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Dutch RAI news from April 1966!

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Dutch RAI news from April 1966! (source: De Kampioen)

De Kampioen april 1966 Pagina 44 47 Page 1 De Kampioen april 1966 Pagina 44 47 Page 2
De Kampioen april 1966 Pagina 44 47 Page 3 De Kampioen april 1966 Pagina 44 47 Page 4

Moped
Always cycle with the wind behind you

We actually knew it already, but the mopeds on the RAl have clearly demonstrated it for the coming year: the preference of the Dutchman is increasingly going for the simple moped with automatic clutch; back to the bicycle with auxiliary motor.

Last year, the market share of this category increased from over 20% to 40%. Prices are between 400 and 450 guilders. And that's a good thing, because fifteen years ago, those prices were no lower, despite the increase in wages and production costs, and despite the recent increase in sales tax from 5 to 10%.

The Netherlands now has 1.6 million moped riders. They drive an average of 5000 km per year. Together they cover 7 billion kilometres a year, which is almost equal to the total passenger transport performance of Dutch Railways. It has also been established that 1 million moped riders use their vehicle to commute to work every day, so the economic importance of the moped is considerable.

Moreover, in our country with over one and a half million cars, its overcrowded road network and its oppressive urban traffic and parking problems, we could easily use a mode of transport for 1.6 million Dutch people that takes up little space on the roads and in the cities and does not demand a share of the cramped parking space.

Under these circumstances, the simple moped is clearly becoming popular again. This is thanks to the industry. The industry has focused its technical development on making it easier to operate the moped. The automatic transmission, which eliminates the need to change gear, has made the moped accessible to many; simplicity is also an important safety factor. The frame construction was based on this: sleek, functional and without excess of luxury. This made it possible to use really useful accessories, such as shopping baskets and child seats for ladies who combine shopping with picking up their school-aged children.

At the RAl they were lined up in large numbers. Batavus came up with its Datavette equipped with the ILO-Mini engine, which does not reach beyond 40 km/h and has not been tamed. At Berini, the EE is the most utilitarian moped with automatic clutch, DM is an Italian version of the simple automatic moped. Cimatti was born from the cooperation between Simplex, Locomotief and the firm Westor. Cyrus brings as part of a large series a simple model with Saxonnet engine. The Cristina comes from Italy and also has an automatic clutch. Stokvis presents next to its Puchs, Solexes and RAPs now also a Fair Lady, of course for ladies. Flandria (Avaros) hums in this row with a Eurolux. GareUino uses the Mosquito engine with automatic clutch. Gazelle, in cooperation with Casenave, took the ABG engine. Motom debuted its new Nova in a beautiful Italian frame. The Mobylette's we see in large numbers on our roads, especially the EEC, which now has a new and slightly more expensive model 40S with roller drive and of course also automatic clutch next to it. A Komar has come from Poland. Peugeot (in our country at Magneet) has its simplest model in three versions of about 400 to 500 guilders, regions in which almost all models end up, depending on the presence or absence of suspension. Solex, the pacesetter that has been around for 18 years and already used the automatic clutch a few years ago, also gave its 1966 model new features such as a shape, a rectangular headlight with better light distribution and a new throttle. Sparta's simplest model is now the Spartamatic, equipped with the ILO-Mini with automatic clutch. And Superia is aiming particularly at the young with its Super Twen, which has the simple Sachs engine with automatic clutch. Typhoon hopes to attract attention in this class with its models with front wheel suspension and possibly even plunger rear wheel suspension. More or less typical of this whole development is perhaps the Velo Mosquito (after so many years, that familiar roller-drive engine is back) with automatic clutch, a cruising speed of 35 km/h and a weight of no more than 29 kg, also with a carrier at the front and rear.

Heavier classifications

Some of the news in the "heavier classes" has already been covered in previous issues. Batavus brings, among others, a new Combi Sport with two gears. Gazelle has a Cornet with Sachs engine which is equipped with foot change and the Austrian KTM with ILO engine. Kaptein Moylette introduced electronic ignition on its motocross model (in case of flooding still a good spark) and now also has a new MobySport. Magneet hopes to bring its Magnematic, with Sachs 2-speed engine and automatic clutch, currently intended for export, to the domestic market soon; new here is also the four-speed model with foot change. The four-stroke exceptions include Demm, with its Special Lusso model, and Honda, which now has a new C 320 S model. Puch brought out its new Scramble even before the RAl, a moped for boys who like to ride off-road and who now have a three-speed engine at their disposal. Tomos, which as is well known had a certain affinity with Puch in the past, now has a new engine without forced cooling in two and three-speed versions. A well-known duo moped is still the Zündapp, which now has a new Sport Combinette, for which a fairing can be obtained at extra cost.

We see that also in this heavy class, automation is becoming more and more important. The fact that the speed of the moped is limited at 40 km/h has led to a favourable technical development of the small two- and four-stroke engines over the past few years. No race to more and more horsepower, but stabilisation in favour of longer life. Within this limitation, however, the opportunities for more rapid acceleration in the lower gear ratios have been taken advantage of, because acceleration can be somewhat easier with duo use.

We have only been able to mention the many news items here in brief. It is clear that the development of the mopeds is going in two directions. On the one hand, the simple moped with automatic control, which requires a minimum of maintenance and attention, but is intended for solo use. And on the other hand, the touring moped, with motorbikes equipped with two or more gears where, incidentally, automation has also made its appearance, and in bicycle parts which are strongly leaning in the direction of the ultra-light motorbike. In addition to Batavus and Eysink, there was now another Dutch moped manufacturer who actually realised this development: Cyrus introduced light motorbikes for the first time this year, in addition to its mopeds. So now we switch to the motorbikes.

