www.fantamag.

com
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49 TRIUMPH DAYTONA 675
Is three still the charm for Hinckley’s hard-core middleweight?
53 BMW G650GS
Your basic down-to-earth, all-surface single.
56 KAWASAKI KLX250SF
More supermoto style for the quarter-liter set.
58 HUSABERG FE450
Turning off-road orthodoxy upside-down.
60 2MOTO ROGUE & RADIX
Just don’t call it a snowmobile.

11 CAT TALES
16 UP TO SPEED
2010 Honda Fury: a VTX Wyatt & Billy could love; BMW’s
Superbike breaks cover; the most powerful numbers.
17 THE BIKE THAT CHANGED MY LIFE
20 BY THE NUMBERS: POWER!
20 WILD FILE: THE QUICKEST & THE FASTEST
22 EURO NOTES
26 ICON: TERRY VANCE
30 CRANKED
34 DRAWING THE LINE
36 CODE BREAK
38 MC MAIL
40 ME & MY BIKE
6 MOTORCYCLIST
www.fantamag.com
64 READY TO RUMBLE
Star V-Max vs. Suzuki B-King toe to toe in the Heavyweight
Championship of the Universe.
77 FIGHTING SPIRIT
Stock is square one for the ultimate B-King and V-Max.
80 THE FIRST SUPERCROSS
Remembering the 1972 Superbowl of Motocross.

A COMPLETE GUIDE TO LIVING WITH YOUR MOTORCYCLE

96 DOIN’ TIME
98 STREETBIKE SURGERY
102 SMART MONEY
104 GEAR: HEAD GEAR
106 MC TESTED
110 STREET SAVVY
112 ANSWERS
114 LAST PAGE

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 CAT TALES
Brian Catterson

Friends &
PHOTO: Becka Dearth
Family

ROCK, THEN ROLL Karissa

Wang

Loud and proud: Queensryche raised $83,000 Author of

for VH1’s Save The Music Foundation on their
2006 tour, during which they rode custom-
painted Buell Thunderbolts.
shred a canyon road or U2’s Joshua
Tree as you drone across the desert?
And why do so many musicians ride,
and riders play? Could it be an apprecia-
tion for things mechanical, and a desire
to master their operation? Or is it the
feeling of playing and riding: being in
the “pocket” or the “zone”? Whatever it
is, it just is—there’s no denying it.
A new website, www.rockmoto.
com, explores that connection, with a
purpose. The Motorcycle Industry Coun-
cil’s “Discover Today’s Motorcycling”
program has long connected celebri-
ties with motorcycling in the hopes of
generating positive press. Rock Moto
takes that connection to the next level.
Hosted by the adorable Jessica Prokup,
the site aims to attract today’s youth
to motorcycling through the power of
music. Video interviews with musicians
ey Brian, are we in Orange County?” Geoff Tate asks me as the who ride explore their attraction to
“H curtain prepares to go up at the Verizon Wireless Amphitheater.
“Sure are,” I reply from stage left.
motorcycling, while an agreement with
Pandora.com turns visitors onto new
MotorTrend.
com’s weekly
“Celebrity Drive” feature, Kar-
issa Wang dreams of one day
owning a Ducati. She caught
up with Ingegnere Massimo
Bordi for this issue and has
also submitted a number of
“Me & My Bike” features.
Norm
DeWitt
One of those
annoying “I
know because
I was there” kind of guys,
Norm DeWitt is a walking
encyclopedia of racing on two
and four wheels, and also has
excellent taste in music. He
penned this month’s “First
Supercross” feature.
Marty
Tripes

music through two moto-oriented radio When we

Weird time to ask that, I think
to myself.
Just then Queensryche breaks
into “The Whisper” and I realize
Mike Stone’s guitar amp is
pointed straight at my head.
Best find someplace quieter to
watch—as if that’s possible at a
rock concert.
A few songs later, Geoff shouts
out, “Good evening, Orange
County metalheads!”
Ah, that’s why he asked.
It seems surreal to be hanging
out backstage at shows I used
to pay to see. But thanks to
motorcycles, I’m now friends with
a bunch of musicians. Some, like
Geoff and Mike of Queensryche
and Neil Peart of Rush, I got to
know through doing magazine
stories. But others I met purely
through our passion for bikes.
John Wesley of Porcupine Tree, for
example, was wearing a Ducati
jacket while signing autographs.
And Chris Hesse of Hoobastank
pitted next to me at two or three
track days before he even told
me he was a drummer. Talk about
having no ego whatsoever…
Rock stars get a bad rap:
They’re egomaniacs, womanizers,
alcoholics, drug addicts, juvenile
delinquents in spite of their age.
And riding motorcycles reinforces
that bad-boy image. But most
of the musicians I’ve met are
remarkably cool—you’ve got to
be if you’re going to survive life
on the road. That goes for their
riding, too—I haven’t ridden with
a nutty one yet.
What is it about motor-
cycles and music that go so well
together? Is it having exactly the
right soundtrack for your ride:
Limp Bizkit’s “Rollin’” as you
stations: Rock Moto Rock and Rock
Moto Indie.
Links to the Motorcycle Safety
Foundation’s Rider Courses and Dirt
Bike School alert new riders to the right
way to learn to ride, while a Compare
Bikes button lets them find the right
motorcycle based on their answers to a
series of questions. The recommenda-
tions make sense, too, as all the bikes
are middleweights or smaller. You can
even create a user profile and connect
with people who share your interests.
Launched on December 5th in con-
junction with the Long Beach Motorcycle
Show, the site initially showcased David
Kennedy and Atom Willard of Angels
& Airwaves as they hit a track day at
Buttonwillow Raceway. A subsequent
installment featured Jason Freese of
Green Day riding his supermoto bike
around his Orange County home.
It’s a rockin’ site that should only get
better over time. Check it out! MC
needed photos
for this is-
sue’s feature about the 1972
Superbowl of Motocross,
author Norm DeWitt went right
to the source—and winner
Marty Tripes came through.
Today Tripes runs a catering
business and sells Marty’s
Gourmet Mushrooms.
Don
Smith
Chattanooga
resident Don
Smith loves
speed: He’s set more than 25
records on everything from a
Kawasaki Ninja 250 to a turbo-
charged ZX-14. This month he
turns his attention to a softer
subject: foam earplugs.

