japan's motorcycle museums

Visit Japan’s Big Four Motorcycle Museums

The Big Four Museum Tour. Welcome to Japan and our virtual walk around of Japan’s Honda, Yamaha, Suzuki and Kawasaki motorcycle museums.

Honda Motorcycle Museum Japan

Japan’s Motorcycle Museums

Japan’s bike boom in the ‘60s was so loud it nearly wiped out both the British and American motorcycle industries with one punch.

Japanese production skyrocketed. Their rapidly advancing technology, innovative design and affordable price tags continuously obliterated overseas competition until they crumbled, leaving only four manufacturers standing – the Big Four: Honda, Yamaha, Kawasaki and Suzuki.

The two-wheeled titans still dominate today’s markets, selling millions of motorcycles worldwide every year. Japanese bikes are now so intrinsically woven into British motorcycling’s fabric that we forget their roots.

So, we visited each of the Big Four museums for a peek at their humble beginnings, pivotal machines, legendary race bikes and eclectic mix of exotica.

Visiting Japan’s motorcycle museums is like walking around a bank of jewels, these machines are exquisitely preserved slices of history, and here’s the best of the bunch…

Honda Motorcycle Museum Japan

Honda Motorcycle Museum

As the world’s largest motorcycle manufacturer, King Honda takes the Big Four crown and has the most impressive castle (museum). And it’s not just hiding away in some back-alley trading estate either. Honda lovingly built the museum in their Twin Ring Motegi race track facility. Spend a tenner to enter the grounds and you can stroll round the museum for free.

Like a sweet cake, the museum is brimming with layer upon layer of deliciously preserved treats. Walk through the front door and you’re met by the stunning 1959 RC142. It was the first Honda to compete in the Isle of Man TT races, where Naomi Taniguchi took the bike into sixth place, won Silver Replica and helped Honda win the Manufacturers’ Team Award in their first ever race.

Honda Motorcycle Museum Japan

Keep going and it just gets better with specials like Honda’s first auxiliary engine powered bicycle and their first ever motorcycle – the D Type. It’s not all meticulously preserved old-school show pieces though. Head upstairs and you’re met with a prestigious HRC line-up, including rows of Freddie Spencer’s and Wayne Gardner’s bikes, two-stroke GP machinery, a selection of RC212Vs, Dakar racers, off-roaders, Formula 1 race cars (including Sir John Surtees’ car), scooters, tourers, sports cars and even lawnmowers! Hundreds of beautiful motorcycles are shown off under spotlights, all delicately wrapped in gorgeous paint. Honda’s Collection Hall is seriously impressive and a must-do pilgrimage for motorcycle lovers.

Honda Motorcycle Museum Japan

Did you know…

Soichiro Honda built his first bike in 1948 by strapping a modified WWII radio generator engine to a bicycle to help his wife on her long bicycle rides for the weekly shop. He ended up buying a batch of them to sell on and quickly sold out. So, he began developing his own engine instead – the Honda A-Type. Honda bought a small factory and set up shop, calling it Honda Motor Company…

Yamaha Motorcycle Museum

Nippon Gakki (now known as Yamaha Corporation) was originally a musical instrument manufacturer. During WWII, the firm built aircraft propellers and the end of the war had to put its metal work machinery and expertise to use elsewhere, deciding on the motorcycle business in 1955. The YA-1 was the company’s first bike, its director, Genichi Kawakami, created Yamaha Motor Co. as a spin-off and set to work in a small wooden factory with 150 employees.

Yamaha Motorcycle Museum Japan

The YA-1 was immediately entered into and won Japan’s two most prestigious races. Kawakami knew he was onto a winner, cemented Yamaha’s place as a formidable newcomer in the motorcycle scene and pushed Yamaha into the forefront of sports models like the YDS-1 (nicknamed Japan’s first sports model).

Yamaha’s pristine museum is set-up to showcase its sporting lineage. Mint racers line the three floors with a complete timeline of proud YA-1s all the way up to Rossi’s YZR-M1. And to top it off, the pianist on the centre piece Yamaha piano complete with mini orchestra playing Mozart’s Seventh Symphony is a nice touch.

Suzuki Motorcycle Museum

Michio Suzuki started up a loom company in 1909, and like Honda, started building clip-on bicycle engines after the War. And, like Yamaha, was late to the game with its first motorcycle in 1953 – the Diamond Free.  The firm’s museum showcases its beginnings in the looming industry all the way through to its first motorcycle and car manufacturing facilities.

Kawasaki Motorcycle Museum

The Kawasaki Heavy Industries museum is an eye-opener… but not for its bikes. The motorcycle section is tiny compared to what else the firm showcases. While Kawasaki is the oldest of the Big Four, (dating back to 1878) it was the latest to join the motorcycle scene (in1962). The firm has always been rather busy manufacturing a long list of heavy goods, including: planes, trains, industrial robots, spacecraft, submarines, ships, tankers, helicopters, defence equipment, energy plants and so on. Luckily, they managed to find time to squeeze in the original H1, which shot Kawasaki to success… literally.

