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WildgoodXr650R
Hors ligne
Inscrit le: 07 Juin 2007
Messages: 1 784
Localisation: Haute Gaspésie et dans le nord de la Côte nord tout près du Labrador
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 Posté le: 24/01/2012 21:24:01 Sujet du message: Un exemplaire de la dernière moto québécoise. |
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Vraiment très propre!!
à vendre sur E-bay.
http://www.cafr.ebay.ca/itm/Can-Am-SONIC-500-/170694547360?pt=US_motorcycle… CAN AM SONIC 500, N.O.S. ALL ORIGINAL SURVIVOR! FOUR-STROKE ROTAX ENGINE, FRAME #850700021, TITLE INCLUDED
Historique présenté par le vendeur:
This 1982 CAN AM SONIC 500 epitomizes the early 1980’s motocross machine that became a permanent part of CAN AM lore and still represents the classic style…
This CAN AM machine was part of the only batch made in Canada in a very small pre-production run. The next year, Bombardier contracted the build out to Armstrong in England.
The condition of this machine is highly original, un-restored, and in as close to “as new” condition as you are going to find. The frame number and engine numbers are factory correct and original. It is the 500 cc engine. The gearbox is also original to the machine. I am the third or fourth owner from new. It has a fantastic original patina to it that can’t be replicated and is a true historical document that should be preserved for the future.
This machine has been in my collection for some time and is started on a regular basis, just to make sure everything works.
When I purchased the bike, it had been sitting as a static display for some time in its original state. I set about doing a sympathetic re-commission of it by checking all of the major engine, transmission, and braking components for wear and safety.
I have always run the bike with a gas can, so there has not been any gas in the tank as long as I have owned it. I don’t believe the previous owner before me ever put gas in the tank either. The tank might have had gas in it at one time, but it is highly unlikely as the tank and decals are in near perfect condition. The original Mikuni carburetor was inspected when I purchased the machine as well, but I would suggest going over it again if you’re going to actually ride the machine.
I believe the tires are O.E.M. equipment and original to the machine. The front tire is a Dunlop Sports K39 3.00-21 and the rear is a Dunlop Enduro D903 120/80-18. The rims are original to the machine have never been re-spoked or otherwise apart. Again, if the new owner plans on riding this machine, removing the original tires for preservation and installing new tires for safety is recommended.
The seat is in original condition and is almost perfect, with one small wear mark near the rear of the seat, which I show in my photos. There are no rips or tears in the seat. It still has a very nice “SONIC 500” graphic visible on both sides of the seat.
The engine and transmission are in excellent interior condition due to the low hours and absence of any type of harsh conditions or abuse throughout its life.
A complete cleaning and detailing was performed when I purchased the CAN AM, and although detailing on an original machine is never completed, the overall condition of the finishes is remarkable considering the age of the machine, and is commiserate with the low hours.
The aluminum parts are in excellent condition overall, but due to the originality, I did not want to go too far polishing any parts.
The plastic fenders are original and show almost no wear. The original decals are still applied to the gas tank.
The CAN AM on the road or track should be very easy to handle, if the new owner decides to run the bike.
There is absolutely nothing that needs to be done to this machine to ride it occasionally and enjoy it as a showpiece. If the new owner decides to compete in vintage events, I would recommend going over the bike again for safety and replacing the tires, brakes, etc. Either way, the new owner will have a very desirable original machine to ride and/or display.
The description of this machine is written to the best of my knowledge. However, I am not by any means an expert on vintage motocross motorcycles. Please don’t hesitate to ask for more photos of any part of the machine and, if possible, come and inspect the bike in person before the auction ends. All sales are final.
For more on the 1982 CAN AM Sonic 500, read on…
Design notes:
Although development of new Can-Ams was severally diminished after 1976, they eventually saw the need to develop the model line. With the increasing popularity of 4 strokes, and stringent environmental legislation, Rotax developed a 4 stroke engine that was designed into a new endure frame. Dubbed the Sonic, it was Can-Am’s first attempt at four stroke bike.
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History:
Can-Am is a Canadian motorcycle brand from the 1970s and 1980s. While Bombardier began and ended producing machines for the dreary Canadian winters, they made quite a name for themselves in the motocross and enduro world, as well. Bombardier began producing Can-Am bikes in the 1970s, using Rotax engines, which was another division of Bombardier.
