The Cologne Show
THE COLOGNE SHOW
NEW FOR '91
HOT STUFF FROM ACROSS THE WATER
THE MAD WHIRL OF THE INTERnational Bicycle and Motorcycle Exposition, known by its German initials IFMA, in Cologne, Germany, in September revealed exciting new equipment from all four Japanese manufacturers, as well as Ducati and Bimota, and an entire line of new motorcycles from Triumph, as well as a mind-numbing array of parts, garments, and accessories for both motorcycles and bicycles.
Indeed, this huge show, claimed to be the world’s largest, was held amid more than 170,000 square meters of floor space in the Köln Messe exhibition halls on the banks of the River Rhine across from the ancient precincts of the Cologne Cathedral. It was a veritable United Nations of motorcycling, with participants from 42 countries displaying their products for the more than 100.000 spectators expected during the show's five-day run.
Most of those spectators were far less concerned with the wonders of old Cologne than they were with the new bikes, though. And what they found was one new motorcycle from each of the Japanese manufacturers and Ducati. with none of these.oddly enough, competing directly against each other. The Kawasaki ZXR750, the Honda CBR600. the Suzuki GSX1100G and the Ducati 900SS were all attention-getters. Underscoring the contention that most bikes these days are “world” models, these four bikes are coming to America for 1991, and you can read about them elsewhere in this new-model preview issue.
Yamaha unveiled a new bike that seems destined for Europe only. It is the XTZ660 dual-purpose bike, intended to replace, in Europe, at least, the XT600. No sign of the all-new streetbike, based on the Twin Super Ténéré engine, rumored to be ready for intro. The upcoming Paris Show will likely be the debut of this new bike, said to be powered by an 850cc version of Yamaha’s compact, newwave parallel-Twin. The bike, which insiders say will be a cross between a dual-purpose bike and a standard bike, sadly isn't scheduled for importation to America, either. Maybe, though, we'll eventually get the XTZ, neat enough to cause ecstasy for any dual-sport enthusiast. It uses a newly designed frame which carries a liquid-cooled, five-valve, drysump, 659cc Single. Suspension and chassis both are all new. and so are the brakes. Dry weight is a claimed 370 pounds. The bike would definitely shore up Yamaha’s tottering U.S. dual-purpose line.
Besides the CBR600, the other eye-popper at the Honda stand was the super-loo king, oval-piston NR750. Though two prototypes were used recently as pacebikes at a race in Australia, there are no official comments about the bike’s availability. This led one wag to proclaim the bike’s model designation as standing for Not Ready. Still, we wouldn't be so sure that Honda won’t soon unleash the NR750 on the public in very limited and expensive numbers.
While we're being hopeful, let's all think positive thoughts about Triumph Motorcycles Ltd., which is back in the motorcycle business with a huge bang. The resurgent Triumph's management chose IFMA for the first public showing of the company’s line of six new machines, and were rewarded with a great deal of attention. Triumph is pinning its hopes on three lines of two bikes each: the Trophy sport-tourers in 900cc and 1 200cc capacities, the Trident standard - style roadster, in 750cc and 900cc capacities, and the gorgeous 750cc and lOOOcc Daytona sportbikes. All these have many parts in common, including fuel tanks, steel. large-backbone frames, swingarms with eccentric adjusters, and many other bits and pieces, including engine internals. The differences lie in the details, which are arranged to give each model line its separate look and use specialty. The Trophys. for instance, use integrated single headlights, and engines that develop 100 and 141 horsepower respectively. The Tridents use essentially the same running gear as the Trophies, but sans fairing, with the 750 developing 90 horsepower and the 900 developing the same 100 horses as the Trophy 900.
The 750 and 1000 Daytona sportbikes, with their low bars and aggressive dual-headlamp, Suzuki-like fairings. make a respective 90 and 121 horsepower, and weigh, respectively, a claimed 480 and 527 pounds dry.
Triumph’s management hungers fora return to America, but not until the U.S. motorcycle market regains strength. In any case, we're promised a test ride on these bikes come Spring, so stay tuned.
The U.S. market apparently is sufficiently healthy for Bimota, which plans to market its Tesi 1 D here starting next year. Given its first public showing at IFMA. this bike, with its hub-center steering, will be available w ith either the Ducati 85 1 engine or a stroked, 906cc version of the same, the latter intended for the racetrack. Bimota spokesmen said the company is nearing a distribution agreement in the U.S. When that is concluded, all it w ill take to own one of these showpieces will be the equivalent of a young gold mine.
And lastly, of interest not for its availability but for its potential is Swiss builder Fritz Egli's Red Shark, an enclosed, streamlined monster based on a turbocharged, 1 360cc Kawasaki engine topped with Egli’s own barrels and cylinder head. Egli claims this beast will make from 250 to 330 horsepower, depending upon how many rounds of boost he dials into it. Top speed, courtesy the wind-tunneldeveloped streamlining? "Oh. 400 to 430 mph, if the tires stay good.” said Egli. Yipes! —Jon F. Thompson
