TEST: YAMAHAS SUBLIME FZ-10 RIDE

CRAFT
MAXIMIZE
YOUR VISION

AMERICAS LEADING MOTORCYCLE MAGAZINE

DIRTY
DUCATI
EXCLUSIVE FIRST RIDE
2017 SCRAMBLER
JAN./FEB. 2017
DESERT SLED
CYCLEWORLD.COM
 JAN./FEB.
2017

24. 30. 36. 44. 48.

RETURN OF THE
DESERT SLED
Ducati pays homage to the
bikes that tore through the
California desert in the 60s
and 70s with its all-new
Scrambler Desert Sled.
By Bradley Adams
YAMAHAS FZ-10:
MUSIC TO OUR EARS
Yamahas 2017 FZ-10
terrorizes the streets and
sings sweet nothings to us
all at once in a full road test.
Yes, there were wheelies.
By Mark Hoyer
HIGHWAY TO HELL,
VIA DUELING V-TWINS
Harley-Davidsons Road
Glide Ultra goes up against
Indians Roadmaster in a
trip south. Which full-dress
touring cruiser does it best?
By Brian Catterson
THE GENTLEMANS LEARNING FROM
MOTORCYCLE A MASTER
Testing the Brough Superior Deus Ex Machinas
SS100, which forms its link Michael Woolaway talks
to Broughs of yesteryear custom bike building
through aesthetics, and gives us a look at his
innovation, and quality. custom KTM RC8.
By Paul dOrlans By Sean MacDonald

IGNITION COLUMNS DEPARTMENTS

ON THE COVER:
Wheelies, Desert Sled style.
Photo by Jeff Allen
8. FIRST RIDE: 2017 BMW R nineT SCRAMBLER 5. UP FRONT
By Mark Hoyer
12. FIRST RIDE: 2017 HONDA CRF450R
21. WANDERING EYE
14. RIDING SCHOOL: DUCATI RIDING EXPERIENCE By Paul dOrlans
16. TWO-WHEEL CHATTER: Astars MotoGP-spec handwear 22. TDC
17. GEAR: Juice your ride with these e-goodies By Kevin Cameron
18. EVALUATIONS: R A C E WAT C H
Oscar by Alpinestars Monty riding shoe 58. FAN BOY
Yoshimura Signature Series Alpha slip-on exhaust
The unbiased plight.
20. RIDE CRAFT: When to look. And when to not. By Kevin Cameron
6. INTAKE
52. LONG-TERM UPDATE
Suzuki GSX-S1000
Triumph Tiger 800 XCx
54. SERVICE
63. SHOWCASE
66. SLIPSTREAM
Visit cycleworld.com every day
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 UP FRONT EDITORS LET TER
TO MILL
OR NOT
TO MILL
F
or most of my life I have been
hands-on, to the point that
I have collected a vertical
machine mill, a lathe, a TIG
welder, English wheel, and a rollaway box
full of tools with wrenches in every pos-
sible language. Last count, I had about
20 hammers. Because there is nothing
better than being able to hit it just right.
I like figuring things out, and I really like
when transportation machines work exactly
like they should.
But there was a moment about 15 years
ago when I learned a lesson that I still try to
apply, with varying success. I bought a 1964
Cadillac Eldorado convertible. It had acres
of perfect black paint. It also had a dead
cylinder and ailing Turbo-Hydramatic 400.
I contemplated that automatic transmission
and the rebuild it needed. It was a thresh-
old moment because it was the first time I
decided I didnt want to know. The slushbox
R&R and rebuild was inexpensive, and not
thinking about it meant I could concentrate
on doing the engine work I know and love. I
felt strangely free.
Since then Ive picked my battles more
carefully and, I hope, more intelligently.
Which brings me to my 1955 Index verti-
cal machine mill, a 2,500-pound cast-iron
piece of American manufacturing might
that has been weighing my garage down for
more than a decade. I bought it from Sonny
Angel, old-time San Diego-area racer, modi-
fier, and motorcycle dealer.
The joy and hope for the future as I
unloaded it at my house and slid it into place
was positively oceanic. Then I milled two
times in the ensuing 10 years. I had envi-
sioned making rearsets for my 1973 Yamaha
RD350 project or doing custom triple clamps
or taking 40 thou off my Norton Com-
mandos head for a bit more compression.
But I spent my time bleeding brakes, tuning
carbs, changing tires, rebuilding Velocettes
(or having others do some of the choice
work!), and, you know, riding.
At some point, the mill then simply
became a weight, obstacle, and reminder
that I wasnt doing those industrious things
Id envisioned.
So I put it on Craigslist, with some psy-
chological resistance. A couple of guys in
their 20s drove out with cash and a truck
and are putting it in their tire and wheel
shop. I recognized their optimism as the
hydraulic lift strained to get the majestic THIS
gray monument in line with the deck. MONTHS
S TAT S
I admit I was a bit melancholy as the door
rolled shut and the truck slowly trundled
out of the driveway. But then I turned
around and looked at the reclaimed space. I
slid my Snap-on WB200 wheel balancer over
and rearranged a few things and felt a large
zero
BROKEN FOOTPEGS
sense of relief and satisfaction. The mill was DURING OUR
no longer there to tell me I wasnt milling, EXCLUSIVE FIRST
(STUNT) RIDE ON THE
and it was in the hands of a pair of industri- DUCATI SCRAMBLER
ous mechanics where it was highly likely to DESERT SLED
live a productive life.
A 2,500-pound weight had been lifted.
Sometimes there is freedom in doing the
work yourself, and sometimes there is free-
dom in not doing the work.
In the housekeeping department: Youd
think after all this time Id have language
MARK HOYER
figured out, but to clarify Peter Egans Lean-
ings returned for the November issue, not
every issue. Hes up for more, and weve
already discussed the topic for the next
one, but, alas, he is still trying to stay semi-
retired. Im glad to say we have been able
2,500
WEIGHT IN POUNDS OF
to entice him to take epic road trips like THE INDEX MACHINE MILL
Down to the Crossroads (Sept. 2016) and NO LONGER IN MY GARAGE
even to do a road test on the Triumph T120
he bought (Dec. 2016). Any chance we get
to ride with him and then chain him to the
keyboard, we will. Promise. 1
SPEEDING TICKETS EARNED
MARK HOYER ON THE YAMAHA FZ-10
EDITOR-IN-CHIEF DURING TESTING
CYCLEWORLD.COM 5
 WHY BIG PIPES  TOO MUCH TECH  THAT EGAN  BIKERIDERS

KICKSTART THE CONVERSATION

The new Suzuki GSX-R1000 looks like an incredible

bike: computerized, sophisticated, intelligent, and yet
the monstrosity of an exhaust hangs on the side of the
bike begging to have an aftermarket take its place. Is
this a conspiracy between the bike and aftermarket
companies? Havent the Japanese learned to hide their
exhaust cans like the Italians?! Just wondering.
BRAD PAULEY
ESCONDIDO, CA

Brad, the only conspiracy at work is meeting EPA noise require-

ments. Exhaust system cubic volume is your friend, and there
are only so many places to put it. As a rule, large-volume manu-
facturers like Suzuki leave a lot of safety margin to noise limits.

DOWN WITH TECH?
Okay, you need Easy Start System (unable
to hold start button while engine turns
over?) and Low RPM Assist (havent
learned how to leave a stop using a
manual transmission?) and you think you
have the capability to pilot this ungodly
fast racebike with lights? Isnt this chased my first copy of Cycle World since,
obsession with electronic helpers going
just a bit too far? Much of the joy in rid-
ing is the involvement with the machine
and the satisfaction of mastering a skill. I
once lowsided from adding a bit too much
throttle while leaned over. Had my bike
had electronics to prevent that I suppose
I wouldnt have the scratches on the bike
or a sore knee today. But it was worth the
trade. I learned something. Electronic
assist would have robbed me of that. How
many readers of this magazine have the
skills to handle what the GSX-R1000 is
engineered to attain? Be honest!
DANIEL PRUSAITIS
POYNETTE, WI
Honestly, Daniel, technology is good. Shall we
also trade modern engine management for
manual spark timing? Why have an electric
starter at all? Accessibility is the aim. Not
everyone will get the most from a GSX-R1000,
but if a rider doesnt try the bike, they never
will. Goal? Strive to gain the skills and build a
new relationship with the motorcycle.
EGAN AT IT AGAIN
I am happy to report that I have pur-
to the Crossroads (Sept. 2016), now you
well, a long time ago. I was attracted to
the magazine again for one reason only:
Peter Egan and his Leanings column back
again! Paul dOrlans was an excellent
addition previously, and of course Mr. K.
Cameron remains as an essential anchor;
but if I could describe the joy I felt seeing
Leanings included again Holy cow, what
a relief. My hope here, Editor Hoyer, is
that you as well as Peter, Paul, and Kevin
(allegory to the folk trio intentional) will
remain an integral part of Cycle World for
many, many more years. Semi-retirement
does not suit Mr. Egan, whatever his ini-
tial thoughts may have been. On the bike
is the best place for him and all of us.
D. ELLIOTT
ALBUQUERQUE, NM
Thank you, Mr. Elliott. Hoyer says, under the
heading Words Have Meaning, that Egans
Leanings returned for that issue and select
issues moving forward. Egan is trying to semi-
retire, but well keep getting his column in
periodically and enticing him with tests and
travel story ideas.
Regarding Peter Egans article, Down
have two banjo players who have written
in. I play banjo and love bluegrass and
dont want to see it as the butt of jokes.
JENNIFER ROSENBERG
LITITZ, PA
BIKERIDERS
Thanks for the great story about the
Bikeriders (A Tale of Two Bikers, Wan-
dering Eye, Nov. 2016) by Paul dOrlans.
I learned things about Danny Lyon and
Cliff Vaughs that I never knew. I cut that
story out from the magazine and it now
lives inside the cover of my copy of Lyons
The Bikeriders. Keep up the good work.
DALE VANCLEEF
PORTAGE, IN
Comments? Suggestions? Criticisms?
Write us at intake@cycleworld.com.

6 CYCLE WORLD JAN./FEB. 2017

 Its the ride
;,!;1!'89W
When the sun meets the
horizon and theres nothing
in front of you except the
open road. Thats the only
way to live.

'; 3;38$@$'
-29<8!2$';3&!@W

Motorcycle
geico.com | 1-800-442-9253 | /RFDO2IFH

Some discounts, coverages, payment plans and features are not available in all states or all GEICO companies. GEICO is a registered service mark of Government Employees Insurance
Company, Washington, D.C. 20076; a Berkshire Hathaway Inc. subsidiary. Motorcycle and ATV coverages are underwritten by GEICO Indemnity Company. 2016 GEICO
 BAVARIAN SCRAMBLE  RED ROOST  DREAM DUCATI RIDE  SUPER GLOVE  CANNONBALL FEVER

THE RIDE STARTS HERE

8 CYCLE WORLD JAN./FEB. 2017

 1.4 5/20 $500
BY THE NUMBERS
 The difference, in Millimeters more travel Cost for the optional
SCRAMBLING: inches, between the for the Scramblers fork wire-spoked wheels on
On the nineT Scrambler, if seat height of the stan- and shock, respectively, our test bike (stock is
you cant go around pud- dard R nineT and taller when compared to the cast aluminum)
dles, ruts, and stumps, you R nineT Scrambler R nineTs units
go through them, causing
great metal murmurs but
no damage.
CW FIRST RIDE

2017 BMW
R nineT
SCRAMBLER
Getting to the dirt on BMWs entry in the scrambler arena
By Joseph Gustafson

W
hat is a scrambler? Thats
the question I contem-
plate as I roll shin deep
through country muck
on BMWs new R nineT
Scrambler.
In a field of just having fun, the new-
est entry from BMW is a very serious
option. Compared to its competitors, it has
the most power, one of the highest seats,
and most weight. Its heart is plucked from
the previous iteration of BMWs legitimate
adventurer, the R1200GS, and looks from
the stunning R nineT, but it also costs
more than the competition.
With all this, can the
dirtier nineT still live up to
its Scrambler name?
BMW thinks so, the
Bavarian brand having
equipped the bike with a
lower final drive for snap-
pier acceleration, plus more
suspension travel, a 19-inch
front wheel, and high-
mount exhaust. Its also
given the bike a lower price
tag through the use of more
budget-conscious compo-
nents, like a conventional,
nonadjustable 43mm fork,
lower-rung shock, tradition-
ally mounted Brembo brakes, steel tank
(instead of aluminum), and three-piece
frame thats likely cheaper to produce than
the standard nineTs four-piece unit. Oh,
and its also ditched the tach.
Like the R nineT weve come to love, the
Scramblers flat-twin engine has a strong
midrange and feels plenty willing to move
all 485 claimed pounds of motorcycle
along. Fueling is smooth, as is the trans-
mission. But thats where the similarities
between the Scrambler and the original R
nineT seem to end.
One of the immediately noticeably dif-
ferences is the suspension
a serious downgrade. The
fork crashes over bumps,
juddering the entire bike,
and the rear features just
enough damping to help
keep things under control.
Ratcheting down on the
brakes causes fork dive,
which throws weight for-
ward as you brake toward
the apex. The lower-rung
calipers havent sacrificed
too much stopping power,
but you cant help but feel
like the Scrambler relin-
quishes much of the refine-
ment that makes the R

