Bernard's 175 Page

Experience from over 50 years of KR175 ownership

A Review of the KR175 --- Part 3

ur tour of the KR175 will be completed by a look under the rear lifting section and even a quick glance reveals many differences here. First impression being that this space is somewhat fuller than in the 200 and this is not without justification for the engine is surrounded by a more substantial load bearing frame, which also carries the fuel tank and spare wheel, between them almost hiding the engine.

This rear frame is attached to the body structure at the top by two anti-vibration mounts while its lower attachment is to the engine, which is itself attached to the body frame at floor level by another anti-vibration mount. Thus the engine's crankcase forms part of the load bearing structure, as it would in a motorcycle frame.

To this rear frame is attached the swinging arm rear suspension unit, the bearings of which are so positioned on either side of the engine that the left hand one prevents maintenance work on the clutch without removing the engine from the frame. Otherwise this would be quite a simple job of just draining the oil, then removing the outer casing covering the clutch and primary drive.

The rear suspension, like those at the front, is a hollow barrel shaped rubber spring in compression, in this case held in place between two mushroom shaped pillars. These pillars have a hole down their centres, again, I presume, to control the breathing and act as a damper.

The drive to the rear wheel is by semi-exposed chain and because the swinging arm pivots about a centre that does not coincide with that of the engine sprocket the chain tension has to be set with the rear suspension compressed into its running position.

Turning now to the electrics. Although the 175 has a 12 volt system, it uses two 6 volt batteries in series, one each side of the engine, in carriers attached to the cabin rear bulkhead. Either room could not be found for a single 12 volt battery or the 175 started life with a 6 volt system that was then modified to 12 volts, when it was decided just to add a second 6 volt battery.

The voltage regulator and contact breaker capacitor are fitted to the engine in the usual manner and the ignition coil is mounted on the top tube of the rear frame, above the engine.

The 175 has a motorcycle exhaust system that runs down the right hand side of the machine, terminating in a motorcycle silencer. Nothing like the coffee pot of the 200.

As I have already said, the fuel tank is fitted to the rear frame, unlike the 200s where it is attached to the underside of lifting section. This makes for a simpler fuel tap linkage, but it does mean that to fill the tank the luggage compartment has first to be emptied and the rear section lifted. However, this does afford a degree of security as there is no external filler cap.

An interesting mystery to some is the jack supplied with the 175 (but not it seems 200s, as I cannot find one in the 200 spares list).

Many years ago l was stopped by a policeman who had just acquired a 175 and wanted to know what the length of tube shaped like a walking stick to which was welded a flat plate was for! The tube pushes into a circular guide on the left hand side of the rear frame and a hole in the plate goes over a threaded stud located under the spare wheel with a wing nut on this stud holding the contraption in position.

This is the jack. In use the plate pivots on the ground while the curved end of the tube lifts the 175, the other end is long enough to give plenty of leverage and the whole thing over centres to a stable position with one wheel in the air.

Personally, I have never been too happy with this jack and carry a screw jack in my tool kit instead.

Well that completes our first look around the 175. But looking back I now realise that I have missed a few points, but these will have to wait for another time.