A FRESH LOOK AT KAWASAKTS MACH III World's fastest 500c.c. roadster has braking to match performance

Press, Volume CXII, Issue 32967, 13 July 1972, Page 16

A FRESH LOOK AT KAWASAKTS MACH III World's fastest 500c.c. roadster has braking to match performance

(By

R. O. DEW)

pEW major mechanical changes have been made to the 498 c.c. Kawasaki Mach 111 triple since it first appeared on New Zealand roads two years ago and yet it still retains its place as one of the fastest production roadsters in the world. It set the modem trend for three-cylinder power units and, in its class, continues to stand apart from its rivals. The manufacturers, Kawasaki Heavy Industries, Ltd, claim a standing start quarter-mile time of 12.4 sec, a performance which still remains unmatched by other machines of similar capacity. With a top speed of 124 miles an hour to match this blazing acceleration, the Mach 111 is very definitely in the “superbike” class. However, the latest version of the machine, designated model Hl, must be among the safest big capacity motor-cycles available. One important change since it first appeared is the replacing of the front double acting, leading shoe front brake with a disc operated by hydraulics. This has completely eliminated the fade which was a problem with the earlier models.

But the machine’s greatest asset is its handling. The Mach 111 provided for testing by McCleary Motors, Ltd, had 2000 miles on the “clock” and it was possible to use the performance available to the full. Beautifully balanced, the Kawasaki was as manoeuvreable as a light-weight at low speeds and completely stable even at the highest speeds. Over switchbacks and through esses, the machine was a joy to ride. If anything, the machine is now more sure-footed than before. More robust front forks probably contribute to this. It is interesting to note that the ignition has reverted to the battery and coil system. The earlier models were equipped with the much publicised capacitator discharge ignition, which eliminated breaker points and enabled the timing to be set for the life of the machine. There were few problems with this system and one can only assume that it has been replaced because of cost. In its place there is now a coil for each cylinder and

it is comforting to realise that if one coil fails the motor will still run on the other two cylinders. Although performance figures for the latest model are identical to the original, the power band appears to be wider and flatter. There is no tremendous surge of power when a certain figure is reached on the rev counter. Power comes in very smoothly and progressively. The three-cylinder twostroke engine, which is virtually unchanged from those used in the original models, produces 60 brake horsepower at 7500 r.p.m. It has survived the test of time and obviously has years of production ahead in its present form.

Fuel consumption claimed by the makers is 55 miles per gallon at 50 miles an hour but this can be increased drastically by heavy handed use of the twist grip. The styling of the machine has changed considerably since its early days, although the frame and general lay-out is the same. Unlike its stablemates in the 250, 350 and 750 c.c. classes, the Mach 111 does not have up-swept exhaust pipes. The almost level pipes (two on one side and one on the other) give it a lean, racy look which is missing with the other models. There were two minor faults with the test model — the clutch action was rather heavy and the first gear was a little high. After several hundred gear changes, the left wrist of this correspondent was aching. But, as with most good gearboxes, it was possible to change up and down without using the clutch at all — provided the engine speed was cor-

rect. This helped overcome the problem, which was accentuated by the nature of the testing. Starting off from a standstill required considerable clutch slip. No doubt the clutch is more than equal to this treatment but a

slightly lower first gear would be an improvement. The gearbox, admirable in every other aspect, could be further improved by placing neutral between first and second. With neutral below first gear, there was a tendency when travelling very

slowly to drop down another “cog” only to find the transmission disengaged. ■ The tendency to do this would, of course, be lessened with a lower first gear. Notwithstanding these minor irritations — which might be of no consequence to another rider —| the Kawasaki is undoubt-| * edly one of the finest 500 c.c. roadsters on the New Zealand market. Its price has increased to $1549 but! this still represents good; value. Some machines of comparable performance can cost $4OO more. Standard equipment in- : eludes two adjustable steer-! ing dampers, one on the handlebars and one plungertype attached to the forks and the frame on the right hand side.

SPECIFICATIONS: Maximum speed, 124 m.p.h.; acceleration, J standing start quarter mile| in 12.4 sec; climbing ability,! 40deg; braking distance, 35ft at 31 m.p.h.; turning radius,! 90in; fuel consumption, | 55 m.p.g. at 50 m.p.h.; engine type, two-cycle, three-cylinder 1 piston valve; displacement. 498 c.c.; bore and stroke, 2.361 x 2.311 n; compression ratio, 6.8 to 1; maximum horsepower, 60 at 7500 r.p.m.; maximum torque, 42.3 ft-lbs at 7000 r.p.m.; ignition, battery and coil (three points, three coils); starting, kick; lubrication, automatic; transmission, fivespeed constant mesh gearbox; clutch, wet multi-disc; length, 82.5 in; width, 33in; height, 43.5 in; wheelbase, 55in; ground clearance, 5.5 in; weight, 3821 b; frame, tubular double cradle; suspension, front telescopic fork, rear swinging arm.