CYCLE WORLD 9
 IGNITION FIRST RIDE
EVEN MORE WAYS TO
ENJOY THE R NINET
PLATFORM
BMW R NINET PURE
BMWs R nineT Pure is reduced to its
essentials, BMW says, and shares
some of the same cost-cutting mea-
sures as the Scrambler: a 43mm con-
ventional fork, standard-mount cali-
pers, steel tank, and basic electronics
package. All in the name of saving a
buck (while still looking good).
BMW R NINET R ACER
Add a frame-mounted half fairing,
seat hump, rearsets, clip-on-style
bars, and vintage BMW Motosport
paint scheme to an R nineT sharing
many of the Pures/Scramblers cost-
cutting componentry and you have
the new R nineT Racer. Pretty.
BMW R NINET URBAN G/S
With much of the same componentry
as the R nineT Scramblerplus
identical geometry and suspension
travelthe R nineT Urban GS sits
proudly as BMWs homage to the
1980 R 80 G/S.
2017 BMW R NINET SCRAMBLER
E N GIN E T Y P E
Air-/oil-cooled flat-twin
10 CYCLE WORLD JAN./FEB. 2017
PLUSES AND MINUSES:
Add a 19-inch wheel and
high-mount mufflers and
you have a scrambler.
Remove the tach (and
more) and youve got an
affordable scrambler too.
nineT so special.
The Scramblers rake has been
relaxed by 3 degrees (from 25.5 to
THE GOOD 28.5) for better stability off road,
NEWS IS and while it does help, it (along
with the larger front wheel) also
YOU CAN makes the bike feel heavier in side-
TAKE THE to-side transitions on the street
SCRAMBLER and zaps some confidence in the
OFF ROAD. front end. The optional Metzeler
THE BAD Karoo 3 tires on our testbike (with
NEWS IS optional wire-spoked wheels) pro-
THAT ITS vide quite a bit of grip on the road
NOT EASY. but do wobble in that character-
DISPL ACE M E NT SE AT HEIGHT FU EL C APACIT Y
1170cc 32.3 in. 4.5 gal.
istic knobby way, squirming into
and out of corners.
The good news is you can take
the Scrambler off road. The bad
news is that its not easy. The bike
just doesnt have the suspension
travel to make less-experienced
dirt riders like myself comfort-
able, and its considerable weight is
always felt. Plus, if you dont turn
off the optional traction control
system, you will nearly stall out
going up your first slippery hill,
BMWs ASC (add $400) trying its
best to figure out what to do.
The Scrambler does have more
dirt-friendly enduro pegs, which
means its easy to keep your feet
planted, but even with its taller
bar youre hunched over as you
stand up. The tank is also quite
wide, making squeezing it for sta-
bility in technical sections a chal-
lenge as well.
For me, the R nineT Scrambler
doesnt go far enough toward its
mission. It is neither excellent
for off roading, nor as special to
ride on the street as the regular
R nineT. If you can shred a dirt
bike, you can shred on this (youll
still wonder why youre doing it
on something so expensive). But
if youre new to dirt, there are
options that will inspire more con-
fidence, be easier to pick up, and
not have a heady repair bill when
you splinter it into a billion pieces.
Playing armchair product plan-
ner, I would have retained the
$15,000 price point of its sibling
and pilfered the GS parts bins for
suspension and brakes. Maybe
Ducatis new Scrambler Desert
Sled will inspire BMW?
Going back to the question, Is
it a scrambler? Heres something
to consider: I took my Triumph
Bonneville to a trackday once. That
didnt make it a sportbike so much
as it made me a guy looking for a
good time, which you can do on
any scrambler, or any bike, period.
The only difference here is that
with the R nineT Scrambler, youll
look good doing it.
CL AIMED WET WEIGHT BAS E P RIC E
485 lb. $13,000
LONG BEACH, CA NEW YORK, NY WASHINGTON D.C. D A L L AS, TX
NOVEMBER 18 20, 2016 DECEMBER 9 11, 2016 JANUARY 6 8, 2017 JANUARY 13 15, 2017

CLEVELAND, OH MINNEAPOLIS, MN CH ICA GO, IL

JANUARY 27 29, 2017 FEBRUARY 3 5, 2017 FEBRUARY 10 12, 2017

Participating manufacturers vary at each show and are subject to change

 IGNITION FIRST RIDE T RIDE
C W FIRST RIDE
2017 HONDA CRF450R
Major updates lead to a more capable CRF By Brendan Lutes
H
onda has always been known for
its quality and durability. But for
the past few years, its CRF450Rs
shortcomings have outweighed
its strengths. For 2017, Big Red
is looking to change that with
a 450 that, outside of the color
red, shares very little with its
predecessor.
Starting at the Unicam
engine, Honda has made nu-
merous updates for added
low-, mid-, and top-end power.
These changes include a more-
direct downdraft intake layout,
straighter port layout, and new
finger rocker arm for increased
valve lift, in addition to 2mm-
12 CYCLE WORLD JAN./FEB. 2017
larger intake valves, revised to multiple changes that add
squish area for higher compres- up to a lighter overall design,
sion ratio, and reworked piston with emphasis on mass cen-
that provides better combustion tralization and improved
efficiency. A Diamond-Like handling. This begins with a
Carbon (DLC) coating has been lighter-weight, sixth-generation
applied to internal parts for bet- aluminum frame with reduced
ter durability, while the
clutch was updated with
fewer, thicker plates
that contribute to a shal-
lower overall assembly.
A compact exhaust sys-
tem with more-gradual
bends for smoother
exhaust flow rounds out
the engine updates.
The chassis is host
PHOTOS BY Jeff Allen
GOOD NEWS GRAPHICS: The CRF450Rs
bodywork now has in-molded graphics, so
you wont be blowing off the decals with
your zillion-psi pressure washer.

torsional stiffness; lighter- third map was our favorite, as air fork on the 16 model, its bet-
weight swingarm with more it made it easy to power out of ter at soaking up hard hits and
OPTIONAL
vertical and lateral stiffness; ELECTRIC corners and over jumps. sharp, square-edged bumps.
and repositioned shock thats START The updated chassis and new Honda definitely hit a home
mounted lower in the frame. suspension work just as well. run with the new CRF450R.
Perhaps the biggest change, With its revisions, the bike has Everything we disliked about
however, is the new 49mm The 2017 a nimble, agile feel off jumps, the outgoing model has been
Showa coil-spring fork, which CRF450R will turns with ease, and feels well changedair fork, uninspiring
Honda has reverted to after come standard balanced. And while we did find power, vague front endand the
multiple years spent using with a kickstart, that the suspension was a little bike is an absolute joy to ride.
Kayabas air fork. All told, this but you can soft, a few clicker adjustments The more aggressive power, cou-
CRF450R has a 30mm-narrower upgrade to an helped cure our woes. The pled with the improved chassis,
cross-section at the radiators optional electric- spring fork is as progressive as makes for a bike we cant wait to
and retains the same overall starter kit it is plush, and compared to the spend more time aboard.
weight as last yearan accom- ($650)the same
plishment aided by the move to kit that comes
a titanium fuel tank and other standard on the
small weight-saving measures. new CRF450RX.
On track, the numerous The downsides?
engine updates yield a more The kit adds
significant hit of power, but at precious weight
the same time, the bike isnt to a bike Honda
more difficult to ride. Power went to great
comes on strong off the bottom, lengths to keep
pulls through the midrange, and light and requires
continues into the top-end in a you purchase the
very linear manner. The three battery separate. PLEASING POWER:
ignition mapswhich the rider The upside? Pain- Power delivery on
can toggle between via a button free starts. Worth the new CRF is linear
on the handlebarmake it easy it? We think so, yet strong, meaning
to change the power character- but well let your theres more of it,
istics. However, surprisingly, we wallet be the yet the bike is still
found that the most aggressive judge. easier to ride.

2017 HONDA CRF450R

E N GIN E T Y P E DISPL ACE M E NT SE AT HEIGHT FU EL C APACIT Y CL AIMED WET WEIGHT BAS E P RIC E
Liquid-cooled four-stroke single 449cc 37.8 in. 1.7 gal. 243 lb. $8849

CYCLEWORLD.COM 13
 IGNITION EXPERIENCE

DUC ATI RIDING E XPERIENCE PROGR AM

STUDYING ABROAD
New skills and lifelong memories courtesy of DRE By Bradley Adams

emyand come out with a

deeper understanding of the
brand, its bikes, and the skills
required to become a better
and safer rider.
My story is the same. I
attended the Track Master
class (1,490 euros or $1,600)
at Mugello and spent a full
day and a half absorbing ev-
erything I could from official
Ducati test rider Alessandro
Valia, my instructor and all-
around wizard on anything
two wheels.
An intimate affair, Track
Master groups are made up
of just one instructor per
three students, meaning
there was never a feeling of
abandonment. The levels
title suggests talking points
will be complex, but to my
surprise focus is still on the
basics: body position, lines,
and trail braking, with class-
room session concentrating

I
lived in a bubble for most certificate of graduation from Ducati brand. Since the pro- on the Panigales main fea-
of my adolescent life. the Ducati Riding Experience grams inception, more than tures and the skills wed prac-
Never traveled. Never program, and hell if he isnt 10,000 motorcyclists have tice. Each on-track session
saw the world. Never better for it. participated in one of its six has a lead/follow element to
considered it, really. Introduced in 2003, DRE coursesIntro, Precision, it, while afternoon sessions
Study abroad programs? is part riding school, part Track Warm-Up, Track Evo, are dedicated to shooting
Ill pass, professor. Give me full immersion into the Track Master, Champs Acad- onboard video that will be
the comfort of my own bed
and the 20-year-old version of
me is happy as a clam.
But that 20-year-old didnt
know what he was missing
out on. He never aimlessly
strolled the streets of Italy in
search of fresh pizza. Never
discovered how satisfying
a stiff back can feel when
earned catching sleep on a
Europe-bound Boeing 747.
And he certainly didnt get to
rip laps around Mugello on a
Ducati 1299 Panigale S.
But the 27-year-old version
of me has. Hes also earned a

14 CYCLE WORLD JAN./FEB. 2017 PHOTOS COURTESY OF Ducati


DATA DOWNLOAD: Part of the Track
Master course includes analyzing data
gathered during one of your on-track
sessions and comparing it to the
instructors.
analyzed back in the garage.
Like any class, what you get
out of the DRE is what you
put into it. Ive always wanted
to work on body position, and
Valia was able to offer point-
ers for how to do this, based
on what he saw me doing on
track. Specifically, we worked
on dropping my inside elbow
and getting my head down
FAST COMPANY:
Official Ducati test
rider Alessandro
Valia follows me
around Mugello.
As friendly as he is
fast, Valia made for
an excellent coach.
toward the inside of the bike
while keeping my shoulders
parallel to the bars.
The other riders in our
group fought their own bat-
tles. Scratch that. We fought
them together. Which is one of
the things I liked most about
DREthe fact that we were in
this together. Riding together.
Working together. Learning
together. I went in not know-
ing either guy in my group
but walked away feeling like I
made two new riding buddies.
As a riding school, DRE
lacks highly technical train-
ing concepts, but it makes
up for that in unparalleled
experiences. That day I rode
a track Id dreamed of lap-
ping since I was a kid and
shared it with guys like Offi-
cial Ducati Corse MotoGP
test rider Michele Pirro and
FIM Superstock 1000 Cup
racer Leandro Mercado (also
instructors). Plus, I had access
to free lunch, photographer,
and optional rental gear (an
added cost).
If you ever have the oppor-
tunity to attend a Ducati Rid-
ing Experience, jump on it.
Its the ultimate study abroad
program for motorcyclists
and well worth breaking out
of your comfort zone. If not
for the riding skills youll
master, then for the stories
and experiences youll come
home with. The comfort of
your own bed is overrated
anyway.
CYCLEWORLD.COM 15
 IGNITION TWO-WHEEL CHAT TER
ALPINESTARS ALL-NEW SUPERTECH GLOVE
From MotoGP to your fingertips
By Bradley Adams
 Alpinestars has introduced
an all-new race glove, developed
in conjunction with its MotoGP
riders. Dubbed the Supertech,
this is not a replacement for the
companys current GP Tech but
rather an addition to its lineup
one with new technologies for
added comfort, feel, and safety.
As with the GP Tech, the
Super tech is constructed from
full-grain kangaroo and cow
leather but with noticeable dif-
ferences in construction. First
and foremost, the Supertech
uses a two-part finger con-
struction, which reduces the
number of seams/points where
a tear could occur, increases
flexibility at the finger, and cre-
ates a better feel at the grips,
Alpinestars says.
An abrasion-resistant AR-
Shield material (currently being
used in the companys latest race
suits) further limits the chance
of tearing. A combination of
Cordura and DuPont Kevlar/
Aramidic fibers, this material is
applied to areas subject to high
abrasion, such as the top of fin-
gers, side of pinky, and outside
of palm.
For added freedom of move-
ment and comfort, there's an
accordion expansion zone just
behind the knuckle protection
and a Kevlar-reinforced stretch
16 CYCLE WORLD JAN./FEB. 2017
MORE IS BETTER: Alpinestars
says that despite the new
Supertech glove featuring
more layers, its actu-
ally more flexible than any
insert in the palm, between the of its other race gloves.
thumb and index finger. This
prevents pressure points at the
palm and improves feel at the GP PLUS
bars. The TPU Dynamic Fric- LEATHER
tion Shield (DFS) on the cuff has SUIT
also been repositioned for better Alpinestars
flexibility in the wrist area. latest col-
Meanwhile, the top of the lection also
glove is equipped with an addi- includes the
tional layer of shock-absorbing new GP Plus
foam to help dissipate energy in leather suit.
hand, meet ground impacts. Designed to
The knuckle protection is not break the
backed by shock-absorbing bank yet still
foam too. offer more
Perhaps more interesting is features than
the addition of CarbonX fire- a true entry-
retardant material that delays level suit,
heat transfer to the palm, some- the GP Plus
thing that will benefit riders ($1,199.95)
sliding hands-first down the gets extended
road in a crash. Burning leather stretch zones
can be a hot affair for optimum
All this combines to make the flexibility, a
Alpinestars Supertech ($399.95) sport-oriented
glove one of the most advanced fit, and a
mitts to ever hit the market. symmetrical
Its, for comparisons sake, the design. To
Ducati Panigale R of handwear: Alpinestars,
raw, performance-minded, and its a suit for
not meant to cut corners. With a the everyday
new race fit, Alpinestars says track rider who
the Supertech glove is like hav- wants to look
ing a second skin, and for those and feel like
in the market for the ultimate the guys on
glove, its a skin that could be the GP grid for
worth getting into. less the cost.
 GEAR IGNITION

