As you may know, the crossover segment in the auto industry is the fastest-growing segment of their business. These cars have a little more ground clearance, all-wheel-drive usually and better visibility so they are not limited to driving on highways.
The motorcycle industry also has such a segment and they are called adventure bikes. They can be ridden on the streets, highways and almost anywhere else regardless of roads or terrain. Currently, four of the major companies are building some form of adventure bike and most of the rest are building something similar but they are not there yet.
In riding motorcycles, however, you can’t just slide the seat back and forth to fit different size bodies. The motorcycles actually have to be designed for different general leg length (inseam) so the riders can set both feet on the ground when the motorcycle is not in motion.
Problem: Because suspension technology has not progressed with the rest of the motorcycle technology the only way to currently get a smooth ride over uneven terrain is to have 12 inches to 14 inches of suspension travel on a telescopic type front fork. Thus if you intend to get a smooth ride you must have a seat height from the ground that only more or less fits about 40% of the potential motorcycle riders. Those riders must have an inseam length of 34 inches or more to safely touch the ground with both feet.
Conclusion: It is absurd that an entire industry would only cater to 40% of their available customers. It’s as if the manufacturers had a meeting somewhere and decided that all motorcycle riders have a 34 inch or longer inseam, so that’s all we’re going to build. I guess they decided anyone with less than a 34-inch inseam must be a child so we will make some basic beginner models for them and if any short adults want to ride they can stand on a stool to mount the bike or ride a children’s bike. The problem with using a stool to mount the bike is how do you have the stool at a stop light when it turns red?
There is an exception: The cruiser models. The way they made them sit lower was to take away suspension travel, rather than re-engineer the suspension to give them a good ride. One of them has just over 1 ½ inches of movement on their rear suspension rather than the 12 inches to 14 inches of movement on the best off-road bikes. As you can easily see the cruisers need roads almost as smooth as a tabletop to be able to ride them comfortably. How many roads like that are there? So the result is a 27-inch inseam cruiser rider can’t explore like a 34-inch inseam person can on an adventure bike.
Now modern materials and systems are available to get the same kind of compliance and a smooth ride with only 6 inches or 7 inches of travel.
I simply propose a complete line of smaller adult motorcycles from adventure bikes clear down to the cruisers be designed around this new technology to fit the other approximately 60% of the population. I see no reason why cruisers should have to ride like farm equipment or adventure bikes should require a ladder for the majority of people to climb on board.
Most of the rest of today’s motorcycle technology will need very little modification to satisfy these many new fans.
“It’s a modern Sportsman’s best friend all the way!”
says Idaho sportsman, “Never, never… will I go hunting without my new Trail ’50’. Recently I packed out two strapping deer from Idaho’s toughest timberland and witnessed two more hunters bringing in four more – also on Trail ’50’s (one of them was a 5-point 250 lb, trophy buck). I was able to scout ten times as much hunting area as on foot, also used my ’50’ for hauling water, dragging firewood logs, and general around-camp errands.
“This year’s hunting was the best yet… thanks mainly to a little critter called a Honda Trail ’50’!”
Herb Uhl, President
Herco Engineering Co.
Boise, Idaho
Mr. Uhl’s enthusiasm is typical of the many hundreds of outdoorsmen who have purchased and hunted with a Honda Trail “50”.
Trail “50”s are sold in America by the American Honda MotorCo., Inc.
Bill Uhl, Evel Knievel and Mike Uhl prior to the Snake River jump in Twin Falls, Idaho
Print List Price: $7.00 Kindle Price: $2.99 Save $4.01 (57%)
In Smaller Adult Motorcycles: Long Awaited New Market Segment, Herb Uhl presents a compelling case for a neglected motorcycle industry segment that could double global motorcycle sales. Uhl, known for pioneering the ATV market segment with the invention of the Honda Trail 50, leverages his extensive experience and innovative mindset to highlight the untapped potential of smaller adult motorcycles.
Identifying the Market Gap
Uhl meticulously identifies a significant oversight in the current motorcycle market: the absence of a full line of quality bikes designed for individuals with an inseam of 29 inches or less, a demographic that includes most women and men of shorter stature. This segment, estimated to encompass around 60% of the population, represents a substantial portion of potential motorcycle buyers who are currently underserved.
A Vision for the Future
With a visionary approach, Uhl outlines the necessary steps to capitalize on this market opportunity. He argues that creating upscale motorcycles tailored to the ergonomic needs of shorter riders can attract a wealthy clientele eager to invest in high-quality, well-fitting bikes. This new segment would not only cater to the practical needs of these riders but also appeal to their desire for stylish and sophisticated transportation options.
