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History of CJ750
　

Now, the story of Chang Jiang 750 are still going on......

Chinasidecar 2008

Before 2008，with Chang Jiang 750 development, machine performance has been a Chinese-style simplicity. But the appearance has reached the world quality standards. Chinasidecar in this regard has been more dedicated effort.

In 2008 the Chang Jiang 50 have been given a new connotation by Chinasidecar team. Our design team, according to CJ 750 parts and the various components, design some merchandise which have Chang Jiang temperament for audience to appreciate and purchase.

Chinasidecar team, in 2008, starts writing fashion concept of CJ 750 cultural about vehicle elements.

Changjiang750 sidecar clubs in Beijing

At present, in Beijing, which is the cradle land of classical Changjiang750 sidecars, Changjiang750 sidecar clubs are going ahead rapidly. Changjiang750 technicians come from Chinese countrywide are struggling to create more proud achievement. Even Nan Chang, birthplace of Changjiang750 sidecar, has to admire Beijing’s achievement now.

Changjiang750 technicians, come from Heibei, Shandong, Sichu, and so on, are busy in themselves produce and restoration plans. They try the best of their abilities to content the customers’ requirements. And many LaoWais, who come from all of the world, such as American, Englishman, German, Frenchman, and so on, are very ebullient to help certain club to introduce every Changjiang750 sidecar in this club.

Our club, Guo Liang Cj750 sidecar motorcycle club, as Beijing-man’s club, have ebullient spirit to develop Changjiang750 sidecar’s culture, and constantly to create more miracles.

We are working hard and making great efforts to let sidecarists from all of the world enjoy Changjiang750 sidecars.

Chinese Version
The BMW R71/ M72 was renamed the "Chang Jiang 750" which became the CJ750.

During 1950, the Chinese "Peoples Liberation Army Beijing No.6 Automotive Works" had been attempting to develop a suitable military motorcycle by "reverse engineering" a Zundapp KS500 military motorcycle. The Chinese KS500 based machines entered production in 1951, and in total 4248 machines were built before responsibility for the manufacture of military motorcycles was transferred to Hongdu Machinery Plant and the Xinjiang Machine Plant. Both of these factories are subsidiaries of the State-run aeronautic manufacturing industry to this day.

Back in the USSR, now that the side-valve model had become obsolete, manufacture of the old M72 (BMW R71) was offered to their Chinese communist neighbors who wasted no time in dropping the KS500 based machine for the tried and tested BMW R71/M72 design motorcycle. The BMW R71/ M72, renamed the "Chang Jiang 750" entered production during 1957 at the Chinese Nanchang aircraft factory.

Around 1985, the story goes that the Chinese, realizing that the original R71 side valve engine was now somewhat less than state-of-the-art, entered an agreement with the Russians once again, with the objective of improving the engine's performance. The Russians provided OHV engine technology, and soon a OHV 750cc-boxer engine, which is remarkably similar in design concept to the BMW /2 engine entered production at the China South Aero engine plant.

　

Russia

Germany of course, never shared the design of the newly developed BMW R75 with the Russians.

The BMW R75 was then introduced in the spring of 1941, built according to German war ministry instructions, without cost limitations. This high performance war machine had incredible off-road capabilities.

The non-aggression treaty lasted until Operation Barbarossa of 22 June, 1941 when Nazi Germany invaded the Soviet Union.. In response, Russia joined forces with the Allies against Hitler. Russia retained certain BMW tooling and designs for the R71 motorcycle, and the Russian military R71 versions were designated the M72. This was almost identical to the BMW R71, and also featured the familiar horizontally opposed, 746 cc flat twin, side-valve engine.

After the German surrender, the Allies had access to the shattered remains of Germany's once impressive automotive industry. The BMW motorcycle factory, which had been relocated to Eisenach during the war (and producing the BMW R75), fell into Russian hands as Eisenach was in Russian occupied territory. The Russians took possession of all the BMW blueprints and tooling, and shipped the few remaining BMW R75 motorcycles and all the production parts left at the factory back to Russia. The R75 dual wheel drive system design technology was also then apparently used to create the relatively advanced, Russian military dual wheel drive overhead-valve "Ural" and "Dnepr" models.

　

German origin
Starting in the early 1930's

The rising German administration of the 30's, needed military equipment, but the terms of surrender imposed under the Treaty of Versailles at the end of World War I prohibited Germany from any form of military vehicle production, including large capacity motorcycles and sidecars. Germany developed a strategy to get around the restrictions by pursuing joint ventures with Russia. This was achieved by the signing of a 7 year trade agreement known as the Molotov-Ribbentrop pact. It was signed in Moscow on 23 August, 1939, by the Soviet foreign minister Vyacheslav Molotov and the German foreign minister Joachim von Ribbentrop). There was something in it for both sides, Russia had already recognized that German technology was far superior to theirs, and Germany needed the production hardware.

Despite the co-operation agreement between Germany and Russia, Germany apparently only ever willingly shared information about the then new BMW R71 design. This model was only built in Germany for a short time and in limited quantities (from 1938 to about the end of 1939), it was a migration from the stalwart Wehrmacht BMW R12 model. The R71 signaled the move away from the conventional pressed steel frames, to the higher strength oval tube frame design which was easily able to cope with the additional stresses of a sidecar attachment.

　