How to Visit Japans Motorcycle Museums

Honda Collection Hall Stars: 5 Where: Motegi. Click here for the exact location. Entrance fee: £10

Yamaha Communications Plaza Stars: 4 Where: Hamamatsu. Click here for the exact location.  Entrance fee: Free

Suzuki Cultural History Museum Stars: 3 Where: Hamamatsu. Click here for the exact location.  Entrance fee: Free

Kawasaki Good Times World Stars: 2 Where: Kobe. Click here for the exact location. Entrance fee: £5

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2 thoughts on “visit japan’s big four motorcycle museums”.

Thank you for this excellent article on the Big 4 Motorcycle Museums. I will do my best to see as many as I can in a few weeks when I visit Japan.

Hi Martin, Thanks for your comment and I’m really glad to hear you found this article helpful! And that’s brilliant to hear you’re off to Japan – what a beautiful country! My favourite was the Honda museum – so don’t miss that one! Please report back on here with how you got on 🙂 Cheers and all the best, Andy

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YAMAHA FACTORY TOUR – Manufacturing that produces memorable experiences

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MT series, including the MT-09 and MT-07, which became very popular by the torque engine to light the body. New YZF-R1, which swept the racing world while debut year, such as the Suzuka 8-hrs Endurance Race, All Japan Road Race and BSB. Anyway, YAMAHA motorcycles are very powerful and on many people's mind recently.

At that time, I received a invitation "Do you come to the factory tour?" from YAMAHA Motor Co., Ltd.,. The staff of Webike news editorial department went to YAMAHA Co.Ltd., while excitement.

YAMAHA Co.Ltd. manufacture approximately 600 million motorcycle in the world. In which, JAPAN IWATA Factory manufacture approximately 22 million motorcycle. The motorcycle to be produced in JAPAN is mainly a high-performance sports vehicle. In overseas factories, they mainly produce a small engine displacement commuter.

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We were able to visit a building so called BUILDING 7. On that day, they produced multiple of models such as BOLT, TMAX, SR and Off-road competition models such as YZ250 and PW50 in the same factory.

If you notice ""Does YAMAHA factory has many production line that is possible to produce the various models at the same time?"" you're very smart.

In fact, Most of those models are produced at the same production line. Then, when reaching a certain number, it will be switched model to be produced.

It means that the BOLT and TMAX530 are produced in the same production line.

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This production method that produce one after another motorcycle in the flow production in one of the line is called ”line-type”. It would be helpful to you to image such as automobile manufacturing process.

However, If I say a impression of the line-type manufacturing process of Yamaha Motor Co.,Ltd without fear of misunderstanding, there are many workers.

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They assemble a motorcycle with approximately few meters interval side by side towards another person.

I was surprised at all these number of people was engaged to assemble a single motorcycle. That was beyond my expectations, because I expected more automated factories.

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In a line type production line, it switches several line each day. It can produce roughly 6-model (!) on the same day.

Unlike automobile vehicle, each motorcycle has different engine and body depending on the model. There are many kinds of motorcycle that only have small lot production/manufacturer. It is courteously and efficiently done by the large number of skilled personnel who are being mentioned above.

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On the other hand, Some motorcycle that have been manufactured for many years, and the production volume is not so many such as SR and PW50 were produced by method with two person that is called a cell type.

This method is referred as the efficiency for better work in pairs when attaching each part, but there is also another advantage to pass on motorcycle manufacturing technology and educate the newcomer.

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Each motorcycle is built up carefully by an employee of YAMAHA with cell type and line type, and taken complete inspection finally.

Only the person who have special qualifications that are familiar with all of the manufacturing process can be carried out a complete inspection.

They check from the mounting of the exterior and parts, starting the engine, opening the accelerator and changing shift gear.

I saw they checked with all senses such as feel and sound obtained from one of the motorcycle.

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YAMAHA motorcycles are produced carefully one by one, and those are delivered to Japanese and foreign users.

They would be based on sincere attitude to make things by a lot of people who work at the factory. There were many photos of the employee that enjoying the tour by own motorcycle in the factory area.

YAMAHA Motorcycle, which is produced by motorcycle enthusiast seriously.

I am very proud and purely glad that my motorcycle is one of that motorcycle.

The YAMAHA Factory Tour was a splendid experience that let me feel such a enjoyable feeling.

*The photo is provided from YAMAHA Motor Co.,Ltd because taking picture in the YAMAHA Factory is prohibited. *Currently, it does not seem to accept the YAMAHA Factory Tour towards the general.

See YAMAHA Moto Index Page

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A visit to Yamaha Japan

on October 7, 2015

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Warren

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There currently is a late burst of near summer weather. So I went for a ride to visit Yamaha in Shizuoka.

Mostly highway but I detoured a couple of times to try my luck at two highly rated Mt Fuji view locations to break it up. I would not call myself a fanboy of any one brand of car or bike or phone but I do genuinely find some makers producing things I like more than others the last 10 years.

I really wanted the MT-01 when it came out but in Australia it was $21K at the time so I ended up on a Buell followed by a few other bikes when my mate instead went ahead with the MT-01 (negotiating a better deal I might add) and still has it now and can service it at home (pushrods) and says it might be last bike he buys which is high praise from someone who was a hardcore Kawasaki fan.

Anyway I seem to like a lot of what Yamaha have been doing in recent years so I decided to go for a trip to see them. I visited Kawasaki in Kobe some years back when passing by and they had a rather small display but the Yamaha visitor centre or Communication Plaza as it is called is much better.