www.motorcyclistonline.com 11
www.fantamag.com
 EDITORIAL

Editor in Chief Brian Catterson

Executive Editor Tim Carrithers

Milwaukee Desk Aaron P. Frank

London Desk Roland Brown, Alan Cathcart, Tor Sagen

Pittsburgh Desk Mike Seate

Managing Editor Andreanna Ditton

Associate Editor Ari Henning

Editor at Large Mitch Boehm

Editor at Extra Large Dexter Ford

Last Page Jeff Karr

Administrative Terie Gallo

Assistant

Test Fleet Manager Michael Candreia

Test Consultants Barry Burke, Thad Wolff

ART DIRECTION AND DESIGN

Art Director Joe Neric

CONTRIBUTORS

Jonathan Beck, Bob Clarke, Keith Code, Davio Curo, Norm DeWitt,
Jamie Elvidge, Joe Gresh, Mark Kariya, Jack Lewis, Brian J. Nelson,
James Parker, Matt Polito, Ben Purvis, Tom Riles, Drew Ruiz, Don Smith,
Karissa Wang, Shasta Wilson, Kevin Wing, Jesse Ziegler

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WORDS: Dexter Ford PHOTOS: Ford & Honda
here’s been a lot of Internet
salivation concerning the new 2010
Honda Fury. While it’s been generally
assumed that it’s a chopperesque piece, it’s
been conjectured that it’s a hybrid, or has
an automatic transmission, or possesses
another of the often odd, sometimes brilliant
wrinkles Big Red’s engineers are so fond
of creating. But at its unveiling at American
Honda headquarters, in Torrance, California,
this past December, the Fury turned out to
be something that might be even more news-
worthy, and more surprising, from Honda’s
usual buttoned-down product designers and
marketers.
It’s not the technology. The long, lean
Furies that were rolled out contained exactly
no new features save the longest wheelbase,
at 71.24 inches, of any previous Honda
motorcycle. The Fury’s engine is essentially
a lightly massaged, liquid-cooled, six-valve
VTX1300 V-twin, with its radiator neatly
concealed between the frame downtubes. A
single 38mm PGM-FI throttle body mixes the
Though conspicuously uncluttered by Honda logos
except on the engine cases, the 1312cc V-twin is
unmistakably VTX
16 MOTORCYCLIST
gas and air. The faux-hardtail rear suspension,
camouflaged shaft final drive and conventional
45mm fork are old news, if nicely executed.
Wheel travel is cruiser-short at 4.0 inches
front and 4.7 inches rear. As is the seat
height, at a Mini-Me-ready 26.7 inches.
The new thing here is the look-and its
designers’ dedication to keeping it clean, pure
and undiluted. Vodka with a vodka chaser.
The introduction of the Fury also represents a
whole new approach to creating a rough, tough
brand image, one as far from Honda’s original
“You Meet The Nicest People” mantra as Amy
Winehouse is from Amy Carter. The Fury logo
uses a dagger as the spine of the initial “F”.
The Powerpoint presentation showed scarlet
headlines rendered as splashes of blood. And
the poster that advertised the dedicated Fury
website (www.furyisunleashed.com), displayed
a woman’s tongue customized with no fewer
than eight separate pieces of hardware.
Honda is not the only company that has tried
to ride the coattails of Harley-Davidson’s mete-
oric display of tough-guy branding mastery.
www.fantamag.com
It’s just that these companies—especially the
Japanese ones—have consistently failed to
understand exactly what Harley was doing,
and how. The genius of the Harley-Davidson
phenomenon is that its brand is built on pure
attitude, image and emotion—not on cranking
out marginally smoother, faster and more
derivative machines every year.
The Fury is a beautiful motorcycle that
looks far better—more tightly drawn and
sculptured—in person than it does in photo-
graphs. The glaring gap between the engine
and the 3.4-gallon fuel tank is right out of the
Gospel According To Arlen Ness. The flow of
the stretched front end, the size-34C tank, the
elegantly carved seat and the badonkadonk
200mm rear tire is artfully configured in a way
that the unshaved Teutels can only envy.
There must have been a huge “Less is
More” poster in the design studio. All the
pieces required to make a modern, ready-
for-prime-time motorcycle are in there,
somewhere. But this time, for once, Honda’s
designers carved away everything that wasn’t
strictly necessary, as they would with a
racebike, leaving what is essentially a canvas
for the accessorization and customization
necessary for success in this marketing cock-
fighting pit.
Honda is more than willing to cash in on
that accessory market, offering everything
from multiple seat designs in both solo and
duo persuasions, sissy bars, a handsome
chin spoiler, braided lines and a Tiffany’s shop

window’s worth of polished-billet magpie bait.
How well will the Fury work as a, well,
motorcycle? Our guess is far better than any
stretched-out, fat-rear-tired, 38-degree-raked
motorcycle has a right to. The riding posi-
tion is better than we expected: As usual in
this species, the pegs are too far forward for
actual riding (but only about 6 inches so) and
the simple chromed-steel plates that hold the
pegs will lend themselves to easy relocation.
The bar-seat relationship is fine, the seat
“The Fury is a beautiful motorcycle that looks
far better—more tightly drawn and sculptured—in
person than it does in photographs.”
tolerable and the only cayenne in the KY is
the air-cleaner plenum intruding on your right
knee’s personal space. Again, aftermarket
needed here.
Viewed from a business perspective, the
Fury promises to be a hit for Honda’s bottom
line. The money went into the design and
the marketing, not the parts. There will be a
“wilding” campaign: small posters slathered
onto phone poles and urban plywood. There
will be “viral” YouTube videos, carefully crafted
by L.A. ad pros to appear anything but care-
fully crafted. There will be, no doubt, an edgy
TV campaign—one that may let us forget the
More wheelbase, more rake, more trail, and way
more attitude than anything else in Honda history.
horrifying Honda Shadow spot in
which a black-suited man of indeter-
minate sexual preference and truly
bad sunglasses sprouts red wings
and flies.
The one misstep Honda may
have made is insisting on reminding
potential buyers—and, more impor-
tantly, potential admirers—that the Fury is,
indeed, still a Honda. The Fury’s apparent
net worth starts out very high when the bike
is approached from a distance; it really does
come across as a very expensive, very taste-
fully designed custom chopper. But its visual
stock takes a bank-failure nose-dive when the
Honda logos—on the engine covers, under-
seat chrome panels and rear fender—come
into focus. Honda is confusing the promising,
pierced-and-tattooed new Fury brand with the
safe, sane, stolid-citizen Honda image. And
the two simply don’t play well together.
We have a feeling that those Honda logos
and stickers are going to disappear faster
than Sarah Palin, once the Fury hits
the freeway.
www.fantamag.com
RIDER: Chip Ganassi
THEN: Wannabe motocrosser
NOW: Indycar kingpin
y first bike was a Honda Trail 90, and
next I got an SL100. Then I got a
green-tank Penton 125, which I raced
a couple of times. After that I got a brand-new
1974 CZ 250, the very first red-framed one.
I moved the shocks forward, put a Maico
fork on it and a white-plastic Maico-
style tank. Man, I was going for it
then!
“In ’75 my friend Bill Frank
and I came out to Carlsbad for
the USGP and to attend the
Husky training center with Rolf
Tibblin and Mark Blackwell. That
was the year Rex Staten almost
won on a CZ, and watching him had me
pumped up. But riding there was kind of an
eye-opener. It made me realize how much I
needed to learn about the sport.
“For a guy from Pittsburgh, the California
guys were miles ahead of us. They were
racing lightweight Japanese bikes, whereas
my CZ was from the previous era. It was a real
transition time in motocross. The European
bikes handled better but the Japanese bikes
had much more squirt and were much lighter.
In my class was a young California kid named
Broc Glover, who went on to become national
champion.
“When I got home I came together with a
guy in mid-air and got knocked unconscious.
That woke me up, and I took a year off from
bikes. I started to get revved up about cars,
and in June of ’76 went to the Bondurant
School. The CZ cost $1400 and you could buy
a used Formula Ford for $3000—not that
much more. It seemed like a natural step to
go from a motorcycle to a formula car. I sold
the CZ to a guy who’s still involved in Indycar
racing. That bike was my transition to car
racing.”
www.motorcyclistonline.com 17
WORDS: Ben Purvis
PHOTOS: Motor Cycle News