Statistical Evidence and Market Demand
Uhl bolsters his argument with recent statistics, revealing that 18,550 people in the USA searched for smaller motorcycles in the past month. This data underscores manufacturers’ demand and urgency to address this market gap. Uhl’s detailed analysis and presentation of these figures make a strong case for the profitability and necessity of developing a full line of smaller adult motorcycles.
Engineering and Ergonomics
One of the standout aspects of Uhl’s proposal is his focus on motorcycle ergonomics. He emphasizes the importance of designing bikes that fit the physical dimensions of shorter riders and provides a high-end, comfortable riding experience. This attention to detail ensures that the proposed motorcycles would not be mere scaled-down versions of existing models but thoughtfully engineered vehicles that meet the specific needs of their target audience.
A Call to Action for Manufacturers
Smaller Adult Motorcycles is a call to action and a detailed blueprint for motorcycle manufacturers. Uhl’s expertise and credibility lend significant weight to his proposals, and his clear, well-supported arguments make it difficult for industry leaders to ignore the potential benefits of this new market segment. By highlighting the gap in the market and providing a roadmap to success, Uhl positions himself as a forward-thinking advocate for innovation and inclusivity in the motorcycle industry.
Conclusion
Herb Uhl’s Smaller Adult Motorcycles: Long Awaited New Market Segment is a visionary work addressing a glaring motorcycle industry omission. Uhl’s expertise and ability to present a well-reasoned and data-driven argument make this book an essential read for industry professionals and motorcycle enthusiasts alike. By focusing on the ergonomic needs and preferences of shorter riders, Uhl champions a more inclusive market and unveils a lucrative opportunity for manufacturers to expand their customer base and increase sales. This book is a testament to Uhl’s innovative spirit and enduring impact on the world of motorcycling.
Even by the time the trail 50 transition to the new trail 55, Honda still didn’t understand who the customers were for this ATV. This is a copy of the brochures we developed and had printed to give our customers an idea of the trail and ranch model’s overall usefulness.
Herb Uhl
By 1962 Honda’s literature started to catch up, but they still didn’t understand how useful these machines are on the farm and ranch.
Herb says, “Come on up to Boise where it’s reeeaaallllly happening.”
by David Swift
Dirt Rider Vol. 2 No. 11, November 1974
International Six Days Trials Garmisch, Germany, September, 1969, Herb Uhl, Dale “Punch” Deyo, Bill Uhl
All three of them have this same smile coming through this same beard. Uncanny. Three years ago at Evel Knievel’s first motocross at Twin Falls, I get three beards and three ultra-tooth grins that make a Cheshire Cat look like John Erlichman.
Bill Uhl, Pacific Coast Champion, Sidewinders TT 1969
And Sunday morning, Day Two at Bad Rock Two Days Trials, Bill Uhl lubes his chain, takes a trick four:.way wrench , unsuccessfully tries to tighten a host of nuts and bolts on his 175 Can-Am, and mumbles, “That’s what I hate about this bike, Herb-there’s never anything I have to do to it.” Grin.
Herb looks at everyone watching him. “Well, I guess someday we’ll have to do something about it.” Grin.
Later that day I’m waiting beside a highway. Bill is due by soon, gonna take me a picture. A, 550 Suzuki triple comes bumbling down the road, and it’s not Bill and it’s not Herb. It’s Mike. Haven’t seen Mike in years and we have fun letting on we both remember each other’s names, barely. Before he reassures me his name is indeed Mike, he says, “I’m the one who goes -slow.” Right away you know this is an unnecessarily touchy point. Nevertheless, grin.
It’s intrigued _ me for years now, that enigmatic Uhl grin. It’s the look of a man who knows something no one else knows, and he knows you know it.
Herb Uhl (pronounced simply “yule”) is an incarnation of a Walt Disney elf who comes bounding out of the bushes, glances suspiciously from side to side, and whispers out of the back of his hand, “Hey, I know where we can have some fun. . . .” I like to think motorcycles has a lot to do with it.
Herb Uhl has done a lot more things to affect dirt riding in general than a pixie from Boise is supposed to. More than one person has credited him with designing the original Trail 50, which Honda sent over to Japan some 15 years ago and since stamped out hordes by the boatload. Roaming through a Uhl scrapbook revealed this elegant little 80cc Suzuki flat tracker with a handmade monocoquc frame, expansion chamber, and other ahead-of-its-time features.
Last year at Trask Herb rode what once was a 185 Suzuki-Herb’s had a Sachs leading link front end and a frame butchered worse than Ake Jonsson’s Grand Prix Yamaha-and was entered in the 175 class. I asked him then if it was legal and he said, “Sure, see, the 185 cylinder is only 80 thousandths over a 175, and that makes it legal by AMA rules.”
Just the other day I point out that if the bike is sold as a 185, it can’t ever be a 175. Herb gets this oh-mygosh expression and says, with sincerity every vacuum cleaner salesman would be jealous of, “Is that right?
