COLORADO ADV COMPARISON!

PETER
EGAN
LEANINGS
RETURNS

AMERICAS LEADING
MOTORCYCLE
MAGAZINE

MOTOGP-INSPIRED
GSX-R1000R
 VARIABLE CAM TIMING!
 LAUNCH CONTROL!
 FULL RIDER AIDS!

SUZUKIS
DIGITAL
SUPERBIKE
PLUS: RIDDEN
 YAMAHA SCR950 V-TWIN SCRAMBLER
 MOTO GUZZI MGX-21 CARBON-FIBER BAGGER NOVEMBER 2016
 WORK HARD, PLAY HARD WITH MX CHAMP KEN ROCZEN CYCLEWORLD.COM
!"#$!"%&#
%'()*++,-(.)/01023)/45678)
!"#$%%&!'(!&)''*+!,-./01!2'/34!516!5!&378!94'/:!*'!)5*%+;!
<=>1651*!:'/-316!*'4?>3!*+5*!=>0:6&!24'943&&0@3:8!*+4'>9+!*+3!43@!
45193;!<1!37?>0&0*3:8!%45(*36!*43::0&-&*8:3!(45)3!5&!=35>*0(>:!5&!0*!0&!
(>1%*0'15:;!A11'@5*0@3!B'/-CDE!<&&0&*!('4!&)''*+!:5>1%+!%'1*4':;!
<@50:5=:3!<FG;

H'1I*!J>&*!=3!=':6;!F3!>165>1*36;
#39:;<(=)>'()/4567)*>)/01023?@:+(98:;A
 NOVEMBER
2016
PHOTO BY JEFF ALLEN
30.
2017 SUZUKI GSX-R1000
Our Technical Editor crossed
the Pacific to learn all about
the new Gixxer 1000. Based
on Kevin's report, we're
thinking of calling this bike
the "Hamamatsu Hammer."
By Kevin Cameron
ON THE COVER:
Behold, the 2017 Suzuki GSX-R1000
in all its purpose-built glory.
38. 48. 52.
MAKING IT: AN ADVENTURE BIKE COMPARISON TEST BUELL ULYSSES HUT TO HUT
BMW R1200GS ADVENTURE VS. DUCATI MULTISTRADA As the one motorcycle our The beautiful Rocky
1200 ENDURO VS. HONDA AFRICA TWIN VS. KTM 1190R beloved Editor-at-Large has Mountains, as seen from
Two proven ADVs, the BMW and the KTM, take on the new managed to keep in his fleet some great dual-sport bikes
Honda Africa Twin and the Ducati Multistrada Enduro. for a long time, this Buell and remote ski cabins with
Which of these big machines is best for the average rider? adventurer must be good. a thoroughly fascinating
Our results might surprise you Or so says Egan. military history.
By Sean MacDonald By Peter Egan By Justin Bradshaw
IGNITION COLUMNS DEPARTMENTS
10. FIRST RIDE: 2017 MOTO GUZZI MGX-21 6. UP FRONT 8. INTAKE
Stylish, for sure, but what small bags you have By Mark Hoyer 56. SERVICE
14. FIRST RIDE: 2017 YAMAHA SCR950 22. WANDERING EYE 63. SHOWCASE
Yamaha makes a Scrambler out of its Bolt cruiser By Paul dOrleans
66. SLIPSTREAM
16. GEAR: High Adventure: Five items for the ADV rider 24. TDC
By Kevin Cameron
18. EVALUATION: Slatin MotoGear EZ-1 Mesh Jacket R A C E WAT C H
26. LEANINGS 60. KEN ROCZEN
20. RIDING SKILLS: On-ramps and off-ramps can be lots By Peter Egan Fast is fun again.
of fun when ridden properly. Heed these tips. By Brett Smith
Looking for a daily fix of great moto coverage? Visit cycleworld.com every day for a fun mix of two-wheeled news, features, and videos!
Online: CycleWorld.com | Twitter: @CycleWorldMag | Facebook: facebook.com/cycleworld | Instagram: @CycleWorld
CYCLEWORLD.COM 3
 CYCLEWORLD.COM
EDITORINCHIEF MARK HOYER
VICE PRESIDENT, GROUP PUBLISHER ANDREW LEISNER
CONTENT STRATEGY DIRECTOR KURT HOY
DIRECTOR OF DIGITAL STRATEGY BRIAN SCHRADER

EDITORIAL
SENIOR EDITOR BLAKE CONNER
TECHNICAL EDITOR KEVIN CAMERON
ROAD TEST EDITOR DON CANET
ASSOCIATE EDITOR BRADLEY ADAMS
ASSOCIATE EDITOR SEAN MACDONALD
ASSISTANT EDITOR WILL STEENROD

EDITOR-AT-LARGE PETER EGAN

CUSTOM & STYLE EDITOR PAUL DORLEANS
CONTRIBUTING EDITORS MATTHEW MILES, BRIAN CATTERSON, PAUL DEAN, ALLAN GIRDLER, NICK IENATSCH,
GARY INMAN, PETER JONES, BRENDAN LUTES, THOMAS MONTANO, RAY NIERLICH, JOHN L. STEIN, STEVEN L. THOMPSON
EUROPEAN EDITOR BRUNO DEPRATO
WEB PRODUCER ALAN TAKUSHI
MANAGING EDITOR TERRY MASAOKA
COPY EDITOR JESSICA MATTESON
EDITORIAL ASSISTANT/RECEPTIONIST SERENA BLEEKER

ART
ART DIRECTOR LAURA MILTON

PHOTO AND VIDEO SERVICES

PHOTOGRAPHER JEFF ALLEN
VIDEO PRODUCER SPENSER ROBERT
ASSOCIATE VIDEO PRODUCERS STEPHEN POTTER, BERT BELTRAN
CONTRIBUTING VIDEO PRODUCER NIKOLAUS WOGEN

CONTRIBUTORS
PHOTOGRAPHY BARRY HATHAWAY, DREW RUIZ, MARK WERNHAM, ANDREW WHEELER
ILLUSTRATION HECTOR CADEMARTORI, KEVIN FLEMING, JIM HATCH, RYAN INZANA

EDITORIAL OFFICES
15215 ALTON PKWY., SUITE 100, IRVINE, CA 92618; (760) 707-0100; INTAKE@CYCLEWORLD.COM

ADVERTISING
WESTERN REGIONAL SALES DIRECTOR KATELYNN KOVALEFF 760/707-0087, FAX: 760/707-0101
EASTERN REGIONAL SALES DIRECTOR ROSS CUNNINGHAM 212/779-5042
DIRECTOR OF SALES AND OPERATIONS, AMERICAN MOTORCYCLE GROUP DAVID ROE 724/312-3207
EASTERN SALES DIRECTOR DENNIS SCULLY 312/252-2854, FAX: 312/573-1535
EASTERN ADVERTISING MANAGER RENEE MCGINTY 312/718-8880
WESTERN ADVERTISING MANAGER BRAD BANISTER 323/228-7011
ACCOUNT EXECUTIVE CHRIS SIEBENHAAR 760/707-1070
ASSOCIATE DIRECTOR, MARKETING & V-TWIN CHRIS LONG 760/707-1073
CLASSIFIED ACCOUNT MANAGER KURT EISINGER 212/779-5507
DETROIT ADVERTISING DIRECTOR JEFF ROBERGE 248/213-6154
SALES OPERATIONS MANAGER JOHN W. SCAFETTA
ADVERTISING COORDINATOR/SALES ADMINISTRATOR JEOFF HAERTLE
OFFICE MANAGER/SALES ADMINISTRATOR DONNA PROVENCHER
ASSOCIATE DIRECTOR, DIGITAL SADIE HUEMMER
DIGITAL CAMPAIGN MANAGER RAY GONZALEZ
ADVERTISING SERVICES MANAGER JOY MCGIVERN
DIRECTOR, HUMAN RESOURCES KIM PUTMAN
BUSINESS MANAGER CONNIE LAU

MARKETING
MARKETING DIRECTOR TIM COLLINS
CONSUMER MARKETING DIRECTOR ANDREW SCHULMAN
MARKETING MANAGER CORIE WINDUST
SALES DEVELOPMENT MANAGER ASHLEY ROBERTS
CONSUMER ENGAGEMENT DIRECTOR COREY EASTMAN
CONSUMER EVENTS MANAGER TONIA TRONCONE

PRODUCTION
GROUP PRODUCTION DIRECTOR RINA VIRAY MURRAY
PRODUCTION MANAGER JULIE C. GREENE

REPRINTS
FOR REPRINTS EMAIL REPRINTS@BONNIERCORP.COM

CHAIRMAN TOMAS FRANZN

HEAD OF BUSINESS AREA, MAGAZINES LARS DAHMEN
CHIEF EXECUTIVE OFFICER ERIC ZINCZENKO
CHIEF FINANCIAL OFFICER JOACHIM JAGINDER
CHIEF OPERATING OFFICER DAVID RITCHIE
CHIEF MARKETING OFFICER ELIZABETH BURNHAM MURPHY
CHIEF DIGITAL REVENUE OFFICER SEAN HOLZMAN
VICE PRESIDENT, INTEGRATED SALES JOHN GRANEY
VICE PRESIDENT, CONSUMER MARKETING JOHN REESE
VICE PRESIDENT, DIGITAL OPERATIONS DAVID BUTLER
VICE PRESIDENT, PUBLIC RELATIONS PERRI DORSET
GENERAL COUNSEL JEREMY THOMPSON

RETAIL SINGLE COPY SALES: PROCIRC RETAIL SOLUTIONS GROUP, TONY DIBISCEGLIE
CYCLE WORLD (ISSN 0011-4286, USPS 571-310), NOVEMBER 2016, Volume #55, Issue #10 is published monthly except the January/February issue by Bonnier Cor-
poration, 2 Park Avenue, New York, NY 10016. Periodicals postage paid at New York, NY and additional oices. Copyright 2016 by Bonnier Corp. All rights reserved.
Reprinting in whole or part is forbidden except by permission of Bonnier Corp. Mailing List: We make a portion of our mailing list available to reputable rms. If you
would prefer that we dont include your name, please write us at the Harlan, IA address. POSTMASTER: Send address changes to Cycle World Magazine, PO Box
6364, Harlan, IA 51593-1864. Subscription rates: US and US possessions $15 for 1 year (11 issues). Canada: $25 & Foreign: $45. International orders must be paid in
advance and in US funds only. Canada Post Publication agreement #40612608. Canada Return Mail: IMEX Global Solutions, P.O. Box 25542, London, ON N6C 6B2.

PRINTED IN THE USA

For Customer Service and Subscription questions,
This product is
Such as Renewals, Address Changes, Email Preferences,
from sustainable
Billing, and Account Status, go to: cycleworld.com/cs.
managed forests
You can also call (800) 456-3084, outside of the US call
and controlled
(515) 237-3697, email CLWcustserv@cdsfulfillment.com,
sources
or write to Cycle World, PO Box 6364, Harlan, IA 51593.
 LIFE IS FULL OF TWISTS & TURNS. KIND OF NICE WHEN
ZUMO 595LM
YOU GET TO DECIDE HOW MANY. MOTORCYCLE GPS
BUILT TO THRILL
WITH ADVENTURE ROUTING TO ENHANCE YOUR RIDE.
2016 Garmin Ltd. or its subsidiaries
 UP FRONT EDITORS LET TER
THE INDIVIDUAL SPORT
ENJOYED IN GROUPS
R
iding is like life. Keep your
balance, stop for a nice meal
once in a while, stand up, sit
down, lean in, keep your eyes
up but be aware of whats behind you and
what might come from either side, check
your blind spot, dont carry too much bag-
gage, and keep a decent tool kit around.
And a helmet never hurt anybody
Riding is also perfectly emblematic of the
human condition: We ultimately are alone
but find reference, meaning, support, and
growth through traveling together.
I suppose if you make your entire life
in, I dont know, gardening, perhaps you
might write the same kind of sentence and
say that gardening has brought the great-
est, most creative people into your life and
that you married your spouse and met your
best friends because of it and look at these
damn flowers! Which is probably all true no
matter your favorite way of life, but we all
know how much better motorcycling is than
just about anything else. We also know that
motorcycling generally attracts some very
interesting, fine people, and, yes, I did meet
my wife Jen in motorcycling. And most of
our friends. And I do see a lot of flowers over
all of these miles.
Most of the time I am sitting alone on
a motorcycle or here at my keyboard, but
the ultimate goal of my riding actions is to
share those with the greater community
of enthusiasts and, we hope, also to get
new people interested in motorcycling.
Both points are why weve worked hard
to evolve what Cycle World is, particularly
over the past five years. Adding Associate
Editor Bradley Adams, who is a great mix
of traditional print and new-media digital
expertise, has improved all of our work in
all our channels. Sean MacDonald, whose
love of a good story is only outstripped by
his love of riding, is expanding his skill base
and story repertoire while pounding out lots
of cycleworld.com posts. Road Test Editor
6 CYCLE WORLD NOVEMBER 2016
Don Canet remains the fastest, most accom-
plished editor/tester the business has ever
known, and Kevin Camerons work has been
foundational to motorcycle journalism since
the 1970s and remains so today. Its a great
mix of people, talent, and background.
Which leads me to the latest change in
staffing: Senior Editor Blake Conner has
moved on, taking a job with community
riding smartphone app Rever. His new boss
is Justin Bradshaw, who wrote Enduro THIS
Escape (page 52) in this issue. Conner has MONTHS
S TAT S
been an anchor of this staff since the day
he signed up 10 years ago, an all-around
rider who could do pretty much any job we
asked of him. We are sorry to see him go
(especially staff photographer Jeff Allen,
who appreciates Conners photo skills and
good attitude), but we are also glad that his
experience in motorcycling remains in the
industry, particularly at an interesting start-
up company like Rever. Still, that puts us on
the hunt for a new staffer to carry us for-
ward as we make more video and have even
bigger adventures in print and online. Id
say if you are an engineer with a journalism
degree and a professional motorcycle racing
zer o
BRAKE LEVERS
license in pretty much any discipline, you LOST ON THE
ought to get in contact with us. Motorcycle ADVENTURE RALLY
dealership experience is a plus, and the abil- COMPARISON TEST
ity to ride any kind of motorcycle in pretty
much any kind of condition with an impec-
cable safety record helps too!
We do have a selection of good candidates
already and are looking forward to making
40
HOURS IN TRANSIT FOR
more great stuff about motorcycles acces- KEVIN CAMERON TO
sible in more places than ever. So add to the AND FROM JAPAN FOR
above list of qualifications that of video edi- THE SUZUKI GSX-R1000
tor and on-screen personality, plus a strong TECH STORY
sense of motorcycle community and a large
social following. No sweat, right?
7
RECORD YEARS
MARK HOYER PETER EGAN HAS OWNED
EDITOR-IN-CHIEF HIS BUELL ULYSSES
 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
 MILWAUKEE-EIGHT  WHOSE FREEDOM?  AUTONOMONSTROSITY
So cool to read about Harley-
Davidsons new Milwaukee-
Eight engine while at the
same time Discovery Channel
airs the miniseries Harley and
the Davidsons. I dont own a
Harley, but given H-Ds current
engineering excellence and
incomparable heritage, its
no surprise so many doand
so many more want to.
GARY ZANERCIK
BOSTON, MA
HARLEY IS BIG IN JAPAN
After reading the articles in the October
issue regarding the new Harley-Davidson
Milwaukee-Eight lineup, I would just like
to say: Congratulations, Harley-Davidson.
You finally built a Japanese cruiser.
K.R. KEEFAUVER
HARRISBURG, PA
Milwaukee-Eightoh, good, a new gen-
eration of noise.
JAMES KURK
ST. PAUL, MN
Congratulations to Harley-Davidson on
the new Milwaukee-Eight Big Twin. This
new powerplant, with more of every-
thing the Harley faithful want but in
a larger, more refined package, should
ensure The Motor Companys sales,
financial, and cultural success for quite a
few years to come.
But something slightly cynical deep
inside insistently whispers that we
might, at least in part, have resurrected
and currently thriving Indian Motor-
cycle to thank for this new Harley-
Davidson mill. Perhaps this new Big
8 CYCLE WORLD NOVEMBER 2016
KICKSTART THE CONVERSATION
Twin would have come about in the
normal course of product development,
absent the existence of the Thunder
Stroke 111, but now Harley has some-
thing it hasnt had to seriously contend
with for some time: authentic domestic
competition for its huge market share.
Good, old-fashioned American competi-
tion is good for everyone.
The revived Harley/Indian rivalry is
providing employment opportunities,
lots of interesting conversation in the
motorcycle industry, and a great number
of really terrific new products for us
consumers to enjoy. So thanks to Harley-
Davidson for giving us another reason to
part with our hard-earned money and for
stepping up the game. Were all winners
as a result.
KEN LACHMAN
FRANKLIN, WI
FORGIVE OUR TRESPASSES
Regarding Gone (Cruiser) Camping
in the October issue. Im for freedom as
much as the next guy, but a national pub-
lication endorsing the attitude Never
mind the No Trespassing sign strikes
me as irresponsible. More so when justi-
fied by the childish comment because
freedom. Grow up. Thats not freedom.
Thats trampling someone elses freedom.
Please respect others freedom when
enjoy ing yours.
ANDREW WATRY
BERKELEY, CA
LUTZ YERSELF
Inasmuch as I respect the presence, and
limits, of age and experience, Bob Lutz
has been out of the drivemob for quite
some time now, right (Up Front, Rise
of the Machine, October)? So I was on
the 880 going through Oakland, when
a Range Rover appeared to lose a tie-rod
bushing and began to violently weave
between lanes one and four. Everybody
on that highway, at that moment, laid
back as one, observing and accounting
for the action. The Rover made it to the
right-lane shoulder, all good. Just another
day on the 880. What would have auto-
driving cars done then?
TONY HEYMAN
OAKLAND, CA
I read Rise of the Machine with great
interest. But one sentence reached
out and slapped me: You can read the
drivers face. As a motorcyclist, bicyclist,
and jogger, I depend on that. But here in
California, where it is against the law to
darken front side windows, the number
of faces to see is nonetheless diminishing
very rapidly. Law enforcement must have
higher priorities because enforcement is
so minimal as to appear nonexistent. I
did not realize how much I used drivers
eyes and which way their heads were
turned until I didnt have it anymore.
JOHN SHREVE
CYCLEWORLD.COM
Comments? Suggestions? Criticisms?
Write us at intake@cycleworld.com.
 THE ITALIAN BAGGER  SCR950 FIRST RIDE  WARM-WEATHER JACKET  WANDERING EYE  LEANINGS