he street version of BMW’s new

S1000RR superbike is nearing
completion, if these spy photos are
any indication. Captured during final road
testing in Germany, these photos reveal
the Bavarian firm’s signature asymmetrical
styling has been applied to the RR-
“Though it will be almost a year before most of us
complete with mismatched headlamps, can get our hands on an S1000RR, development
lopsided fairing vents and clever combining
of black and painted panels to minimize the
appears to be virtually complete.”
plastic-wrapped appearance typical of most
sportbikes. It won’t be mistaken for anything outlet vents on the left and a single, larger Superbikes tested by Reuben Xaus and Troy
but a BMW, not even at a glance. diagonal opening on the right. Corser at Valencia, Spain.
A large, fox-eye headlamp on the left Technical specifications remain scarce, Another possibility is some form of
side of the fairing is paired with a smaller beyond BMW’s stated 190 bhp/190 kg. (418 electronically operated variable valve lift
right-hand unit, shaped like a circle with the lbs.) power/weight target. BMW sources system, similar to the patented Valvetronic
top edge cut flat. have let slip that the system already offered on some BMW auto-
Although the fairing inline-four employs mobiles. This system is so advanced that
silhouette is mostly some manner of engines using it no longer need conventional
conventional (dictated “positive valve opera- throttles, as the amount of fuel/air mixture
by aerodynamics tion,” which many entering the engine is controlled entirely by
rather than a design- have taken to indicate valve lift. Variable valve timing, along with
er’s pen), swatches desmodromics. BMW variable-length intake tracts, ride-by-wire
of unpainted black experimented with throttle and traction control, would make the
plastic combined desmo valve actuation S1000RR the most technologically advanced
with relatively small in the early ’90s on its streetbike yet.
painted panels R1 Boxer prototype, Even though it will be almost a year
(marked with a and Ducati has proven before most of us can get our hands on an
swirling pattern here Caught here using white graphics to camouflage the that this is a reliable S1000RR (deliveries aren’t expected until
to disguise their dimensions of its avant garde bodywork, the most way to eliminate the late 2009, when the first 1000 homologa-
shape) will produce advanced sportbike in BMW history appears very power-sapping effect tion machines will be made available), devel-
the visual illusion of a close to final production spec. of valve springs, opment appears to be virtually complete.
motorcycle with rela- prevent valve float and The exhaust even shows stamped lettering
tively minimal bodywork. Separate inner and allow higher revs. This is a credible sugges- that indicates it’s passed European noise
outer fairing sections create an exit path for tion, since the S1000RR is rumored to rev and emissions tests, leaving little beyond a
hot air leaving the radiator, which is ducted upwards of 16,000 rpm—a rumor supported final splash of paint to distinguish this proto-
away from the motor by separate, gill-like by the shrieking exhaust note of the World type from the production machine.

18 MOTORCYCLIST
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www.fantamag.com
WORDS: Aaron Frank
PHOTO:
HOTTO:: Courtesy
PH Coourrtessy of
of NASA
NAS
SA
1769 Year Scotsman James Watt,
inventor of the first practical
steam engine, coined the
term “horsepower.”
33,000 Foot-pounds per minute of
force that Watt calculated a
“brewery horse” could gen-
erate. This was the original
measure of 1 horsepower.
1.2 Peak horsepower of a human,
sustainable for 3 seconds.
14.9 Peak horsepower of a horse,
sustainable for 3 seconds.
179.8 Peak horsepower of the
989cc Ducati Desmosedici
RR, the most powerful produc-
tion motorcycle we’ve tested.
230 Horsepower of the current
799cc Ducati GP9 MotoGP
racebike.
260 Horsepower of the 2006
Ducati GP6 on which the
Desmosedici RR is based.
350 Horsepower of a Pro Stock
drag bike, capable of sub-7-
second, 195-mph quarter-
miles.
1300 Horsepower of a Top Fuel drag
bike, capable of sub-6-second,
250-mph quarter-miles.
7000 Horsepower of a Top Fuel
Dragster, capable of sub-5-
second, 335-mph quarter-
miles.
39,332 Horsepower of the twin Turbo-
Union RB199 jet engines
powering Panavia’s Tornado
combat plane. The Top Fuel
Dragster will still outsprint it
over a quarter-mile.
40 million Horsepower of one of the
Space Shuttle’s two solid
rocket boosters. A drag race
between the Space Shuttle
and a Top Fuel Dragster
hasn’t yet been arranged.
20 MOTORCYCLIST
Korry Hogan’s
250-mph Suzuki
Top Fueler
WORDS: Aaron Frank PHOTO: Matt Polito
otorcycles don’t get wilder than
Top Fuel drag bikes, and Top Fuel
drag bikes don’t get wilder than
Korry Hogan’s 1300-horsepower, $150,000
Suzuki—now the world’s fastest drag bike.
Hogan earned that title during last year’s
AMA Dragbike Fall Nationals in Norwalk, Ohio,
where he became the first motorcyclist ever
to exceed 250 mph in the quarter-mile, with a
winning run of 5.95 seconds at 250.97 mph.
Though branded a Suzuki, virtually nothing
on Hogan’s bike comes from Hamamatsu.
Mike Akatiff’s
360-mph Suzuki
Streamliner
WORDS: Aaron Frank PHOTO: Top One Oil
orld’s Fastest Motorcycle: It’s the
most prestigious title in motor-
cycledom, and an accolade that
Mike Akatiff has been obsessed with since
2006. That was the year he and rider Rocky
Robinson held that honor for two days
before losing it to Denis Manning and Chris
Carr. The World’s Fastest title has been
regained by Akatiff, however, following last
September’s Top Oil World Land Speed
Shootout at the Bonneville Salt Flats. There,
Robinson rode the Ack Attack streamliner to
an amazing 360.913-mph average speed,
www.fantamag.com
The supercharged, 1500cc motor consists
of Puma Engineering cases mated to an
MTC Engineering block topped with a Vortex
billet head. This 850-pound rocket measures
nearly 9 feet long (almost twice that length
if you include the wheelie bar), burns 5 gal-
lons of nitromethane per pass (at $50 per
gallon) and rolls on a 14-inch-wide Mickey
Thompson slick. Not some souped-up GSX-R,
in other words.
Hogan races wearing a respirator (to
protect him from noxious nitro fumes), and
describes a launch as “like being rear-ended
by a semi.” Sixty mph comes in just .7 of a
second, the 200-mph mark passes in 4 sec-
onds, and 250 mph—367 feet per second—
passes in less than 6 seconds. The bike
produces over 4 Gs of acceleration at launch
(more than the Space Shuttle on take-off),
and still pulls more than 1 G at 250 mph.
The very definition of a wild ride.
crushing Carr’s 350.884-mph mark by more
than 10 mph. Covering nearly the length of
two football fields per second, that’s very
fast indeed.
The cigar-shaped, carbon-fiber-bodied
machine is built on a tubular chromoly space
frame measuring 20 feet end-to-end and
holding two turbocharged Suzuki Hayabusa
motors mounted in tandem, and tuned
to produce in excess of 900 bhp. Rolling
stock consists of 7-inch front and 9-inch
rear Mickey Thompson automotive slicks—
no motorcycle tire can withstand the heat
generated at those speeds, and there are
no curves on Bonneville’s 11-mile-long race
course anyway. A pair of midship-mounted
retractable outriggers let the ’liner remain
upright at rest.
Such big speed doesn’t come cheap. Aka-
tiff reckons he has more than $125,000 tied
up in his machine, which works out to about
$350 per mph. That’s a lot, but a bargain
compared to the $600-per-mph of Hogan’s
Top Fuel bike!
www.fantamag.com
 Massimo Tamburini, the world’s most
celebrated sportbike designer, retires
WORDS: Aaron Frank
PHOTO: Courtesy of MV Agusta

