One thing is obvious about our much-

discussed population explosion: it is

rapidly becoming impossible for the city

dweller to reach anything that could be

called open country where he can quietly

fish, hunt, or just sit and relax for a few

hours at the end of the week.

The most frustrating aspect of all this

is that the amount of open country gob-

bled up by cities is infinitesimal com-

pared to the vast stretches of roadless

public lands and parks the urbanite can

never seem to reach. The basic problem

is one of time, not space. Time to get out

of the city, time to reach a cool and

pleasant place, time to return.

Year by year, the problem increases

and multiplies as the cities themselves

grow by a relentless geometrical progres-

sion. Public planners, government de-

partments and civic groups all propose

and implement scores of hopeful ans-

wers: more parks, more recreation areas,

more public beaches, wider freeways,

longer freeways, buffer zones. They leave

the root of the problem untouched, for

the everyday citizen of the contemporary

big city now wants isolation, not to-

getherness; escape, not confinement; even

if these can be experienced only occa-

sionally.

Whatever the psychological reason for

escape may be, the fact remains that

weekends and, public holidays see even

the widest and most streamlined of free-

ways jammed with bumper-to-bumper

traffic as far as the eye can see. Public

campgrounds or picnic areas close in to

a city are occupied by the first-comers,

and those behind are forced to drive on

and on in search of a likely off-the-road

spot. And the entire weary, tense, peer-

ing cavalcade is confined pretty well to

the tiny strip of land that borders the

road. There is something frighteningly

one-dimensional about it all; only trains

are supposed to run in such undeviating

fashion.

Another grim thought confronting the

ubran escapee is that a time may come

when it takes so long to pass beyond the

perimeter of his city that it is already

time to turn around and head ’for home.

Simple math shows that if an already-

large city expands its radius by as little

as a mile, it will have just about doubled

its population — and its automobile

owners. As a result, an outward-bound

driver begins to catch up with heavier

traffic instead of lighter as he might have

expected, because the same freeway must

serve a larger area of homes as it passes

through the suburbs. Something like the

space that increases between the spokes

of a wheel towards the rim: the longer

the spokes the wider the spaces. Hence

the sinking feeling that he will never

■‘escape:” a sensation that everyone is

going the same way, on the same en-

closed ribbon of concrete, to the same

picnic tables and the same crowded rec-

reation areas.

And so, from his cramped position be-

hind the wheel in many a mammoth jam

on a summer outing, today’s motorist

looks longingly out on rolling hills and

distant rivers flanked by shade trees as if

it were another world. In a way, it is.

Even if he could get off the freeway and

were in good physical condition, our city-

dwelling motorist would lack the time to

reach even the nearest of these desirable

spots. Most ironical of all, the over-

powered automobile which has put him

right where he is — in the middle of a

smoking, endless line of other automo-

biles — would hardly travel its own length

towards these faraway hills without sink-

ing to the axles, or snagging a tree stump.

In other words, the automobile stops

wherever the road does.

As it happens, there is a way out of all

this; a simple solution that can take the

weary motorist out of traffic and into the

first piece of roadless country he sees,

a rugged, low-cost piece of equipment

called the Trailbike.

Trailbike riding probably started the

first time a pioneering motorcyclist ran

out of road and kept on going, but its

beginnings as a definite trend date from

the early 1930's. At that time, scattered

groups of motorcycle enthusiasts modi-

fied their machines for off-the-road use

and went on to organize competitive

events. At the time, it was all strictly for

fun; the man-made machine vs. the ele-

ments. Riders charged near-vertical hills

or tried crossing unplumbed mudholes

for the heck of it rather than to get some-

where. In the course of all this,.expert

riders emerged, riding techniques were

perfected, and engine / transmission

modifications were devised to master

most everything short of slowly-flowing

lava.

Somewhere along the line, just after

WW II — it occurred simultaneously to

a lot of people who would not normally

ride a motorcycle that these trail riders

were able to leave civilization a long way

behind whenever they so desired. This

was the beginning of the realization that

the trailbike is a new dimension in trans-

portation and not just a toy for mechani-

cally-minded and wind-burned young

rvri e/Arrnoco 1OX“;

men. Many smart sportsmen of all ages

caught on immediately and added a mo-

torcycle to the hunting and fishing gear

in their wagons.

