Imitation is the sincerest form of flattery and it can also be somewhat profitable if you're not concerned about patents and copyright. In 1965 Kawasaki introduced their largest motorcycle, the 650cc OHV twin. It emerged as an upgrade to the 500 Merguro K2, itself a copy of the BSA A7 - Merguro were to become known as Kawasaki.
A sidewards view of the machine is that of a true British classic save that the large expanse of chromed petrol tank was excessive. Despite outward similarities such as pre-unit construction and external oil lines, internally the big twin used one piece con-rods and needle bearing big ends. The crank was a three piece pressed item supported on each side by roller bearings. The gearbox, in true non Japanese style, was back to front and upside down. Even neutral was strangely situated at the bottom and then firmly press down for the four speeds.
On closer inspection the Kawasaki Aircraft quality control is apparent with the most intricate welding executed to a high standard near the swinging arm and headstock. One of the most obvious Oriental touches was the unitized speedo and tacho integrated into the headlamp shell. The individual Smiths instruments had given way to the Art Deco of the Orient.
I never managed to locate the one and only UK example but I was lucky enough to find the owner of four in southern LA. Michael Vaughan is head of advertising and promotions for Kawasaki California and he was lucky enough to receive a phone call from a little old lady (why are they always little and/or old?) asking if there might be anybody willing to take a perfectly preserved low mileage (15000) W1. Nobody at Kawasaki showed any interest but a deal was eventually secured with Michael and he added another to his collection.
Tucked in the back of his garage is a potentially good example of a Commander, possibly the most attractive of the range with upswept exhausts. Fantasy had to become reality and I was delighted when it was suggested we would take the bikes for a run. Michael turned the big twins over with the awareness of one who is used to heavyweight twins and singles which kick back violently when treated incorrectly by the inept. First kick and it burst into life.
It sounded more Norton than Triumph or BSA and not a hint of smoke, it even rocked on its centrestand. To familiarise myself with the right foot gearchange I took a BSA Lightning and Mike sped off on the Kawasaki. Giving the BSA as much as I dared, the W1 still stayed in front but I could catch up on the bends. After a couple of blocks we swapped bikes, and the first thing I noticed was how solid the Kawa felt compared to the BSA. Little things like the handlebar mountings are better and the overall effect is like riding a hand built motorcycle.
Vibrations never become intrusive and you felt even if they did the engine wouldn't self destruct. I've never seen such a clean pair of crankcases either. So, vertically split doesn't have to mean oil leaks. Clutch action was surprisingly light. Also the seat height is high and you grab hold of huge cowhorn bars. Down shifting felt very peculiar, especially when you knew you were changing up....leaving neutral was much easier than returning to it and I usually ended up reaching down with my hand and hauling up the rocker style shift.
Thankfully, great handfuls of torque render gearchanges less frequent than a two stroke of similar vintage. No electric start is fitted but with a single carb and lowly state of tune it's no great loss. Electrics were similarly excellent. The chain driven DC generator delivers about 90 watts of 12V power. All wiring is neatly loomed and colour coded. Sparks are provided by battery and coil, the coil being a twin lead type that is fed by a single contact breaker, there being wasted spark on each exhaust stroke.
Everything feels very British except handling. It just doesn't want to lean, and any hard cornering will produce wallowing. Stopping a 440lb motorcycle can be a hard task but the efficient TLS front drum brake does a jolly good job. The rear drum was also a good stopper. If the impediment to forward progress refused to remove itself you can always hit the Nikko horn which could belt out enough decibels to get a deaf buffalo out of the road.
The W1 also suffered from overzealous advertising with claims of 50hp and 115mph. Magazine reports said it was lucky to break 100mph. In 1966, the public felt that the $1200 spent on the imitation could be better spent on the real thing. By the 1970s, however, pushrod operated parallel twins had become nostalgia items and OHC multis were the norm.
If the British twins have retained a certain popularity, it is because of their faults not their virtues. The W1 and its successors had fewer and fewer things to complain about. Perhaps it defeated its own purpose by improving itself.
Paul Jennings