How Suzuki stole communist technology to make their motorcycles faster

[@ktwojapan]

My dad was Ron Grant. He passed away when I was a young boy in a boating accident, but he was also originally a factory rider for Suzuki back at this time, and probably these guys would have worked together, so this was fascinating. If you ever want to make a video about the Suzuki RG, Ron Grant is your man to research. He led a wild life. Absolute legend.

[@_c_y_p_3]

Sounds like you might be in the position to write an interesting book. Its probably sellable too, not to mention cementing the life story of you dad into history.

[@Bellathebear777]

OR a Little biography like this. Make a deal with this ch. 🎶. I think this is a great video, & That's awesome history..

[@ktwojapan]

@@_c_y_p_3 it's a lovely idea! I've never considered that before but it would certainly be a great little project!

[@ss9O]

I'm sorry about your loss I hope you're doing better.

[@penialdelicatesance]

Yeah sure dude

[@Aaron-xv2uy]

I drive by the old MZ factory on my MZ ETZ 125 everyday I go to school. It made me really exited to see a non German Channel talking about our truely amazing Bikes.

[@jamesdarnell8568]

Back around 1970, Cycle magazine published a couple of articles covering the design of expansion chambers, including engineering drawings and formulas. By varying cone angles and pipe diameters, you could affect maximum horsepower and torque, rpm range and how flat the power curve was. I spent my free time in high school designing expansion chambers for motocross bikes, flat trackers and road race machines. If only some motorcycle company had paid 17 year-old me a large sum to develop expansion chambers for them, life would have been sweet. But alas, no. Instead, I went to college, got an engineering degree, and spent my life designing roadway pavement, traffic signals and streetlight systems.

[@G-G._]

You never lived up to your potential. Wasted life

[@ratoneJR]

Thanks for making our roads safer.

[@G-G._]

@@ratoneJR he worked under the guy who makes our roads safer

[@jamesdarnell8568]

@@G-G._ You knew Darrell and Ken?

[@patrickporter6536]

Boring!

[@jayaet]

I raced Yamaha TZ250s and 350s in the 70s and 80s, I was very aware of Walter Kaaden's massive contribution to two stroke technology in those days. Many thanks for your excellent documentation of this largely obcure piece of motorcycle racing history.

[@bartnowakowski7788]

I would never research this myself, and thank you for all the hard work. My dad had MZ and riding with him on a tank as a 8-10 year old kid is what got me in to riding now 28 years later.

[@EarthSurferUSA]

Ohhh---communism actually sold it on the free market for profit? My my my.

[@richsackett3423]

I have a similar memory on my dad's Suzuki in the 70s.

[@fidelcatsro6948]

🐱👍🏿

[@Johnketes54]

@@richsackett3423 what cc

[@richsackett3423]

@@Johnketes54 I remember 175. No more than 250.

[@yetanotherjohn]

Outstanding! I once read that Kaaden said that "a 2 stroke is more like a jet than a pump", and that his expansion chamber had a rear section that narrowed down to a small diameter pipe, that narrow area reflected the pressure wave back into the open exhaust port of the next cycle, preventing the intake charge from escaping with the exhaust, increasing power. That's why all expansion chambers have a narrow exit.

[@asymsolutions]

We did something "kinda"-similiar on karts in the WKA in the 90's, since non-shifters were 2 stroke. Due to the regulations on exhaust bend measurement, the bends were only allowed to be measured on a the same plane as the bend itself, to compensate for . So if done right, you could make the bent section have a larger volume still in the rules, also the exhuast length wasn't limited, but the exhaust nozzle had to be 10" from the exhuast port and inline. So we ran an exhaust with a loop that made it slightly oval shape during the bend to create the same effect. If felt a little more powerful, but only at the top end, which is what matters if you aren't on a kart specific course. I'm also speaking on things that were done when I was a kid, just a racer, and both the Fabricator and my Father have passed away. So take it for what you will.

[@kiuk_kiks]

I remember reading this as a teen and immediately thinking to myself that the speed of sound and expansion chamber are roughly the same under all revving conditions, that means there must be an optimum rpm for the 2-stroke engine to work under. Am I right?

[@yetanotherjohn]

@@kiuk_kiks yes, the 'reflection' of the pulses is tuned by designing an expansion chamber profile to optimize at a certain rpm for max power.

[@kiuk_kiks]

@@yetanotherjohn What are the optimum rpms for the 2-stroke cycle engine to operate under? I’m also under the assumption that the “ringing” sound made whenever they’re revved up is the point at which the reflected sound wave hits the exhaust port of the cylinder?

[@ObservationofLimits]

@@kiuk_kiks WOT

[@brianprescott2713]

There’s another fantastic story of Walter and MZ when Grange-Over-Sands’ racer Alan Shepherd rode the team’s bikes. Alan, a fireman, would leave home, after work, and drive his van to a predetermined rendezvous on the East German border to collect an MZ to race that weekend. This meant avoiding border guards and at least once Alan’s van was shot at. Alan raced all over Europe, and even raced in America. Racing done, he would return the bike/s to Walter.

[@COIcultist]

Alan was a carpet fitter not a fireman. The time he got shot at was when he met Kaden and team part way along the access corridor to Berlin, to pick up a bike. This was the year Shepherd won the US Grand Prix and that story is a Boy's Own tale of daring do and overcoming the odds desperately bad occurrences. Classic Bike covered Alan's story in one issue. I was fortunate enough to meet him on a few of the MZ Riders Club's winter camps in Dent. If you are daft enough to own an MZ (actually a brilliant get to work bike) you are daft enough to camp in Dent in January!

[@pepedrat2982]

@@COIcultist Alan's win at the US Grand Prix was a story of Boy's Own derring-do, not one of Boy's Own daring do. 🙂

[@Unfunny_Username_389]

@@pepedrat2982 Good catch. Although, technically, they both have the same etymological root and are basically the same word. Dare is from the Middle English durren, daren, from first and third person singular of Old English durran "be bold enough, have courage" (to do something), also transitive "to venture, presume," from Proto-Germanic *ders- (source also of Old Norse dearr, Old High German giturran, Gothic gadaursan), according to Watkins from PIE root *dhers- "bold" (source also of Sanskrit dadharsha "to be bold;" Old Persian darš- "to dare;" Greek thrasys "bold," tharsos "confidence, courage, audacity;" Old Church Slavonic druzate "to be bold, dare;" Lithuanian drįsti "to dare," drąsus "courageous").

[@pepedrat2982]

@@Unfunny_Username_389 They're similar words. I'd normally let it go, but I was in a state of shock to find that Alan wasn't a fireman.

[@mijisthebest]

L8

[@turnfordguitars]

Great video, but you seem to have misunderstood the expansion chamber! It's not about getting the exhaust gas out quicker. It's about sending a pulse of exhaust gas back up the exhaust to stop the fresh charge escaping! Thus giving a 20% power increase!

[@okboomahfromblackrod2939]

Dead right thus burning all the fuel/air mix. The length and diameter of the tailpipe (stinger) and the cone angles would alter the power delivery.

[@Seele2015au]

@@okboomahfromblackrod2939 They called it something like exhaust resonance tuning, IIRC; by the way I visited Zschopau some time in the mid 1990s and talked to some very interesting older gentlemen. And the local bistro served a mean steak too.

[@okboomahfromblackrod2939]

@@Seele2015au The real challenge was moto cross bikes 'cos you need a tractable wide power spread or it would wheelspin. I still remember the first time I rode an RM 80 Suzuki.

[@steveskouson9620]

A shock wave back up the exhaust, not actually a pulse. It is moving at the speed of sound. Only about 3 or 4 inches out of the exhaust port see raw intake gases. And yes. If you aren't "on the pipe" you are sending unburnt mixture out the tailpipe. But, when you ARE on the pipe... steve

[@mrdojob]

Exactly how the V1 missiles worked then.

[@notkanyewest4134]

I own 2 MZ Bikes (a ETZ 150 and a ES250/2 trophx deluxe) and I am so happy that MZ is mentioned in the english part of youtube and not just by some east german racing geeks like me!

[@paulevo511]

I have had an MZ for many years. I knew the basics of the Degner defection to Suzuki but really appreciate all of the background details given in this video. Many thanks!

[@sparklesparklesparkle6318]

the only thing I don't understand is why anyone would ever want to leave a socialist country for a crapitalist country. If it were the 60s I'd be trying to get INTO Russia not out!

[@seniorrider9337]

Ah, the love of two stroke power. Mid 70's I purchased an RD-350 Yamaha. This was after my 900 Kawasaki Z1 was stolen. The RD was a quick little bike and I learned to love it for it's peppy engine and great street manners, especially in the twisty Southern California canyon roads. Having decided I wanted a nice cafe racer, I began reading everything I could on making a street bike better. Living in San Diego region, I was aware of Don Vesco and his success with making great power in two stroke Yamaha's. One of the cycle magazines had an article where his shop did porting and modifying the RD-350. I stopped by his shop in El Cajon and talked to the head mechanic and was educated on what I could do and still have a reliable street bike. Soon I had found a used TZ-250 race bike in pieces. I used the lower end ( crankshaft assembly) after having Vesco's shop check it out and left my heads, barrels, and pistons with them for porting and other mods. Put it all together, along with 36mm carbs, modified reed valves, and the TZ expansion chambers. I spent several days getting the jetting fine tuned and I had a very quick, light cafe. That bike is the bike I had the most fun on and I have had some nice ones. I had the first year Kawasaki ninja 900 and the RD still is the most fun bike. It had the dual disc front end from the TZ, alloy wheels, clip on's, a 1/4 fairing, and Don Vesco seat tail section. It would top out at 130+ and it would get there quick. I would wear out the Dunlop K81's on the edges first. I lost count of the larger displacement bikes that I embarrassed with that RD. Looking back, I must have had someone looking out for me as I truly pushed that bike way too hard for street riding and never went down. Those powerful dual discs saved me a few times.I truly believe the 70's were some of the most golden years for motorcycling. I ride an older, like new 97 Virago 1100 these days, at much slower speeds, LOL. It does have super bike bars and much improved front brakes as I am a firm believer in having very strong front brakes.

