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• Out and about with the motorcycle icons of the 70s
• D.he icons of the 70s
• Benelli 750 SEI
• BMW R 90 S.
• Honda CB 750 FOUR
• Kawasaki 750 H2
• Norton Commando 850 Roadster
• Suzuki GT 750

33 photos

1/33
Wobble candidate: In windy conditions, working with such a large brightener is not entirely without it.

2/33
Six correct ones: The motorcycle icons of the 70s.

3/33
The Benelli 750 SEI.

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The round has to go into the square: Aesthetes bump into some design gimmicks from the De Tomaso era.

5/33
Throttle after the valve: three carburettors with forked intake ports for six cylinders are not suitable for high peak performance.

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The Honda CB 750 Four with its characteristic exhaust is still convincing today with its reliability.

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Many thanks to Peter-Paul Pietsch, motorcycle management, who kindly gave us his gem.

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The finely tuned Dellortos are reserved for the R 90 S..

9/33
Nice stern with the model designation.

10/33
Lush instruments with voltmeter and clock.

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Many thanks to Hans-Peter Krause for providing the R 90 S.

12/33
Spartan: speedometer and tachometer are enough.

13/33
Getting used to: The precisely operable four-speed gearbox on the right-hand side.

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The reverse circuit diagram of the Norton.

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We would like to thank Stephan Heigl, who made his Norton available to us.

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A sight that H2 fans love: the asymmetrical exhaust system is the hallmark of the wild Kawa.

17/33
You rarely turn to the red area.

18/33
We thank Klaus Limbacher for the kind loan of the Kawasaki H2 (www.limbaecher.de).

19/33
Still convincing today with reliability and a clear cockpit.

20/33
Full commitment: the photographer can also be laid on the bench for beautiful pictures.

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The motorcycle icons at a glance.

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We shivered a lot in the biting cold and the biting wind.

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It was by no means as warm as it appears in the picture in the south of France.

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The huge water cooler ensures thermal well-being and is also the trademark of the GT.

25/33
The developers found space for a gear indicator between the speedometer and the rev counter.

26/33
The GT 750 was kindly given to us by Jurgen Deeb from the water buffalo club (www.wasserbueffel-club.de).

Pfeiffer

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The float, needle valve, seal and hose are stored separately.

Pfeiffer

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The same float chamber after the ultrasonic bath in citric acid.

Pfeiffer

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A lot of hard dirt adorns the float chambers and nozzles.

Bilski

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The boss’s water buffalo: The Suzuki GT 750 – without a tank, but with a fuel bottle.

Bilski

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The boss’s water buffalo: The Suzuki GT 750 – without a tank, but with a fuel bottle.

Pfeiffer

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The boss’s water buffalo: The Suzuki GT 750. In the following you can see photos of the MOTORCYCLE trip with Suzuki GT 750, Kawasaki 750 H2, Benelli 750 Sei, Honda CB 750 Four, Norton Commando 750 Roadster, BMW R 90 S:

Pfeiffer

33/33
Here you will get help: Acid ultrasonic bath for sensitive metal parts.

On the move: Benelli 750 Sei, BMW R 90 S, Honda CB 750 Four, Kawasaki 750 H2, Norton Commando 750 Roadster, Suzuki GT 750

Out and about with the motorcycle icons of the 70s

Content of

You don’t have to win millions in the lottery to be happy. Sometimes the right motorcycles are enough. The boss said. And sent me on a journey through time to the south with half a dozen of his youthful idols.

D.he icons of the 70s

Six motorcycle icons of the 1970s.

