess of 80 mph, and leaving in its wake, machines with much more power at their call. This motorcycle also showed a touch of finesse and featured some luxurious accessories, amongst these were indicators.

By 1958, 50, 125 and 250cc motorcycles were available from Suzuki, and the familiar ‘S’ logo was introduced. Many of you will know that the logo is still being used on motorcycles today. Engineering research went hand in hand with corporate branding, so when in 1960, Suzukis made their first appearance at the Isle of Man, it was an important milestone for both departments. By 1962 they had claimed their first World Road Racing Championship in the 500cc class. In 1964, the company set its sights on motocross Grand Prix, but enjoyed only limited success.

1976 saw the introduction of a range of four stroke machines, such as the GS400, a 400cc twin and the 750cc GS750. The shaft driven GS850G came along in 1978. So called ‘Superbikes’ were beginning to appear and the GS1000S was developed as Suzuki’s contribution to this class. In 1982, the turbocharged XN85 was introduced, and before the year was out, Suzuki had claimed their eighth consecutive victory in the 500cc class.

It’s fair to say that, had it not been for the Second World War and the later collapse of the cotton market, Suzuki could well have been solely a car manufacturer today, or worse still, not even in existence.

In 1926, Adriano and Marcello Ducati founded a company that specialised not in motorcycles, but the production of radio components. During the war years, they turned their attention toward electronic military equipment. This move made their factory a target for allied bombing, but despite frequent, serious damage, they managed to remain in production. In 1950, Ducati launched their first motorcycle, which was based on the already well established Cucciolo engine. This power unit, designed by Aldo Farinelli, was originally created as a strap on motor for push bikes. By the time Ducati adopted it, 200,000 units had been produced. This first creation by Ducati was capable of 40mph and 200 mpg and weighed in at 98 pounds. These bikes were badged as 55M or 65TL.

Post-war economic growth put more money in Italians’ pockets and with it the need for something more sophisticated, so at the Milan Show of 1952, the company introduced the 65TS and the cruiser, which was the first four-stroke scooter in the world. Unfortunately, the public didn’t embrace the idea as Ducati had hoped, and the model was withdrawn the following year with sales barely reaching the 2,000 mark. At this time, Ducati were still making electronic equipment, so the decision was made to split the company and Ducati Elettronica SpA was created under separate management. motorcycle tours

Ducati Meccanica SpA, led by Dr Guiseppe Montano, became the motorcycle manufacturing company that we know today, and by 1954 were turning out 120 units per day as the factory was modernized with government aid. Although Montano was appointed by the government, he was a genuine motorcycle lover and realised the potential of racing to induce customers to buy his machines. By 1956, the Desmo Ducati 125 won its first race in Sweden. The Grand Prix at Hedemora saw the Ducati lap every other motorcycle. Sadly, the man who achieved this feat, Gianni Degli Antoni, died during practice for the following race. This unfortunate accident hit Ducati hard, and it wasn’t until 1958 that they could once again challenge MV Agusta.

As the 50’s drew to a close, the Berliner Brothers picked up the American franchise and pushed Ducati to the forefront in the USA. With no little flair, they began punching above their weight and mounted a serious challenge to the wave of Japanese machines that were coming into the country. At this time, the company was also enjoying success in other export markets as well as at home. In the mid sixties, Ducati became the Italian outlet of Standard-Triumph cars and Leyland vans and trucks. It seemed as if they could do no wrong, but the American market was about to give them a reminder of the fragility of success. Ducati insisted on pushing their 50cc two-strokes on the American public. Although these machines had accrued many sales in Italy, the contrary was true of the USA, as the nation snubbed what were in fact very good machines. Rather than heed the warning, the company pressed ahead and created a 100cc two-stroke, when they really should have been developing their much loved sporting four-strokes. Berliner suffered to such an extent, that they refused one shipment of bikes because they didn’t have the money to pay them, even if they could have sold them in the States.

As Ducati struggled to compete with the mass produced Japanese motorcycles, the future looked gloomy, but once again they turned to their racing roots, creating 750’s which took first and second places at Imola in 1972. A major coup for the company was the securing of the services of rider, Paul Smart, who was at that time racing for Kawasaki. The story goes that he wasn’t at home when the call came, but the financial lure was so strong that his wife accepted the offer on his behalf. Success at Imola sparked the beginning of the love affair between big racing bikes and Ducati. motorbike tours

Today, Ducati riders are some of the most loyal when it comes to brand allegiance. Their reward is to be the owner of one of one most strikingly beautiful machines available. The company has achieved success by following its racing roots. At the company’s headquarters, you can visit the museum and re-live over 50 years of racing history.

