A Triple Threat

Some of us ‘older’ members can cast our minds back to the year 1969 with nostalgia and wonderment. We can all remember where we were as Neil Armstrong first planted his feet on the moon. Meanwhile, back on Earth, more amazing things were happening in the motorcycle world as iconic models were released to an eager buying public. In no particular order, the last gasp effort by the British Factories were the BSA Rocket 3 and its clone the Triumph Trident. Yamaha’s first four stroke with its venerable XS650 twin. Everyone wondered what were they thinking with this supposedly retrograde step but some 600,000 were consequently sold over the next 16 years. Kawasaki released its amazing Mach 3 500cc triple two stroke, that broke all the rules with its 60 bhp, 124 mph (claimed) top speed. Finally, the big one, the Honda 750cc four cylinder that changed motorcycling forever and dictated the style of bike we were to ride for many years to come. I want to focus on the Kawasaki Triple, the most controversial of this lot. They were raucous, loud and very anti-social as they mono’d and smoked down the road seemingly out of control by its petrified riders, the front wheel mostly in the air. They quickly gained a reputation as ‘flexi’-flyers’ or ‘widow makers’ and this only made them all the more desirable to riders who thrilled in their evil reputation. They were cheap too!! Thin forks and frames ensured a memorable ride. Hit 5,500 revs on the tacho and all hell broke loose in an instant.

Did they deserve this reputation? Not really, as they could be ridden sedately to work if the rider wanted. You could get away with speeding in those days – just as well. Two steering dampers added to the head stem, gave reasonable control back to the rider. I restored a 1972 HIB version in 1990 and I can attest that it was actually controllable. Amazingly, the motors held together even when thrashed but the big negative was the awful petrol consumption and the need to constantly wash your underwear on return from a spirited ride. The other ‘character’ point of note was the use of Capacitor Discharge Ignition (CDI) for the first time on a motorcycle. This negated the use of points and the timing was electronically set for the life of the machine. BUT, the CDI sent out bad vibes in the way of TV reception destroying radiation. Subsequent models reverted to a normal points system until the Factory got the CDI right some years later. Kawasaki were on a roll with thousands of 500 Triples going

out the factory gate. It seemed sensible to make more models featuring the iconic motor but in different capacities. A 350cc version was released with almost the same power until the big daddy of the lot, a full 750cc version hit the showroom floors. The following years produced 400cc and 250cc versions of this iconic motor. The KH250 was particularly popular in Great Britain as learners were permitted to ride them. The KH400 was a departure from the manic models of previous years. It was relatively docile with 38bhp at the crank, was more rider friendly and refined. Many were sold, especially in the UK and the US of A, which is where my pride and joy was imported from, originally residing in the State of Wisconsin. On purchasing the 1975 KH400 S3, the normal deactivating procedures must be performed to conform to local ADR’s. The red rear indicator lens must be changed for yellow, the headlight aimed more to the left and that annoying beeper hard wired to the indicators disconnected, removed and chucked in the bin. USA models are distinctive from Aussie versions by having a non-existent rear guard and no strap over the seat. There is something about the sound of a Triple in full song. The modern Yamaha MT09 also has this melodic wail as the revs rise. Triples have soul! The electronic ignition ensures that the machine starts first kick every time, aided by the handle bar mounted choke lever and soon settles down to a regular idle. Let it warm up a little and then get ready for an aural feast. A ride does not last all that long though as at almost 100 miles (160ks), you are reaching for reserve on the fuel tap. Petrol cooled? Better start looking for a service station pretty quickly. This is a small price to pay for the privilege of riding this iconic machine. Owning a KH400 will not disappoint as the unmistakable triple lineage is there, as is the sound, the look and the experience. The bike is still spirited enough to thrill but will not cause too many heart stopping moments. The KH400 will probably be one of the last machines in the garage to depart as ‘older’ age approaches. It is in original condition, which makes it very rare. Prices of all Kawasaki Triples have risen substantially and will continue to do so in the future, as classic bikes and cars are better investments than bank interest.

Neville Gray #3394, LM#13 OAM

SPECIFICATION KAWASAKI KH400 S3

CAPACITY 400 CC ENGINE AIR COOLED, PISTON PORTED, TWO-STROKE TRIPLE BORE & STROKE 57MM X 52.3MM COMPRESSION 6.5 : 1 TORQUE (CLAIMED) 28.2 FT.LB @ 6,500 RPM CARBURATION 3 X MIKUNI VM26CS WHEELBASE 1364 MM WEIGHT 162 KG LENGTH 2024 MM WIDTH 821 MM TYRES 3.25 X 18 (F) 3.50 X 18 (R)