There is no question that Yamaha had bold intentions when it first penned the GTS1000.
It was to be the corporate techno flagship, with ABS in some markets (very unusual in a Japanese model in those days), fuel injection, catalytic converter and the real icing on the cake – a version of James Parker’s RADD (Rationally ADvanced Design) front end combined with a radical and low-slung omega-shaped main frame.
Yamaha licensed the idea (which it described as hub link steering) and, with Parker as a consultant, turned it in to reality. Note that in the patent application drawings, the company was toying with two-wheel drive!
Though Parker clearly had sporting ambitions for his design, Yamaha took a more conservative route, developing it with a flagship sports-touring chassis in a machine clearly designed to do two-up work.
At the time, there had also been talk of a voluntary power limit among bike manufacturers of 100 horses. It never really held the proverbial water, but was strong enough an idea to encourage Yamaha to detune its premium FZR1000 sports engine (a five-valve per pot design) to meet that limit.
Though the new machine was a guaranteed headline-grabber in 1993, the response when it actually hit the market was less enthusiastic. It was not super fast, was surprisingly big, weighed a bit at 251kg dry, and most critically was very, very expensive. Given the market was already leery of the ‘weird’ front end, the price of over $22,600 (plus ORC) was just too steep.
It struggled for traction in most markets and bombed in Australia. The figures are near impossible to find, but the popular wisdom is that about 33 were sold here, while many bikes intended for Aus were diverted elsewhere.
With the inline four claiming 100hp, matched to a five-speed transmission, it had decent performance. Meanwhile the unusual front end actually worked a treat once you became familiar with it.
It showed exceptional road-holding and feedback when compared to a more conventional front fork.
These days they have taken on modern classic status and are in demand with prices of $20-30K and sometimes higher. AllMoto.com
AUCTIONS
1954 ARIEL SQUARE FOUR
Donington Auctions – Lot 2
Date: November 10, 2024
Sold for: $18,450
Visit: doningtonauctions.com.au
Ariel Motorcycles may now be a redundant name, but back in the day it was notable for some innovative designs.
This monster has its beginnings in the late 1920s, when Edward Turner (of Triumph Bonneville fame) drafted a square-shaped four-cylinder engine – essentially two parallel twins geared together – as a ploy to find work. He succeeded and the bike became a reality (in 500cc form) for the 1930 Olympia motorcycle show in Britain.
It of course underwent a fair bit of development over the decades, with the tragic interruption of WWII.
By the time the fifties rolled around, the Ariel’s powerplant had grown to 995cc, which put it firmly in the super cruiser class for the day. Remember this was a time when a 650 was regarded as a big motorcycle and people spoke of litre-class bikes such as the Vincent, in semi-hushed tones.
This example was part of the recent sale of the Roy Parker Collection and was a restoration.
1942 HARLEY-DAVIDSON WLA 750 OUTFIT
Donington Auctions – Lot 11
Date: Novmber 10, 2024
Sold for: $28,000
Visit: doningtonauctions.com.au
Rumours of war were gathering momentum in 1939 and Harley-Davidson was anxious to secure the military motorcycle contract ahead of Indian and the Delco Corporation.
The US Army wasn’t happy with their current Harley 74 cubic inch motorcycles, so Harley provided a version of their flat-head 45 cubic inch (738cc) twin for evaluation. This became the WLA, one of the most successful of all military motorcycles.
By 1942 all of Harley’s production was for the military and a total of 88,000 military motorcycles were produced between 1940 and 1945.
Extremely durable, and with adequate power, the WLA also proved popular with other forces. The Canadian Army bought large numbers, and 5000 were also sold to the British Army. Because the Harley factory was so productive during the difficult war years they were perfectly poised to re-enter the market when the war ended.
Thousands of surplus WLAs were subsequently sold at discount prices.