As with the story of many other motorcycle manufacturing companies, Kawasaki’s history began on entirely different lines. Although by 1949 they were producing engines that could be adapted for motorcycle use, the first real motorbike didn’t appear until 1954. Historically, the company had been involved in heavy industry, including the manufacture of aircraft, ships and trains.

The company’s first offerings were a 60cc two-stroke, and a150cc and 250cc four-stroke respectively, which were developed using German technology. Kawasaki and BMW had enjoyed a close relationship that stemmed from their days as aircraft builders. Meihatsu, a subsidiary of the Kawasaki Aircraft Company, gave its name to the first complete motorbike produced by the company. Around this time, an unsuccessful attempt was made to break into the scooter sector; the Fuji Rabbit and the Mitsubishi Silver Penguin proving too strong an opposition.

In 1960, the company signed a deal with the oldest motorcycle company in Japan, Meguro Motorcycles, whose fortunes had declined since being a major motorcycle manufacturer from their birth in 1937. Having once been regarded as ‘the senior make and king of four-strokes’, Meguro turned away from their British influence with disastrous results. By 1962, their name had disappeared.

Having initially produced low powered machines, Kawasaki, using the knowledge acquired from Meguro, turned their attention towards bigger bikes, and in 1966 produced the W1, a 650cc machine that was heavier and slower than its rivals, so enjoyed limited success. Lighter versions were developed in the shape of the 250cc Samurai and the 350cc A7 Avenger, but again, these machines didn’t capture the imagination of the public.

By 1969, Kawasaki were beginning to get things right, and the introduction of the 500cc H1 kick-started the company’s reputation of quality, high performance machines. Smaller versions were released; the 250cc and 350cc S1’s. A 748cc H2 became available in 1972 and stayed in production until the mid 70’s, when emission laws drew a curtain on the project.

The introduction of the Z1 in 1973, proved a milestone for Kawasaki. At first intended to have a 750cc power unit, the company eventually settled on a 903cc engine, after they had seen Honda reveal their CB750. The Z1, having great performance and a good price, became an instant success and soon became the Z900, with the Z1000 following hot on its heels.

In 1984, the introduction of the GPz900r caused quite a stir. This was in line with the company’s development of liquid cooled, DOHC, 16 valve, four cylinder engines. This power unit combined with a light, compact chassis would carry you across the first 400 metres of your journey in just over ten and a half seconds. It had a top speed of 250km/h and took the title of ‘The World’s Fastest Bike’. It was also named ‘Bike of the Year’ in 1984.

1984 also saw the introduction of Kawasaki’s first Cruiser, the Vulcan 750, whilst the 900cc Eliminator came along a year later, using the engine from the GPz900r. The CS250 (Casual Sports) appeared in the same year, featuring a liquid cooled, DOHC, single cylinder motor.

During the90’s, Japanese motorcycle manufacturers were in serious competition in the Superbike sector, and Kawasaki’s contribution was the 1052cc, ZZR-1100, a motorcycle that was to remain the fastest production bike for the next five years. Its power, combined with a strong frame and good suspension, made it a popular touring machine. In 2002, it was replaced by the ZZR-1200, which offered better handling. A ZZR-600 also entered the fray.

2002 saw the Ninja ZX-12R arrive with an aluminium, monocoque frame, and a 16 valve in line, four cylinder engine.

In 2003, the 638cc, ZX-6R replaced the 1995 version. This completely redesigned machine was all that a fast bike should be; quick and aggressive. The Z1000 appeared as a street bike in this same year. It seemed that Kawasaki was top of the tree.

Their motorcycle history has been relatively short, but Kawasaki have achieved more in that time than some manufacturers have done in a hundred years. It’s no surprise then, that owners stay loyal to the company and the product, as we all wait eagerly for the next exciting development to come along and blow our minds.

History sometimes throws up some strange truths, no more so than that which tells us, that the most British of motorcycles owes its existence to a German. One Seigfried Bettmann, an immigrant from Nuremberg, began a company named the ‘S.Betmann & Co. Import Export Agency’ in London in 1884. As an ambitious 20 year old, Bettmann bought and sold bicycles and imported sewing machines from Germany. In 1886, when he changed the name of the company to the ‘Triumph Cycle Company’, a name synonymous with British bikes was born. A further name change along with financial backing from Dunlop a year later, saw the birth of the ‘New Triumph Co. Ltd’. Another significant development of that same year was the arrival of fellow countryman Moritz Schulte.

With encouragement and capital from Schulte, Bettman purchased a site in Coventry, and in 1889, began building the first bicycles to carry the Triumph badge, but it wasn’t until 1902 that the marquee was attached to a motorcycle. This first motorbike was in fact a bicycle fitted with a Belgian engine. In 1903, as production rose to more than 500 units, Triumph began building machines in their German factory. At the outset, the company built motorbikes based on models from other manufacturers, however, in 1904/5 Triumph came up with their own design which reached sales of 250.