THE RIDE STARTS HERE

10 CYCLE WORLD NOVEMBER 2016 PHOTOS BY Kevin Wing


 The capacity, in
COMFY CRUISING:
Ergonomics on the MGX-21
are good, though riders taller
than 6-foot might wish the
footrests were positioned
a little lower for more
legroom.
2 9 2014 15
BY THE NUMBERS
ATTENTION GRABBER:
STORAGE ROOM: LONG-AWAITED: The number of people
The year Moto Guzzi first we saw point at the
liters, for each of the unveiled the MGX-21 MGX-21 from the side of
MGX-21s side bags prototype at EICMA the road during our ride
C W FIRST RIDE
2017 MOTO GUZZI MGX-21
FLYING FORTRESS
A bagger with the chassis to match its solid looks By Bradley Adams
T
hats a cool-looking motor- the MGX include a three-level (plus off)
cycle, said the man dressed traction control system, 50-watt stereo with
in a Harley-Davidson T-shirt MP3 compatibility and smartphone input,
and hat, his eyes locked on and AM/FM radio. There are also electronic
the carbon-fiber covers and cruise control, three riding modes, and ABS,
bright-red cylinder heads protruding from which works on a braking system with
either side of the bikes chassis. He stood Brembo calipers front and rearin red.
back to take it in and then, as I began to step Because color accents are eye candy.
away from it, asked the question I already All of those updates, plus the new front
knew was coming: What is it? fairing, conspire to bring the MGXs curb
It, in this case, is the Moto Guzzi MGX- weight to a claimed 752 pounds, which is 10
21 Flying Fortress, the latestand perhaps pounds more than the California 1400 Tour-
most excitingin a line of cruisers based on ing and 51 pounds more than the fairing-less
Moto Guzzis California 1400 platform. More 1400 Custom. And while that sounds crip-
specifically, its the bike that Guzzi hopes pling, Ill admit that I only really ever felt the
will bring an entirely new customer into the MGXs heft when picking the bike up off of
brand. If this Harley-loving mans interest its sidestand. In normal riding situations,
proves anything, its that Guzzi might very this Guzzi bagger felt capable and light as a
well be on to something. bike meant for navigating Americas heart-
Delve into the MGXs spec sheet and youll lands needs to be.
realize how closely related the bike is to the Ive ridden a fully dressed Moto Guzzi
California 1400. Chassis geometry is tweaked El Dorado before, as well as an Audace, and
to accommodate the bikes new
21-inch front wheel and the rear
section of the frame strengthened
for the extra load its intended to
carry, but the 1,380cc, 90-degree
longitudinally mounted V-twin
has gone untouched, and many of
the Guzzi-esque features are still
front and center. The result is a bike
that produces the same 95 claimed
hp and 89 pound-feet of torque but
has a slightly longer wheelbase and
small amount of additional trail.
Other prominent features on
CYCLE WORLD 11
 IGNITION FIRST RIDE
GOT BAGGAGE? would argue that handling is some-
MGX-21 owners will where in between those models;
unfortunately have the MGX is not nearly as imbal-
to learn to travel anced as the El Dorado at parking-
light, as its stylish lot speeds thanks to its reworked
side bags are not geometry but not quite as com-
deep enough to posed as the lighter-weight Audace
carry much more when banked into a corner.
than a change of A new, patent-pending steering-
clothes or two.
stabilizer-like piece at the front
No, your full-face
of the bike likely adds to that
helmet will not fit
in them. improved feel at parking-lot speeds
and is designed to keep the bars
from flopping inside in an abrupt
manner as you begin to turn them.
The resulting resistance takes time
to get used to in tight U-turn situ-
ations, but Id argue that much of
the confidence I had when pushing
the MGX around did indeed come
from this stabilizer.
2017 MOTO GUZZI MGX-21 FLYING FORTRESS
E NG INE T Y P E DISPL ACE M E NT SE AT HE IG HT
Air-/oil-cooled 90 V-twin 1380cc 29.1 in.
12 CYCLE WORLD NOVEMBER 2016
The 21-inch front wheel takes a
little more time to get used to and
does cause a slightly different feel-
ing at the entrance of the corner,
but by lunch we were tipping the
MGX into corners with absolute
confidence. And as Ive found with
other Guzzi models, the chassis
itself is a true gem, with good
overall handling manners through
a corner and zero instability. On
the MGX specifically, suspension
is good, with enough plushness
to keep you comfortable on a long
ride but enough firmness to keep
the bike from moving around too
much. And it all handles imperfec-
tions in the road better than any
Harley models Ive yet tested.
Power does not feel particularly
overwhelming (probably because
of the extra weight the engine is
now required to push along), but
this V-twin is tractable and fueling
is exceptionally smooth. You can
experiment with ride modes, but
if youre anything like every other
speed-loving motorcyclist, youll
probably want to just select the
more powerful Veloce mode and
leave it there. Fortunately, in any
mode, theres plenty of character
thanks to the right-side pull when
revving from that longitudinally
mounted V-twin.
The MGXs performance and
overall comfort lend themselves
to long days in the saddle, mak-
ing it easy to imagine racking up
the miles in relative bliss. Just
be aware that selective packing
is in order for longer trips, as the
MGXs bags are more meant for
FU EL C APACIT Y CL AIMED CU RB WEIGHT
5.4 gal. 752 lb.
style than storing and cant fit
much beyond a change of clothes
and maybe a jacket or two. I didnt
actually put that to the test, mind
you, but know that youll need to
have the missus pack light either
way. Good luck with that.
Worth mentioning here is that
Guzzi says the bags are held on by
just a handful of bolts and can be
easily removed to give the MGX
the same sleek look as the bag-less
prototype that it had originally
shown. Its in these small design
elements, and things like the USB
plug at the triple clamp, perfectly
concealed by a inconspicuous
door, that show Guzzis attention
to detail (though we do wish there
was somewhere to store your
phone when plugged in and not
just a mount that needed to be pur-
chased as an accessory item).
Unfortunately, its also some of
the little things that frustrated me
most in my day with the MGX,
like the button on the right-side
handlebar used for turning the
bike on and off, which almost
always took a couple of taps before
it was in the position I actually
wanted it in. The multi-directional
toggle for operating the radio was
often frustrating as well. As for
the stereo itself, its loud enough
to keep you entertained at around-
town speeds but not quite power-
ful enough to enjoy my country
music at 70 mph. Oh, wait, Im the
only one riding a Guzzi MGX-21
and listening to country. Right
All of this is to say that there are
small areas for improvement but
not that Moto Guzzi has missed
the mark. In fact, if my time on
the MGX-21 proved anything, its
that the Italian manufacturer did
its homework when designing
this bagger. It looks great, handles
well, and is an honest-to-god great
option for people who want a bike
in this category thats a little dif-
ferent than what everyone else
has. Will Guzzi really be able to
reach a new customer with it?
I sincerely believe so.
BAS E P RIC E
$21,990
 IGNITION FIRST RIDE
C W FIRST RIDE
2017 YAMAHA SCR950
A strange all-rounder that emphasizes fun By Blake Conner
amahas product plan has been
Y pretty impressive over the past
five years. The tuning-fork
company has done a great job
creating new platforms and then
building variations on them
that appeal to a wide variety
of buyers. Take the brand-new
SCR950, for instance. This
Bolt-based scrambler adopts an
entirely new personality despite
sharing much of that cruisers
core components.
The SCR is one of those bikes
you simply have to look past
the spec sheet and just go ride,
because on paper theres little
to suggest that its as fun as it
actually is. Lets start with the
14 CYCLE WORLD NOVEMBER 2016
engine: The Bolt-derived 942cc
air-cooled twin has solutions
borrowed from other models in
Yamahas stable, like ceramic-
composite plated cylinders, roller
rockers actuating four valves
per cylinder, and twin-bore fuel
injection. And while the mill
wont pull your shoulders out
of their sockets, it has a broad
spread of power, clean fueling,
and intuitive throttle response in the passing lane, a quick
that makes sliding the bike downshift will make it happen
through corners in the dirt without much fanfare.
completely entertaining. On The chassis is designed to offer
road, its enjoyable to just thrum light handling and competent
along without rowing through around-town performance and
the gears much. But if you really actually did much better off
need to leap past another vehicle highway than expected. No,
PHOTOS BY Brian J. Nelson
the SCR doesnt have brakes or
suspension to rival the Ducati
Scramblers, but then again, the
intention was all-around fun at
an affordable price, not knockout
performance.
On road, I was able to ride
at an enjoyable clip, with the
real limiting factors being the
dual-purpose tires and basic
suspension. The nonadjustable
41mm fork offers 4.7 inches
of travel, while the preload-
adjustable shocks provide
just 2.8 inches. The ride was
generally pretty good, but
the combination of limited
rear travel and firm saddle
meant the damping quality
was harsh when cruising less-
than-billiard-smooth roads. Off
road, line choice was important
to keep the suspension from
bottoming out too nastily. But at
a modest pace, it was enjoyable
on gravel, aided quite a bit by and comfortable. that is totally palpable. OFF ROAD AND
predictable and stable handling There is no question that Does the SCR950 live up to UPRIGHT:
manners thanks to relaxed Yamaha nailed the classic recent Yamaha hits like the The SCRs upright
frame geometry. scrambler styling despite the FZ-09, FZ-07, and XSR900? steel handlebar
Like the suspension, the twin- fact that the bike began as a For its intended mission of provides a sur-
piston pin-slide front brake cruiser. It even went the extra delivering good all-around fun, prisingly good
caliper and 298mm wave rotor mile, fitting the SCR950 with yes. Its one heck of a cool bike off-road riding
do the job but are a bit short on steel fenders, number plates, and the price makes it accessible position.
feel and power. Yet the positive and tank, which brings a to more riders. And we simply
spin on that is, on the dirt, the material satisfaction to the bike cant argue against that.
brake isnt too grabby and allows
you to manage front-wheel
traction surprisingly well.
I immediately clicked with
the riding position. The mid-
mount foot controls and tall off-
road-style handlebar put me in a
comfortable and neutral riding
position. My only complaints
are the aforementioned seat,
sometimes difficult-to-read
instrument cluster, and the
right-side air-filter housing that
was in almost constant contact
with the inside of my knee
and managed to leave a bruise
by the end of our aggressive
riding day. An added bonus, the
handlebar height of the SCR
made standing off road easy

2017 YAMAHA SCR950

E NG INE T Y P E DISPL ACE M E NT SE AT HE IG HT FU EL C APACIT Y CL AIMED CU RB WEIGHT BAS E P RIC E
Air-cooled, SOHC V-twin 942cc 32.7 in. 3.2 gal. 547 lb. $8699

CYCLEWORLD.COM 15
 IGNITION GEAR

NEW IDE AS

HIGH ADVENTURE
Five items for the ADV rider By Don Canet

1 2 3 4 5

LONG-DISTANCE STRAP IT ON TRAIL-WORTHY ENDURING JACKET TRAIL COMPUTER

DUFFEL
Schlepping gear from
here to Timbuktu neednt great adventure. The
be an ADV logistics
nightmare. Even the
non-GS rider will appreci-
ate the BMW Atacama
Soft Top Case Duffel
($326.99), a clever stor-
age solution that will
strap to any tail rack. The
best part of this 10.6-gal-
lon waterproof duffel is
that it converts into a
backpack off the bike.
 (800) 831-1117
bmwmotorcycles.com
Losing a load along the
road or trail will spoil any
Better Bungee Slotted
Strap ($5) is just that,
an innovative take on
the traditional bungee
cord. The 36-inch poly-
urethane strap safely
stretches two times its
length, features scratch-
free molded nylon hooks,
and has six slots allowing
easy customization of its
overall length making for
a exible installation.
 thebetterbungee.com
TIRES
Dressing for the wide Monitor your bikes
Serious on-/off-road rid- temperature varia- range and more with the
ing requires proper tires. tions encountered on Koso EX-02 Enduro
The Michelin Anakee an adventure ride is ($99.95). Powered by
Wild ($256.95$320.95) paramount. The KTM an internal CR2032
is developed to combine Rally Jacket ($249.99) battery, the durable unit
on-road stability, features removable, features a backlit LCD
wear resistance, and breathable, wind- and display with speedom-
increased wet-road waterproof Z-liner mem- eter, odometer, trip-
and off-road traction. brane and microeece meter, clock, stopwatch,
The tread block design lining. Chest and back hourmeter, and voltage
releases mud, and bride- vents, neoprene collar, meter functions. Model-
blocks on the shoulder and Lycra cuffs ensure specic kit includes
increase pavement comfort, while remov- mounting and speed-
cornering stability. able elbow and shoulder sensor hardware.
 (208) 552-7433 armor adds protection.  (877) 777-0604
michelinmotorcycle.com  ktmusa.com kosonorthamerica.com

16 CYCLE WORLD NOVEMBER 2016

MAKE BRE AKFAST

Photo By: Peggy Sirota

HAPPEN
SO KIDS
CAN BE
HUNGRY
FOR
MORE
I was one of our nations hungry kids growing up. Today, 1 in 5 children in America
struggle with hunger. But when they get breakfast, their days are bigger and brighter.
Learning, attention, memory and mood improve. Together, we have the power to
get breakfast to kids in your neighborhood lets make it happen. Go to hungeris.org
and lend your time or your voice.
Viola Davis, Hunger Is Ambassador

