Motorcycle Enthusiast
KAWASAKI MACH III
SAINT OR
SINNER?
Henk Vink, Dutch sprint champion, taking a Mach III through 400 metres in 13.48 seconds with a terminal speed of 104.82mph, and a Mach III motor coming off the production line.
Part 1 The Early Years
Doug Perkins examines the legend of the screaming triple, and what lay behind it
Its strange how a motorcycles character or charisma can change with time. Take
the Kawasaki Mach III. According to most, it
was the worst handling, most ferocious, fuel guzzling projectile ever to be blessed with
two wheels, with the rear normally following a different line from the often airborne
front. Well, here follow a few quotes from early road tests in highly regarded magazines:
1969 Cycle; The frame is unusually strong, frame-flex, if it did exist, was not apparent. At Yataba test track in Japan the machine could be ridden at 125mph without shutting off, on the banking the Mach III was as stable as a thoroughbred road racer. On the flat, lowest lane, however, slight irregularities caused a slow predictable yawing. Also the engine is slightly peaky.
1969 Motorcycle Sport; minimum non-scratch speed in top gear proved to he a mere 1500rpm and a swift response could be obtained at 3000rpm in any gear. To be fair this road test also warns of change in traction when winding the power on, when exiting from a bend.
1970 Motorcycle Sport; I had been warned to have is pointing straight if I was going to do any gear changing near peak revs. The front end would give a flick and step sideways about 6in but under perfect control, and easing the grip back, the Kawasaki goes through as though its on rails.
We then move on a few years to, shall we say, more flamboyant journalism with the following extracts. The fastest camel in the world and Thanatoid (which apparently means creeping death), are a couple more recent comments.
The writer,
with 15 years of owning Kawasakis and a Mach III for six years, also found these comments
sometimes confusing and, in the case of pulling power from 3000rpm, I considered this to
he a misprint. However, hopefully, as the development of the Mach Ill is unfolded some
light will be shed.
The writer would hazard a guess and say that the Mach III probably
started life in 1967 as, would you believe, a 500cc disc valve two-stroke twin,
which, from photographs, is fairly obviously set in a Samurai twin frame, with the front
end borrowed from the 650cc parallel twin W2, along with a W2 rear wheel, with combined
speedo and rev counter. A second version was also built, with exposed springing, separate
speedo and tacho and different air filter box.
From this point on, no other photographs are available, so it would
seem Kawasaki decided to take the now legendary three cylinder route. The first version of
this had a yellow fuel tank with chrome plated panels, rubber knee grips and yellow side
panels, either yellow or white front guard, stainless rear and a long, approx 6in diameter
air filter housing which ran across the frame and connected directly onto the carbs. It
also sported a 3-into-2 exhaust with the centre cylinder exhaust splitting underneath the crankcases.
Version
number two looked very much like the Mach III as we know it, with a blue and white fuel
tank in pearl candy paint and silver side panels. Cerianitype forks were also fitted
with stainless steel front and rear mudguards, chrome plated chain guard, silver headlamp
bracket and fork shrouds and what looks like the final frame with chrome plated grab rail.
The exhausts were three-into-three with one on the right and two on the left and a flat
cut off as the baffle point. The air filter housing was placed near the rear of the fuel
tank and connected to the carbs via a three-piece rubber connector.
Another version of this was built which featured a three-into-four
exhaust where the centre cylinder exhaust port split into two separate exhausts at a
manifold bolted to the cylinder. The exhausts were identical on each side and in the same
position as on the eventual production model, i.e., one very low. These exhausts also
appeared to have a very shallow cone on the ends as on the production versions. The tank
colours on this last pre-production type unit were candy red with a blue band approx 50mm
wide around the edge, and a long Kawasaki emblem in black and white. There was also a red
chrome version with rubber knee grips inserted and the old style Kawasaki wing badge
screwed on. Interestingly, the speedo face was black, whereas the tacho had a white face,
with the ignition switch located in between them. It is of interest to note that on all of
these pre-production versions, the engine cases
were very highly polished, the front brake drum was black and all the lever mechanisms
were on the left of the machine whereas, apart from a very early press photograph, all
drum brake versions of the machine were as the W2, i.e., the right.
At this point I would like to stress that, in my own
personal view, Kawasaki were caught napping and not for the first time, by Honda and that
famous 750, for on the first production versions of the Mach III we had a standard front
brake, sprayed side casings and the ignition switch identical to the Samurai sited
underneath the fuel tank and not as on the prototype. What also seems strange is that
early production machines featured stainless steel exhausts and not the normal chrome
plated items, as fitted later.
So, that was the Mach III in its pre-production form. When it did
finally appear in 1968 it certainly shook the motorcycle world as Kawasaki were claiming a
top speed of 124mph and a standing start quarter mile in 12.4 secs!
There can be no doubt, though, that the Mach III had been designed by
either an individual or committee who really felt that needs of the new generation of
motorcyclists yes, I also hate the word biker Mr. Eason (see MCe
letters page July 86).
The whole machine seemed to be tigerish in appearance with the
sculptured fuel tank, flat handlebars which raked slightly rearwards, the exhausts were
almost a work of art in themselves with just the right angle of upsweep to give the
impression of power, the large chrome grab rail certainly finished the job off! But it was
a subtle overall impression best likened with, say a Golf GTI as against an Astra GTE. The
only other motorcycles I rate in the same class - looking as though they do 100mph
standing still - were the Vincent 1000 and the Ducati 900SS, which I still rate as the
best looking motorcycles of all time.
There
were two colours available for the original 69 model. The most common had a white
fuel tank with a broad blue band stretching from the front of the tank to the knee
indents, two smaller bands approximately 6mm wide ran parallel with Kawasaki in blue
letters actually situated inside the knee indents. The side panel and oil tank were also
its white with a cast aluminum badge saying 'Mach III 500' on the side panel. This badge
was available in either white and red or blue and red. Peacock Grey was the other colour
option available but the colour was, in fact, nearer black than grey with a metallic
finish and a black instead of blue band across she tank. Headlamp bodies differed on both
machines with the Midnight White version supplied with a chrome plated unit, as against
black for the Peacock Grey option.
Kawasaki was making great claims for the power unit with a guaranteed
60hp at 7500rpm from every unit. The other claim was for a revolutionary CDI system and
surface gap spark plugs eliminating fouling with an expected 5000 mile life. Some problems
were encountered with the CDI, mainly the insulation breaking down on the pick-up due to
heat build up. as well as water and oil seeping into the distributor via the wiring
harness where it ran under the carbs. Problems were also experienced in the UK as the CDI
caused havoc with television sets as it blasted by. At least Kawasaki rapidly came up with
the answer by changing to points ignition on the UK model only. This was a blessing in
disguise as those two little black boxes under the seat now cost £800 (yes, £800) plus
VAT, to replace! The surface gap spark plugs also gave problems and owners quickly
reverted to standard plugs, which normally have a life of 10005000 miles depending
on use.
In the second part of this feature,
well see just how effectively this performance guarantee was realized in
the hands of the owners.