Some of the news in the "heavier classes" has already been covered in previous issues. Batavus brings, among others, a new Combi Sport with two gears. Gazelle has a Cornet with Sachs engine which is equipped with foot change and the Austrian KTM with ILO engine. Kaptein Moylette introduced electronic ignition on its motocross model (in case of flooding still a good spark) and now also has a new MobySport. Magneet hopes to bring its Magnematic, with Sachs 2-speed engine and automatic clutch, currently intended for export, to the domestic market soon; new here is also the four-speed model with foot change. The four-stroke exceptions include Demm, with its Special Lusso model, and Honda, which now has a new C 320 S model. Puch brought out its new Scramble even before the RAl, a moped for boys who like to ride off-road and who now have a three-speed engine at their disposal. Tomos, which as is well known had a certain affinity with Puch in the past, now has a new engine without forced cooling in two and three-speed versions. A well-known duo moped is still the Zündapp, which now has a new Sport Combinette, for which a fairing can be obtained at extra cost.

We see that also in this heavy class, automation is becoming more and more important. The fact that the speed of the moped is limited at 40 km/h has led to a favourable technical development of the small two- and four-stroke engines over the past few years. No race to more and more horsepower, but stabilisation in favour of longer life. Within this limitation, however, the opportunities for more rapid acceleration in the lower gear ratios have been taken advantage of, because acceleration can be somewhat easier with duo use.

The heaviest bikes at the RAl were the 750cc twins from AMC (Matchless, A.J.S. and Norton), but the largest number of entries came from the light class between 50 and 100cc, in which the Dutch motorbike industry, after years, hopes to play a role again with apparent zeal. Between the two categories is the Japanese armada with Honda, Yamaha and Suzuki.

Quietly, BMW was on a large stand with no news other than the quarter-litre R 27, which, as they say, returns at the request of customers. The list of the light class now includes the names of Batavus, Cyrus; Magneet, DKW, Eysink, Honda, ltal, Kreidler, HercuÏes, Motom, Puch, Suzuki, Garelli, Yamaha and Zündapp.

The British motor industry had its own pavilion, a place where the real motorcyclist could not find all the good memories, however, which one might have expected. Norton was there, imposing but expensive. B.S.A. showed its three 650 cc models Thunderbolt Startwin, Lightning Startwin, and Spitfire Mk li Startwin, the latter with its 55 hp engine reaching a speed of 200 km per hour. One bike that really stands out is the Velocette Thruxton for the keen biker with a taste for British machines and their specific qualities. Triumph was present with its range from the 200cc single-cylinder OHV to the 650cc twin Bonneville. The British motorbike industry is still doing very interesting business with the United States, where the motorbike is growing in popularity. Specially for the U.S.A. are for example the 650 and 750 cc twins of A.M.C.

The news at Honda started with the 50 cc CB 50S, a lively OHV with five gears, then the 450 cc OHV with overhead dual camshaft, which has an output of 43 HP/8500 rpm, is equipped with an electric starter and, according to the manufacturer, can reach a top speed of 180 km per hour. The Japanese are also targeting the American market with this model.

Suzuki's news includes, in addition to an 80cc motorbike, the six-speed quarter-litre two-cylinder Super Sport, which produces 29bhp/7500rpm and features the Posi Force lubrication system where the oil pump directly connected to the crankshaft is controlled by the throttle, so that the lubrication is adjusted according to the load of the engine. A nice detail, simple yet typical of the thoughtful workmanship, is the transparent plastic tube on the outside of the tank, which indicates the contents of the tank as a communicating vessel. (2795.-) Yamaha brings a new 305 cc two-cylinder, five-speed, 29 hp/7000 rpm two-stroke with autotube injection, where oil and petrol are administered separately. Also new is the 100 cc two-cylinder two-stroke, also with autolube; this little engine, with two carburettors, has a power of 9.5 hp/8500 rpm. Finally, among the Japanese, there is the 500 cc two-cylinder Lilac R92, whose instructors must have been watching a BMW.

Dutch motorcycling news for the first time this year comes from Cyrus, which introduces three models with Sachs engines, the 5.4 HP Royal 50 with 5 gears, the 6.3 HP Royal 75 with 5 gears and the 8.2 HP Royal 100 with 4 gears. It is an initiative that gives courage to the motorcycling public, because it is becoming so quiet around us. Another Dutchman, who never gives up, is Eysink with its 50 cc models with the special suspension that Eysink had already introduced, whereby a shock absorber takes the place of the front vertical frame tube from steering head to engine block.

The long-awaited four-cylinder from M.V. Agusta did not arrive, but a new 125cc single did. Jawa now has an automatic clutch on its 250cc and 350cc models, with the clutch lever retained purely for use in special circumstances such as pulling up from a standstill on a steep mountain road. Of the 125cc CZ, the low price, f 999, may now be mentioned as very noteworthy among all the four-digit figures. Ducati presented a 160cc four-speed OHV, the Monza Junior. The connection from the heavy moped to the ultra-light moped is there and the prices are not that different. It is to be hoped that younger moped riders will see this development.

pdf De Kampioen - April 1966 (1.44 MB)

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