[@2005kmcollins]

Great story. Love to see a photo of that modded out RD 350.

[@seniorrider9337]

@@2005kmcollins I wish you-tube had a process to allow that. I have several of the first two stages, but unfortunately none of the final stage with expansion chambers and TZ front end. I have several of me going thru one of my favorite corners well heeled over when it was in stage one, still painted Orange.

[@mikemortensen4973]

I didn't like the RD350 out on the highway. They could not keep an even speed for very long. You'd constantly have to deal in or out throttle to keep the things going say, 55mph. The speed would just vary too much for whatever reason. Probably the Yamaha reed valves did that?

[@fidelcatsro6948]

my 84 rd350 was such a fun rascal to ride..120mph in a matter of seconds

[@Johnketes54]

In the UK they simply purchased expansions and put them on the bike claiming more power which was nonsense and reading your article made sense

[@grahamrichards8531]

Heat was the enemy of all that power. Konig, GDR, were building horizontally opposed 2 strokes for racing outboard motors and, with operating in water the heat problem was solved. Kim Newcombe from New Zealand, joined the factory and took up the challenge of liquid cooling one of these engines and building a GP bike. After many testing times and with great talent, he was awarded 2nd place in the 1973 500cc GP Championship posthumously. To read about his exciting journey I can recommend the book: "Kim - The Kiwi on the Konig" by Tim Hanna. Greetings to all from NZ.

[@Dansdialogue]

That is a tragic story. Great to know until you get to the end. What's with kiwi's and motorcycles anyway Britons that old guy with the Indian and the aforementioned boat engine bloke.

[@portedbikes]

I did not know about this story of the 2 strokes, but I loved to work on 2 stroke engines, port and polish those engines was the highlight of my younger years as a motorcycle mechanic, it is amazing how much power you can extract from those little engines, that sound that those engines deliver when peak torque is near its end... so sad to see them gone. Playing with those transfers to make them synch with the RPM you were aiming for, porting reevs, cutting rotative valves, jetting, polishing, customizing exhausts, every little change will have an impact on power delivery... it brings a smile to my face. Thanks for sharing this info 😊

[@ronchappel4812]

They may never race at the top level anymore but i'm absolutely certain they'll keep selling- as dirt bikes at least.Too many riders want them for manufacturers to ignore😃

[@Johnketes54]

Rotative valves, My two stroke was a 550cc

[@skaldlouiscyphre2453]

That's not theft, it's the people's technology.

[@Space_cowboy000]

😁😁

[@franktaylor7617]

I have a 1993 MC21 with a 1986 RG 500 wedged into it. It works very well for such a low budget project. For those that don't know the Suzuki RG engine. It's a square 4 cylinder. Two crank shafts, each carrying two pistons. It water cooled. Rotory valve induction. This one has mod'ed Jolly Moto Chambers. Using the OEM Honda rad. A modified Yamaha R1 tail section and Suzuki GSXR fork assembly with fully adjustable components (clip-ons, T clams and so on). It's a mixture of the best parts I could scrounge up at the time (20+ years ago). I haven't changed it much since I completed it. Just a few minor upgrades here and there. Comes in right at 300 lbs dry tank. And makes whatever an tuned RG motor makes in HP. It super light, very tight and extremely nimble. It is by far the most evil bike I have. Like Rossy said. "De bike, et have a soul". This one definitely has a soul and it's out to scare the crap out of you.😈 I have faster stronger bikes. But nothing this light and thrilling. The sound is right from the Gods of Speed. Compels you to go fast. To rip through the power band. To lose your adutness and act like a child. Much the same as my Sumo. Two strokes are just different. They can easily amp you up and cause you to forget where you are. The 500 is still in my living room.😁

[@ktwojapan]

My dad helped design the original RG engines - RG stands for Ron Grant, absolute legend of a bloke and I have always been proud to be his son. One day I hope to own an old RG myself.

[@deaddocreallydeaddoc5244]

I remember the Suzuki X-6 that came out in the mid 60s. They were fast for the time. A similar thing happened with MX. CZ of Czechoslovakia developed the two-stroke that ended up ending the four-stroke MX machines, namely BSA and Jeff Smith (world champion, 1965-66), first with their big 360cc two-stroke in 1967, piloted by East German Paul Fredricks. Belgian rider Joel Robert was taking consecutive 250cc world championships on the CZ 250. Sometime around the time that Robert and the CZ team, including Roger DeCoster came to the U.S. for a series of races called the InterAm, they bumped into Suzuki people, and soon, by 1968, a twin pipe 250cc Suzuki MX machine appeared, looking uncannily like the CZ twin pipe that the Belgians rode. By 1970, Suzuki came out with factory 250, and 380cc MX machines for the two, and they took world championships on those. Suzuki dominated MX for some time after that while the other Japanese brands caught up and the European brands struggled to keep up. But it's not really true that Suzuke benefited from a communist development. The bottom line is that this stuff came out of the Third Riech or earlier German research.

[@robertrichard6107]

I woved my GT 380 L (actually 371cc) Sebring. I could sit up on that thing all day and do 500 miles a day easy on leave from the Navy. That red Suzuki CCI oil worked wonderfully in the automatic injector. The inner cylinder had a smaller set of points to keep the temp down I think it was. Tried several 3-1 Expansion Chamber pipes, did save on a lot of weight, but looking back should have kept that stock.

[@bsastarfire250]

@@robertrichard6107 I had GT380 in UK , handling and brakes a bit naff , but engine a peach .

[@paulmakinson1965]

When I was in high school in France, you could buy a new MZ 125 for nearly nothing. They were cheap utilitarian and basic. They ran on a single cylinder air cooled two stroke engine.

[@hrvojeprebisalic9302]

I also had it on Hungary,for month or two. Then I changed it for 250,bored to 300,that was the beast,too much power for that frame and brakes. 8-10 liters fuel consumpshion,but who cared then,it was the nineteens.

[@1crazypj]

I was working at an MZ dealer in Britain in 1980's. Quite a good bike let down by poor materials. We often had to do a complete re-build of engine before 500 mile service as the main bearings and seals would be worn out. Several also had bad castings with porous crankcases ( After things were replaced the bike was very reliable and pretty fast for a very basic 250cc single cylinder 'ride to work' motor and would 'cruise' in the low to mid 80mph range with a top speed close to 100mph. My boss actually had class wins at Pau - San Sebastian - Pau Rally a couple of times (on MZ250 and SILK 660) The TS 250 was based on the 1966 ISDT competition motor

[@burkestorti4586]

In the early 1970's my brother & I purchase a used Yamaha 200cc two stroke twin, did some research & managed to make it as quick as a stock Yamaha RD400. We tinkered with larger carbs, & ports. The secret was in the expansion chamber exhaust pipes. During our first test, the extra power caused the stock clutch to slip. I went for a ride with two friends from work with their identical Honda CB500 fours. They were shocked, when I left them behind on the local twisty roads. I also passed a guy on his Suzuki 750 "water buffalo"!

[@nunyabidniz2868]

Not hard to believe, the teakettles had straight pipes w/ mufflers as stock fitment. Somewhere, I have a Clymer maintenance book for the GT750 with a xerox-copy of a diagram showing how to modify the ports on one that in combination with [insert period pipe manufacturer's name here: Jardine? My CRS is acting up...] would give you a pretty fast bike for its day, as opposed to the lazy tourer/commuting sled that Suzuki sold them for...

[@fidelcatsro6948]

🐱👍🏿

[@babydriver8134]

A co worker let me ride his RD. I don't remember if it was the 350 or 400. He warned me to NOT twist the throttle until at least 3rd gear, and thankfully he did. It was a real screamer. I was very impressed.

[@attilabori4734]

@@babydriver8134 I rode a borrowed rd350 (was tuned too...) after gaining some experience (1hr on the bike lol) I gave full throttle....and the carbs stuck OPEN!!!!! Luckilly I escaped hiiting the kill-switch in the very last sec...

[@amuline13]

This is really knowledgeable and sadly poignant. Despite having no direct connection, I can't help experiencing these sullen heavy feelings of unfairness and injustice for this incredible man who managed to achieve so much out of literally nothing. Thank you for this great video and all the incredible info and for remembering Walter Kaaden for his work and sharing it with us.

[@colibri67]

The V1 was a low altitude pulse jet driven subsonic cruise missile. Peenemunde is where the supersonic V2 rocket was developed and was the first man made object to enter space, before re-entering in a supersonic near vertical trajectory towards London. Werner von Braun was the German father of this rocket and went to the USA to lead the NASA rocket program which eventually put man on the moon. V1 and V2 could hardly be more different!

[@gerrydepp8164]

The V2 did not enter space on every attack on London. It entered space when they tried for it on purpose with mods in fins and fuel

[@jarikinnunen1718]

It came to london 3000 km/h. It was named "flying pipeline", which was first reported as the caused of the gas leak. Maybe its sound barrier bang came after it hit to ground?