First up I had to escape the metropolis of greater Tokyo and leaving at 7am not riding inbound I still wound up grid lock in the outer areas but eventually got out to Ebina where I took a break to settle my nerves at a highway service area. Mt Fuji soon came up on my right and was clear however there was no snow at it’s peak at all despite already being October. By the time I got to Shizuoka and my first stop Miho Beach unfortunately haze had taken a strong hold on the horizon and the view was to be frank lousy so I tried a few HDR shots but gave up then rode on to my second destination the Nihondaira Parkway.

yamaha motorcycle factory tour

Lots of bikes, the local racetrack it seems with one persons bike crashed on a curve. There is a cable car to the top of the mountain but I decided with the haze it was not worth it this time. This is photo on the way back down which is 5 exposures merged to try de-haze the scene. (unsuccessfully)

yamaha motorcycle factory tour

The communication plaza has a large number of motorcycles on display, most of Yamaha’s significant models from their beginnings as well as many beautiful and famous race bikes. I will just post a few.

yamaha motorcycle factory tour

There is a lot of bikes, two floors of historic models and a limited number of the current range. Some are setup for you to sit on and try as there is also a R1 simulator. My knees and shoulder were ready to get off the R1 after just a short spell, ha-ha been 20 years since I crunched my body up to fit on a race bike.

Another section for concepts and an off road bike area too with some Dakar stuff. Then there is a small Yamaha marine and engine section. I knew Yamaha had a couple of times in the past contributed to cars from Toyota from when I went to the Toyota museum in Nagoya (which is excellent) but that collaboration seems to have been much bigger going by the number of Toyota/Yamaha car engines here. Just the two cars on display but one just happens to be perhaps my favourite car ever the 2000GT which no doubt would be worth far more than the Lexus LFA sitting next to it (a millon dollars one in USA recently).

A surprise was the on site library, free for guests which was huge and I wish I had allowed more time since it held 1000’s of interesting motorcycle books. Maybe I will go back another time when I have completed Japanese studies and spend the day in there.

yamaha motorcycle factory tour

There is a good cafe and a merchandise shop on site although the prices of the shirts and apparel were a bit high for me. Perhaps I would have enjoyed more audio visual, especially of their racing history, maybe it was there and I missed it. I wish Yamaha (or any of the big four makers) had a ride centre to test ride a bike like how Toyota offers you to test drive any car on private road at their Tokyo display centre. I guess dealers do this sort of thing but I am not aware of such being not able to read the language but I still loved the Toyota centre and think it must go some way to getting people to think well I have tried that model and it worked for me so why gamble with another brand that I was not able to sample.

I sat on a few models and also could examine the true kerb weight of the bikes fully fueled which I wish magazines would publish rather than dry weight which is really meaningless. My FJR fully fuelled and ready to ride is a significant 296kg, no wonder I struggle at times. I guess my skill is lacking as the police here ride these like they are 250cc bikes although for me I still think it is the high COG that I find difficult in U-turns etc. Race type bikes excluded, the true light bike in the current road bike range is the MT07 with a kerb weight of just 186kg. That just happens to also be another of the current bikes I like at the moment. Well to be precise the yard build version Yamaha are calling the XSR700 which was not on display.

yamaha motorcycle factory tour

Basically a Yamaha take on the current shed built scene, it naturally has the same MT-07 270 degree 700cc twin which makes ample power for me on the street and I think it would be a lot of fun to ride in the country roads here however whenever I look at other bikes I am back to my old dilemma. I want the comfort of the FJR with it’s cruise control and electric screen but I also want the nimble smaller bike and more classic looks. For now I keep looking and thinking. Well I really enjoyed visiting Yamaha today, what a great day out.

10 Comments

Wow thanks for sharing that Warren. What a blast that would have been to wander around and look at all those sexy Yammys. I'd like to have a go of the R1 sim…what I don't need to hahahha I already have the real deal. My knees must be in better condition than yours as mine don't hurt after even hours on my bike.

Did they have tours of the factory where they build the stuff? Again excellent post mate.

Dirt bike crashes to blame for my knees. Especially the left which will freeze up if leg is rearwards on peg leaving me unable to change gears. Ah the folly of youth.

No factory tour unfortunately. I stopped at the gate and took a photo of my bike back at it's home but strictly no entry. However it was a nice day out, lots of wonderful bikes, many I had never seen before.

It's a long ride from Tokyo. Would really be better spread over two days and see some more of the area. Or take the bullet train which at 300kph makes it a easy day trip. But then that would have been a Yamaha owner riding a Kawasaki (who make the bullet trains) to visit Yamaha. 🙂

That look alike a great place to spend a few hours and maybe do a little drooling over bikes as well as learn some history.

Although we have two Yahama's in the garage we are not too brand centric also having a Suzuki, Triumph, and then the Kawasaki KZ900 project bike.

Thank for sharing.

That sounds like a nice garage 🙂

this is a great place for bike lover. this is truly a sacred place for bike lover. I like this place and its route.

Awesome post. Thanks for sharing. Love the photos too and I aim to visit there one day.

Thanks, it is worth visiting!

Thanks Warren, Great descriptions and info. I wld love a sim ride. My MT 07 Tracer is great but thinking of upgrading to MT 09. Any sim for 09? Will be in Japan April without bike. Is bullet train return to Tokyo and Yamaha visit doable in 1 day? Thanks mate.