By I960, a flood of lightweight motor-

cycles at low cost reached the United

States from Japan, At the same time, in-

tensive TV, radio and magazine promo-

tions by these lightweight manufacturers

made motorcycle owners out of thou-

sand of people who had never before

even thought about two-wheeled trans-

portation.

Out of this new mass market, a num-

ber of distinct specialties emerged in

short order, enabling the manufacturers

to produce models designed for specific

functions such as racing, regular street

riding — and trailing. Once the produc-

tion trailbike hit the market, and could

be driven off the road without any back-

yard modifications, the number of trail-

riders increased with a bang. This

increase, in turn, triggered the produc-

tion and marketing of literally hundreds

of accessory items for the trailrider,

ranging from power-boosting kits to

strap-on sporting rifle cases.

At this point, the solution to our frus-

trated city dweller longing for an unob-

structed view of the wild blue yonder

should be obvious: take a trailbikc (take

two, most are small), take a bike carrier

(or slide it into the back), and take off.

At the first hint of open country, park the

car, unload the trailbike, and head for

that beckoning country where cars can’t

go-

But first — read CYCLE’S special trail-

bike and accessory round-up section that

follows...

THE DART

RIDGE RUNNER

from Rupp

Manufacturing

This is the latest addition to the line

of Rupp off-the-road machines, and has

been engineered to meet the needs of

the sportsman, rancher, or backcountry

explorer.

Up to three Ridge Runners, Rupp

claims, can be accommodated in a sta-

tion wagon, which suggests the thought

that the wagon's entire passenger load

can set out for the hills, two-up on each

machine, once the road ends.

Rupp puts out a companion range

of accessories to convert the Ridge

Runner for street and road operation.

THE DUCK

TRAIL-BIKE

from Bird

Engineering

A new model from a well-established

scooter, kart and motorcycle builder.

The Duck is available in either kit or

fully-assembled form. Latest available

price pegs the assembled standard ma-

chine at $159.95, and the Deluxe ver-

sion at $179.95. Bird sells direct to the

customer and has a finance plan that

puts one in the saddle for $10.00 de-

posit, and about $9 a month on the

balance.

SPECIFICATIONS:

Engine: 3^ HP Lauson (6HP optional)

Tires: 16", both wheels.

Low-speed Range: 3-15 mph.

Weight: 130 pounds.

Wheelbase: 41 inches.

Overall length: 57 inches.

Handlebar width: 22 inches.

Handlebar height: 37 inches.

Seat Height: 26 inches.

FEATURES:

Dual gas tanks, each of equal size and

each holding approximately 3 quarts.

Spring-loaded front fork.

Ball-bearing steering.

Two foam rubber cushioned seats, with

quick-detach type buddy.

Heavy duty chain.

Salsburg torque-converter type clutch.

Fiberglass clutch guard.

Encased drive assembly.

Positive disc-type brake.

Swing-away type foot pedals.

Studded front tire and tractor-type rear

tire.

Duck Trail-Bikes are also available in

welded-together kit form complete with

engine, wheels and sundry fittings for

$149.95 and up.

FEATURES:

The Standard Model includes a rugged

4HP Tecumseh 4-cycle engine, a gear

reduction shaft, sealed bearings and a

smooth automatic clutch. Other fea-

tures include a positive-track rear tread,

rib tread on front tire, an equipment

compartment. Standard gear includes

the black British calf upholstery poly-

foam seat, a twist-grip throttle and foot-

operated brake. Deluxe Ducks have such

additional features as a sealed beam

headlight, front and rear fenders and a

taillight.

COMPLETE FRAME of Duck Trail-Bike (above) is precision

jig-welded to take rough terrain punishment.

BRIDGESTONE

from Rockford

Scooter Co.

Rockford imports a 9-model line of

popular lightweight machines from

Japan, two of which are specifically

built for off-the-road riding: the Model

90 Trail and the 90 Mountain.

Bridgestone — the Japanese manu-

facturing firm — claims the highest

torque in the under-lOOcc class for

their 90cc rotary-valve mill, and em-

phasizes the value of its high rev oper-

ating characteristics at low speed.

