Before the company 'Kramer Motorradbau' was founded Fritz had as Maico dealer and chairman of MSC Laubus-Eschbach very good contacts into the Moto-Cross scene which lead to more and more customising of Maico bikes beginning of the seventies. This customising finally culminated in the development of a rear swingarm with new positioning of dampers, i.e. Cantilever. In the beginning of this development Maico frames were equipped with this swingarm, but it came also to completely new chassis whcih were completed with the remaining Maico parts (1975/76). App. 50 to 80 Kramer-Maico might have been built.
Foto: Archiv A. Kramer
Kramer-Maico mit Cantilever-Fahrwerk
Kramer-Maico, Owner P. Niedderer
Diese Kramer-Maico mit dem Maico-Kurzhubmotor ist eines der letzten Modelle, die noch auf dem Hauptrahmen der Maico basieren. Danach wurden noch 15 Kramer-Maico mit komplett eigenem Rahmen hergestellt. Diese ersten Kramer-eigenen Fahrgestelle kamen aus Frankreich und waren alles andere als haltbar.
So einige Rahmen, die im Rennen am Wochenende gelitten hatten, mußten unter Woche wieder gerichtet werden. Da diese Rahmen hartgelötet waren, konnten sie auch nicht ohne weiteres geschweißt werden. Die Vielzahl der Reklamationen hätte fast das Aus für Fritz Idee der eigenen Kramer-Motorräder bedeutet.
Die Rahmen für die Kramer-Rotax Modelle wurde dann aus CroMo-Stahl selbst gefertigt. Nach dem Desaster mit den französichen Rahmen ging Firtz Kramer hier bewußt soweit und gab 6 Monate Garantie gegen Bruch auf seine Rahmen (außer durch Sturz), bis heute wohl weltweit einzigartig im Bereich der Wettbewerbsmotorräder.
One hundred Kramers built - a day to celebrate! On the picture from left to right: Silvia Kramer, Gerhard Kramer, Ralf Stubig, Frank Klapper, Heinz Kramer, Fritz Kramer.
Foto: Archiv R. Stubig
Foto: Archiv A. Kramer
vlnr: Fritz Kramer, Ralf Stubig, Gerhard Kramer, Rolf Weidner, Achim Kramer, missing: Syvia und Inge Kramer
The latest project of Fritz (in picture on the right): a 1980 LR 250 which he will rebuild for his nephew Frank (in picture in the middle). Surely lots of work, but who could be a better person to do the job.
Working on the bike started recently (January 2007) to be ready to show it on the 30th anniversary exhibition in September 2007.
In the following paragraph I will try to describe – little by little – the technical development of mainly the LR 250 as far as I can find confirmation on my own bikes or projects.<br>Using pictures and description I would like to show what was changed and when.<br>Comments are always welcome, detail and portrait pictures of bikes together with frame numbers would be helpful as well. By correlating frame numbers with certain specific attributes like petrol tank, shape of side panels, front and rear fender, kind of chain tensioner, length of fork or rear dampers etc. by-and-by a differentiation of production years and an overview over production figures could result.
As far as in press articles can be read it is supposed that in the first year (1977) already 116 machines have left the workshop underneath 'Jaegerhof' Inn of which 85 were exported to France. In the next year it were 260 units and for 1979 500 bikes were targeted mainly for export to France, The Netherlands, Belgium and Luxemburg. Since 1978 the factory was capable to built 30 bikes per month. (source: Germyn magazines PS 03/1979 and Motorrad 03/1978).
All in all approximately 1000 Kramer-Sportsmotorcycles were produced between end of 1976 and autumn 1981 when the company went into settlement. (source: Motorrad 07/1982)
According to Fritz app. 2000 bikes should have been built. That it were definitely more than 1000 can be seen from the frame number above *001000# for models of 1981. Furthermore an unknown number of frames without frame numbers were produced.
As I could learn from a former employee app. 700 bikes were built in the time of Peter Heuser from September 1981 to the end in 1984. When Peter Heuser took over ca 500 bikes had already been built in 1981.
The rest of the company was auctioned in 1984 and was mainly bought by Reinhard Hallat - the importer for Rotax Deutschland - who built Kramer on request for a few years.
All 1977 and 1978 model had an handmade alloy petrol tank of which a later, second version was lower. For the 1979 model year a GRP petrol tank was developped first in a low version (see Photos/Projects) and later on in a higher version, eventually to get more fuel in.
From end of 1979 the today's most common petrol tank version was deployed. This tank was produced from Acerbis in Italy. Some of these tanks show a homologation number of TUEV Rheinland on the bottom side from September 1979 supposedly for road legality. At least this number gives a hint to the time when this version was introduced. It remained unchanged until closing of the company in 1984. On the picture for the 1980 model year such a petrol tank is depicted (see Introduction).