New MT-09 Tracer looks a very impressive bike.

Yes you can get to Hamamatsu and back in a day from Tokyo.

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VIDEO | YAMAHA MOTORCYCLES FACTORY TOUR

Yamaha produces an estimated 600 million motorcycles globally. Join Automotive Garage, renowned for providing insightful video tours of some of the world’s largest factories, as they take you on an exclusive tour of Yamaha’s Japanese plant.

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Yamaha’s high-tech factory utilizes the efforts of engineers and accountants, assembly line workers and welders, safety technicians and team leaders, managers, and techies, all to keep our six facilities running smoothly. Over 4 million vehicles have been produced in Newnan.

Our products are not sold or serviced directly by us. Other Yamaha-affiliated companies support our customers and dealers directly for sales, service, and marketing purposes.

Our team takes a lot of pride in how our products will ultimately be enjoyed. We feel that we make the world a little better, as each vehicle rolls off our assembly line. We’re Yamaha. We make memories. 

yamaha motorcycle factory tour

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Headquarters (Hamamatsu)

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Factory tour

Eeezrider

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Hi all. I'm planning a trip to Japan later in the year and would love to visit the Yamaha factory to see them building our bikes. I did a similar tour with BMW in Berlin and it was a great day. I've had a look over the yamaha-motor site but can't find any information about it. Wondering if anyone on here had taken the tour or knew any info on it. Thanks in advance  

Kevap

I'm 99.9% sure that Yamaha does not do any tours. That's why there is no info about it.  

The plant is in Iwata. What part are Japan are you going to? Also there is a motorcycle district near Yokohama with several dealers, parts and repair shops on the same 2 miles stretch of road. I can't remember what it's called but anyone local should know or just jump in a cab they will get you there. With the weak yen you should be able to get a good deal on Japanese made items, Shoei comes to mind.... Travel safe.  

Skyvo

I know Suzuki do tours in Hamamatsu, which is also in Shizuoka. Never heard of any tours in the Yamaha factory though.  

ussprinceton

I've never been to Japan, but is on my bucket list  

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A Century of Supercharged and Turbocharged Motorcycles

Supercharged and Turbocharged Motorcycles - 2015-Kawasaki-Ninja-H2-engine-supercharger

Contributor Erik Slaven takes us on a ride through a century’s worth of history on supercharged and turbocharged motorcycles, the Wonder Twins of forced induction. –Ed.

As a Kawasaki Z H2 owner, I can assure you that integrated superchargers are no gimmick. My Kawi is by far the fastest bike I’ve owned, and the sportier Ninja H2 is among the fastest street bikes ever produced. The BMW S 1000 RR, Ducati Panigale, and Suzuki Hayabusa show that naturally aspirated motorcycles are still ridiculously fast, but acceleration from the Z H2 feels faster because the engine doesn’t need to be revved out as much.

Kawasaki’s supercharger, which debuted on the H2 R at the 2014 Intermot show, is like an afterburner for the 998cc inline-Four. It helps the engine push out almost 200 hp and over 100 lb-ft of torque on the Z H2, while the Ninja H2 churns out as much as 228 hp and the experts-and-track-ready Ninja H2 R makes upwards of 300 hp.

Related: 2015 Kawasaki Ninja H2 First Look Review

Supercharged and Turbocharged Motorcycles - 2015-Kawasaki-Ninja-H2-profile-right

Kawasaki reignited interest in superchargers, but the technology has been used on motorcycles for nearly a century. BMW was an early pioneer in the late 1920s, and other manufacturers followed suit prior to World War II. When motorcycle racing resumed in Europe in 1946, the Fédération Internationale de Motocyclisme (FIM) banned superchargers to reduce injuries and deaths, putting forced induction on the backburner until the late 1970s. Imagine going over 150mph with a supercharged engine on a prewar chassis and tires. Yikes.

The Golden Age of Supercharged Motorcycles

Supercharged and Turbocharged Motorcycles - BMW WR 750

Born from racing, supercharged European motorcycles were the genesis for the evolution of high-performance bikes. American brands like Harley-Davidson and Indian were winning races at home with naturally aspirated engines. BMW started producing motorcycles in 1923, and by the end of the decade, it had developed the WR 750. Powered by a supercharged 4-stroke OHV 750cc boxer Twin, the WR 750 earned BMW a land-speed record at over 134 mph with German racing champion Ernst Henne at the controls.

Related: Riding the Motorcycle Century

Supercharged and Turbocharged Motorcycles - BMW Type 255 - Source Wikipedia

The WR 750 was impressive but couldn’t overcome English dominance at the time, so the BMW Type 255 Kompressor was the next step. In 1939, Georg Meier won the Senior Tourist Trophy race at the Isle of Man on the Type 255, marking the first time a non-English rider had won since 1907. Using a Swiss-made Zoller supercharger, BMW’s 500cc Boxer produced around 60 hp and averaged 89 mph at the race. Meier won the Belgian motorcycle Grand Prix in 1939 as well, becoming the first rider to exceed 100 mph on a lap. The Type 255 was a bona fide superbike for BMW and demonstrated the significant performance advantages of forced induction.

