Kawasaki 120ss
KAWASAKI 120SS
SINCE THE RAPID growth of the Japanese motorcycle industry, we have come to expect new and interesting models more frequently than Detroit automobile fans. During the past year one manufacturer, Kawasaki, stands above all others in the number of unusual designs offered for sale to the general public. What is even more gratifying to the potential customers on these shores, is that the machines are obviously constructed with the American rider in mind. With such an aggressive company in the fray, we can kiss goodbye the days of “that’s the way we have always done it” sort of thing.
Kawasaki, the first manufacturer to bring dual rotary valve two-stroke 250s and 350s to the U. S., has come up with a little gem which could not be better suited to the Yankee-way if it were built in this country. Dubbed the Road Runner, the C2SS does not display the usual trend of adding a few “goodies” to make a bike suitable for off the road use, whereby the manufacturer saves a good deal on tooling costs. It is apparent on first glance that the Road Runner is firstly a woods bike and secondly a street bike, which we have always contended is the proper way to go about it.
The most outstanding single feature of the Road Runner must be the beautiful little double-loop frame. Constructed of thin wall mild steel tubing, the frame is almost a classic full cradle duplex design; quite similar in every respect to a full-fledged grand prix racer. Twin top tubes extend beyond the main cradle to carry the tops of the rear damper units. A hefty swing arm fits outside of the twin rear down tubes, and a rigid assembly is maintained by building the frame as wide as the swing arm will permit. This is a much more satisfactory arrangement than a single down tube with a gusseted box to act as swing arm pivot.
Road Impression
Another small added feature is that the rear brake anchor arm extends well forward, almost to the swing arm pivot, which tends to give better brake control in rough going. Although the frame loops under the engine, there is more than six inches of ground clearance. In addition to the protection the engine receives from the full cradle frame, a heavy gauge steel bash plate is fitted as standard equipment.
The 120cc engine follows the almost standard Kawasaki practice of having a rotary valve for inlet mixture timing. As a result, the power band is very wide and matches the spacing of the four-speed transmission very well. Kawasaki claims 11.5 bhp at 7,000 rpm, but the torque peak is given at a relatively low 5,000 rpm. A first gear ratio of 25:1 ensures sufficient power for almost any requirement, either carrying a passenger on the street, or while being used in the back country. Highway cruising speeds can be maintained with the standard fourth gear ratio of 8.9:1; despite our test machine being quite new, we were able to hold 60 mph riding solo.
With full 18-inch wheels and 45-inch wheelbase, handling is above par for a lightweight. Front fork travel is sufficient for rather hard travel, and damping, front and rear, was more than adequate under any circumstances. The riding position is comfortable, even for a tall rider, with peg to seat and seat to handlebar relationship being a good compromise for a wide variety of rider sizes. The high level exhaust is mounted well out of the way, very tight to the frame. A narrow 1.5 gallon gas tank ensures plenty of knee space, and We wonder how long it will take some bright chap to convert a Road Runner to a serious trials mount.
Starting, hot or cold, presented no problems whatever during our test period. The Road Runner and similar Japanese machines have eliminated the need for the stupid little rituals with the gas tap when starting or stopping a two-stroke. All of . the electrics performed their respective duties admirably, even while highway riding at night. An easy-to-read speedometer unit with equivalent rpm overlay is set in the headline nacelle.
Possibly we have become brainwashed, but the street scrambler designation has, in the past, meant the machine was primarily intended for street use. The tires on the Road Runner, however, would not be very ideal on wet pavement if the operator were not experienced. On dry pavement, or in the dirt, the tread pattern was quite satisfactory. This was the only criticism we could find with an otherwise almost perfect little motorcycle. ■
