If you grew up in the 70s, you know how important a moped could be. Not only was it a means of transportation, but also a way to express yourself. The Yamaha FS1 became an absolute game changer in 1970 in a market that was dominated by brands like Kreidler and Zündapp. But what made this machine so special?
Let us go back to the period in which the motorcycle world in the Netherlands was in full swing. In the second half of the 50s, Japan was still far removed from European motorcycle culture. However, years before Europe discovered the power of the rising sun, several impressive Japanese motorcycle and moped brands were active. It were pioneers such as Riemersma from Eindhoven and Moerkerk from Rotterdam who picked up the first signals of this emerging market in 1957. They travelled to Japan to join forces with Yamaha and Honda, which paved the way for the later “Japanese invasion” of the European market.
Huge advance
In the 60s, the moped made a huge advance in the Netherlands. The two-stroke engines were particularly popular, despite the prevailing opinion that four-stroke engines were more difficult to maintain. In this context, Yamaha – inspired by the rapidly growing prosperity and the changing needs of the youth – entered the market with a series of innovative models. Before the FS1, Yamaha had already brought a few mopeds onto the market, but with this new creation, things would be completely different.
Yamaha FS1, luxurious and sporty
What made the Yamaha FS1 so special was the combination of a sporty design and the addition of luxuries that were not yet self-evident in mopeds at the time. Think of standard indicators and a battery, so that you could, for example, set off with the lights on in the morning, even if the engine was not yet running. This was a big step forward at a time when most mopeds still came with an alternating current horn and simple lighting. The result was a moped that stood out not only because of its appearance, but also because of the attention to detail.
However, there is a special technical story behind the FS1. Originally, the FS1 had no pedals, but fixed footrests and a kickstarter. This was a challenge for the Dutch market, where pedals were mandatory in order to be able to cycle in the event of engine failure. Fortunately, Henk Dullens from Rotterdam came up with an ingenious solution: a pedal construction that was produced in Japan together with Yamaha and could be supplied 'loosely'. This clever adjustment ensured that the Yamaha FS1 complied with Dutch regulations and at the same time offered space for the creativity of the rebellious youth.
Yamaha FS1 as a mini motorcycle
And that brings us to another aspect of the FS1: the subculture of tuning and chrome-plating mopeds. In the early 70s, it was all the rage to pimp your machine with chrome, sports handlebars and extras that quickly went far beyond the standard version. Thanks to the simple design of the Yamaha FS1, tuning the engine was a piece of cake. With the right parts, enthusiastic youngsters could transform their moped into a mini-motorcycle with a bit more oomph. This made the FS1 a success not only on the public road, but also at the well-known hangouts where the most beautiful and unique machines were admired.
With its clean lines, robust construction and innovative details, the Yamaha FS1 was exactly what the market needed at that time. It was a moped that was both practical and stylish, and that symbolized the freedom and rebellious energy of a generation. And although the FS1 has become an icon of a bygone era, the passion for this machine remains alive and well.
(Another photo can be found below.)
It was my first moped and the memories are not exactly positive…
The thing was tuned up and within a week of purchase I was already familiar with the rollers. 1,39 kW power and with a yellow richer I could continue my way. What was more frustrating; someone from the area had a little less power, but drove a lot faster with his Zündapp.
What led to more annoyance: the loosening of a number of parts. In addition, the kickstarter bought later did not fit well on the axle, so there was nothing else to do but push it and that has once again resulted in quite an exercise.
Because after a ride of 40 kilometers the engine held back and stopped. After a long push (about half a kilometer) it finally came to life again. In the meantime I had taken off my helmet to be able to breathe a bit better and just when the Yamaha started moving again and I sat on the saddle to see how the engine would hold up, the police came from the other side…
So that became yellow number two and after a month or so I traded in the puberplof for a Peugeot 103, which also saved some wear on the left shoe...
By the way, Peus already rode a lot faster on a 70 cc, almost 80 and not too high consumption and I still own it.
My next door neighbor boy had one of those too. He rode close to a hundred, without a helmet of course. I don't think it would have made any difference for that tree on the way either...
The question is, what is your condition now?
Don't forget the Suzuki AC50, although it was sold very little in the Netherlands, but it was a formidable competitor of the FS1 in our southern neighbours.
I think the model was just called SS50 and FS1 or FS2 was a type. You couldn't buy an FS1 in the Netherlands. You had to make it yourself (different cylinder, carburetor and exhaust).
With those things on it it was faster, about 75 km/h. If you went for FS2 stuff it became a 70cc and you could easily go above 80 km/h. However, the front brakes were not good (and there was no disc, that only came later with the RD) and your braking distance was as long as the number of kilometers you rode in meters. But okay, I could be wrong about types. Internet did not exist back then.
SS50 was the Honda 4-stroke…
You are right that you are wrong, the FS1 was for sale here and this one was the blue/white one in common parlance and disc brakes were already available from 1974
The FS1-DX was equipped with disc brakes and was available in the Netherlands in a 40 km/h version.
The boy next door bought one for 300 euros when he turned 16. When he graduated – a while later – he sold it for 1500 e. He was immediately rid of his student debt. Oh well: It was a stroke of luck
My youth took place a decade later, and although the 'rusk drum' (FS1) was a nice moped, my heart went out to the Honda four-strokes.
The C320/TS50 was very similar to the 'Fizzie', although this one had a foot shifter and the Honda had a manual shifter.
Good times…
I had an Itom at the time, went 95 km
It took some getting used to, but what a beautiful moped. Tuning it to 90 kmh cost a few tens of euros and 30 minutes of tinkering. Replacing the carburetor and intake disc, that's it. And staying out of the hands of the police officer. He would then ask for a few guilders more. I myself have done most kilometers on a Puch. Safe up to 60 per hour. Approximately.
In the 80s I had its successor, the RD 50. After that I had a Kreidler.
Then you wouldn't have been 1m95 and 100kg!