Supercharged and Turbocharged Motorcycles - BMW Type 255 - Source Wikipedia

Pre-War Grand Prix

Motorcycle racing was all the rage in the 1930s, and superchargers were common for most European teams. The notable holdout was Norton, which held steady with tried-and-true naturally aspirated Singles. British manufacturer AJS developed a supercharged V-4 monster with a high top speed, but it proved unreliable and either overheated or simply broke down during races. It finally won a race in Belgium in 1946, just before the supercharger ban went into effect.

Supercharged and Turbocharged Motorcycles - AJS V4 - Source Wikipedia

Luxury British manufacturer Brough Superior developed some of the fastest supercharged bikes of the era. In 1937, Eric Fernihough set a record of 169.79 mph with a supercharged 1,000cc J.A.P. engine in his Brough Superior. Pure insanity at the time, and he was killed the following year chasing another record. 

Supercharged and Turbocharged Motorcycles - Eric Fernihough on Brough Superior JAP100 - Source Brough Superior

Today, naturally aspirated bikes can exceed 200 hp and still meet Euro 5 emissions standards, which is an incredible testament to how far design and technology have come. Forced induction might seem like overkill, but nothing exceeds like excess. So, what’s the difference between a supercharger and turbo, anyway?  

Supercharger

A supercharger is mechanical device that forces more air into the engine to produce more power for a given displacement. In a car, a supercharger is often driven by a belt that wraps around a pulley between the drive and compressor gears. In a modern motorcycle like the Kawasaki H2s, a system of gears connected to the flywheel drives the impeller, which is a metal fan used to compress the intake gas. The impeller must spin much faster than the engine to effectively compress the air. Kawasaki’s supercharger uses planetary gears to spin the impeller up to 130,000 rpm and develops up to 20.5 psi boost pressure.

Turbocharger

Whereas a supercharger is driven by the engine, a turbocharger is powered by the flow of exhaust gases. Wind powered, if you will. The exhaust spins an impeller in the turbo housing, which is connected to a second impeller in the compressor housing that forces additional air into the engine. It can take a moment for the exhaust to get the impeller spinning fast, which creates turbo lag. Superchargers, on the other hand, are always “there,” as the engine is continuously powering them. Turbochargers are relatively lag-free today, but it does persist to varying degrees.

The Golden Age of Turbocharged Motorcycles

1978 kawasaki z1r-tc.

Supercharged and Turbocharged Motorcycles - 1978 Kawasaki Z1R-TC

Unlike the pre-war era fixation on superchargers, the next wave of two-wheeled forced induction was all about turbos, starting in the late 1970s. The Kawasaki Z1R-TC was the first production turbo motorcycle, kicking off what turned out to be a short-lived craze. It had a 1,000cc inline-Four that was a factory authorized conversion of the standard Z1R bikes. A Rajay turbocharger pushed the Z1R-TC to 130 hp (from 94 hp), which was quite a powerhouse in the late ’70s and extreme enough that buyers had to relinquish the factory warranty. It was a bold decision by Kawasaki at the time. Only 250 were built, as they were expensive and complex, but it got the Japanese industry scrambling.

Related: Kawasaki KZ1000 Z1-R TC (Turbocharged): 1978-1979

1982 Honda CX500T

Supercharged and Turbocharged Motorcycles - 1982 Honda CX500T

Unlike the Z1R-TC, Honda’s first turbocharged bike was born in the factory, and many consider it the first proper factory turbo. I personally give that accomplishment to Kawasaki, but that’s a battle for another day. The water cooled CX500T had an angled, horizontal V-twin inspired by Moto Guzzi and an early fuel injection system, boosted to 80hp by the turbo. Unfortunately, the bike was plagued with turbo lag, so Honda upgraded to a 650cc variant the following year with the CX650. The increased displacement and modified (and lowered) boost brought the new bike to 100 hp, but turbo lag persisted and the price was just too high. These were short lived and disappeared at the end of 1983.

1982 Yamaha XJ650 Turbo

Supercharged and Turbocharged Motorcycles - 1984 Yamaha XJ650 Turbo

Yamaha released its own turbo soon after Honda, the 90-hp XJ650 Turbo. It was a heavier touring bike in lieu of something more performance oriented. It also wasn’t a ground-up design but rather based on the older XJ650 Seca with a mediocre chassis, drum brakes, and shaft drive, along with outdated Mikuni carburetors. A choppy throttle, bad turbo lag, and lackluster acceleration killed production after two years. Maintenance issues were also bad, as ambition seemed to exceed what was feasible at the time.

Related: Retrospective: Yamaha XJ650RJ Seca 650: 1982

1983 Suzuki XN85

Supercharged and Turbocharged Motorcycles 1983 Suzuki XN85

Suzuki’s first turbocharged motorcycle, the XN85 of 1983, was an impressive effort. Like Honda, it was fuel injected, but only oil cooled and pushed out 85 hp. Turbo lag was less than the others, and the chassis was built specifically for the increased power. Like all early turbos, it was complex and expensive to produce, leading to limited production numbers. It did, however, survive for five years, making it the most successful model.

