It's great to see so many good notes on the Fury. I have a 1988 model done close to 1.6 lakh km. It is a great machine typical of German engineering, has features that's been slowly appearing on bikes now. Poor dealer service and lack of spares could be among reasons for its failure. Though the gear box is on a delicate side, with careful use I am sure there would not be any problems. I have not faced any gearbox problems for the last 7 years. The engine is based on the 1960's ISDT( International Six Day Trials) triple champion which wiped out competition upto 600cc. The crank runs on 2 brass/bronze alloy caged thrust bearings and one guide plain bearing mainly built for endurance, no wonder...so expensive. Clutch plates by BWD, suspension mounted engine, 12 pole Bosch alternator/electrics, German made Mahle piston, Bing carbs on earlier models coupled to a massive airbox, Electronic tachometer, Paioli 36 mm forks, Brembo calipers, Magura brake pump/handlebar/controls, day flasher, headlight/taillamp by Hella. The crankcase looks small but potent enough to power hovercrafts and gliders. The stock bike won the famous Iron Butt Rally of the USA in 1997 in its class ahead of many bigger, multicylinder BMWs, Harleys and Honda( please visit www.ironbutt.com - navigate to 1997 rally final standings ). This engine can be prepped upto 35bhp as done by some Swedish enthusiats!

My bike been with me since 1992, still in good condition. I use it to work everyday. Spares are a problem, can be sourced from European countries( www.zundapp.com), freight charges amount to 6000 grand upto 5kg. I will be posting pictures of my bike soon. Till then...Happy biking all of you!



[8D]

hi guys i know i'll sound stupid but i think that wud be better than being unaware .. can u tell me when was this bike introduced in india, its specs & which company brought it here(like yam was brought by escorts).. also iam amazed to c a liquid cooled 175 cc engine...

i hope no body beats me for my ignorance[B)] & enlightens my knowledge

Hi technocrat,

I know its amazing to know about a liquid cooled 175cc engine but it is even more amazing to know about the Enfield Explorer which in its original European form is a Zundapp KS50 which is also liquid cooled making 7bhp!! Zundapp was a specialist in small capacity LC engines, they also had a 80cc machine named KS80 with a 14bhp LC engine, a 125cc - KS125 with a LC 17bhp engine and the KS175( the Fury ) with a 21bhp LC engine and the KS350 twin cylinder with a LC 42bhp engine. All the engines except the 350 were available in air cooled form slightly detuned. The motocross versions of the KS125 made 28bhp in those days.

Though the earlier versions made 18bhp @6300rpm, further detuned to 17bhp and 15.8bhp(the Fury GP). Torque 18NM @5600rpm, 62X54 bore*stroke, 10.3:1 compression, 1320mm wheelbase, 120kg, 28mm Bing/Mikuni/Micarb carb, hardchrome engine good for 2lakh km if maintained well. Enfield India did the import in knocked down form, latter many parts such as carb, fork triple clamps etc were localised.

Hope I could clear your queries.

enfield's biggest prob was the poor service network and quality.also the bike was very good not quality control here.

Yes Enfield had a lousy reputation for after sales service then, I believe it has improved now a lot under the new management. The showrooms lacked most of Fury spares even at the time of its launch, I remember waiting for 3 months for spares to arrive. Service was so bad that once at the authorised showroom they forgot to fill in gearbox oil after being attented. I rode the bike without oil for almost a month before realizing that something was wrong. I have never given to an Enfield showroom after that, did most of the work myself. Now I do have an expert mechanic who is also a great friend, he owns a Fury too. 95% of the bikes have been spoilt by mechanics who do not know its works, since its totally different from Jap bikes.
Anyway my bike still performs good after 16years of use, out of which 11 years in my hands. I have developed a great attachment towards it after all these years, I know I wouldn't give it away.