NEW IDE AS

PLUG N PLAY
Juice your ride with these electronics By Don Canet

3
5

1 2 3 4 5

ACTION CAM BATTERY BACKUP TACH TECH BATTERY INCLUDED PRE-WIRED LID

Capturing your moto mo- A dead battery shouldnt Treat your vintage or Battery-powered kid Communicate with your
ments in HD just got less stall your ride. The Wee- retro custom to some toys dont get cooler wingman, passenger, or
hands-on. The Garmin go 44 ($149.99) portable modern technology. The than the Monster Moto the outside world. The
Virb Ultra 30 ($399.99) battery pack is capable Motogadget Chrono- Classic Electric Mini Sena Calvary Blue-
features voice com- of jump-starting a bike classic ($563) combines Bike ($249.99). Top tooth Helmet ($349)
mands to start, stop, or car. It charges phones a Smiths-style analog speed can be set for 11 is a DOT-approved half
take a picture, and re- and laptops, powers tachometer and multi- or 7 mph, and the steel- shell featuring comms
member that moment. 12-volt electronics, and function LCD in a classic tube frame, cast wheels, module, built-in stereo
Its three-axis stabiliza- it features an LED ash- round casing. The tach is tires, and polypropylene speakers, and noise-con-
tion smoothly records in light with strobe and available in 8K-, 10K-, and fenders are designed trol microphone. Enjoy
resolutions up to 4K and SOS functions. Smarty 14K-rpm scales and has for outdoor use. Run FM radio, share a playlist
has built-in GPS and ac- Clamps, wall and car four LED indictors. The time is up to 45 minutes with riding companions,
celerometer sensors for chargers, hook/lanyard, LCD offers over a dozen between charges, and or patch them in over
creating instrumented and water-resistant car- functions, including an the throttle and disc the intercom while youre
video overlays. rying case are included. extensive trip computer. brake are hand operated. on a phone call.
 (913) 397-8200  (609) 265-9200  (937) 291-1735  (855) 833-6483  (888) 333-7362
virb.garmin.com myweego.com spieglerusa.com monstermoto.com sena.com

CYCLEWORLD.COM 17
 IGNITION EVALUATION

C W E VA LUAT I O N

OSCAR BY ALPINESTARS Form, function,

MONTY RIDING SHOE and comfort

By Bradley Adams

OSCAR BY
ALPINESTARS
MONTY
RIDING SHOE
oscarbyalpinestars.com
Colors: Black, Brown
PRICE: $259.95

UPS
+ Classic looks
+ Limited branding
+ All-day comfortable
DOWNS
Need to loosen laces
a lot to get off/on
Price

L
ike many of our favor-
ite motorcycles on
the market right now,
our favorite riding
apparel is the stuff
that pairs classic styling with
modern materials. This is the
case with the Monty Riding
Shoe, part of the Oscar by
Alpinestars lineup.
The Monty is CE certified
(CE 89/686/EEC-CAT 2) with
full-grain leather upper and
Alpinestars oil-resistant
rubber-compound sole. For
the everyday rider, the foot-
wear boasts internal padding
on the shift area, plus dual-
density TPU ankle protectors
on medial and lateral sides
of each shoe. The toe box and
heel counter are reinforced
for added support and impact
resistance, while the rear
collar is equipped with flex-
ion inserts for added comfort
around the Achilles area.
A great everyday riding
shoe, to us, is one that offers
necessary protection on the
bike but also enough style
and comfort to be worn
when the ride ends. And
thats exactly where the
Monty excels: From com-
mutes, to office meetings, to
dinner with the better half,
the shoe never felt too out
of place. It doesnt offer the
protection of a true sport-
oriented riding boot or help
you fit in at a five-star steak
house, but it does strike a
happy medium. With the
reinforced sole and internal
padding, we felt like there
was good support and never
noticed any pressure on our
foot when shifting.
In the end, the shoe is
all-day comfortable, offers
decent support, and has
withstood the abuse of daily
commutes/use for more than
six months now. We half
expected to see the laces or
seams beginning to fray at
this point, but outside of
some added stains and mate-
rial missing from the sole,
theres little sign of dramatic
wear and tear.
Sure, itll take you a little
time to get those long laces
loosened up as you go to
throw these ankle-high
shoes on or take them off,
but if the biggest issue with
a riding shoe is the angst
you have while trying to get
them on, we figure youre
doing pretty good.

18 CYCLE WORLD JAN./FEB. 2017 PHOTO BY Jeff Allen

 EVALUATION IGNITION

C W E VA LUAT I O N

YOSHIMURA SIGNATURE Sweet look and sound

By Don Canet

SERIES ALPHA SLIP-ON

YOSHIMURA

L
ooking to upgrade the savings. Also included is an Alpha has also proven to be a
appearance and voice adapter bracket that allows high-quality component with SIGNATURE
of our long-term 2016 retaining the passenger pegs. no sign of stress or wear to SERIES ALPHA
Suzuki GSX-S1000 The Alpha and its stylish date, just minor discoloration SLIP-ON
couldnt have been aluminum heat shield tipped in the outlet. There also has
more straightforward since our shipping scale at 4.5 been no hint of exhaust leak- yoshimura-rd.com
we were already satisfied pounds. While the 1.2-pound age at the juncture with the PRICE: $649
with stock engine perfor- weight savings compared to stock system nor the annoy-
mance. As a result we saw no stock might not justify the ing deceleration popping that UPS
need to incur the added cost cost, the improved appear- can occur after modifying a + No fuel remap required
or complexity often associ- ance and sound are worth bikes exhaust. + Choice of solo or two-up
ated with installing an after- their weight in gold. Yosh offers its slip-on and conguration
market full exhaust system. The exhaust note is now 3/4-type systems for a wide + CARB/EPA compliant
A slip-on muffler retain- much more soulful with a variety of makes and models.
ing use of the bikes original deeper tone at lower revs and While we cant speak for its DOWNS
header and collector offered throttle opening without other applications, we can Hoped for greater
a simple do-it-yourself solu- being shrill and obnoxious say that the Signature Alpha weight reduction
tion. Yoshimura Research and on the boil. This still rings on our GSX-S has been a Girlfriend frowned on
Development of America, a true following nearly 8,000 positive experience in both solo setup
California-based performance miles and a year of use. The installation and use.
company well known for
its factory-backed Suzuki
superbike program, offers
its Tri-Oval Signature Series
Alpha muffler in two flavors
for the GSX-S: a stainless-steel
canister/carbon-fiber end cap
version or, in our case, the car-
bon-fiber canister/cap model
for an additional $100. Both
versions of the CARB/EPA
emissions-compliant Alpha
are marked with appropriate
EPA noise labels. The core,
polished base cap, and short
tailpipe section are all made
of durable stainless steel.
Removal of the stock muf-
fler proved easy with clear
access to the muffler clamp
once the heat shield had been
removed. The Alpha makes
use of the OEM gasket (that
must be extracted from the
stock muffler) and includes
an anodized aluminum
hanger bracket for those
preferring a cleaner look
and extra pound of weight

PHOTO BY Jeff Allen CYCLEWORLD.COM 19

 IGNITION RIDE CRAFT
SITUATION AWARENESS IN A HIGH-THRE AT ENVIRONMENT
LOOK NOW. DONT LOOK NOW.
Padlocking your focus By Nick Ienatsch
Y
ears ago I read an
inter view with a
veteran Air Force
fighter pilot who said
that veteran fighter
pilots beat rookie pilots in
mock air battles because the
rookies look away at the
wrong time. This comment
stuck with me as I observed
motorcyclists eye usage.
Recently retired three-star
Marine Corps Gen. Robert
Schmidle flies jets and teaches
others to fly jets, and I asked
him about the above quote.
Flying fighters requires many
different scan patterns, but
when you spot the enemy air-
craft, you padlock your focus
so as not to lose sight of it. You
20 CYCLE WORLD JAN./FEB. 2017
learn to look with purpose but
without prejudice, he said.
Many times riders and
drivers I know have looked
away at the wrong time.
When they should have pad-
locked onto the highest-prior-
ity danger, they looked away.
Here are some examples and
situations to think about:
1) On a two-lane road, the
driver looked over to make
a conversational point when
oncoming traffic was within a
quarter mile. Our vehicle and
the oncoming vehicle were
both traveling at 60 mph, cov-
ering about 88 feet per second
each, due to pass each other in
seconds. My internal alarms
blared.
The sooner you see an
oncoming car bleeding into
your lane, the more time and
options you have to react.
Oncoming traffic due to pass
within feet of you must re-
main your priority, bike or car.
2) As my friend stopped for
a red light, she sat comfort-
ably in neutral and waited
patiently for the green light.
Wrong. As a rider comes to
a stop, that rider must be
focused on his/her mirrors
to monitor the approach of
the next vehicle. This rider
must stay in gear, flash the
brake light, and have their
bike on the side of the lane so
that they can move to a spot
between the cars ahead, in the
case that the approaching car
isnt stopping quickly enough.
After a car stops safely behind
you, its generally okay to flick
into neutral and relax.
3) I was driving in heavy
city traffic and my wife said,
Wow, look at that golf store.
It looks like it has a four-deck
driving range! As impressive
as that might be, I couldnt
look because my focus was
on the two blinds spots I
was trying to get through. A
blind spot is the point where
your vehicle is invisible to
the drivers youre behind and
next to, unless they turn their
heads, which is difficult while
texting.
If your concentration strays
while in a blind spot, you
could be the victim of a bad
lane change. It will be their
fault, but your vehicle and/or
body will be hurtall because
you werent focused on the
surrounding cars.
4) The rider was 20 feet
away from a busy intersec-
tion with oncoming traffic
waiting to turn left, and he
glanced in his mirror. In that
half second, his bike covered
22 feet at 30 mph. The mirror
check shouldve come sooner,
well before he arrived at the
intersection. As he glanced
in the mirror, the waiting
car attempted to dart across
the intersection. The rider
refocused off the mirror, but it
was too late.
Yes, riders must scan and
jump their eyes and take in
all surroundings, but at some
point the most dangerous pri-
ority requires the vast major-
ity of our attention. Padlock
on to the priority and give
it your attention until safely
past.
ILLUSTRATION BY Ryan Inzana

CANNONBALLS
DEEP
CROSSING AMERICA ON A SUPER-ANTIQUE
BY PAUL DORLANS
I
f you were a motorcyclist in 1916,
youd know the globe had already
been circled on two wheels. The
press was in frenzy over endur-
ance racinga cross-country adventure
on an overgrown bicycle, over thou-
sands of miles of mud and sand trails
from either the Pacific to the Atlantic or
Canada to Mexico. There were no paved
roads outside of cities, meaning riders
motocrossed solo, navigating wagon
trails and farm tracks, fixing what broke
in local barns, with a pistol handy to
scare off dogs, coyotes, and wolves. Rac-
ing cross-country was madness, and
guys like Erwin Cannon Ball Baker
gained lasting fame from iron-man
adventures. In 1914, Baker took 11-1/2
days to cross from San Diego to NYC
on a new Indian V-twin, which cut nine
days (!) off the previous record.
One hundred years later, men like
Baker are gone, but we still have the bikes.
How do they measure up? That was what
restorer Lonnie Isam Jr. asked. He orga-
nized the first Motorcycle Cannonball
Endurance Rally in 2010. Open to riders of
pre-1916 bikes, the 3,400-mile route from
Kitty Hawk, North Carolina, to the Santa
Monica Pier would run over 16 days, with
timed departures, surprise checkpoints,
points deducted for lateness, and penal-
ties for outside assistance. A total of 45
riders from six countries took the bait.
The mechanical carnage that first
year became legend. Machining a new
crankpin overnightusing a truck axle
found in a farmers junk pilewasnt a
miracle; it was just another story among
many that created a new genre of moto-
folktale: Cannonball stories. Most of
those first-year riders (10 sailed across
Americas back roads with a perfect
score) vowed never to repeat the experi-
ence and kept their word.
The next Cannonball, in 2012 (its bian-
WANDERING EYE IGNITION
nual) allowed for pre-1930 motorcycles,
which I entered on a Velocette KTT, the
only OHC bike to have attempted the
rally. My Cannonball tales of woe were
100 percent camshaft, and one Harley-
Davidson rider quipped, Theres no
place on the Cannonball for a bike not
repairable by a hammer. He might be
right! A total of 28 riders with hammers BY THE NUMBERS
had a perfect 3,938-mile run.
A pre-1936 cutoff date meant 2014
was even easier and allowed first-year
Knuckleheads, along with my 33 Brough
1912
Superior 11.50. But while riding an
80-year-old bike on a 3,400-mile rally is
impressive, Isam felt the Cannonball had
gone soft, so in 2016, it became the Race
of the Century, allowing only 100-plus- FIRST ROUND-THE-
year-old motorcycles. WORLD MOTORCYCLE:
Six years of Cannonball horror stories CHARLES STEARNS
didnt stop 94 riders from rolling onto CLANCY ON A 1912
the Atlantic City pier on September 10 HENDERSON FOUR
and setting off. It was a nasty, humid
90-degree day, and more than a quarter
of the field broke down on day one. But
69 riders made it, and as that number
shrank daily, the resolve of the survi-
vors hardened, and their eyes narrowed
toward the Pacific Coast.
143
TIMES ERWIN
There was humor (Brent Hansen rid-
ing a 1914 Shaw moped), tragedy (broken CANNON BALL
bones, torched bikes), and even intrigue, BAKER RACED
as then-leader Dean Bordigioni took ACROSS THE USA
some bad advice (a half-mile tow to the BEFORE 1940
crest of 11,000-foot Wolf Creek Pass for
his single-cylinder single-speed 1914 H-D
that hed been pushing 7 miles uphill)
fo u r
that cost him a trophy he badly wanted
and probably deserved. In the end, 21
riders arrived in Carlsbad after thou-
sands of miles on back roads (plus 150 MILES OF PAVED
on the freeway). They didnt win a war ROAD ON BAKERS
or cure a disease, but theirs was an epic 3,379-MILE
achievement. Kudos to all who braved CROSS-COUNTRY
the Cannonball this year and put their ROUTE IN 1914
motorcycle where their mouth is.
CYCLEWORLD.COM 21
 IGNITION TDC
TOAST
GETTING IT DONE
WITHOUT BURNING OUT
BY KEVIN CAMERON
I
lie on the bed at 4 a.m., my heart
beating rapidly. Through my head
rushed all the pre-Daytona tasks yet
to be completed. I had not slept for a
long time, I had got a lot done, but I could
not sleep. I knew I had to get out of this loop
because this was not fun or productive, and
it had no future. I was toast.
Many have traveled this way. One friend
made himself mysteriously ill every racing
seasonuntil he was able to make himself
delegate the work that was wildly, obviously
impossible for any one person to complete.
When I first met Gary Mathers, he was
managing all of Kawasakis racing activi-
tiesan impossible number of weekends
away, of upright-and-locked airplane travel,
of crucial tasks without end. People said of
him, admiringly, that he was able to find
good people then let them alone to do their
assigned work without micromanagement
from him. One of those good people was
Rob Muzzy, who would go with him to
American Honda when Kawasaki clicked
off its roadrace program. They were hugely
successful in winning Superbike races. If Id
thought about it, Id have seen that finding
good people and letting them alone was not
just rational management (and good luck).
It was also almost certainly self-defensea
hard-learned method of getting it all done
without Around the World in 80 Days syn-
dromekeeping the big wheel turning by
throwing yourself into the firebox.
Mathers had worked in nursing earlier in
his lifesurely hed seen plenty of burnout
among medical people. The late John Brit-
ten told me, I seem to work in five-week
periods, and I dont sleep much then. That
sounds like hed felt the edge of this crazi-
ness and had the sense to break away when
he had to.
Classic burnout is to push on until you
crack, confusing madness with willpower
and then finding yourself unable to con-
22 CYCLE WORLD JAN./FEB. 2017
reason to exist.
In 1968, I was working in a shop that repro- BY THE
duced classic fluid mechanics experiments NUMBERS
for educational films. We had a steady flow
of visiting applied physics heavies. One day
I turned from the lathe to see one of them
a man who had lived through the crash
program to develop airborne radars for the
Pacific Warrelieving himself in our sink.
forever
LENG T H OF T IME T WO
He turned to me genially and said, When I DRI V ER S COULD KEEP
worked in Building 20 the bathrooms were A R ACE VAN ROLLING,
at the end of a long hallway. We didnt have GI V EN ENOUGH COF-
FEE. T HERE MIGH T
time for that, and I dont have time for it now BE WOR SE FAT ES.
eitherI have a meeting in five minutes.
In the Manhattan Project, in the develop-
ment of the proximity fuze, in the many
radar programs, experienced managers
10
required their R&D personnel to take part in
some kind of alternative activitysports, a
group orchestra, artsas a way to give their
minds regular opportunities to let go of NUMBER OF COFFEES
NEEDED TO AT TAIN A
their important but obsessive tasks to focus S TAT E OF V IBR AT ION
on something completely different. IN W HICH YOURE
When you are far into machining an NOT A SLEEP A S YOUR
entire alternate universe from solid billet, PART NER DRI V ES A
TANK OF G A S BU T
you hear, Hon, you ought to eat something. C AN T REMEMBER
I have some nice raviolis. Can I get you A N Y T HING T H AT
something to drink? HAPPENED EIT HER.
Im trying to get this doneIm not
hungry.
I have known several young engineers
$7.68
who were sure they could design, build, and
ride to victory revolutionary motorcycles.
When I think of their stories, they are not
different from any other addiction. At least COS T IN 19 7 2 TO
two of them lost their marriages, then their FILL UP T HE R ACE
VAN. MR. GORES
jobs, and, finally, their will to do anything. MOV IE WA S A S Y E T
In Tracy Kidders book, The Soul of a New UNDRE A MED OF.
Machine, he describes a team developing a

