Why are Chinese motorcycles dangerous?
When there is a desire to buy a motorcycle, but there are budget restrictions for the purchase, some people prefer cheap Chinese motorcycles . Let's find out what the desire to save money can turn out to be and which Chinese motorcycle is the best.
The Chinese auto industry has made progress in recent years. Some companies produce a product that is on par with Korean models. A huge number of vehicles from China upset their owners with frequent breakdowns.
What about motorcycles? After all, most of the residents of Asian countries travel on motorcycles.
Chinese motorcycle factory
Chinese motorcycles, mostly of low power, are produced and sold in the Middle Kingdom There are a small number of companies that produce equipment with more powerful engines.
We will look at small-capacity economy-class equipment. The catalog of Chinese motorcycles of this class includes bikes, motorcycles, scooters, etc.
Who is there?
Chinese vehicle manufacturers rarely come up with something of their own. They follow the path of least resistance - they copy what was invented. There is no need to copy the design of motorcycles, which cannot be said about frames and engines.
Most of the engines that are used in the production of motorcycles are copies of the Honda Super Cub engine, produced back in 1958. The Chinese engines produced now are copied from this motor.
The best is the enemy of the good: 10 old-timer motorcycles
In the modern world, a rare motorcycle is able to last on the assembly line for more than 7-8 years, during which several restylings and facelifts usually occur. Fashion and consumer tastes change too quickly. However, there are exceptions to this rule - devices that have been produced virtually unchanged for several decades. We have selected the most prominent representatives of the old and not so old schools, which we will now talk about.
Yamaha SR400
The most striking phenomenon in the world of modern motorcycles is the SR400. And even though the model entered production “only” in 1978, in the line of a manufacturer that has traditionally been at the forefront of progress, the motorcycle looks like a real paradox.
The Yamaha SR400 motorcycle has been produced since 1978
On the other hand, the classic machine has long become a cult car: air cooling, no alternative kick starter, spokes, drum rear brake - old school fans don’t need pseudo retro, they are willing to pay for real classics. By the way, the price tag is not bad - in Europe they ask for about 6,000 € for a motorcycle, but in Russia this device is rarely found.
Jawa 350
Another old-timer is the good old “Java”, however, its long assembly line life is due not so much to a love of tradition as to the difficulties with creating new models.
Jawa 350 "Style" version
And although the plant is working on updates, periodically delighting fans with new products, the main product is still the two-stroke 350 cc “single-barrel”, which entered the assembly line in 1987. The motorcycle was repeatedly updated externally, but inside everything remained the same, which is why it has not passed any European environmental requirements for a long time, but it can be bought in Russia.
Honda Super Cub
The Japanese scooter, whose production began back in 1958, became not only a cult model, giving its name to an entire class of equipment and spawning hundreds of copies from other manufacturers, it also became the most popular vehicle on the planet.
More than 100 million Super Cubs were produced during the model's existence.
The number of original “Cubs” produced under the Honda brand alone has exceeded 100 million copies! However, it is impossible to say that the Super Cub is being produced completely unchanged, and you can only find the original new “Cub” in some Asian markets.
Moto Guzzi V7
But you can buy the Italian legend in Russia without any problems. On the one hand, the motorcycle is new, because its production began already in 2008, however, it is based on the power unit that appeared on the Moto Guzzi V50 already in 1977.
Motorcycle Moto Guzzi V7 Speciale
Of course, it has evolved somewhat, however, unlike the same Triumph Bonneville, the engine of which retained the engineering delights of the past only as design touches, the Italian engine remained real. That’s why it’s okay to call the relatively new V7 an old-timer.
Ural CT
Another long-liver in the world of motorcycles is the domestic Ural. The products of the Irbit plant have evolved so smoothly that it is extremely difficult to find the roots of modern motorcycles and say exactly when they appeared.
Motorcycle Ural CT
The frame, for example, traces its lineage to a motorcycle with the M-76 index that appeared in 1973, and the 750 cc engine is not only similar in appearance, but also has many interchangeable parts with the first M72 and BMW of the late thirties. It seems that a more authentic power unit cannot be found these days, especially since the motorcycle is available not only in Russia, but also in all other major world markets.
Harley-Davidson Sportster
The oldest motorcycle in Harley's production range is the Sportster. The family itself appeared in 1957, but modern motorcycles that can be bought today have their origins in 1986, when the Sportster with the Evolution engine in the 1200 and 883 versions appeared on the assembly line.
2022 Harley-Davidson Iron 1200 is one of the newest members of the Sportster family
The motorcycle has evolved, the engine, instead of being rigidly attached to the frame, began to be installed through silent blocks, an injector appeared, however, in general, the motorcycle is the same, real. That is why you can call him an old-timer.
Royal Enfield Classic
But modern Anfield, on the contrary, is far from being so authentic. The current model, available also in Russia, appeared in production not so long ago, in 2006.
According to information on the official Royal Enfield website, the Classic model will cost 395,000 rubles
But its predecessor, called the Royal Enfield Bullet 350, discontinued in 2005, on the contrary, could become an absolute record holder, because it has been produced since 1958 with virtually no changes! In any case, the current Anfield is his close relative, and the years spent on the assembly line are difficult, but allow him to squeeze into the camp of long-livers.
Honda VT750 Shadow
Classic never gets old! The motorcycle, which appeared in the Honda model range back in 1997, is still sold to this day. True, it is not on the Russian market, but in North America it will not be difficult to buy it.
Modern version of the Honda Shadow 750 in “Black Spirit” performance
Over two decades on the assembly line, the motorcycle has not changed much, and only differs in color. What else do you need from a not too big cruiser from the land of the rising sun? The motorcycle is so simple and reliable that today you can easily find on the street even the earliest machines from the late nineties in quite good condition.
Yamaha FJR1300
The motorcycle, which was released back in 2001, thanks to the efforts of Yamaha engineers, remains modern to this day. The device, which initially contained a huge number of progressive engineering solutions, has gone through many restylings and upgrades.