Related: Retrospective: 1983 Suzuki XN85 Turbo

1984 Kawasaki GPz750 Turbo

Supercharged and Turbocharged Motorcycles 1984 Kawasaki GPz750 Turbo

Six year after the Z1R-TC, Kawasaki introduced the GPz750 Turbo, aka the ZX750-E Turbo. Unlike earlier Japanese efforts that were abandoned at this point, the GPz750 was the real deal. A proper sportbike design held the 738cc inline-Four, which produced 112 hp and was good for 10.71 seconds in the quarter mile. The existing GPz750 engine was heavily modified, and the turbocharged result was the first middleweight that outperformed early ’80s liter bikes. Kawasaki’s GPz1100 sportbike trailed behind the much smaller GPz750 by 3 hp, proving that turbos were serious contenders and not mere novelties. Style, performance, and reliability made this the first truly marketable turbocharged motorcycle and overshadowed all prior efforts. Alas, it was produced for only two years.

Related: Retrospective: 1984-1985 Kawasaki ZX750-E Turbo

Why Did Turbos Fizzle Out?

In less than 10 years, the turbo craze spread like wildfire among the Big Four Japanese manufacturers and burned itself out. The idea was simple and appealing – use forced induction to extract more power out of middleweight engines. But the reality overpromised and underdelivered. Turbochargers proved to be too complex and expensive, and the payoff wasn’t big enough to make them a viable alternative to larger naturally aspirated engines – at least not at the time.

Let’s Get Boosted!

Supercharged and Turbocharged Motorcycles - Trask Turbo on Harley-Davidson Road Glide - Source Trask Performance

After Japanese manufacturers abandoned turbos, adrenaline junkies continued bolting aftermarket ones to their natural breathers. One of the big names in the business is Trask Performance, which produces turbocharged kits for Harleys that can squeeze 300 hp out of big V-Twins. In my mind, such turbo kits make the most sense on 1,200cc Evo Sportsters that are relatively light and nimble, and the result can more than double the stock power and deliver 120 hp at the rear wheel.

Related: Evo Sportster | End of an Era

Supercharged and Turbocharged Motorcycles - Trask turbo on Evo Sportster - Source Trask Performance

Trask isn’t the only company with turbo kits, and versions are available that can be installed on a wide range of motorcycle types and models. Extreme Creations, RCC, Cobalt, and others offer turbochargers that deliver aircraft carrier catapult-caliber launches. You can also buy supercharger kits from companies like Rotrex, ProCharger, and TTS Performance. And if you’re curious, the answer is yes – installing any of them will void your factory warranty.

Turbocharged Suzuki Hayabusa

We can’t review the history of forced induction on motorcycles and overlook a bona fide legend. In 1999, Suzuki introduced the GSX1300R Hayabusa, which won the short-lived top-speed wars of the late ’90s. In stock form, the first-gen 173-hp Hayabusa nearly broke the elusive 200 mph barrier. The second-gen ’Busa got bumped up to 1,340cc and 194 hp, but by then, the OEMs had agreed to impose an electronically limited top speed of 186 mph (300 kph) on its production motorcycles.

Related: 2022 Suzuki Hayabusa | Road Test Review

Supercharged and Turbocharged Motorcycles - Bill Warner Turbo Suzuki Hayabusa

But with some electronic sleight of hand – and a big ol’ turbo – the Hayabusa’s true potential could be unleashed. In 2011, Bill Warner set a motorcycle land-speed record of 311 mph on a streamlined and turbocharged ‘Busa. Add nitrous to the mix, and things just get insane. In 2018, a 1,000-hp ’Busa hit 258.54 mph within 1 mile from a standing start at a Straightliners top-speed event in Yorkshire, U.K.

Kawasaki Ninja H2

In 2014, we came full circle when Kawasaki introduced the Ninja H2, a factory supercharged sportbike. Over 75 years after superchargers disappeared from European racebikes, Kawasaki resurrected the concept with the most successful lineup of forced-induction motorcycles in modern history. The name comes from Kawasaki’s ’70s-era H2 models powered by 750cc 2-stroke Triples. The 1972 Kawasaki H2 Mach IV, the fastest bike of its day, was known as “the widow maker,” as the chassis and overall design weren’t suited for so much power.

Supercharged and Turbocharged Motorcycles - 1972 Kawasaki H2 Mach IV

The 2014 Ninja H2 has a 998cc inline-Four with a centrifugal supercharger developed entirely in-house at Kawasaki. The manufacturer had intended to outsource the supercharger, but those plans ultimately called for a bulky intercooler, so Kawasaki brought it under its own roof. The result was an independent and compact unit that boosts a growing H2 portfolio with four bikes in the current lineup: Ninja H2, Ninja H2 R, Ninja H2 SX, and Z H2.

Supercharged and Turbocharged Motorcycles 2015 Kawasaki Ninja H2

The Ninja H2 and up-spec Ninja H2 Carbon produce a claimed 228 hp and 105 lb-ft of torque, while the track-only H2 R raises the bar considerably with 326 hp and 122 lb-ft of torque. The H2 R is currently the fastest production motorcycle of all time, but it is not street legal. The standard Ninja H2 is heavier than many sportbikes (around 525 lb wet) and won’t handle a track as well as purpose-built machines, but the intensity of acceleration and still competent performance make it one the craziest rides you can buy. With a starting price of $31,500, it’s definitely spendy, but it’s a relative bargain compared to the $56,000 H2 R.