new computer in the intense early
days of desktops. People fell into
their work and management was
delighted: around-the-clock devel-
opment on salaryzero overtime!
Great!
Mommy, Mommy! Theres a
big strange man at the door!
Calm down, Punkinthats
your daddy.
The result was classic burnout
of key personnel. Once the project
was finished, the very people who
would be most essential to the
next product development cycle
drifted away listlessly into com-
pletely other activities in other
parts of the country, taking their
special knowledge with them. I
saw the same happen to a motor-
cycle R&D teamhighly capable
people, dissipated to the four
winds. I saw it in a family mem-
ber who leaped from the battle to
get tenure in nuclear magnetic
resonance research on one coast to
running a head shop on the other.
THESE ARENT TYPICAL RIDERS.
STUNT RIDERS ERNIE VIGIL AND NICK APEX TUNE WITH POWER COMMANDER.
FUEL INJECTION MODULE
SUPERIOR OPTIONS - PRECISE CONTROLS
W W W. P O W E R C O M M A N D E R . C O M
Rolling papers with that order,
maam?
Less talked about are the results
of prolonged exposure to mortal
danger, discussed in the book No
More Heroes by former Army officer
Richard Gabriel. Now treated as
combat fatigue, it was formerly
called shell shockor contemptu-
ously dismissed as lack of moral
fiber. But as Gabriel shows, those
most strongly affected are often
those who have most inflexibly
held their own feet to the fire.
Most of its literature deals with
military experience, but the effects
are felt by others chronically
exposed to hazardincluding
motor racers, mountain climbers,
and corporate carnivores. Spon-
taneous blindness, paralysis of or
chronic pain in a limb, and a wide
variety of other disturbances have
the effect of terminating the indi-
viduals activity. These days we can
read heart-warming tales of corner-
office 100-hour-a-week types who
This product is intended to be used only on racing vehicles on closed courses, and
not for use on roads or vehicles otherwise subject to emission control requirements.
2016 DYNOJET RESEARCH
TDC IGNITION
JUST AS found salvation at minimum wage,
THE WORK- serving in a Starbucks.
ADDICTED Just as the work-addicted see
SEE WILL- willpower as the way to overcome
the warnings from their own
POWER AS being, so those exposed to severe
THE WAY hazard can see courage as their
TO OVER- salvation. But in both cases, these
COME THE apparent virtues can drive them
WARNINGS faster and deeper into some kind
FROM THEIR of breakdown. Gabriels book tells
OWN BEING, us that of a population of people
SO THOSE continuously exposed to extreme
EXPOSED danger for 30 days, 98 percent will
TO SEVERE suffer a breakdown of some kind.
HAZARD This in turn suggests that we
CAN SEE carry some kind of on-board sys-
COURAGE tem responsible for seeing to it that
AS THEIR we get a chance to do our reproduc-
SALVATION. tive duty, subtly devised by Mother
Nature. This system busts us out
of whatever nonsense weve got up
to, whether we like it or not, and
forces us to seek something com-
pletely different. Gives meaning to
the corny admonition, Everything
in moderation.
 CW FIRST RIDE DUCATI SCRAMBLER DESERT SLED

24 CYCLE WORLD JAN./FEB. 2017

CYCLEWORLD.COM 25
 CW FIRST RIDE DUCATI S CRAMBLER DESERT SLED

W
hen you say
this is the
only bike you
have, does
that mean the
only bike you have here or the only bike
you haveperiod? I ask.
The only bike, as in its the only one
like it that exists in the world right now,
and its got to be in one piece for all the
marketing assets we need to shoot, con-
firms Ducati North America Public Rela-
tions Manager Nathon Verdugo.
My question is perhaps rhetorical; I
can already see the sweat pooling up
in his palms. But I ask anyway because
Ducatis video team is proposing that
its video model, Drake McElroy, jump
the bike off of a berm, toward a down
slope 5-plus feet away, and straight into
a rather menacing sand wash. As far as
Im concerned, thats not something you
do with a bike that needs to stay in one
piece. And up until now, its definitely not
something you do with a bike wearing
Scrambler badges on its tank.
Either I was about to watch grown
men break out in tears or see the evolu-
tion of the Scrambler unfold in front of
my very own eyes. Three, two Wait,
first a closer look at Ducatis all-new
Scrambler Desert Sled.
We like to call this kind of bike the
second new Scrambler, Ducati Scram-
bler Brand Director Claudio de Angeli
says as we stand on the barren El Mirage
lake bed for a private shoot of the Desert
Sled, two months ahead of its official
unveil. Its the second new bike because
this kind of bike has almost nothing to
do with the other one. We have a bigger
fork. We changed the swingarm. The
spring. And its good for real off-road.
I try to not come off as a fanboy but
admit that, for me, hes saying all the
right things. For years, Ive dreamed of

26 CYCLE WORLD JAN./FEB. 2017

a scrambler that was an honest-to-god
homage to the bikes that ruled the
Southern California desert in the 60s
and 70s. It didnt have to be capable WE HAVE
of winning Hare & Hound races, but
A BIGGER
it needed at least to be willing to dip
its toes in the dirt on something other FORK. WE
than graded fire roads, and do so with- CHANGED
out rattling itself (or my insides) to THE
pieces. Most of the Scrambler line and SWINGARM.
its competition are not really meant for THE SPRING.
this, and Ducati has known it. AND ITS
Even when we were in Palm Springs
GOOD FOR
for the launch of the original Scram-
bler in 2014, we had a few meters in off REAL
road, and we immediately understood OFF-ROAD.
that we had to improve the bike for

CYCLEWORLD.COM 27
 CW FIRST RIDE DUCATI SCRAMBLER DESERT SLED
 Five minutes spent perusing the
web or motorcycle-related social
media pages will tell you where con-
sumer interest lies: caf racers. Ducati
has watched the trend grow and, with
a platform built on the concept of
O N T HE R E CO R D :
Ducati Scrambler Brand
Director Claudio de Angeli
28 CYCLE WORLD JAN./FEB. 2017
D U C AT I S C R A M B L E R C A F R A C E R
factory customization, has decided to front wheel with sport rubber, clip- trail, and wheelbase all shrink, mean-
jump in with an example of its own. ons with bar-end mirrors, and stylish ing the Caf should be a little more
Enter the 2017 Scrambler Caf Racer. new seat thats a tad bit taller. Theres sporty handling too.
Opposite the Scrambler its based a seat cowl and small fly screen up Small differences? Maybe. A good
off of (its only strange if you think front as well, plus number plate. indication of how versatile the base
about it), the Caf features a 17-inch As a result of the changes, rake, Scrambler platform is? Absolutely.
 We dont like to treat the I am a proud owner of the the Lloyd Brothers team last year
Scrambler as only a bike. Its a huge Scrambler Flat Track Pro because suddenly we had in our mind that
world completed by gear, acces- Troy Bayliss was my hero and is my we have to do something in the
sories, helmets, and social commu- hero. Immediately when we saw Scrambler as well.
nication. We want to stay focused the first race and when we knew About future Scrambler models:
now on developing this entire world. that Troy Bayliss was engaged by You have only to wait!
This is the most important.
To make a Scrambler as a
Ducati brand, its very strange
because Ducati is racingits
MotoGP, its performance, and so
on. Ducati, for me, is the best per-
formance brand in the world, and
the mission of the Scrambler is not
the highest performance. Its style
and the lifestyle. So we establish a
brand first of all.
The Scrambler in 1962 has been
built under request from our im-
porter in America, for having a bike
that can ride into the desert, so let
me say that Desert Sled is something
in the DNA of Scrambler brand.
this, de Angeli admits. So the Desert
Sled was clear in our mind since then.
In the interim, many a Scrambler
have been beaten, battered, and bruised
by riders asking them to be something
theyre not. Like, say, dirt bikes. Problem
there was that the Scramblers swing-
arm and frame weren't designed for the
abuse, and plunging back to terra firma
generally led to cracks in places where,
well, you dont want cracks. On the Des-
ert Sled, a pair of plates hug the engine
and support the swingarmwhich
itself is reinforced and longerso jumps
wont lead it to the same fate. The frame
is reinforced, the spoked front wheel
is now 19 inches, and the footpegs are
bigger, too, for fancier footwork as you
work your way down a trail.
The 803cc engine goes untouched,
but the fully adjustable 46mm Kayaba
fork (versus 41mm) and longer shock
add much-needed travela total of 7.9
inches at each end. A motocross-style
handlebar feels more tailored to stand-
ing up in the dirt, and a small skid plate
offers up at least a little protection.
I had a chance to throw a leg over the
bike before its fateful jump and can say
these changes do push
the bike further toward
something Id willingly
tear through the desert
on. Power from that
air-cooled mill still feels
relatively soft, but the
user-friendly delivery
means you can break
the rear loose with bet-
ter control and confi-
dence. The bike doesnt
clatter, clank, or bottom
out over washouts and
feels more than willing
to tear down moderately
technical single-track.
Youll have to be care-
ful you dont confuse it for a full-on dirt and this is how those bikes migrated
bike, as the weight (456 pounds) and away from a real street pretense.
wide front tire still catch you out in I dont know how far riders will be
tricky, loose sections. It doesnt feel like willing to push the Desert Sled. But as I
youre doing something youre not sup- stand back and watch McElroy launch off
posed to be though. And thats the point. this berm-turned-impromptu-jump and
I hint that this is an interesting evolu- square into a sand wash, then circle back
tion, but de Angeli says, I think if you for one more shot, I realize that theyll
look back at the first desert bikes, its have a lot more fun finding these new
the same. They got better in the dirt limits. The Scrambler has evolved, and I
because riders demanded more, he hints, cant wait to get my hands on one.
CYCLEWORLD.COM 29
 CW TEST 2017 YAMAHA FZ-10

THE
FIFTH
VOICE
T HE 2 0 17 YA M A H A F Z-10 S IN G S
AN IRRESISTIBLE SONG

By Mark Hoyer
P h o t o g ra p h y b y J e f f A l l e n

tarting with the harmonious psychedelic
pop stars Mamas and the Papas isnt
normally what Id do here, but the 2017
Yamaha FZ-10 isnt a normal motorcycle.
So.
I saw an interview with the band long
ago, and basically they said when they
were in the studio they knew they were
on to something when the fifth voice
came in the room. There were four of
them, singing amazing harmonies (all
the leaves are brown, etc.), and that when
the harmonies were particularly har-
monious, a new, greater voice appeared.
The fifth voice. A suggestion of another
dimension unseen but heard and felt right
here on earth under magic circumstances.
I hear the fifth voice on this most
harmonious of motorcycles. The FZ-10
doesnt have one particular characteristic
that makes it exceptional, but much like
the bike it shares its essential platform
withthe YZF-R1the overall balance of
all its qualities makes it excel. That and
the sublime 998cc crossplane inline-four
sings the same almost-syncopated stac-

