Motorcycles of N.A.M.T
2010 Buell XB12R Firebolt
This was the last dealer-delivered Buell sold in Australia, and it has never been removed from its delivery crate. Buell took a huge step forward with the release of the XB9R Firebolt in 2002, and subsequently the 1200cc ZB12R in 2004. Many of the innovative patents Erik Buell had taken out were introduced with this model line, including the fuel-in-frame technology, the swing arm used as an oil tank, and the Zero Torsional Load braking system, where the disc was mounted to the perimeter of the rim enabling the wheels to be extremely light. These factors aided Buell's mass centralisation principles and enabled the 'bike to share the dimensions of a 250cc Moto GP 'bike despite being powered by a 1200cc Harley Davidson sportster engine that was worked to produce 30% more power than standard. Just 253 Firebolts were produced for the world market as 2010 models.
1963 MV Agusta 150 Sport RS
This was the last dealer-delivered Buell sold in Australia, and it has never been removed from its delivery crate. Buell took a huge step forward with the release of the XB9R Firebolt in 2002, and subsequently the 1200cc ZB12R in 2004. Many of the innovative patents Erik Buell had taken out were introduced with this model line, including the fuel-in-frame technology, the swing arm used as an oil tank, and the Zero Torsional Load braking system, where the disc was mounted to the perimeter of the rim enabling the wheels to be extremely light. These factors aided Buell's mass centralisation principles and enabled the 'bike to share the dimensions of a 250cc Moto GP 'bike despite being powered by a 1200cc Harley Davidson sportster engine that was worked to produce 30% more power than standard. Just 253 Firebolts were produced for the world market as 2010 models.
1972 Kawasaki H2 750
The H2 engine was a 3-cylinder two-stroke with an engine displacement of 748 cc (45.6 cubic inches) which produced 74 horsepower (55 kW) at 6,800 rpm, a power-to-weight ratio of 1 hp (0.75 kW) to every 5.7 lb (2.6 kg) of weight. This made it the fastest accelerating motorcycle in production. This was an entirely new engine and not a bored-out 500. Unlike the H1 500, the 750 had much more low engine speed torque, with a strong burst of power starting at 3,500 rpm to the 7,500 rpm red line. In 1973, there were minor mechanical changes made to the carburettor jets, oil injection pump and cylinder port timing in an effort by the factory to get more MPG from the H2A. Because of these changes the most powerful H2 was the 1972 model. The bike on display has travelled just 11744 miles since new.
1972 Suzuki GT750
The prototype Suzuki GT750 was shown at the 17th Tokyo Motor Show in October 1970 and launched in Japan in September 1971. The GT standing for Grand Tourismo was marketed as the Le Mans in the US and Canada, it was nicknamed the "Kettle" in Britain, the "Water Bottle" in Australia, and the "Water Buffalo" in the United States. The first model year (1972), the GT750J, had a double-sided, twin-leading shoe, 200 mm drum front brake with 180 mm drum rear. Carburettors were 32 mm Mikuni slide type and power output was 67 bhp at 6,500 rpm. Also included was Suzuki's SRIS (Suzuki Recycle Injection System) which was a method for lowering the visible exhaust smoke by collecting and burning residual oil/gas lying in the bottom of the crank chambers. This was a first for any two-stroke from any manufacturer.
1972 Suzuki GT750
The BA Falcon represented a 500 million dollar investment and 24000 hours of engine and durability testing. Germany's Nürburgring test track was used for some suspension testing. Ford never offered a coupe version of its BA Falcon. The car on display was built by Dreamtech a Melbourne based company who specialise in building stretched limousines. The most challenging part of the BA Coupe build was ensuring the side impact protection complied so the car could be registered in any Australian state. The ‘B' pillars have been moved 250mm rearwards, the chassis has been reinforced internally and new doors have been manufactured 250mm longer to suit. New custom door trims, rear trims, windows, weather strips, door rubbers and headlining all had to be produced. The car on display BA Coupe Number One was shown by Dreamtech at the Melbourne International Motor Show in 2003, and was received very positively.