[@ikbunostfrees7242]

His Name was Wernher von Braun... Greetings from Ostfriesland, Germany O

[@ianmangham4570]

@@jarikinnunen1718 They knew it was a V2 but they always use propaganda so its GAS LEAK

[@jarikinnunen1718]

@@ianmangham4570 People observed the same when there is no gas pipeline nearby.😄

[@c.s.s.1723]

Thank you for such an interesting video. This one is worth viewing twice. I was lucky enough to have someone a long time ago explain the basics of the workings of a two-cycle engine, that it made all of the difference to me. The man was a seasoned mechanic, motorcycle enthusiast, and just an overall gear head. What he explained was the “reverse re-burn principle” that all two strokes work on. Basically the exhaust is so key in the performance of the engine for the fact that some of the partiality burnt fuel that is in the exhaust stroke, is pulled back into the combustion chamber with the fresh air/fuel mixture. This is also what allows the unburnt oil/ fuel mixture to act as a lubricant. To add to this, I was able to read about exhaust resonance and the use of sound waves to enhance the performance of a two-stroke in Snowtech magazine. So the design of the expansion chamber, and the length and diameter of the exhaust has everything to do with the performance of the engine. Think of the pipe as a musical instrument itself. The tuned exhaust sounds good because of that. The sound waves can be manipulated to produce different outcomes with respect to the application of the power and torque demands. It gets pretty deep but it is so interesting to me. I love to play with old motorcycles and snowmobiles and get them to run the best that is possible.

[@Jay_Speed]

Fifty two years ago we where messing with two strokes, always searching for more speed. Our father did the same just after the second world war with NSU bikes. And our grandfather before the war with Belgian and German bikes. So yes it's a long line that ends with my brother and me. We are Vlaams = Flemish living south of Antwerpen. I did know the whole story of MZ and so on, met some of the players.

[@yakacm]

I was aware of this story already as my father raced bikes in the 50's, 60's and 70's. There was a British racer called Alan Shepheard, who was a works MZ rider. My old man sold garage equipment for US company Sun Electric. 1 day he was interviewing folk for a position as salesman, and got a CV from no other than Alan Shepheard, and obviously gave him the job without much hesitation, after which they became friends, we went to Alan's house up in Grange few times, I was about 5 so don't remember much. Alan actually ended up racing a some of my old mans bikes a few times. Alan told my dad some stories, 1 of which sticks out. When he was riding at Dayton, the bike wasn't running well, he placed a call back to Walter Kaaden, who suggested it might be the imperialist petrol that was too high an octane rating and suggested to add some kerosene to the fuel, which did the trick , and the bike ran great and Alan won at Daytona. My father also owned a 250 MZ ISDT replica from 1976, and my god the acceleration from that thing was mental. The ISDT Replica was very trick, apparently each one was hand built by apprentices as their final piece of work after their apprentices, as a kind of exam piece, to show wat they had learned over their apprenticeship, they go for pretty big money these days.

[@SpartanThe300th]

@diecast jam what a fascinating story! Kudos to your old man for giving Alan the job.

[@Scid34]

I died at the imperialist petrol part

[@YodaWhat]

Adding a bit of kerosene or other octane-lowering liquids to petrol will cause pre-ignition, knock, or so-called "detonation", deadly in large engines at low speed, but the exact thing desired in modern HCCI engines!

[@clivedavies5618]

Alan came second at the 1964 250 TT at 96.97mph despite still recovering from injury. He finished just over 40 seconds behind Jim Redman who was on the latest works Honda. When the Grand Prix season ended Walter gave him the bikes he had been racing by way of payment for his services and these were later raced by Derek Woodman. At the end of 1964 he was signed by Honda to race their new Six. Tragically he crashed while testing a badly handling four, suffering severe head injuries and although he made a complete recovery he felt he no longer had the confidence to race at the highest level and retired though he had a few outings on his MZs in British meetings. A superb rider who could well have been a World champion but for cruel luck.

[@stephenlarkin3690]

There is an excellent documentary called "Missile from the East" (available on DVD), which describes Ernst Degners life and, of course,tells in great detail, the story of his defection and subsequent career with Suzuki and beyond. It"s absolutely unmissable.

[@内田ガネーシュ]

I think of Walter Kaaden was an automotive revolutionary with the midas touch. Someone who gave the souless two wheels; a heart, but was dealt a bad hand by fate. If there ever was a tragic automotive gothic romance novel, Kaaden's tale would be a timeless hit.

[@outdoorfreedom9778]

This really brought back a lot of memories. In ther mid 60s I was riding for a friend that was way beyond a great mechanic. He built his own 50cc GP bike, mag frame and ultra light. He used a Tohatsu engine and removed the clutch for more power. He used a kill button to shift. This may have been where he got the idea? On my bike, a Honda, he made an electronic ignition system that did away with all the hardware and battery. Anything to save a bit of weight. I found it odd that GP racing never caught on in the states like it did in Europe?

[@Ropponmatsu2]

Motorcycle racing arguably never caught on because post war, basically, Americans were wealthy enough to afford cars. Europe wasn’t. Additionally huge numbers of war surplus, junk motorbikes were just left in Europe. In the US, anyone who, for whatever reason really could not afford a car often turned into motorcycle gang members, who didn’t do track racing, then you had teenagers in the 50’s and 60’s who were all about “The Open Road” (As in the HAMC, “The Wild One” and “Easy Rider”) hence no formal track racing scene really emerged.

[@T16MGJ]

Never really like two-strokes although the first bike I ever rode was one. Motior cycle diesel equivalent in my view. Even so, that did it for me. Kill Buttons. My close friend from the early 1960s had a Triumph Tiger 110 ( as used by the British Police Patrols.. remember them ?.. now replaced with cameras. ~ one such Copper in Jackboots stopped me for speeding on London's North Circular Road during my ton-up boy days. When starting the 110 after booking me his foot slipped. I hope the Boots did not cushion his shin from the pain.. ) It had a kill button on the centre of the instrument nacelle. He told me he used it when changing gear at high revs. Yeah right. I rode that bike a few times. The British parallel twin still has much appeal for the biker. My 4 cylinder Honda was far too competent. The most impressive bike I ever rode back then was another friend's very highly tuned BSA Rocket Gold Star. Clubmans TT spec trick gearbox, complete with clip ons, rear footrests and race spec tyres.. I think that bike did 70 mpg in first gear. Not really suitable for a daily driver work commuter bike. Boy could it go. More torque than a Vincent I had a brief spin on. Great days, I feel soon enjoying Motoring will be made unlawful.

[@gerrydepp8164]

@@T16MGJ Tyrants can make it illegal but NEVER unlawful; only weak people can do that...

[@DanBlake3rd]

@@Ropponmatsu2 there was plenty of motorcycle road racing in the US in the 70s and 80s. Kenny Roberts, Wayne Rainey, Freddie Spencer, Eddie Lawson, Randy Mamola, and Ben Spies didn’t only ride dirt track before moving to MotoGP. There was a vibrant AMA Superbike series, the Daytona 200, and the US GP at Laguna Seca.

[@TravisTerrell]

Road racing for cars is the same way. Really disappointing how little there is of both in the US. Idk how much this applies to moto tracks, but I recently learned that a large portion of UK's road tracks came post-war, from converted air strips. Perhaps gave them a boost we didn't get here?

[@FielderTerry]

In 1964, my older brother bought a 55cc Bridgestone motorbike that was away faster than the 50cc Suzukis and Honda step throughs and at the time. In 1965 he bought a Bidgestone 175 twin with rotary induction valves. It was really fast at that time. Three years later, I bought a 350 Kawasaki A7 two cylinder two stoke. It was away faster than all my friends with Hondas and my bike stopped faster. I had no idea at that time or until now that an East German engineer was responsible for that bike I loved. I wish I still had it now!! I am watching for one. That Nazis were really empowering engineers. It is amazing that they did loose the war. My father landed in Normandy, was wounded 3 times and sent back in each time to be on the pointy end in France, Belgium, Holland and into Germany with the Canadian army. Germans were serious fighters for a loosing cause. Though far from motorcycles, your video takes me into History asking question around “What if…) just like you did. Thank you for holding up the unsung hero of that time.

[@victormiranda9163]

I raced 2 strokes... thank you for expanding my knowledge on who invented all the gofast tech. I did once wonder who pioneered the tuned exhaust and boost port. was not able to find anything on that matter... lost racin' lore I was told.

[@ianmangham4570]

Eddie Micron invented the spanny

[@yamahama9650]

Had a 73 Yamaha rd 250. Finally found a expansion pipe for it. Wow what a difference. Not just more power, different power. Ran like garbage on the bottom but God dam it came to life at about 7 grand. What a fun dynamic.

[@67daltonknox]

Don't forget Kreidler. They were a West German company who made 50cc two stroke bikes in the '50s, but went on to more success in the '60s and '70s, with their race bikes putting out 10bhp (200 bhp/litre), twelve speeds via a system of three overdrives on a four speed box and top speeds around 120ph.

[@johnr6292]

The twin cylinder 50cc Suzuki GP bike developed 300bhp per litre

[@markmcdonald5711]

And Morbidelli.

[@GeoHvl]

As a teen the local dirt bike store owner was a retired hard surface racer. He took a 1971, 750 Mach III and did these changes and race all southeast 1/4 mile tracks and stuff his store with Trophies.