30 CYCLE WORLD JAN./FEB. 2017

CYCLEWORLD.COM 31
 CW TEST 2017 YAMAHA FZ-10
cato rhythm that is just so interesting
and moving.
The song is the same, but the power
character and response are quite a
bit different from this half-naked sit-
up streetbike. The changes are really
about lung operation. Starting with
the 12-liter airbox (versus 10 liters on
the R1): Yamaha says the extra capacity
helps performance on the FZ-10 because
it doesnt have the same available ram-
air effect since speeds on the FZ-10 as a
streetbike are generally lower (haha)
and that there isnt a full fairing with an
enclosed intake channel stuffing it in the
airbox (true). It also could have an ergo-
nomic inspiration: A larger airbox simply
fits better on a bike where there is little
need for the rider to tuck in.
The FZ-10s 45mm throttle bodies are
essentially the same as those used on the
R1 but allow for cruise control (yes!) and
carry single fuel injectors that pump 25
percent more fuel at 100-percent duty
cycle; the showerheads on the R1 are
deleted here, and the emphasis on mak-
ing more power in lower rpm calls for
the increased injector capacity.
More conservative cams reduce dura-
tion, lift, and overlap, all things that
help the bike run more smoothly and
provide greater power at lower rpm. Add
to this smaller ports and smaller 31mm
steel (not 33mm titanium) intake valves,
which give the air and fuel cause to rush
more quickly into oblivion at lower rpm,
making bottom-end output more robust
32 CYCLE WORLD JAN./FEB. 2017
and overall response feel a lot more
immediate than on the R1.
All the changes (and fracture-split steel
connecting rods like those used on the
R1S) mean maximum rpm is 12,200 on
the FZ, not the 14,500 of the R1 or even
the 12,650 of the R1S.
The stock R1 is pretty soft below about
7,000 rpm, but the FZ-10 starts to deliver
a significant bump in torque and horse-
power at about 6,000 with a first peak of
about 70 pound-feet at 7,500, followed by
a slight lull, and then a swing up to the
max of 73 pound-feet at 9,200 revs.
What the FZ-10 isnt? Mega powerful TOP-GEAR ROLL-ON PERFORMANCE
or a torque monster. The 130 horses and IS SUPER STRONG, AND THE SIX-
73 pound-feet are no joke but a long way SPEED GEARBOXS SHIFTING
off the KTM 1290 Super Duke Rs 151
PERFORMANCE IS IMPECCABLE.
and 95(!). Weve also dynod a 2014 BMW
S1000R at more than 150 hp, and the 2016
Best Open Class Streetbike-winning
Tuono V4 1100 delivers more than 150. Its
a tough class and the FZ-10 is simply less
powerful.
On the road, though, youd be hard-
pressed to miss the 20 horses. The
43-tooth rear sprocket gains two teeth
versus the R1 (and accounts for the slight
change in wheelbase) but the transmis-
sion keeps the same internal gears, so the
tall first is followed by some very close
ratios. Top-gear roll-on performance is
super strong, and the six-speed gearboxs
shifting performance is impeccable.
So is the chassis. Rake and trail are
classic 24 degrees/4.0 inches, just like the
R1, and the main frame and swingarm
are identical. Full praise for the handling when youre dissecting a back road. The with the functionality of TC in least-
on this naked superbike. Its got total fancy word to use about the FZ-10 here is intervention 1 (no wheelie control!), 2
unflappability like the R1 but is easier to homeostasis. (some), 3 (death to wheelies) but were
turn thanks to that wide handlebar. Exit Slightly dumber electronics than the confused by the power modes being
a second-gear corner and roll the throttle R1s have no IMUs since we are presum- rearranged from previous product like
wide open and you are greeted with a ably not trying to win the Super Naked the FZ-09. On that bike, A mode was
beautiful crossed-up power wheelie that World Championship. We were fine super sizzle, STD was, um, standard, and
will carry through to the next shift. And
when you set it down, even if the wheel
isnt straight, it just glides right in line
with no hint of instability. Said Canet,
That wheelie-inducing surge around
6,500 rpm adds much excitement, but
running it up to 7K in fourth gear, you THE FANCY
can roll out and snap the throttle open
WORD TO USE
with a tug on the bars for a full clutch-
less wheelie. Pretty impressive power for ABOUT THE
such an overall refined feeling. FZ-10 HERE IS
Feedback from the contact patches is HOMEOSTASIS.
amazing, and although the ride is on the
firm side, grip, ease of changing line, all
of it, is wonderful, with that core element
of stability that is hugely reassuring

CYCLEWORLD.COM 33
 CW TEST 2017 YAMAHA FZ-10
B was something less than standard. The
FZ-10 offers B as most aggressive throt-
tle response, A as less so, and STD as
least aggressive, though all do offer full
power once the throttle is on its stop.
The change was made on FZ-10 to best
match the aggressive, exciting character
of the bike, Yamaha said of the mode
reordering. We say its a bit confusing at
first. I enjoyed B the most but reverted to
A on tight roads for its gentler response
from closed throttle. But leaving lights
in A or STD results in an almost boggy
feeling thats gone in B. There is but
one real complaint about engine perfor-
mance: The FZ-10 gulps fuel. Our 32-mpg
average is slightly better than Yamahas
claimed 30. It makes us wonder where
all the gas is going. And we also realize
this is not a competitor with a Prius, but
you will often get the reserve light at
around 100 miles and have a gallon, or
less than 30 miles, to find gas. I mean,
youll enjoy it.
Would The Mamas and the Papas have
the same sound if theyd dressed like
Alice Cooper? Im not sure. I am certain
the FZ-10s styling is in the Stealth-Gone-
Mad genre, and Yamaha has managed
34 CYCLE WORLD JAN./FEB. 2017
to out-angle even KTM, simply by add-
ing more folds and having fewer large
almost-flat planes. Whether you like it
or not is up to you. I do enjoy a motor-
cycle when my eyes glide along organic
contours, but I must admit the assault-
weapon purposefulness of the FZ-10s
overall look has its appeal. My final com-
ment on this topic, however, is that this
bike is a pain in the ass to wash with all
its sharp nooks and crannies.
The rest? Smooth as can be without
an abrupt seam anywhere. This bike
is honed and polished, something the
Japanese-company-engineering culture
does the best. But, like with the YZF-R1,
that buffed-out mechanical sweetness is
underlined by a vat of bubbling soul with
a musical overtone that cant be ignored.
The more you ride the FZ-10, the more
you like and appreciate what it does.
Great ergonomics, a comfortable seat,
controls that feel elegantly smooth,
and fine brakes (even if the ABS is a bit
conservative) all give it a wonderful,
natural feeling that clicks right into the
open space in your brain that is waiting
for great all-purpose motorcycle. But it
joins the champions of the high-perfor-
mance utility streetbike class. The KTM
1290 Super Duke R is nearly as sublime
to ride as the BMW S1000R but adds an
edge of brutality with its bigger V-twin
booms and more massive power. The
Tuono V4 1100 sort of splits the difference
between those bikes and adds the heat of
Calabrian chili paste, though the north-
erners at Aprilia might argue with my
use of a southern Italian spice. And all
three of these bikes enter 2017 with up-
dates. It will be a shootout to remember.
Until then, beauty of the FZ-10 is that
it brings a higher harmony to the (nearly)
naked streetbike class that satisfies
every time you ride it.
 EDITORS NOTES 2017 YAMAHA FZ-10
SPECIFICATIONS

GENERAL SUSPENSION & TIRES

PRICE FRONT SUSPENSION
LIST PRICE: $12,999 MANUFACTURER: KYB
TUBE DIAMETER: 43mm
IMPORTER: Yamaha Motor Corp., USA CLAIMED WHEEL TRAVEL: 4.7 in.
6555 Katella Ave. ADJUSTMENTS: compression and rebound
Cypress, CA 90630 damping, spring preload
yamaha-motor.com
SE A N M ACDONA LD
A S S O C I AT E E D I T O R CUSTOMER SERVICE (800) 962-7926 REAR SUSPENSION
PHONE:
 As a guy who normally prefers to reserve four-cylin- MANUFACTURER: KYB
WARRANTY: 12 mo./unlimited mi. TYPE: single shock
dered things for track duty, I was blown away by how CLAIMED WHEEL TRAVEL: 4.7 in.
ENGINE & DRIVETRAIN ADJUSTMENTS: compression and rebound
tractable and low-down the power was on the FZ-10, damping, spring preload
as well as how at home it felt on the street. As with so ENGINE: liquid-cooled, 4-stroke,
inline-four TIRES
much of what Yamaha has done lately, the more time I
spent on it and the more I pushed it, the more I began to BORE & STROKE: 79.0 x 50.9mm FRONT: 120/70ZR-17
Bridgestone Battlax
really love it. Gone are the days of Japanese nakeds fall- DISPLACEMENT: 998cc Hypersport S20F
ing into a second tier. REAR: 190/55ZR-17
COMPRESSION 12.0:1 Bridgestone Battlax
RATIO: Hypersport S20R
VALVE TRAIN: DOHC, four-valves per cyl., PERFORMANCE
shim adjustment
VALVE ADJUST 24,000 mi. 1/4 MILE: 10.77 sec. @ 130.30 mph
INTERVALS: 030 MPH: 1.3 sec.
060 MPH: 2.9 sec.
INDUCTION: (4) 45mm throttle bodies 090 MPH: 5.3 sec.
0100 MPH: 6.2 sec.
OIL CAPACITY: 5.2 qt.
TOP GEAR TIME TO SPEED
ELECTRIC POWER: 368w
BATTERY: 12v, 9.1 ah 4060 MPH: 2.6 sec.
6080 MPH: 2.8 sec.
DON C A N ET
RO A D T E S T E D I T O R CHASSIS
ENGINE SPEED @ 60 MPH: 4420 rpm
WEIGHT
 While the FZ-10s styling doesnt particularly resonate FUEL MILEAGE
with my taste, its engine and chassis strike a chord tied TANK EMPTY: 441 lb. HIGH/LOW/AVERAGE: 37/27/32 mpg
TANK FULL: 468 lb.
directly to the funny bone. Bottom-end delivery and the
AVG. RANGE INCL. 144 mi.
thrilling midrange hit are exactly as I had hoped from FUEL CAPACITY: 4.5 gal. RESERVE:
this R1-derived sport naked. Frequent-flyer miles have WHEELBASE: 55.1 in. BRAKING DISTANCE
added up floating the front exiting lower gear corners. RAKE/TRAIL: 24.0/4.0 in.
Yamaha tailored its Ten Best Superbike for the average FROM 30 MPH: 34 ft.
SEAT HEIGHT: 32.5 in. FROM 60 MPH: 127 ft.
citizen without neutering its character. What we have
here is the emperor without clothes in the best sense. GROUND 5.1 in. SPEEDOMETER ERROR
CLEARANCE:
GVWR: 838 lb. 30 MPH INDICATED: 29 mph
60 MPH INDICATED: 59 mph
LOAD CAPACITY 370 lb.
(TANK FULL):

140
CORRECTED REAR-WHEEL HORSEPOWER

120
OFFICIAL DYNAMOMETER OF CYCLE WORLD
TORQUE IN POUND-FEET

100

M A R K HOY ER 80
E D I T O R- I N - C H I E F

60
 The 2001 FZ1 was a steel-tube-framed road burner
with a rack of carbs and a big punch. Plush and great 40
steering, it made for a wonderful sporting motorcycle. 130.1 HP @ 9550 RPM
It was also a huge departure from the YZF-R1, though it 20
72.9 LB.-FT. @ 9280 RPM
shared the same basic engine. Whats to love about this
new FZ-10? Its a close copy of a latest-gen R1 with just- 1 2 3 4 6 7 8 9 10 11 12
right mods to make it a fine daily missile and so a great RPM X 1000
carrier of the original bikes flame.
CYCLEWORLD.COM 35
 CW COMPARISON

H A R L E Y-
DAV I D S O N
ROAD GLIDE
U LT R A

36 CYCLE WORLD JAN./FEB. 2017

TO HELL Harley-Davidson
Road Glide Ultra
vs.
Indian Roadmaster

HE AV ENLY R IDE S T O
A TOWN CALLED HELL
PROVE YOU CAN TAKE
IT WITH YOU

INDIAN
ROADMASTER

By Brian Catterson
P h o t o g ra p h y b y J e f f A l l e n

CYCLEWORLD.COM 37
 CW COMPARISON
T
heres been a lot of
talk about bug-out
bikes latelyas in
which is the perfect
motorcycle to escape
a natural (or unnatu-
ral) disaster. Earth-
quake? Tsunami? Political upheaval? Get
on your go-anywhere adventure-tourer
and leave it all behind.
Which is all well and fine should your
world go to hell, but what if youre actu-
ally going to Hell? You dont want to roll
up on Beelzebub astride some oversize
orange dirt bike. No, you need a motor-
38 CYCLE WORLD JAN./FEB. 2017
cycle that makes the proper statement.
And nothing speaks louder than a badass
big-inch V-twin. Thats where the Harley-
Davidson Road Glide Ultra and Indian
Roadmaster come in.
Okay, so maybe a murdered-out bob-
ber would be more sinister-looking than
a colorful full dresser, but its tough
to find a black bike by torchlight, and
youre going to need luggage to take it all
with you. Especially if its a one-way trip.
We had these two touring cruisers to
compare and three days to get it done.
It just so happened that Monday was
Halloween, which meant Tuesday was
All Saints Day and Wednesday was All
Souls Day. Are you sensing a theme
here? Add to this the fact that the Cubs
finally won the World Series and surely
The End was nigh.
So we plotted a course to Hell on
Earth. Slab City, on the fringes of the
Dead, er, Salton Sea in the southeast
corner of California, offers the nearest
thing to a dystopian society in these
United States. Think Thunderdome
without Tina Turner. Featured in the
film Into the Wild, the place is a former
military base that has devolved into a
refuge for artists, students, and others
 who want to live way off the grid. They Indian is a relative newcomer to the
wouldnt know what to make of our scene, never mind that the original
motorcycles company succumbed to financial pres-
Detractors like to say that Harley- sures in 1950. Forget about everything
Davidsons havent changed in a century, that transpired between then and now
and thats only partly true. While the because it was inconsequentialan S&S-
classic 45-degree V-twin architecture powered Harley clone with valanced,
originated on the 1936 Knucklehead, art deco fenders does not an Indian
it has been continually refined. This make! To its credit, new parent company
latest version, called the Milwaukee- Polaris didnt base the new Indian line
Eight, is equipped with a fuel-injected, on its existing Victory platform, instead
twin-cooled (meaning oil and water), designing an all-new 49-degree Thunder
four-valve-per-cylinder engine that could Stroke V-twin (albeit with old-fashioned
almost be called modern. Holdovers air-cooling and two pushrod-actuated
include pushrod valve actuation with valves per cylinder) that pays homage
forked rockers and hydrau-
lic lash adjustment, plus a
non-unit six-speed gearbox.
Even so, power is markedly
improved from the previous
generation, the 107ci (1,750cc)
mill pumping out a credible
77 hp and 98 pound-feet of
torque on the cursed CW dyno.
Thats a far cry from the 50-ish
horsepower Big Twins made
not too terribly long ago.

