CONDOR A350
Often seen as a poor relation to its Ducati scrambler sibling, the Swiss-built single has struggled to be taken seriously as a motorcycle in its own right. Ace Tester Miles reckons it may be a more suitable steed for RealClassic riders than the Italian alternative…
Often seen as a poor relation to its Ducati scrambler sibling, the Swissbuilt single has struggled to be taken seriously as a motorcycle in its own right. Ace Tester Miles reckons it may be a more suitable steed for RealClassic riders than the Italian alternative…
It’s the sort of motorcycle we all know bits about. Swiss, isn’t it? Ducati engine? Army? That sort of thing; a bit of an oddity really. In fact, the Swiss concern has been around since 1893, putting them squarely in the group of early motorcycle manufacturers. WW1 accelerated development and by the mid-1920s eleven Condor models were available to choose from, often using engines specially built for them by Motosacoche, Villiers and Zedel. This golden age saw the company’s machines set several speed and competition records.
As the world rolled inexorably into the next conflict, neutral Switzerland had
obvious problems buying engines from abroad, before settling on a boxer twin designed in house that closely resembled the Zündapp of the period. This A580 model continued in production until the late 1950s when the demand for a more modern and – crucially – lightweight machine could no longer be ignored. An abortive attempt to deal with the Italians (something they’d not tried before) resulted in the Maserati-powered 250, but few were made. Instead, the designer of the A580 penned a single cylinder ohc 249cc engine that bore more than a passing resemblance to the BMW R26, complete with shaft drive. A decade later and the Swiss army, Condor’s principal customer, asked for a little more power so the factory looked again at the country to the south – Italy.
By the late 1960s, Ducati were producing a series of low weight, high output singles in a range of capacities. The engine chosen was the 350cc unit found in their successful Scrambler range. Condor insisted on some minor although significant changes to the standard Ducati lump, and complete engines to that specification were then imported and fitted to the Swiss-made bicycle. The first batch of 500 machines was produced in 1973 and, by the time production ended in 1978, 3000 had been made.
This Condor, like the majority you’d be most likely to encounter, has been left in original condition. Recent enough not to require restoration and too well-made to deteriorate rapidly, the thick metal with lashings of khaki green paint wears its 45 years remarkably well. A 1973 bike, from the first production run, it benefits from having a genuine, Ducati-built engine. The Italians actually ended production of their singles in 1974 and subsequent motors were assembled at the Spanish Mototrans factory. Easily identifiable as Italian by the DM prefix to the engine number, they are considered far superior to the later powerplants. Personally, I’m not convinced there’s such a difference, but that’s a story for another time.
Condor insisted on a number of small but crucial changes to their engines. The entire exhaust port mounting was made more robust to resist breakages, and engine compression was reduced from the scrambler’s 9.3:1 to just 8.2:1, enabling the use of scavenged, low quality fuel if necessary. A softer profile cam went into the cylinder head, and carburettor size (still a Dell’Orto square slide VHB) dropped from the 29mm of the scrambler to a modest 27mm on the A350. These changes were designed to make the new machine more tractable, easier to start and to improve longevity. The upshot was a drop in performance from a claimed 27bhp and 81mph of the Scrambler to a snooze-inducing 17 horses capable of coaxing the far-heavier Swiss machine to an eventual, and largely theoretical, top speed of about 70mph.
Why heavier? you may ask. Unsurprisingly, the standard Italian frame, ideal for cutting a dash on the Amalfi coast road, wasn’t deemed sufficiently robust to patrol the goat paths at the borders of one of the world’s most
mountainous countries. Instead, the thickwalled Swiss frame was designed not only to cope with such a harsh environment, but also to manage the essential panniers, twin gun racks and rear carriers as well as potentially two fully-laden soldiers on patrol. The upshot is a frame that eschews the Ducati stressed member concept for a full cradle safely holding the motor in large rubber mountings. For the RealClassic rider this should ensure a much smoother riding experience.
Other differences from the Italian donor engines include a proper cartridge oil filter, a significant upgrade the Ducati customer could only dream about as they washed the pathetic tea strainer effort in petrol. Even changing (and especially re-filling) the oil was simpler on a Condor, as the squaddies could open an easy-access filler cap and check levels with a dipstick without the need to remove their heavy gloves. Anybody who’s ever changed the oil on a standard Ducati single can regale you with stories about cardboard funnels, the need for pianists’ fingers and mess, lots of it. It’s clear that the majority of changes the Swiss imposed on the Italian factory would have significantly improved the usability and reliability of the standard road machines, something the factory should, perhaps, have undertaken.