You mean all along I’ve . . . I don’t believe it.”
Herb, you punk, for a year you had me snowed. And I’m supposed to go around exposing people like you.
Which is why I made a special trip to Boise-to find out just why you are always wearing that maddening grin-the beard tickles, is that it, Herb? – and find out why your two kids got what you got just as bad.
When Bill was 18 and Mike 20, they had talked Evel Knievel into letting them design his first motocross course. No, it was the other way around. The job, simply, was to turn a flat cow pasture into something that wouldn’t send the nation’s top motocrossers home sniveling. No TT track. All they could rely on were rocks and trees to break up the monotony, plus the talents of a team of dump trucks to build a gigantic jump. Ah, memories linger at the old Snake River Canyon days: Jimmy Pomeroy almost launching himself over the canyon, years ahead of Evel; Barry Higgins breaking up the monotony by center-punching a rock and tree. . . . Mike and Bill (you couldn’t tell them apart because they had beards, grins, and hair down to here) were happy, hungry hippies then, living out of a tiny trailer, eating fresh vegetables and wearing overalls. When each told me the other was a very fast motorcycle racer, I thought, naw, these guys are back-to-the-land bumpkins trying to impress the Hot Zit from Cycle News. In November, 1971, I flew to Boise for an Trans-Am race, and there’s Bill and Mike again, this time one of them has cut his hair. Still can’t tell them apart. As a budding motocross purist, I am duly impressed with the Boise circuit, fast stuff, tight stuff, a water crossing, and a 450-foot downhill that even has Tim Hart sit ting at the top, rigid with fear, for 30 minutes of practice. The Europeans approve of the course, which is music to the MotoPurist’s ears. Again, the Uhls have scored while the guys in California still don’t know where it’s at. Cycle News is impressed.
Preston Petty, Herb Uhl, Bill Uhl, 1969 in Germany
Little did I know that one of them, Bill, has already gone to Europe and won a Gold Medal at the International Six Days Trial, in 1969. Herb, a distributor for Sachs, got to be part of the American team, and Bill, who was 19 at the time, will become the youngest lad to Gold the ISDT. “When Bill and I went to Germany for the Trials,” says Herb, “neither one of us had ever ridden a timed event before-just some cross-country events around Boise.” Herb was kept to a Silver because someone gave him the wrong directions-which, if you ask me, is a refreshing turn of events. In 1970 Bill was held to a Silver.
Mike Uhl, Carlsbad, 1974
That’s when everyone else on the team DNF’d, the years when everyone rode motorcycles that to this day are spoken of as Puchs but with a long “u”. Since then Bill has been on the Penton Trophy Team and finished on Gold the last three years. (What happens in Italy this year is between the time I write this and the time you read it-such are the miracles of modern communication.)
Amidst all of Herb’s and Bill’s accomplishments, one tends to think mostly of Mike, if one has any sense of fair play. Bill has a sense of fair play and is the first to offer, “Mike is a damned good racer. He was a lot faster than I was and I think today he can kick my butt if he wanted to. But he seems to be mostly interested in the shop and making it flow.” From Bad Rock I drive to the shop, Uhl’s Idaho Bike lmports, to watch it flow. I show up late Wednesday afternoon, enter the jingly-bell doors of a woodsy showroom (“this establishment condemned . . . by other dealers”), and am bombarded by every motorcycle accessory in the whole wide world. Counters, displays, pegboards, everything-it’s an Encounter Group session with every dirt bike doo-dad you’ve ever dreamt of owning. And in the midst of it all are the three bearded grins.
International Six Days Trials, Garmisch, Germany 1969 Poster
Outside the shop, Mike’s Suzuki is loaded with some things. He’s going on a bike trip, take a vacation, now that Bill is done with the Six Days Qualifier thing and can mind the store. I ask Mike to remove his helmet and pose for the photograph you see at the beginning of this article and let him bumble on down the road. I see him three weeks and 2,000 miles on down the road at Carlsbad, where he volunteers to work for the AMA in order to get ideas for the Last Evel Knievel Snake River Canyon Motocross, which is also before this is written and after you read it. . . introduced Mike to my companion, Sandra, and say to her, “You remember me talking about the Uhls . . .” and Mike interrupts with “I’m the adopted one.” I am astonished to learn, and say, “I didn’t know you were adopted,” and Mike gives me that grin he’s learned so well from Herb. Punk got me again.
Back at the shop, Herb says, “It just turned out that Mike had a knack for this sort of thing. Look at this place. He’s got every accessory you can think of all laid out, and nearly every item he picks keeps moving.” I work the cash register that day to cover my room and board and learn where some of that grin comes from. A lot of Herb Uhl’s customers love doing nothing better than spending money with. Herb. His better customers get to retire into Herb’s office, take a bottle of Chianti out of the refrigerator, and tell stories for a while. A lot of funny stories get told.
