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TOP 5 weirdest scooters

25 mayo, 2021
harley davidson topper scooter 1 jpg

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Ducati cruiser

In the 1950s, Ducati entered the scooter market with a technically innovative project: the Ducati Cruiser.

His First apparition it was in the Milan Salon in January 1952. The Cruiser had many new features: it was eThe first Italian four-stroke scooter, the first scooter in Italy with a automatic transmission and the first scooter produced by Ducati.

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The Cruiser was originally designed to have 12 hp but the engine then dropped to 7.5 hp due to a government regulation that limited the speed limit of scooters to 50 km / h.

This model was the response of Ducati to the increasing invasion of scooters in the market. The Cruiser was a stylish luxury scooter, higher than the standards of the time and intended for a medium or high part of the market.

The Italian firm spared no expense at the time of its development: Giovanni fiorio was responsible for engine development and styling was designed in cooperation with Ghia, a company famous for designing luxury cars.

Its result was unmistakable. Without a reputation in the scooter market, the Cruiser could not compete with already successful models such as Vespa or Lambretta. After only 2 years and approximately one thousand Cruisers manufactured, production stopped.

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Manurhin scooter

This nice piece is a version of the scooter DKW Hobby built under license by Manurhin, a French arms manufacturer.

The company began building the Hobby in 1956 with the name of Manurhin MR75, known as Concord in the UK. Manurhin scooter models are apparently among the first motorcycles to have used powder coated painting techniques.

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When DKW ceased production of the Hobby, Manurhin continued with his version, which in 1957 it ranked third in the European scooter sales list behind the Lambretta and Vespa.

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OSA – Polish Scooters

In 1952, in the construction office of WFM (Warsaw Motorcycle Factory), a small division was created to design a simple two-seat scooter, based on motorcycle parts already in production at that time.

In 1955-1956 three prototypes were tested: Żuk (“The beetle”), Bąk (“The bumblebee”) and Osa (“The wasp”). Its main creators were: Krzysztof Brun, Jerzy Jankowski and Tadeusz Mathia. The power unit they had chosen was the S-06 engine, mounted at a different angle than the motorcycle (the cylinder was in a horizontal position).

The best of the three prototypes was Osa, and this design was the one chosen to be developed. After some changes – for example, the hand starter motor was replaced by a kick starter motor – the first test series of scooters was conducted in February 1959.

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Mass production of the M-50 model began in May. Osa was a comfortable scooter due to its good design and large 14 ”diameter wheels. It sold very well, although it was quite expensive. Some users complained about the length of the seat, saying it was a bit short for two people. There were also complaints about the size of the fuel tank.

Others found it confusing to have the brake on the left side and the gearshift lever on the right side. Still, Osa was the only Polish scooter at the time and it gained popularity with the public.

Also had success in competition. In 1959, WFM rider Mirosław Malec placed seventh in the Tatra International Rally, riding an Osa scooter very similar to the production units.

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In the next two years, Osa scooters with 175 cc engines they participated in numerous international events. They had built a good reputation and soon Polish scooters began to be exported.

On 1962 a new model was introduced, the M-52 it had a bigger engine. Osa production ended in 1965, when the WFM factory merged with another company and its scooter division was closed. From 1959 to 1965 about 25,000 units were manufactured of Osa scooter between the M-50 and the M-52.

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Durkopp Diana

At the fair IFMA 1953 held in Frankfurt the new scooter was presented Durkopp Diana. This new model was expected to become a bestseller for Dürkopp. The interest of the attendees was enormous, benefited by the name Dürkopp.

Dürkopp had chosen a good-sounding name: “Diana,” which means the goddess of the hunt. The name was synonymous with power and beauty and without a doubt the Diana was a german scooter with a touch of Italian design. Dürkopp recognized that scooter design was one of the most important purchasing decisions a customer made. But not only was the design remarkable, the Diana offered many interesting technical features.

durkopp 1959 diana hnh

The name Diana not only spoke about the strength and elegance of this scooter, but also in its design and unmistakable style. The “lady” began serial production in 1954. Building your chassis it was really amazing. Consisted of three parts: the front section -formed by stretched sheet metal with welded pressed components, the lower section -which supported the engine, the exhaust pipe and the simple rear swingarm, and the upper section of double tubular construction – in which the seats, the tank and the luggage rack were fixed.

The lower section was joined with three rubber buffers in the front section. In this way, the vibrations from the lower section with the engine were not transferred to the rest of the scooter or the rider, a really clever design feature.

This feature was even patented. The Diana had other nice design features too. The kickstarter also had another feature, which doubled as a quick-change neutral selector. A kick on the kickstarter shifted from gear to neutral, a great feature in city traffic.

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Shifting gears was easily accomplished with a single short-travel pedal. The engine side panels were easily removed in seconds, thanks to convenient bayonet-style release handles. The capacity of the fuel tank was 12 liters, an amount that is still respectable today and offered a autonomy of about 300 km. Another feature that appeared was the electric start, a breakthrough of the time.

In 1959, the Diana Standard was replaced by the Diana TS (with a 175 cc 10.8 hp engine) and the Diana Sport (with a 198 cc 12 hp engine). The two single rubber seats were also replaced by a single double bench seat.

The TS featured a new bodywork with the headlight moving from the earpiece to the front section of the horncast. But because other products and components were being manufactured then, scooter production became limited, since it was not essential for Dürkopp to make a profit by selling the Diana and was content to satisfy the demand.

After producing the 888 TS scooters, all motorcycle and scooter production ended in 1961. The reason for the cessation was to favor the production of industrial sewing machines and bearings. A shame

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