The FJR 1300 model is in stable demand among domestic Yamaha dealers
Today it boasts electronic suspensions, cruise and traction control, heating, electrically adjustable glass, various engine operating modes and ABS. You can’t tell that the motorcycle, which is also sold on the Russian market, is already 16 years old!
Suzuki Van Van 200
A small classic motorcycle with unusually sized wheels that place it outside the scrambler and crossover classes, it looks much older than it actually is.
You can meet the new Suzuki Van Van in the vastness of Russia
Production of the modern version began only in 2002 and was an allusion to the scooter produced by the Japanese company in the 70s. In any case, 15 years in production is a respectable period for motorcycles that always remain timeless.
In fact, this is not the entire list; there are quite old models in production from other companies, and there is nothing to say about Asian factories that produce copies of legendary devices. Just look at the cost of the Chinese Chang Yang, which until recently riveted a copy of the Soviet M72, in turn copied from the pre-war BMW, and recently presented a modified version of this motorcycle with an engine from the first generation Kawasaki ER-6. However, in this text we considered only large companies, in whose model range fragments of past conquests were lost. If we suddenly missed something, don’t hesitate to add it.
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Chinese motorcycle
Small displacement engines are essentially the same Honda Super Cub, but with a small number of parts from the . They are installed in most cases on pit bikes Pitster-Pro, Mikilon, BSE, Kayo – https://klops.ru/news/2019-04-12/191780-kak-kaliningradskomu-avtovladeltsu-sovmestit-kachestvo-i-tsenu-v -voprose-zapchastey
Engines of the SV series are produced as single-cylinder (125-232 cm3) and two-cylinder (125, 250-350 cm3). Their cost is off the charts, which is why they are not so popular in Russia. Models with Regal Raptor engines and Johnny Pag choppers are of interest.
An equally popular donor for Chinese motorcycles is the Honda CG125, produced since 1976. The volume of such engines is increased by boring the cylinder. In Russia they can be found in Lifan, Patron, Stels, Irbis models. The most advanced engine is considered to be the Honda CBF125/150. The main disadvantage of such a unit is its high price.
Regarding the topic of interchangeability of Japanese engine parts with Chinese ones, it is quite difficult to be sure of anything. Some spare parts for Chinese motorcycles are suitable for Japanese ones, but not all of them: some are manufactured taking into account that the “originals” will not fit. Not many people know that even “original” parts are often different.
The ghost of cheapness: why Chinese motorcycles are dangerous
When you really want a motorcycle, but don’t have the money for a quality device, many are ready to turn a blind eye to any warnings and buy a “Chinese” one. We'll tell you how such a purchase can turn out
Natalya Umnova
The Chinese auto industry has certainly progressed over the past couple of decades, and now some companies are able to produce a product worthy of competition with, for example, Korean cars. And yet, until now, most of even the most popular Chinese cars “delight” their owners with regular, more or less serious breakdowns. But maybe the Chinese are doing better with motorcycles? After all, two-wheeled vehicles are in great demand both in China itself and in other Asian countries, and are the main means of transportation for the majority of the population of India, China, Vietnam, Indonesia and other countries in the region.
Traditionally, Chinese manufacturers specialize in small-capacity motorcycles. These are motorcycles and scooters with an engine capacity of up to 400 cm3, and the bulk fits into 50-150-250 “cubes”. There are, however, several companies that produce equipment that is more similar to motorcycles in our understanding, with a 500+ cc engine, but these are usually products of former European factories bought by Chinese investors, for example, Benelli or Saggita. We will not talk about them, but will focus specifically on small-capacity budget equipment.
Everything here is like the big ones: there are scooters, scooterettes, maxi-scooters, classic motorcycles, pit bikes, enduro bikes and even sportbikes. And the number of companies producing two-wheeled vehicles and brands of this equipment is incalculable.
Who is there?
Chinese companies, both automobile and motorcycle, rarely come up with their own. And why reinvent the wheel if everything has already been invented before? It's easier to copy and change a little. And sometimes you can do without this slyness.
In terms of appearance, motorcycles don’t need to be copied too much; fortunately, casting a new plastic body kit is easier than casting a car body. But the engines and frames are worth it. The vast majority of engines installed on Chinese motorcycles sold in Russia (and in other countries) are copies of the 1958 Honda Super Cub engine (!) and its later modifications. Modern Chinese engines, based on the Honda “donor”, have a volume of 50-120 cm3.
Engines with a volume of 140-180 “cubes” are the same Cub, but with some of the “filling” from engines of the SV family. Such units are found mainly on pit bikes BSE, Kayo, Pitster-Pro, Mikilon and equipment under Russian brands.
The SV series engines themselves are produced as single-cylinder (125-232 cm3) and two-cylinder (125, 250-350 cm3). However, they are quite expensive for budget equipment, so they are less widespread in our country. The most interesting models with this engine are the Johnny Pag (Jonway) and Regal Raptor choppers.
Another popular donor for Chinese engines is again the 1976 Honda CG125. The cubic capacity of these engines is increased to 232 (250) cm3 by boring the cylinder. Here they are found on Stels (QJiang), Lifan, Irbis, Patron vehicles.
One of the most modern clones is the Chinese version of the Honda CBF125/150 engine, but it is already much more expensive. In Russia, motorcycles with this engine are presented under the Patron (Yingang) brand.
There are also copies of Suzuki GS/GN engines with a volume of 125-150-200-250 cc. But they are even more expensive than Honda CB/CG. They are used mainly by Baltmotors.
If we talk about the interchangeability of Japanese engine parts with their Chinese “analogs,” then you can’t be sure of anything. Some parts can actually be installed in Japanese (cylinder heads, shafts, carburetors), but some are deliberately made a little different so that “original” spare parts do not fit (intake and exhaust, for example).