assimo Tamburini, the designer of have created,” said Tamburini,

the iconic Ducati 916 and MV Agusta
F4—widely regarded as the most
beautiful sportbikes of the modern era—has
retired. This news comes not long after last
summer’s surprise acquisition by American
manufacturer Harley-Davidson of MV Agusta,
and quashes any hopes that a Tamburini-
designed F4 replacement, fast-tracked with
Milwaukee money, is on the horizon.
Tamburini had been with MV’s parent com-
pany Cagiva since 1985, and had headed the
company’s engineering and design center,
Centro Ricerche Cagiva (CRC), for the past
13 years. Prior to his tenure at Cagiva, Tam-
burini was one of the three founding partners
of Bimota (thus the “ta” at the end), and
also spent time in R&D for Roberto Gallina’s
Grand Prix team.
“I have dedicated a significant part of
my career in motorcycle design to Cagiva
and MV Agusta and am immensely proud
of the beautiful and thrilling motorcycles we
announcing his decision. “I
am confident the highly
talented designers and
engineers in San Marino
will continue the tradition
of excellence that is the
hallmark of MV Agusta. I look
forward to seeing more great
things yet to come from the
company.”
Tamburini says he intends to
pursue interests outside the motor-
cycle design field. No official
announcement has yet been
made about who will fill his posi-
tion, but the most obvious pick
is Adrian Morton. A protégé who
worked under Tamburini before
leaving CRC for Benelli (where
he designed the Tornado and
TnT models), Morton was hired
back three years ago.

The legendary Ducati engineer

is dedicated to tractors now
WORDS: Karissa Wang
PHOTO: Courtesy of Same Deutz-Fahr

oday, Massimo Bordi serves as
CEO of Italian tractor manufacturer
Same Deutz-Fahr—a position with
which he is very satisfied, thank you very
much. The former Ducati General Manager
and Chief Engineer was offered the position
of Ducati CEO as recently as two years ago
and passed, suggesting his friend Gabriele
Del Torchio for the position instead. “I am
much happier where I am,” Bordi says. “The
agriculture and diesel engine business is very
interesting to me.”
That’s not to say he didn’t once want the
position; in fact, he wanted it so badly that he
attempted a merger of the Harley-Davidson
and Ducati brands. “Just before I left Ducati
in 2001, I spoke with the management team
of Harley-Davidson in Milwaukee. I wanted
to convince Harley to buy Ducati and keep
me on as CEO. But they didn’t want to do
it because, from their point of view at that
time, it would dilute the image of a strong
American brand. I did not succeed, and I
left Ducati.”
Bordi started at Ducati in 1978, fresh
out of the University of Bologna, where the
Desmoquattro cylinder head design was his
graduate thesis project. His ideas eventually
led to the creation of Ducati’s first liquid-
cooled, eight-valve Superbike, the 851. Bordi
also worked alongside Miguel Galluzzi to
create the Monster, but his most famous
collaboration was with Massimo Tamburini
on the legendary 916.
Bordi is perfectly content at Same Deutz-
Fahr, and remains circumspect about his
relationship with Ducati. “I can tell you very
openly, it’s like when you love someone a
lot and you have to leave her,” he says. “It’s
better to stay away. I was really, really sorry
when I left Ducati. It could be now that I am
trying to keep it far away.” MC

22 MOTORCYCLIST
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www.fantamag.com
www.fantamag.com
www.fantamag.com
 WORDS: Tim Carrithers Photo: Auto Imagery
The Godfather of Top Fuel
ombine propane and nitric acid and
you get nitromethane, a.k.a. CH3 NO2.
Introduce legendary triggerman Terry
Vance to the tuning genius of Byron Hines
and you have the most potent combination in
the sport. And from the day those two names
26 MOTORCYCLIST
came together in 1979, motorcycle drag
racing has never been the same. From that
point until he retired from the sport in ’88,
Vance was The Man: 27 NHRA national event
wins and a 102-21 record in Pro Stock Bike.
And in the early ’80s, this was The Bike.
www.fantamag.com
“It was a supercharged, nitromethane-pow-
ered 1260cc Suzuki,” Vance remembers. “This
was at [now defunct] Orange County Interna-
tional Raceway, late in the 1980 season at
the Western Nationals. It was the first bike
with a belt driving the clutch. It had a B&J
two-speed transmission and made between
1000 and 1100 horsepower. We went 6.98
seconds at 203.61 mph with that bike, which
was getting old very fast back in the day. Now
Larry McBride runs 5.79 at 235. Larry bought
the bike from me when I retired it.”
What’s the difference between the ’80
Vance & Hines Suzuki and a modern Top Fuel
bike? According to Vance, “Blowers, engines,
clutches, fuel: everything. Look at where I’m
sitting. Rider position is a solid 12 inches
lower, and modern bikes are twice as long.
You could walk under that thing to change
the oil compared to what’s out there now.
“Acceleration is the difference between
Top Fuel and any other kind of motorcycle
in the world. Valentino Rossi is going 200
mph and if he hits something he’s going to
get hurt. But this thing is accelerating to that
speed so hard you can’t explain it. You can’t
just throw somebody on one of these things.
You’d kill ’em.
www.fantamag.com
“I would be 800-900 feet into a run before
the front wheel touched the track, and at
about the 1000-foot mark the rear wheel
would try to find its own home. Scared the
piss out of me a couple of times. At that point
I looked at Byron and said, ‘I’m done with this
thing.’” Vance made the switch to Pro Stock
in ’84. “It was more technical on the rider’s
side and took a lot more talent. At the time,
Top Fuel was more about not having all your
screws tight.” MC
www.motorcyclistonline.com 27
www.fantamag.com
www.fantamag.com