[@hackednhanoied]

I moved to Hanoi, Vietnam in 1996. Motorcycles were the way you got around. Little Hondas were all that were available execept...I found a relatively new MZ 250. Coming from the US...had never heard of MZ. Was very well made. Hauled the mail quite well. Also little Simson 50cc were available. Great little bikes.

[@STP-zj7bc]

2radgeber did a Video on KZbin about a simson Kaffee in vietnam but this are good and reliable motorcycles

[@JTA1961]

I've been racing 2 wheels for 50 + years. Growing up in Japan two strokes were the thing. Suzuki impressed me also by adding a 6th gear. Pencil thin tires was a great barrier to putting the power to the road. Drum brakes fading was another challenge while limited suspension ment you had to throw yourself off to keep from having to scrub speed in turns. I could often beat much faster bikes because most courses require more than just throttle

[@l.a.raustadt518]

As a teen owned several 2 strokes Montesa, Sachs, DKW, Bultaco plus Japanese dirt bikes. you could not beat a Euro bike till the Japanese "learned" from their rivals one way or another! Good info Mr.Bart.

[@joepkortekaas8813]

They obviously "learnt" so much, that they were much faster and much more reliable than the rest! What a load of bullshit!

[@Nudnik1]

Husqvarna,Ossa,Montessa had them miss them bikes.

[@marktarascio4766]

I had a Penton125 Enduro ..Three Bultaco Flat Track 250,352,360cc Motorcycles. Suzuki 250 Rotax 250 Honda 250...flat track bikes all 2strokes !!!!!1970-80

[@BuzzLOLOL]

Around 1970 Cycle began dyno testing motorcycles which exposed how little HP some European brands actually had and put them out of business quickly...

[@m.asquino7403]

DKW?

[@MaverickM1]

In my country it was not possible to buy bikes were made outside the iron curtain, so we grew up on bikes mostly out of east germany. The Simson and Mz bikes. Those bikes are still fun to ride, very reliable and robust and cheap to maintain/easy to fix. Nowadays I ride a Ducati but also I am in the middle of a full restoration of an old 1973 Simson Schwalbe and there are some others waiting for their time. Good things are good for the entire life.

[@CodgerBiker]

It's MZ (Zed not Zee). I still have mine. Emissions control was not even imagined. There is a dramatisation called 'Missile From The East' which is a little more sympathetic to the defector, worth seeing. Only Suzuki really did well out of it.

[@large979]

Don't really want to be pedantic, but correct pronunciation is Em Test. Itoo was lucky to ride on the tank with uncle in Poland 1959. It was a flat twin 2 stroke 350.

[@large979]

Correction, Em Tset

[@CodgerBiker]

@@large979 Had mine since 1984, we always call them M Zed in UK. Too old to change now 😉👍👍

[@CaptHollister]

"Z" is zee in the US and zed everywhere else. Let's not be too pedantic about it. This isn't something worth correcting anyone over.

[@asacarrick1440]

Well Zed

[@rfw700]

One of the few Americans or other youtubers who can make the subject so interesting. Probably one of the best and most interesting motorcycle channels on youtube

[@rhinely850]

After reading "Stealing Speed" years ago, I gave a talk on 2 stroke development at our local Chapter 77 of AMCA. Kaden was extraordinary! Before him, 2 stroke exhausts looked just like 4 stroke exhausts. He had a tremendous impact on the industry, and was very influential in the later Japanese success in marketing to America. Imagine Yamaha in the 60s without expansion chambers!

[@CaptHollister]

Street Yamahas of the 1960s did not have expansion chambers.

[@TheodoreWard]

@@CaptHollister I had a 1974 Yamaha RD350, it had straight pipes into regular mufflers. No expansion at all.

[@joepkortekaas8813]

@@CaptHollister Of course not, neither had any other street bike!

[@fidelcatsro6948]

my 83 100cc yamaha also dont have this expansion chamber..im mad at them for denying me that 20percent horsepower gain i couldve enjoyed all these 39 years!!...

[@fidelcatsro6948]

@Retired Bore its ok she idles like crap anyway. i dont mind it

[@jpmorgen5726]

Great History! I just spent most of the last week making a special expansion chamber for a vintage Maico motocross bike. Aprilia took the development of the 125cc single to over 52 horsepower!

[@klausbrinck2137]

Cylindical roller bearings for the crankshaft, or simply ball bearings? In Germany, tuners go over into using cylinderical roller bearings for hgh-power-projects, they seem undestructable.

[@phillipbatho3213]

I first learned that MZ existed in the early 90s as a young teenager when the cold war was ending and there were bikes sold with their badge. That was 30 years ago, and now I learn that this all happened 30 years before that. Great video!

[@peekaboo4390]

In my teens I would experiment with expansion exhausts, rotary intakes and porting on 50 cc two strokes. Mopeds really from Mobylette to Yamaha and Zundapp but I never knew the history. This was great to watch and reminisce by. All my bikes were fast and I was always being dared to race others.. good times were had.

[@Lowest_Levels]

Same here. Shopping out various parts from Europe that increased performance and while I knew the basics, this video filled much to fill that knowledge gap.

[@horstebreedow8608]

Know you no

[@Bikerbuoy]

Peenemünde was organised into two major groups. One was headed by Wernher von Braun who developed weapon systems on the main Peenemünde site. These were weapons that flew a trajectory such as artillery projectiles and rockets. Kaaden was a lowly member of another group that was based at Peenemünde West. This group developed weapons that were guided in some form. Kaaden never worked on the V1 because he was employed by Henschel AG in Berlin to work on their own weapon, the Hs293. A rival company called Fieseler designed and manufactured the Fi 10, commonly known as the 'V1' or Flying Bomb. Kaaden didn't work on the V2 rocket because this missile flew a trajectory and, for that reason alone, the V2 was part of von Braun's group. After leaving Chemnitz Technical Academy, Kaaden started work on 29 July 1940 as an engineer at Chemnitz. However, by September 1940, just a few weeks later, he had joined Henschel AG where he was assigned to the Hs293 team at their Berlin factory. The Hs293, a weapon called a glide-bomb on which Kaaden would spend his entire war years, was designed by Professor Herbert A Wagner. Today, the Hs293 would be called an Air-to-Ground missile because after its release from beneath a bomber's wing, it glided to its target on short stubby wings with the aircraft's bomb aimer using a joy-stick to visually guide the missile over a radio link. In September 1943, Kaaden successfully applied for a transfer to the Henschel team working at Peenemünde West. Kaaden transferred there as a flight test engineer on 4 October 1943. Note, this was some 7 weeks after the RAF's bombing raid on Peenemünde (Operation Hydra) on the night of 17 to 18 August 1943. Talk of Kaaden having a narrow escape from this heavy bombing raid is complete poppycock. In fact, because Operation Hydra had exposed the vulnerability of Peenemünde to RAF bombers, Hitler ordered Peenemünde to be vacated. By then the V2 rocket was almost in production and Von Braun and the V2 project was moved to the Mittlewerk factory in tunnels beneath the Harz mountains. There, it built the rockets using forced labour from the notorious Mittelbau Dora forced labour camp. Meanwhile, the entire staff of Peenemünde West was in the process of moving lock, stock and barrel to Jesau, another Luftwaffe airfield 300 miles further east. “By October 1943, the move was largely completed," says Manfred Kanetzki (who works in the Peenemünde museum) on page 129 of his book, OPERATION CROSSBOW: Bomben auf Peenemünde. This meant that for the few days when Kaaden was based at Peenemünde he was likely packing the tools and equipment for testing the Henschel Hs293 at Jesau. With such a short-term record at Peenemünde, it is stretching a point to say that Walter Kaaden worked at Peenemünde or that he was a Peenemünde engineer. He was certainly a 'Jesau engineer' but of course, being a flight test engineer at Jesau doesn't quite have the cachet of Peenemünde. In the same way, many references attach Kaaden's name to Wernher von Braun allowing Kaaden to bathe in the halo of the famous saturn rocket designer. In reality, Kaaden worked for a team ultimately headed by Professor Herbert Wagner - but whoever's heard of him? In fact Wagner was so important to the Americans that he was the first German scientist to set foot in the USA after WW2. As for the racing MZs, Kaaden invented nothing. All of the three areas mentioned, expansion chamber, rotary disc valve and boost port were already in use (and patented) in Germany, years before Kaaden 'reinvented' them after finding them in technical books. This KZbin homage to Kaaden tells an incredibly inflated account of the part he played in improving the two stroke engine. In truth, the most that could be said is that Walter Kaaden DEVELOPED the ideas of others whilst happily accepting the false accolades of many non-technical, ill-informed writers thereafter. Was it not Mark Twain who wrote, 'A lie can travel around the world and back again while the truth is lacing up its boots.'?

[@surfernorm6360]

I really don't know this WW2 history all that well but if you are going to attack another writer you should really learn how to edit your material or do what others do and have somebody else check your content for mistakes. in P 1 sentance 4 you say ""The V1 was not powered by a rocket engine but by a pulse-jet engine "" thats all well and good but in the video they say the same thing. This is all well known technology which was reported a lot in the early 50s. BART did say that also also in the report that about expansion chambers because the the V1 used a similar concept in the VI engine design this is clearly visible in the V1 tapered cone in the rear part of the v1 motor, if your going to be a critic get your facts straight DICK bye bye

[@markbrooks8623]

Very interesting.

[@ermias75ermis2]

He is right .Stop crying..