In addition, even “original” spare parts often come from the manufacturer are not the same: either the gap is not the same, or the holes for fasteners are slightly in the wrong place.
What, what are these “Chinese” made of?
Today, Chinese engines, copied from Japanese ones and produced in millions, have reached a good level of quality and are the least dubious part of a motorcycle from the Middle Kingdom. But everything else...
The main problem is the metal used in the frame, steering columns, shock absorbers, mounts, etc. It is of very low quality and does not withstand any serious loads. Anything can break, even in the process of intended use: steering columns, frames, rims burst, footrests and stands fall off...
With this quality of metal, there is no need to talk about the rigidity of the chassis and, accordingly, the stability and predictability of the motorcycle in motion. It may turn the wrong way or in a different way than the driver expects. It is “baptized” in the most harmless tilts: the front part goes to the right, the rear part goes to the left, and vice versa. The brakes become red-hot after a series of several turns or a long descent. After bouncing on bumps or jumps, you can land on cracked running boards...
Another common problem is the quality of the build itself, which does not comply with any standards: 50/50 that you will be lucky and buy equipment that will last a decent amount of time. And the same 50/50 chance that you won’t be lucky. So after purchasing any Chinese motorcycle, you just need to check and tighten all the fasteners. And it would be better to go through the entire device - suddenly somewhere they forgot to install a gasket or an oil seal or boot or installed it incorrectly...
How to live with this?
It is clear that when you really want a motorcycle, but there is no money yet for a quality one, many are ready to “forget” any warnings, difficulties and their own safety. However, we must warn.
Riding Chinese pit bike, enduro and sport bike classes becomes especially unsafe. These are light, small devices with “evil” motors, designed to be installed in a durable, geometrically adjusted chassis, and not in what often plays the role of such in motorcycles made in China or assembled in Russia from Chinese kits. These motorcycles can reach speeds of 100 km/h or more without providing the necessary rigidity, strength, reliability or ride quality to give the driver control and control.
Perhaps, only truly experienced motorcyclists who know how to cope with a disobedient, kicking “horse” that resists its “rider” in every possible way can afford to ride Chinese motorcycles.
In fact, cheap “Chinese” motorcycles are bought as first motorcycles, often for teenagers who have just received their “licence” (or have not even received it) and have at least learned to ride. But it’s one thing to ride around the country in the summer, where the speed is lower and there is no traffic, and another thing is to go into the city or on the highway, where the equipment is required to operate all systems accurately and reliably.
What's the result?
Ideally, it is better not to buy cheap Chinese motorcycles. However, if for some reason you cannot avoid the purchase, here are some tips:
- Choose only among brands that have been present on the Russian market for more than 5 years, for example, Alpha, Keeway, Zongshen, Stels, Lifan, M1NSK, Patron. This way you will most likely be able to avoid problems with the lack of spare parts.
- Choose classic models or “choppers” as the most durable.
- Don't buy Chinese sportbikes! Enduro and pit bikes are also not worth it.
- Don't buy Chinese motorcycles for teenagers. It’s better to let them be content with fifty-kopeck scooters!
- Focus on the price of 80-100 thousand rubles. Of course, it is no longer as attractive as 30-40 thousand, but think for yourself what the cost of such a motorcycle is and, accordingly, the quality of materials and work, if the final price in Russia also includes delivery, duty, profit of the manufacturer and seller and other expenses ?
- Be prepared for the fact that everything will have to be modified with a “hammer and file” and that the service life of the equipment will still remain a mystery to you.
- Don’t buy a “Chinese” one with your “last” money: at least a helmet is required for the motorcycle (again, better not Chinese), plus insurance and maintenance. In addition, there is a high probability that you will soon have to spend money on spare parts and repairs. A motorcycle, no matter what it is, is a rather expensive pleasure.
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Discussion Cancel
- Nikolay:
09.13.2021 at 19:04
Almost everyone I know drives Chinese vehicles. ... after a year the motorcycle gets its ass. Mine is already 5 years old, it's perfect and I love it. Yes, the power is not Japanese, but it has already worked out its price. If you change his oil on time, he will forgive everything. The metal leaves a lot to be desired, but it's not terrible, and if you look at the price, it's beautiful
Answer
- Yuri:
01/01/2021 at 14:05
The article is quite objective, many points are indicated correctly. (I had the opportunity to drive both Japanese and Chinese vehicles, as well as repair them).
Answer
- Dmitriy:
09/08/2020 at 18:19
Aftor is openly delusional. From the Chinese industry, there is outright racket only among scooters. — they break down often, and even then all except the CPG. We don’t kill the crankshaft on them at all. This is not a chizh wad Izh. Among mopeds and motorcycles {With proper use} there are even fewer problematic options. You need to understand that if you take a 15-year-old cunt “Alpha” even from a store, and the cunt fancies himself as Valentina Rossi and drives like a sports bike, not a single engine will survive under such loads. Do you think that if this is an expensive Japanese product, then only Motul should be poured into it, but the Chinese will tolerate punishment. Ale, don't be such imbeciles. China is not China, but the engines need attention. I myself drive a 250cc motorcycle, liquid cooling, 4 valves per cylinder, the motorcycle is six years old, replacement is only for consumables and still no repairs. Comrades, do not be biased. Take care of your equipment and it will repay you in kind.dmitriy_vladimirov1991
Answer
- Michael:
10.29.2020 at 13:06
The author clearly has a store for Japanese or American equipment. and the Chinese market clearly spoils his sales statistics
Answer
- Nikolay:
03/21/2021 at 01:57
Absolutely true, if you treat technology negligently, then no motorcycle will withstand it, I also have a Chinese sport bike and Planet 5 and I’m not complaining, everything works without any complaints
Answer
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What are Chinese motorcycles made from?
New Chinese motorcycles have reached quite high quality. It is impossible not to touch upon the topic of significant shortcomings. The biggest problem is the metal that is used to make steering struts, frames, mounts, and shock absorbers.