Thx zundwerke, yes ur post was very helpfull

[img src="/home/dennism/pers/My Pictures/Modern/Zundapp ks350.jpg"][/img]

[img src="http://www.kjtools.se/zundapp/bild/ks350.jpg"][/img]

Hello

I am from germany, now living in Thailand. I have previously owned one of those "Fury" bikes shown here, but in germany this was (and is!) known just as the "Zundapp KS 175".

I have read here that someone owns a '88 model of it? Mine was a '81, and i would now like to find out:

Has the KS 175 ("Fury") ever been produced after the closure of the german Zundapp company in 1984? I know of reproduction of the small 50cc CS-25 and CS-50 by Enfield/Madras, since those were imported to germany (i sold them!) and i know also of the reproduction of the K-80 and a modified version K-100 in Tianjin, China, by Xunda Tianjin. Production of those has stopped several years ago after Honda took over that factory.

The reason i am asking is, i would be EXTREMELY interested of getting one of those "Fury" bikes to Thailand, if required, even by self-drive right from India. I rode mine ('81 model!!!) for over 80.000 Kilometers and i had it somewhat modified, the engine outputting some 22 HP and the top speed being 147 km/h, digitally measured. In all the time i rode this bike the only failures were once a clutch, once the piston (original piston, i changed it at clock 50.000 kilometers on the odo) and about 15 times the cylinder head gasket. I never had any trouble regarding the gearbox (i love the long-way shift it requires!) and only once the electric failed after a short circuit in the headlight burned one of the coils, i then still got home, w/o any lights but safe!

See attached picture of mine "Fury" from the year 2000, a few days before i sold it as a spare-part source after it failed a road-worthy-test due to too much rust. It had then 97.000 kilometers on the odo, of which some 81.000 where "made" by myself in just about 3 years i owned that bike.



Please, someone let me know if there are "Fury's" available in India, if they are still (?) produced by Enfield, and what the price for one would be, either new or in top technical condition (i don't care for optical, i modify it anyway).

Thanks in advance.....
your Thanh

Hi and welcome to xbhp!!
amazed to know that you are attached so much to the zundapp!!
As far as i know the production has stopped long back... u might be able to find some used ones tho!!

Welcome to xBhp Thanh.. hey nice picture of ur bike there.. hey can u tell wht is that box on the carrier with an antenna [?][?]

hi,welcome here.the fury was out of production in early 90's i guess,there r several bikes avbl.mostly at mechs who don't have parts to re build them.there r running bikes too which will need some work on them.

@zundwerke

Hello again

Have read your posts again, and i wish to clarify some things about Zundapp's LC two strokes.

Zundapp first introduced the LC version of the KS-50 as early as 1966. These were the first 50 cc Zundapp engines outputting 6.25 hp (german DIN-hp that is!). Later also the air-cooled "super-therm" engines reached that output. The first LC versions were totally clean, but by 1970 the head was outfitted with vertical (!) cooling ribs, just for optical purpose. In 1972 the cylinderr was vertically ripped as well. Then, in 1975, the bigger cylinder was introduced, with horicontal ribs, looking like that of the "Fury" which was then already in production, first series.

All Zundapp LC engines were "thermo-syphon" systems, not requiring a water pump!

The only exception was the 350cc twin KS-350, which was not only outfitted with a mechanical water pump, but also with an oil-pump, making that the only (!) Zundapp not requiring mixed fuel and oil.

But the KS-350 never made it to the road, only a very few prototypes were built. The reason being that bike was uncompetitive, much more expensive than the japanese which then invaded the german motorbike market. For the price of a KS-175 ("Fury") you could get a Honda 500 cc twin!

The output powers are as follows:

KS-50 (all LC versions): 6.25 hp, top speed around 105-110 km/h
KS-80 (LC) 8.9 hp, top speed (regulated) 80 km/h
KS-80 Super (12 volt system): 9.6 hp, top speed (regulated) 80 km/h
KS-175: 17.0 hp, top speed 125-135 km/h

The KS-125 looked very similar to the first series of the KS-175, in fact they were the same bike but the (later!) KS-175 first series used the new engine. The KS-125 was never available in LC version. The engine/gearbox was the same unit, but the KS-175 used a zylinder with a bigger bore, same stroke. The KS-125 outputted 17.0 hp as well, but at 6.700 rpm as opposed to the KS-175's 6.200 rpm.