Herb likes to tell about how he brought up his boys right, about how he made sure the first woman that came along with full-on charms wouldn’t snag either. At 22 and 24, Herb’s boys are wise beyond their years.
Right now Bill is settling down with a remarkable woman in her own right, Debbie. She is nine-and-a-half months pregnant when · I come to spend a few nights. She makes dinner, runs errands for the store, and never ever stops running around. Thursday she stays home weeding the garden while I mess around the shop with my Yamaha. Bill and Herb sell Mike’s parts and accessories, introduce me to chums, there’s always some party going on, except it’s mostly cash you see flowing instead of hooch. In this case, the cash is hooch.
Uhl’s shop is just an excuse for a bunch of motorbikers, many of whom don’t know one another, to stand around and talk bikes, talk women; talk talk. Every once in a while you buy something, sort of a dues for being there. Or maybe you buy something to stimulate further conversation.
At night Bill and I settle down in his nearby home to watch Star Trek on this incredibly old teevee. The picture goes flip . . . flip . . . flip every ten seconds or so, a state of perpetual horizontal flux. Of course, the teevee is more like background music while
Bill talks of how, after all, he’s been broke for a long time now, how he and Debbie went hitchhiking on their last vacation, and about the patch of land they are buying in the wilder ness. “It’s absolutely stone primitive,” says Bill. “There’s nothing. No gas, no phone, no electricity. Nothing.” Two days later we will sit on Can-Ams looking over an endless green valley. “See that?” He points. “That’s what our place is like.”
Friday morning Debbie fixes Bill his usual cup of herbs and us all a big breakfast. Since my arrival two days ago Debbie has been on the main jet. A more beautiful woman I’ve never seen. She gets’ on the phone, calls her doctor, describes her latest body signals, and tells Bill it’s time to go to the hospital and have the baby. Bill asks if I’ll help Herb with the shop, I say yes (what am I gonna do, say it’s my day off?), and proceed to put in another day at Uhl’s.
Somehow business is slower, although it’s a sunny day promising a brighter weekend. Herb asks if I’m going to stay the weekend, and I say, no, I’ve got to be back in LA first thing Monday and write literally many stories.
Herb snarls, “What do you mean, ‘you’re not staying.’ Here, I was going to take you on the nicest cow-trail you’ve ever seen and you’re going to leave. Simmer down, boy, you just got here.”
Bill Uhl, Ascot, 1969
I suggest I’ve got a woman to see. Sure enough, he backs down. Not leaving well enough alone, I say, “Be sides, who’s going to watch the store?”
This genuinely stuns Herb. He spreads out his hands. ”Now what kind of motorcycle store is it that stays open on Saturday?” He smiles, then waves out the windows. There are two other motorcycle shops within eyesight, 28 in all of Boise. “I let them have Saturdays. What good is life if you can’t go cow-trailing on weekends?”
That afternoon Bill pops in with the announcement of a new son and placed a secret-coded phone call with Lars Larsson: “It’s a funnel.” By the end of the week all the Trials riders would be saying, “Bill got his funnel, Debbie had her funnel.”
It was a joyful way to end the qualifying season, and a good way to ignore the problem of the three-way tie, a situation that has been occupying much of Bill’s time since Bad Rock.
He and Herb had already come up with a new and better scoring system for next year. They had also come up with several good ways of breaking the tie-most of them, of course, ending in Bill’s favor. Like Carl Cranke, “Bill wasn’t out to prove he is the better of the two, but more anxious to simply chose one of the three. Above all, Bill knows he’s done an incredible job for Can-Am when Can-Am has given him a bare minimum of support. Bill doesn’t want money, he needs money from Can-Am to continue racing. He wants recognition. He wants to work with a company in developing motorcycles.
Penton hadn’t given him the opportunity to be anything but a Gold Medal winning motorcycle rider. Now it looks more encouraging with Can Am, just a matter of time.
When Can-Am sent out press re leases with photos of Bill, you saw Bill wearing Gary Jones’ leathers and jerseys, sitting on Gary Jones’ bike. Today Can-Am is taking out full-page ads of Bill bragging about how reliable · the motorcycles are: “over 2500 miles of rugged . . . .”
Never mind. We get up early Saturday, fidget with three Can-Am 175s. Bill’s still has Bad Rock dirt all over it. He’s going to take his “Ram-Jet” fender off and ship it to Preston Petty for studying and maybe copying. Herb wants me to try Bill’s 175 with micro porting and clever rear suspension, and compare it to a stock Can-Am
175 motocrosser. (For the record, Bill’s motorcycle has the most outrageously flat power-band I’ve ever felt on any motorcycle, and his suspension works about as good as any LTR I’ve ever felt. No wonder he went so :fast all the time without falling down.) Bill also has his adjustable Can-Am frame raked out as far as the law allows, and I like them pretty much the opposite. It frightened me to have to lean the thing over like a road-racer.