It is of low quality, so it breaks under significant loads, and any parts break. It is worth noting that this shortcoming also occurs in the best Chinese motorcycles.
Chinese motorcycle dump
Due to the low quality of the metal, it is impossible to count on the rigidity of the chassis and the stability of the vehicle in motion. The motorcycle often turns in the wrong direction.
The brakes are subject to a lot of stress and literally get hot after a charging descent or taking a sharp turn. What is it worth to overcome dangerous jumps - often the driver lands on broken footrests.
Another very common problem with new Chinese motorcycles is the build quality, which is not carried out as required. And if the purchased equipment lasts a long time, it will be a real miracle.
Each owner of such a unit after purchase should check his vehicle and properly tighten the fasteners. Ideally, it is better to completely overhaul the motorcycle - it is possible that they simply forgot to install an important part in some place.
Is it worth buying a cheap used Japanese scooter?
Many people ask the question: what is better to buy - a used “Japanese”, a used “Chinese”, or take a new Chinese one from the store and not worry about your brains? Or you can buy a new “Chinese” and drive it home the next day with a jammed engine.
The question of price is not a simple question (C). A toad can crush anyone, and at the sight of the once promising inscription on the side of the Honda, the toad will allow you to practice a little self-deception, the scales of doubt will swing a little in your favor and the deal with the cunning seller of bullshit will be completed.
One of my clients decided to buy himself a cheaper scooter. The choice naturally fell on the “Japanese” and naturally on the used one. Well, why pay a lot?.. This is “Japanese”, it is “a priori eternal”. Their happiness did not last long... The kickstarter leg jammed. And immediately the snot started flying: how so??? These are “Japanese” after all, the seller said that by definition they do not break, and if something breaks on them, then only a candle or light bulb burns out...
In general, I got into this “Japanese” and, frankly speaking, did not want to repair it. What's the point?.. The engine was simply killed, and completely... The client thought that his winding lever was simply bitten, but in fact his separator in the upper head of the connecting rod had crumbled and that was not all...
Instead of a filter, a piece of foam rubber stuck out in the housing and it was torn out from some old mattress, not its original one. But that's half the trouble. The main problem was that the foam rubber in the housing was loose and in the place where it adjoined the housing there was a hole through which dust was sucked into the engine.
If you buy a used scooter or motorcycle, immediately open the air filter. If you find something similar there or there is no filter at all, discard this option immediately. If you see a clean filter element impregnated with a special liquid in the housing, rejoice: it is quite possible that you did not waste your time in vain and this option will pass the next stages of testing no less worthy than this one.
The Kickstarter “fungus” was killed: the original teeth were worn out and instead of them, some smart guy cut his own with a “grinder” - a la exclusive...
You will say that this is a trifle. A small thing is not a small thing, but it costs 300 rubles, plus these exclusive teeth cut off the counter teeth in the outer plate of the variator, and that’s another plus 200 rubles.
Due to a crumbling separator, the piston is in the trash... Plus another 1,500 rubles.
The separator rollers got into the crank chamber and jammed the crankshaft, and the crank lever jammed along with it.
The main bearings were still original. The radial play of the inner race, according to my conservative estimates, was at least 0.5 mm. In my understanding, they are more dead than alive... Their analogues of unknown quality cost from five hundred rubles and then to order.
It is not surprising that with such backlash in the main bearings, the oil seals leaked. Oil seals for this scooter are sold only individually - 150 rubles for one.
The splines for the variator plate were cut off on the crankshaft, plus the shaft was no longer original and had been cut with a grinder. Chinese plasticine for this model costs from 1,500 rubles.
Remains of the separator. Plus another 150 rubles.
Strong play on the primary and secondary shafts of the gearbox. Luckily, only the bearings and seals were damaged. I don’t remember how much it all cost, but I ended up with a ruble. By the way, we managed to find the bearings in a regular store selling spare parts for tractors. There are a sea of bearings there.
Instead of oil, there was some kind of manure in the gearbox. It's good that it was there at all.
And that's not all. I don’t think there’s much point in writing about such little things as torn silent blocks, cracks in the crankcase, or a “dead starter.” The picture with this scooter is already clear.
Remember: there are no freebies. There is no such thing as buying a normal scooter for a pack of crackers. Don’t deceive yourself and don’t trust salesmen, and then most technical problems will bypass you.
What should I do?
It is quite logical that if they want to buy a motorcycle, but do not have a lot of money, buyers are ready to turn a blind eye to all the shortcomings. But, as they say, forewarned is forearmed.
Riding enduro-class equipment, pit bikes, and sport bikes is considered very dangerous. These motorcycles are light in weight, yet have powerful motors that must be built into a durable chassis, not into whatever they are installed into. This vehicle can reach speeds of up to 100 km/h or more, but it is not ready to provide the necessary strength, reliability and rigidity.
The conclusion suggests itself: such vehicles can be used by motorcyclists with extensive experience who know how to behave correctly in a life-threatening situation.
MY MOTORCYCLE
So how was the defeated empire able to rise to its feet and become one of the largest industrial giants.!? After all, having participated on the side of Germany during World War II, the empire was also defeated and was very cruelly torn to pieces.
But she was able to get up. Let's go back a little in history and start in order. The capital was destroyed in fires, two large cities were reduced to nuclear ashes. Transport and communications practically did not work. Industrial production was just over one-ninth of its level a decade ago. Confusion and panic took over the minds of people. Ideological strongholds that seemed unshakable were thrown into the dust. Ten million people could not find any work. Severe inflation devalued all savings. The very gene pool of the nation was affected: hundreds of thousands of young people were sacrificed to imperial ambitions; Almost every fourth person suffered from tuberculosis in one form or another.
Nowadays, all showrooms are filled with their motorcycles.