Hunger Is is a joint initiative of the Albertsons Companies Foundation and the

Entertainment Industry Foundation, which are 501(c)(3) charitable organizations.
 IGNITION EVALUATION
C W E VA LUAT I O N
SLATIN MOTOGEAR EZ-1
SUPERFABRIC MESH JACKET
A
nytime the thermom-
eter starts edging
up to triple digits, a
common temptation
is to ride in a T-shirt
with no jacket. Bad idea. Even
a minor get-off can leave you
with mementos youll never
forget. The smart move: Wear
a jacket that provides as much
crash protection as a conven-
tional riding jacket but will
keep you from being fricas-
seed in scorching weather.
Slatin MotoGears solution
is its EZ-1 SuperFabric Mesh
Jacket. It combines 600-denier
outer shell construction with
high-airflow ballistic mesh
paneling on the front, back,
and sleeves. Impact protec-
tion at the shoulders, elbows,
and forearms is via tough-
as-nails, abrasion-resistant
18 CYCLE WORLD NOVEMBER 2016
This jacket is a combination of
high-quality materials, excellent
crash-protection features, and good
ventilation capabilities topped off by
an exceptionally affordable price.
SuperFabric over CE-approved
Level 1 removable armor, all
complemented by a Level 2
back protector. A gossamer-
thin, zip-out Reissa liner is
claimed to be both windproof
and waterproof.
I wore the EZ-1 on several
rides aboard an unfaired bike
in temperatures at or above
the century mark and found
that the jacket allowed plenty
of onrushing air to enter and
exit through the mesh panels.
It wasnt even remotely com-
parable to air-conditioning,
but the circulation of air
throughout the interior made
riding in blistering temps
much more tolerable. I also
spent equal time in compa-
rable weather on a couple of
sport-tourersone with a tidy,
sportbike-like fairing and the
other fully faired. Obviously,
the level of ventilation on both
was reducedless so on the
former than the latterbut
the EZ-1 nonetheless provided
welcome relief from the heat.
Southern California hasnt
seen rain in months, prevent-
ing us from testing the water-
proof aspect of the Reissa
liner. We did, however, zip it
in place when riding in mid-
50-degree weather at higher
altitudes and were impressed
at how well it blocked the
wind. The liner is a mere
0.008 inch thick and folds up
into a rectangle slightly larger
than a cell phone, so its easy
to carry along.
An important caveat,
however: When riding in
hot weather wearing a venti-
lated jacket, you need to stay
hydrated. The constant flow
of hot air around your upper
body causes sweat to evapo-
rate at a much higher rate, and
that can lead to dehydration.
Carry water with you or stop
SLATIN
MOTOGEAR EZ-1
SUPERFABRIC
MESH JACKET
slatinmotogear.com
PRICE: $159
UPS
+ Generous sleeve length
+ Ultra-soft micro-
suede collar
+ Available in nine colors
DOWNS
Bulky sleeve closures
Back protector not
comfortably contoured
Safely keeping
you cool on those
blazing-hot rides
By Paul Dean
occasionally to get a drink.
Its no accident that the EZ-
1s MSRP is a surprisingly low
$159. The companys owner,
Richard Slatin, works directly
with the factory to control
the design, production, and
quality of his riding gear, and
he then sells the products
himself rather than through a
third-party distributor. Slatin
also has deliberately sized his
jackets on the large side to fit
what he calls a more mature
rider with slightly greater
circumferential dimensions
than a typical younger rider.
Whether thats a wise
move remains to be seen.
But in a market that already
serves up a fair number of
hot-weather riding jackets,
the EZ-1 SuperFabric Mesh
is a legitimate player. With
its high-quality materials,
excellent crash-protection
features, good ventilation,
and exceptionally affordable
price, it offers a lot of cool for
not a lot of money.
PROGRESSIVE.COM 1-800-PROGRESSIVE
 IGNITION RIDE CRAFT
THE CLOVERLE AF CONUNDRUM
FLAT-LAND PROBLEM: FREEWAY
ON- AND OFF-RAMPS
W
hile most motor-
cycle riding-
technique pieces
focus on the never-
ending puzzle of
maximizing the enjoyment on
canyon roads, the reality is that
not everyone has the benefit of
riding tight, twisting roads day
in and day out. Such a case was
recently presented to me by an
20 CYCLE WORLD NOVEMBER 2016
Army Safety Division officer, who
surprised me with his number-
one motorcycle safety problem:
freeway on- and off-ramps.
Were in Florida and the best
corners are freeway on- and
off-ramps, he related. Thats
where all our accidents occur
well, other than intersections. I
could really use a plan to help my
riders with on- and off-ramps.
No canyons in sight but plenty
of fun corners By Nick Ienatsch
Here are some tips for those
riders:
1) Understand the radius equals
mph equation: This over-simpli-
fied equation is demonstrated in
the first 20 minutes of Yamaha
Champions Riding Schoolits
that important and misunder-
stood. What it aims to teach
riders is that, all other things the
same, increasing speed opens
the bikes cornering radius and
forces it to run wider while
decreasing speed tightens the
radius. Meanwhile, holding the
speed holds the radius.
Some advice out there tells
riders to accelerate through a
cornerthat the swingarm angle
of an accelerating bike changes
and then the bike steers better
or that accelerating balances
the weight of the bike between
the front and rear tires. Even if
part of those claims has a shred
of validity, the advice is a distant
second priority to how speed
affects your radius.
2) Ride the bike: Many riders
have been taught that the brakes
cant be used at lean angle, so
they enter the on-/off-ramp by
closing the throttle and hope
to slow down enough. Instead,
try trading brake-pressure
percentages as you add lean-
INCREASING
angle percentages, trailing off
SPEED OPENS
THE BIKES the brakes as you turn the bike
CORNERING into the corner. Brake-assisted
RADIUS AND steering helps to load the contact
FORCES patch during turn-in and gives
IT TO RUN the bike a slightly more aggres-
WIDER WHILE sive steering-head angle during
DECREASING direction changes.
SPEED This need to ride the bike
TIGHTENS comes into play twice during
THE RADIUS. those long 320-degree on-/off-
ILLUSTRATION BY Ryan Inzana
ramps: once at the turn-in as the
bike needs to slow and turn and
again somewhere about 80 per-
cent of the way through as the
radius of the pavement tightens
again. Rolling the throttle closed
and squeezing on a little bit of
brakes makes that second direc-
tion change easy and repeatable.
Yes, closing the throttle is a form
of slowing, but its not repeatable
or adjustable. A little bit of brake
is repeatable and adjustable.
3) Understand tire loading:
Closing the throttle for the on-/
off-ramp direction change will
work most of the time, but if
the rider can adjust his speed in
less time and distance by using
a little bit of brakes, that would
be safer. Its about understand-
ing the principles of smooth tire
loadinghow the initial squeeze
of brakes serves to transfer
weight forward, load the fork
springs, and then squish the
tire into the pavement. Same
thing with throttlesame ini-
tial smoothness to load shock
springs and rear tire.
4) Look ahead: A huge part of
long-radius corners is getting
your eyes and brain further into
them, sooner. Youre looking at
the entrance as you approach but
try to scan further in and then
scan back to your entrance. As
the bike settles into the corner,
jump your eyes again and see if
you can jump them all the way to
the exit. Now scan back to what-
ever grabs your attention, such
as tar strips or curbings.
5) Recognize limits: All riders
need to know that freeway on-/
off-ramps are terrible places to
push the limits and often punish
crashes harshly. Many are lined
with Armco or cement barriers,
have had oils and coolant spilled
on them, or have drop-offs on
one side. A good reminder is
Kenny Roberts Sr. discussing
certain corners where he never
pushed to the limits because of
ITS ABOUT the consequences of a mistake.
UNDERSTAND- Army riders, specifically, can
ING THE think of a trackday in the same
PRINCIPLES way they think about the rifle
OF SMOOTH range: a safe place to practice and
TIRE LOAD- push your personal limits. A free-
INGHOW way on-/off-ramp is like walking
THE INITIAL through Fallujah at night because
SQUEEZE you use caution and leave a
OF BRAKES margin of safety. A margin of
SERVES TO safety on the street means you
TRANSFER use 30-percent less throttle than
WEIGHT maximum, 30-percent less lean
FORWARD, angle than maximum, and run
LOAD THE speeds that match the hazardous
FORK
SPRINGS, surroundings.
AND THEN
SQUISH Final thoughts: Freeway on-
THE TIRE ramps are fun once you master
INTO THE the ability to incrementally
PAVEMENT. adjust your speed, and thus your
radius, with the lightest touches
of throttle and brakes. This fun
comes with the realization of
real-world hazards that underline
a racetracks safety.

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
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
 IGNITION WANDERING EYE
A TALE OF
TWO BIKERS
BIKE RIDERS AND THE REAL CAPTAIN AMERICA
BY PAUL DORLEANS
T
he new Whitney Museum of
American Art in NYC is not
where youd expect to find two
icons of chopper culture, but
then again, theyre currently exhibiting
photographer Danny Lyons career retro-
spective, Message To The Future. Lyon is
best known among motorcyclists for his
1967 book The Bikeriders, documenting
his membership in the Chicago Outlaws
Motorcycle Club, and his images from
that period fill a room at the Whitney.
Lyon discovered motorcycles in 1962
and spent 1965 photographing and
interviewing his friends from the Out-
laws M/C. At the exhibit, you can don
headphones and listen to his tapes from
Cockroach and Kathy, which were
later transcribed for The Bikeriders. The
book is both documentary and art, and
art-school photographers have copied
images like Crossing the Ohio for 50
years now. One neednt have seen an
actual Lyon photo to know his style;
it became the visual language of
Bohemian motorcycling ever after.
Before his stint with the Outlaws,
Lyon was a staff photographer for the
Student Nonviolent Coordinating Com-
mittee (SNCC), the civil rights group
behind the sit-ins and protests in the
South. His SNCC photos were widely
publicized in the period and look sadly
contemporary given todays racial
unrest. One photo in the Whitney is
searing: a black man, clothes half torn
off, suspended mid-air in a human tug-
of-war between gas-masked National
Guardsmen and protesters. That man
was Cliff Soney Vaughs, another
SNCC photographer and a friend of
Lyon. Both men were motorcyclists,
it turns out, though Vaughs was five
years older and had brought his bike to
the South.
Vaughs, a photojournalist and film-
22 CYCLE WORLD NOVEMBER 2016
maker, joined the nascent LA chop-
per scene in 1962, buying a modified
Harley-Davidson Knucklehead, which
hed later carry to Arkansas in the
back of his half-ton Chevy pickup with
SNCC painted in large red letters on
the tailgate and an Ole Miss sticker in
the window. I was shot at many times,
he noted in my book The Chopper: The BY THE NUMBERS
Real Story.
Vaughs ultimately returned to LA
to work for KRLA, where he made the
civil rights documentary What Will
1963
the Harvest Be?, in 1965. He interviewed
Peter Fonda in 1967 after a marijuana
bust, and the pair bonded over Vaughs
choppers (Fonda had just starred in The
Wild Angels). That led to discussions for THE YEAR DANNY
a new film project, a Western with LYON AND CLIFF
motorcycles, for which Vaughs, as asso- VAUGHS MEET AS
ciate producer, provided tales from his PHOTOGRAPHERS
life as a chopper rider in the South, the FOR THE SNCC
title Easy Rider, and the choppers for the
film (Captain America and Billy, the lat-
ter of which was built by his old pal Ben
Hardy), which became the most famous
motorcycles in the world.
Vaughs died earlier this year on July
2. For reasons outlined in The Chopper,
$1,263
ASKING PRICE FOR
he didnt see Easy Rider until September
2015, when he was an honored guest at A FIRST-EDITION
the Motorcycle Film Festival in Brook- HARDBACK OF
lyn. Vaughs contribution to motorcycle THE BIKERIDERS ON
culture had nearly been forgotten, and BOOKFINDER.COM
the Film Festival became his de facto
career retrospective. To me, he really
was Captain America. And while tour-
ing Lyons Whitney show, I reflected
that these two men, who had such an
impact on alternative motorcycle cul-
$42,000,000
ture, met while working on racial jus- DOMESTIC BOX
tice issues in the early 1960s. I wanted OFFICE SALES FOR
to stand by that terrifying photo and EASY RIDER
tell everyone about Vaughs and chop-
pers and Easy Rider but decided it was
probably better to do it here.
SADDLE UP FOR
THE RIDE OF YOUR LIFE.

Escape the everyday with exhilarating performance, cruising riding position

and bold and muscular styling. Your adventure starts with the Spyder F3.
If its time to unleash more fun factor, the F3-S will bring another level
of performance with the new Sport Mode and upgraded styling elements.

STARTING AT: $16,999

Visit CANAMSPYDER.COM for all 2017 models.
 IG NITION TDC
THEN
AND
NOW
A TALE OF TECHNOLOGIES AND COSTS
BY KEVIN CAMERON
M
otoGP photographer Neil
Spalding recently explained
that a hat-section round
object on the lower left side
of Honda RC213V fuel tanks is a means of
adjusting fuel tank capacity to allow the
mandated maximum of 22 liters to be car-
ried. The round objects are made in various
heights to allow capacity adjustment.
In 1972, this capacity adjustment was
made by placing in the tank various dis-
placers, which took the form of 4-ounce
and 9-ounce baby bottles. At the time, I
chuckled inwardly at the imaginary slogan:
Evenflothe Baby Bottle of Champions.
We are accustomed to reading that one
of the MotoGP constructors will evaluate a
new chassis at a post-race Monday test. Pre-
sumably the chassis incorporates the latest
improvements in specific flexibility, so nec-
essary to corner grip on circuits not recently
paved. Or we may see a team hard at work
altering steering geometry or weight distri-
bution by installing alternate-offset bearing
cups in a bikes steering head.
Now cast your mind back about 35 years.
Kenny Roberts wasnt getting on with
Yamahas 0W48 transverse four. Did he and
Kel Carruthers wait for Yamaha to release
an updated chassis? No. They trucked the
thing to Barry Sheenes shop and sawed the
steering head out of the steel frame.
Where do you want it? That look good?
A little less. There.
Once all the tubes were ground to butt
closely at the new head angle, Kel tack-
welded them in place and then finished the
job, welding a bit on the left side then the
same bit on the right to minimize distortion.
In 1972, we knew disc brakes were a big
improvement on the old cam-and-shoe drum
brakes with linoleum linings, but, damn,
they were heavy! A front wheel with two of
those 0.276-inch-thick stainless 12-inch discs
could weigh close to 50 pounds! No wonder
24 CYCLE WORLD NOVEMBER 2016
discs (0.216 inch), but Steve Whitelock at
Team Hansen had seen Champ cars with
brake discs drilled full of holes. He got on BY THE
the freeway and tooled over to Dan Gurneys NUMBERS
shop, where a pleasing pattern of half-inch
holes was soon produced. From that moment
came the whole 1970s craze for drilled discs.
People at races saw those things on Yvons
4-5
bike and they had to have that look.
Many a home crafter, peering through
cutting-oil smoke, pulling the feed handle
on his drill press as yet another brand-new
half-inch bit screeched its way through the T HE NUMBER OF
T IMES DENSER
stainless, learned not to use his fingers to S T EEL IS T HAN
clear the jagged, heat-blued chips from the C ARBON-C ARBON
workpiece. Pliers are the right tool.
How do we get lightweight brakes today?
Nothing is lighter than carbon discs at
four grand apiece, with carbon pads at two
grand per set of four. Do you fancy the
made by angels patina of those 1-pound
Brembo MotoGP calipers? Yours for $8,500
$2,600
T HE PER-PIECE
each. The calipers on the Yamaha TZ750A PRICE OF T HE
that it was my privilege to prepare weighed LOV ELY T ITANIUM
FOOT RES T S
4.5 pounds apiece. I SAW FILLING
When we see a modern racebike go leap- A DR AW ER
ing and dancing in the gravel, shedding the IN A T E A M'S
SUPERCROSS T RUCK
price of a new car in parts as it whirls, we
shall fear no evil, for we know that the well-
stocked parts drawers and cabinets in team
trucks contain everything needed to restore
perfection. We hope the rider fares as well.
But in 1982, when Canadian Miles Bald-
$8,500 A POUND
win was hurled skyward from his high- T HE APPROXIM AT E
PRICE OF A
siding TZ750, he knew he would come down MOTOGP BIKE
to face hours at the welding bench, sawing ( JUS T A BIT
apart his crash-flattened Toomey pipes, CHE APER T HAN
T HE PRICE OF
restoring their former roundness with ham- PU T T ING IT IN TO
mer and mandrel, and then welding them LOW E ART H ORBIT )
back together.