The Uhls at their Idaho Bike Imports in Boise, Idaho, 1974
Herb decides to ride a Can-Am 175 enduro demonstrator, trials tires and all. Bill and Herb take me over bounteous country best left undescribed for the nonce. There is a lot of stopping for jive talk. Bill and Herb and Dick Malone, who rides an impeccable Hare Scrambler, know I have to be out of Boise with the noonday sun, this I’ve already explained, so I can meet my wretched bastard deadlines. And they keep me up in the hills above Boise, with the trails getting greener and funner all the time, until I was late, very late, and exhausted.
I left for Los Angeles not getting a chance to see the baby or say goodbye to Debbie, because I was late. And, of course, there were those grins again, behind the beards, taunting me as I had to leave. Shoot. Got me again, Herb. You just love to see us go back to the city.
The story of the origin of the ATV starts at Boise Idaho in 1960 where a local motorcycle dealer by the name of Herb Uhl redesigned a small 50cc Honda Cub. It had been built mainly for city transportation.
Herb redesigned it for use on mountain trails and for use on the farms and ranches that covered Idaho’s wide open spaces. As soon as he started converting Them they sold like hot cakes.
Surrounding the Boise area were thousands of acres of nearly road-less mountains and desert with very few fences. In those days you could climb on your motorcycle in town at your house and within a few minutes you could be on top of one of the foothills of the mountains next to Boise.
From there you could look out over the entire valley clear to the Owyhee Mountains to the west. Seldom did anyone in the area ride their motorcycles on the highway more than a few miles from town.
Most of the bikes were stripped down to short basic fenders & small lights and were equipped with knobby tires to get traction in the dirt. You could call them the beginning of the modern adventure bike.
That’s what it was like in 1950 when Herb Uhl moved to Idaho from Florida. Herb was a mechanic who’d started his career in a motorcycle shop several years before so he really liked motorcycles.
In Boise Herb was working in an automotive shop on automatic transmissions. There were three motorcycle shops in town at that time; Harley Davidson (Don Gamble) with a couple dirt riders, Triumph (Buzz Chaney) with a lot of fame as a racer with most of the dirt riders, and B.S.A. (Harlan Wood) just back from the service, he was the new dealer in town with a growing group of dirt riders.
Herb used to wander into the shops from time to time but no one had the kind of lightweight bike he wanted so he spent most of his spare time researching the magazines looking for his idea of a proper dirt bike.
He was working at the transmission shop one day when a customer traded in a nearly new All State motorcycle for some transmission work.
Herb’s wife Rosemary was riding the motorcycle one day when another lady in a car turned in front of her. Herb repaired the small damage To the bike and used most of the insurance money to go into the motorcycle business. That was early in 1955.
The brand he chose to handle was Maico. It was built by a German company and was better engineered than the English & American bikes that were available.
The first bikes presented by the US distributor were some surplus units that had been ordered by the Sweedish distributor who ran low on money before they could be delivered. They were perfect for Idaho dirt riders. The machines had been specially built for International off-road competition. All were light weight 250cc high performance 2-stroke machines with knobby tires, special tool kits (because in that type event the rider is required to do all their own maintenance), and even an air bottle (for refilling tires), and a four gallon fuel tank (handy on long trail rides).
It wasn’t long ‘til Nick Gray, the importer, put 10 bikes at a time with Herb on consignment, so the business moved right along. In 1959 Herb saw info in a cycle magazine about a motorcycle company called Honda who would ship bikes from Japan, so he ordered two of the off-road competition models shown in the magazine article.
Herb thought they would probably be pretty crude because the news in those days fed everyone a lot of anti-Japan propaganda. The bikes arrived in a couple of months and they were beautiful. A reorder was put in but they would only sell him production highway bikes and the factory couldn’t understand why he didn’t want them.
By 1960 Honda was opening a US branch on Sepulveda Boulevard in Los Angeles and Herb was the first US dealer to visit them.
He signed up for a regular dealership and got a few of their regular bikes to see if they would sell in Boise Idaho.
The people from Japan couldn’t fathom why Herb wanted, what to them were competition-only machines instead of bikes the public should want.
There was Herb with a bunch of bikes in stock that were designed for the city, and not for the rough country around Boise Idaho.
In the 1960s about the only way to get to any one of the numerous high mountain lakes for instance, was horses and pack animals or walking. Back yard tinkerers were putting lawn mower engines on a little rectangular framework with two small wheels, like a tiny crude scooter without suspension or shocks and a board with upholstery for a seat to try to make mountain travel a little easier.