When production topped 1,000, the company opened a larger factory and launched the ‘Gloria’ brand, aimed at the lower end of the market. At this time, a decision was made to rebrand the German made motorbikes as ‘Orial’. Unfortunately, ‘Orial’ already existed in France, so the company became ‘TWN’; ‘Triumph Werke Nurnberg’.

As so often happens, conflict brings dividends to some, and Triumph flourished during the First World War, supplying in excess of 30,000 units to the allies. It was at this time that the Model H Roadster gained its tag of ‘The Trusty Triumph’. The irony of two Germans producing the archetypal British motorbike to fight the Kaiser has been lost on many. After the war, Bettmann and Schulte couldn’t agree about the issue of car manufacture, and Schulte decided to leave the company. In 1920, the company bought the former Hillman car factory in Coventry, and by 1923 had produced the first car bearing the name of The Triumph Motor Company.

By the middle of the 20’s, the company had grown into one of the leading car and motorcycle producers in the country, with a capacity of 30,000 cars and motorcycles annually. However, the good times were about to end with the arrival of the Great Depression. The German arm became a separate company and continued producing TWN motorbikes until 1957. The bicycle manufacturing side of the company was sold to Raleigh in 1932, and Bettmann was under pressure. He retired in 1933.

In 1936, the car and motorcycle sectors were separated and became independent companies. The car division had always struggled to make a profit, and went bankrupt in 1939, finally being purchased by the Standard Motor Company. The motorcycle division found things easier, and after being acquired by Jack Sangster, the owner of the rival Ariel Company, began exporting machines to the USA. Sangster brought his design team with him, including Edward Turner, the designer of the 500cc Speed Twin, which became the bedrock for all Triumph twins until the 1980’s. Coventry remained the home of Triumph motorcycles until the Second World War, however, the city was all but destroyed by German bombing, and moved to a new plant at Meridan, West Midlands in 1942.

The post war years were Triumph’s Golden days, and the company received a huge fillip when Marlon Brando rode a Thunderbird 6T in the film ‘The Wild One’. In 1951, the company was sold to rivals BSA, with Sangster becoming a member of the BSA board. Eventually, he rose to the position of Chairman.

After struggling to compete with Japanese imports, the company’s fortunes declined, and after various changes in ownership, was acquired by former plasterer John Bloor in 1983. He was determined to keep the company alive, and preserve the title of ‘ The World’s Longest Continuous Production Motorcycle Manufacturer’. The new company was initially named ‘Bonneville Coventry Ltd.’. Spares manufacturer Lee Harris continued with production of the Triumph Bonneville until 1988. Triumph now produce a range of motorcycles that preserve the past model names, such as the Bonneville Twin.

Some riders like to travel alone, and if you can cope with the solitude, this has many advantages. You decide the route, the duration of the tour and you get out of bed when you please, be it early or late. If you’re heading down the motorway in France, see the sign for Spain and think ‘I’ll have some of that’, there’s no problem, you just do it. This once happened to me by the way; I ended up in Spain without really meaning to, and had a great time. On the other side of the coin, it can be a problem when things go wrong. A breakdown is always a headache, but if you’re alone it can prove very troublesome, especially if you have to leave your bike unattended. Another issue is illness; no one plans to be sick, but it can happen. Being sick is bad; being sick and alone in a foreign country is worse. Which brings us on to insurance; whether you are travelling alone or in a group, do the sensible thing, and make sure both you and your bike are covered.

Most people will be riding with a group, so there are a few things to consider at the planning stage. It is imperative that the route is decided before the start of the tour. Talk to each other and agree exactly where you are going, how many hours a day you will ride and how often you will stop. Do you have both fast and slow riders in your group? If you intend to stick together, you will need to reach a compromise, but don’t try and make slow riders go faster; that’s a sure fire recipe for trouble. Do your homework and know exactly where you are going to end each day, and where you will be sleeping, whether it be in a city hotel or a campsite. If you are staying in a city hotel, it could be a wise move to select one that has private, secure parking. Even if nothing happens to your bike parked on the street, you could spend a sleepless night worrying about it. A well organised, group tour can be a memorable occasion, but skimp on the planning and it may all end in tears.

When riding in a group, it’s your job to keep an eye on the bike in front of you, whilst occasionally checking the one behind. If you can, it’s a good idea to have communication between the lead and last bike, that way, if anything happens, the trail bike can contact the lead rider immediately. However, it’s important to keep a reasonable distance between bikes. Assuming that you’re going to travel within the specified speed limits, there are going to be other road users who will want to overtake. If you’re bunched up, an overtaking vehicle can cause serious problems if you have effectively created one elongated vehicle.