The first Can-Am motorcycles were 175cc and 250cc models. They had single-cylinder, disc-valve, two-stroke engines with a five-speed gearbox. In order to make the bikes more off-road-friendly, Can-Am mounted the carburetor on a passage behind the cylinder, feeding the mixture to the disc-valve, and keeping the engine more narrow. Long-travel suspension was another feature of the bikes, using telescopic front forks and twin rear shocks, drum brakes, wire wheels, and off-road tires. Not only were these bikes made for racing, but they were street legal, as well. They had a spark arrestor on the exhaust system, a speedometer, lights, mirror, and turn signals.
Word got out pretty quickly about these new Can-Am bikes, especially after Gold, Silver and Bronze medals at the International Six Days Trial were won on Can-Am's in 1973, and Gary Jones won the 250cc class of the 1974 AMA National Motocross Championship on one, too.
1978 brought about a larger five-speed 366cc model with a reed-valve engine with petrol lubrication, and all three of the models now had new rear shocks, Marzocchi front forks, and increased wheel movement. A six-speed gearbox was now standard for the 175cc and 250cc models. These changes essentially made them purely for enduro racing, and they were named the Qualifier.
Now that there was an enduro line of bikes, Can-Am needed a motocross line. They released the 250 MX-5 and the 370 MX-5. Their engines were the sizes given by their names, and they had more power than the previous Can-Am's, and more wheel travel. In 1980, Can-Am added a 125 MX-5 to the motocross mix, and a 400cc to the Qualifier line. With the increase in emission regulations in the United States in the 1980s, Can-Am also began using four-stroke, single-cylinder Rotax engines with four-valves and an overhead camshaft.
Bombardier, feeling overwhelmed with all of their snowmobile orders, decided to outsource development and manufacturing of Can-Am's to England's Armstrong/CCM. They however did not keep up with it, and 1987 was the last year that Can-Am produced off road bikes.
In a recent email exchange with Steve Brand, he commented ” I recall vividly the bark of the bike echoing through the woods around Brioude, France at the 1980 ISDT, as the tough and scrappy Ronny, and his big, kick-ass proto 500 thumper, approached my check each day. As I recall, the Sonic 500 was to be called the Sabre, until Honda "outbid" us for the name. I recall the swing out head light pod on the enduro protos that revealed a tool kit and storage area - very Quebecois snowmo'esque”
CANADA is not a country you normally associate with motorcycles, but in the early 1970’s a then small company, Bombardier (pronounced Bom-bar-dee-ay (or eh! as its Canadian!), launched the MX-1 a 2 stroke motocross bike that in its inaugural year captured gold, silver and bronze medals in 1973 ISDE and 1st 2nd and 3rd in the 1974 AHMA motocross championship. The world sat up and suddenly associated Canada with dirt bikes.
In a small sleepy town in French Canada - Valcourt, Quebec – James Armand Bombardier in 1937, had the unique idea of taking a flexible rubber tank type track and attaching a car engine, to create the B7, then the world’s first snowmobile. By 1970, this small company had captured 90% of the worlds snowmobile market and had become a leading manufacturer of recreational products. Bombardier had already developed a successful business by focusing on niche markets.
Through the success of their Ski-Doo brand, they had built up a dealership network of over 4,000 in North America, but these same dealers had little to sell in the summer months In an effort to expand the business further, and make use of the recently acquired company Rotax and its existing recreational product dealer network, a decision was made to diversify into motorcycle manufacturing.
Realizing that they could not compete against emerging superiority of the Japanese manufacturers, Bombardier decided to focus on off-road competition bikes, a market in the 1970’s that was mainly being catered for by small European manufacturers.
Enter Gary Robinson and Jeff Smith. No one can criticize Bombardier for not starting with a bang. In Gary and Jeff Bombardier has secured the skills of one of the leading motorcycle engineers and a two times world motocross champion. Although the bikes were design from scratched, Jeff’s influence can be seen in that the frame for the early MX’s and TnT’s are almost identical to the AJS Stormer. And the oil-in-frame injection system was pioneered by CCM, although in their four strokes.
Gary Robison was initially christened Vice President and Director of Motorcycle Research and Development. It is understood that he was give a clean sheet of paper to develop the bike, with the only stipulation that he produced a monthly progress report.
Being responsible for design as well, Gary recruited Jeff Smith who later became Director of Engineering. Other key people include Bob Fisher as engineering manager, Scotty Sader as enduro manager, Ken Rosvere as motocross manager and Bob Barker as racing managers. Project managers included, Geoff Burgess, Jim Allen, Ron Matthews and Dave McLean. Dick Lague, Robert LeBoeuf and Lars Goodman were marketing/sales directors over the years.