Herb started looking at the little 50cc Honda Cub, model CA-100, from a different point of view. It had all the good stuff it takes to build an excellent all-terrain-vehicle. It was lightweight (about 140 lbs.) with 17 inch wheels like a small motorcycle for stability and the gas tank was under the seat like a scooter.
It had a great Engine a 3 speed transmission with an automatic clutch so no skill was required to ride it. There was a real seat and it sat low enough that almost everyone could touch the ground. The suspension rivaled many large motorcycles of the day with shocks and swing arm suspension both front and rear and finally it went a long way with a tank full of gas.
The first thing Herb did was order in knobby tires. While he awaited their arrival he had a large 72 tooth rear sprocket made that slipped right over and bolted to the original road sprocket to slow it down enough for trail, farm and ranch use.
Next, things were slimmed down so it would easily go between trees and rocks. A skid plate was built to protect the engine and a less bulky muffler was used. It worked really well all over the mountains around Boise.
Herb had converted and sold a couple of hundred machines when Jack McCormick national sales manager for American Honda noticed that Herb was selling more Honda Cubs than all the dealers in Los Angeles combined.
So there you have it the first ATVs had two wheels and were designed in the small town of Boise Idaho by Herb Uhl.
As soon as the other motorcycle manufacturers in Japan saw what Honda was doing they each came out with their own version of the two-wheeled ATV.
We’re all led to believe one person can’t make a difference.
Herb’s ability to think a little bit outside the box caused several hundred thousand practical fun machines to be sold all over the world. All this activity helped the Honda Cub become the largest selling vehicle ever made (over 26 million sold). A true Swiss Army knife of motorcycles.
A few years later came the 3-wheeled ATV followed closely by the 4-wheelers leading directly to today’s side by sides.
Most campers and hunters have an ATV or two, and now you see one model or another, and sometimes several on almost every farm and ranch all over the world.
The story of American Honda’s rise to prominence starts in Boise, Idaho, of all places, at a small Honda dealership that belonged to a fellow named Herb Uhl. It also involves Jack McCormack and the company’s most popular product at that time, the Honda 50. One night in 1960, while looking over the most recent sales records, McCormack spotted what he thought was an anomaly. At that time, Honda had six dealerships set up in Los Angeles, all of which were fairly successful operations. But according to the records on his desk, this one dealer in Podunk Boise was selling more 50s than all six of the L.A. dealers combined. The next morning McCormack called Uhl to investigate.
“I called Herb and said, ‘Herb, what are you doing with the Honda 50 up there that you’re selling so damn many?’ He told me how he was selling them as a trail bike, putting a cheater sprocket on the back and some knobby tires.”
McCormack asked Uhl to send one of his trail conversions down to California. Uhl did, and McCormack was impressed. “It was a brilliant little machine,” McCormack says about Uhl’s creation, “It worked so well because it was light, and with the automatic clutch you could climb logs. To do that on a big bike, you had to have a certain amount of skill.
On a 50, you didn’t get there real fast, but you had fun and you didn’t need to know much. I saw lots of possibility for something like Herb was doing, selling it as a bike that you could go in the woods and hunt or fish with. Sort of the earliest ATV.”
McCormack crated the bike back up and sent it to Japan, with a request that the company create a production version of Uhl’s creation. Honda responded to McCormack’s idea immediately. “It took no effort at all to get the trail bike,” he remembers. By March 1961 the CA100T Trail 50 was available to dealers. The new machine was an instant success. Cycle World’s praise was universal: “To you staunch, hairy-chested, full-size bike riders (and this includes us), to you trailing addicts (this also includes us), and to you new riders who have yet to experience the joys of trailing (and this includes our wives who rode the Trail 50 until they had to be pried off of it), we heartily recommend you go Trail Fiftying!” American buyers responded enthusiastically, and the trail 50, an idea hatched by a small dealer in relatively remote Idaho, was an unqualified success.
Source: Honda Motorcycles by Aaron P. Frank ISBN 0-7603-1077-7 pp 45
Having been recognized for inventing the first Honda all terrain vehicle, I have always applauded the ingenuity of others to modify existing technology and reach outside the box to create new, innovative solutions.
Greg Davey is one such fellow that I admire for his renegade approach to an Eco-friendly solution to urban travel.
According to Fast Electric Bike’s How to Build a 50 MPH Electric Bike you are provided with a complete step by step guide on how to build the exact same bike that author Greg Davey invented at your home.
This is the very same “attention magnet” electric bike that he gets stopped by pedestrians and motorists every day to ask, “How did you do that?”