When at the end of 1971 I
needed a frame for the racebike I
was building, I went to see Frank
Camillieri, who had a tube bender
and a frame jig, and had made
several chassis. The frame he
built in the next few nights led
the Ontario, California, 250-mile
AMA 750 national that fall until
a few laps from the end, when a
connecting-rod bearing welded
itself solid. Paul Smart won that
day and bought a nice house with
the prize money and contingency.
That frame was archaeology
because it was made of steel tub-
ing not very different in material
or size from the bicycle tubing of
the 1890s. If Rex McCandless had
seen our frame, he would have
recognized the layout he and his
brother supplied to Norton for the
1950 TT. Since the first days of the
Safety Bicycle almost 80 years
in the past, motorcycle frames had
kept their tight relationship with
the bicycle even though by 1972
they were 1,000 times more pow-
erful. No wonder we had the odd
wiggle or two.
Antonio Cobas changed that for-
ever in the 1980s with his chassis
concept of two large-cross-section
aluminum beams. Today, when an
ambitious team wants to bust into
Moto2, getting a chassis to wrap
around the spec Honda CBR600
engine will in round figures cost
a hundred grand. And the frame
Frank made for me at Christmas-
time 1971? He thought $300 would
cover it. If thats inflation, then a
quart of milk should be $250.
When Yamaha brought out
its Grand Prix-inspired RZ500
streetbike in 1984, its production
steel exhaust system weighed 42
pounds and kept the riders seat
nice and warm. When titanium
race pipes appeared for Supersport
bikes, a complete unit with muf-
fler weighed 7 pounds and was so
achingly beautiful that I decided
to cease my own miserable pro-
TDC IGNITION
HOW DO duction of fitted two-stroke pipes
WE GET in dreary old mild steel. How ya
LIGHT- gonna keep em down on the farm
WEIGHT after theyve seen Paris?
In 1966, I paid $80 for a GYT
BRAKES Kit to soup up my dinky YL2-C
TODAY? Yamaha. It contained a big-port
NOTHING rotary valve cover, a disc valve
IS LIGHTER with longer timing, a bigger carbu-
THAN retor, and other engine parts. I was
CARBON exuberant, returning from Ben-
DISCS nington, descending the eastern
AT FOUR Berkshires at a sustained 12,000
GRAND rpm. Today, what can $80 buy you
APIECE, from the Ducati Accessories Cata-
WITH log? The battery tender, at $77.
CARBON All those years ago we dreamed
PADS AT of prototype shops filled with
TWO machine tools, of rows of dyno
GRAND cells containing test engines
PER SET raging silently behind multiple
OF FOUR. glass, of technicians at work.
Much better than we imagined, it
has come to pass and is wonder-
ful to behold. But shucksonly
umpteen-billion-dollar corpora-
tions can afford it.
 IGNITION LEANINGS
THE FIVE-
STROKE
NORTON
SOMETIMES YOU KICK THE BIKE. SOMETIMES
THE BIKE KICKS YOU. BY PETER EGAN
Y
es, I know most people believe
the Norton Commando is a four-
stroke motorcycle, but this is not
always the case. Let me explain.
Several months ago, I awoke on a warm
and sunny morningperhaps the first really
nice day of springand decided to take a
motorcycle ride. Pondering the many options
in my vast four-bike collection, I decided it
was time to get my 1974 Commando out of
its winter mothballs and fire it up.
I unhooked the battery tender, topped
up the oil, adjusted and oiled the chain,
checked the tires, and put on my leather
jacket. I turned on the fuel taps, tickled the
Amals until they wept, flicked on the key,
and kicked.
Nothing. So I kicked it again. And again.
Finally it started, but it immediately died.
About five times in a row. Oh, boy. I was
getting hot and tired, so I took off my hel-
met and jacket. After a few more kicks and
stumbles, I took off my sweatshirt.
My friend Ed Zender always says that if
a Norton doesnt start in about two kicks,
theres something wrong and you should
stop kicking and fix it. I figured the idle
circuits were probably gummed up from
sitting all winter, but cleaning your carbs is
not a fun job on a nice spring morning.
One more kick, I said to the Norton
imperiously, and then Im taking another
bike. The Commando probably sensed from
the tone in my voice that I meant business.
Big mistake. I was soon to learn that you
should never threaten a Norton.
I leapt into the air and gave it one more
mighty kick and the whole right side of my
body went instantly numb, as if someone
had thrown an electrical switch. My right
arm and leg seemed to have carbonated gin-
ger ale running through them, and my right
jaw and eyelid felt as though theyd gotten a
massive novocaine injection at the dentists
office. Even the right side of my nose was
26 CYCLE WORLD NOVEMBER 2016
down the middle.
and I could walk. Sensing an imminent
hospital visit, I walked up to the house, took BY THE
off my clumpy motorcycle boots, put on NUMBERS
some comfortable loafers, and made a few
phone calls. Barb was gone for the morning,
volunteering at a no-kill cat shelter, and our
neighbors were at church, so I drove myself
to the local hospital, only 6 miles away on a
country road, which was faster than calling
an ambulance.
1977
T HE Y E AREG ANS
Long story vastly shortened, they checked FIR S T COMM ANDO
me out and sent me on to the Madison, KICK S TART ED
HIS W RIT-
Wisconsin, VA Hospital, where the neurol- ING C AREER BY
ogy department did a brain scan and deter- BRE AKING DOW N
mined Id had an ischemic stroke (blood clot) IN MON TA N A ,
in the reptilian core of my brain and then INSPIRING A
T R AV EL S TORY
gave me a big injection of TPA, the miracu- ABOU T T HE T RIP
lous clot-busting drug. Within 12 hours all
the stroke symptoms had gone away, except
for some residual numbness in my right
hand and forearm. After Id spent three days
in the ICU, they let me go home. They said
that except for the small matter of having a
2016
T HE Y E A R EG A NS
stroke, I was one of the healthiest 68-year- L A S T COMM ANDO
old Vietnam vets theyd ever seen, but they FAILED TO KICK S TART,
gave me some parting health tips anyway: INSPIRING A T RIP TO
Cut down your salt intake T HE HOSPI TA L
Walk every chance you get
Dont kickstart big motorcyclesThey
have bikes now that start with these magic
little buttons on the handlebars, the doctor
explained. You should try one.
When I got home, I sat in my workshop
all evening, looking at the Norton and
brooding. Could I really let it go? Id spent
39
NUMBER OF Y E AR S
IN W HICH T HE
an entire winter restoring the thing, and AU T HOR SEEMS
it looked beautiful. But as my old friend TO HAV E G AINED
A BSOLU T ELY NO
George Allez likes to say, Itll look just as W ISDOM
beautiful in someone elses garage.
 IG NITION LEANINGS

In the morning, I called ace winding roads of the Wisconsin WHEN IT my eyes burned with anguish
British-bike restorer Dale Mat- countryside, listening to the FINALLY and anger. Also salty sweat, in
tison, whod rebuilt the engine for lovely beat of that big twin. Then I FIRED this case.
me, and asked if he could get the missed a turn Id intended to take UP, I WAS When I got home from the ride,
bike tuned and starting well so I and stalled the engine while mak- I called my friend Bill Hall whod
could sell it. He said, Just clean ing a U-turn in the road. The pave-
WRINGING gotten back into bikes recently
the carbs, and it should start right ment was off-camber, so I pushed
WET AND and was looking for a nice Com-
up after a few kicks. the bike slightly uphill to a flatter
OUT OF mando. He drove his pickup truck
The trouble with that advice, I spot, where I could set it firmly BREATH. over a few days later and bought
said, is the few kicks part. I dont on the centerstand and give it a I PUT MY the Norton. It started first kick
think the VA will take me back for kick. It was a hot, muggy day. The HEAD for him.
a second miracle cure. Norton started briefly then spit DOWN ON The next morning, I headed
So I trailered it down to Dales back and stopped, so I foolishly THE TANK, down to a shop called Team
Cycle and he cleaned the carbs tickled the carbs and flooded it HEART Triumph in Janesville, Wiscon-
and did a full tune-up. When I slightly. It took six more kicks to POUNDING sin, and ordered a brand-new
picked it up, of course, I imme- clear it. When it finally fired up, AND RIGHT Triumph T120 Bonneville. Its a
diately broke my own vow by I was wringing wet and out of ARM TIN- beautiful silver and red and has
starting it (first kick!) and tak- breath. I put my head down on the GLING LIKE one of those magic buttons on the
ing a ride. It ran beautifully and tank, heart pounding and right A LUCAS handlebars.
sounded great. As usual. Maybe arm tingling like a Lucas voltage VOLTAGE Sometimes a moment comes
Id been too hasty in thinking of regulator. REGULA- when you need to count your
selling it. The stroke was probably As I rested there, a favorite last TOR. blessings and move on. Also,
just a strange anomaly line from a James Joyce short there are worse things in life than
The next day, I decided to risk story called Araby popped into having a doctors prescription to
all and take another ride. The Nor- my head: Gazing into the dark- purchase a new motorcycle you
ton started immediately, and I was ness, I saw myself as a creature were looking for an excuse to buy
soon coursing down the green, driven and derided by vanity, and anyway.

On Sale at these Premier Retail Locations

1525 Holiday Ln 550 W. Rancho Vista Blvd CONNECTICUT 846 North Military Trail LOUISIANA 388 Tarrytown Rd OREGON 1677 Gallatin Pike N WASHINGTON
Fairfield Palmdale 63 Tolland Turnpike W Palm Beach 4855 So Sherwood White Plains 8930 S.E. Stark St Madison 1210 Auburn Way N
ALABAMA 707.426.5688 661.273.6113 Manchester 561.697.2660 Forest Blvd 914.368.6974 Portland 615.612.6234 Auburn
8922 Memorial Pky SW 1391 S. Lemon St 2611 Bechelli Ln 860.647.1022 GEORGIA Baton Rouge NEVADA
503.257.7047 6343 Summer Ave 253.876.9999
Huntsville Fullerton Redding 527 Boston Post Rd 722 Collins Hill Rd 225.293.5860 344 S. Decatur Blvd 180 Lancaster N.E. Memphis 4210 196th St SW
256.883.1691 714.525.4205 530.223.9007 Orange Lawrenceville 2926 Johnston St Las Vegas Salem 901.371.9692 Lynnwood
1930 Edwards Lake Rd 6920 Chestnut Street 1326 El Camino Real 203.891.0716 678.225.0131 Lafayette 702.877.4327 503.589.1515 TEXAS 425.640.3003
Trussville Gilroy Redwood City DELAWARE 11230 Alpharetta Hwy 337.264.0352 6280 S. Pecos Rd. 3137 Gateway St 10900 Gulf Fwy 5727 East Sprague Ave
205.655.5055 408.847.1810 650.365.1100 1273 Quintilio Dr Roswell MARYLAND Las Vegas (E) Springfield Houston (A) Spokane
22249 Mission Blvd 5400 Date Ave Bear 770.752.1820 14219 Baltimore Ave 702.435.0635 541.747.1575 713.941.3364 509.535.4330
ARIZONA
1040 S. Country Hayward Sacramento 302.832.7270 2441 Cobb Pky Laurel NORTH CAROLINA PENNSYLVANIA 9070 Research Blvd 2501 S. 38th St
Club Dr 510.888.9100 916.338.1649 FLORIDA Smyrna 301.490.3490 544 N McPherson 2229 Lehigh St Austin Tacoma
Mesa 15021 Goldenwest 4240 Kearny Mesa Rd 1808 W. International 770.272.9873 MASSACHUSETTS Church Rd Allentown 512.302.0700 253.475.5444
480.969.5555 St., Huntington Beach San Diego Speedway Blvd IDAHO 345 Washington St Fayetteville 610.791.9880 1424-F Airport Fwy 11505 NE Fourth Plain
13220 N. Cave 717.766.7031 858.565.2500 Daytona Beach 3055 E. Fairview Ave. Suite 12 910.860.8200 4848 William Flynn Hwy Bedford Road
Creek Rd 23052 Lake Forest Dr 1500 Harrison St 386.257.0242 Meridian Woburn 3916 E Franklin Blvd Allison Park 817.545.7939 Vancouver
Phoenix Laguna Hills San Francisco 11702 Beach Blvd 208.887.4942 781.995.0834 Gastonia 724.444.4260 3032 Alta Mere Dr 360.253.8484
602.971.1630 949.581.7444 415.487.2710 Jacksonville ILLINOIS MISSOURI 704.824.1820 3462 Paxton St. Fort Worth WISCONSIN
15643 N Reems Road 2040 Pacific Coast Hwy 1515 Parkmoor Ave 904.564.9800 6905 W 159th St 10897 Saint Charles 3407 High Point Rd Harrisburg 817.696.9700 19035 W. Bluemound Rd
Surprise Lomita San Jose 4834 N. University Dr. Tinley Park Rock Rd Greensboro 717.773.4324 10998 North Freeway Brookfield
623.474.3335 310.530.3500 408.288.5051 Lauderhill (708) 263-4648 Bridgeton 336.297.4250 160 Baltimore Pike Houston (G) 262.649.1999
2 West Grant Rd 1521 N. Carpenter Rd 445 B Madonna Rd 954.746.2172 695 E. Golf Rd 314.298.7222 11328 B East Springfield 281.448.3700 4104 E. Washington Ave.
Tucson Modesto San Luis Obispo 1765 NE 163rd St Schaumburg NEW JERSEY Independence Blvd 610.328.9811 2301 N. Central Expwy Madison 608.234.5153
520.882.8111 209.576.0201 805.783.2660 N. Miami Beach 847.310.4800 2052 Lincoln Hwy Matthews (Ch) RHODE ISLAND Plano
ARKANSAS 26755 Jefferson Ave 630 Nordahl Rd 305.944.1632 INDIANA (Rte 27) 704.846.0440 1400 Bald Hill Rd 214.473.8044 Retailers
1001 S University Ave Murrieta San Marcos 5032 E. Colonial Dr (317) 913-9213 Edison 336 Tryon Rd Warwick 9975 IH-10 West MINNESOTA
Little Rock 951.600.0097 760.233.2299 Orlando 732.248.7737 Raleigh 401.262.5037 San Antonio
6024 East 82nd St. Bobs Cycle Supply
501.663.2250 24510 Lyons Ave 3011 Santa Rosa Ave 321.299.9903 Indianapolis 2070 East ROUTE 919.329.7858 SOUTH CAROLINA 210.558.8700 65 West Viking Dr.
Newhall Santa Rosa 1540 Wells Rd 70, Cherry Hill OHIO 817 St. Andrews Rd 7204 Southwest Fwy St. Paul
CALIFORNIA KANSAS
661.255.6522 707.522.1320 Orange Park 856.874.8766 Columbia Houston (S) 651.482.8181
3915 Ming Ave 9128 Marshall Dr 25102 Brookpark Rd.
Bakersfield 2381 Vineyard Ave 14052 Park Ave 904.269.3740 65 Route 17 South 803.750.9294 713.271.5201
Lenexa North Olmsted OHIO
661.831.2026 Oxnard Victorville 7201 US Highway 19 N 913.307.0420 Hasbrouck Heights 440.249.7591 2017 Wade Hampton Blvd UTAH Kames Sports Center
21725 Vanowen St 805.981.8881 760.955.2555 Pinellas Park 201.257.5985 Greenville 78 E 11400 S 8516 Cleveland
3236 N Rock Rd #140 OKLAHOMA
Canoga Park 5749 Pacheco Blvd 2226 S Mooney Blvd 727.521.6018 NEW MEXICO 2717 Northwest Exy 864.322.6626 Draper Ave. NW
Wichita
818.676.0003 Pacheco Visalia 1157 Rinehart Rd 5000 Cutler Ave NE Oklahoma City 4400 Dorchester Rd 801.553.2150 North Canton
Sanford 316.854.1097
5577 Sepulveda Blvd. 925.680.8018 559.749.0667
KENTUCKY
Albuquerque 405.842.0111 N. Charleston VIRGINA 330.499.4558
Culver City 4145 Century Blvd. COLORADO 407.324.4820 505.830.4500 6701-A East 41st St 843.974.6460 1547 E Little Creek Rd
Pittsburg 112 W. Fletcher Ave 215 S. Hurstbourne Pky Norfolk
310.574.7457 327 S. Weber St. NEW YORK Tulsa TENNESSEE
Tampa Louisville 757.480.5680
4455 N. Blackstone Ave 925.757.3903 Colorado Springs
502.426.9746 137 N. Broadway 918.384.0608 268 North Peters Rd
Fresno 5755 Johnson Dr 719.475.2437 813.932.9300 Hicksville Knoxville 7000 Spring Garden Dr.
559.221.7600 Pleasanton 516.806.5918 865.560.5657 Springfield
925.251.1110 703.940.0958
For the latest listing of Premier Retail Locations go to http://www.cycleworld.com/featured-retailers
 CW TECH PREVIEW

SUZUKIS NE

30 CYCLE WORLD NOVEMBER 2016

EW SWORD
2017 GSX-R1000
& GSX-R1000R
SUPERBIKE

By K e v i n Ca m e r o n

CYCLEWORLD.COM 31
 CW TECH PREVIEW
S
uzuki riders have been
uplifted by Maverick
Viales win in the Brit-
ish round of MotoGP
and by the MotoAmer-
ica Superbike wins of
Toni Elias and Roger
Hayden this year, but a new GSX-R1000
has been a long time comingthe last
engine update was in 2009.
Now its revealedthe all-new 76.0 x
55.1mm inline-four redlines 1,000 rpm
higher at 14,500, is carried in a MotoGP-
inspired chassis, and has the full suite
of modern race-developed ride-by-
wire electronics plus (for the R-model)
Showas Balance Free suspension.
I flew to Japan to see the GSX-R pre-
sentation and track testing at Suzukis
seaside Ryuyo circuit. These intros arent
easy; the flight hours are long, and busy
lead engineers, required to sit through
32 CYCLE WORLD NOVEMBER 2016
our questions, would surely rather be
in the dyno cells or writing code. For
us journalists, the excitement is in the
unfoldingrealizing what the parts
mean, what the numbers and dimen-
sions have to tell. And in being in Japan.
Suzukis obvious goal is to put the
GSX-R1000 back on top by boosting
engine and chassis performance, by
cutting weight, and by helping the rider
operate safely closer to the limit through
a full suite of electronic rider aids. Etsuo
Yokouchi, creator of the original GSX-R
concept, said, Make it faster by chassis
design, turn it faster by engine design.
Maximum acceleration is set by the
point at which the front wheel lifts
add any more power and acceleration
decreases as the bike stands up. Therefore
the new engine is moved forward 20mm
by cutting its cylinder angle from 32 to
26 degrees. The new chassis, which is 10
percent lighter than the previous design,
wraps around the clutch on the right to
move the swingarm pivot forward, allow-
ing use of a new 40mm-longer swingarm.
Engine width sets the ultimate limit
to cornering; even though cylinder bore
has increased from 74.5 to 76mm, crank-
level engine width is reduced 6.6mm,
and distance between frame rails has
shrunk 20mm. Cylinders are siamesed,
meaning they are joined as one, with no
coolant passing between.
Increased and wider-range perfor-
mance is the overall engine goal. Suzukis
business is sportbikes, so making GSX-Rs
easier to ride broadens their sales appeal.
Therefore increasing peak power was
only part of the job; the rest was to make
that power easier to use by providing
stronger bottom and midrange perfor-
mance. Cosworth and BMW both built
close to 300 hp into three-cylinder 990cc
MotoGP prototypes, but they were un-
rideable. The winning play on two wheels
is to give the rider confidence through
controllable power that gets more out of a
motorcycles rear-tire footprint.
Suzukis Broad Power System for