If you want to go on a motorcycle tour, can’t find anyone to go with and don’t fancy going it alone, an organised motorcycle tour with a reputable motorcycle tour company could be the answer. Gone are the worries of sourcing and booking accommodation, planning routes and finding places of interest. A good company will generally have a back up vehicle available to carry your luggage, along with other essentials such as water and first aid kit. They will meet you at a designated point; from there on, you hand over your luggage and enjoy the ride. All the hotels will have been pre-booked and places of interest checked out. Of course, it costs a little extra to do it this way, but it’s well worth it. You can so easily sail past an amazing place that lies a few short miles from the well worn path. A prime example of this is the Spanish Motorcycle Museum, which sits at the edge of the village of Hervas, a place no one would ever pass through to go anywhere. Many of the gems to be found on tour are off the beaten track, but hopefully, your tour operator will have researched the area and discovered them for you. The friendships forged on this type of tours can last a lifetime.

Whether you are going alone, with a group or on an organised tour, ride safely and sensibly and enjoy yourself. Look after your fellow riders, and they will in turn, take care of you. Once bitten by the touring bug, it’s very difficult to leave it alone, so here’s to many years of happy touring.

Although the first Yamaha motorcycle didn’t appear until the mid fifties, the company’s history dates back to 1887, when the father of the company, Torakusa Yamaha began producing reed organs. The Yamaha Motor Corporation sprang into life on July 1st 1955, and remains part of the Yamaha Group. It has grown to be the second largest motorcycle manufacturer in the world, which is no mean feat for what was a fledgling company that arrived late in the motorcycle market.

Their first offering was the YA1, a 125cc, single cylinder two-stroke, was a copy of a German motorbike. The Japanese have often been accused of copying European models, but let’s not forget that BSA also used this very same design to produce their Bantam. This machine, fondly known as the Red Dragonfly, laid the foundation of Yamaha’s reputation for reliability, and success on the race track contributed to the bike’s popularity.

The twin cylinder YD, the first machine designed by Yamaha, was introduced in 1957. A win a Mount Asama boosted sales, but at less than 16,000 models a year output was still way behind Honda and Suzuki. However, the company flourished during the following years, and in 1959 Yamaha were the first Japanese company to offer a sports model, the twin cylinder YDS1, complete with five speed gearbox. A kit was available which allowed the owner to adapt the bike for racing, both on and off road.

By 1960 the company’s output had increased by a massive 600%, but a period of recession forced Japanese companies to look further afield to sell their products, and in 1961 Yamaha entered a team in the European Grand Prix. In the early sixties, America’s economy was on the rise and Yamaha managed to sell 12,000 motorcycles in the States. In 1963 the figure was 36,000 rising to 87,000 in 1964. Yamaha’s first factory outside Japan was opened in Siam (present day Thailand) in 1966, in order to supply Southeast Asia. By 1967, with 406,000 bikes built, production had overtaken that of Suzuki. Racing was important to Yamaha, so much so that in 1969 they constructed a full size race track near to their Iwata factory.

In 1970, Yamaha’s catalogue carried 20 models, with a range from 50cc to 350cc. Production had reached 574,000 units per year, the majority of which went to overseas markets. That year also saw the introduction of the first four-stroke machine, in the shape of the 650cc XSI, although two-stroke engines were were still favoured for bikes below 400cc.

By 1973, Yamaha were producing over a million bikes annually, leaving Suzuki firmly in their wake. That year, Honda turned out 1,836,000 machines. During the seventies, Yamaha’s RD twin cylinder sports bikes were proving a big hit and the company had once again backed a winner. As the eighties arrived, over two million bikes were passing through the factory gates. During this period, the four cylinder XJ’s were developed with displacements ranging from 550cc to 1100cc.

One of Yamaha’s most successful projects was the Virago, which was introduced as a 750cc, but 500cc and 920cc models were soon available. This bike was the first cruiser to come out of Japan, and proved to be immensely successful, so successful in fact, that Harley Davidson was running scared. They pressed for a tariff on imported motorcycles over 750cc, so Yamaha had to replace their 750cc Virago with the 699cc version, but at the same time, the 920cc grew to 1000cc. It eventually became the 1100cc. One of the most loved versions of the Virago is the XV535; its reliability and easy handling has delighted riders worldwide. The larger Virago’s were replaced by the V-Star and Road Star models and the last model to carry the Virago name was the 2007, 250cc version.

It’s understandable how Yamaha have accrued such a dedicated following. Over the years, their bikes have married cutting edge technology with reliability, which is no mean feat. Their designs have earned admiration from far and wide, and continue to do so today.