The cross/motocross versions of the KS-125 (GS-125 and MC-125) used a different carb and exhaust, enabling an output of 19.5 hp for the "civil" version and 22.5 hp for the moto-cross racing set. Very few KS-175 engines were used for moto cross, because there were no air-cooled cylinders with that displacement.

Interesting fact: The KS-175 "Fury" did NOT have 175 cc! Indeed it has 163 cc, since the engine is based on the KS-125 which has 123 cc. It was named "KS-175" because the 175-cc-class was then a popular class in germany, where taxes were based on cc-"classes", i.e. 100, 125,150, 175, 200, 250, 300, 400, 500 etc. Also, the engine's power output was kept at the same 17 hp than the KS-125, even tough the higher displacement had certainly bigger potential, to keep the bike in the low insurance clss "17 hp". The next, considerably more expensive class would have been "20 hp".

About the 500 cc's, i would like to mention that, altough outputting the same 6.25 hp than the LC's, the air cooled variants "KS-50 Super Sport" and "KS-50 Super Sport TT" were always faster than the LC versions "Watercooled" and "Watercooled TT". The reason being, the air-cooled variants gave higher rpm's, so the LC maxing out at around 10.500 rpm while the air-cooled going 11.500 or even more. The end results were usual top speeds of 105-110 for the LC versions, while the air cooled could go beyond that, reaching 120 km/h at times.

The class of those bikes was "Motorbike not more than 50 cc" with no further regulations, to be driven by persons not younger than 16 years. The insurance fees were astronomical, since the bikes could legally be modified as long as they maintained 50 cc! Later, in the early 80's, this class was completely replaced by the then new 80 cc class, named "motorbike with no more than 80 cc and top speed not exceeding 80 km/h". Same to be driven no younger than 16 years with the same driver's license. Any modifications on those, regarding higher top speeds, were strictly illegal! And therefor the insurance fees were much lower, which contributed to the death of the 50 cc "open class" in germany. Even the austrian "Puch" which brought a last attempt in 1982 with the "Cobra-6 GTL Supersport" with it's six-speed LC engine with a brutal 9.2 hp at 13.500 rpm (!!!) could not stop it. I owned one of those, too, and a top speed of exceeding 140 km/h was normal, no b***s*** here. Very few have survived/been produced.

If you have any questions/want any information on any Zundapp two-stroke, feel free to ask me I used to sell Zundapps, and i have a broad knowledge on them.

Kindest regards.....
Thanh

@technocrat

Wow getting replies sooo quickly!

That box on the rear carrier is an aluminium box, original purpose to be a toolbox and same type as the ones on left and right sides, except the top one being silver colour. Those were very solid and, most important, waterproof.

The left side box (invisible in that pic) housed a 400-channel CB-radio rig "Midland Alan 78", a small 40-watts amplifier and a lead-gel battery with 12 volts and 10 Ah for the CB. The antenna on top of the box is indeed a CB-radio antenna!

In the right box was a small tank (cooler extension tank - or what is that called in english..?) taken from some Yamaha, and connected with that overflow-valve on top of the cooler via a 8mm diameter water hose. Even tough the distance cooler-expansion tank was quite long, it worked very well Also in that same box was a holder for two 1-litre water bottles. My bike often blew it's cylinder head gaskets, so i always needed to have spare water available, since i did a lot of "Autobahn" touring. A spare head gasket was in the right box as well.

Apart from holding the antenna, the top box served as a storage for rainclothes and a toolset. Almost everything on the "Fury" can be fixed with a 13 mm and a 10 mm wrench, a phillips screwdriver and a set of inbus-wrenches. As mentioned, i actually never broke down, but often had to limp home on a blown head gasket and constantly refilling water

Kind regards....
Thanh