The difference between what the camera sensor records and what its own sensors report could not be greater. In the pictures you can see a steel-blue sky and glistening sunshine, but we are actually shivering here in the south of France in the biting cold and cutting wind. Fortunately, on this frosty and clear January morning, at least the sight of the six classics warms us a little.
Truly a marvelous picture of how the shiny chrome two-wheeled heroes of yore shine here. Half a dozen that made motorcycle history. And now – snatched from the gray, dirty German winter – seduced you on a journey through time that goes back to the early 1970s.
Exactly 40 years ago, BMW put its new top model in the shop window with the R 90 S, as a “sports motorcycle with exclusive claims”. With a nominal 67 hp, the strongest Bayern boxer to date aimed at the equally powerful Honda CB 750 Four, presented in 1969, which with its smooth and reliable four-cylinder and front disc brake became a milestone that took the world by storm. The establishment of the upper class also included powerful two-stroke engines like the sporty Kawasaki 750 H2 with its sawing three-cylinder or the more touristy Suzuki GT 750 with a water-cooled engine. Such innovations were out of the question with the bikes from the island, plus the economic situation at Triumph, Norton & Co. way too tense. Norton built the Commando 850, which had a larger bore in 1973, according to the classic English recipe. With its 50 hp, the 1949-based parallel twin with separate gearbox was clearly inferior to the competition, at least on paper. There was no question of that with the Benelli 750 Sei, although the world’s first series six-cylinder motorcycle between the presentation at the end of 1972 and the start of series production in 1974 of the originally mentioned 76 PS, 13 of them were left by the wayside.

Which doesn’t change anything about the massive appearance of the red diva. It belongs to “boss” Michael Pfeiffer, who, with his enthusiasm for sound and running culture, makes no secret of the fact that he has long since fallen for his childhood dream. Well, the Italian six-pack actually looks imposing, but the Benelli and the other five machines haven’t been one of the dream bikes of my youth. When the motorcycle world went down on its knees in front of the Honda CB 750 Four, I threw myself bloody on children’s bikes. And when I was finally able to get the “1s” in the early 1980s, this time was shaped by the unbelievable competition of Japanese manufacturers, which produced ever stronger, better and more technically complex machines at ever shorter intervals, which at that time was almost inflationary the term “milestone”. So it is hardly surprising that the dream bikes of my youth look different than the boss’s, even though we are not so many years apart.
Not that we get each other wrong now: Of course I know the importance of a CB 750 Four and an H2, as well as the other bikes. But until now, like some of the baby boomers, I have never had a very personal relationship with these motorcycle icons. When the opportunity came, I had other bikes on my mind. And today? There are no more favorable opportunities. Enough discussion material for that. But at some point we both got tired of just philosophizing about it. After all, you can only gain experience in the saddle of such machines, which generous enthusiasts and collectors have given us here for this journey through time – at this point again, many thanks!

From the possession of Hans-Peter Krause: BMW R 90 S.

BMW: bearish and comfortable

Before my frozen blue hands get stiff, I grab the BMW key. Because you can warm up so nicely on the cylinders. And because with such a big Bayern boxer I still have an unresolved bill. My first test drive with an R 100 CS in September 1982 will not be forgotten. I had just completed my first 1000 kilometers of driving experience on a Kawasaki Z 550 and felt like an old hand. A nasty fallacy, as the BMW quickly taught me wrong with its very special driving dynamics peculiarities. To cut a long story short: instead of moments of happiness, I mainly remembered moments of opening and turning back. Which made my respect for every brisk boxer driver grow to infinity from now on.
Tschak – with a violent jerk the starter pulls me out of my thoughts. Two or three throttle strokes, and the boxer, equipped with a lot of flywheel, tattles happily while idling. The choke can be released after only half a minute, the Dellortos take on the gas cleanly. So go into gear and let the clutch come. Shaking gently, the stately load rises from the buttery-soft suspension. Damping? Barely available. Both the fork and shock absorber as well as the toothless brakes are still waiting to be overhauled, Hans-Peter, the owner of this partially restored specimen, had warned me. A matter of habit.
The extremely comfortable posture with perfect knee grip and ideally cranked handlebars does not require any familiarization. Everything is perfect for long tours, and the stylish cockpit cladding noticeably protects against cold and wind. In addition, it is this plastic part that gives BMW the harmony that it still exudes today with its timelessly elegant appearance. I liked that even as a youngster, and nothing has changed about that to this day. The R 90 S is also popular with its light-footed handling, it folds into an inclined position with little effort. But what – as expected – does not work straight away is a clean line. It just takes time to get used to the soft suspension, the harshly disengaging clutch, the noisy and long-distance transmission and the erection torque of the cardan.