Standard GSX-R1000 differs
from the GSX-R1000R model
shown on the previous page
most notably in suspension
components. MotoGP-
inspired frame looks almost
delicate. Prices were not
available at press time.
this new GSX-R has four elements. The
first is conversion from the previous
inverted-bucket-style valve tappets to
tiny finger followers. This, by minimiz-
ing valve train weight and making
pointy cam lobe shapes unnecessary,
allows use of the short valve timing that
generates wide torque, plus the high
lift that boosts power. The shorter the
timing and higher the lift, the higher
the valve acceleration must be, which
in turn requires minimum valve train
mass. An engineer commented that
while future increases in cam lift would
require larger-diameter bucket tappets
(to prevent the cam lobe from touching
the edge of the bucket), finger followers
easily adapt to higher lift.
ELECTRONICS BOX
Autoblip downshift on the R model
and more. A quick rundown of
the digital superbike, 2017.
 32-bit dual processor ECM
 Motion Track TCS (Traction Control
System) has 10 intervention levels, or modes.
 Inertial Measuring Unit (IMU)measures
pitch, roll, and yaw.
 Suzuki Drive Mode Selector (S-DMS)
adapts throttle response to special conditions
via three modes A, B, and C (B and C modes
require more throttle grip rotation for a given
torque).
 Bi-directional quick-shift system (on GSX-
R1000R)employs ignition retard to unload
the gearbox during upshifts and blips the
throttle during downshifts.
 Launch Control system (on GSX-R1000R)
rider can concentrate on clutch operation,
reduces chance of wheelie, more consistent
start.
 Suzuki Easy Start Systemas in late-
model cars, once you push the start button,
the start cycle cranks the engine until it fires.
 Low RPM Assist (LRA)once you have
throttle by wire, the possibilities are endless!
Most drivers today learned on automatic
transmission cars, so shouldnt clutch engage-
ment on a motorcycle be stall-proofed? If
engine revs drop during a start, this system
makes snatching or stalling less likely. This is
enabled through the ISC system (ISC = Idle
Stepper Control), which supplies idle air to
stabilize idle rpm.
 Motion Track Brake System (on GSX-
R1000R)when the IMU detects rear-wheel
lift, the ABS unit immediately adjusts front
brake pressure to reduce rear-wheel lift.
When the front brake is applied while the
motorcycle is leaned over, the ABS unit imme-
diately optimizes front brake pressure.
 Full LCD multi-function instrument panel.
 All-LED lighting.
 Sensor suite; front-wheel speed, rear-
wheel speed, crank position, gear position,
throttle valve position, throttle grip position,
IMU data stream.
KC
CYCLEWORLD.COM 33
 CW TECH PREVIEW

Broad torque is good news, but

wheres the beef? To get class-domi-
nating straightaway power, this engine
utilizes the SR-VVT centrifugal vari-
able intake-cam timing system (which
Suzuki has used for 10 years in MotoGP)
to delay intake valve closing after bot-
tom center only at higher rpm. This gains
top-end by letting high intake velocity
rush into the cylinder longer. This com-
pact device is built into the intake cam
sprocket and consists of two grooved
discs facing each other, with a steel
ball in each groove. In one disc, the 12
grooves are radial but ramp-like, becom-
ing shallower with increasing radius.
But in the other they are angled. As en-
gine revs rise, centrifugal force moves
the balls outward, causing the cam to
retard with respect to its drive sprocket.
The two discs are pressed together by
Belleville springs whose pressure, com-
bined with the ramped ball grooves,
tends to return the balls to their inner-
most positions at lower rpm.
This allows the engine to be cammed
for broad torque, with peak power being
boosted by a high-rpm delay of intake
closure by a maximum of approximately
20 degrees.
How much power? The brochures we
picked through as the Powerpoint images
flickered on a screen said max out-
putTBA and same for max torque. But
assuming this new engine peaks 1,000 torque is gained that would have been
rpm higher than the 200916 model, lost on previous valveless engines.
which made a claimed 183 hp at 11,500, Broad power goals at work.
we can expect very close to 200 hp. A technician stood between two
The third group of engine changes is tables as we filed into the presentation,
the Suzuki Exhaust Tuning SET-Alpha and he pulled wrapped goodies from a
system of exhaust pipe valves. Crossover box and set them out for our inspection:
tubes joining header pipes of cylinders intake and exhaust valves (exhausts are
one and four as well as two and three now titanium, and at 24mm a bit smaller
have been used for years, as they boost than before to make room for bigger
top power at a cost of torque loss lower 31.5mm intakes), a tappet finger of just 3
down. In this engine, each crossover grams effective moving mass (because
tube has a butterfly valve. The same its pivoted at one end), and the throttle
motor that operates the crossover valves body, complete with its throttle-by-wire
also controls a noise valve in the single drive motor. This is the fourth major
collector, just before the large upswept systemopening so many possibilities.
muffler on the right. Engineers told us The previous dual injector/dual throttle-
two positions onlyopen or closed, plate system is replaced by single but-
no in between. With the valves closed, terfly throttles with primary injectors

34 CYCLE WORLD NOVEMBER 2016

 ASSUMING
THIS NEW
ENGINE PEAKS
1,000 RPM
HIGHER THAN
THE 200916
MODEL, WHICH
MADE A
CLAIMED 183 HP
AT 11,500, WE
CAN EXPECT
VERY CLOSE
TO 200 HP.

CYCLEWORLD.COM 35
 CW TECH PREVIEW
below them and showerheads (S-TFI,
or Suzuki Top Feed Injectors) hovering
above the open bellmouths, for which
are claimed higher peak power, more
efficient combustion [more complete
fuel droplet evaporation?], and more pre-
cise fueling control.
The cylinder head features near
45-degree intake downdraft and greatly
reduced cooling water volume to achieve
the increased heat transfer of faster,
more turbulent coolant flow. Another
component of the Broad Power System
is the bi-resonant
molded plastic
intake bells.
Looking like a
variable-length
system with the
extension bell
just lifted off
to leave a slit
between bells
one and four,
this is claimed
to resonate at its
longer length
at lower revs
then resonate
at its shorter
length up high.
Who knows?
This might have
been an acci-
dentsomeone
noticing this
effect on the dyno with a prototype
variable-length system stuck at its mid-
position (Uh, boss? Would you come
look at this?). Half an ounce of plastic
in place of control motor, cables, guides,
and movable bells.
Also on the table was a beautiful
three-ring piston (two gas rings plus
a two-rail-plus-expander oil ring). The
extremely smooth crown and squish
of this nine-cavity forging, with extra
volume under the central spark plug,
is clearly the result of R&D intended to
accelerate combustion (the less time hot
gas is held up against the head, the less
heat can escape from it). The tiny wrist-
pinbarely an inch-and-a-half long
transmits huge action; at peak com-
bustion pressure that pin sends 9,000
pounds of force down through the steel
connecting rod, into the crankshaft.
As Mr. Yoshida used to say, Necessary
good quality. Compression was 12.9 but
is now 13.2. Compression boosts torque
at all rpm.
36 CYCLE WORLD NOVEMBER 2016
Suzuki Clutch Assist System acts as
a slipper clutch to limit engine-braking
during deceleration and increases pres-
sure on the clutch plate stack under
power, allowing use of lighter springs
giving a lighter clutch pull.
On the previous day, still tingling
from 11 hours over the Pacific plus the
thoroughly modern high-speed electric
Shinkansen train from Tokyo to Hama-
matsu, we visited Suzukis museum.
Seeing the ruggedly constructed auto-
matic looms Suzuki built as its first
business (1909on) I could understand
the solid construction of the companys
early (circa 1952) motorcycles. Among
mini-cars, 500 GP bikes, and production
two-wheelers of every kind, only one of
the companys many wonderful 1960s
50, 125, and 250 GP two-strokes escaped
the crusher, the 50cc 8-hp RM-62 ridden
to Suzukis first-ever GP title by Ernst
Degner. I stood and breathed in its his-
torical force.
The old chassis paradigm was bridge-
like rigidity, but this has famously led to
reduced front-end feel and push. In line
with current MotoGP practice, this new
GSX-R chassis, with its more slender
side-beams and uprights, plus longer,
more flexible front engine hangers,
provides lateral flexibility that builds
confidence by keeping the front tire in
more intimate cornering contact with
the pavement. This has been intensively
studied by Finite Element Analysis.
Suspension is Showas Balance Free
system (featured on the upmarket GSX-
R1000R, pictured below), whose design
seeks to eliminate transient forces and
sudden rates of change that are not only
perceived as discomfort by the rider but
can break tire traction. It does this by
placing both sides of the damper piston
under consistent accumulator pressure,
using both sides of the piston to push
fluid through external damping valves,
one for compression, the other for
rebound. Fluid displaced by damper rod
movement is no longer used at extreme
pressure to generate compression
damping. Tires
like smooth load-
ing best.
Radial-mount
Brembo Mono-
block calipers
each carry four
32mm pistons,
pushed by a
14mm radial
pump master
cylinder. Brembo
discs transmit
braking force
to their carriers
through five
T-drive and five
button mounts.
T-drive transmits
brake torque
without wedging
the disc outward,
while buttons
give good control of axial disc location.
Wheels with six very slender MotoGP-
style spokes replace the previous
three-spoke design. The front tire is
unchanged, a 120/70ZR-17 Bridgestone,
while the rear gains an extra 5 percent
in aspect ratio to become a 190/55ZR-17
Bridgestone RS10 series. Overall gear
ratio is lowered to match the rear tires
slightly larger rolling radius and the
engines higher rpm of peak power. A
lighter 525 chain replaces the 530 previ-
ously used.
After the presentation the engineers
smiled for Kiwanis-style photos, stand-
ing behind a bike. On Ryuyos 7,500-foot
straight the bikes were topped-out a
long time. After theyd pass I could
hear the endless Pacific surf. It was a
privilege to be here, a guest of another
culture, riding the 180-mph train, eating
pork katsu, and getting a clearer idea of
how GSX-Rs come into being. Suzukis
very identity is in GSX-R, and this new
bike looks like a very sharp sword.
 CW COMPARISON TEST

IT
BMW R1200GS Adventure
vs.
Ducati Multistrada Enduro
vs.
Honda Africa Twin
vs.
KTM 1190 Adventure R

BECAUSE
THE BEST
ADVENTURES
ARE THE
ONES YOU
COMPLETE

By S e a n M a c D o n a l d
Photography by Je ff Al l e n

KTM 1190
ADVENTURE R

38 CYCLE WORLD NOVEMBER 2016

 BMW R1200GS
ADVENTURE

D U C AT I
M U LT I S T R A D A
ENDURO

HONDA
AFRICA
TWIN

CYCLEWORLD.COM 39
 CW COMPARISON TEST

e humans
umans tetend When Yamaha introduced its all-new on his KTM 1190 Adventure, but Im not

W too obsess on how

good
can
can
d someth

farkles it needs for higherr performance

e
even
we ac
before we determine
actually need
perform
h
something
n be, how fast
f it
n go, and what
w

mine what vehicle

d or would use.
v
Adventure bikes are a prime
Adventure prim example.
t he superbike cclass, where
Just like in the
horsepower wars in the th 1990s and
aughts gave us super-high-performance
bikes nearly unrideable at the limit by
the common man, the modern ADV bike
is a wonder of high performance that can
be quite a beast when ridden at the limit.
Lets consider the lesson of superbikes:
YZF-R1 in 2014, it was up on power but
didnt crush the class-leading BMW
S1000RR on the dyno and didnt make
massive top-speed boasts. But this super-
bike promised to be easier, safer, and
more fun to ride. It wasnt only built to
see how fast the bike could go with an
expert rider; it was also built to help all
of us ride faster and safer.
Still with me? Good! Because this last
concept illustrates an issue Ive had with
adventure bikes for years. Sure, experts
like world adventurer Helge Pedersen
can get anywhere on his BMW R1200GS
(Darin Gap, anyone?), and, yes, Red
Bulls Chris Birch does incredible things
that guy. Nor, I suspect, are most of you.
So for this adventure issue, weve
taken a different tack. Rather than using
all expert-level off-road and adventure
riders, we split the group between a
pair of solid all-around ridersyours
truly and Associate Editor Bradley
Adamsand two guest testers with real
dirt cred. Davin Wirtanen owns a 2012
Triumph Tiger 800, a Husqvarna FE 501
S, and a Yamaha WR250R, while Steve
Kamrad has a 2014 Triumph Tiger 800
XC and a Husaberg 390 FE in his garage.
Both guys participate (or compete in)
adventure rallies all over the country,
and although neither has the mad skills

40 CYCLE WORLD NOVEMBER 2016

 WE TOOK ALL FOUR OF THEM TO
THE CYCLE WORLD ADVENTURE RALLY
IN GUNNISON, COLORADO, TO SEE WHICH
MADE ADVENTURE RIDING THE MOST FUN,
CONFIDENCE INSPIRING, AND ACCESSIBLE.

CYCLEWORLD.COM 41
 CW COMPARISON TEST

of Johnny Campbell, both were game to

join our long-weekend adventure with
almost no information.
For this test we gathered two class sta-
plesthe BMW R1200GS Adventure and
the KTM 1190 Adventure Rand matched
them up against two newcomers: the
Ducati Multistrada Enduro and Honda
Africa Twin. Best of all, we took all four of
them to the Cycle World Adventure Rally
in Gunnison, Colorado, to see which
made adventure riding the most fun,
confidence inspiring, and accessible.

BMW R1200GS ADVENTURE

Coming into the test, Adams was the
only one of us whod spent time on the
newest GS, and he was the only one who
didnt expect to hate it.
The thing about the GS is that its
just soooo big. Like, massive. Wirtanen
likened it to riding a small country, and
it definitely feels like it the first time
you climb aboard. On top of it being 582
pounds with empty saddlebags, the fuel
tank is enormous (its 8.7 gallons are
admittedly nice when youre way off the
grid) and makes you feel like youre riding
a hippopotamus. The massive cylinder Dynamic Electronic Suspension Adjust- ered in grapefruit-size rocks. Just watch-
heads jut horizontally from the frame, ment (ESA) into what BMW calls its ing him try to pick the thing up was
adding to feeling of heft and girth. traction oriented and optimum bottom- exhausting. Mass can be masked when
Despite all this, the GS Adventures out setup. We found this setting stable rolling, but when it comes to righting a
great size and weight dont negatively for almost everything we threw at it, fallen beast, its just dead weight.
impact the performance as much as they especially at low speeds. While the BMW generally seemed
should. We can thank Motorrads 36 Rocks, gravel, sand, and clay are all to defy gravity and its electronics were
years of research and development in the easily dispatched on the most stable bike highly effective in assisting the rider in
adventure world for that. possibly ever made, Kamrad enthused. all kinds of terrain, its too-light flywheel
We should also thank the GSs incred- The Telelever front end and electronic gave all of us issues with stalling in low-
ible electronics package, which helps suspension on the cow [BMW] were speed maneuvers (and stalling a bike
keep all that weight and power in check incredible, Wirtanen chimed in. With this heavy and wide is no fun). Also, the
without your knowing it (unless you all the jumps, logs, rocks, and whatever standard seat is too soft, which killed my
make the foolish decision to turn rider else we ran over, you wouldnt think this backside after an hour or so in the saddle.
aids off). We ran our GSA in Enduro thing only has a 19-inch wheel up front. The BMW just feels so well thought
Pro mode most of the time, which is The difficulty with all that heft is that, out and complete, Adams said. Its
designed around the use of knobby tires once the GS starts to go down, its really amazing to me that a motorcycle this big
and disables the ABS at the rear, allows hard to save. Kamrad had a pretty good and heavy can feel as balanced at slow
more slip when on the gas, and sets the tip-over coming down a steep hill cov- speeds, plus capable in serious off-road