1951 Vincent Black Shadow
Perhaps the most fabled, and certainly the fastest motorcycle of its era, the Vincent Black Shadow was born to classic status. Production began in 1948, and it was crowned fastest production motorcycle in the world (a title previously held by Vincent’s own Rapide), with a top speed of 125mph. The American writer Hunter S. Thompson famously quipped that ‘… If you rode a Black Shadow at top speed for any length of time, you would almost certainly die. That’s why there aren’t many life members of the Vincent Black Shadow society.” The Black Shadow was progressively tweaked over three series during its production life, but all used a 998cc OHC V-twin mounted in a stressed member to eliminate the need for extra framing. Sadly, the labour-intensive production of their handbuilt machines was to be Vincent’s downfall. The company was losing money, and production ended in 1955 after just 1,774 Black Shadows had been built.
John Parkinson of Launceston purchased the Vincent new, keeping it for two years before it passed into the hands of Graeme White, who raced it for a time. The engine was then sold to Lex Sternberg, who fitted a supercharger and used it in a hill climb car. Graeme White, meanwhile, retired the Vincent, fitted a Rapide engine and kept it for the rest of his life. Following Graeme White’s death, it was sold to the current owner, who was charged with the near-impossible task of locating the original engine. As chance would have it, the Vincent was on display at the National Automobile Museum of Tasmania when a visitor from Queensland was available to pass on information, which led to the discovery of the crankcases in Brisbane. The motorcycle and crankcases were reunited, and local enthusiast Ray Andrieux recently completed a comprehensive restoration.
1973 Kawasaki Z1 900
Kawasaki’s Z1 was introduced in 1973, and dominated the superbike arena for much of the decade, with its combination of good looks, power, and competitive pricing. The Z1’s four-cylinder 903cc twin cam engine propelled it to a top speed of 130mph. (208 km/h). Originally designed as a 750, Kawasaki engineers were forced to delay the project after Honda released the groundbreaking CB750. The Z1 became hugely popular, acquiring the nickname ‘The King’. It also earned Kawasaki a priceless reputation for horsepower and reliability. Continual development saw the ‘bike renamed the Z900 in 1976, and a year later capacity was increased to 1,015cc to produce the Z1000.
1985 Suzuki RG500 Gamma
Derived from the factory Grand Prix Racer ‘XR45’, the RG500 was a road-legal replica racer produced between 1985 and 1987. To leverage its reputation for producing high-performance racing bikes, Suzuki set out to create a slightly toned-down production model of its competitive two-stroke machine. The result was a ‘bike with a water-cooled square-four, fitted with rotary disc-valve induction and fed by four Mikuni carburetors. The engine produced 95bhp at 9,000rpm, enough to propel the 154kg motorcycle to a top speed of 236km/h. The motorcycle was only available in a blue and white colour scheme, unless it was a rare “Walter Wolf” edition, featuring a paint scheme similar to that of the Wolf Racing F1 cars of the 1970s. The motorcycle on display has travelled just 5,500 kilometres since new. A total of 9,284 units were produced over two years.
1984 Yamaha RZ500
Produced for a very short period of just two years, the Yamaha RZ500 was a high-performance, two-stroke motorcycle built from 1984 to 1986. The ‘bike was marketed as the RZ500 in Australia and Canada, but was instead the ‘RD500LC’ in all other markets. The short-lived model was powered by a 50-degree V4 engine, displacing 499c and producing just under 90bhp. The engine breathes through four side-mounted Mikuni carburettors. As typical for a two-stroke motorcycle of the period, peak power is reached just shy of the 10,500 rpm limit. Interestingly, the model was never officially sold in the United States as it did not meet pollution mandates. In Australia, the RZ500 was a hit on circuits as well as the road, with an RZ500 entered by Richard Scott and Michael Dowson scoring 1st place in the 1984 Castrol Six Hour Event at Oran Park in New South Wales.
1981 Suzuki GSX1100 Katana
The Katana's design started when Suzuki hired Hans Muth, ex-chief of styling for BMW, to update the company's image. The three-man Target Design team consisted of Muth, Jan Fellstrom and Hans-Georg Kasten. In late 1980 when the GSX1100S Katana hit the street, it was claimed by Suzuki to be the fastest mass-production motorcycle in the world, ensuring the new looks were matched by unprecedented performance levels. So radical was the design departure from previous mass-market cycles that most major motorcycle magazines of the era thought the design would not appeal to the masses. Nevertheless, it was a sales success, and the motorcycle had a lasting impact on motorcycle design. The Australian market featured a wire wheel option 18 inch rear and 19 inch front (as displayed) to provide a wider tyre choice for production racing particularly in the Castrol 6 Hour.