Then a big one who refuses. That is an old saying that is starkly in contradiction with the Old Dutch creed: “A heavy one is your true one”. Yet more, and younger people too, are discovering the uncomplicated fun of riding the lightest or very light motorcycles.
Firstly, there have always been more light engines worldwide than heavy ones
Although they are often used up and thrown away, there are still quite a few left. And they are not really status or prestige loaded. So they are not really interesting as a polish for egos or the ultimate investment for investors. And as a result, they are also in the friendliest corner from a price point of view. Of course, a 50-125 cc classic in excellent condition will cost more than half a slice of casino white bread. But if you compare the amounts to the € 1.000.000 that is currently being asked for such a shy ugly MV 600-four, then it is not too bad.
With the light brigade you think in the expensive segment of toppers from Kreidler or Zündapp.
But the mass of light stuff is Japanese. And where a lot of money is often invested in the restoration to look more beautiful and better than the original - despite the fact that the original was already so good - from Kreidlers and Zundapps, fans of classic Japanese pocket-sized are often a bit easier there. Because where 50 cc as a cylinder capacity for a motorcycle is still tight to participate in traffic if you have a little more ambition than to stroll around on the quietest tertiary or trivial roads, from about 90 cc you have just a bit more tailwind when you accelerate.
Sometimes more is better
With those Zundapps, Kreidlers and of course Honda MBs you can plug into faster 50 cc cylinders and expansion exhausts, or you can grow your pride to 60-70 cc with modified ignition and exhaust. Then you are no longer structurally in the way on secondary roads. But as, especially a Honda four-stroke driver, you can buy a whole new 'bami block' up to 140 cc for the money of just a muscular cylinder on your Kreidler or Dappje. Those dirt cheap blocks are usually Honda clones or derivatives, they are usually not bad, but cannot match the quality of the original. And you can defend your decision by explaining that by using such a bami block you can keep your original source of power for Sundays and holidays.
From a technical point of view, such a gnome is of course also perfect: Simple, key-friendly and with affordable parts.
Choose the correct block
Many - the specialists know which - of the four-stroke blocks are good enough, but in terms of power really do not deliver what their cylinder capacity promises in the view of romantic dreamers. But with a 120 cc Bami block you are more effective on the road for little money than with an original 50-100 cc power source. And for the people for whom slowing down is not fast enough: based on a good standard Bami block plus some sharp purchasing work, good assembly and careful adjustment, we drove ourselves with a block that has grown to 140 cc and that is almost sixteen to the output gearbox. horsepower.
In the margin there are of course the Jawas, CZs, MZs and Italians to say to 125-200 cc, British and some Germans. The ex-eastern blockers are very limited in terms of speed. Just like most light Brits. And with a 98 cc DKFact you don't pull the pollen out of the grass. In our opinion, the Italians are often too refined or simply too small.
We don't want to give people ideas
Because if this branch of deployable classic driving becomes popular on a small scale, the prices will of course hit the ceiling. But somewhere a little voice tells us that it will be fine. But what is brave racing around on such a very light classic motorcycle a lot of fun!