STONED RUN
I
t’s a freakin’ motorcade, man: the Stone Run, a celebration
of the 1970s biker movie Stone. Orange vests and flashing
lights let the squares know the GraveDiggers M.C. are still
king of the underworld. I’m taking the trip, man. The cops? The
GraveDiggers call them “piggies” but there sure are plenty of ’em
here directing traffic.
Down the 79 to Melbourne
and through the Oval-ator on 43,
our freight train grows longer.
We cross the Yarra now, then
hundreds of motorcycles stretch
out for miles along the drizzly
Monash freeway to the Vietnam
Veteran’s Motorcycle Club in
Dandenong. The 60 coolest miles
you’ll ever ride.
You haven’t seen Stone, the
Australian cult classic? I won’t
hold it against you, man. I’m a
motorcycle god and I never heard
of the flick. Sydney is where
the movie was filmed but Stone
Runs are held in cities across
Australia. Maybe you’ll watch
Stone and organize your own
one-bike Stone Run in Broken
Arrow, Oklahoma. That would be
so cool. Call me.
I won’t spoil the movie, but I
will tell you this much: The guy
who plays Stone acts like he’s
made of it. The rest of the cast
30 MOTORCYCLIST
CRANKED
Joe Gresh
is perfect-pitch biker. I know
these guys: They peed on my
XS650 Yamaha at Daytona one
year. In Stone, the bad guys ride
ratty Britbikes but the baddest
guys ride sleek, custom-painted
Z900 Kawasakis. The trailer says
someone is killing the GraveDig-
gers, a Vietnam Veteran motor-
cycle gang, and undercover cop
Stone is sent to find out who. I
can’t say it any better than that.
The VVMC clubhouse is lousy
with Z900s. “Zeds,” they call
’em. Zed’s not dead. I’m inside
the clubhouse lining up a shot.
“No pictures.” Far out—they’re
playing the hard-man act to the
hilt. “Lemme just get a few shots
of the casket, dude.” He steps in
front of me. “You take a picture,
I’ll smash that f*cking camera.”
Two VVMC watch me. “He’s not
joking, mate.” It’s like a scene
from the movie except it won’t
be sugar-cube teeth spilling
www.fantamag.com
out of my head. “Sure man, no
problem.” I walk outside. Too
dark in there anyway.
On the day the funeral scene
was shot, 400 motorcyclists
became made men. If they do
nothing else their entire lives,
the Original Four Hundred can die
complete. “I was there,” shuts
down the chitter-chatter. Problem
is, Stone was so real to so many
punks, every motorcyclist in
Australia was there. I watched
the movie six times. I’m a punk,
so now I’m an Original Four
Hundred, too.
The band is setting up. The
VVMC has laid on the food. I’m
drinking beer and attending a
methamphetamine manufacturing
seminar. The session lasts less
than a minute, the instructor
speaking so fast he sounds
like a zipper opening. Two more
seminars, one on shaking down
hamburger stands and the other
detailing witness-intimidation
procedures are running concur-
rently. (The preceding bit is a
joke; the last thing I need is a
bunch of trigger-happy VVMC hit
men after me.) In the field next to
the clubhouse, vendors in tents
are selling the same BikerDepot
black T-shirts and leatheranailia
found at motorcycle gatherings
worldwide.
I’ve rapt’ed to the holy trinity
of Easy Rider, Billie Jack and Van-
ishing Point. Stone is the better
social-outcast movie because the
Kawasakis sound like Kawasakis
and the Nortons sound like
Nortons. By this simple fact, I
condemn to B.S. many otherwise
fine movies. I’m cinematically
easy to please: Show me footage
of motorcycles riding down the
road and my hands start making
kitty biscuits on the armrests. I
was pulling the stuffing out of my
sofa by the end of Stone.
I think Sandy Harbutt is here.
If he’s not, he ought to be.
PHOTO: Joe Gresh
Harbutt wrote the screenplay,
directed, starred in and produced
Stone. And on the seventh day,
he rested. A hammered-looking
TV announcer is interviewing
an old guy who looks kinda like
Harbutt. The announcer is having
trouble focusing, but then so am
I. Harbutt does not appear to be
the man he was 40 years ago,
but then neither do I.
There is no posse around the
guy. Some nutcase could walk
right up and shoot him, stealing
his fame like whosit did to the
Beatle. I should talk to Harbutt,
interview him or something for
this article, but I can’t think of
an opening line. An hour later, I
come up with the opening: “Are
you Sandy Harbutt?” But by then
I can’t find him. This is a big
reason why I never succeed in
the trade.
For the kiddies there are naked
chicks and drug use in Stone, but
not enough of it to suit my refined
palate. The GraveDiggers smoke
pot and drink beer. They don’t
steal. They don’t kill anyone who
doesn’t need killing. The Grave-
Diggers are saints compared
to your 21st-century teenaged
American bum murderer. The end
of the movie is the most realistic
part. It shows exactly how old-
school bikers were.
The party at the Vietnam
Veteran’s madhouse is really
starting to roar now. The band is
shredding and everyone’s hands
are sticky. Amid the laugher and
drinking sits a little half-circle
memorial engraved with the
names of real dead soldiers. I’ve
never shot a living thing, much
less one that was shooting back.
The beer must be wearing off.
It sounds corny, but the VVMC
is sacred ground. I walk away
from the clubhouse and start the
Suzuki. I don’t belong here, man.
I belong in a movie theater with
the other actors. MC
www.fantamag.com
www.fantamag.com
www.fantamag.com
 DRAWING THE LINE
James Parker