However, the latter is nowhere near as drastic as I remembered it. With every kilometer I gain more confidence, the initial digging becomes more and more a round arch. A reliable buddy is the incredibly elastic boxer who won’t let you down even when he has to work his way up from the deepest depths of his widely spread speed range. Which happens more often in the beginning because you like to leave the gear in before cornering to save yourself a noisy gear change. The two-valve engine feels most comfortable on medium tours, as underscored with powerful torque, smooth running and the typical sonorous hum. Although the BMW drive itself does not let itself ruff, boxer friends save it high continuous revs. Not least because the clearly increasing mechanical noises disturb the overall very confident impression of the engine.
Far more than the other quirks, anyway. I became aware of this when we were together. The fact that it didn’t work the first time was probably due to my youthful inexperience. It cannot be ruled out that we will still get together at a mature age, BMW and me.

Kawasaki: wild and boisterous

But maybe the two-stroke Kawasaki will thwart our plans? It already looks sharp, the 750. Like the teeth of a piranha, the cooling fins of the slot-controlled, allegedly 74 hp three-cylinder engine cut through the air, acoustically accompanied by the characteristic whirring, which, with a little imagination, is reminiscent of the threatening sounds of an irritated rattlesnake. A real culture shock after switching from the dignified BMW. So attack, meanwhile the asphalt has to be at least two degrees! It’s just stupid that the howling triple just stops, even after shifting into first gear several times. Until the grinning boss gives me the tip to just push the gear lever up – the H2 only shifts in one direction, so the first up too!
Fortunately, the slim and simple-looking Kawa has no other comical tricks in store. A lot of smoke for that, it takes until the smoking Colt shows itself ready to be shot. Well, at least that’s how I imagined it, after all the wild stories and tales of some of the editorial members I know better. Not because of the widowmaker’s big sister, and so on … But the Kawasaki does not crack as blatantly as rumored. On the contrary, as soon as the comfort zone of the triplet is reached at around 3000 tours, it pulls man and machine forward in a well-dosed and powerful manner. In the direction of the Redline, the vigor declines noticeably, with no trace of the feared eruptive violence.
Sounds boring? But it is not. Full throttle and your arms will stretch a long way, even at low engine speeds in fifth gear. A very special experience on the H2 because it seems to wake up the animal in it. At least this incredibly loud Uaaahh from the airbox is reminiscent of a ruthless stag roaring its willingness to mate right under your crown jewels. I have to say that so clearly now, because the intake noise of the H2 really surpasses everything I have experienced on a motorcycle so far. You can’t help but play with it in order to enjoy the echo that echoes from the rock faces of the Route de Crêtes.

Kindly provided by Jurgen Deeb from the Water Buffalo Club: The Suzuki GT 750.

A clever diversionary maneuver of the Kawa, because you don’t immediately notice that the really wild and impetuous is not in the forward movement, but has to do with the rudimentary running culture. The three-cylinder vibrates so violently that it gradually gets rid of various attachments and screws (turn signals, lamp holder, carburetor), and it hacks and jerks when closing the throttle that one is worried about the transmission.
Apparently the overwhelmed chassis is supposed to cause similar feelings, as you can hear. But here, in the cold labyrinth of curves in the south of France, the H2 does well. In view of massive rocks and steep gorges, you voluntarily stay away from the last groove, and at country road speed the simple chassis works quite well despite the undersized fork. The new accessory struts and the modern rubbers on our H2 may have played their part in the fact that the Kawa neither fools me nor maltreats me with other underhanded things. With its dry weight of 192 kilograms, it can also be driven lightly and accurately through the tight alternating curves using the long lever arm of the high handlebar. Brakes? So-so. After all, the pressure point and effect are better than with the BMW. This also applies to the entertainment value, but in the long run the H2 with its uncouth manners is too stressful for me. For a fun quickie on Sunday morning, however, I would be available anytime, although two-strokes are actually not my thing.