Supercharged and Turbocharged Motorcycles - Erik Slaven Kawasaki Z H2

The Ninja H2 SX and Z H2 represent the second-generation of H2 engines, tuned for more real-world conditions with 197 hp and 101 lb-ft of torque. The H2 SX is a sport-touring sportbike with a wet weight over 600 lb, but it still accelerates like a rabid cheetah without having to rev it out.

Related: 2018 Kawasaki Ninja H2 SX SE | Road Test Review

Introduced for 2020, the Z H2 naked bike is the newest model in the H2 lineup, and it’s also the most affordable at $18,500, providing the magic of Kawasaki’s supercharger at a more reasonable price undercutting. It’s not a serious track performer, but it’s not meant to be. It’s a streetbike though and through, and it’s about as fun as it gets with an upright position offering all-day comfort. The up-spec Z H2 SE ($21,700) is equipped with Kawasaki’s Electronic Control Suspension (KECS) and upgraded Brembo calipers, but the core experience is there with the standard model.

Practical Insanity

It’s a bit strange calling a supercharged motorcycle practical, but the Z H2 proves that forced induction can be both affordable and reliable. It certainly qualifies as an everyday bike and is genuinely easy to live with, unlike some high-strung competitors. I don’t know what sorcery went into the supercharger’s design, but Kawasaki nailed it, and a distinctive chirp at deceleration reminds you that you’re riding something special. Supposedly it’s caused by the impeller breaking the sound barrier. We’d like to see a return to the ’80s-era concept of adding forced induction to a middleweight. How cool would it be to see a supercharged version of the Z650, Ninja ZX-6R, or the new Ninja ZX-4RR ? Sometimes it’s good when history repeats itself.

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Wow! I knew nothing of these supercharged and turbocharged bikes. I’m just getting into bikes now and I can’t imagine that kind of speed on the road. Excellent article! You’ve opened my eyes to a whole new world.

Thanks Matt!

Brough was a British manufacturer. It is definitely NOT French.

You are correct. We apologize for the mistake and have fixed the text.

Yes, it was British and is now French with the revival. Thanks for correcting that!

A turbo Seca had about 3lbs boost from the factory. With a modified waste gate you could 9 lbs of boost. I raced one from a standing start with my Suzuki 1000 Katana. I had him until around 100 mph, when at that point he went past me like I was standing still. With 9lbs of boost, a whole can of octane boost had to be used. Yamaha paid for the first set of piston, but no more.

A bit more research should have been done for this article.

First, why would you consider the Z1R-TC the first proper factory turbo when the turbo wasn’t installed at the factory? They didn’t even come with a factory warranty.

Referring to Honda’s FI setup simply as “early fuel injection systems” seems to be a bit of an insult. That Denso system was more high tech than anything you’d find on a car at the time (or within the following decade). Three maps, self diagnostics with error code reporting, limp home modes, over-boost protection, etc. The 500T, with it’s sharp 19 psi of boost has dangerous turbo lag; however, it did not persist with the 650T. If you removed the turbo badges and boost meter, you’d never know it had a turbo hidden under the fairing. The most well known downfall with the Honda CXTs wasn’t even mentioned…stator replacement at 15,000 mile intervals, which requires engine removal and splitting the cases.

“the 90-hp XJ650 Turbo” Not quite. It only had 7 PSI of boost and Yamaha had to introduce a Power-Up Kit for an increase so it could try and compete with the CX500T. If you want to get into the 90+ HP range, you need to disconnect the wastegate, which usually isn’t a good idea.

The XN85 survived for 5 years and was the most successful model? No, it’s a 1983 model and the rarest of all factory turbo bikes with only 1153 produced.

I considered the Z1R-TC the first “factory” turbo as it was a factory authorized conversion, not a dealership add on. I also made the comparison and argument with the Honda.

The “early fuel injection” comment was simply referring to the fact that it was relatively early for bikes to have fuel injection, not that it was “primitive.” The upgraded 650 also had persistent turbo lag, but was much improved. As far as the stator replacement, I kept these a bit general as I tried to keep the article at a readable length.

The XJ650 was listed by the factory at 90hp (technically 87.4 on average). Of course, at the crank.

The XN85 was limited as all turbo models back in the day. Production ran from 1983 to 1985. I referred to it as being the “most successful” as it was technically on the market globally a couple of years after production stopped. In the US, it was less successful with only 300 units from the first batch, replaced by the GS750ES. Calling it the “most successful” model was a stretch in hindsight.

Thanks for going through the article and I appreciate the feedback!

Turbo/Supercharged engines will always be more complex and expensive in the motorcycle world. Along with more HP they produce more heat which needs to be dealt with. I doubt we’ll ever see a bike with forced induction that Is affordable before EV bikes take over.

The ZH2 is definitely competitive in price and the centrifugal supercharger is impressive with heat management. I can see this potentially trickling down to some middleweight bikes without sticker shock.

Motorcycles already make more than enough power without resorting to forced induction. Turbo/Supercharging is really a gimmick in the motorcycle world and most riders steer clear of these bikes.

I disagree with you on this one. Yes, many aftermarket turbos, etc. are ill-advised, but Kawasaki really nailed this latest generation of superchargers. Compact, no intercooler and torque at the low end that no comparable bike can match. You do have a point that naturally aspirated liter bikes, etc. are fast enough – they definitely are. As a ZH2 owner, however, it’s no gimmick. Perhaps unnecessary, but a whole lot of fun.