THE PRINCE
AND THE PAUPER PHOTO: Tom Riles

pushrod design. Its power

peaks just 200 revs below the
Enfield’s at 5200 rpm.
Harley’s engineers have
refined the Twin Cam motor
with counterbalancers and fuel
injection; surely they can give
it more power per liter than
the Enfield? Maybe not. Let’s
look at their limitations: The
fact that these engines are
air-cooled is certainly a factor,
but there are air-cooled BMWs,
Buells and Ducatis that make
about 85 bhp per liter. The fact
that they use two valves per cyl-
inder also is a factor, but again,
look at the two-valve Buells and
Ducatis.
The biggest limiting factor
here is rpm. Neither the Enfield
nor the Harley wants to be
revved much past its 5000-plus-
rpm limit. Big singles without

I
f you take the horsepower of each of this month’s cover bikes and divide by their displace- counterbalancers, and big,
ment, you get around 101 bhp per liter for the Star V-Max and about 120 for the Suzuki B-King. narrow-angle V-twins (even with
Horsepower (and torque) per liter are useful measures when comparing disparate machines. I’ve balancers) are not rev-happy
recently had occasion to compare these figures on some of the most wildly dissimilar two-wheelers in machines. It’s easier with these
existence, and it’s been interesting. engines to use their torque at
low revs to make them user-
The “prince” in this story is the stand out in Yamaha’s devel- the top. Can they achieve power friendly. At 5000 rpm, pushrod
Yamaha YZR-M1 MotoGP bike. At opment. First, the valve train gains on the order of 10 to 12 valve trains are happy and two
the end of the 2008 race season, components were lightened by percent? I wouldn’t bet on it, but valves can handle the flow.
Masahiko Nakajima, Yamaha’s a dramatic 40 percent, which they’ll be trying. Would these engines make a
MotoGP group leader, offered both increased revs and lowered If the prince of this piece lot more power with overhead
an unusually candid technical frictional losses due to the makes an astonishing 300 bhp cams and four valves per
comparison of the ’07 and ’08 lessening of (pneumatic) valve per liter, the “pauper” churns out cylinder? The example of the
models. He didn’t reveal peak spring pressure. Another notable a mere 44. The current Royal Victory Kingpin tested alongside
horsepower, but it’s clear from top reduction in internal friction was Enfield 500 is an air-cooled, two- the Harley shows the Victory
speeds and other indications that made possible by a center-oiled valve, pushrod single that makes making 46 bhp per liter with its
these machines are making about crankshaft. Such a crank can 22 bhp at 5400 rpm. These more sophisticated valve gear
240 bhp. So a competitive 800cc exist on very low oil pressure bikes are almost unchanged from and intakes—only a 4 percent
MotoGP bike is making in the because the oil is flung outward, when they were first produced in benefit.
neighborhood of 300 bhp per liter. resulting in higher pressure at India in 1955, but their design The prince, with 300 bhp per
The most surprising disclosure the bearings than at the supply goes back further than that. They liter and the ’08 MotoGP world
was the extent of improvement end. Power saved pumping oil is are truly a piece of history—a championship under its belt,
from ’07 to ’08. Power was up by power added at the rear wheel. kind of sepia photograph of an is obviously a successful motor-
12 percent and fuel efficiency by In their development of the earlier time. cycle in terms of performance.
6 percent. To put that in perspec- ’08 M1, Yamaha engineers were But I got a bit of a shock when But don’t laugh at the pauper,
tive, a 12 percent gain each year goaded by the (relative) failure I found that the ’08 Harley- getting by on 44 bhp per liter.
would double the power in seven of the ’07 bike. Their work was Davidson Cross Bones Motorcy- Success can also be defined
years! It’s unlikely that such gains rewarded by Valentino Rossi win- clist recently tested also makes in terms of a long production
are possible every year, so the ning the ’08 world championship. 44 bhp per liter. Mirroring the history like the Enfield’s—or by
achievement is really impressive. For ’09, the competition is under Enfield, its 70-bhp, 1584cc V-twin an unrivalled sales history like
Two power-increasing changes pressure to bring their bikes to is also an air-cooled, two-valve, Harley-Davidson’s. MC

34 MOTORCYCLIST
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 Keith Code

PHOTO: Brian J. Nelson

from knowing they have it on tap.

When you see a guy in jeans
and a T-shirt in Beverly Hills, you
suspect he’s got some bucks.
Same with bikes: Riders tend to
understate rather than overstate
the extra squirt. Sure, you goose
it now and then to show that
smarmy Porsche driver you’ve got
smoke for him to eat. However,
statistically speaking, you don’t
die because of it. I think I could
make a legitimate case for the
safety factor of really fast bikes. In
fact, in a recent and very complete
study, it was shown that 600cc
bikes were involved in far more
major injury accidents than their
1000cc counterparts.
What statistics have also
shown all along is that rider
training works. Trained riders have
fewer accidents. As rider training
has become more available—and
even mandatory—it has positively
impacted statistics. Riders who
have raced or been trained by
professionals are even safer. No
data is yet available from track
day participants, but I’d be willing
to bet they will be underrepre-
sented in accident statistics. My
own experience over the years
orsepower has been an issue and in this month’s pages it rules, but I’m more interested in how is encapsulated in this often
it affects riders; in particular their safety. In many countries, France for example, motorcycles are repeated statement: “After riding
limited to 100 horsepower. Now the French government is proposing a 12 percent tax on bikes on the track, fast street riding just
over that limit. What is it, a safety issue or a revenue stream for the government? I say revenue stream feels wrong.”
because speed—the logical result from big-hp bikes—is not a major cause of accidents. In our own Training works. In the end,
landmark Hurt Report, the average speed of the 900 accidents studied was below 30 mph. tough coaching on the funda-
mental skills gives a rider real con-
From that 1981 study until if my 10 million miles of track “It shows responsibility,” was trol of his bike. And that breeds
now we still find that nearly half schools is worth anything. the reply I got. That was in the not a less responsible rider, but
of all motorcycle accidents are The first California race club early ’80s when a fast 1000 only one that knows his bike’s limits
caused by an automobile driver that imposed a 450cc limit on made about 100 bhp. and, most importantly, his own
violating the rider’s right of way, novice racers is an interesting The assumption that speed limits. Untrained riders wallow in
usually at an intersection. The example. I asked why the limit and horsepower kill is as false a sea of uncertainty about what
other major category of incidents and was told that the high- now as it was from its very they and their bike can do. Once
involves a single vehicle, with horsepower bikes had become beginning. Speed and horse- pushed to improve, they see weak-
“loss of control” in a curve given too fast. Once the club’s crash power do not kill or maim riders; nesses. They see that there is an
as the reason. The rider man- statistics for the previous two they only make bikes faster. My actual technology of riding. They
aged to bin it after some series years were reviewed, what size take on it is that the speed and see they must work hard for every
of errors on his part. That wasn’t bikes do you think had been power actually intimidate most technical skill they have. And they
then and isn’t now due to horse- involved in the worst accidents? riders into not using it, but that respect themselves and their
power. Indeed, riders most often Yes, it was bikes under 550cc. potential delivers an enormous bikes that much more because
“lose control” in slower turns So why impose the lower limit? surge of personal satisfaction of it. MC