Suzuki: gentle and powerful

The Suzuki GT 750 reveals a completely different nature than the Kawasaki. Even its appearance makes a more sedate, more dignified impression, in comparison it looks like it has been carved from the solid. In fact, the “water buffalo” with a full tank and the weighty four (!) Silencers weighs around 40 kilograms more, which inevitably makes itself noticeable in slower handling. Nevertheless, I immediately like Suzi, for which, in addition to the relaxed seating position and the clear cockpit with gear indicator, the water-cooled three-cylinder is primarily responsible. An extremely smooth two-stroke engine that starts at the first step (or the push of a button), has no idle gas problems and is mechanically much smoother than its Kawa counterpart. The buffalo takes off just above idling speed, revs up evenly and powerfully and, thanks to the rubber mounts, suppresses unpleasant vibrations, the handlebars and rests only tingle slightly. A really pleasant engine that impresses less with its speed and more with its balance. Even less two-stroke affine contemporaries like me can warm up to the Suzuki threesome, which, with its bassy intake noise and singing exhaust saws, creates a harmonious sound spectrum without prollish dissonances that is addictive.
Whether the 67 prospectus PS are actually all gathered is therefore of secondary importance. Traveling, not rushing, is the domain of the buffalo, if only because of the lack of lean angle. In touring mode, however, everything fits, although you have to work a little to show the GT 750 the way through alternating curves. So I let myself drift without hectic, neither stress the chassis, which seems a bit unstable at accelerated speed, nor the not particularly snappy brakes. And begin to understand why “boss” Pfeiffer raves about the water buffalo.

Honda: solid and cultivated

The crowd of admirers of the Honda CB 750 Four, which I am now able to move for the first time, is even larger. It’s amazing how compact the original meter of all Japanese big bikes is. Big or small, the K2 model from 1972 fits everyone. Typically Honda also the solid fittings, the calmly indicating instruments and that feeling of solidity and reliability that comes with the first push of a button.
The four-cylinder wakes up promptly, mumbles discreetly with slightly increased idle gas, only to run smoothly after a short distance without choke. The four-cylinder accelerates gently and without hiccups, pushing forward evenly. I quickly stepped through the wonderfully precise and smooth-running gearbox and let the engine pull slowly in fifth gear. All of this happens with such an unspectacular naturalness that it almost seems boring to me.
The CB 750 works, drives and sounds today just as one is used to from its countless four-cylinder descendants from Japan. For a motorcycle over 40 years old, that’s a big compliment. At the same time, however, the reason why the Honda doesn’t really ignite for me – four-cylinder engines are the most normal thing in the world for me, and that’s what I grew up with.
Therefore, Honda’s milestone is far from being a bore. The hoarse rattle that escapes from the four silencers when the gears are turned off protects him from that. If things are going fast, the 750 has to rattle a lot, in the lower speed range the pressure of the ohc two-valve valve is comparatively restrained. Doesn’t matter because the Honda quad willingly and completely effortlessly drives the needle to the red area, the classic double loop frame also remains surprisingly calm even with a committed driving style. The pilot has to work in the Winkelwerk, but is rewarded with largely neutral driving behavior. Decent, easy-to-dose brakes and the sensitive suspension also underline the Honda’s unrestricted suitability for everyday use.

Many thanks to Stephan Heigl, who made the Norton available to us.

Norton: beefy and powerful

A property not to be underestimated, as I already realized when starting the Norton Commando 850. After we have kicked our heads red and thick calves one after the other, the British two-cylinder only wakes up when pushing it. Typically English? I don’t know, so far I’ve always avoided the British shooters. A mistake, as the Norton made clear to me from the first few meters.
You really have to experience the refreshing vehemence with which this engine-Methuselah lashes Ross and Reiter forward with determination just above idling speed! It’s hard to believe that the 828 cc parallel twin is based on a 1949 design. A three-part crankshaft with a central flywheel rolls in only two bearings in the aluminum housing of the 850 Commando. The cylinder block is made of gray cast iron, the head is made of aluminum, the two valves each are operated via a camshaft below with a tappet, push rods and rocker arm. Traditional English mechanical engineering, whose rousing nature degrades many modern designs to air pumps.
In addition, the Norton gives you an eardrum massage at its finest with its wonderful, dull pulsating pressure waves. I can’t really enjoy it at the moment because the gear lever requires my full concentration. The four gears want to be switched to the right and also sorted using a reverse scheme. You have to be careful, otherwise you stand sideways when you supposedly downshift (brake on the left!) Or hum too quickly into the corner, as the usual movement of the right foot does not cause any delay, but engages a higher gear. But with a keen head, the change can be made surprisingly quickly. It helps that the aisles of the switch box, which is traditionally housed in a separate housing, slide precisely and easily into position. In addition, the extremely elastic long-stroke with plenty of flywheel saves a lot of gear changes. For me it is always fascinating to see the force with which the 50 HP “weakest” engine of the sextet picks out of the deepest depths of the low rev range and always accelerates smoothly and smoothly. The low level of vibration is also amazing, thanks to the Isolastic decoupling of the drive and rear wheel swing arm via rubber silent blocks, only gentle vibrations can get through.
Tall drivers also feel a bit decoupled on the petite machine. In typical British tradition, you sit upright with a relaxed knee angle behind the wide handlebar, the long lever arm of which enhances the playful handling of the British woman who weighs around 190 kilograms. In combination with the taut spring elements and the gripping front disc brake, this results in a powerful curve racer that is perfect for narrow and winding country roads. I haven’t felt the cold for a long time – yes, the Norton completely overwhelmed me with its charm!