Top the whole plot off with high-end Marzocchi forks, Koni rear shocks and full width Grimeca hubs and, absolute performance aside, you have the makings of a tasty and well-built motorcycle.
Designed to be robust and squaddie-proof, I expected the motor to be easy to start, and so it proved. It’s fair to say that I’m used to the initial oddness of the left-sided kickstart lever and lack of decompressor, but once the basic technique is mastered, the Condor fired up easily, hot or cold, seldom requiring more than one kick before settling into a metronomic tickover. It’s also incredibly quiet, the Swiss-built silencer being precisely that; presumably to allow the rider to sneak up unannounced. The strange finish on the exhaust, which looks white-ish in the pictures, is in fact an aluminium particulate spray, reducing the heat signature of the
motorcycle and helping the surface cool rapidly. It’s very coarse to the touch and obviously helps with corrosion resistance as this pipe is nearly half a century old!
The clutch is light and five speeds await the rider’s right boot. The riding position was designed for patrolling in remote regions and as such is perfect for all-day riding here in the UK. The rear sprocket on the Condor is slightly larger than the Ducati equivalent, rendering it feeling a little thrashy if the outer limits of its performance envelope are explored, but in truth, you wouldn’t buy the A350 for that. Far more suited to country lanes, or even a firm surface green lane, the Condor is in its element between 35 and 55mph, romping along on a whiff of throttle. Petrol consumption is absurdly low, I was averaging well over 65mpg during the test and, when the time comes to refuel, the giant filler cap can be removed without taking off your gloves!
Removing the seat is a seconds-only task, even with gloves on, and reveals the QD battery pack with push connectors. The seat itself has a heavy, galvanized base strong enough for two burly soldiers and there’s a pump nicely clipped into position. Two small, Ducati-derived toolboxes contain a comprehensive toolkit, spare fuses, bulbs and provide access to the air filter, which can, of course, be removed wearing gloves (you get the idea by now!).
On the road it’s impossible to not try and compare the Condor with its more illustrious Latin cousin, and in truth the Ducati would romp away; the lighter weight and 35% more powerful motor would quickly demonstrate its superiority. But the Ducati would be far less comfortable to ride any great distance on, with a narrow saddle and firm suspension encouraging a more sporting approach to the riding experience.
Then there’s the surefootedness and vibration to consider. The brilliantly rubber-mounted engine of the Condor is as smooth as modern twins and the motorcycle feels ‘planted’ to the road in a way the lightweight, more visceral Ducati never will. For sure, one is more exciting, but the other undoubtedly more relaxing. The brakes are sufficiently able to cope with the performance, resembling the sls hubs found on contemporary Guzzi Nuovo Falcones, stopping the motorcycle without locking the wheels, just what’s needed on loose trail surfaces. The suspension, though, is a cut above, Marzocchi forks and Koni rear shocks taking care of duties like, well, a trooper.
Looking in my local dealer the other day, I spotted a new Royal Enfield single painted in a vaguely military style, with canvas saddlebags and priced at a little over £5000. Apparently, it’s their best-selling model. The Condor is visually similar to that Enfield, but comes with a genuine military past, is made to the highest (ie. military) standards and has capabilities that put these ‘pretend’ military machines to shame. Where else could you get a low-volume, high quality bike with one of the truly iconic motors of our time for half the price of a new Royal Enfield? For that’s the sort of money they cost, around £25003000 should secure you a fair example of Switzerland’s best export since Toblerone. Throw in a rear carrier, sturdy leather saddlebags and a pair of gun racks, which could also serve as fishing rod or umbrella carriers, and you truly have a ‘go anywhere’ motorcycle.
The Condor will cruise at 55mph all day and, if you were really keen, swapping the carburettor, cam and piston would restore power to Ducati levels. But why bother? Extra power would demand better brakes, a louder exhaust, perhaps removal of those heavy military accessories and greater need for petrol stations and spannering. I think Condor ownership involves embracing what you have; it is what it is. And very good it is, too. They say that the only thing to survive a nuclear war would be cockroaches. I reckon you might just add the Condor A350 to that list!