SLAB CITY, ON THE

FRINGES OF THE
DEAD, ER, SALTON
SEA IN THE SOUTH- Sinners often find
EAST CORNER OF religion on their way
to eternal damnation.
CALIFORNIA, OFFERS We found Salvation
THE NEAREST THING Mountain at the entry-
way to Slab City. It was
TO A DYSTOPIAN evangelist Leonard
Knights labor of love
SOCIETY IN THESE for 27 of his 85 years.
UNITED STATES.
CYCLEWORLD.COM 39
 CW COMPARISON

to the original Power Plus. That 111ci

(1,811cc) mill is no slouch, either, putting
out 73 hp and 103 pound-feet of torque.
Technically these two models are not
an exact match because the Road Glide
has a frame-mounted fairing while
the Roadmasters bolts to its fork. The
Ultra Limited would have been a better
match; alas none was available. Aside
from that one difference, however, these
two machines are almost identically
equipped. The Harleys shark-nose fair-
ing looks more modern than the Indians,
which is said to have been influenced by
streamliner locomotives of the 1950s. But

the Indian looks more modern behind

its fairing, as its multi-function touch-
screen dash features multiple windows
and is customizable. The Harleys dash
isnt exactly low-tech, but it is a half step
behind. The Indian scores bonus points
for its heated seat and handgrips, keyless
ignition, and remote trunk lock, but it
also costs more. These options are avail-
able on H-D tourers, and prices for simi-
larly equipped bikes aresimilar.
Our descent into Hell began on a fit-
ting note as we puzzled over how to
reset the Indians tripmeter; we were 25
miles down the road before we noticed
the little red icon at the upper edge of
the touchscreen. And this delay, coupled
with a range reading that inexplicably
switches to Low when you most need
to know exactly how many miles you

40 CYCLE WORLD JAN./FEB. 2017

have remaining, resulted in our running
out of gas at the edge of nowhere. Ordi-
narily we would feel comfortable specu-
lating that the Roadmaster might go 200
miles between fill-ups, but we now know
that it goes exactly 196.6 miles. The most
we saw out of the Harley was 213.6 miles,
in normal commuting.
To explore these two tourers back-
road capabilities, we took SR 78 over the
Cuyamaca Mountains through heavenly
Julian and down to the hellish Impe-
rial Valley. Both bikes worked very well
considering their near-half-ton heft; the
Indian is 14 pounds heavier according
to the CW scales, but in this class thats
like having slightly bigger love handles.
H-Ds engineers did away with the tra-
ditional air-adjustable shocks this year
(because they found that owners seldom
checked the pressure) and substituted Chasing the Tail of the Dragon, we
a simple adjustment knob behind the found the Harley to have greater cor-
left saddlebag. The Indian continues nering clearance before its floorboards
to use air-adjustable rear suspension touched down but the Indian to have
and includes a small hand pump with more neutral steering, thanks in part
purchase; pop off the left side cover and to its lower, wider handlebar. The Har-
youll find a Schrader valve and a chart leys chassis felt very plantedcredit
with recommended settings. its standard steering damper and dual-
UPS DOWNS
HARLEY- Liquid-cooling, eight Sound system could be
DAVIDSON valvesare you sure this is louder for freeway riding
ROAD GLIDE a Harley? Gear indicator a nuisance
ULTRA Better cornering clearance Adjustable screen viewing
Improved suspension angle, please
INDIAN Is that an Indian or a 20th Low fuel indicator is
century Limited? (Google it.) frustrating
Heated seat/handgrips Saddle leaves grill marks
Torque! Hotter than the Harley
CYCLEWORLD.COM 41
 CW COMPARISON

THE NUMBERS stitches on the Indians quilted leather

saddle start to emboss themselves in
BIKE HARLEY-DAVIDSON ROAD GLIDE ULTRA INDIAN ROADMASTER your butt cheeks after a few hours. Both
Price  $26,899 $30,399 V-twins exhibit just enough vibration to
Dry weight  899 lb. 913 lb. give them some character but not enough
Wheelbase 
to make your fingers and toes tingle.
64.1 in. 66.1 in.
You cant ride to Hell without men-
Seat height  29.3 in. 28.5 in.
tioning heat. The Harley's twin radiators
Fuel mileage  36.0 mpg 35.9 mpg mean you stay cool, while the Indian
1/4 mile  13.7 7 sec. @ 96.14 mph 13.91 sec. @ 94.4 4 mph broils the riders legs, especially on the
060 mph  4.9 sec. 5.2 sec. right (pipe) side. Harleys engineers
Top gear 4060 mph  5.5 sec. 4.9 sec. moved the rear exhaust port inboard
6080 mph  6.4 sec. 5.7 sec. on the new motor, which undoubtedly
Horsepower 
helped combat heat, but we have to won-
76.5 @ 4980 rpm 72.4 @ 4 4 40 rpm
der about them reducing idle from 1,000
Torque  97.7 lb.-ft. @ 2840 rpm 102.7 lb.-ft. @ 2480 rpm
to 850 rpm. Our testbike never stalled at
Braking 300 mph  32 ft. 31 ft. a standstill, but it sounded like it might
600 mph  135 ft. 125 ft. because of its spaced-out beats.
The Roadmasters dash initially seems
compound Dunlop tiresbut required ing that the Harleys new, hydraulically too in your face but in fact is easy to
constant bar pressure to hold a line. Some actuated Assist and Slip clutch (which read and to use. The Road Glides dash is
years ago, a lead tester with Harley said it enabled engineers to reduce the plate farther away, yet its GPS display proved
tunes the chassis to require a bit of pres- count and narrow the primary cover) difficult to read at night. That added dis-
sure on the inside bar, so this is likely a has a heavy pull and a narrow range of tance also makes for a long reach to the
philosophical difference between makers. engagement that makes for jerky starts. touchscreen, though you can accomplish
The ABS-equipped brakes on both bikes Curiously, the Harleys gear display most functions using the thumb-oper-
are impressively up to the task at hand; disappears if you so much as finger the ated joysticks. Both bikes are equipped
the Road Glides are linked front to back clutch lever while the Indians takes a with powerful audio systems that sound
whereas the Roadmasters are separate. moment to update after each shift. great while tailgating, pretty good below
In the desert near Ocotillo, we hopped Nothing reveals flaws in aerodynamics 50 mph, and distorted at freeway speeds.
on Interstate 8 East toward El Centro and comfort like droning on the freeway, The Indians antenna is lower and bet-
and our final destination. Impromptu and both of these touring cruisers proved ter tucked in than the Harleys, but ours
roll-ons in both fourth and sixth gears commendably comfortable. The Indian broke nonetheless. FM was lost, but it
confirmed that these two big V-twins gets better marks for wind protection be- has Bluetooth and cable connectivity. We
are very evenly matched. The Indians cause its windshield is electrically height- preferred the Harleys simple one-button
greater low-end torque gave it the initial adjustable over a 4-inch range while the cruise control but have to wonder why
jump until it rolled over at 4,000 rpm, at Harleys screen is fixed and prone to buf- after all these years it retains separate
which point the higher-revving Harley feting the riders helmet (its better with turn signal switches, one on each switch
stretched its legs and pulled slightly the fairing vents open). In terms of actual pod. Even the so-traditional Germans at
ahead. Speaking of gears, its worth not- seating, the Harley is superior here, as the BMW ultimately abandoned those!
In the endor The Endthese two
full-dress touring cruisers are so evenly
matched that passing final judgment
is an act of faith. If we have to play
devils advocate, well point out that the
Harley is a bit more modern mechani-
cally while the Indian has it covered
electronically. The Road Glide costs less,
but the Roadmaster gives you more for
your money (down to its electric screen).
The Harley is more authentic in that
it traces its roots directly back to that
very first machine built in that shed in
Milwaukee, but the Indian feels like it
could have sprung from the original pro-
duction line in Springfield. The bottom
line is youll be happyperhaps eternally
sowith whichever one you choose.
If your riding buddies dont agree
with your decision, tell them to go to
Hell!

42 CYCLE WORLD JAN./FEB. 2017

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RIGHT HERE IN AMERICA.

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44 CYCLE WORLD JAN./FEB. 2017
 WANT TO GET BIKERS UP IN ARMS? Revive a hallowed brand.
Established manufacturers often get a pass when producing even ugly
or ill-considered motorcycles, and nobody questions their right to exist,
but a new manufacturer using an old name fights steep resistance, no
matter how committed it is. Brough Superior owner Mark Upham is doing
his best to honor the spirit of the late George Brough, which is probably
impossible in the 21st century because Brough invented a genrethe
luxury motorcyclethat was bombed out of existence in World War II.

CYCLEWORLD.COM 45
 bespoke engine from
the firm Boxer Design
of Toulouse, France, a
liquid-cooled eight-valve
DOHC unit of 997cc that
produces a claimed 120
hp. The Boxer Design
engine is built and de-
veloped by Akira Engi-
neering of Bayonne,
which certainly has the
chopsits Kawasaki
ZX-10R engines cur-
rently dominate World
Superbike racing.
The chassis is both
innovative and expen-
sive, with a mix of
titanium, aluminum,
and magnesium for the
frame and swingarm,
carbon-fiber wheels,
aluminum bodywork,
and a double-wishbone
fork. Front and rear
suspension use hlins
units, and that fork is a
gift from Claude Fior,
who never patented his
design from the 1980s.
Its still avant-garde but
very well developed, with lots of track time; BMWs Duolever
fork is also Fior-based. The small-diameter aircraft-industry-
sourced Behringer brakes are incredibly powerful, with quad
rotors on the front wheel. Actual braking ability is the most
radical departure from old Broughs, whose stopping power
never equaled their 100-mph potential.
First-generation Brough Superiors were built between 1919 The new Brough Superior prototype debuted four years ago,
and 1940 and immediately earned a reputation for quality, inno- but few road reports have made it to American shores, princi-
vation, handling, speed, and beauty. They were the most expen- pally because Brough wont be marketed here for a year or so
sive and fastest motorcycles in the world, and their lustrous (testing plus regulations equals $$$), and none are currently in
finish earned them the tagline, the Rolls-Royce of motorcycles. the US. Therefore, the American market is a low priority, but
Rolls didnt object. Above all, George Brough was a PR genius, that didnt stop Boxer Design principal Thierry Henriette, the
crafting an image via selected competitions (ones he was likely man whos building the new Broughs, from arranging a test
to win), flamboyant personal style, a gift for turning a phrase, ride last June at the Wheels & Waves festival in Biarritz, France.
and the regular patronage of celebrities like TE Lawrence, other- The SS100 is probably the lightest-looking literbike on the
wise known as Lawrence of Arabia. It isnt likely for a motor- market, with lots of empty space around the engine and beneath
cycle to be all those things today, as fastest seems irrelevant the saddle. The claimed dry weight is just less than 400 pounds,
and most expensive is a matter of adding zeros. excellent for a 120-hp machine, and throwing the bike around
Since we live in a different world today, what remains to link
old Brough and new is aesthetics, innovation, and quality. The
2016 Brough Superior SS100 makes a strong pitch for all these.
One of Georges innovations, and a hallmark of the brand, was
the industrys first saddle tank, which was nickel-plated and
shapely, with a rounded nose and pleasing proportions. The
new Brough Superior lifts its tank design directly from a 1920s
Pendine racing model, which used triple straps to bind tank to
frame; its the visual DNA of a Brough Superior and a feature
Upham insisted on. Underneath that old-style tank (built in
polished aluminum) we leave the past behind and enter the
21st century, with a unique engine and innovative chassis.
The heart of the beast is a V-twin set at 88 degrees, which
provides (nearly) perfect balance like those 90-degree units in
Ducati and Moto Guzzi, but looks wide to a traditionalist. Its a

46 CYCLE WORLD JAN./FEB. 2017

corners is easy. Its not razor
sharp like a racer; it feels like a
fast street machine, and real-
world handling is totally intui-
tive. I stepped off a 1974 Norton
Commando and onto the SS100,
and the feeling was familiar at
all speeds, except flat-out. At
speeds more than 100 mph, the
Brough was still charging hard,
and pushing the bike through
the Corniches coastal-France-
area bends felt completely
stable, predictable, and modern.
The power is yeehaw-level good
but not insanelets just say
passing traffic wasnt even a
thought, and clear roads offered
breathtakingly fun motorcy-
cling, with super-secure han-
dling and great noise. Even a
good squeeze on those crazy
(non-ABS) Behringer brakes
midcorner felt perfectly safe.
An hours ride back and forth
on the coast road left me with
a big smile and a desire to own
an SS100the cheap one that
is. At 45,000 pounds sterling
(about $60,000), the new SS100
is 10 percent the price of a 1920s
model and therefore a bargain!
Well, any other bike is cheap by
that metric.
The Boxer engine is a bit
reminiscent in feel of a mid-
1920s JAP 990cc OHV racing
motor, which was the heart of
the original SS100. It wasnt
meant for the street and had a
nervous disposition, which the
new engine shares. Theres a
slight harshness to the primary
and camshaft drive of the Boxer motor. For a small producers most likely candidate to make mouth-frothing accusations
wholly new engine, its something of a miracle it works so damn of blasphemy! for use of the Brough name, but Ive known
well. The gear-change is firm and accurate, the clutch is progres- Mark Upham for years, and hes also an arch enthusiast of the
sive and strong, and the hlins suspension does its job unob- marque. That doesnt mean hell make a decent new motor-
trusively. And the looks: Love em or hate em, theyre distinctive cycle, but when journalist Alan Cathcart introduced Upham
and telegraph the quality of the machines construction. to Boxer boss Henriette, he landed in the right hands. Henri-
Ive spent more saddle time on vintage Brough Superiors ette was excited by the projects challenges and has made an
than new sportbikes, having ridden a 1933 B-S across the States intriguing motorcycle that is totally up to date with terrific
in the 2014 Cannonball. Ive also been a B-S owners club mem- performance, a retro, classy vibe, and a totally unique look. It
ber since the 1980s, having owned four models, back when actually fills the vacant niche of the Gentlemans Motorcycle.
they were semi-affordable to 99-percenters. Therefore, Im the Would George have approved? I do believe he would.