42 CYCLE WORLD NOVEMBER 2016


riding situations.
The R1200GS remains an impressive
ADV bike. Its good at so much. How-
ever, our less-experienced testers, while
impressed with the GSA, still felt intim-
idated by its size. In the right hands,
the GS can do a lot of things you might
not expect, but for overall ease and
approachability in tough conditions, we
were more apt take an easier path.
KTM 1190 ADVENTURE R
KTM took an entirely different approach
than BMW when designing the 1190
Adventure R, which can be likened to a
dirt bike on steroids.
For the expert rider, the 1190 Adven-
ture R is the cream of the crop. The sus-
pension, as weve reported, is as good as
weve seen on a production motorcycle
meant for the dirt. Not only that, but its
highly effective ABS and traction con-
trol are hardly noticeable to expert-level
riders, allowing for advanced riding
techniques and more outright speed
than anything else out there.
But, as we have discovered in the past,
the KTM also feels less stable, carries its
weight higher, and has less ergonomic
room than the Beemer. All four of us felt
cramped by the seat-to-pegs distance,
and we felt the bars were way too low,
forcing us to hunch over when standing.
While the KTM is the choice for rally-
level experts, we mere mortals found it
an awkward fit and a little jarring to ride.
We never hit a place where the Katoom
let us down, but all four of us struggled
VOICES IN OUR HEADS
Communication really does improve
the riding relationship
Organizing four riders and a photographer on a multi-
day adventurein which youre riding in new places
and stopping to do multiple photo passesis a feat
all its own. And, truth be told, bozos like us could have
made it impossible for photographer Jeff Allen to get
any work done.
Fortunately, we all had Sena headsets (sena.com).
If I wasnt yelling at Kamrad (who had just blown past
a turn), Jeff was telling us to ride in a tighter forma-
tion. At one point, when we had lost a bolt, we had to
call an auto shop. And during the many waits, we had
some tunes to keep us entertained. In short, these
headsets are a must for any tour.
The other guys all decided to move their Sena 20S
($270) headsets from their other helmets onto their
adventure lids. As the only guy in a true dirt helmet,
I opted for my low-profile Sena SMH10R ($170). The
iPhone app that helps pair them is a little buggy, as
is pairing five units without it, but once we got them
paired the sound quality and battery life made up for it.
I could hear the guys great up into the 60-mph range,
and our headsets lasted for two full days of riding.
Whether youre trying to tune in to your riding
buddies or tune out the road noise, Sena Bluetooth
headsets make any trip better. SM
to be comfortable in many conditions and
found its aggressive setup a little unnerv-
ing. Especially when the glaring sun ob-
scured some potholes and we hit a water
crossing that wasnt completely flat
When you factor in things like no
cruise control, a windscreen that doesnt
do a whole lot, and an electronics pack-
age that, like the Honda, doesnt stay in
the mode/settings left in once the bike is
turned off, your impression of the KTM
as an everyday ADV might sour a bit.
Coming into the weekend, Wirtanen
was looking at the testing experience to
solidify the KTM as his next purchase.
And I couldnt wait to spend more time
on it after several good experiences on
one. By the end of our first morning,
after completing our Adventure Rally-
CYCLEWORLD.COM 43
 CW COMPARISON TEST

bike, so it often took minutes to get the

kickoff obstacle course, Wirtanen was
reconsidering.
KTM takes its Ready to Race slogan
to heart. The 1190 R is the ADV bike our
experts would most want to race, but for
the casual explorer of more moderate
ability, the quickness and aggressiveness
of the chassis, suspension, and engine
hacked away at some of the confidence
we needed to get where we wanted to go.
Its our aspiration, one day, to ride this
KTM for all it has to offer.
D U C AT I M U LT I S T R A D A E N D U R O
It is impossible to ignore KTM and BMW
when arranging a big-bore adventure bike
shootout. The new Ducati Multistrada
1200 Enduro, on the other hand, made the
list more out of curiosity. We didnt know
what to expect. An Italian sportbike for
the dirtyeah, well give that a shot.
Imagine our surprise when all of us
actually developed a huge crush on the
black machine.
Ducati isnt like the others. It feels like
it was designed in a lab and the research
and design team forgot to look at the
competition to see what was working.
But that doesnt necessarily mean it
doesnt work.
The firm-yet-comfy seatwhich places
you down inside the bike and prevents
you from moving fore or aft while also
making it harder to standis going to
feel incredibly weird if you have any
experience in the dirt. While this doesnt
translate to any awkwardness once you
get used to it, we didnt help things by
swapping bikes every hour.
The 19-inch front and 17-inch rear set-
up doesnt do the Multistrada bike any
favors on dirt because it decreases front-
end stability in the soft and rocky stuff,
which amplifies the effects of its weight.
While this made for one fairly spectacu-
lar get-off while coming down a rocky
hill, this wheel setup does make the
Ducati the best on-road handler of the
bunch. On the down side, the electronic
key fob had trouble registering with the
thing started. There is also a surprising
amount of engine vibration.
But. But. Then you experience the
power and the seamless intervention
of the electronics, and so many of those
complaints float from your mind. The
saving grace for the Multistrada Enduro
is that Ducati never claimed it to be a
go-anywhere mud-slogging globetrotter
but rather a bike for the rider who wants
to ride long distances and not stop just
because the pavement ends.
Andat least until you hit the real
technical, rutted, or rocky stuffthe
Multistrada Enduro is pure grins. The
odd seating position made me feel more
comfortable drifting corners. On the
long dirt roads, you could use more of
your butt and hips to control the rear as it
waves back and forth, also controlled by
the snarling and awesome 133-hp L-twin.
Kamrad passed me on a fire road when
I was going about 80 mph, and the only
thing I could hear over the sound of
the Ducatis exhaust was him howling
with laughter. When we pulled over,
he begged me to guess what the speedo
read, only to scream, 120! at me before I
could come up with a guess.
Later, during one of my sessions on
the Multistrada, I started to picture
myself in some sort of Ken Block desert
video as I drifted the rear from side
to side. The feeling, and sound of the
motor as it roared, begged me to keep at
it. And on asphalt, lets remember that
the rich power delivery, together with
the smaller-diameter wheels and excel-
lent chassis setup, made this Ducati the
sporty bike of choice.
While this is the first true adven-
ture Ducati, its the last bike of our four
that we would ride to the tip of South
America or across Africa. Its a scream in
non-technical dirt but suffers when the

BIG BLOCK
The Continental TKC 80 is your rubber (off) road to freedom
Regardless of the ever-increasing technology in motorcycles, few things have a greater effect on
performance than rubber. Thats right, tires. The bigger the bikes get, the more important knob
patterns and rubber compounds become as the bikes struggle for grip and tire life.
Our Ducati Multistrada Enduro rode on its OE Pirelli Scorpion Trail II tires, and our Adventure
Rally gave us a chance to sample both the bike and the tires. While the Scorpion Trail IIs are
quite a nice tire, Continental TKC 80s are still king in the dirt, and we fit them to all the other
bikes in our test. We used 90/90-21 fronts on the Honda and KTM ($98) and a 120/70-19
for the BMW ($150). For the rear, we fit 150/70-18s ($195) on the KTM and Honda, while the
BMW got a 170/60-17 ($185).
With the long-lasting Continental TKC 80s, our big adventure bikes had good off-road
traction and excellent on-road stability. SM

44 CYCLE WORLD NOVEMBER 2016

 UPS DOWNS
BMW Hides its weight very well Light ywheel, easy to stall
R1200GS Hauls the most luggage/ Bike is heavy to pick up
equipment
People might think youre
Impressive suite of electronics headed to Starbucks
DUCATI Looks and sounds beautiful Struggles in technical bits
MULTISTRADA
1200 Lots of fun in the easy stuf Awkward seat for of-road
ENDURO Incredible electronics (suspen- Can you get this repaired
sion, TC, power delivery) in Morocco?
HONDA Decent power + light weight + Dash display is hard to read
CRF1000L adequate suspension = success
AFRICA Electronics must be reset
Rear brake doesnt lock easily every time bike is turned of
TWIN
DCT auto-trans option Some nishes look cheap
KTM 1190 Incredible motor Awkward ergonomics
R Fully adjustable suspension Annoying electronics
Closest thing to a (giant) Laughs at non-experts
dirt bike
going gets tough, and the key-fob issue and too far forward, which keeps the
is far from reassuring when youre way rider from feeling at home on the bike.
off the grid. But with its amazing elec- The suspension feels like its built of
tronics, beautiful engine, excellent range budget components, Adams explained,
from its 7.9-gallon fuel tank, and stiff yet and it cant quite handle the really
somehow comfy seat, the Multistrada rough terrain without sending quivers
may be the best of the bunch if you stick through your arms.
to easy or moderate trails and want to Despite all of that, the Africa Twin
shred a lot of asphalt. is far more than the sum of its parts.
The low center of gravity, light overall
HONDA AFRICA TWIN weight, and slender waist make this
Hondas approach to this ADV thing is Honda feel more like an oversize dual-
evident when all the bikes are lined up sport than a full adventure bike, which
side by side. The Honda is the smallest gives riders with average skills the confi-
of the bunch, it feels lightest when being dence and ability to go farther and tackle
pushed around (thanks in part to how more difficult trails.
narrow it is), and it feels much cheaper The Africa Twin chassis hooks up well
than the other bikes in everything from with impressive levels of traction, and
its bars and plastics to its pegs and screen. its linear fueling made it my second-
The new Africa Twin makes a paltry
82.4 hp on the CW dyno, and it tips
the scales at just over 500 pounds wet,
which makes it the lightest option here
by far. More noticeably, its substantially
down on power. (One exception: In
Enduro mode, the Ducati drops from a
claimed 160 hp to 100.)
Fortunately, you dont need 160 hp
in the dirt, and the Honda CRF1000L
proves that a bikes overall proficiency
is not always related to having the most
impressive specs.
Hondas suspension is capable, but
its not up to the sophisticated damping
of the more expensive bikes. Whats
more, the traction control intervenes far
more noticeably, and the ergonomics are
slightly awkward. The pegs are too small
favorite bike in this group for getting
sideways (its light weight increasing my
confidence, no doubt).
I was fortunate to be on the Honda
Africa Twin for one of our tough single-
track sections; I felt even more fortu-
nate as I watched the other test riders
struggling to wrangle their bigger and
heavier machines.
THE VERDICT
Our goal here was simple: Find out
which of these big beasts is best at mak-
ing adventure riding accessible for the
average everyday rider. Or, put another
way, on which bike would we go farthest
with the most confidence?
If you want to travel the globe in
comfort, loaded down to the nines, and
money isnt much of an issue, the BMW
R1200GS Adventure is your choice.
Likewise, if youre a competitive sort
who likes to push the limits of speed and
performance off road, find your nearest
KTM shop. On the other hand, if you
prefer your performance on the pave-
ment and have the cash to buy some-
thing different, the Ducati Multistrada
Enduro is a hoot and a half, even on
smooth dirt fire roads.
Which leaves us with Hondas Africa
Twin. Its the cheapest and lightest bike
in this test, and it has enough power to
tackle anything you throw at it. Its the
bike wed most like to ride on a daily
basis, and its the one we feel will run the
best for longest. If we were shopping for
an ADV bike that could handle hundreds
of miles of pavement yet still be fun in
the dirt, the new Africa Twin would be at
the top of our list. 
CYCLEWORLD.COM 45
 CW COMPARISON TEST

THE NUMBERS

BIKE BMW R1200 GSA DUCATI MULTISTRADA ENDURO HONDA AFRICA TWIN KTM 1190 ADVENTURE R

Price:  $18,695 $23,294 $12,999 $16,699

Warranty:  36 mo./36,000 mi. 24 mo./unlimited mi. 12 mo./unlimited mi. 12 mo./12,000 mi.
ENGINE & DRIVETRAIN
Engine:  air-/liquid-cooled, liquid-cooled, liquid-cooled, four-stroke liquid-cooled, four-stroke
four-stroke opposed twin four-stroke V-twin parallel twin V-twin
Bore & stroke:  101.0 x 73.0mm 106.0 x 67.9mm 92.0 x 75.1mm 105.0 x 69.0mm
Displacement:  1170cc 1198cc 998cc 1195cc
Compression ratio:  12.0:1 12.5:1 10.0:1 12.5:1
Valve train:  DOHC, 4 valves per cyl., DOHC, 4 valves per cyl., SOHC, 4 valves per cyl., DOHC, four valves per cyl.,
shim adjustment shim adjustment shim adjustment shim adjustment
Valve adjust intervals:  12,000 mi. 18,000 mi. 16,000 mi. 19,000 mi.
Induction:  (2) 52mm throttle bodies (2) 56mm throttle bodies (2) 4 4mm throttle bodies (2) 52mm throttle bodies
Electric power:  510w 500w 490w 450w
CHASSIS
WEIGHT
Tank empty:  554 lb. 576 lb. 485 lb. 512 lb.
Tank full:  601 lb. 623 lb. 515 lb. 549 lb.
Fuel capacity:  7.9 gal. 7.9 gal. 5.0 gal. 6.1 gal.
Wheelbase:  58.9 in. 63.0 in. 62.4 in. 62.4 in.
Rake/trail:  24.5/3.6 in. 25.0/4.3 in. 27.5/4.4 in. 26.0/4.8 in.
Seat height:  34.8/35.6 in. 34.8 in. 33.5/34.3 in. 34.8 in.
GV WR:  1045 lb. 1025 lb. 907 lb. 970 lb.
Load capacity  4 4 4 lb. 402 lb. 392 lb. 421 lb.
(tank full):
SUSPENSION & TIRES
FRONT SUSPENSION
Claimed wheel travel:  8.3 in. 7.9 in. 9.0 in. 8.7 in.
Adjustments:  spring preload semi-active damping compression and rebound compression and
damping, spring preload rebound damping
REAR SUSPENSION
Claimed wheel travel:  8.7 in. 7.9 in. 8.6 in. 8.7 in.
Adjustments:  rebound damping, semi-active damping, compression and rebound compression and rebound
spring preload spring preload damping, spring preload damping, spring preload
TIRES
Front:  Continental Conti Trail Pirelli Scorpion Trail II Dunlop Trailmax Continental TKC 80
Attack 2 120/70R-19 120/70R-19 90/90R-21 90/90-21
Rear:  Continental Conti Trail Pirelli Scorpion Trail II Dunlop Trailmax Continental TKC 80
Attack 2 170/60R-17 170/60R-17 150/70R-18 150/70R-18
PERFORMANCE
1/4 mile  11.92 sec. @ 113.06 mph 11.41 sec. @ 121.35 mph 12.19 sec. @ 107.14 mph 11.25 sec. @ 123.39 mph
030 mph:  1.5 sec. 1.4 sec. 1.4 sec. 1.4 sec.
060 mph:  3.5 sec. 3.3 sec. 3.4 sec. 3.2 sec.
090 mph:  6.6 sec. 5.9 sec. 7.4 sec. 5.6 sec.
0100 mph:  8.7 sec. 7.4 sec. 9.8 sec. 6.9 sec.
TOP GEAR TIME TO SPEED
4060 mph :  3.1 sec. 3.1 sec. 4.1 sec. 3.1 sec.
6080 mph:  3.6 sec. 3.3 sec. 4.9 sec. 3.6 sec.
Horsepower:  112.7 @ 7810 rpm 133.7 @ 9490 rpm 82.4 @ 7480 rpm 128.0 @ 9350 rpm
Torque:  82.8 lb.-ft. @ 6530 rpm 83.7 lb.-ft. @ 7810 rpm 65.6 lb.-ft. @ 5570 rpm 80.9 lb.-ft. @ 7650 rpm
FUEL MILEAGE
High/low/average:  39 mpg 34 mpg 48 mpg 40 mpg
Avg. range inc. reserve:  308 mi. 268 mi. 240 mi. 256 mi.
BRAKING DISTANCE
From 30 mph:  36 ft. 35 ft. 38 ft. 36 ft.
From 60 mph:  150 ft. 140 ft. 149 ft. 148 ft.

46 CYCLE WORLD NOVEMBER 2016

 The Very
Long-Term
Buell

48 CYCLE WORLD NOVEMBER 2016

TALES OF BRAVE Its a good thing your roving eye
U LY S S E S , doesnt extend to marriage, my friend Jim
SEVEN YEARS ON
said some years ago while regarding my then-new Ducati 996, or

youd be on your 10th wife and destitute from alimony payments.