The Demise of Can-Am:
As admitted directly by Bombardier (see History), Can-Am’s glory only lasted three years. Commencing in 1973, the focus of Bombardier had already waned by 1976. In that short time-period, Can-Am achieved incredible success.
The mid-70’s were also the glory time for dirt bikes in themselves. Motocross had taken off in the USA, and with the Japanese manufacturers finally developing off road specific bikes, technical improvements and model changes happened on a continuous basis. Combined with emergences of some of the biggest names, such as Bob “Hurricane” Hannah, Roger Decosta and “Bad” Brad Lackey, as a sideline product, Can-Am’s were never going to receive the focus they needed to keep abreast of the developments.
Unfortunately by 1980, Bombardier realized they could never compete against the wide model selection and brand power of the Japanese manufacturers, they made the decision to exit the motorcycle market. The company had been successful, and still is, by combining conservative investment with focusing on niche markets, normally using licensed technology. In the competitive world of motorcycle racing, technical development and risk taking are often required for success.
The decision was mainly based on the small number of bikes being made (a few hundred a year against over 200,000 snowmobiles) and the potential to expand their railway car business (a single contract awarded in 1980 by New York City provided over a billion dollars). The company decided to put its efforts also into another innovative idea, the Sea Doo (a jet ski).
On Bombardiers announcement of cessation of the Can-Am brand Jeff Smith was given the opportunity to salvage something. Jeff approached various manufacturers, most notably Husquavana. But there were no takers. The motorcycle industry was still in turmoil from the demise of some many brands in the 1970’s and the unstoppable momentum that the big 4 Japanese. marquees had developed.
Geoff Burgess recalls “For its death in 1982 Smitty held a Can-Am wake at Duluth MN Bombardier HQ. About 10-12 of us attended. Low and behold it rose out of the ashes again, can’t keep a good bike down I suppose".
But like the preverbal phoenix, Jeff’s previous British racing success provided a lifeline…
Enter Armstrong/CCM of Vale Street, Blackburne Lancashire.
The turbulent history of CCM and its relationship with Armstrong Corp, is beyond the scope and purpose of this website. For full history check out Peter Henshaw’s book "Rolling Thunder CCM Motorcycles: The Odyssey". However suffice to say that CCM was started by Alan Clewes from the remnants of the BSA competition department and for the past 40 years have made small numbers of off road competition focused bikes. Armstrong Engineering Ltd were at one time an automotive component manufacturer supplying parts to Ford and British Leyland, who sought to enter the mass market motorcycle industry.
The arrangement between Jeff Smith and Alan Clewes came about from their previous acquaintance at BSA. (Jeff had won his two world titles on BSA’s). Armstrong took over the CCM concern and with Alan’s background the off road market appeared to be their best bet.
According to Peter Henshaw, the initial contact between the two men was made by Karl Poetzbelger (the managing director of Armstrong). The agreement was rapidly made in that Armstrong would build the bikes for Bombardier. This provided work , turnover and an ability of Armstrong to gear up for mass production, while Bombardier maintained their product line, while off loading the actual production.
The relationship commenced with Amrstrong producing an initial batch of 145 bikes in October 1982. This grew to an order in August 1983 for 1075 bikes, split 50/50 between motocross and enduro models. With a workforce of 50 people, until the final demise in 1987, the Armstrong/Bombardier agreement produced 4,000 bikes in its 4 years.
Failing investment and poor management at Armstrong and CCM, Can-Am ceased production in 1987. This stemmed from the breakup of the Armstrong and CCM relationship, with Armstrong Corporation falling on difficult financial times. It put the motorcycle business on the market, with Alan Clewes retaking ownership. The second sting was Bombardier’s final decision to finally exit the motorcycle market and concentrate on its transportation business lines.
The brand remained dormant until 2007, when Bombardier decided to enter the recreational market again with a quad bike. By then Bombardier was one of the world’s largest transportation companies, turning over $20 billion annually and employing over 75,000 people.
Can-Am’s during their day were criticized by the press for offering so much, but often failing to deliver. The technology – rotary valves and chassis layouts – were often criticized for being old hat when launched.
The simple fact is that these bikes were design and built by a company that had no track record in motorcycle manufacturing, based in a country with no expertise or record of ever making motorcycles. Today Can-Am remains Canada’s single motorcycle marquee. Designed and brought to market in just over a year, the marquee was generally finished with 7 years (1973-1980) before the typical bugs of early designs could be worked out. Compare that to the main Japanese marquees that commenced in the 1940’s, and it wasn’t until 1970’s before the main stream considered them worthy bikes
Today, their approach to motorcycle manufacturing has come full circle, with a number of European makers setting themselves up as ‘boutique’ manufacturers. Just look at the success of KTM. Was Can-Am wrong or just too early?