It was a harsh reality - the reality of Japan in 1946. But this was the beginning of a new revival of a new country. It is unlikely that the Americans, who completely took control of the country after the surrender, were interested in the emergence of an economic supergiant on its ruins. But even if they did not have warm feelings for Japan, they unwittingly acted in the role of that evil spirit who, wishing evil, does good. The aspirations of the American administration were quite clear: never, under any circumstances, should Japan again pose a military threat to the United States. After all, the Yankees’ self-confidence was hurt. But, having taken full power into their own hands, the Americans were faced with another problem: this half-starved, embittered population had to be fed and clothed; he was to be given a roof over his head. Of the two options - to keep the Japanese forever on handouts or to give them the opportunity to arrange their lives with their own hands - practical Americans preferred the second. No one seriously thought that Japan would someday become their competitor: Japanese goods had long had a reputation for low-grade cheapness, and the only competitive products of the island empire were fans and screens. Everything changes.
The colossal financial and industrial associations "zai-batsu" - the basis of the economy of pre-war Japan - were suspiciously similar to our ministries: super-monopolistic, clumsy, focused not so much on the consumer as on the state treasury. With their dissolution, the Americans began their economic program. Measures were taken to demonopolize and privatize the economy (shares in the former zaibatsu were sold mainly to employees of these companies), and the financial and tax systems were reformed. Since the yen in those years was a fairly “wooden” currency, a ridiculously low exchange rate was set: one dollar was exchanged for 360 yen. Subsequently, this also worked to the advantage of Japanese industrialists: after all, it has now become very profitable to export any product!
Before the war, Japanese goods were considered of low quality
Without even knowing it, the Americans gave the Japanese another future mine for their economy. In 1950, the American professor W. Deming arrived in Japan to give a course of lectures, having previously unsuccessfully tried to interest American industrialists in the system of statistical quality control he had developed back in the 1920s. Christ had less ardent followers among the apostles than Professor Deming had among Japanese businessmen. But the effectiveness of his system was also amazing: just six months after the first lecture, the president of one of the Japanese companies presented him with a report certifying that as a result of the implementation of his principles, the volume of work to correct defects decreased tenfold, injuries fell by 90%, and defects decreased many times over. In 1951, the grateful Japanese established the Demint Medal, awarded annually to the company that has achieved the best success in quality management.
The motorcycle in Japan has long been a toy of the rich, remaining practically inaccessible to the majority of the population. In the pre-war years, motorcycle production slowly grew from 1,350 units in 1930 to 3,000 in 1940. This sluggish growth was matched by both quality and technical level: the 1937 Meguro Z97, a copy of the English 500 cc Velocette of three years ago, developed a power of only 13 hp. With. versus 19 l. With. at the prototype. Motorcycle production remained scanty in the first post-war years: 500 units in 1946, 1000 in 1948, 2633 in 1950. The turning point came only after another generation: 11,510 motorcycles in 1951, more than 100 thousand in 1952, 200 thousand in 1955 and almost 400 thousand in 1958! And in 1960 the millionth milestone was reached! This is just 10 years after the professor arrived.
What provoked such an explosion?
The economic levers established by the American administration began to work. Skillful manipulation of taxes and subsidies encouraged industrialists to expand production. The low exchange rate of the yen served as a reliable protection against imports. During the Korean War, the Americans placed many military orders in Japan - this also contributed to increased business activity and helped pay off foreign debt. Under pressure from trade unions, entrepreneurs realized a simple truth: in order for a person to work better, he must be allowed to earn money. And as soon as the well-being of the workers improved, the bicycle - the traditional folk transport of Asia - ceased to suit them. I had never dreamed of owning a car; my dream became a motorbike, a scooter, a motorcycle.
In 1952, 120 companies offered their motorized vehicles to consumers! This was a record figure - since then their number has been steadily declining until only four giants remained. In their projects, Japanese designers were not shy about direct borrowings. BMW and Harley Davidson, BSA and Adler, Zundapp and DKW, Sunbeam and 43 - it was difficult to find a decent motorcycle company that had not been robbed in this way. This is how the French magazine Moto Review described the new Honda model in 1957: “Adler front fork, Pooh frame, Ariel headlight housing, Norton muffler, Eso cylinder head, Horex cylinder "...
So the first condition for technical progress—competition—was present. True, for a long time it remained internal - the Japanese market was reliably protected from foreign invasion. Export of motorcycles began in 1947 and amounted to... 10 cars. Ten years later, it grew to 430. The reason for this was both the seemingly immense domestic market and, to be honest, the low quality of motorcycles, which are far from reaching the best European cars in terms of their level. The few motorcycles that were exported were sent to the Philippines, Thailand, Indonesia...
When Japanese motorcycles suddenly appeared on the US and European markets in the late 50s, experts were shocked (imagine an attack by Soviet computers on the Japanese market). Moreover, these motorcycles showed that the period of apprenticeship was left behind. Although there was still room for speculation about where the design of this or that part was borrowed from, in general the motorcycles made a very favorable impression. For example, the 250 cc Honda Dream, although distinguished by its distinctive Japanese design, impressed with a beautifully detailed two-cylinder four-stroke engine with an overhead camshaft and an excellent power of 20 hp for those times. With. And consumers soon became convinced of the reliability of Japanese motorcycles - Professor Deming’s lessons were not in vain. But the competition was strong, the market was oversaturated, the most famous brands - BSA, Java, Triumph and many others - were opposed to newcomers. What became the trump card of the Japanese? How did they get around them?
The strategy in the United States, for example, was to rely on the new generation that emerged thanks to the post-war baby boom. The children were growing up and had already reached the age when they would be allowed to dream of a motorcycle. But first it was necessary to destroy the stereotype in the minds of their parents, who associated the word “motorcyclist” with an unkempt hooligan on a stinking and rumbling monster. And Honda launched its advertising campaign under the slogan: “The most beautiful people drive Hondas.” That is, a new approach to advertising. Also the right move.