SS100 TRADITIONAL SS100 BLACK SS100 TITANIUM

CYCLEWORLD.COM 47
 L E A R N I N G
F R O M A
M A S T E R

48 CYCLE WORLD JAN./FEB. 2017

DEUS E X M ACHINAS
WOOLIE GIVES US
SOME INSIGHTS ON
HIS METHODS AND A
CLOSER LOOK AT HIS
HIGH-PERFORMANCE
KTM RC8
By Sean MacDonald
P h o t o g ra p h y b y S t an E v an s

CYCLEWORLD.COM 49
 I
t seems like just wasnt running very well.
about anybody with They got to chatting, and,
an angle grinder with Woolie midway through
and a dimly lit shop setting one up to run the
can start a brand Pikes Peak International Hill
building custom Climb that year, he invited
motorcycles. But the gap Bloom by his garage to take
between the typical custom- a look at it. An hour or two
izer and a true master builder spent making a few tweaks
like Deus Ex Machinas US had it running and set up
Motorcycle Design Director better for Bloom. That led to
Michael Woolie Woolaway a full custom build, which
is massive. And Woolies KTM then turned into several
RC8-based super moto The more bikes and then bikes
Scrappier is just one of the for other celebrities like Ryan
latest examples. Reynolds, Billy Joel, and Bruce
While Deus is known for fancy coffee, hip T-shirts, and Springsteen. Bloom was in talks with Deus about a custom bike
fairly basic custom parts, Woolie is doing more than cleaning project, and he introduced them to Woolie. The rest is history.
carbs and adding tracker bars and a high exhaust. In fact, he While most of us couldnt gather the lifetime of knowledge
might be building some of the best (and best performing) cus- or skill to build anything nearly as incredible as Woolies
tom motorcycles on the planet. creations, there is much we can learn from this master crafts-
Looking back, Woolies path in life appears to have been mans process that might inform our own efforts to modify
designed to end up building motorcycles. An early rac- and customize our own motorcycles. We talked with Woolie
ing career (flat-track, enduro, GNCC, desert, and 250cc GP about the basics of bike building in an attempt to get a better
roadracing) taught him not only how to go fast but also whats grasp so you (and we) could follow suit.
mechanically necessary to make a bike go fast. Even better, we got an in-depth look at The Scrappier build to
After that, he went to work with his hands. First, restoring help demonstrate how his basic principles came into play.
Ferraris and other vintage automobiles and then taking a job
on a submarine. That somehow led to building sets for movies IT STARTS WITH DESIGN
like Godzilla, which is how he later found himself lighting The first tools needed when building a bike are questions. How
a special PSA for Leonardo DiCaprio and Tobey Maguire. do you want to use the bike? How do you normally ride? How
There, he met other celebrities including Orlando Bloom, well do you ride? Find photos for inspiration, but take into
who arrived on his Ducati Hypermotard, which, fortunately, account that making something fun and useful is as important

50 CYCLE WORLD JAN./FEB. 2017

as making something pretty. From there, the most important ele-
ments (to design around) are the engine and the riding position.
For The Scrappier, Woolie had the RC8 and the idea that he
wanted it to ride like a supermoto.

WHAT YOU HAVE, WHAT YOU NEED, AND WHAT YOU DONT
From there, you have to take a good look at your donor bike.
What parts work well? Which dont? Which ones are conducive
to what you want to do, which ones arent, and, of the ones that
arent, which can be removed and which need to be re-worked?
The RC8 had electronic systems that Woolie didnt want to
disrupt, as well as an airbox that was mounted exceptionally
high and required some creativity with the tank design.

CREATE A BUILD SHEET

While yours may not look as detailed as Woolies, get a list
going of the parts youll need. Differentiate between ones you
can buy and ones youll need to make/have made.
Woolie builds a lot of his own parts by hand, but for the ones
he doesnt, he sources parts from small American companies
whenever possible.

MATH, MATH, MATH

Geometry is incredibly important in determining the handling
characteristics of a motorcycle, and length and trail numbers
are fairly standard and can be taken from whatever stock
bikes inspire the build. Ergonomics are also important, and the
builder should take into account the bikes intended use as well
as the owners/riders stature.
When talking about standard bike length and trail numbers,
Woolie mentioned that he uses the Ducati 916 as the baseline
for his caf racer builds.

IT ALL COMES BACK TO FUNCTION

For Woolie, building custom bikes always comes back to func-
tion. Thats the thing thats going to make the bike feel special
and feel like its custom tailored to you.
Turning a KTM RC8 superbike into a supermoto is no easy
task, but Woolie was serious about wanting it to function like
one. All of the measurements for the length, trail, and riding
position came directly from his Honda CRF450R supermoto
racebike.

GO TEST!
Every custom bike is a work in progress. Tinker and go ride,
then come back and tinker some more. Or get someone who is
exceptionally skilled to go test for you and bring you feedback.
Woolie is more than capable of doing his own testing, espe-
cially with Deus Santa Monica shop located so closely to the
Malibu canyons and several racetracks. He also gets a hand
from Red Bull professional stunt rider and all-around amazing
dude Aaron Colton, whos not only becoming a reputable bike
builder himself but has become like a son to Woolie (or best
friend, if you ask Aaron about Woolie).

DONT ABANDON THE BASICS

At the end of the day, motorcycles still need to do several things:
handle well, hold a decent amount of gas, run for a reasonable
distance without breaking down, etc. There are plenty of cus-
tom bikes that look pretty but cant actually be ridden well or
safely, and those are not much more than works of art.
Every bike Woolie makes is meant to go and to go fast. He
sees that as his legacy, but it will only be a legacy if the bikes
and their performance stand the test of time.

CYCLEWORLD.COM 51
 LONG-TERM UPDATE

2016 SUZUKI GSX-S1000

A R E A L S P O R T O N T HE D A ILY GR IND By Don Ca n e t

A
rguably the GSX-S1000s greatest
appeal is its degree of everyday
comfort and convenience while
still possessing trackday-worthy
performance. We headed to Chuckwalla
Valley Raceway with a fresh set of Met-
zeler Racetec RR K3 tires120/70-17
($248.95) and 190/55-17 ($392.21)
mounted and suspension spring preload
and damping dialed to suit. Cornering
grip and clearance proved superb with a
surprising amount of throttle aggression
required to engage the bikes TCeven
when set to its middle sensitivity level.
cold-tire rider confidence.
The 7,500-mile service has tacked
$455 to the bikes maintenance tally, as
scheduled spark-plug replacement was
due along with a routine oil change and
a variety of inspections.
Swapping the stock bar-end weights for
a Kaoko Throttle Stabilizer ($149.95) from
twistedthrottle.com has transformed the
bike. While the product can function as
a poor mans cruise control, we found it
also provided a means for addressing the
awful side-to-side slop and rattle felt in
the twist grip. Combined with adjusting
front brake has emitted an annoying
squeal at speeds below 20 mph when
braking lightly to a stop. We recently
installed a set of EBC Double-H Sintered
brake pads ($77.90) that have increased
initial bite, reduced lever effort, and,
thus far, have completely eliminated the
braking noise. Stay tuned as we learn if
this simple measure has permanently
silenced the singing.
2016 SUZUKI GSX-S1000
Total miles  7850
Next service  11,000 miles
PHOTOS BY JEFF ALLEN

After we piled on 4,400 street miles, out excessive throttle cable free play,
Maintenance costs  $1689.06
the profile of the K3 dual-compound this simple mod has notably improved (incl. tires)
rear has become squared. A set of Pirelli throttle control and eliminated the Repair costs  $159.92
Diablo Rosso II in like sizes ($152.95 perceived loose axle feel through the
Average fuel mileage  43 mpg
and $233.95) has restored steering and bars over bumps.
Price as tested (2016)  $9999
stability along with offering improved Throughout our bikes tenure, the

52 CYCLE WORLD JAN./FEB. 2017

2016 TRIUMPH
TIGER 800 XCx
HO T, HO T, HO T ! By B r i a n Ca t t e r s o n
W
hen we first received our
long-term Tiger, it was lav-
ishly outfitted with all sorts
of parts from Triumphs
accessories catalog. One glaring omis-
sion was heated handgrips ($250), which
we longed for exactly once, while riding
home from the Anaheim Supercross one
chilly night in January. The Southern
California weather soon heated up, how-
ever, and we found ourselves wishing
things were a tad less warm.
Poking around online revealed a
few possible cures. A Spanish-Italian
design firm called DragonTT offers a
set of fairing shrouds ($125 unpainted)
meant to deflect the hot air escaping
the radiator, but these were designed
for the older models and dont look
much different than the ones Triumph to sell you a set for $120. But first we
added for 2015. Another measure entails tried the cheap-and-easy fix: raising
lowering the temperature at which the oil level to reduce the volume of
the radiator fan turns on using Tune air in the fork, thus creating a more
ECU software; unfortunately, there progressive air spring as the fork nears
are currently no maps available for the end of its stroke. Adding 20cc per
2015-and-newer Tigers with the latest leg worked wonders, to the point that
ride-by-wire EFI system. That leaves were reconsidering the need for stiffer
Triumphs accessory plastic frame springs.
guards ($105), which look like they
might provide a layer of insulation 2016 TRIUMPH TIGER XCx
between the riders legs and the hot Total miles  7588
steel frame. Well add those to our
Next service  12,000 miles
wish list.
Maintenance costs  $468.88
Our only other immediate complaint (incl. tires)
concerned the fork, which in stock trim Repair costs  $0
bottomed under even moderate braking.
Average fuel mileage  43 mpg
Stiffer fork springs would surely solve
Price as tested (2016)  $13,700
this problem, and WP will be happy
CYCLE WORLD.COM 53
 TOXIC GAS  DEALER DILEMMAS  TRANSMISSION WOES  HONDA CB1000R

BY RAY NIERLICH

KWIK ETHANOL FIX

Q: Ticked Off at gov.org whined about ethanol damaging his

vintage vehicles in his letter Fuelish to Service (July). Id
like to add my advice to what Ray Nierlich had to say. After
my 22-year-old snowblower suddenly dumped a big puddle of gas
on my garage floor, the small engine tech I took it to blamed it on
ethanol destroying the fuel line. He told me that to protect plastic
and rubber parts, I should use only ethanol-free premium fuel.
Here in Wisconsin its available at all Kwik Trip stations. I took his
advice, and my vintage snowblower is running like new.
JOHN BOLLIG
CYCLEWORLD.COM

A:
Almost enough to make me move to Wisconsin, as we dont
have many stations with non-ethanol fuel here in California.
But wait a minute snowblower? Never mind. (I did my cold-
weather survival training in the 70s back in Cleveland.)

FENDER: FORM OR FUNCTION? Im betting if you lived with either for a You folks may want to address this

Q: Ive lived on two wheels all my life

but didnt add a motor until about
10 years ago. My Helix, Vulcan,
and GZ250 have all had very effective
short while, you wouldnt even mind hav-
ing to clean the filth off once in a while.

AND THATS WHY I DRINK

fenders. I really like your magazine and
have learned a lot from it, but Im curious
about all the bike photos that seem to
issue directly, as it inevitably impacts
almost every one of us, and it seems
to me has been for at least the 55-plus
years Ive been riding.
Q: Just finished reading the Septem-
ber issues Service and wanted,
in particular, to comment on a
STU KLEIN
ISLAND PARK, NY

show almost no fender structures. How
do designs like the SV650 or the 390 Duke
do at keeping road spray off the rider?
How is that affected by an undertail kit?
NOEL A. TAYLOR
COLUMBUS, IN
matter buried deep within the lead Q&A
entry, Missing Thermostat.
What struck me as fascinating is
something Im certain youre already
aware of. Thats the repetitive failure of
dealerships to diagnose service prob-
lems and, in many cases such as this,
A:
It is the human condition. I wish
I could claim I came up with this,
but one of my guys saw it on a
big banner across the doorway of a new
auto repair shop about 15 years ago in
Southern California (of course) Cheap-
est, Fastest, Best. I have no idea if this

A:
Its different strokes for different
folks. Judging by your current
rides, you favor function over
form. The two bikes you mention, as
well as a lot of other sporty bikes, have
fenders that look stylish rather than
keep the rider or bike particularly clean.
Usually an undertail fender kit will keep
more of the filth off the rear shock area,
with no improvement for the rider, but
it may look fast. Both the Suzuki SV650
and KTM 390 Duke are really fun bikes.
even the simplest of ones. This situation
says much about the inadequate level
of training at most dealers, but it says
much more about the dismissive atti-
tude, arrogance, and complacency that
are so common among dealerships, once
the machine is purchased.
Among the independent service shops,
this condition seems less prevalent in my
experience, since service is their principal
product, but the demonstrated lack of
current training is much more common.
genius marketing worked out for those
guys, but to a large degree we (society)
get what we are willing to pay for. At
the risk of sounding like the old guy in a
Clint movie, Ill rant some.
Most schools these days dont teach
kids the basic skills they need to become
a tradesman of any kind. Public educa-
tion, rather than improving the content,
dismantled vocational programs back
when I was in high school in the 70s.
Most apprentice applicants I have inter-

