American Eagle
AMERICAN EAGLE
CYCLE WORLD ROAD TEST
WHEN AN overseas manufacturer builds a new large displacement motorcycle, intended to appeal directly to the American market, what is the result? In the case of Italy's Laverda company, the end product is the American Eagle, a twin-cylinder four-stroke with electric starter, produced in 650and 750-cc versions. Clearly, the concept of the American rider's dream bike involves a mas sively built, technically advanced tourer that places quality of construction before lightness and agility. In this respect, the American Eagles are a reflection of a growing band of enthusiasts in the U.S. who desire these characteristics above all else. The range of machines available to this expanding group of riders also is increasing. The American Eagle lines up beside motorcycles of similar concept from its own country, from Germany, from Japan, and possibly, from the United States itself.
The test machine was a 750, the first Eagle/Laverda to enter the U.S. However, the Eagles have undergone an extensive period of development. Thus production versions include various major and minor changes from earlier bikes. Also, the factory chief has made a first-hand assessment of the American market, from a tour he made throughout the country last year. McCormack International, a motorcycle importing and distributing company, based in Santa Ana, Calif., conducts U.S. sales operations, and must take a great deal of the credit for the final version of the Eagle. The Laverda was at first to be made only as a 650, but the 750 is produced solely for America, after McCormack International had requested this move. The McCormack group also obtained other modifications for the express benefit of U.S. riders.
Dominating the Eagle is its engine—as impeccably handsome in appearance as a Wall Street financier. But wait...isn't it familiar? Surely that tasteful tilt forward, that close-packed cylinder finning, the graceful arch of the exhaust pipes, have been seen before. In a sense they have, because the Eagle engine bears a remarkable similarity to medium displacement overhead cam engines produced by a certain Japanese factory. The similarity between the two engines lies in appearance and in basic configuration.
Despite this uncanny likeness to another powerplant, the Eagle is sufficiently well made to stand on its own merits. It is a sohc parallel Twin, with 360-degree crankshaft layout, so that the pistons move up and down in unison, rather than on a one-up, one-down, frequency.
A series of ball and roller bearings support the crankshaft, which is massive in appearance. Connecting rod big ends turn on double-row caged roller bearings, and ball and roller bearings also are used throughout the in-unit gearbox. Steel, I-section connecting rods carry three-ring pistons, flat-topped apart from cutaways for the valves.
Engine castings are of alloy, and their neatness and cleanness make them a highlight of the machine. Heads are cast in unit, as are the barrels, and the duplex chain drive to the camshaft is located in a cast-in tunnel between the cylinders.
Four caged roller bearings support the camshaft. Drive for the tachometer is taken from the left-hand end of the shaft. The engine is of wet sump design, which eliminates troublesome oil lines. This accounts in part for the way the exterior components remained clean and oil-free throughout the test period. Crankcases that divide horizontally, rather than vertically, also help this cleanliness.
Drive from the engine is taken by a triplex chain, something of a rarity even on machines in the 750-cc category. On the Eagle it is perhaps less of a surprise, for this type of durable construction is found at many points on the machine. From the multi-plate clutch, power is transmitted through the five-speed gearbox, which is equipped with a skillfully matched set of ratios. There is no question of top gear being merely an overdrive, to be used only when the bike is running downhill or with a following wind, as with some motorcycles that boast fiveand six-speed gearboxes. The Eagle's fifth gear can be used over a very wide spread of engine speed—as, indeed, can the four lower gears.
The frame is another unusual feature on the American Eagle. At least, it is unusual in that its backbone type of frame, with no forward downtubes, is quite rare except on small and medium displacement machines. Surrounded and covered by the engine, side panels, and massive fuel tank, the frame is almost invisible. But there are no doubts about its efficiency, for it generates no problems of whip or wobble that could spoil the machine. The engine is mounted firmly by engine plates at the rear, and at the front by a pair of bracing tubes which extend from the cylinder heads to the steering head.
Electrics on the Eagle are comprised of a 12-V battery and generator system, with the battery located in its usual position beneath the seat, and the electric starter mounted at the front of the crankcase. The starting motor always provided fast, efficient engine cranking. The only complaint in regard to the electrics is that a dual indicator lamp fixture inside the headlamp shell vibrated loose, created a short circuit, and blew fuses. This difficulty occurred on two different machines.