36 MOTORCYCLIST
www.fantamag.com
www.fantamag.com
Motorcycles
since 1923
MCMail
STONED & BONED
I know some readers were happy about
the addition of Jack Lewis, and they are
STICKS & STONES MAY
BREAK MY BONES…
GOT A QUESTION OR COMMENT FOR THE MOTORCYCLIST STAFF? E-MAIL US AT MCMAIL@SORC.COM

I want you to know that I will cancel my

entitled to their opinions. I don’t mind you
giving the guy a column that can easily be
skipped by those of us who don’t care for
his literary style (or lack thereof). However,
please don’t let him write any more features
(“Stoned to the Bone,” January 2009).
Only he could turn a feature about BMW’s
F800GS into four pages about his bad back
and free gloves! I am much more interested
in reading about motorcycles than the rant-
ings of a world-class Scrabble champion on
crystal meth.
William Green
Richardson, TX
I just received my January issue, and as a
diehard ATGATT, XD-wearin’ ADV member,
I was immediately drawn to Jack Lewis’
F800GS article. As a subscriber to all mags
moto, and a twice over moto-freelancer, I had
already critically read Other People’s Mus-
ings from the press launch in Utah. Surely
you guys didn’t pay Jack enough for what he
has brought to your rag! Hopefully, the lovely
Liesl brought up the slack…
Dean Hight
Littleton, CO
Jack’s purple prose accumulates flotsam
and jetsam like the hem of a pubescent
prom queen’s dress picks up cigarette butts,
chewing gum and other unnamed dreck as
she stumbles across the puke-paved parking
lot of the school gym after the junior-senior
prom.
Patrick Coleman
Leeds, AL
subscription if you don’t immediately sign Mr.
Lewis to do a monthly feature!
Gerry Abraham
Vallejo, CA
As a rookie writer, I appreciate clever quips,
puns and metaphors, but this article was a
bit much! Was it an attempt to impress his
Monday-night Creative Writing 101 professor?
Ugo DeBiasi
Ladysmith, BC
Who is Jack Lewis? Was he trying to appeal
to adventure riders or his freshman-year
Advanced Writing professor?
Paul B. Zeman
Cumming, GA
“Behind Bars” is about the worst drivel
I’ve ever read. If I want to read Kerouac or
Faulkner, I will.
Steve Fowler
Reynoldsburg, OH
Jack, please, take a writing course. Hunter
S. Thompson would probably shoot himself
again if he read your article!
Mike Cylkowski
Tempe, AZ
If I wanted to read convoluted, meaningless
prose, I’d go get a sci-fi paperback.
Sam Eberhart
Via E-mail
I have read and re-read Jack Lewis’ “Dancing
With The Devil” for a week now and still
cannot believe what I read. What a master-
piece!
Kenneth Mouser
Shreveport, LA
You should immediately fire Jack Lewis. He
makes the rest of you look bad—sort of like
ovulating strippers with bad hangovers.
Gary W.
Via E-mail
What rat hole did you get Jack Lewis out of?
Raleigh M. Neville
Arlington, VA
It wasn’t a rat hole, it was a fox hole. Jack is
an Iraq War vet—Ed.
Jack, I appreciate what you did for our country
and I’m a big fan of vets, but writing isn’t your
strong point.
Philip Meeks
Rolla, MO
“Stoned to the Bone” had me roaring. How-
ever, several of my riding buddies and I were
horrified by the overhanging cliff comment.
I sincerely hope Jack was exercising his
considerable humor—although it was sort of
like a bad Orson Welles attempt.
Ken Thompson
Manhattan Beach, CA
If you look closely at the photo, Jack is among
those who allegedly perished. Dying would
have made it difficult to file his story.—Ed.
Mr. Lewis’ F800GS evaluation was a delight
to read. Good, solid information, written bril-
liantly with sharp wit and a light heart.
Steve Whittaker
Arkadelphia, AR
I was thrilled to get the January issue and
find there was a review of the new F800GS.
How disappointing: After two pages of drivel,
I had to stop reading. I hope someone will do
a serious article on the new Beemer.
Gary Campbell
Via E-mail
We published a First Ride on the F800GS in
our June 2008 issue, recently added one to
our long-term test fleet and will be including
one in an upcoming adventure-touring com-
parison, so there have been and will be plenty
of “serious” articles.—Ed.
GOOD STUFF!
What an incredible, insightful and thoroughly
entertaining issue January was. You all
deserve a hearty backslap for producing the
best issue of a domestic bike magazine I can
remember in quite some time!
Beginning with our verbose lunatic Jack
Lewis’ piece on Moab and the BMW F800GS,
continuing on with Mark Kariya’s excellent
story of Costa Rica moto-adventuring and
culminating with Rafael Tassitano’s terrific
breakdown of L.A.’s Vintage Scene, I can
honestly say “kudos” to a job well done.
Kristi Martel’s piece about the Pharoah’s
Cult Scooter Club was also a superb piece of
journalism. Almost makes me want to move
to California...
Kyle Saltzman
Enosburg Falls, VT
Usually, the North American bike magazines
have followed a predictable course, and I
have looked to the European view as my
main information sources. Suddenly, it would
seem, the great divide has been bridged.
Congratulations on a stellar edition. The
quality and varied information available made