The company began its attack on the American market with the 50 cc “Super Cube” model, a small symbiosis of a motorcycle and a scooter, very popular in Japan (in the first ten years, 3.5 million of them were produced; the model retains a solid place in the company’s program even today days. And although this little “Honda” was infinitely far from the needs of those who considered themselves true motorcyclists, it did its job: parents who feared for their children did not consider it a motorcycle and willingly gave in to their children’s requests to buy them this attractive toy. for children, the company offered small “real” motorcycles with engines with a displacement of 90 and 125 cm/cc, and for those who grew up, the program included models of 250 and 305 cm/cc, so that a motorcycle lover could not part with the brand that taught him how to ride Also the right approach to the consumer.
It started differently, winning a series of local American races in 1958 thanks to the new “YDS” model. This lightweight 250 cc machine with a two-cylinder two-stroke engine was capable of reaching speeds of 140 km/h and could compete with both Harleys and 500 cc British motorcycles on the road. Suzuki, and later Kawasaki, followed the same path - creating high-speed two-stroke “twos”, which are not inferior in dynamics to European motorcycles with twice the displacement . However, these companies did not forget Honda’s recipe - “to raise consumers from a young age,” especially since 50 cc models formed the basis of Suzuki and Yamaha sales in Japan. In turn, Honda remembered that the way to the heart of the American motorcyclist lies through powerful, high-speed motorcycles. True to the principle of “a motorcycle of moderate displacement with the dynamics of a motorcycle of twice the cubic capacity,” in 1965 it released the SV 450 model with a 43 hp engine. With. and a maximum speed of 180 km/h. The design of this short-stroke engine with double overhead camshafts - a first for a production motorcycle - revealed its racing origins………
I don't end on this note. To be continued…………..
What in practice?
The catalog of Chinese motorcycles is replete with its diversity. At the same time, cheap models are in great demand on the market. They are very often bought by young people who have just received their “licenses”. At the same time, beginners do not take into account an important nuance: riding in the countryside in the summer is one thing, but going out onto a highway with busy traffic is something completely different.
conclusions
Of course, it is better to refuse such a purchase for safety reasons. But if you still decide to become the owner of such a vehicle, take a few tips from experts and you will find out which Chinese motorcycle is better not to buy:
1. Buy a model that has been sold in our country for at least 5 years.
2. Give preference to classic models.
3. Do not buy sportbikes, even though there such Chinese motorcycles on sale .
4. It is better for beginners not to purchase such transport at all. The ideal option is scooters—fifty dollars.
5. The best Chinese motorcycles cannot cost less than 80 thousand rubles.
6. Prepare for the fact that the equipment will have to be repaired frequently and you will have to spend money on spare parts for Chinese motorcycles.
7. Do not purchase such a unit with your last savings. You will have to additionally buy a helmet, undergo maintenance and obtain insurance. And this is not to mention the fact that vehicles need to be repaired periodically.
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At the long-standing request of one of the activists of our site, I am fulfilling my promise to write a detailed material “Buying a Used Japanese Motorcycle”
Nowadays, buying a two-wheeled friend is not so easy. Prices for a brand new Japanese car easily jump over $10,000 and, alas, are not affordable for everyone. It’s good when you have free money and you can really use it as you want. But what about that ordinary motorcyclist who loves motorcycles with all his heart, since childhood he has been spinning the java he received from his grandfather as a gift, licking it from morning to evening. Today I would like to talk about buying a used Japanese motorcycle.
My first experience in using (foreign) Japanese equipment was a small ’81 Yamaha 250cc chopper, but I don’t remember the numbers. The feeling of the first trip was amazing. I rode it in garages from corner to corner and could not help but be happy. Even then, there were thoughts of buying him, but upon learning that he had no documents and was only worth killing, he was upset, because outwardly he was quite well-groomed (despite his age), but inside it turns out he was killed. Following him, they gave him a ride on a sportbike (Yamaha FZR 250, 1988).
Now that was a different ride. An old Japanese engine with an engine of 18,000 rpm made a terrifying howl when you touched the throttle :).
After talking with the owner of these miracle motorcycles, I was unpleasantly surprised that the old Japanese one costs no less than $1800 and this is only for the 1988 year, which the manufacturers probably forgot about and spare parts for it can no longer be found.
In those days, many of the guys (pedestrians) gathered together in garages and watched this old but amazing technology, mentally dreaming of the same thing. It so happened historically that since the owner of the FZR was fluent in it, everyone as one wanted ONLY the Yamaha FZR 250 for themselves :). The point was clear as day $2000 and you’re on top, but where to get it is another question :). With an average salary of $100 a month, my head was hanging down and my hands were shaking. I want, I want, I want!
Searching the Internet for the sale of such a “horse,” I came across advertisements: selling FZR, year such and such, passed pre-sale training, washed, bathed, only from Japan. At first glance everything is beautiful, etc. It was scary to take it out of your hands, and even old men weren’t very common. People have already started looking for 400 cubes, but for us the usual worker-peasant system and 250 cubes for happiness. At that time, an office turned up that was engaged in supplying used equipment from Japan in large quantities. They also had a website in the form of a catalog. One of the guys got excited and bought a 1992 Yamaha FZR 250 from them for $2,000. The motorcycle was truly beautiful in appearance, but inside there were jokes waiting for us :). There was no sign of any pre-sale preparation. There were rags wrapped under the (leaky) seals in the fork, and there was no filter in the air tank! Can you imagine how many kilometers a person plowed on this motorcycle to his home and how much dirt the engine picked up along the way?
I’m smoothly bringing everything to the point, so to speak, based on and citing examples from life experience. So, at this time I was dreaming of a Kawasaki ZXR 400 :).
After spending hours looking at photos of this model from different years on the Internet, I fell more and more in love with it.