[@sixmillphill3273]

@@ermias75ermis2 u seem to be the one crying

[@ultimobile]

wow - I learned to ride on a Suzy 500 two-stroke twin, got a Yammie RD350 two-stroke twin, then a waterbottle Suzy 750 two-stroke triple, and then drove a Suzuki Swift 1.5GC for about 13 years and said it was the most fun and the closest thing to a motorbike on 4 wheels. The Swift won Bathurst Australian races for years in its class. I still love Suzy Q.

[@jfu5222]

When I first got into historical motorcycles there was no internet, I learned of Degner and Suzuki through authors like Mick Walker and Brian Woolley whose personal knowledge, and photo collections fill the pages. Good job kid!

[@steve--]

I read this book a few years ago and always wondered what happened to Ernst after he went to Suzuki. Then I found a book called Being There by Hugh Anderson, four times world champion, who was a works rider for Suzuki and was Ernst's team mate it tells the story of Hugh's career and covers Suzuki's development over this period. Ernst is held in high regard by Hugh as a man who would help out the teem whenever he could.

[@kennethtalbott2233]

i had an MZ. they were always underrated but were excellent bikes.

[@alanfenick1103]

I had a Bridgestone 1968 350 GTR with the rotary valve engine. It was incredible as I compared the Bridgestone against the Yamaha 350cc and the Bridgestone had more power and a sustained higher speed as well as better handling. I also had the Bridgestone 175cc Twin and I believe no other 175cc bike could ever beat it for sheer speed. Both bikes were reliable and made simpler by having automatic oil injection. Always wondered why Bridgestone left the market. Thanks for the information on the rotary valve history!

[@EForchetto]

Bridgestone 350 GTR...never mind the power, in my opinion one of the best-looking bikes ever made.

[@MrConan89]

I was told a story that the 'big three' told Bridgestone that if they didn't stop making bikes, they would start making tyres.

[@limyrob1383]

It would be good to do a follow up on the role of Queens University Belfast (known as QUB) and the development they did in the late 60's of large capacity (500cc) racing engines. The British motorcycle industry did not believe large 2 stokes could be made competitive but in 1971 a QUB tuned Yamaha beat the Yamaha works bikes. This was due to the work of Prof Gordon Blair at QUB who went on to collaborate with Yamaha.

[@balljointfd3s]

I don't care at all about motorcycles but I love engines and this was absolutely amazing. Thank you for making this!

[@derrickstorm6976]

But 90% of this was motorcycle history?? 😂

[@davidmichael1951]

200 HP per liter is more than the sport bikes were doing in the early 2000's! Damn impressive, if not scary, considering they were on chassis and tire tech largely learned in the 1950's!

[@trappenweisseguy27]

The two stroke process basically means an engine produces the power of a four stroke engine twice it’s size.

[@johnr6292]

@@trappenweisseguy27 In theory

[@fidelcatsro6948]

@@johnr6292 waaaaang waaaaaang ting ting ting

[@Johnketes54]

I don't think your reading it right,Whatever the 125cc made multiple it to 1000cc, It does not work like that my CD175 produced 18 bhp so my 350cc should produce 36 bhp? It produced 34 bh,It gets heavier so any bhp has to push it up the road

[@Johnketes54]

@@trappenweisseguy27 1.5 off it's size upto 40% more power like a turbo

[@fritzhester9518]

His description of the expansion chamber is incomplete. I used to race go-karts when expansion chambers hit the scene, '66-'68. The exhaust makes pulse when ejected that travels at the speed of sound in the pipe, ahead of the gas itself. When that pulse of denser air hits the neck down part of the pipe it travels back up the pipe to the exhaust port & shoves a little fresh gas/air mix back into the cylinder. This is the resonance spoken of but not explained.

[@stargazeronesixseven]

OMG! With many Original Videos of the 1940s , 1950s & 1960s of MZ coupled with the explanation of the Merits of the Humble 2-Stroke Engine >>> This 21 minutes DocuBiography is a Gem indeed! Thank You So Much Bart Channel for the Research & for sharing!

[@donalfredisaac]

Great video, I´d read this story before, want to mention 2 things. Nbr one is that Kaaden gave permission to one of his employees to use some machinery at the factory after closing down, after some days he asked the man what he was doing and after listening about his project he found it interesting and got involved in it, Im not sure which project it was but it made the bikes go faster, The man´s last name was Zimmerman. Nbr two is that Degner commmited suicide 5 years later after seeing how much damage he had done to MZ. And of course I gave it a thumbs up and subscribed.

[@markkumanninen6524]

A very nice documentary! I've known about Kaaden for years, but I like to tell you that I've had both MZs and Suzukis.

[@thomasackermann]

Thank you for this good video, Bart! In 1966, I met Walter Kaaden in person, during the ISDT in Sweden, which was won by the MZ Team! Walter Kaaden made the statement, that for none of competition motorcycles, did the Management allow the use of new raw material, but only the waste swarf from the production (!!!) and if they had only 5% of what firms like Honda or Suzuki had from their million-racing budget, the Japanese or Italians would not stand a chance! That MZ achieved, what they achieved still, is like a "Miracle"!

[@SuperTrumpMAGA]

U never knew how smart Japanese were even in 1930's when they designed bunch of 2 strokers by the many companies already @ that time !! Look many air plane engines were made same time, too. " Ford GM all copied from Benz " like STORY !!

[@mrskelington]

This story was covered nicely in print by Classic Bike earlier this year, but you’ve done a good job with the video. Great footage bringing the story to life.

[@alanshaw6451]

It was also in classic bike magazine around 16 year ago, the book was called "stealing speed"

[@frankobaumann2933]

Thank you for your video. D.K.W. once was the biggest motorcycle manufacturer in the world before WW2 with more than 400.000 motorcycles built per year. In Suzuka they named 2 corners after Ernst Degner, the two right hand ones before the crossing under the circuit up to the hairpin.

[@dukecraig2402]

0:31 in the video, the motorcycle popping the wheelie at the start of a race was the great Barry Sheene. The greatest motorcycle champion of all time, there'll never be another one like him.

[@davesy6969]

Before Barry Sheene was famous he used to keep his bike at my uncle's bike shop (Birmingham Motorcycles) and i used to sit on it.

[@dukecraig2402]

@@davesy6969 That makes you my new best friend on KZbin, that is so cool. In America back in the 70's if you were a kid who was into motorcycle racing Barry Sheene was like James Bond on a motorcycle, they didn't come any cooler than him, he'll always be my favorite racer.

[@davesy6969]

@@dukecraig2402 I never actually met him but my uncle and dad did and there was a black and white photo of me sitting on his bike that disappeared long ago.

[@dukecraig2402]

@@davesy6969 Still, you got to sit on his bike, how many people can say that? Motorcycle's are my life and always have been, something like that to me is about as cool as it comes. There'll never be another motorcycle racer with the personality he had, they just wouldn't allow it in this day and age with a the behavior clauses they have in the contracts the racers have to sign, nowadays someone like him would be punished or lose his ride for just being himself, him and James Hunt.

[@kasperkjrsgaard1447]

I would say that Kenny Roberts, Freddie Spencer, Eddie Lawson, Mick Doohan and especially Valentino Rossi achieved a lot more than Barry Sheene who, after all “only” won the championship twice.

[@nigelrg1]

A fascinating video. Some thoughts: - One genius is worth a zillion regular engineers. It's harsh, and an awful blow to the concept that we're all equal. - I'm not a bike rider, but back in the 70s I used to race a 100 cc kart. It had a 2-stroke Parilla engine, with a rotary valve and expansion chamber exhaust. The manufacturer claimed it developed 16 bhp. I had frequent overheating and seizure problems, and had no idea that changing the expansion chamber angle could be important.

[@klausbrinck2137]