B y Pe t e r E g a n
P h o t o s b y N i c k B e rard
This, of course, assumes there are nine other women on earth
besides Barb who are saintly enough to put up with me, but theres no
need to ponder that troubling question now.
The point is, while I may be monogamous Im also endlessly fasci-
nated with new and presumably better motorcycles that come along,
and I have a reputation among my friends for keeping various bikes
for a mere two or three years before moving on.
Generally, the decision to trade up, down, or sideways comes to
me during a long road trip on which I conjure up images of a new (or
used) bike that would be better suited to the trip. Also, I simply enjoy
a chance to experience new and different stuff. This is consistent
with my personal lifetime motto, which is, After youre dead is no
time to take action.
So its come as a surpriseeven to methat Im on my seventh year
of owning a dark-blue 2009 Buell Ulysses XB12X adventure-tourer,
bought new in early 2010. Apparently, it surprised Editor Hoyer too
because he asked me to explain myself for this Buell-focused issue.
Why have you kept it so long? he asked.
A small coterie of my riding buddies has asked the same question
because they test-rode the Ulysses when it first came out in 2006 and
found it wanting. They liked neither the shake nor thud of the 1200
Harley Sportster-based enginealbeit with Buell-designed barrels,

CYCLEWORLD.COM 49

heads, and fuel injection, rubber mount-
ing, and a large extra dose of horse-
powernor the sometimes-noisy fan
that cools the rear cylinder and blows
hot air on your right leg. Several guys I
know took one test ride on the Ulysses
and simply walked away.
But I took our first Ulysses testbike
on a long tour through Virginia and
the Blue Ridge and liked it. I found the
heat almost a nonissue, noticeable only
on a very hot day when a strong wind
was blowing from the west while I rode
north. And it actually felt good in cool
weather. Furthermore, as a serial owner
of Norton Commandos and Harley Road
Kings, Im somewhat inured to Big Twins
that feel like they want to bust out of
their stalls at idle but become gloriously
smooth at full gallop. The Ulysses engine
also has a wide spread of big torque and
drives hard out of corners at almost any
reasonable rpm. This makes it fun to ride
on the roller-coaster roads of our western
Wisconsin hill country but also very
relaxed on the highway. It shuffles along
at 70 mph turning only about 3,100 rpm.
The other nice thing about this engine
is its hydraulic valve lifters. No valve
adjusts. Plus, the bike uses a toothed
belt final drive, so in seven years Ive not
touched this drivetrain except to change
the oil and filter. As a full disclosure
aside here, I should mention that I only
passed the 7,000-mile mark on the Buell
last week, as my riding tends to be thinly
spread between the other bikes in my
small stable and the occasional CW test-
bike. But during that time I havent had a
single malfunction, loose bolt, or repair.
Just those oil changes and a new set of
tires at 4,500 miles. The bike simply
starts and runs, every time. It even has
the original battery.
So Im happy with the drivetrain, but
I love the chassis. The big Showa fork
and rear shock offer superb compliance
and road-holding, the steering geometry
makes the bike turn instinctively with
your whims, and Erik Buells enlightened
theories on mass centralization and
weight reduction can truly be felt and
appreciated while youre riding. The light
and low exhaust canister sits under the
engine, the rear swingarm dou-
bles as oil reservoir, the front
single-disc perimeter brake
helps lighten the wheel because
it takes the front hub out of the
load path to the caliper. Also,
the 4.4-gallon fuel load sits
relatively low in the hollow
chassis/gas tank. All this makes
the relatively short chassis feel
TRUTH BE
TOLD, THERES
A BIT OF CULT-
ISH APPEAL
TO THIS BIKE
FOR ME AS
WELL, POSSI-
BLY BECAUSE
IT WAS MADE
IN EAST TROY,
WISCONSIN,
ONLY ABOUT
60 MILES EAST
OF MY HOME.
quick, compact, willing, and jaunty.
If the dynamics of this bike work well
for me, so do its practicality and comfort
for touring. It has superb and roomy hard
bags, a three-position backrest that can
double as a luggage rack, nice wide bars,
heated grips, lots of legroom, and both a
low and comfort seat availableeach of
which have proven all-day comfortable
for me. And my passenger.
Truth be told, theres a bit of cultish
appeal to this bike for me as well, pos-
sibly because it was made in East Troy,
Wisconsin, only about 60 miles east of
my home, and I like its slightly unortho-
dox yet clean chiseled lines. Sort of a
beauty is as beauty does appeal that
works for me. The detail of workmanship
on the bike is nice too; its a happy collec-
tion of very high-quality components.
So has this bike delivered on its pos-
sible role as an off-road adventure-tourer?
Dont ask me. I wouldnt take any bike
weighing more than about 325 pounds
seriously off road, except at gunpoint. Its
a road bike for me, one that also happens
to work quite well on stretches of gravel
and the occasional dirt driveway. Its the
bike I take when I really want to make
tracks on the interstate to the (former)
MotoGP at Indy or ride two-up through
the sinuous paved passes of the Colorado
Rockies, as Barb (still my first wife) and I
did on vacation just last week.
The Ulysses simply fits me like a good
pair of work gloves, and I cant think of a
reason in the world to let it go.
Today, we build the best fitting,
highest quality automotive
floor mats in the world,
right here in america.
David MacNeil, Founder & CEO, WeatherTech

WE BUILD, BUY, AND HIRE american

WERE DOING OUR PART
WeatherTech.com

2016 by MacNeil IP LLC

 E N D U R O

52 CYCLE WORLD NOVEMBER 2016

 HUT TO HUT
THROUGH
COLORADOS
BACKCOUNTRY
WITH FOUR-
TIME NATIONAL
ENDURO CHAMPION
RUSSELL BOBBITT
B y Ju s t in B ra d s h a w
Photos by
C o l e K ir k p a t r i c k

E S C A P E

CYCLEWORLD.COM 53
 D
uring World War II, an elite group
of US Army soldiers known as the
10th Mountain Division honed its
winter warfare at Camp Hale near
Red Cliff, Colorado. In the decades
since, many of those veterans
returned to these mountains and
became the foundation for Colorados modern ski
industry. These days, little remains of the mess
halls, infirmaries, ski shop, and stables, but the
influence of the men who served at Camp Hale is
undeniable. Their legacy and spirit live on in
The 10th Mountain Division Hut Association.
Modeled after the Haute Route system
between Chamonix, France, and Zermatt, Switzer-
land, this system of huts was created in the 1980s
to provide backcountry skiers with a way to link
Aspen and Vail in Colorado. Its only fitting that
the name honors the mountaineering skills and
heroics of the infantrymen who served in the 10th.
You cant just drive up to one of the huts like
its a Ritz-Carlton. To get there in winter, you pack
in everything you need on your back and spend
the day slogging through the woods on your skis.
Your reward for not getting lost in a blizzard is
the crackle of a warm fire in a stunning moun-
tain lodge. Its an incredible way to spend a winter
54 CYCLE WORLD NOVEMBER 2016
day (and night). Replicating that experience in
the summer on dirt bikes has been a longtime
dream of mine.
After bouncing the idea around a bit, I quickly
got commitments from a small group of friends,
which included four-time AMA National Enduro
Champion Russell Bobbitt, who found just
enough time in his busy schedule to tag along.
It wasnt a hard sell!
During summer, most of the huts are accessible
via moderately difficult dirt roads. For the routes
we had planned, we chose small-displacement,
single-cylinder machines that would allow us to
use more trail than road. Of the six bikes on our
trip, the largest was a KTM 500 EXC, while the
smallest was a KTM 250 two-stroke. Each bike
was registered and had a license plate, which
transforms these race-worthy trailbikes into pint-
sized adventure machines.
The challenge of keeping true to the self-sus-
taining model of hut-to-hut travel is this: Small
bikes dont offer many options for carrying gear.
So, instead of loading the bikes up with sleep-
ing bags and beef jerky, we packed as much beer
and steak into a cooler as possible and bribed my
friends brother-in-law to shuttle it to the huts for
our arrival each day. (If you feel the need to be
self-supported, go for it. Theres plenty of water to
make dehydrated mealsjust dont ask for a bite
of my prime rib or a sip of my micro brew. I prom-
ise you wont be disappointed with either choice
as you sit on the deck and watch the sun drop
behind the Rockies for the evening.)
With destinations defined and gear support
sorted out, the next big hurdle was figuring out
how to connect the two huts we had reserved. The
Eiseman Hut, north of Vail, and the Harry Gates
Hut, south of Eagle, arent typically connected by
skiers, so finding a suitable route was a concern.
Fortunately, local motorcycle clubs from the Vail
and Roaring Fork valleys have done a tremendous
job creating and maintaining legal off-road riding
opportunities in these areas.
We were able to create a 300-mile loop on a mix
of Jeep roads, single-track, and the occasional
paved road. Also included on our ride: a stop at
Camp Hale to poke around the ruins.
Not surprisingly, the larger-displacement bikes
offered the best mix of trail performance and road-
worthiness for our trip. They chew up the asphalt
miles with ease, whereas the smaller bikes are left
gasping for air at the rear of our group. You could
argue that the KTM 500 EXC lacks the trail agility
of its little brothers, but for our purposes it was the
ideal mount. Its amazing how good the 500 EXC
is on technical terrain, and lets be honest: Keeping
up with Bobbitt in the woods isnt going to happen
no matter what youre riding.
As the dual-sport/ADV segments evolve, so do
our ideas of what adventure riding means. Big
bikes or small? Tents or cabins? Whatever your
choice, theres always tremendous cama-
raderie and a great sense of accomplish-
mentsomething the soldiers of the
10th Mountain Division had in spades
when they took Riva Ridge in northern
Italy to help defeat the Nazis.
Justin Bradshaw, author of this story, is a
cofounder of Rever. Find his route, or create
one of your own, at rever.co.
THINGS TO KNOW
BEFORE YOU GO
THE HUTS
There are 14 official 10th Mountain
Division huts and another 20 pri-
vately owned ones that can be booked
through the same reservation system
(huts.org). Huts are located between
9,700 and 11,700 feet of elevation
and include living/dining areas heated
by wood-burning stoves and kitchens
equipped with propane cooktops and/
or wood-burning cook stoves (plus
basic utensils for cooking and eating).
Most huts have sleeping space for up
to 16 people divided among several
rooms on a continuous bunk system.
Reservations are per bed, so if you
dont book the entire hut, expect to
spend the night making new friends. In
all of my trips, Ive yet to share a hut
with a traveler I wish were not there.
PACK IT IN. PACK IT OUT.
Theres no trash service, so pack
out what you brought in.
LEAVE IT BETTER THAN
YOU FOUND IT.
This goes for the trail and the huts. Let
other users enjoy the experience too.
BE READY TO WALK.
You can connect hundreds of miles
of trails to reach the huts, but youll
have to park the motorcycles and walk
the last quarter mile or so. Keeping
bikes and support vehicles out of sight
helps maintain the remote feel for
all visitors. Hoofing your gear while
wearing stiff off-road boots might not
sound awesome, but its worth every
step for that feeling of seclusion.
CYCLEWORLD.COM 55
 OH, THE PRESSURE  GYRO EFFECT  OIL OVERFILL  AFFORDABLE ADV

BY RAY NIERLICH

TPM, TPM, TPM

I just bought a repod 2014 BMW R1200RT. The bike has every-

Q: thing except TPM (tire pressure monitor), shift assist, keyless

ignition, and locking bags. I have TPM in my cars and love it. I
would love it on my BMW too. I need to know if I buy the BMW TPMs
for my bike, will it be recognized by its computer? Or do I have to have
the dealer load the TPMs into my bikes computer? Guess what, I dont
trust the dealer. I am very mechanically inclined and do my own work.
It is therapy
WILLIAM BARROSO
CYCLEWORLD.COM

Most likely not gonna happen. If you are very lucky and you

A: happen to have one of the few bikes that TPM can be fitted to, it
can be done. It will still require a dealer to check your VIN first
to see if yours is one of the few and, after installing sensors, to program
the computer. This conversion will not be particularly inexpensive.
I would think an aftermarket monitor is the way to go instead.

BREAKER, BREAKER circuit breakers. I would recommend the the gyroscopic effect of the rotating

Q: Reader Michael Huss says he has

a problem losing all power on his
2006 H-D Street Glide (Service,
Jan./Feb.). I had a similar problem on a
Dyna Police model; the main breaker
was faulty. A trip to the local AutoZone
fixed the problem. Im not sure how the
electrical system is laid out on the Street
Glide, but on the Dyna the main breaker
was behind the fuse block, which had to
be removed first.
PAUL ALBEE
CYCLEWORLD.COM
Thanks for sharing your insight.
fuse upgrade for any older Harley. Its a
relatively simple retrofit. You can buy a
Stinger fuse holder off eBay or Ama-
zon for around $12.
COUNTERSTEERING CLARIFICATION
Q: Yet another question on counter-
steering. At what point during a
wheels rotation do countersteer-
ing principles begin to take effect? I
have tried to discern when it happens on
both my Bonneville and my scooter, but
I havent been able to figure it out. What
is it based on? Speed? Wheel size? Rota-
tional mass? Another physics term that I
parts (tires, wheels, brakes, and hubs)
becomes great enough, you lean the
bike to turn it, instead of just turning
the handlebars in the direction you
wish to go, and countersteering begins.
The larger the rotational mass versus
the mass of the rest of the bike, the
lower the speed when this begins to
occur. When countersteering, you are
upsetting the bikes track and allow-
ing the rear wheel to correct. There is a
very long list of factors that affect the
physics involved. If you feel the need
to be humbled, Id start with Motorcycle
Chassis Design by Tony Foale and Vic

A: I had a circuit breaker failure

on my personal street special
65 Triumph many years ago. Circuit
have no business dropping?
IAN C.
CYCLEWORLD.COM
Willoughby, ISBN 0-85045-560-X.

FREE YOUR VALVE

breakers dont like vibration or heat,
so motorcycles arent the best applica-
tion for their use. But believe it or not,
Harley actually changed something
A:
We are flattered you save your
super-hard, complicated ques-
tions for CW. A proper discus-
Q: Just wondering if there are any
new gas-powered motorcycles
that dont require valve adjust-
ment? Would really appreciate a list of
JEFF ALLEN

that needed changing. In 2004, Harley sion of the phenomenon is beyond the said bikes, if they exist.
went to a 40-amp Maxi-fuse (the big space my boss will allow. My brief- BLAKE H.
orange one) to replace the trouble-prone est possible summary is that when WEATHERFORD, TX

56 CYCLE WORLD NOVEMBER 2016


A:
Anything fitted with hydraulic
lifters wont require valve adjust-
ment, and there are quite a few to
choose from. But whats with the para-
noia about valve adjustments? Had a bad
episode with a desmo Ducati lately? Most
new bikes have long adjustment intervals
with 16,000 miles now the norm. Many
dont need any adjustment at all when
checked at the recommended interval.
Some, such as boxer BMWs and Honda
Gold Wings, are very easy to adjust. It just
isnt a factor when weighing a purchase.
My incomplete list includes most cruis-
ers, including all Harleys, all Victorys, the
Thunder Stroke Indians, most Stars (Ya-
mahas cruisers), most Honda Shadows
in various sizes, also Motus V4, and a few
Ive forgotten.
OIL BLOWER
Q: I think I overfilled the oil in my
2004 Suzuki Katana 600. The
first time after the oil change,
the bike turned on like usual and rode
perfect. After five minutes it turned off.
The oil light is on and the green neutral
light is off.
AL SMITH
HARVEY, IL
I hate to be the bearer of bad news,
A:
Al, but it may be too late to help
you this time. From your descrip-
tion, Im guessing your engine leaked all
the oil out and seized. Now, if an engine
is way overfilled, it will build up crank-
case pressure. It will keep running until
it relieves the pressure by either barfing
oil out the breather or by blowing a seal
out of the crankcase. If you are luckyit
might be possibleit barfed oil out the
breather and into your air cleaner and
plugged it up, stalling the engine before
any real damage was done. Whenever
you change the oil and filter in your mo-
torbike, car, truck, boat, snowblower, or
whatever, you must run the engine for a
few seconds until oil pressure is reached
and check for leaks from the filter and
drain plug. Turn it off, wait a minute, and
recheck the oil level. If the level is too low
or too full, adjust at this time, before rid-
ing off into the sunset.
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.
AIR
FEEDS
THE
HORSES
BEST USED BIKES
YAMAHA SUPER
TNR
YEARS SOLD: 2012present
MSRP NEW: $13,900 (12) to $15,090 (16)
BLUE BOOK RETAIL VALUE:
$8,250 (12) to $13,485 (16)
BASIC SPECS: A liquid-cooled 1,199cc
DOHC parallel twin featuring traction-
enhancing 270-degree firing interval
and YCC-T ride-by-wire fuel injection
with adjustable traction control provides
intuitive torque-rich delivery. A low-
maintenance shaft drive feeds power
to the standard, street-oriented 17-inch
rear radial quite well, while fitment of
more off-road-capable rubber is a viable
modification due to its 19-inch front wheel
size. These, along with 7.5-inch suspension
travel, under-engine skid plate, and a wide NEW!
tubular handlebar with hand guards, all
offer the form and function of a modern
ADV machine.
WHY ITS DESIRABLE: As Yamahas
answer to a fast-growing adventure seg-
ment, the Super Tnr makes an ideal
workday commuter while proving very
comfortable for long-range travel and
quite capable during light-duty off-road AIRCHARGER AIR INTAKE SYSTEMS.
use. Its detachable aluminum pannier side Now K&N is introducing yet another way to
bags and optional matching top trunk get a guaranteed increase in horsepower
quickly convert this multi-use platform for your bike! The Aircharger performance
from basic heavyweight dual-sport into a air intake system features a cast aluminum
world-class explorer. Its adjustable-height high-velocity intake tube and high-flow
windscreen and saddle, cruise control, and washable air filter. The integrated breather
6.1-gallon fuel capacity all make covering system and velocity stack adds even more
performance. Get yours today!
large chunks on the map a reality.
KNFILTERS.COM | 800-858-3333
THE COMPETITION: Widely viewed as an
affordable alternative to European-built
ADVs, this Yamaha has fared well on the
sales floor against the likes of the BMW
R1100/1200GS, KTM 990/1290 Adventure,
and Ducati Multistrada 1200. More rugged
than the Suzuki V-Strom 1000 Adventure,
the Super T faces a new challenger in the
all-new Honda Africa Twin.
SOME INTAKE SYSTEMS ARE NOT LEGAL FOR
SALE OR USE ON ANY POLLUTION CONTROLLED
MOTOR VEHICLE IN CALIFORNIA OR STATES
ADOPTING CALIFORNIA EMISSION PROCEDURES.
SEE KNFILTERS.COM FOR CARB STATUS ON
EACH PART FOR A SPECIFIC VEHICLE.
 R Customer Rating
PE ON MECHANIC'S
SU UP GLOVES
QUALITY TOOLS LOWEST PRICES CO SIZE ITEM
MED 62434/62426
LG 62433/62428
R
How Does Harbor Freight PE ON X-LG 62432/62429
SUPER COUPON SU UP
Sell GREAT QUALITY Tools CO SAVE
at the LOWEST Prices? 12 TON 73%
comp at Item 62429
$14.97 shown
We have invested millions
of dollars in our own Customer Rating Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
state-of-the-art quality test Offer good while supplies last. Non-transferable. Original coupon must be
Pair of arbor presented. Valid through 2/18/17. Limit one coupon per customer per day.
plates included
labs and millions more in R
20% our factories, so our tools
will go toe-to-toe with the
ITEM 33497
60604 shown

