Cycle News - Archive Issues - 1990's

.FEATURE 'ii;e;;r---:::-----l The Suzuki DS80 is nearly in a class all its own. It's the smallest off-road motorcycle we know ~ W of that comes with lights and is one of only a few "full-sized" 80s that is truly designed for the entry-level rider. While there are many 80cc bikes out there, most of them are designed for more-experienced young motorcycle riders and racers. These 80s include various models from Kawasaki (KX80), Honda (CR80R), Suzuki (RM80) and Yamaha (YZ80). The DS80 is based on the old RM80 of the late '70s. It features what was at that time a fairly high-tech 80cc racing motor, but that was some 20 years ago. By today's standards, it's a fairly mellow, 79cc air-cooled motor with a five-speed transmission and manually operated clutch. Unlike the original RM80, the DS80 uses an oil-injection lubrication system which eliminates the need to premix the fuel with oil. The chassis is fairly old in design but is partially hidden by modern-style plastic. Seat height is aroUnd 25.5 inches, and wheel travel hovers around four inches at both ends. Suzuki claims its DS80 weighs 141 pounds without gas. We introduced 14-year-old Brent to the DS80. Like Nolan, Brent had never ridden a motorcycle before our day at Lucerne and was soon introduced to the sometimes-frustrating world 9f the throttle and clutch, or should we say the fine line between throttle, clutch and - engine-stall. After about five or six do-ove.s, Brent was circulating the camp in first gear on his own, slowly getting used to the DR's motor. An accomplished bicycle rider, Brent was soon comfortable on the DR and was ready for the next big step - second gear. Before long, Brent was shifting up and down through the DR's fivE!-speed gear box and ,venturing further and further away from camp, seeking out new trails. His dad appreciated the DR's headlight, which helped make Brent easier to spot when he wandered far from camp. . Overall, Brent said he thought the DS was a great bike to learn on, thanks to its small size, easy-to-use clutch, and tolerant motor, which, by the way, our experienced riders say breathes fire when you open'er up. This bike can move along pretty good, so teachers should emphasize good throttle control when instructing first-timers on how to ride the DS, but Brent, who is already a well-coordinated and athletic teenager, had no problems learning to ride on the DS, nor did our novice female riders. Never having ridden a motorcycle before. 14-year-old Brent had the OS80 wired by the end of the day. He thought it w.as a great motorcycle to learn on. Ka.asaki KE'DD ll' B99l The Kawasaki KE100 is the company's lone honest-to-goodness entry-level motorcycle. It is by no means on the cutting edge of technology, as it hasn't changed much from the .first KElDO in 1976 - check out the accompanying photo if you think we're kidding. Like the cockroach, the KE100 has survived the elements of time, and not only has it survived, it has flourished in its same basic design and layout. Kawasaki reports that the KE100 is still one of.the company's best-selling models, which certainly explains its longevity in the company's lineup. Kawasaki isn't lying when it says that the KElDD "...hasn't strayed from its simple mission of providing basic... all-around transportation on the street or dirt." The key word here is "simple." The bike is powered by a tried-and-true 99cc, oil-injected, air-cooled two-stroke motor that features a rotary-valve-induction system rather than the more-traditional • piston-port or case-reed inducti9n systems. Advantage, disadvantage? None, really. _ ..,............. Just different. The tubular, double-cradle frame is essentially unchanged from the .original KE, a.s is the spindly-looking front fork and rear suspension, though the swingarm is about an inch longer than the first KE, and the dual shocks are visually different. (But are they really better?) . Unlike the aforementioned bikes, the KElOO is street-legal, which doubles its usefulness as a light-duty, around-town, go-getter bike. Both of our female "testers," Mandy and Theresa, enjoyed riding the KElOO, praising its lighter weight as compared to some of the other bikes (namely the Suzuki DR200 and XT225), and the bike's low seat height. For Mandy, who is 5 feet tall, and Theresa, who is 5-foot-4, seat height is a major concern, but both Mandy and Theresa fel t fine on the KE. "It's not too tall - just right," Mandy said. "For me, weight, seat height and starting are the most important things in a motorcycle, and the KE does well in all of these departments. But it's kind of down on power." Keith, however, simply did not get aloI}g with the KE. Having ridden a motorcycle for the first time only two weeks earlier, 34-year-old Keith struggled with the huge gaps between gears, and even Mandy and Theresa expressed their displeasure with the KE's transmission. Keith was often seen shifting up to second only to have the engine suddenly bog when he let out the clutch; his weight would then lurch forward, transferring his 155 pounds to the front wheel, causing it to plow in the somewhat soft sand. The result was either a slow crash or him wallowing around in second gear until the engine simply bogged to death. Keith provided plenty of entertainment until he learned how to compensate for the gappy transmission. Mandy liked the Kawasaki KE100's light weight but not the wide gaps between gears. The "The KE was unforgiving as far as being in the wrong gear at the wrong time," KE100 first appea~ed in 1976 (below right) and hasn't changed much since then. Keith said. "By the time you realize you're in the wrong gear, it was all over. 1'd have to start from scratch again." KE100 Mandy agreed. "It felt like once you click into second, there's no power," she said, "and you couldn't get out of something if you had to." One thing is for sure: The KE teaches the beginner how to use the clutch, the importance of being in the .right gear at the right time, and' throttle control, or you simply cannot enjoy this motorcycle. For 'the more experieru:ed, the KE can be fun just plonking around in first gear, but any faster than that and the weak suspension just can't keep up. Many people said that, overall, the KE1DO is fun to ride despite the tranSmission, but its outdated styling turned them off. Even one of the female testers thought the KE loo.ked "dorky." Agreed - the KE needs a new, more modern look and a closer-ratio tranny (a bit more power would be nice, too); then, perhaps, the KE will be Kawasaki's best-selling model. But the price is nice, perhaps nice enough to overlook its faults.

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