Both machines sport specially engi-

neered cooling fins to handle heat gen-

erated under trail conditions, plus a

quick-change rear sprocket which pro-

duces a straight, in-line drive from the

front sprocket.

One of the most interesting features

on both models is the waterproof ig-

nition which should come in handy when

streams intersect the line of travel.

The Trail 90 is a utility machine; i.e.,

it is designed for the rider who wants

an all-purpose motorcycle with a carrier

as standard equipment. The 90 Trail

comes with Bridgestone's own “Road

Knobby’’ tires, designed for both high-

way and trail use.

The 90 Mountain is primarily for

rugged country travel, but can be

adapted readily via the sprocket set for

road use. Standard features include a

single-passenger saddle, king-size lug-

gage rack, and heavy-duty handlebars.

This model comes with upswept ex-

haust.

Both models use a 34-tooth road

sprocket, said to give a top speed of

60 mph. Off the road, the 90 Trail uses

a 47-tooth sprocket, while the 90 Moun-

tain can drop to a low-gear ratio of 50:1

via its 64-tooth sprocket. Both machines

have folding footpegs, skid plates, cen-

ter stands, side stands, chain guards

and outsize brakes. Available accesso-

ries include an upswept exhaust for the

90 Trail, and a buddy seat and footpegs

for the 90 Mountain.

BRIDGESTONE 90 MOUNTAIN (above) features a range of

heavy-duty components (including knobby tires) for road or

trail.

THE SIMPLEX

TRAIL

MACHINE

from Valiant

Manufacturing

It doesn't have

to be that way!

Ingenuity is an accepted part of motorcyling and enthusiasts

take pride in deviating from the standard factory construction to

suit their individual tastes.

SPECIFICATIONS:

Engine: Rotary valve, 2-stroke, air-

cooled, 88cc single, with 5.6:1 com-

pression ratio.

Clutch: Wet multiple disc.

Transmission: 4-speed, constant mesh,

rotary.

Horsepower: 7.8 at 7,000 rpm, giving

claimed torque of 6.14 ft. lb. at 6,000

rpm.

Electrical: 6-volt (Magneto ignition.)

Fuel capacity: 1.85 gallons.

Overall length: 72 inches.

Saddle height: 29 V2 inches.

Wheelbase: 45.7 inches.

Weight (dry): 178 pounds.

BRIDGESTONE SPROCKET CHANGE: Drive chain is shown here

(left) mounted on 36-tooth road sprocket. Lock bolts are first

removed to convert machine to trail duty, and the big sprocket

is then rotated through 45 degrees (right) to bring it into line

with the drive sprocket. Bolts are locked up again, extra links

added, the chain is mounted and the machine is ready to dig out.

FEATURES:

A design characteristic of the Simplex

is its rugged Clinton 4-stroke 125cc en-

gine which sports an interesting extra

for backcountry pioneers: a ball-bearing

power takeoff.

Drive is through a multiple speed

torque converter that gives automatic

gear selection. Two power ranges are

available (trail or road) via dual sprock-

ets, giving a cruising speed of about

40 mph and a maximum grade capa

bility of 50%. Brakes are fitted on both

wheels and are of the internal expand-

ing type.

Wheels are aluminum alloy of 2-piece

design, on Timken bearings, and mount-

ing 12" x 4.00" Goodyear tires. Front

forks are telescopic, with enclosed

springs, carrying %" adjustable handle-

bars. The handlebars can be turned to

give the machine a flat profile for pack-

ing into an auto trunk or plane baggage

space. (In this condition, the Simplex

Trail will pass through a 16-inch wide

opening.)

SPECIFICATIONS:

Engine: 4-cycle, 125cc, single, rewind

starter.

Fuel capacity: Single tank, 2.25 gallons.

Lights: 51/2-inch sealed beam, with legal

taillight and stoplight.

Electrical: Dual-coil magneto.

Overall length: 52 inches.

Weight: 112 pounds.

Price: $223.50, complete.

In a recent running of the annual High Mountain Enduro in

Southern California several unique machines were entered to pit

their skill against the more conventional trail and enduro machinery.

This stripped down Lambretta provided plenty of conversation and

did a creditable job of competing, although it failed to finish. Light

weight was the primary advantage. The large tires helped, but

were not large enough in diameter to negotiate deeper muddy areas.