We are all equal, in that each one has a voice that should be heard without prejudice. Even a non-engineer can come up with the solution, but for that, the powerfull must set-up a system, where every voice is easily heard and judged. But t all begins with that we are all equal. We surely aren´t the same tho. I re-wrote the content of following link, so that it´s easier understandable (I simply discarded many words, that seemed to complicate the underdanding). U can get lots of power by achieving high-rpm at low-ish torque, OR by achieving high compression/torque at low-ish rpm (=more challenging, so, most people go for high rpm). The main principle is, that the higher the target-rpm (where u wish to unfold the full potential), the less time do the acoustic waves have available to accomplish their task (=trip back and forth), the nearer the resonance chamber has to be to the cylinder (the shorter the header). Of course, u can have a high-compression/torque-cylinder, and set the target-rpm low, and then the exhaust has to be long (more time between strokes means more time available for the wave to travel, so, a longer trip has to be established). Part of the acoustic wave always changes direction when moving down a tube, every time the tube widens or narrows-down. If the tube widens, a pressure-wave partially reverses direction AND TURNS into a suction-wave (diffusor-cone). If the tube narrows-down, a pressure-wave partially reverses direction AND REMAINS a pressure-wave (baffle-cone). Of course, resonance sets-in just for a few 100rpm, where the 2-stroke is then better than a 4-stroke, in all aspects (including fuel-efficiency, the greatest weakness of 2-strokes). Flatter cones make the effect valid for more 100s rpm, but with less top-power, steeper-cone-angles make the effect work for fewer 100s rpm, but with max-power being higher. There´s a way to make that better, by making the header-length variable, where each distinct rpm has its distinct header-length (so that effect sets-in for every rpm), but it´s a niche with very few people doing any research, sadly. But here are the fundamentals, without the principle of variable-length-headers: www.prestwich.ndirect.co.uk/tunedpipetheory.htm The distance of the diffusor from the cylinder (header length) determines the time-period that the pressure-reducing-wave from the exhaust does its work in emptying the cylinder of exhaust-gas and then assisting the mixture up from the crankcase. If header is too short, then, the wave energy from the diffusor is wasted because the negative pressure wave ( the ‘suck’) arrives at the exhaust-port, while the cylinder pressure is still high after combustion (and could thus sustain its evacuation anyway by itself). It should arrive then, when the pressure in the cylinder is low enough, but there are still exhaust-gases, that need to be extracted. If the header-length is too long, then, the wave is arriving later than optimum and the exhaust-gases are not fully removed from the cylinder. The diffusor needs to be *long* enough (topologically) to generate a wave to help the fresh mixture into the cylinder, but it also needs to continue working *long* enough to allow some fresh mixture into the beginning of the header (time-wise). This is the mixture, which will be forced back into the cylinder. If it is too short, then it does not allow fresh mixture into the header. If its too long, then it leaves too little length for the chamber-"belly" and the baffle left (and the baffle needs to be long enough to force all of the fresh mixture in the header to be forced back into the cylinder). The pressure wave continues into the baffle and immediately sends a positive pressure wave (laws of physics!) back down the tuned pipe, towards the exhaust-port, forcing the fresh mixture back into the cylinder. The strength of the wave increases as the baffle gets smaller and the length is made so, that the arrival of the returning pressure wave (from its very end at the junction with the stinger) coincides with the point of exhaust-port-closure. When this most critical length (start of stinger to exhaust port, unique for each targeted-rpm/engine-combination) is correct, then maximum power is achieved (at the targeted rpm). If this critical length is too short, then the returning wave forces hot gases back into the cylinder, dramatically increasing cylinder combustion temperatures. If this length is too long, the maximum power will not be achieved, because maximum supercharging (cylinder filling) will not occur, although power in the corners will be better, because the tuned length will coincide more with the reduced RPM in the corners (corners of the hp/rpm-graph, a trapezoid. In essence, baffle will have a different target-rpm than the diffusor was designed for, leading to mis-match and sub-optimal results). In conclusion, we can see, that the diffusor-length and distance from exhaust-port is very important to achieve maximum fresh-mixture-cylinder-filling and to pull some mixture into the header, and the distance from piston to start of stinger is extremely important to get maximum filling (supercharging) of the cylinder. When we adjust the tuned-pipe-length on engines, we are moving several things at once, the diffusor-start (header-length), the diffusor-end, the baffle-start and the baffle-end (start-of-stinger). remains

[@heinz-dietersindhoff7344]

Interresting Story thanks for that, as a German 2Stroke lover I am glad for having knowledge of this historic background

[@lisakingscott7729]

2 stroke motorcycles were used in racing well before the 1960s. Scott produced 450 cc two-stroke twin-cylinder water-cooled racing motorcycles from 1908, winnin Wass Bank hillclimb in that year. A Scott 2 stroke held the TT lap record in 1911, 192, 1913 and 1914, winning the race in 1912 and 1913. From 1911 to 1914 they even used rotary valves. Scott produced 2 stroke motorcycles with sidecar mounted gun during WW1. 2 stroke Scotts were produced until the death of Scott in 1921, but the company continued after that making more conventional motorcycles. As so often is the case, Scott was probably ahead of his time.

[@Disinterested1]

I have ridden an MZ it's like a rattling tank with two wheels but reliable... one of the things I loved was the front and rear wheel were the same! with the fittings for the sprocket just covered on the front, it meant that if you had a spare wheel on your sidecar you could use it on whatever wheel was punctured without problems! best way to sum up their street bikes was solid not pretty but certainly fit for purpose best wishes to all

[@Johnketes54]

Next DOWN was the CZ, The MZ is a Rolls Royce but the CZ is a mig 15,

[@terrybassett1]

Sadly, I never met Walter Kaaden. However, when I was a mature student during the 1990s, I wrote to him whilst researching my Degree Dissertation about the change in motorcycle advertising, marketing and culture from the 1950's to the early 1990's. He wrote back and provided me with some very valuable information and insights. He was very helpful, even taking a personal in how my studies went and my final Degree result. After the results were announced, I was informed that my dissertation had achieved the highest among that year's graduate cohort. I will always be grateful to Walter Kaaden for his input into my research. It was fascinating to learn more about Walter Kaaden's history. Bert Hopwood's book Whatever Ever Happened to the British Motorcycle Industry, was also an invaluable reference.

[@LawrenceMclean]

The two stroke engine is actually more complex than the 4 stroke engine. The Complexity is not in the number of simple mechanical moving parts, the complexity lies in the control of the induction and exhaust processes (not that those processes are entirely simple in the case of 4 strokes).

[@fidelcatsro6948]

tuning and resonance of intake and exhaust

[@robertreavley7145]

It was reading a book called the modern super bike that I was to learn of Walter Carden. It still upsets me to this day that his brilliance and ingenuity was betrayed in such a way! Every Suzuki I have rode was a rattling bag of bolts! Poorly/cheaply designed. Sort of bubble gum and tape mentality. Especially the 70s&80s bikes. We seen MZ’s as laughable back then until we learned of this! I bought one and found it highly robust and built for low torque and longevity! A very purposeful comfortable commuter bike! And the teardrop tank one I had looked cool!!

[@augusth8212]

Thank you for sharing your story. If you had a time please read my post. Some historical/political bits about post-war industrial world in Japan.

[@kivriel2660]

You told this story in a great way. I have had a Suzuki 750GT, Kawa 350S2 and a Yamaha RD350YPVS. As we say, an healty engine fires every time… Had some 4 strokes also bu there is something special with the 2-Strokes. This is actually a interesting story from a industrial perspective. It will not be the last we hear about industrial espionage and basically theft. Thanks!

[@mixerD1-]

It will be the last, half the story is nonsense.... romantic stuff I'll grant you but mostly nonsense.

[@fidelcatsro6948]

the way 2 stokes run feels like free energy from vacuum! 🐱👍🏿

[@Johnketes54]

I favoured the two stroke for the power the four strokes for economy and on one "engine brake" throttle off and you almost go over the handlebars,change down and slow down even quicker take the bend no brakes applied out off the bend open up redline change up redline change up,On my two stroke similar but much more violent acceleration but no engine brake but still changed down for the acceleration out off the bends, used to take my breath away

[@Johnketes54]

SUZUKI stole nothing,All their own research and development,The CCI on your SUZUKI could be argued a copy of Scott,But it wasn't because scott had patents and used crankcase pressure and SUZUKI used a oil pump from a reservoir governed by the throttle and the engine RPM, Japanese stole nothing from the Russians,They are great at space and military but their car and motorcycles harsh environments and longevity

[@alro2434]

@@Johnketes54 Engine brake with a 2-stroke means no/little/inadequate lube to parts that really need it! 5-60's Saab 2-strokes had a 'freewheel' lever to engage & did-engage it.

[@castlefolk]

All hail Walter Kadden... thank you so much you genius.... had so much fun because of you.. Nice to see UK's Freddie Mills ( 9.35 mins) world light heavyweight champion from 1948 to 1950

[@BeamBinge]

8:20 I'm sorry, what's wrong with the look of a well made expansion chamber exhaust? Most people in the two stroke community love them!

[@tfodthogtmfof7644]

My cousin was racing Suzuki GP bikes in the early 70s. He died in a bike accident in 1975. I still remember his gt550 street bike. I also remember the crew at the shop converting a Suzuki GT750 “water Buffalo” into an open class, water cooled, 2 stroke, dirt bike for Joe Pyle to race at Hangtown after a crash had destroyed his regular race bike.

[@kaloschke]

MZ is still alive today They have a huge fanbase and great bikes

[@CB-fn3me]

I had a 1972 Suzuki 50cc when I was 15 years old. It was magnificent. It had everything that larger motorcycles have. Battery, separate oil tank, rotary valve, 3-speed gearbox, turn indicators and it transported two people in comfort. It only made about 35mph but that was because it was restricted so that it wouldn't require a drivers license and registration. Without the restriction they easily did 50mph.

[@joepkortekaas8813]

5:46 The rotary valve was an invention by German tuner Daniel Zimmermann, not by Kaaden. 7:44 That "supercharging" happens exactly the same in four strokes - by tuning the in- and exhaust systems, four strokes can achieve 120% volumetric efficiency. I would like to draw attention to the fact, that the Suzuki racers already had exactly the same concept as the MZ racers, the only contribution of Degner was the final tuning of the engines. And if Suzuki got their knowledge from Degner, where did Yamaha and Kawasaki got their knowledge? It was all their own research!

[@Johnketes54]

I believe what you are saying,Unfortunately these young people who run these videos do "little research" and trust one source,My Suzuki GT550 had more in common with the Scott,A triple, oil injection, Air cooled,The Scott had parented oil injection but Suzuki came up with a Alternative

[@puttputt73]

The real contribution was pointing the transfers at each other so the mixture doesn't get blown right out the exhaust port, negating the need for deflector-top pistons. Lighter pistons and specific fuel consumption goes way down. No mention of Schnurle porting?

[@mbpm6135]

As far as I'm aware, Yamaha and Kawasaki didn't start building race winning two strokes until after Degner's theft. I doubt the case can be made that they 'researched it themselves' but obviously I can't say that with certainty. It's probably more likely the race winning tech made it onto a streetbike which the factories then bought and reverse engineered.

[@murrijuana2842]

@@Johnketes54 maybe you should make your own video before throwing stones.

