The bike world was within the midst of an arms race within the early Seventies. Efficiency was king, and producers have been locked in a battle to construct the quickest, most exhilarating machines for petrol-crazed riders. Honda had simply dropped the CB750, a easy, subtle four-cylinder revolution that introduced superbike energy to the lots. Yamaha was refining its two-stroke RD collection and Suzuki had its triple-cylinder weapon within the type of the GT750—AKA the ‘Water Buffalo.’
Kawasaki wasn’t as focused on refinement. Beat to the punch on the four-cylinder, Kawasaki guess all the pieces on two-stroke efficiency and got down to construct the quickest bike the world had ever seen—one thing that would depart the competitors coughing in a haze of blue smoke. The top of this effort was the 1972 Kawasaki H2 Mach IV, a 750 cc, three-cylinder two-stroke that redefined what pace meant on two wheels and completely altered the course of the superbike phase. This was a bike with a single-minded mission: to be the quickest factor on the road. And it was.
A Larger, Badder Triple Kawasaki had already made waves with the smaller H1 Mach III, a 500 cc two-stroke triple that produced 60 hp and would click on off 13-second quarter-mile occasions. However by 1972, the top-speed wars have been in full swing, and the engineers in Akashi noticed a possibility to up the ante. With classes discovered from the H1, an all-new three-cylinder engine was forged displacing 748 cc. Sheer dimension boosted the H2’s output and allowed for extra conservative port timing, taming the H1’s tendency to elevate the entrance wheel at each alternative—no less than in concept.
The consequence was a screaming, air-cooled, two-stroke triple that churned out a staggering 74 horsepower at 6,800 rpm. That may not sound like a lot in the present day, however in 1972, it was sufficient to humble absolutely anything on the highway. The H2’s prime pace was over 120 mph, and its power-to-weight ratio was the ultimate. In a match of pure acceleration, it outgunned the Honda CB750, Suzuki GT750 and even many up to date muscle vehicles.
However the H2 wasn’t simply quick—it was violent. Regardless of Kawasaki’s finest efforts within the porting division, the Mach IV’s engine was nonetheless a lightweight swap in each sense. Beneath 4,000 rpm, it was comparatively tame, however as soon as the tach needle swung previous that mark, the bike surged ahead prefer it had been rear-ended by a pickup. The entrance wheel clawed on the sky and the sound was unmistakable—a shrieking, high-pitched wail that signaled impending bother for the unprepared.
A Lethal Repute Any dialogue of the H2 Mach IV is libel to debate the inadequacies of Kawasaki’s chassis, however these critiques come from the privilege of evolving requirements. The Mach IV’s dealing with was thought-about enough in its day, and the brakes (rear drum, commonplace entrance disc, non-compulsory second disc) have been mentioned to be a good match for its energy.
Whereas historical past smacked the H2 with a nasty wrap within the dealing with division, the shortcomings of ’70s bike design have been on full show with the H2’s rev-happy triple. The mix of a brief wheelbase, flex-prone body, and sudden energy supply made for hair-raising moments at pace. A poorly timed throttle roll-on mid-corner might ship the rear tire spinning, whereas laborious braking would overwhelm the entrance forks. Many riders—particularly these transitioning from extra docile four-strokes—discovered themselves within the weeds earlier than they knew what hit them—cementing the Mach IV’s status as ‘The Widowmaker.’
A Superbike to Finish All Superbikes When the mud settled in 1972, Kawasaki had achieved their aim. The Mach IV had a fearsome status on the road and Tony Nicosia’s 11.95 seconds quarter mile at Fremont Dragstrip established it because the world’s quickest superbike. Kawasaki was king, however the slim scope of the H2’s mission led to the last word case of ‘watch out what you would like for.’
For all its unbridled energy, the press lamented the bike’s dealing with, gasoline financial system, aggressive porting and rattly nature—in impact, asking the H2 to be one thing it wasn’t meant to be. Kawasaki refined what they may over the subsequent couple years by lengthening the swingarm, remodeling the exhaust and altering the port timing to enhance MPGs. Refined enhancements for the value of some ponies, and regardless that the ’73 to ’75 fashions have been higher bikes, they didn’t have the identical luster as in 1972.
It appeared that the lots had spoken. Emissions rules have been tightening, and the market was shifting towards four-stroke refinement. Kawasaki changed the H2 with the Z1, a 900 cc four-stroke inline-four that carried on the corporate’s obsession with pace however with extra sophistication.
“The Mach IV made us flip towards a extra balanced type of efficiency and thus assured the way forward for machines just like the exquisitely contrived Kawasaki Z1. However in doing that we might have moved the place the large two-stroke triple can’t observe, the last word performer in a world the place individuals now not worship simply efficiency.” —Cycle Journal 1974
Public sale Madness Regardless of its brief manufacturing run, Kawasaki produced a staggering 47,000 H2 Mach IVs, making certain it should by no means be a uncommon bike within the conventional sense. And but, individuals pay out the nostril for them. Common examples of the Mach IV promote for $20,000 to $25,000 on web public sale platforms, however that’s nothing in comparison with the large public sale homes. There, you’re speaking $30,000 and up for the cream of the crop, and the perfect examples from 1972 can catch north of $50,000. Maybe the H2’s ultimate snort at its rivals is when the hammer drops.
It appears that evidently each formidable collector wants an instance of the coveted Widowmaker of their assortment, and so they’ll have 16 possibilities at Mecum’s Las Vegas Motorbike sale this weekend. Almost each variant is accessible, and over half of them are fascinating first-year examples.
That’s definitely the place the cash’s at, however each considered one of these bikes stands an opportunity at fetching over $30,000 and selecting the perfect one is futile from behind a pc display. LOT S221 is pictured by nearly all of this text, and it may very well be the choose of the litter—a fascinating first-year mannequin completed in orange with the non-compulsory twin entrance discs. For my cash, I’m letting the large bidders battle for the blue ’72s and wheelieing off into the sundown on this Sweet Purple ’75—as quickly as my lottery winnings deposit.
Supply: Mecum