54 CYCLE WORLD JAN./FEB. 2017

viewed for a job had no idea what a file
even was nor which end to hold.
Many parents are too self-absorbed to
find the time to teach their kids (or let
kids explore on their own) basic things
that most kids took for granted 50 years
ago. Has your neighbors kid ever built a
tree fort? Can his 16-year-old figure out
how to replace windshield wipers? Ill bet
not. (Try it. It isnt as easy as it looks.)
Professional shops are driven by mak-
ing the monthly nut. Always have been
and always will, but costs for rent and
insurance are historically high these
days. Training is almost nonexistent for
the typical apprentice. They are expected
to pick it up by imitating the older guys.
The vast majority of mechanics are
paid on a flat-rate basis. That means if
they do the job faster, they make more
money. At many places, so long as the job
doesnt come back that is good enough. clash the gears when shifting. If you
If a mechanic attempts to be thorough
and spends a little more time on his
jobs, quite often the boss will ask whats
wrong with him and why he cant flag as
many hours as Johnny over there. Very
rewarding. Very few mechanics have the
interest in figuring out how something
works, rather than just replacing it.
Since they arent being paid for that, why
should they? Now, dont blame the little
guys (the mechanics, the waitresses,
etc.). Blame management and also look in
the mirror. We reap what we sow. I could
go on, but bourbon will be mandatory
RUG RAT
Q: I have a 1987 Ducati Laguna Seca
that I bought off a guy who rode
it only once. It has 308 kilome-
ters on the clock. The rear indicators are
melting. That is to say, the plastic is
breaking down. The bike has been under
a rug all its life. I am planning to offer
the bike for sale soon and would like to
know why the plastic is rotting. Was it
poorly made or because it was in an old
garage before I bought it some 10 years
ago? If other parts do this, I will have
trouble with the condition for sale! Any
advice would be appreciated.
JOHN PYM
PERTH, AUSTRALIA
A:
I would think anyone in the
market for a 30-year-old Ducati is
probably aware of what they are
getting into. Turn-signal plastic lenses
arent known to melt, but typically the
stalks crack. Was the bike parked where
the sun could shine on the rug?
DOGS AND SLOTS
Q: I have a 2003 Suzuki GSX-
R600. When I get up there in
rpm, while in second gear, the
transmission will kick into neutral. Ive
babied it since then and havent had any
gear issues. Could this lead to a bigger
problem in the future?
NATE LIGHTFOOT
SAN DIEGO, CA
A:
Yes, it will get worse with more
miles. The gear kicks out because
the engagement dogs (male)
and slots (female) have ever so slightly
rounded off the originally square cor-
ners. This is a common problem, espe-
cially with less-experienced riders who
greater torque production in the midrange
baby it and avoid high rpm in second
gear, it should last a long time. The only
fix is to split the cases for new gears. Not
inexpensive.
CLUTCHES AND MARTINIS: WET OR DRY
Q: I read with interest your response
on the PCX 150 oil issue (Lost in
Oil, Service, Sept. 2016) because
I also have a PCX and was never able to
find 10w-30 oil, so I am using the more
readily available 10w-40. However, Paul
refers to a dry clutch in the PCX, but this
scooter is actually belt-driven. Is it really
proper to refer to this machine as having
a dry clutch?
KEN SLUSHER
WOODBOURNE, NY
A:
It doesnt matter one lick if the
bike is belt-, chain-, or shaft-
driven: So long as the clutch
doesnt run in oil, it is dry. The PCX uses
a Salsbury-type belt drive with auto-
matically varying width pulleys. The dry
clutch is in the rear pulley assembly of
the PCX 150 and is an automatic internal
expanding shoe design. The spinning of
the hub causes centrifugal force to over-
come the shoe return springs and engage
the clutch. Just like on my old lil Indian
minibike.
GOT A MECHANICAL OR TECHNICAL
PROBLEM WITH YOUR BELOVED RIDE?
Perhaps we can help. Contact us at cwservice@
cycleworld.com with your questions. We cannot
guarantee a reply to every inquiry.
BEST USED BIKES
HONDA CB1000R
YEARS SOLD: 2011present
MSRP NEW: $10,999 (11) $11,760 (16)
BLUE BOOK RETAIL VALUE:
$7,060 (11) to $9,335 (16)
BASIC SPECS: At the heart beats a fuel-
injected 999cc inline-four based on the
07 CBR1000RR thats been tuned for
and bottom rpm range. A gravity die-cast
mono-backbone aluminum frame links the
25-degree steering head and swingarm
pivot without visible frame spars, and the
stylish single-sided swingarm is supported
by a shock with spring preload and rebound
damping adjustment. The fully adjustable
43mm inverted fork carries radial-mount cali-
pers pinching 310mm floating discs. Tire size
is 120/70ZR-17 front and 180/55ZR-17 rear.
WHY ITS DESIRABLE: Introduced abroad in
08, this liter-class nakeds stateside debut
three years later was well worth the wait.
Overall, the CB1000R earns high marks for
its sporty comportment, all-around flexibil-
ity, and ease of use, was our sentiment
then and now. Though its not a hard-
edged repli-racer, it nonetheless makes
shredding your favorite twisties so much
fun and so effortless that anything you may
give up in pure flick-it-in potential is more
than made up for in ease and confidence.
Add to this a riding position offering all-day
comfort and suspension just taut enough
to provide stability while still delivering a
smooth, controlled ride.
THE COMPETITION: Plenty of options popu-
late the large sport-standard segment with
various-generation Kawasaki Ninja/Z1000,
Suzuki GSX1250, Yamaha FZ1, Ducati Monster,
KTM Super Duke, and Triumph Speed Triples
all dating back to the Hondas debut. The
CB1000R has become an affordable alterna-
tive as the competition adopted electronic
aids and higher specs in more recent times.
CYCLEWORLD.COM 55
 CATHARSIS  HEROES  DRAMA  EMPOWERING OBSERVATION

THE VIEW FROM INSIDE THE PADDOCK

58 CYCLE WORLD JAN./FEB. 2017

 RACE FANS RACE WATCH

ON
BEING
A FAN
Unlock your ability
to see behind the drama
By Kevin Cameron

Y
er actual Aristotle told us that we enjoy
drama because it brings us catharsis. In
plain English, drama takes our emotions
out for a gallop (of a kind they dont get
from waiting at the light, riding crowded
elevators, or cleaning up the kitchen
after dinner). By identifying with a
sports team or hero, we enjoy by proxy
the thrill of victory, the agony of defeat.
It was grand in 2004 to see eets
of buses approaching the racetrack
at Valencia, lled with Valentino
Rossi fans, decorated with yellow ags
bearing the sacred number 46. They
crowded into special sections in the
viewing stands where their synchro-
nized arm-waving made it seem that a
single enormous living creature with
one mind was covering whole acres.
There is also the pleasure of being
among like-minded persons. When your
hero rises to the heights, it is because of

PHOTO BY Andrew Wheeler/AutoMotoPhoto CYCLEWORLD.COM 59

 RACE WATCH RACE FANS
his or her unmatched qualities.
If defeat comes, it is surely the
treachery of envious lesser per-
sons. We may lose a bet, but then
comes the thrill of emotionally
doubling it!
Occasionally comes a pinprick
of reality, as when a fan asked
the late Gary Nixon, Hey, Gary,
how come you didnt win [at X
event]?
Cause them two other guys
rode better n me, thats why, he
60 CYCLE WORLD JAN./FEB. 2017
THE NUMBER:
Has there ever been a rider
in the history of roadracing
who has the passionate fan
base of Valentino Rossi?
Flags, smoke, and giant
cutouts are one thing,
tattoos quite another!
growled.
The fan-balloon is burst and an
ordinary truth enters: The hero
can be beaten. But we can make
even this into worship: Look!
He admits hes not perfect! Hes
human. Like us!
Or Graham Hill, winning the
1966 Indianapolis 500, saying
equably, I had no idea that I had
won, but I am extremely pleased
to have done so.
Wheres the drama? Proper
GOLD & GOOSE
heroes prance and punch the air
while hosing down the scene
PHOTOS BY ANDREW WHEELER/AUTOMOTOPHOTO
with champagne.
I spent years working with
Yamaha production racersthe
TZ250s and TZ750s of the 1970s
and early 80sso buried inside
me is surely some Yamaha bias.
I have emotions and they need
a gallop as much as anyones.
Kenny Roberts was a great cham-
pion on Yamahas, breaking into
the European GP scene, pushing
aside Barry Sheene, forcing the
FIM to act against needless track
hazards. Strong stuff.
But I cant let myself be a fan.
Because being a fan blinds us to
information we need to under-
stand what is actually happen-
ing. Had I been a fan rather than
a journalist in 2013 I might have
missed the clear evidence in the
lap times of Jorge Lorenzo, new
kid Marc Marquez, and grand
champion Valentino Rossi. I was
scanning the race lap times from
Germany (on motogp.com for
 RACE FANS RACE WATCH

all to see), which clearly showed

the stepthe point at which
the riders tires lose a bit of their
properties and his lap times take
on average a fraction of a second
longer. As I recall, Rossis step
came on lap nine, Lorenzos on
lap 12, and Marquezs on lap 18.
That clearly showed that Mar-
quez, the newcomer, the rookie,
the beginner, knew something
about tire conservation that two-
time MotoGP world champion
Lorenzo did not, something that
nine-time world champion Rossi
did not. This taught me that
the new Moto2 class, in which
Marquez spent two years, and
in which nearly everything of a
technical nature is either spec
or prohibited, had been Mar-
quezs tire management university.
Tire management in that class wood knee-down style and took and without fear ght their TWO SPANIARDS:
is one area that is 100 percent up riding style elements clearly way, sliding and spinning, past Jorge Lorenzo is an
incredible rider, but
unregulated. That 2013 season coming from Marquez. By 2015 worn-out former champions who what is it about him
would end with Marquez as he had so far succeeded in his have become complacent and that fails to enlist
champion, Lorenzo second, and studies that he came very close to risk-averse now that their trophy the following of
Rossi fourth. What makes Rossi countryman Marc
taking the title from Marquez. shelves groan under heavy loads Marquez?
truly great is that he now applied The traditional fan view of of engraved silver pots.
himself to learning to do some how races are won (also held Then how was it, in 2004, that
of the things that were making by a disappointing number it was Rossi leading Valencia,
Marquez so hard to beat. Rossi of journalists) proposes that and neither sliding nor spinning? He
gave up his old, derivative Hail- young guns, who are hungrier had found a way to lap at win-
PHOTOS BY GOLD & GOOSE

CYCLEWORLD.COM 61
 RACE WATCH RACE FANS

burning the only bridge that

NOT JUST AN OLD MOVIE:
Australian Jack Miller has
but one victory in MotoGP,
but you don't wear wigs
unless it's love.
can possibly convey them to the
podium: their tires.
What were the fans doing,
meanwhile? They were roaring
their approval of the huge slides
and blackies being performed
by the rider in last place: Garry
McCoy. Drama, yes. Catharsis?
Maybe. But race-winning tal-
ent? Maybe not. Certainly not
that day.
If former champs are not
defeated by youth and exuber-
ance, then what does happen?
What I have seen, over and again,
is that as the nature of bikes
and tires changes, most riders
continue to ride the style that
originally made them great. And
it no longer works because it is
incompatible with current equip-
ning speed without drama. As Winning races requires a rider ment. What makes the top riders
I looked down eld, the farther to maintain tire conditionnot so remarkableand perhaps
a rider was from the front, the to kill his rubber in useless early- Rossi most of allis their ability
more he was sliding and spinning. laps drama. Successful riders to evolve their riding styles to
This taught a valuable lesson: nd a way to go fast without realize the potential in the latest

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bikes and tires. The others just
ride their old styles harder and
harder until they scare them-
selves. Their skills are usually as
good as ever, for when these men
switch to World Superbike, they
often have successful second
PHOTOS BY GOLD & GOOSE
careers.
In the present era, one-third
of the grid is young gunsthey
pour forth from Moto2 every
yearlike the Espargar broth-
ers, Maverick Viales, Scott
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Redding, Tito
Rabat, Yonny
Hernandez,
Jack Miller
(he was
summoned
straight
from Moto3),
Andrea Ian-
none, Bradley
Smith, and
others. Yet
again and
again, as
races take shape ve to 10 laps
after the start, it is the usual
names up frontMarquez, Rossi,
Lorenzo, Pedrosa. Yes, a few of
these have won a race, and next
year when Viales has the full
backing of Yamaha he may do
better yet. But none of these
young guns has stormed to an
early lead in dry conditions and
then pulled effortlessly away.
They dont know how. We can
hope some will learn.
RACE FANS RACE WATCH
Oh, but another fan favorite WHAT MAKES
is the idea that, If my guy had a
THE TOP
factory bike, hed be champion.
Yet riders like Stefan Bradl and RIDERS SO
Alvaro Bautista had top bikes, REMARK-
looked like they were getting it, ABLEAND
but were unable to make the leap PERHAPS
to consistent race-winning pace. ROSSI MOST
And when a top bike is vacated by OF ALLIS
injury and someone else is put on
THEIR ABILITY
it, nothing happens. The intimate
mutual adaptation of bike and TO EVOLVE
rider takes experienced creative THEIR RIDING
thought to achieve. There is no STYLES TO
golf club that can turn a duffer REALIZE THE
into a champion. POTENTIAL IN
So heres the bottom line: Any THE LATEST
rider who can consistently nish
BIKES AND
in the lead group deserves the
interest of sports-minded motor- TIRES.
cyclists because such a rider has
things to teach us, things we very
much want to know. We may
hope a particular rider will win,
but anyone who can consistently
get to the front and stay there
deserves our interest.
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 VICTORY!
The International Six Days Enduro, arguably
the most prestigious off-road race in the world,
has been running for 91 years, and until 2016
the premier division had never been won by the
United States. That all changed in October in

66 CYCLE WORLD JAN./FEB. 2017

Navarra, Spain, when the US Trophy Team of Taylor
SLIPSTREAM

Robert, Kailub Russell, Thad DuVall, and Layne

Michael took the overall win. Robert also won
the individual overall and was only the second US
rider to do this (Ryan Sipes won it last year).
Photographer: Shan Moore

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 CAREY HART

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