Proliferation Era – Creating and Developing Demands, 1968-1977

( Remember, this is article written more than 30 years ago !! )

The four Japanese motorcycle manufacturers survived the fierce domestic battle fought among some fifty factories in the early 1950’s. They carved their way to important export markets, first to America, then to Europe. In the recent decade, they have had the world as their market place. The most important task on hand now is to turn out motorcycles that create and develop new demands. Compact, manoeuvrable and relatively inexpensive Japanese motorcycles have indeed created new demand in the fun loving USA. They helped to reduce, if not completely remove, the black leather “Outlaw” image of the motorcycle rider and his bike. Motorcycling was no longer a hobby of a minority. The new world was moving fast, and the Japanese could not afford to sit on their achievements, and keep on turning out small capacity roadsters and derivative street scramblers indefinitely. They must tap every untapped sector of the market. The proliferation era had arrived. Research and development were now more important; they must know what their customers wanted and would want. Yamaha’s perception of the American needs – call it urge – was bets demonstrated by the trail series of motorcycles. Yamaha had been aware of the existence of a hard-to-define demand among the Americans. Europe’s highly specialized, expensive and aristocratic off-road machines weren’t the answer. They were too aloof. Roadster based street scramblers with upswept exhausts couldn’t meet the rigors of serious trail riding. They were too heavy and cumbersome. Only way to grasp the image of a good trail bike was to go out onto trails. Like those early days with the YA1, YC! And YD1, Yamaha’s engineers and designers went out into American and Japanese wilderness on whatever bikes they thought could cover such terrains. But unlike the YA1-YD1 days, they rode with their customers in mind, if not actually on the saddles. From this direct involvement, the trail bike was born, the immortal DT1 of 1968 vintage.

The DT1 was an efficient off-road bike, yet was quite comfortable on the paved surface. It was friendly and within easy reaches of Mr. Average. Noteworthy on the DT series development, it has been constantly improved and polished, with its character gradually leaning toward more of an off-road machine that a 50/50 bike. The latest monocross model is decidedly more masculine, it is probably a 70 per cent off-road and 30 per cent on road bike. When the trend was swinging toward the big displacement 4-stroke roadster, Yamaha had the XS1 650 cc twin, which was heavily influenced by the British Triumph Bonneville, which Yamaha considered “the Mother Earth” of road sports 4-stroke. It might have been a roundabout way to tackle the market sector; some went straight to exotic Fours with full 750 cc capacities.  But Yamaha’s efforts weren’t wasted. The XS650 and its development have been in production for a very long time. The second 4-stroke model, the TX750 was a product of trial-and error approach, perhaps more of error. It did teach some valuable lessons. The latest GX750/XS750 is thoroughly Yamaha in its original concept. Its worth as a quality long distance tourer was first recognized by American and European experts. In a country without Continental touring, it hasn’t been easy to persuade potential buyers and the Press of its many virtues, but the series II GX750 recently announced in Japan has more performance, and it should improve the machine’s position. Yamaha is now quickly expanding four-stroke street models. Their 250 and 400 lightweights are lithe and fast. And they are launching the super dreadnought of a super bike, the XS1000 four cylinder model. The XT500 enduro is a new category of motorcycle in this country. And then there are those happy and charming minis. The GT50 and GR50 are popular fun bikes. The latest S50 Passol, a rare non-GK design, is aimed at the female sector of the town bike market. This is one Yamaha that doesn’t sell on its dynamic appeal. Greater things are happening at Yamaha.

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Yamaha Trail, DT1 to DT250

DT1 (Mar. ’68).The DT1 Trail is as significant to Yamaha as the YD1 in 1957. The slim and light machine with ample ground clearance was delightful motorcycle on the trail, and it was quite at home on the road as well. Its design was most successful and was followed by many more “trail” family models. Overall length 2060 mm, wheelbase 12360 mm, weight 112 kg. Air-cooled 2-stroke single cylinder piston valve engine, 246 cc, max power 19 hp @ 6000 rpm, 5-speed gearbox. Tire size front 3.25-19, rear 4.00-18.

2) Trail was new for Yamaha. The only way to find out what it was all about was to ride on trails. So the engineering’s chieftains crossed the Pacific and descended onto American wilderness. Here Chief Engineer Hiroshi Naito (now a director of Showa, a Yamaha subsidiary which produces trail bikes, carts, industrial engines) tries a Spanish Bultaco.  3) Harder going for the little YGST1. 4) This 163 kg DS3C must have been quite handful for this American Yamaha executive.

5) Bultaco was renowned for its outstanding off-road capabilities. Made by an Aristocratic Spanish family business, it had almost everything that was needed for serious trail riding. Yamaha learned from its basic mechanical requirements, but it did not exert much influence in styling.

6) Yamaha’s backyard try, an amateur frame powered by the YL1 twin-cylinder engine.

7) YX26 works motocrosser that provided the power unit for the DT1.