Mcb Preview
MCB PREVIEW
Street Legal And Winner Of Eight ISDT Medals
AMERICAN COMPETITORS in the 1970 International Six Days Trial at E1 Escorial in Spain were surprised to find a new, very competitive Swedish 125 taking three gold, four silver and one bronze medal. Suddenly, Sweden was no longer just the land of Husqvarnas.
The MCB 125 called Monark in Sweden is new. It was introduced on the domestic market in 1970, but the marque is about 70 years old. MCB evolved through the merger of five motorcycle manufacturers. The letters stand for Monark-Crescent Bolagen, Monark and C rescent (or, more correctly, Nymans Verkstader) being the two largest and most recently merged companies.
Today, MCB is a small empire in the leisure goods industry. They are fourth biggest in the outboard field in the world (under the Archimedes label), important in boats, bicycles, mopeds, auxiliary car heaters, distributor of Toshiba products and controller of a great chain of stores for sporting goods.
Like some other manufacturers in Europe, MCB does not make their own engines. Among the list of former suppliers is NSU, ILO, Husqvarna, DKW and Sachs. At present, motorcycles, mopeds and snowmobiles from MCB all use Sachs engines, making them the No. 1 buyer from Sachs in the world.
IL.O-engined Momfrks were very successful in reliability trials during the Fifties, and their performance at the 1954 ISDT at Llandrindod Wells (Wales) with eight gold medals for eight machines entered has yet to be bettered.
In the late Fifties, Sten Lundin won two world championships on the 500-cc Monark, powered by an engine that was basically similar to the one used in their 1942 Army machine, which in turn was based on a Husqvarna design. Ten years later, the same rider on almost the same bike won practically everything in the 750-cc four-stroke FIM Cup series.
During the early Sixties, MCB produced motorcycles for the Army (Jawaengined) but none for sale to the public. An improving market and a law that was going to make 125cc the legal limit for 16-year-olds, who had earlier been confined to under-165-lb. bikes, drew MCB back into the market.
Ove Lundell, employed since 1953 and a very competent ISDT rider, had done a fine job as a test rider, and was asked to leave his recently acquired petrol station to work for MC'B again; now as a designer, development engineer and competitions manager.
The choice of engine was obvious, for MC'B has the greatest possible confidence in the 125-cc Sachs two-stroke. It was decided that the frame should be adaptable for ISDT-type events, motocross and observed British-style trials with a simple exchange of components. Furthermore MC'B wanted a comfortable and good handling mount regardless of rider size.
After a lot of hush-hush, the machine was shown for the first time late in 1969. Immediately it won the Swedish “reliability trial” Championships, and took a gold in the ISDT. Series production began in 1970. More wins were added to the record list. MCB took, apart from the Spanish medals, a new Swedish Championship, the national 125-cc Motocross Cup, and some important wins on the continent.
In 1971, their success continued. The Dutch distributor may have regretted the fact that he asked the factory to come down and take part in the most important Dutch event-if they hadn't, he would have taken first in the 125-cc class. Nevertheless, complete MCB domination must have been some sort of consolation. And at the Saalfeld TwoDay Trial in Fast Germany, MC'B won the team prize on MZ’s home ground, with ex-Husky rider Hans Hansson winning the 125 class. What’s more, the MC'B works team took the first four places in the class.
At the 1971 1SDT on the Isle of Man, most of the Swedish entrants will ride 125cc and lOOec MC'Bs, the works machines fitted with new Sachs GS engines, that have some more power. Some riders who have formerly taken part on Husqvarnas will now ride MC’Bs, as Husqvarna has withdrawn their works support for the event in order to concentrate on the motocross championships. There are no conflicts involved, as there has always been a policy of friendly coexistence between MC'B and Husqvarna.
As a direct result of the 1970 1SDT success, MCB found new markets, one of them the U.S. The first batch of MC'B 125s has recently been sent over the ocean, and more will probably come shortly. They are being distributed by Rockford Motors under a tentative agreement.
The MCB for the U.S. differs slightly from the European model in having the reflecting units required by American law for road use, and stainless steel rims instead of the more expensive Akront light-alloy ones normally‘supplied. For the amateur rider, that is just as well. The Sachs engine gives 16 bhp (DIN), or about 18 bhp. and the box is a fivespeed. It seems likely that six-speed models with Akront wheels and maybe also GS engines will be imported at a later stage. Six-speeds is going to be standard in Europe, where most buyers are serious competition riders.
At close to 200 lb. the MC'B is relatively heavy, but most riders who have tried several 125s find it exceptionally easy to handle. Lundell’s care for the rider’s position and for suspension geometry make it feel much lighter. The double cradle frame was chosen both because of the width of the Sachs engine and because it provides the combination of strength and flexibility up front with rock-steady support for the rear swinging arm. Frame weight is 19-20 lb.
The front forks are Ceriani and rear suspension units Girling. For trials, a lighter Ceriani front fork is fitted.
The first consignment to the U.S. are all basically the Six Days/Fnduro type in specification, with ample silencing and lights. For motocross, the MCB is delivered without lights, and where there is no noise restriction tor motocross, with an expansion chamber in place of the silencer.
With an engine from Sachs and large supplies of MCB parts going over with the first bikes, parts should be no problem, even if it seems to take a tew months before the American pro can have the GS six-speed MCB. As competition has sold the MC'B in Europe, sending some works-specification machines over seems to be a good idea.
Competition also boosts company morale. New trophies are shown in the lunch room, and just about everyone seems to feel his part in the success. A foreman at the assembly line stopped me just to tell me how good he thought the new Sachs hubs are. Good components well put together, plus the valuable experience of Mr. Lundell seems to be a good formula for success.