The following was copied from a 2006 press release to re-launch the Can-Am brand as a range of quad bikes:
In 1972, under the direction of Gary Robison, a highly qualified racing and manufacturing expert, and Jeff Smith, a distinguished Motocross World Champion, Bombardier* entered the first Can-Am prototype motorcycles into local motocross competitions. These competitions were meant to test the prototypes under strenuous, real world racing conditions with the hope of developing bikes superior to the competition, and it worked.
In May 1973, the first Can-Am production models were released – the MX (motocross bike) and the T’NT (Track aNd Trail – enduro bike), with 125cc and 175cc versions of each. In its first season of competition, the Can-Am 175 MX carried Bob Fisher, Eric Nielsen and Jeff Smith to gold, silver and bronze in the International Six Days Trial (ISDT), an enduro-style race featuring top racers from all over Europe and North America.
That same year Robert Barker on a Can-Am motorcycle set the 125cc land speed record at Bonneville at 136.537 mph – a record that still holds to this day. With the first 250 MX-1 prototypes, Gary Jones, Marty Tripes and Jimmy Ellis led the Can-Am racing team to an historic sweep in the 1974 AMA 250cc National Motocross Series. The feat earned Can-Am the coveted #1, #2 and #3 plates, as well as a legion of die-hard fans. On the international scene, Billy Uhl ruled the ISDT series with seven gold medals.
To add to this already impressive record, in 1975 Jimmy Ellis swept all three rounds of the Yamaha Super Series of Motocross and then wrapped up the 1975 AMA Supercross Series by winning the Superbowl of Motocross at the Los Angeles Coliseum. Later in the fall, Ellis claimed the ten-race Trans-AMA 250cc Support Class Championship. Fellow Can-Am riders Mike Runyard and Buck Murphy finished second and fourth, respectively.
A factor that undeniably contributed to this extraordinary rise to racing fame was the team’s focus on innovation. Rotax air-cooled, two-stroke engines used oil injection (instead of premix) and rotary valve induction (versus traditional piston-port) for precise intake timing. Furthermore, the chassis was constructed from MIG-welded chromoly steel, a backbone oil tank and a unique steering head adjustment, which could vary the caster angle. These pioneering technologies no doubt left a mark on the history of motorcycle development.
However, soon after the Can-Am introduction, the Bombardier Corporation shifted its priority from recreational products towards diversification into the transit equipment industry and then, several years later, into aircraft manufacturing. As a result, investments in the young Can-Am division were reduced substantially.
In1976 onboard his factory works 250 MX-2, Ellis finished second overall in the Winter-AMA Series and took third overall in the AMA Supercross Series. The following year, Can-Am introduced the black 250 MX-3, which had an incredible top-end – almost too much power. Ellis won AMA 250cc National Series Round 2 in Nashville and the Houston Supercross. It was the last time Ellis raced the Can-Am colors, having received “an offer he couldn’t refuse” from Honda.
The orange MX-4 series debuted in 1978 with two new engines sitting two inches lower in the new frame – a 250 and a 370 with case reed valve induction producing an astounding 42 hp. The 370 MX-4 was affectionately dubbed the “orange monster”.
Can-Am added a Winter-AMA Series title in 1979 with Kippy Pierce behind the bars. In 1981 a four-stroke motorcycle attempted the grueling ISDT challenge for the first time. It was a Can- Am bike equipped with Rotax’s first four-stroke engine. This air-cooled four-valve engine later powered the 1982 Sonic 500, one of the last motorcycle models produced in Bombardier’s home town of Valcourt, Québec, Canada.
In 1983 Bombardier licensed the brand and outsourced development and production of the Can-Am motorcycles to Armstrong / CCM of Lancashire, U.K.
In 1983-84 the completely redesigned Can-Am ASE (Air-cooled/Single shock/Enduro) series was launched. In addition to a line of trials bikes, Can-Am introduced the exotic 250 Road Racer, with twin 125cc in-line rotary-valve liquid-cooled engines and independent crankshafts, adjustable Marzocchi forks and DeCarbon rising-rate rear suspension, magnesium wheels and Brembo disc brakes.