Unfortunately, I found the only advertisement for sale and even without a photo, I called the owner, the conversation went something like this:
- Hello! Selling a Kawasaki ZXR 400? - Yes! — what year is the motorcycle? And then the celebration began... - according to the documents, 1996, and WELL, SOMEWHERE 1995. - in what sense? (I asked) - actually, I’m not the owner, a friend gave it to me to sell (he answers) - what about the condition? - I sat down and went! - price? — $3500
Curiosity tore me endlessly, and the desire to see a Kawasaki in person did not allow me to sleep peacefully. Having filled the gazelle with a full tank and seated a friend next to us, we rushed almost 400 km to look at the gazelle, having previously taken with us a deposit of $100, in case it stuck in our souls.
On the way to the seller, we dreamed that in a few hours we would see this handsome guy in all his glory, imagining how green he was and with white stripes. Finally, having reached the place, we met with the seller and he took us to the garage. A black motorcycle appeared in front of us with Kawasaki written on the side and the letters GPZ.
I asked what is this? It's like a ZXR 400, here are the documents. According to the documents, the motorcycle was indeed a ZXR, but outwardly it did not resemble it. I asked to start it and take it for a ride, I liked the motorcycle, but something was bothering me. Impressed by the motorcycle, I gave a deposit of a hundred and said that we would think about it. We got into the gazelle and drove back, discussing the motorcycle along the way.
— something confuses me, it doesn’t look like the one I looked at in the pictures
Before reaching my hometown, I called the owner of the FZR and said, Val, I looked at the cava, there are GPZ signs everywhere and it looks like a ninja, is this a ZXR?
- No, what are you talking about! This is a Kawasaki GPZ 400 sports tourer, most likely (air-oil cooling) - but what is it being sold for? - $3500 - what are you talking about, his red price is $2500 and you need to look!
I promptly call the seller and say: - the motorcycle you showed is not a Kawasaki ZXR Answer: - yes? Well, maybe. I say: - how can this be! We plowed 400 km to you, gave you money and 400 km back. Answer: - these are your problems (and hung up).
A month later they managed to take the hundred from him, but the price for all this was another trip to pick her up to visit him, since he was not going to send her away, but fed her breakfast.
If you don’t want to find yourself in this kind of situation and then run after someone, I decided to write a short list of tips when buying a used Japanese motorcycle, which you may have never even seen.
Search and definition:
People usually forget about many details from this list, but in vain. This list will help you in the future avoid wasting time, and perhaps money (like me) :).
1.
Be clear about your choice. For example, you firmly decided to buy a 2001 Suzuki GSX-R600 (a friend has one). Study the motorcycle inside and out, all the bends of the plastic, the location of the bolts, stickers, the shape of the optics, the side mirrors, the exhaust, etc. You must be absolutely sure that you will recognize the motorcycle when you meet it. If you don’t have anyone to consult with, you can always ask on our website and people will not refuse to help.
2.
The place to search for advertisements is usually the Internet. Try to look for an ad where there are a lot of active people who can give their comments regarding the lot they saw. From here you can already emphasize something for yourself.
3.
First of all, ask the seller for detailed photographs of the motorcycle if its condition, in your opinion, does not correspond to the description given in the ad.
4.
Check with the seller whether the year of the motorcycle matches the year indicated in the documents and, if possible, ask for a scanned photo of the documents. A person who has nothing to fear and is interested in selling you a motorcycle will send it unconditionally!
5.
Don't forget to ask about consumables and what condition they are in (front and rear brake pads, brake hoses, brake discs, are there any glitches in the brakes, tire wear percentage). Of course, it’s worth asking about changing the oil and oil and air filters, but usually no one ever tells the truth. Don't forget to ask about the spark plugs, when were they changed? If they answer: “yes, literally yesterday” or some other nonsense, please clarify immediately (company, labeling) :). When a person changes spark plugs, he will remember it for a long time, since they are not so fast to unscrew :). Don't forget to ask about changing the brake fluid. By the way, what about the coolant and what is it? (more details in practice).
6.
Find out the mileage of the motorcycle, how many owners it has had, and what kind of treatment it has received. Wear of the chain and sprockets is a very important point that needs to be asked. Has the motorcycle been hit and, if so, what kind? Frontal - refuse immediately, if it is laid on one side, you can think further, because For a motorcycle lying on its side, this is not a problem.
7.
Find out about the tuning of the motorcycle, whether all the parts are stock and, if not, which ones were installed and for what purpose.
8.
Warn the seller that you will look into every hole in the motorcycle and whether he would be against measuring the engine compression when we meet and remove the plastic for inspection if there are doubts regarding the survivability of our device.
9.
Try to discuss all these subtleties over the phone, so that by the reaction of the person answering at the other end of the line, you can understand how dear this motorcycle is to him, whether he really is its owner, whether he answers confidently or stammers. Don’t forget to write down everything that the seller says on a pre-prepared sheet of paper with a list of questions. So that if something happens, when inspecting the motorcycle, you can remember what the owner told you and how honest he was with you.
10.
When inspecting the motorcycle, take with you a more or less understanding person in this matter. 1 head is good, but two are better!
Preparation:
Preparing for your inspection trip is equally important. Let's try to describe our actions according to points 1.
Let's agree with a friend so that he is free at this time and on this day. If he is not free, a liquor and vodka evening in a cafe will put him in a favorable position for tomorrow's examination, and in the morning will free him from traveling to work :).
2.
Since we are going to look into every hole in the motorcycle, we need to take with us a minimum set of tools that we will need in the future to service our motorcycle ourselves, which means it won’t hurt to buy them in advance:
A)
set of hexagons.
You don’t need to take a set that’s too cool, but you don’t need a cheap one either, because... Cheap kits most often damage the bolts by cutting them off from the inside. Please note that the hexagons on the other side should have balls, this will make it easy to unscrew the bolt in hard-to-reach places. B)
Take a tester with you, in case the dimensions don’t work or something else, in general it’s a necessary thing and may come in handy.
C)
Pliers and a roll of electrical tape, in case we notice something in the wiring and want to unfold it, but there is nothing to roll it up with :). Let's not forget about the screwdriver with interchangeable bits.