[@joepkortekaas8813]

@@puttputt73 That was already well known in the thirties!

[@HansMueller661]

Btw the exhaust system works like a resonance tube. In a resonance state very high pressure can be achieved by the reflected waves. This is supercharging wo any moving parts. It needs of course that more gas is sucked into the chamber and through the exaust opening into the resonance tube, so that it can be reflected back into the chamber with increased pressure. However, the increased power does not come w/o a drawback. In a non resonance state the system does not work or is even detrimental. Therefor the designer normally use systems with less sharp resonance effect, i.e. they give in max power for a smoother transition range.

[@andraszsembery6447]

In the 70-s the 2stroke motorboat racers used tuneable (lengthwise movable) exhaust pipes for fine tuning on high revs. Konig, Evinrude, Johnson, Mercury, Vihar (CCCP made), all of these brands used this technology. Even today is used.

[@JediBenknobi]

Very interesting video. I guess I was the benefactor of that subterfuge 50 yrs. ago when I bought my first motorcycle. A 1967 250cc Suzuki X-6. Maybe not the best choice for a 16yr. old newbie rider though. At the time I didn't really understand what I had. Wish I still had it...That thing would rip! I had gobs of fun with it. Those were the days.

[@BuzzLOLOL]

Yes, had an X6 Hustler also... embarrassed the 650cc Brit bikes...

[@fritzhester9518]

X 6 Hustlers, I rode one once, yes it would RIP it up!

[@Balkonwhisky]

Great Video. I spend my first 18Years in Life a few Kilometers near Zschopau and my Grandpa often took me in his Car to visit his Mother and on that Way was the MZ Factory. So i saw these Buildings almost every Week from 1983 to 2000. And i saw how it started to rot down from 1990 for about 10Years. Then new Owners took over that Ground and MZ and named it MuZ but it never really came out its Deathsleep. This happend to a lot of Factorys after the Reunion of Germany in 1990. Sad but true. Thanks for pointing some Eyes on this little Story of Motorcycle History. 😃👍

[@This_is_my_real_name]

Wow, what a remarkable history, and, what a fantastic delivery! You have definitely earned all the kudos you're getting! My first bike was a dinky Yamaha 100 (2-stroke), and my second (and last) bike a Honda 450 (4-stroke). I keep telling my wife I'm gonna get another bike (I've maintained my cycle endorsement on my driver's license all these years), but here in my seventies, it seems less and less likely each year. That I have a partially failed triple bypass, one heart attack, and severe scoliosis, as a result of my subcompact being rammed (while stopped at an intersection) by an Olds 98 doing 45 MPH... this all does not really help at all. But, you never know. I seriously _would_ like to get another bike some day. But meanwhile, here's another bit of "commie tech" that made its way to Japan: Nearly all "pro" (and "advanced amateur") cameras are "SLR" type (single lens reflex), in which you view through the actual lens, the camera using a mirror to direct the image to a focusing screen, from which you view it. When you press the shutter release, the mirror flips up, and then the shutter (in front of the film or sensor, depending on the camera) opens, takes the exposure, then closes. When the mirror is lowered again -- either instantly upon the shutter closing, or, when the advance is cranked (by hand or by motor), the image can again be viewed. The only problem _is_ the mirror! Because it's a mirror, it reverses left and right. So, the image you see while looking _down_ onto the focusing screen (that's the other part of the problem) is a "mirror image." And if you want to view it at "eye level" rather than "waist level" you'll need to put _another_ mirror into the system, this one above the focusing screen, at a 45 deg. angle, aimed at the eye. The image will no longer be reversed left-right! However, it _will_ be upside-down! To have an image that was _neither_ "mirror-image" _or_ upside-down required a clunky arrangement of prisms, known as a "porro-prism" -- the same type as traditionally used in binoculars. While it _did_ work, it resulted in a small image, and, an extremely bulky arrangement of two prisms (or four mirrors), making its implementation completely impractical except for _some_ TLR (twin lens reflex) cameras (the Rolleiflex being the most well-known TLR, but, one that did not offer a porro finder). As far as I'm aware, the Mamiya Pro series were the only TLRs that offered that option. I digress. The East German _Contax_ 35mm SLR was the first to solve the problem. They implemented the _Pentaprism_ (combining the "normal" five-sided prism -- the "normal" pentaprism -- and, the "roof prism" into one strangely shaped block of glass). A five-sided "flat" pentaprism will provide eye-level viewing, but, reversed left-right. Their genius was their combining it with the _roof_ prism, delivering the "peaked roof" shape on top of millions of cameras. The "roof" part of the prism is a pair of reflecting surfaces, at a 90 deg. angle to each other, and a 45 deg. angle to the _rest_ of the prism. The two mirrors re-reverse left and right, giving a right-side up, unreversed viewfinder image. Needless to say, hardly anyone these days has heard of "Contax," but hardly anyone has _not_ heard of Canon, Nikon, and many other top-tier Japanese companies (and even more _lower_ tier companies. I spend too many years as a camera repairman (and photographer, and, "brick and mortar" camera store merchant). The above is some of the stuff I picked up along the way. If it seems wordy, I apologize. I wanted to give it the relevant context (and, my last "serial career" was as a software developer and technical author, so it's a bit of an occupational hazard). Anyway, thanks again for a truly top-notch video, which I'll be recommending to some other folks.

[@loftsatsympaticodotc]

@This is my real name. Thanks for your story, and I digress from the topic, but perhaps you'd like to know. Back in the '50s MY dad started into getting himself a new SLR and was amazed by the Contax technology. So he saves up his money... and bought one. Many, many old family slides of his, in glorious Kodachrome, etc. were all we have left Dad died aged 95, Sept. 2009; we still have his house, and if lucky, that Contax is still there . . . . somewhere. PS. Back to bikes. My bro and I were really into 'big singles" and still have our prized 1969 Matchless G80CS models. 2 years ago, though we bought a 450 Honda single/ If I ever get my motorcycle license back, (it's way harder now!), I'd love to put some miles on it.)

[@This_is_my_real_name]

@@loftsatsympaticodotc - Thanks for the kind words, much appreciated! I hope you can find that camera! When you do, it should probably be "exercised" every so often to keep it in running order. Snap the shutter a few times on the high speeds, and, the low speeds (i.e., 1 second). If you hear gears buzzing on the low speeds, that's a good sign. If they "sputter" or halt, then it's a sign that the camera can use a "CLA" (clean, lube, adjust). I used to have a camera repair shop, retail storefront, and wholesale operation, route drivers covering much of the SE quarter of Michigan, but I ended up with several careers after that, retiring (due to being disabled) when I was a technical author (book/magazine article stuff on software development). I wouldn't know who to suggest to work on it but there were (and probably still are) camera repair listservs and it wouldn't hurt to do some web searches for them, and ask questions there. I'm sure someone would know of a reliable repair shop. I hope you can get a bike -- and your license! I've always maintained mine, "just because." Kept my Chauffeur's endorsement too, "just in case" I ever need to drive for payment (yeah, fat chance ).

[@LOrealHardly]

In this age of uneccessary prequels, sequels and reboots, this story is movie material.

[@bigb0r3]

Sounds more like a story about recruiting talent, not theft.

[@pablosteinert5491]

Put this on history channel!! Great job

[@burgerjointgame]

Love this video! So well researched and clearly explained. Feels like a story just waiting to be made into a Netflix documentary or even a movie.

[@piccalillipit9211]

DEFINITELY - this is 100% a movie waiting to be made.

[@alfnoakes392]

I had a couple of MZs back in the day and riders of Japanese 2 strokes never believed that their super-wizzy machinery had its roots in Eastern Bloc technology.

[@thejerseyj5479]

German eastern bloc. It may have been technically "Soviet" but, it was still Germany. And as we see today, Russia without its Soviet partners is not nearly the force it once was.

[@ronaldlebowitz7409]

Hi Bart,great video on the hard work and his great ideas that made a 2 stroke bike what they are today as i have 3 of them now had lots of them in the past,so if you ever get another bike make it a old 2 stroke like a rd or a rz or even a suzuki gt and don't forget the h1 and 2 and just have fun!

[@repentnow1720]

(Mechanical Engineer here) Point of Order at Time Mark 11:13 - The HP improvement most likely came from reducing the temps of the rotating assembly and therefore reducing the thermal expansion of said items thereby reducing the frictional loading and losses due to excessive friction and not an increase in "VE".

[@stevenvickers8559]

Always loved two stroke motorbikes. MZ made some of the best.

[@STP-zj7bc]

simson is very Good too

[@DexMaster881]

I learned to Ride on a MZ ETZ 251 From 37 Bikes I owned to this day it is the only one I regret selling. It was Dark red in Mint condition with Factory exhaust. Work of art in efficient simplicity.