Benelli: broad and agile

So I walk with the broadest grin in the direction of the “boss chair”, the Benelli. In the firm conviction that the corners of my mouth will stay up, after all, its owner has raved about his 750 Sei long enough. Well, he certainly wasn’t cheating. Even at the start – kicking is required because the starter freewheel hangs again – the Italian six-pack chases the first showers down your spine. A warm, rumbling sound escapes the six tailpipes, pithy but not chubby. Here we go. The clutch gently engages and the colossus begins to move. Whereby – the Benelli is not as massive as it seems when looking at the engine. In the saddle of the comfortable bench, it even looks quite compact, the relaxed seating position is similar to that of the Honda, and of the broad engine – the 62 centimeters are clearly exceeded by the BMW boxer – you hardly see anything.
The handiness is amazing, the Sei already reacts to gentle impulses. Tight switchbacks? No problem, a light tug on the handlebars, a little pressure with the thigh, and the 243 kilograms go into a stable side position. Tightly damped spring elements provide reliable information about the condition of the road, but there is still enough comfort. Also great is the snappy, easily adjustable front double disc brake. It doesn’t take long and my initial respect is gone. If you pull harder on the cable, you soon notice that the 750 not only reacts very sensitively to steering commands, but also to external impulses. I quickly get used to the slight wobbling around the steering head, especially since the load never rocks.
Well, now I want to finally savor the entire sound spectrum. The six-seater accelerates smoothly and smoothly, and the smoothness is impressive. The start less, on low tours, the Italian does not uproot trees. Those who turn higher, however, get enough power, even though the specified 63 hp were never decisive for the choice of the Benelli. No, a sei is loved primarily because of its musicality. What a spectacle when, accompanied by the deep bass from the airbox, she calls up her entire repertoire, which turns more and more from the dull rumble with increasing speed into a hoarse, howling hiss. An inspiring sound with goose bumps guarantee, with which the angle of the hair on the back of the neck can be easily regulated with the throttle. The boss is eagerly awaiting my return. But I have to let the experience sink in first. After two intense days that have brought me so much new, spectacular and unforgettable, I have to sort my thoughts. Not that easy at all, all six machines impressed me, each in its own way. But one in particular that I would least have expected: It’s the Norton that thundered right into my heart. Sorry boss!

Benelli 750 SEI

Benelli 750 SEI. Price in 1975: 10,989 marks.

Engine: Air-cooled six-cylinder four-stroke in-line engine, one overhead camshaft, two valves per cylinder, operated via rocker arms, displacement 748 cm³, output 47 kW (63 hp) at 8500 rpm

Power transmission: Multi-disc oil bath clutch, five-speed gearbox

Landing gear: Double loop frame made of tubular steel, telescopic fork, Ø 37 mm, two-arm swing arm with two suspension struts, wire-spoke wheels with aluminum rims, tires 3.50-18 at the front, 4.25-18 at the rear, double disc brake at the front, Ø 280 mm, drum brake at the rear, Ø 200 mm

Mass and weight: Wheelbase 1420 mm,
Weight with a full tank 243 kg

Driving performance: Top speed 197 km / h
Price (1975): 10,989 marks

BMW R 90 S.