Now you can have all the answers, detailed plans and over 150 high quality photographs walking you through the entire process to create your own electric bike that can be driven at the same rate of speed as a common motor vehicle.
No stone is left unturned as you gain a full understanding of the individual components of your electric bike including motors, batteries, speed controllers, throttles and chargers.
You will be able to confidently select the best controllers an component based on Davey’s extensive research and inventive application technology, because he’s already learned what works, what doesn’t work – and more importantly – what works best and what components are the most economical producing the highest results.
And if it wasn’t enough to have your own electric bike that can cruise along at 50 miles per hour, the author also exposes his followers to information on saving fuel costs and reducing one’s carbon footprint for a greener world.
The world may not be ready for a commercial version of a high performance electric bike, like this, but you can build it yourself with this convenient DIY manual.
The author includes complete details on how to make your own heated jacket that is powered by the electric bike, just like the one that he wears.
As we spread the word about Davey’s vision about a greener more sustainable version of urban transportation, it not only promotes our vision of a better world but also makes a bold alternative to technology funded by big oil companies.
Click here for more information on how you can build your own 50 MPH electric bike.
Right now in 2015 there are basically two kinds of motorcycles:
1) Those most people can ride and stop with both feet flat on the ground.
2) Those that sit so tall most people can’t touch the ground unless they slide most of the way off the seat and touch one toe to the ground.
The reason for such a ridiculous situation is that the design of motorcycle suspension took a wrong turn. Every time some designer tries to correct the mistake it looks enough different that it bothers someone’s sense of what a motorcycle should look like.
Let’s face it – the almost universal telescopic fork just plain looks cool. The drawback is that a telescopic fork requires way to much travel to get the compliance needed to keep a motorcycle stable over rough and uneven terrain. Of course on a cruiser or some other bike built for use on smooth highways, where you can get by with 3 to 5 inches of travel, the telescopic fork is no big problem, it’s only a safety and comfort issue.
No real adventure bike has been built for the short statured people
Right now there isn’t even one adventure bike, real enduro bike or motocross bike a person 4’6” to 5’6” tall can touch the ground flat footed on. These people have an inseam length that averages about 26″ to 29″, effectively eliminating them as customers for today’s all purpose motorcycles. That equals roughly 60% of the world’s population who can’t really enjoy a good trail or off highway motorcycle ride. Besides spoiling the fun for a heck of a lot of potential enthusiasts, that business model really sucks. The current premium rough country motorcycles are not available to 60% of the potential customers!
It’s as if the motorcycle manufacturers don’t believe a person of short stature could even want a premium quality off highway motorcycle. The motorcycle experts who write for the bike magazines often wonder in their articles why so many cruiser bikes are sold rather than higher quality sport or adventure bike models at about the same price point. We must remember that most of those experts are over 6 ft. tall and besides that, they are “enthusiasts” who would climb a ladder to get on a bike if necessary just to get another ride. They just don’t get it that most people will not buy if they can’t comfortably touch the ground.
So what can be done about it?
Dan Gurney figured out how to do it with the current suspension technology by putting the seat down between the engine and the rear wheel. I’ve also experimented along those lines but it’s not the real answer because you end up with a long wheelbase – that can be unwieldy in the rough.
What is the situation?
To cure the problem we need to go back to where motorcycle suspension designers took a wrong turn. To that end we can redevelop suspension we bypassed at the time because we lacked the proper materials and technology to perfect them.
What we need to do
The most viable among them all is the leading swing arm front fork. The first multi-cylinder motorcycle was designed and built in 1895 by Felix Millet and it had swing-arm suspension front and rear. A design so far ahead of its time that even swing-arm rear suspension didn’t become universal till over 50 years later.
Swing arm front suspensions are still not in general use even though they’ve been used in one form or another by most of the manufacturers. The largest selling motor vehicle ever made, the Honda Cub, used both a leading swing arm front suspension and a trailing swing arm rear suspension similar to Millet’s bike (Over 50 million Honda Cubs sold by 2006).
The absolute best handling highway motorcycle I ever owned was a 1929 Indian model 101 Scout. It had a form of trailing arm front suspension. Even then Indian understood that for superb handling you need to have a low center of gravity and be able to put your feet flat on ground. I recently sat on a 2015 Indian Scout and they still understand it. Prior to my Scout I’d had a 1929 Harley model J.D. it was so tall I couldn’t start the engine or stop for a red light unless I was next to a tall curb. They later figured it out and their success is largely because of their sensible seat height leading to the formation of the huge Harley family. In the early days H.D. used a form of leading arm front suspension. Even today many rides still prefer that springer front fork.