10 FT. x 17 FT.
PORTABLE GARAGE
PE ON Customer Rating
SU UP
CO
2500 LB.
SAVE ITEM 69039/62860
63055/62859 shown ELECTRIC WINCH
ANY
top professional brands. $79 WITH WIRELESS
SINGLE REMOTE CONTROL
ITEM And we can sell them for a Customer Rating ITEM 61258 shown
61840/61297/68146
Limit 1 coupon per customer per day. Save 20% on any 1 item purchased.
OFF
*Cannot be used with other discount, coupon or any of the following items
or brands: Inside Track Club membership, Extended Service Plan, gift card,
open box item, 3 day Parking Lot Sale item, automotive lifts, compressors,
floor jacks, saw mills, storage cabinets, chests or carts, trailers, trenchers,
fraction of the price because
we cut out the middle man
$
SAVE
NOW
SAVE
$100

welders, Admiral, Badland, CoverPro, Daytona, Diablo, Earthquake, and pass the savings on to 17999
Franklin, Grants, Holt, Jupiter, Lynxx, Maddox, Portland, Predator, Stik-
Good at our stores or HarborFreight.com or by calling
Tek, StormCat, Union, Vanguard, Viking. Not valid on prior purchases. Non- you. Its just that simple! 800-423-2567. Cannot be used with other discount or coupon or prior
transferable. Original coupon must be presented. Valid through 2/18/17. purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
Come visit one of our Good at our stores or HarborFreight.com or by calling Good at our stores or HarborFreight.com or by calling presented. Valid through 2/18/17. Limit one coupon per customer per day.
800-423-2567. Cannot be used with other discount or coupon or prior 800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. purchases after 30 days from original purchase with original receipt. R 29 PIECE TITANIUM
700+ Stores Nationwide. Offer good while supplies last. Non-transferable. Original coupon must be Offer good while supplies last. Non-transferable. Original coupon must be PE ON
presented. Valid through 2/18/17. Limit one coupon per customer per day. presented. Valid through 2/18/17. Limit one coupon per customer per day. SAVE NITRIDE COATED
SU UP
CO 78% HIGH SPEED STEEL
R 9 PIECE FULLY POLISHED R 4-1/2" ANGLE GRINDER R 72" x 80" DRILL BIT SET
PE ON PE ON PE ON Weighs 44", 13 DRAWER PERON Customer Rating ITEM 5889
SU UP COMBINATION SU UP Customer Rating ITEM 95578 SU UP MOVING BLANKET 62281
O
SUPER 245 lbs. INDUSTRIAL QUALITY SU UP Customer Rating
CO Customer Rating WRENCH SETS CO 69645/60625 shown CO ROLLER CABINET C 61637 shown
WOW COUPON SAE SAVE Customer Rating ITEM 66537 shown
ITEM 69043/63282/42304 shown SAVE $670 ITEM 69387/62744 69505/62418 SAVE
1000 LB. CAPACITY SAVE METRIC 40% 63271/68784 shown
70% ITEM 42305/69044/63171
66%
Customer Rating MOTORCYCLE LIFT
ITEM 69904
68892 shown

Good at our stores or HarborFreight.com or by calling

800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot presented. Valid through 2/18/17. Limit one coupon per customer per day.
be used with other discount or coupon or prior purchases after 30 days from original be used with other discount or coupon or prior purchases after 30 days from original be used with other discount or coupon or prior purchases after 30 days from original be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original purchase with original receipt. Offer good while supplies last. Non-transferable. Original purchase with original receipt. Offer good while supplies last. Non-transferable. Original purchase with original receipt. Offer good while supplies last. Non-transferable. Original R
coupon must be presented. Valid through 2/18/17. Limit one coupon per customer per day. coupon must be presented. Valid through 2/18/17. Limit one coupon per customer per day. coupon must be presented. Valid through 2/18/17. Limit one coupon per customer per day. MOTORCYCLE STAND/
PE ON
R R SU UP WHEEL CHOCK
900 PEAK/PE ON PE ON CO

Lift range:
SU UP RAPID PUMP
CO
WOW SUPER COUPON SU UP 2.5 HP, 21 GALLON
CO 125 PSI VERTICAL SAVE Customer Rating ITEM 61670
3-1/2 Pumps Lifts Customer Rating AIR COMPRESSOR $202 97841 shown
2-IN-1 EXTENDABLE 36TLED
7" - 30" CORDLESS WORK LIGH
Most Vehicles ITEM 69091/61454
GENERATOR Weighs 34 lbs. SAVE Customer Rating 61693/62803
67847 shown
1800 lb.
capacity
ITEM 60338/69381 shown ITEM 69252 $ 60 ITEM 60583 SAVE
SAVE 68053/62160
SAVE
62496/62516 Customer Rating
$ 60569 shown
45% SAVE $
$874 73 $337 4799
comp at comp at $ comp at $249.99
$163.06 19. $35.01 comp at $497
Good at our stores or HarborFreight.com or by calling Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior 2567. Cannot
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot ight.com or by calling 800-423- from original Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot 800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt. be used with other discount or coupon or prior purchases after 30 days from original be used with other discount or coupon or prior purchases after 30 days from original Good at our stores or HarborFre s after 30 days be used with other discount or coupon or prior purchases after 30 days from original purchases after 30 days from original purchase with original receipt.
or coupon or prior purchase
Offer good while supplies last. Non-transferable. Original coupon must be purchase with original receipt. Offer good while supplies last. Non-transferable. Original purchase with original receipt. Offer good while supplies last. Non-transferable. Original be used with other discount Offer good while supplies last. Non-transferable. Original
per customer per day. purchase with original receipt. Offer good while supplies last. Non-transferable. Original Offer good while supplies last. Non-transferable. Original coupon must be
coupon must be presented. Valid through 2/18/17. Limit one coupon per customer per day. coupon must be presented. Valid through 2/18/17. Limit one coupon per customer per day. purchase with original receipt.
Valid through 2/18/17. Limit one coupon coupon must be presented. Valid through 2/18/17. Limit one coupon per customer per day.
presented. Valid through 2/18/17. Limit one coupon per customer per day. coupon must be presented . presented. Valid through 2/18/17. Limit one coupon per customer per day.
60 CYCLE WORLD NOVEMBER 2016
 MOTOCROSS RACE WATCH

ROCZEN ROLL
The German racer whos conquered America
likes to work hard and play hard
By Brett Smith

K
en Roczen is a welcome rarity in a rigid
environment. He isnt afraid to show up
to a press conference shirtless and admit
he has a can of Coors Light in his koozie;
fun is part of his program. His post-race
cracks about eating donuts for breakfast
became such a running joke in 2016 that,
after dominating his second Lucas Oil Pro
Motocross championship (with 20 of 24
moto wins), his celebration T-shirt was a mock
Jimmy Johns menu with fare such as donuts,
steak, and mac n cheese. The price: $94 each, of course.
He says he doesnt want to be cocky, but his confidence often
betrays him. I work harder than anybody else, so I have fun harder
than anybody else in my industry, he said in a poolside social media
post from vacation in early September (he apologized the next day).
That post was kind of stupid, he told Cycle World, owning his gaffe.
When asked about his flaws, Roczen says, People around me would
probably say that I am too honest.
Roczen, 22, has been racing in America full time since 2012. As a
17-year-old he lived in the pool house of professional wakeboarder
Rusty Malinoski whom he still calls a friend. Ken is really confident,
but it may rub people wrong, Malinoski said. He knows hes a badass
and he rips, and hes not scared to say hes the best.
The opposite of German stereotypes, Roczen is open and unreserved.

FLIGHT 94:
Theres no doubt about
Ken Roczens speed, but
the talented German
is still seeking his
first Monster Energy
Supercross title.
CREDIT

PHOTOGRAPHY BY Drew Ruiz CYCLEWORLD.COM 61

 RACE WATCH MOTOCROSS
FIT, OUTSPOKEN: Hes cheerful whether he wins,
Although Roczen gets straight-up beaten, loses
grew up in a small
town in Germany, he because the air leaked out of
fits in very well in the his forks, or if his dad gives an
US, where he recently inflammatory interview to a
wrapped up his sec- magazine. He still hasnt won
ond Lucas Oil Pro the Monster Energy Supercross
Motocross champion- title in three attempts, but he
ship, winning an
impressive 20 of 24 is arguably more popular than
motos. No stranger to Ryan Dungey, Chad Reed, and
changing rides, look James Stewart, all who have mul-
for Roczen to be on a tiple championships. His nearly
Honda in 2017. 800,000 Instagram followers
have him leading the social
media race, and the seemingly
unedited version of his life he
offers has helped him engage a
very patriotic US fan base.
62 CYCLE WORLD NOVEMBER 2016
Motocross racing and its ath-
letes are much more polished, cor-
porate, scheduled, and sanitized
than they once were. To operate in
this new normal, Roczen has to be
a bit of all that, but he knows hes
different and says fans approach
him every weekend to thank
him for bringing more character,
openness, and personality to the
sport. Hes grateful and empha-
sizes its genuine. Its not like
Im trying to be somebody that
Im not, he said. Im nice to fans
because I know how it is to meet
your heroes. Its a personality
that combines the best traits from
every great era: Bob Hannahs
edge and attitude, Jeff Stantons
spirit and work ethic, Jeremy
McGraths charisma, and young
James Stewarts playfulness. Not
only is he damn fast, but hes
physically gifted.
Peter Park of Platinum Fitness
has been Roczens trainer for
more than a year. Former clients
include Lance Armstrong and
Chad Reed. Ken has raw athleti-
cism that you cant teach, Park
said. Hes the genetic jackpot
for a motocross guy. Park is a
renowned endurance trainer, but
on his first day with Roczen he
witnessed him pull off a 60-inch
single-leg box jump and knew
this is a different animal. An
athlete with explosive fast-twitch
muscles like that cant be put into
a heavy-volume program, such as
hundreds of cycling miles a week
and daily weight lifting on top
of motos. Park insists the work
is still hard but just enough to
get the effect we want. No more.
If hes over-trained, it gets in his
head and it hurts him.
Raised three hours south-
west of Berlin in the village of
Mattstedt (population 510) the
Roczens had a thin budget. Ken
raced outdated equipment and
mom cleaned the used roll-offs
between motos to save money.

Still, they found ways to compete
in America while Ken was an
amateur. The jerseys of Reed,
Ricky Carmichael, Andrew Short,
and Travis Pastrana still hang in
his room back home.
In 2010, at 15, he won an FIM
World Motocross Grand Prix
overall (MX2) to become the
youngest winner ever. A year
later, he split his time between
the 250SX West Supercross
series in the United States and
the MX2 world championship.
He adjusted to stadium racing
quickly, winning the finale in
Las Vegas. Later that summer, he
was the world champion.
As confident as Roczen is,
however, he has a propensity of
making major changes in his
program, from trainers to bike
brands. He gave KTM a 250SX
title in 2013 and the 450MX title
in 2014 in a battle with Dungey
that went down to the last moto.
Despite winning, he had been
Cargo containment system
Couples a durable plastic fence
with a super-grippy underside to
keep cargo stable
Excellent for cargo area organization
800-441-6287
WeatherTech.com
2016 by MacNeil IP LLC Made in USA
MOTOCROSS RACE WATCH
vocal about not being happy with
the bike and signed with RCH
Suzuki for 2015. I wanted to win
championships having fun and
not complaining about my bike,
he said in a 2015 interview with
Red Bull. Sometimes I need to
be selfish and make the decision
I want. KTM Technical Director
Ian Harrison said they couldnt
get Roczen happy with the
suspension.
In 2015, Roczen split with
his trainer, Aldon Baker, whose
client list has won 12 of the last
16 Supercross 450SX titles. Then
he gave his motocross title back the second time in his career that
to Dungey. By the end of 2016 he he will take a number-one plate THIS MOVE
was adamant about being very to another brand. Hes not com- WOULD MAKE
happy with his Suzuki and in the menting on his color change but THE SECOND
press conference following the insists he is not hard to please. TIME IN HIS
clinched MX championship said, Judging from his mood during CAREER THAT
If I have the bike the way I want his nine 450SX and 15 450MX
HE WILL TAKE
to, I can go fast on any track. Its wins theres one certainty with
all but been announced, however, this outgoing German: A Ken A NUMBER-ONE
that hes joining American Honda Roczen who is having fun is one PLATE TO AN-
in 2017. This move would make who wins. OTHER BRAND.
 Standard & Touring Sizes Anchors & Light Included Retractable
Waterproof/Durable Fabric Wheel Chock & Diamond Tough Full-Coverage
Security Locking Feature Floor, Available Separately Fast Set-Up

www.speedwayshelters.com
dr@speedwayshelters.com / 831.477.9600
953 Tower Place, Santa Cruz, CA 95062

Visit us online at:

cycleworld.com
 TRIPLE DIGIT
GLOVE COVERS

$39.00
SAVE! with code: 3finger
)
00

Short &
Long
Gauntlet

CRASH DAMAGE REPAIR

SECTION & ZIPPER REPLACEMENT & REPAIR
CUSTOM LASER ENGRAVING & CUTTING
ALTERATION, CLEANING & DYEING

Authorized Repair Center for Dainese,

Alpinestars, REVIT and SPIDI.
1-800-823-1236 New gear & more specials
online at: aerostich.com
 TAKING FLIGHT
Massive air over natural
terrain is not for every-
one, but then again,
SLIPSTREAM

66 CYCLE WORLD NOVEMBER 2016

X Games gold-medal
winner Lance Coury isnt
everyone. Coury flies his
Suzuki RM-Z450 high
above Glamis sand dunes
in Southern California.
Photographer: Drew Ruiz

READER INFORMATION
Editorial/Production: Offices are located at 15215 Alton Pkwy., Ste. 100, Irvine, CA 92618; (760) 707-0100. Editorial contributions are welcomed but must be guaranteed exclusive to Cycle World. We are not responsible for the return of unsolicited material unless accompanied by a self-addressed, stamped
envelope. Letters: All letters cannot be answered, and neither can all Service inquiries be answered. We appreciate correspondence sent or emailed to the editorial offices and will use the most interesting and appropriate letters in the magazine. Slipstream: Were looking for stunning photos that capture the
essence of our sport and remind us why we love motorcycling so much. Send your best shot to intake@cycleworld.com, being sure to include the word Slipstream in the subject line. Subscription/customer service: One year: US & Possessions = $15, Canada = $25, and Foreign = $35. International orders must
be paid in advance and in US funds only. Call US and Canada: (800) 456-3084, (515) 237-3697. Mail: Cycle World, PO Box 6364, Harlan, IA 51593. Web: cycleworld.com/cs. Back issues: To order a back issue dated within the past two years, please go to backissues.cycleworld.com.