BMW R 90 S. Price in 1974: 9,130 ​​marks.

Engine: Air-cooled two-cylinder four-stroke boxer engine, a camshaft below, two valves per cylinder, actuated via bumpers and rocker arms, displacement 898 cm³,
Output: 49 kW (67 hp) at 7000 rpm

Power transmission: Single-disc dry clutch, five-speed gearbox, cardan drive

Landing gear: Double loop frame made of tubular steel, telescopic fork, Ø 36 mm, two-arm swing arm with two spring struts, wire-spoke wheels with aluminum rims, tires 3.25 H 19 at the front, 4.00 H 18 at the rear, double disc brake at the front, Ø 256 mm, drum brake at the rear

Mass and weight: Wheelbase 1445 mm, weight 226 kg with a full tank

Driving performance: Top speed 200 km / h
Price (1974): 9130 marks

Honda CB 750 FOUR

Honda CB 750 Four. Price in 1972: 6,598 marks.

Engine: Air-cooled four-cylinder four-stroke in-line engine, one overhead camshaft, two valves per cylinder, operated by rocker arms, displacement 736 cm³, output 49 kW
(67 hp) at 8000 rpm

Power transmission: Multi-disc oil bath clutch, five-speed gearbox

Landing gear: Double loop frame made of tubular steel, telescopic fork, two-arm swing arm with two spring struts, wire-spoke wheels with steel rims, tires 3.25-19 at the front, 4.00-18 at the rear, single-disc brake at the front, Ø 296 mm, drum brake at the rear, Ø 180 mm

Mass and weight: Wheelbase 1450 mm, weight with full tank 235 kg

Driving performance: Top speed 200 km / h
Price (1972): 6598 marks

Kawasaki 750 H2

Kawasaki 750 H2. Price in 1972: 5,580 marks.

Engine: Air-cooled, slot-controlled three-cylinder two-stroke in-line engine, displacement 748 cm³, output 54 kW (74 hp) at 6800 rpm

Power transmission: Multi-disc oil bath clutch, five-speed gearbox

Landing gear: Double loop frame made of tubular steel, telescopic fork, two-arm swing arm with two spring struts, wire-spoke wheels with steel rims, tires 3.25-19 at the front, 4.00-18 at the rear, single-disc brake at the front, Ø 296 mm, drum brake at the rear, Ø 200 mm

Mass and weight: Wheelbase 1410 mm, weight with a full tank approx. 210 kg

Driving performance: Top speed 203 km / h
Price (1972): 5,580 marks

Norton Commando 850 Roadster

Norton Commander 850 Roadster. Price in 1973: 6,450 marks.

Engine: Air-cooled two-cylinder four-stroke in-line engine, an underneath camshaft, two valves per cylinder, operated via bumpers and rocker arms, displacement 828 cm³, power 37 kW (50 HP) at 6250 rpm

Power transmission: Multi-disc oil bath clutch, four-speed gearbox

Landing gear: Double loop frame made of tubular steel, telescopic fork, two-arm swing arm with two spring struts, wire-spoke wheels with aluminum rims, 4.10 H 19 tires front and rear, single-disc brake front, Ø 296 mm, drum brake rear, Ø 175 mm

Mass and weight: Wheelbase 1440 mm, weight with a full tank 190 kg

Driving performance: Top speed 175 km / h
Price (1973): 6,450 marks

Suzuki GT 750

Suzuki GT 750. Price in 1974: 6590 marks.

Engine: Water-cooled three-cylinder two-stroke engine, displacement 738 cm³, output 49 kW (67 hp) at 6500 rpm

Power transmission: Multi-disc oil bath clutch, five-speed gearbox

Landing gear: Double loop frame made of tubular steel, telescopic fork, two-arm swing arm with two spring legs, wire-spoke wheels with steel rims, tires 3.25 H 19 at the front, 4.00 H 18 at the rear, double disc brake at the front, Ø 292 mm, drum brake at the rear, Ø 180 mm

Mass and weight: Wheelbase 1455 mm, weight with a full tank 249 kg

Driving performance: Top speed 185 km / h
Price (1974): 6590 marks

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