The frame is reinforced by the addition of a cross member eliminat-

ing the step through feature of the scooter, but adding rigidity. The

fuel tank is mounted in the conventional motorcycle manner.

You won’t see this model advertised in the Lambretta catalog,

but we think it is a creditable accomplishment and an interesting

novelty.

GILERA

TOWN &

COUNTRY

from

Gilera/U.S.A.

New from Italy in time for the fall hunt-

ing season is a machine aimed directly

at the American sportsman: the Gilera

Town & Country Model 98.

The Town & Country is just that — a

motorcycle whose unusual design char-

acteristics should allow it to be ridden

from the city right into the backwoods

The performance secret is in the wide

transmission range. First and second

gears are set extremely low for hill and

trail operation, while third and fourth

are at the very high end of the spectrum

to compensate for the large sprocket

demanded in normal street use. What

Gilera aims at here is a machine putting

out a lot of torque in first and second,

but giving about 55 mph in fourth — al

without changing sprockets.

Standard equipment includes up-

swept exhaust, adjustable trail-style

front fender, heavy-duty luggage carrier,

full-length skid plate, and heavy-duty

adjustable handlebars.

SOME DISTINCTIVE FEATURES of the new Gilera Town &

Country 98 (above) are heavy-duty rack, upswept exhaust

shape and overall neat styling.

SPECIFICATIONS:

Engine: OHV 4-stroke single, 98cc

(50x50mm), approx. 10HP.

Tires: 2.75" x 17" universal front, 3.00'

x 17" trail knobby rear (Pirelli).

Transmission: 4-speed constant mesh:

foot shift.

Clutch: Oil bath, mulit-plate.

Electrical: Battery and coil ignition with

automatic timing advance.

Brakes: Internal expanding.

Wheelbase: 49".

Overall height: 36".

Ground clearance: 7"

Weight (dry): 207 pounds.

Price: $485.00, fob Long Beach, Calif.

OiiAHA

tramaster

by Yamaha

bternationai

Corp.

One of the "big three”, featuring step-

through frame, heavy suspension, ro'

valve 2-stroke, large rear sprocket

still plenty of top-end (45 mph claimed)

Engine guard plate, luggage carrier

rugged knobbies are standard.

SPECIFICATIONS:

Engine: 2-stroke single cylinder, rotary

valve, air cooled.

Horsepower. 8 at 7000 rpm.

Ignition: flywheel magneto.

Weight: 161 lbs

Top speed: 45 mph (claimed).

TRAIL KING

& TRAIL 50

from Testi

Corporation

Two models of a well-known European

line now reaching North American buy-

ers for the first time. The Testi Trail

King is available in 50cc and 90cc ver-

sions; the Testi Trail, in 50cc.

Both models are built for rugged rid-

ing in tough terrain, and advertise the

fact clearly by coming equipped with a

heavy-duty headlamp guard. Double-

cradle steel tube type construction is

used for the frames, and front hydraulic

suspension is specifically "beefed” for

rugged country. Fan-cooling is a major

selling point.

SPECIFICATIONS:

Engine: 50cc & 90cc 2-stroke, fan-

cooled.

Frame: Duplex cradle with engine shield.

Tires: 2.50" x 19" knobby.

Transmission: 4-speed 50cc, 3-speed

90cc.

Weight: 152 lbs.

Fuel caoacitv: 2-eal. (Trail King).

BIG BEAR

SCRAMBLER

by Yamaha

A large, powerful street/trail bike for

the more experienced rider. Features

high revving 2-stroke 250cc with con-

venient oil injection (no fuel mixing

necessary). Five-speed gearbox provides

plenty of flexibility. "Chopped” rear

fender prevents "hang-ups” in rough

country. Seat is comfortable. Speedom-

eter and tachometer are supplied.

Scrambler-type bars provide leverage

needed for a machine this size. Appear-

ance is top-notch; metallic paint, great

use of chrome and polished alloys.

SPECIFICATIONS:

Engine type: 2-stroke twin.

Displacement: 246cc.

Lubrication system: Oil injection.

Horsepower: 27 at 7500 rpm.

Gearbox: 5-speed.

Weight: 340 lbs.

Electrical: 6 volt.

Fuel tank capacity: 4.1 gallons.