A pair of the new concentric carburetors from the Italian Dellorto factory are fitted. These new models have compact, squared bodies, rectangular throttle slides, and central float chamber. They are claimed to be immune to inertial forces when the machine is cornering, accelerating, or braking, and to provide a constant supply of mixture and a clean pickup. Unfortunately, a sufficient range of needles and jets had not yet arrived from the factory during the test period, and a slightly incorrect setting resulted in an occasional stutter when the bike was moving away from rest. Overall performance of the carburetors suggested that this irritation could easily be rectified once suitable jets and needles were available. The very large air cleaner is located in a horizontal position underneath the battery, several inches below the carburetor intakes. A pair of ducts feed air from the center of the rectangular paper element to the carburetors—a neat and efficient arrangement. Quality of the paintwork, chromium plating, saddle, and other external components show as great attention to detail as does the engine. Tank and side covers are finished in a deep yellow (other colors are available), and fenders are chrome. The general appearance of the machine received mixed comments from riders. Many thought it combined elegance with an air of luxury. A few more critical people dismissed it as ugly. Like the old argument about Singles versus Twins, the answer to the question lies in personal taste.
So much for the American Eagle's mechanical specifications. How does it rate on the road? With one or two reservations, the bike performs excellently, offering a satisfying blend of performance, fine handling, and smoothness. A motorcycle with such an exotic nature—overhead cam engine, five-speed gearbox, twin carburetors, electric starter, and 750-cc piston displacement—is associated with speed and acceleration. The Eagle is no disappointment. A best standing quarter-mile time of 14.36 sec., and a terminal speed in the low 90s, are acceptable figures for a machine weighing 520 lb. The bike was not fully broken in when the speed runs were conducted, and gave the impression it might improve on its time and speed after a suitable run-in period. The engine will spin freely and smoothly to 7500 rpm, but drag strip runs proved there is no point in running the unit beyond 6500 rpm. The Eagle boasts a very flexible power band, and a silky, vibration-free engine. Indeed, the powerplant is so smooth that its crankshaft might almost be mistaken for a 180-degree layout, with the reduced vibration associated with this pattern.
Long distance touring is an ideal use for the bike, as it would probably cruise all day in the 75-85 mph range two-up, if speed limits permitted. Gear change action is crisp and silent, and permits swift lever movements. The lever is placed on the right side, and operates on a one down, four up, pattern. The two leading shoe front brake is masterfully efficient, and is not troubled by the Eagle's weight. The rear brake could have been stronger. Both are contained inside delicately webbed alloy hubs—another indication of the excellent workmanship in the bike—while the front brake has an air scoop and matching outlet. Front and rear suspension are by Ceriani, and provide effective damping and rates of spring tension. The front springs are fully enclosed, but the chromed rear units are not, in line with current sporting tastes.
Heavy handling at city speeds is the major drawback of the Eagle. The test bike was fitted with an extremely wide handlebar which at first measured an astonishing 35 in. from tip to tip, making it wider, or at least as wide, as the majority of motocross bars. Later, more than an inch was cut from each end of the bar, and, still more welcome, a narrower bar is to be fitted to other production bikes.
Even so, the Eagle remains a handful in city traffic, and has a tendency to oversteer into very slow corners. On the open road, handling is a delight, and the bike can be flicked into fast swerves with accuracy and confidence. Rider positioning is comfortable, although pillion passengers complained that their portion of the seat was not large enough (or soft enough) for extended runs. Noise levels are pleasantly low. Overhead cam engines sometimes are noted for rattly, whining valve mechanisms, but the Eagle did not exhibit this fault. The exhaust note is throaty, without being obtrusive. Instrumentation is by a matched pair of Smith tachometer and speedometer, with easy-to-read white figures on a black background. Readability is aided by the lack of vibration to the dials.
Eagle aim at the U.S. market has been accurate, insofar as there is a known demand in the United States for really big motorcycles. The Eagle is, indeed, a large motorcycle. It is luxurious, comfortable, strong, and swift in the bargain. ■
AMERICAN EAGLE
SPECI F:: ICATICNS
$1675
PER~ORMANCE~.