G)
We also remember that we were going to measure the compression in the engine, which means we prepared in advance a car compression gauge, an adapter for our spark plug and, of course, a head with a knob to unscrew the spark plugs.
This picture shows a very interesting candle and we should write a separate article about it :).
These spark plugs are installed in the Honda RVF 400. Manufacturer: NGK, marked ER9EH. Despite its size in the photo, this candle is the size of a little finger! The skirt is 8mm and the key is 13mm! (very rare and expensive candles!!) Anyone who understands this will understand me ;). I advise you to select a more expensive head for removing spark plugs with thin walls, because... a cheap one will be thick and may not fit into the engine head. The picture shows a head for 13 from FORCE; by the way, they make a pretty high-quality tool. The price of such a head is $12. Don't forget, of course, about the extension cord for the head and knob. We buy a car compression gauge and already make an adapter for it.
The adapter itself can be sharpened by any turner, having previously given him a sample of a spark plug or a parameter (you can ask for a spark plug from the same friend). The picture shows an adapter, I put a rubber ring on it, I think it’s clear for what purposes.
To compare the rarity of the spark plugs and their sizes, I’ll show you an example of an adapter for the Yamaha FZR 400, which I made in reserve.
Practice:
Finally, we clearly identified the seller and wanted to meet with him to inspect our future two-wheeled friend.
Upon meeting:
1.
We will inspect the motorcycle itself and find out that what we are looking at is really what was shown to us, we will compare the documents and the serial number so as not to waste time :).
2.
Let's inspect the front fork, the seals shouldn't leak, but why do we need a motorcycle with a leaking fork?
3.
Next, let's inspect the front optics, there are no cracks, the mirrors are in place and the turn signals are also in place - great!
4.
Let's look at the motorcycle from all sides. There are no scratches, the muffler is stock (original factory), everything is beautiful in the back and all the lighting equipment is in place.
5.
Let's visually inspect the tires and brake pads.
6.
Let's sit on the motorcycle, turn on neutral, squeeze the front brake lever and, placing our feet on the asphalt, quietly push the motorcycle forward and backward. If there is no play or slight knocking in the steering column, and this can be felt in the steering wheel, then the column is not dead and the bearings in it are alive. Well, if there is a knock, then try tightening it (you need a special key), in general, you need to look deeper.
7.
Let's check the front brake.
Let's press it lightly with one finger and move the motorcycle forward - it stands rooted to the spot. Great! The brakes are fine. Let's take a quick look at the brake fluid reservoir. The liquid in it is yellowish but not black or cloudy. Look at the brake discs, both front and rear. No deep grooves, worn down by time, were found, because if the brake discs are dead, where can you look for them later? 8.
The clutch is depressed evenly without any bite, i.e. maybe a little tight, but evenly.
9.
We turn the ignition key, the dashboard lights up. Everything seems to be on fire, everything seems to be showing. They clicked the low beam, turns and emergency lights, if any. Well, a friend runs around the motorcycle from Budun, holding a bottle of beer in his hands and nods, saying, let the whole thing burn! You don’t have to check the lighting equipment - it’s up to you, but then you’ll start looking for some incomprehensible bases like H4, and then a headache will begin with resoldering the bases and other nonsense.
10.
It’s still too early to start, we’re waiting for the bike to cool down :).
11.
Let's check the circuit and its condition.
This is where I would like to pay special attention. Many people think that chain wear can be checked this way: Take the middle of the chain and swing it up or down - THIS IS WRONG! This is how you check the chain tension and not its wear. But since we decided to get our hands dirty in this place :), let’s give it a try! A stroke of 2-3 cm is normal! Now let's check the wear. We go around the back of the motorcycle and in the middle of the rear sprocket we take the chain with two fingers and pull it sharply back and forth, see fig. The chain travel (it would be preferable not to have it) :), but if it dangles, then 3-4 mm tells us that the chain is 25 percent worn.
12.
Let's remove the dipstick from the engine and check the oil level and its color. We put the oil on our finger, it’s black – it sucks, it’s time to change it. Let's smell it, it smells burnt, basically a bag of oil :).
13.
By that time the engine has cooled down and it’s time to start it. We try without the clutch, having first listened to how the starter turns, vigorously or tired. Started with half a kick, no complaints.
14.
Well, let's go for a ride 
15.
After a couple of circles, we liked it. At the start, the gear engaged harshly with a characteristic click. This is true for some motorcycle models.
16.
Let's get inside. Let's twist the seat, see what condition the battery is in and open the fuse cover. There are no melted ones in stock - this means the wiring is not shorted anywhere and this makes us happy.
17.
We measure the compression, this is where you need to be extremely careful!
A)
Disassemble the plastic so that there is free access to the boilers. Again, it's different on every bike. If it is V-shaped, then twist the seat and take out the battery.
B)
Remove the tank, remove the air filter with the plastic housing.
C)
DISCONNECT
all coils! Or they will burn to hell and God forbid a spark will jump and the motorcycle may catch fire.
D)
unscrew
ALL
spark plugs.
D)
Now, with the engine stop button turned off, turn the starter at full throttle. Those. Do not start the motorcycle, but turn it with the starter, having first screwed our adapter with a compression gauge into place of the first spark plug.
By measuring the pressure in each cylinder one by one, we will find that it is uniform everywhere and is around 10 kilograms (average value), which is very good.
18.
Since we have disassembled the plastic, let's see how things are with the liquid and whether it is in the expansion tank according to the mark on it.
19.
Well, if everything is in order, all we have to do is carefully put everything back in place, start the motorcycle, wait for it to warm up to operating temperature and wait for the thermostat to work and the cooling fan to turn on.
Happy END
UPD:
Yoshkin cat. I completely forgot about the main thing to say. Another way to determine the real year of a motorcycle is to read the numbers applied by the manufacturer to the brake hoses. I was always wary of motorcycles with reinforced hoses, they say tuning, better brakes and all that.