Setting the Land Speed Record:
One of Can-Am’s successes, that is still held today, is the land speed record for a 125cc 2 stroke bike. This little reported milestone was achieved in the earliest days of Can-Am as a way of stimulating interest and setting Can-Am on the road to producing a notable road bike. Unfortunately beyond achieving the record little else occurred in Can-Am’s road bike ambitions.
The following article is taken from Phil Mickelson, who was instrumental in setting the record. Remembering Bombardier’s pedigree was in snowmobile design, mainly using their Rotax two stroke engines, Can-Am had a ready path to the record:
Phil Mickelson, has a true bachelor’s pad in Duluth, Minnesota. Aside from various self-made, high-tech gadgets throughout his home, he also has a large mural in his entryway featuring Can-Am motorcycles in action in the 1970s. But most impressive is his Wall of Engines, a dividing wall/trophy case between his kitchen and dining room displaying some of his favorite, collectible powerplants.
“When I graduated from college, I had no idea I would become involved in the snowmobile success in my region. The year I graduated from college I got a call from Halvorson industry. I raced motorcycles while I was in high school and college and had quite good Equipment Company in Duluth, Minnesota, a distributor of Ski-Doo snowmobiles. They were expanding their racing team and wanted me to help build racing engines for their team”.
One of these engines was to become instrumental in the Can-Am record:
1. Serial No. 244/732, Rotax, LC Can-Am engine, Prototype engine, 51mm bore, 61mm stroke, 124.5cc, about 32 hp @ 9000 rpm on methanol
At the time of this writing, this engine still holds the modified, 125cc, semi-streamlined class, (APS-AF-125) Bonneville Salt Flats world speed record of 136.537 in 1973. For comparison, a Bonneville-prepared Yamaha, factory prepared, ran 112 to 115 at the same test event that year. The Can-Am record was set in 1973.
The bike was designed and driven by Robert Barker, an engineer with the Can-Am Division of Bombardier, Inc. Barker was a well-known road racer of his time and worked on the design of many of Can-Am’s future chassis designs. Tuning Barker’s bike and assisting at Bonneville were Gary Scott and Mike Cutler. They were well known motorcycle and snowmobile racers and they really knew two-stroke engines.
The engine was the first to come from Rotax with triple exhaust ports and NiCaSil plated bores. The cylinders were in the midst of design for Ski-Doo’s new series of racing engines. This cylinder was first used in a Ski-Doo on the factory race team IFS sleds in model year 1977. The cylinder design also showed up on the 1977 Blizzard X modified sleds, with leaf spring front suspensions, which were used by independent modified class racers.
Gary Robison, the man in charge of Can-Am design, was well connected with Rotax and must have seen the application of the new Ski-Doo racing cylinder on its motorcycle. I believe Rotax modified the molds of the Can-Am crankcases to allow the transfer flow and coolant flow that was required to allow the use of the new snowmobile cylinder design on a Can-Am engine.
A coolant outlet was welded below the front engine mount and a type 254 Ski-Doo cylinder head was cut off near the coolant passage and a plate was welded over it to seal the cooling jacket.
The longest stroke engine built in 1973 for Can-Am was 57.5mm. This engine has a 61mm stroke, which matched up with the Ski-Doo racing engines that this top end was borrowed from. This historic engine has a one-off crankshaft in it.
The engine had no water pump and was thermo-siphon cooled. The backbone of the frame, which was normally the oil tank for Can-Ams, was used as a coolant reservoir. There was no oil injection pump on the engine and the oil was premixed with the fuel.
This engine is certainly one-of-a-kind and has held a Bonneville speed record for 35 years. It is a wonderful example of combined snowmobile and motorcycle technology of its time.
Can Am Sonic 500 Specifications:
Displacement 500 CC
Bore and stroke 89 mm x 79mm
Engine Cooling Air
Spark Plug NGK D8es-L
Carburetor 36mm Mikuni
Transmission: 5-Speed
Steering Rake 29.4 Degrees
Wheelbase: 58.5 inches
Ground Clearance: 11.0 inches
Weight (dry): 278 lbs.
Fuel Tank Capacity: 2.8 Gallons
Forks: 42mm Marazocchi
Fork Travel: 11.8 inches
Shocks: Ohlins Dual Shocks
Shock Travel: 12.9 inches
Front Wheel: 21 inches
Rear Wheel: 18 inches
Brakes Drum/Drum
Cost When New: $2,999
_________________
1-Honda XR650R 2003
2-Can-am Qualifier 400 1980
3-Kawasaki F5 1972
Qualifier 250 et Jawa 90 remisés |
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