[@RC116]

Suzuki stole nothing, and neither did Ernst Degner. This propaganda has gone long enough, and it is grand time that actual history be told. The recent movie, "Missile from the East" only tells part of the story and the book by Mat Oxley, "Stolen Speed" is fraught with misrepresentations, omissions and lies. The simple truth is: Walter Kaaden did not invent anything. He simply perfected what was already existing. The gentleman who did invent the disc-valve induction (save for a 1920's British Sun motorcycle) is Daniel Zimmermann, who modified an IFA (DKW) engine and adapted his own disc-valve design. This motorcycle was very successful and was provided to Mr. Kaaden, now put in charge of IFA, that became MZ. The first effective expansion chambers were the work of DKW in the 1950s. Kaaden had been working on the German V1 pulse engine, and had learned about resonance phenomenons, and put it to good use. He deserves lots of credit for that. Degner was hired as a driver engineer and by 1961, was chomping at the bit as he could see the limitations imposed on him by Kaaden, a rather authoritarian man and an informant for the notorious STASI, the East German secret police. Degner sacrificed an almost certain world championship for his and his family's freedom from the oppressive and murderous DDR regime. By the time Degner defected, he already knew more than his teacher. Hired on a contract by Suzuki, he provided the Japanese racing engineers with the few missing ingredients: that little chunk of aluminum behind the exhaust bridge to keep the cast-iron liner from deforming (causing piston seizures), the orientation of the boost port to cool the spark plug and push the remaining burned fuel through the exhaust port, and a better fitment of the ignition magneto for more consistent performance. He also introduced West German metallurgy to Suzuki: Mahle pistons, Hoeckle forged crankshafts, Durkopp rod bearings. After Degner left MZ, MZ NEVER won another 125cc Grand Prix and their 50cc was such a fiasco it was dropped in 1963. They did better in the 250 class but when Yamaha landed in Europe, the MZ were simply... too slow. It was not for the constantly repeated excuse of "not enough funds" as the DDR state provided whatever was needed to MZ, as winning was excellent propaganda for that brutal regime. This is not to say that the MZ racing bikes were not great, because they were and at the time Degner left, they were the best and fastest 2-stroke racers. But just 2 years later and without any external help, the Yamaha RD56 was already the fastest of them all in the 250cc class, and the Suzuki 50cc and 125cc became invincible until Yamaha got their 4-cylinder 125cc tuned up. There are a lot of angry people out there, misinformed and raging about this "stolen speed", but if this was the case, the same people should be very angry about all these Formula 1 engineers, aerodymamicists, switching camps on a constant basis, and none are simply seeking, as Degner did, personal freedom and the escape from a brutal regime, they are just mercenaries moneying their talent. But this does not appear to bother Degner's critics.

[@LONE_PUPPY]

I appreciate your fair objective view.

[@augusth8212]

Thank you for your fair explanation. Please read my comment as your reference, if you have time

[@videotosse]

I still ride an MZ, fitted with an 300CC two stroke, and it's great. Have owned a number of Suzuki two strokes, too. From 125 to 750CC. Don't forget: On Sundays God rides a two stroke!

[@jakubdvorak800]

The rotary valves were definitely not something new after the war, even some pre war production bikes had it. For example the Triumph (twn) BD250

[@whalesong999]

An even finer distinction could be inserted here. There were a number of "rotary valves" in concept that were being used, in outboards as well. The center crankshaft was hollow with passages timed to feed during the upstroke of the piston for each of two cylinders. Model aircraft engines also used a hollow crankshaft with a timed port from the carburetor/inlet into the crankcase. A form of disk valve was used on some racing model engines, similar to what was eventually fitted to the MZ racers and preceded them by a few years. I was in the motor trade very early on, worked on the first of the reed valve systems before that technology became reliable in chain saws.

[@whalesong999]

@Retired Bore interesting, did not know how it was made.

[@Bikerbuoy]

There are basically two types of rotary valves that have been used in two strokes. The most popular type used for motorcycle two strokes is the rotary DISC valve. Early versions were fitted inside the crankcase but the most significant types were fitted in their own sealed housing OUTSIDE of the crankcase. This type was patented by the East Gernan engineer, Daniel Zimmermann in 1953, having first used it in his 1951 Formula 3 car engine. The East German Trabant car engine had internal rotary disc valves that were unsealed and thus quite inefficient. The same type were fitted to the British Sun motorcycles of 1921 and the 1922 German Ziro machines.

[@whalesong999]

@Retired Bore I found a YT video of a Trabant engine undergoing rebuild. I can see the comment of Biker Boy being relevant to the unsealed disks in the design. I had several DKW and SAAB autos back in the day, reminded me of the care and feeding of the types! They were piston valve designs and not hard to remove by one owner for the occasional repair.

[@whalesong999]

@Retired Bore My introduction to twins with disk valves was when the A series Kawasaki twins arrived in 1967 and I worked their booth at a trade show in NYC that year. The pains they went to for housing the carburetors and sealing the inlet air from leaks was amazing. Prior to them it was Bridgestone twins. I recall Suzuki had the most sophisticated disk valve arrangements but they never did any twins with disk valves. Just as well, the whole two-stroke effort was pretty well done by the mid '70s and I'd put in many years as a service tech at a dealership on them.

[@cujbaion1]

Actually Micuni carburator was used on Ij Planeta Sport so they collaborated a short time giving to the Russians an improved engine with 32hp from 350cc and 28hp if the import carb wasn't used. The compression rate was increased by 1 unit and were used gears instead of chain in between engine and clutch, the rear tyre was bigger, suspension, a compact lightweight engine-gearbox block, bigger cooling fins, taler seat.

[@michaelmartinez1345]

This was an interesting video... And yes, the advent of the rotary valves for 2-stroke induction systems, expansion chambers for the exhaust of 2-strokes, and the improved transfer porting and Schneural porting were things that made big differences with 2-stroke engines... Several of these things were available in American made engines that were for small boats and aircraft target drones in the mid 1940's.... McCulloch , Mercury, OMC were a few of several manufacturers that were involved with these... One of the major advantages of 2-stroke engines, was the excellent power to weight ratio, and simplicity of design.... But there is no doubt that Mr. Walter Kaaden had a HUGE part in making these engines so much better... The unfortunate thing is he had so little support in doing this.. . Mainly because of the extremely restrictive political leadership, of the then communist country that Mr. Walter Kaaden was operating in.... Very sad indeed.. . Excellent footage of these amazing motorcycles on this documentary, and an interesting story to go along with it....

[@YodaWhat]

The video creator gave a very different spelling of the man's name in the video description: This is the incredible story of *Water Kaaden* and his innovative 2 stroke racebikes with MZ. Its also the story of one Ernst Degner and how he stole Kaaden's tech for Suzuki's race team. So.. no *cruddy Coddington* as Douglas Adams called the town.

[@michaelmartinez1345]

@@YodaWhat Thank You for that insert, of what Mr. Walter Kaaden accomplished to improve the 2-stroke gas engine designs of the 50's-70's... Until now, I didn't know that article completely misspelled Walter Kaaden's last name, not only was it misspelled, but it was not even close to his ACTUAL name.... That darned auto miss-spell feature will do things like this...

[@fderbar1]

Finally. A video that actually recognizes Eastern European contribution to motorcyclism

[@ChuddleBuggy]

Pardon my objection to the title but it was not communist technology but rather German technology that Suzuki stole. And modern 2 stroke tech didn't start with MZ but rather was fathered by Walter Kaaden alone.

[@davidpeters6536]

An amazing story and some great comments. Thanks for a riveting 21 minutes, followed by some time browsing the stories in the comments. Thanks to all.

[@kevinsellsit5584]

Good stuff! You should do a story on the marine outboard with variable exhaust runners. That was another 2 stroke milestone.

[@eugeneoreilly9356]

The next big step was controlling the gas flow on the induction and exhaust side.YPVS.

[@kevinsellsit5584]

@@eugeneoreilly9356 With the ability to print "seamless titanium structures" that literally could not be machined, I am sure the 2-stroke has yet another life left in it. It would be easy to assume that welded stainless shapes can produce well-tuned resonance for a given application, but if you stir the technology pipe (figuratively) with chambers and accelerators and dividers which literally couldn't be manufactured before, I'm sure they could make an all-new engine which could do things we can't yet imagine.

[@Incountry]

Suzuki was lagging behind in tech of Two Stroke, but like tech somebody takes it and sells it to a competitor, but, what Suzuki did with the newly found knowledge was outstanding as they took it further than MZ would have, then Honda jumped in and up until recently (last 10 years) Honda stated there was no more engineering technology that can be achieved with T2 as it came to brick wall… especially with emissions halting any progress, a decision that would eventually would change the whole small engine market from motorcycles to power tools going in to the T4 engines such as waterborne/adventure equipment such as jet skis, snow mobiles that’s continuing into battery technology in commercial gardening/lawn maintenance sectors (chainsaws, weed wackers) ….

[@gs637]

VERY interesting, thanks. The Est German Trabant cars ( made from composite carton, literary) may be worth a video: they had electronically controlled two-stroke engines

[@hrvojeprebisalic9302]

Electronically,no. Carton,no(it was mix of old cotton and plastic,the frame was metal)

Everyone always waffles about operation PaperClip. The US corporations went around Germany buying up patents at "this is my gun" prices. This directly led to the boom for US computer companies through the 50's and onward.

[@onanysundrymule3144]

Sean, I do like the way you put that....... '"this is my gun" prices'. Yes indeed that sums it up nicely. Same for other resources too ever since.

[@thinkandrepent3175]

Wow, I love Zuki's, but that is a really shady way to compete. I know Mr. Honda wasn't always a nice guy but at least he built up his brand with hard work and his own and unquenchable desire to make the 4 stroke better, and smart market research, sending reps to America to ascertain what part of the market wasn't being served.

[@onanysundrymule3144]

I think it is real shady too, very underhand.

[@augusth8212]

Japanese guy here. Yes Honda is the most shady. Please read my comments if you had a time

[@christoney2491]

Very interesting. I rode desert races and enduros in the 80s and 90s. Mostly 4 stroke Honda and 2 stroke Yamaha (one Kawasaki), and have never owned a Suzuki. I enjoyed learning more about their early bikes. Thank you.