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Better a little one who rears….

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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!

Also read:
- Zundapp KS 125 Sport
- Zündapp KS100 (1969-1973)
- Downgrading. Because sometimes less is more
- The immortal Honda Super Cub

Automobilia 2022 (copy)

 

9 Comments

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  1. I edited the photo with a Kreidler (+ proud rider) in front of a green screen and posted it on the facebook pages “Kreidler” and “De Groene Kreidler club”. As a source I have 'Auto Motor Klassiek'written with it.

  2. Mr. Honda's biography states, among other things, that you must be able to afford a Honda. It was in the early days of the brand and the thought may well have come from friend Takeo who had to sell all those Hondas. But in order to find a connection with the story of Mr. Dolf, I really like the thought that you are only worthy of a motorcycle / moped if you have saved him / her from certain demolition. No fiddling with the wallet, but getting such a wretch back on the road with minimal means. The fact that things are running again is the crowning glory of the hard work. Yes, but I get as a comment, there is rust on the mudguard, are you going to replace the spokes and the saddle and the counters and when do you have the tank sprayed. No enthusiasts in my eyes, no soul, nonsense, wallet riders with ditto motorcycle gear. The glory and cake if, after three days of searching, you have found the problem that probably stranded the engine at the time. A bad contact with a not insignificant supplying fuse present in the circuit. The just-just-present clips that provided some support for the fuse were so tired that they almost spontaneously broke when I pointed at them. Next time start there. Incidentally, it is not a moped but a Honda CB 550 F, bought for 50 euros. The biggest item so far has been a revision set for the carburettors, and once again I heard a mechanic say that it was running like hell. Incidentally, I have no images with that. It really is possible for little and the fun is many times greater for me than picking up a cut-out picture from a folder at a dealer. And you also make friends, the manager of the Motor Workshop in Deventer has temporarily made a bridge available where I bring a Matchless of an old boss, pardon pastor, back to life with minimal means. Not used for 50 years, piston stuck, magnet ignition tired. The owner is from the time of the lead red lead, first red lead otherwise I will eat at the jaapie generation. Everything blasted, then red lead and then the owner painted everything black with a brush. All stories and many memories, you could make a magazine of this, something with classic cars and motorcycles.

  3. I largely agree with you Kees. The moral remains that you should want to restore it, at whatever level, especially for yourself. This has the advantage that you can justifiably decide what looks like 60/70 years old, also stays in that condition. And there will often be a more positive response than that it arouses resentment.

  4. Effies ever tried a Honda men's moped. (S50 ??). Nice and smooth thing. Too bad I was 50 cm too big for it. To avoid arguing with the handlebars with my knees, I had to sit on the saddle. A pity, though he reared very easily. After that I stepped on my Kreidler again🤓

  5. Ridden 50-stroke mopeds for over 2 years, in addition to my regular fat bikes. During a ride in Germany, we had to conquer a slope of 2% with a horde of 15-stroke. What a smokescreen. We could immediately start with defense. It didn't feel right. It was then that I saw the light. My 2-stroke with a Sachs 50S also smoked like crazy. Despite lubrication from 1 to 50.
    Sold the 2 strokes and bought a Honda CB50J. Just almost standard and left in original condition. How relaxed such a 4-stroke drives. No noise, economical and no smoke. Cleaned my Sachs 50S block and now I drive 1 in 100 with Triboron. Hardly any smoke anymore.
    I see that many moped owners have over-restored their vehicle. They never left the factory like this. Even newly bought exhausts are re-chromed. Really original is more beautiful. You can still see that your moped is 40 or 50 years old. You are no longer a beautiful guest yourself. At events, the over-restored always receive a prize. A nice original has more right to that.

    • 1 in 100 smear! Who could have ever thought that! And in terms of restoration: Can you imagine what Patricia Paay would have been a beautiful elderly lady if she had not been over restored. But the trend towards original, but no shinier than new is fortunately starting to gain a foothold.

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