Your suspension will take you over larger obstacles
Greeves
Over the years I’ve used a lot of different leading arm front suspensions on my off-highway competition bikes because I could hit bigger obstacles without crashing even though they only averaged about seven inches of travel. To get that same level of off road safety and comfort it seems to take twelve to fourteen inches of travel with a telescopic fork. The leading arm forks I’ve used have been from B.M.W., Maico, Greeves, Dot, Sachs and Honda. I imported a couple of RC-70 Honda off road bikes from Honda Japan in early 1959 and they had excellent leading arm forks. The Greeves, Sachs and Honda were the best because the weight of the suspension components was more centered. If the weight hangs out too much in front or behind the uprights it has sort of a pendulum effect as you steer requiring more effort to maintain your chosen line of travel.
Back when I was racing cross-country events I rode a 305cc Honda Super Hawk fitted with a Greeves Fork. In a major Northwest U.S. 100 mile desert race with approximately 200 riders I finished 2nd overall regardless of engine size getting a 1st in the 500cc class and only 3 min behind the winning open class rider. The superior safety and comfort of the Greeves leading arm fork had a lot more to do with that class win than my skill level.
I let a customer try my bike out on the highway in front of the store one day and he came back with the front wheel rim bent in so far we could see the inner tube showing on each side of the tire. Some construction guy had lost a piece of square cut 4×4 lumber off his truck. The rider had hit it at 60 to 70 miles per hour and not only didn’t crash but was really surprised when he saw the wheel rim. He said the bump didn’t feel that bad.
What’s the best leading arm fork?
Probably the best of the leading arm forks I’ve ridden so far is the one built by Sachs and used on their 6 day enduro competition bikes from about 1964 through 1974. In September 1969 my son Bill and I got a Sachs factory ride to compete in the 44th running of the International Six Day Enduro. It was held that year in the Bavarian Alps at the site of the 1936 winter Olympics. We were the first father and son team to ever compete in the event. 1969 was the year I’d turned 40 and Bill was 19. Bill got 1 of only 2 American gold medals that year and I got a silver medal because I was 12 minutes too slow to get a gold over the 6 days. On day three a car backed out in front of Bill and bent his front fork. With a telescopic fork he’d have been out of the race instead of finishing with a gold medal. That superior front suspension also helped secure me a much better finishing position than most older riders manage.
Sachs
The Sachs leading arm front fork was constructed out of heavy mild steel tubing with ordinary coil over shock spring units to control the bumps. If that simple design were built from titanium tubing for strength and light weight and modern computer controlled shocks that adjust themselves many times per second there should be way more plushness, control and safety out of that seven inches of travel than they get out of the best 12 to 14 inch travel telescopic forks. Then all of us could touch the ground when we get in a tight spot or want to stop the bike.
Of course top quality materials cost more. With the current level of suspension technology it doesn’t matter how much you spend you can’t buy a plush suspension and a low seat height for off highway use.
The manufacturers seem to forget that the 6’2” guy that just bought their latest premium adventure bike probably has a 5’2” wife who has the exact same credit rating and would probably buy also if there was a premium quality small adventure bike built to fit her.
Pricing? There’s no reason a small person’s premium bike should sell for less than a large persons (size versus pricing has never been a problem for fine watches).
No one has ever built a quality small persons bike. So far if a bike is built to fit a small person almost every part of it is sub-standard. As if small persons don’t appreciate quality!
The Gear Spread
The next thing we need to address is how much engine do we need to haul that short person down the freeway at a 70 to 80 MPH cruising speed. They will probably average somewhere between 100 to 180 lbs. and being smaller there will be less wind drag. A modern 350cc to 450cc should easily do the job, if we have at least a 3.5 spread in a six-speed gearbox. To do the job properly we also need a high or low range lever so we can have a lower 6 speeds to crawl around in the forests and deserts and move the lever back for a high speed cruise when we come to a highway just like in a jeep so you can go most anywhere in the world with ease. The technology has already been worked out and used on several models. It simply needs to be scaled up.
Properly done with quality materials the machine we’re talking about should weigh in at 250 to 280 lbs. fully equipped and fueled ready to ride most any place for almost any adventure. A bike like this should get 70 to 80 M.P.G. economy on the highway. Good mileage, not because of fuel expense, but because it can be a long way between fuel stops in out of the way places.
Now the question is who’s going to build it?
They will be tapping into a whole new motorcycle market that’s never even been touched. For whoever does it it’ll be almost like when Honda came to America. They found a whole new market here that was several times bigger than the entrenched manufacturers knew from experience was the maximum.
Will it be Honda, Yamaha, Kawasaki, KTM, BMW or will it be a new player we’ve never even heard of before.
One thing for sure the demand has been there for over 50 years and no one has satisfied it. If done properly who ever builds it will be the new big dog on the block.
Remember approximately 60% of the population has never even had the chance to purchase a premium quality motorcycle that fits them.