You should have included the A&A Performance Supercharged 98VFR800 in the aftermarket group. The last dyno run on mine was 176hp @10,500rpm,10psi. I put one of these in my 98VFR 10 years ago, 30k miles on it so far, no problems. Fits right behind the right fairing, can’t even tell it’s in there. Had to replace the stock fuel injectors with ones from CBR1100xx to keep up with the boost at the top RPM. Rides like a normal VFR till the throttle is twisted.

Very cool Dave! I couldn’t include everything, but your bike sounds killer.

Agree with the conclusion on using superchargers for smaller displacement All my cars are turbos. My F150 3.5V6 twin-turbo absolutely blows away a 6.2 liter V8 Raptor in the low-end. Turbo produce an incredible amount of low end torque at low rpms. Would love to see what a 500 supercharger could attain today.

Agreed. Imagine a ZX-6R with a supercharger.

I rode my 84 Gpz750 Turbo this week. It plays well with modern bikes although the wheelbase is a bit long. I have owned it for over 30 years and it has been stone reliable. No replacement parts other than regular maintenance although I did need to clean and dielectric grease the wiring connecters so it would run in the rain.

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' class=

Next, as most of the posts on the forum about motorcycle factory tours are years old, I’m wondering if someone can offer more recent advice about their factory visits. Which factories are doing tours for individuals. How much notice needs to be given, what would you recommend. Any help or advice is welcomed.

' class=

Check with Yamaha in Iwata, Shizuoka if your husband is interested in motorcycles.

Which one is he riding? Is it Honda, not Yamaha?

The trip would be at the end of 2023. He has a Honda and a Kawasaki.

The factory tours are not carried out now because of the COVID, but you need to hire an interpretor.

https://global.honda/about/group/kumamoto.html

yamaha motorcycle factory tour

Honda assembles motorbikes in Ozu. Phone reservation is normally a must. It's not been open currently.

Kawasaki's Akashi factory tour is open only to Kawasaki Rider's Club Kaze members.

Ozu is the place name in Kumamoto.

https://www.khi.co.jp/kawasakiworld/english/

Honda's Ozu factory is 30 - 40 mins drive from the city centre of Kumamoto. I don't think it's difficult to locate it from R 57, but self drive is a must there.

This topic has been closed to new posts due to inactivity.

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Yamaha releases Final Edition snowmobiles for 2025

After the announcement last June that Yamaha was pulling out of the snowmobile market , the company has released its Final Edition sleds.

Yamaha Motors Canada took to YouTube to announce the 2025 Final Edition snowmobiles, which include four Limited Edition (LE) sleds, such as the Sidewinder LTX and the legendary SRX.

Delany Brogan, snowmobile marketing associate, and Steve Duffy, snowmobile market specialist, introduced the final models for Yamaha Canada in the video above. Brogan notes in the video that Duffy has decades of technical experience and has spent a lot of time on sleds.

“To be honest, I’m way more comfortable turning a wrench or hitting the throttle than standing in front of the camera, but I’m excited to walk you through Yamaha’s final mode year lineup with Delaney,” Duffy comments.

yamaha motorcycle factory tour

“We’re feeling a little nostalgic and suspect you might be too, so this season, we want to share all those stories and memories with our Yamaha fans,” says Brogan.

Brogan says it may be the last Yamaha snowmobile product launch, but notes that Yamaha dealerships are ready to provide parts, service, and support for years to come.

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  1. Yamaha Motorcycles Production

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    We have well-maintained and dependable facilities with a proven track record for creating high-quality parts. We also have a full array of machinery and the versatility to perform a wide variety of manufacturing methods. Hamakita Factory. Mold dimension inspection. Die-casting line. Gravity casting line. Gravity casting. Mold dimension inspection.

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    Find out which Yamaha is right for you. Find A Local Dealer Today, View Inventory, Get Prices & More. Models: R7, MT-07, Tenere 700, MT-03, YZ250F.

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    Snowmobiles SL350 (1968) Developed to use Yamaha's small-engine expertise after motorcycles and outboard motors. *Please visit "Communication Plaza" site for more detail. Do you offer tours at Yamaha Motor's facilities? We currently do not offer any factory tours for the public. However, our ...

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  21. Motorcycle Factory Tours

    Motorcycle Factory Tours. 2 years ago. Save. I'm trying to plan a special birthday present for my husband who is an avid motorcycle fan. His dream is to visit Japan and see motorcycle factories. As the party consists of 2 adults and 2 children, I had thought of flying to Tokyo and basing ourselves there while my husband can travel alone to ...

  22. Motorcycle factory tours?

    Honda,Hamamatsu factory in Shizuoka. 9:30-11:00 13:30-16:00. From Monday to Friday tel 053-499-2111. You have to make a resevation 2month (at least one week) before you visit. I think Yamaha,Kawasaki has factory tours. Why don't you check their homepage and e-mail them in english if you can't speak japanese.They will do something to you.

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  24. Yamaha releases Final Edition snowmobiles for 2025

    The Staff March 13, 2024. After the announcement last June that Yamaha was pulling out of the snowmobile market, the company has released its Final Edition sleds. Yamaha Motors Canada took to YouTube to announce the 2025 Final Edition snowmobiles, which include four Limited Edition (LE) sleds, such as the Sidewinder LTX and the legendary SRX.