38 MOTORCYCLIST
www.fantamag.com

me glad to be a Motorcyclist
Motorcyclist. Count me in as
a regular reader.
Brent Bourne
Victoria, BC
I’m a certifiable bike junkie and Motorcyclist
is not the only bike magazine I get in the
mail. It is, however, the one I’ve come to look
forward to the most. The January issue is
exactly why. Great writing—the best 100 or
so pages in my mailbox.
Brad Bangle
Friendswood, TX
As a daily rider of a sweet 1975 Honda 550
Four, I was thrilled to read a story on vintage
rice that was not degrading. I now consider
myself a Cretin.
Chuck Harbach
Miamisburg, OH
Best issue yet. Loved the features on the
Cretins, the bike shops, the builders and the
scooter ride with Ms. Martel. Exactly how tall
and blond is she?
Kim Crumb
Forestville, CA
Very tall and very blonde.—Ed.
GHOSTS
I just finished reading Robert Pandya’s article
on “Ghosts.” Wow, does it bring back some
memories! Amy Grisham was much like
Heather Howard: a beautiful woman inside
and out who could ride like the wind. I miss
her terribly and can’t wait to see her again.
Officer David Aldridge
Via E-mail
Robert Pandya’s column hit home. There have
been losses in my circle as well, yet I still ride
and race. In a small way I am honored to still
have the sticker memorializing Heather on my
toolbox.
Paul Jensen
Alden, MN
Robert, thanks for mentioning Jack Ward.
I was there when you photographed our
Broward British Bikers Group. Jack and I
were best friends. He died right in front of
me and there wasn’t anything I could do
to help him. I had the sad job of doing the
eulogy at his funeral. I know he is smiling
down on us.
Marshall Paisner
Plantation, FL
I don’t know what to say ... A good friend,
Daniel Rouzier, just passed from cancer
and your article hit the mark. It brought
tears not of sorrow but of joy. May his ghost
always reside in my helmet...
Bill Rallis
Via E-mail
SCRAMBLED SCRAMBLER
As a satisfied Thruxton owner, I’m always
happy to see positive press on these won-
derful new Triumph Bonneville models, plus
I’ve always wondered if the new Scrambler
could be made into a real scrambler. So I’ll
take the bait: You took an $8500 motor-
cycle, added approximately $8788 worth of
aftermarket upgrades and ended up with a
$17,288 motorcycle. Hmmm, let me think
… if I had 17 grand, would I come home
with a Scrambler or something with an
Italian accent?
Chuck West
Santa Fe, NM
KEEP THE DAY JOB
Ha! I found a typo on page 58 of your
January 2009 issue. Jack Lewis was talking
about snarling out past a paradeground
review of Aston Martins and “Fort” GT
Coupes. I would like my prize of one new
yellow BMW F800GS delivered to Colorado
by the lovely Liesl.
Dodd Jacobsen
Fraser, CO
True, except it was page 52. See how easy it
is to make a typo?—Ed. MC
www.fantamag.com
 ’ve been riding motorc
12. My fi rst
ycles since I
was a little “The quick reaction
skills I learned
was 11 or
min i-bi ke that was built
5-horsepower
in the ’60s. It was really
better at riding. The qui
finicky, but got me
ck reaction skills I became more and
learned on tha t fi rst min i-bi ke became more
to larger bikes
more useful as I
moved to larger
ved
and more useful as I mo
tely into pro fes sio nal auto racing.
and ultima
“This is my 2007 Hon
thin
da
gs I
CBR
trea
100 0RR. It
ted myself bikes and ultimately
into professional
was one of the first
the Indycar series.
to after doing so well in
a sportbike. I didn’t
Until this one , I nev
even know if I would like
er had
ridi ng it, but I ended auto racing.”
oyi ng it. Thi s bik e is about pure
up really enj
cor ner s tight, stops bil 1 Dodge. Even
speed. It fires right up, Penske Racing #77 Mo
NAME: Sam Hornish Jr. and acc ele rate s like a jet. At 80 ride is relaxing because
on a dime with the speed, the
AGE: 29 goi ng hal f that speed. ed and you know you
mph, it feels like you’re everything is so balanc
HOME: Defiance, OH s, it rem ind s me of driving the
OCCUPATION: NASCAR driv
er In many way can brake so well.
and long rides.
Kyl e Bau gh “I take it for both short
PHO TO:
p on a bac kpack and ride to
Sometimes I’ll sla
quick errand. For longer
the supermarket for a
Cup Series off-season, I
rides in the Sprint
nic roads between
like taking it on the sce
Defi anc e and Toledo. Many
my hometown of
ay 24 and ride along
times, I hit State Highw
to Tol edo, grab some lunch
the Maumee River
satile, comfor table
and ride back. It’s a ver
bike that way.” M C

40 MOTORCYCLIST
www.fantamag.com
www.fantamag.com
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www.fantamag.com
www.fantamag.com
www.fantamag.com
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www.fantamag.com
www.fantamag.com

riumph hit a home run with the 2006
Daytona 675, creating a machine that
has remained afloat amidst a rising
tide of high-performance Japanese middle-
weights. Obliterating the 600cc competition,
the British firm’s lean triple won Motorcyclist’s
Motorcycle of the Year award in its debut
season, upsetting the four-cylinder status
quo. Yet just five months after the
Daytona’s initial release, the Triumph team
set to work on the ’09 model. After smol-
dering (no pun intended) in the Hinckley
workshop for three years, how would the
revised Daytona emerge?
Now that we’ve met the new bike at its
press intro on the outskirts of Murcia on
Spain’s southern coast, we’re pleased to say
that the in-house designers haven’t muddled
with the Daytona’s sleek lines. Like Monica
WORDS: Ari Henning PHOTOS: Paul Barshon & Jason Critchell
They say: “The
best middleweight
sports motorcycle
in production.”
We say: “They
might be right.”
unnecessary changes, so we decided only
to refine it,” remarked Simon Warburton,
Bellucci, the 675 has aged well and looks Triumph’s Product Manager. To that end, they
damn good the way it is. Aesthetic changes made minor improvements to every aspect
are subtle and limited. Narrower headlight of the machine’s performance, from reducing
openings, stylized projector-beam shrouds weight to raising the redline.
and a bridged air intake add a tad more Attention paid to the exhaust side of things
“Like Monica Bellucci, the Daytona 675 has aged
well and looks damn good the way it is. Aesthetic
changes are subtle and limited.”
aggression to its face. Thin arrowhead turn- has added a claimed 3 horsepower and 1
signals, new fairing graphics and some black lb.-ft. of torque while elevating redline by 400
powdercoating on the engine cases round out rpm. New cam profiles, lighter valve buckets
the cosmetic updates. and massaged ports allow the mill to breath
The engineers were similarly sure of their easier and spin faster. Thinner tubing on
engine and chassis designs. “We were very the headers and silencer in conjunction with
happy with the bike and didn’t want to make other lightened components helped shave
www.motorcyclistonline.com 49
www.fantamag.com
The lightest swingarm in the industry now holds a
rear wheel that’s been pared down by 2 pounds, aid-
ing acceleration, braking and directional changes.
6.5 pounds. New Nissin monoblock calipers
and redesigned rotors are said to increase
braking power by 15 percent, and both front
and rear Kayaba suspension units are now
adjustable for both high- and low-speed
compression damping.
To get a feel for the mechanical upgrades,
we spent a day at Cartegena Raceway, a
tight, 2-mile circuit frequented by European
race teams looking to escape the winter
cold. Thumb the Daytona’s starter button and
the inline-triple jumps to life, whirring with
an electric urgency that exits the under-tail
exhaust in an enthralling note. Point the
bike down track, and the engine impresses
with potent, linear thrust from idle to its
13,900-rpm redline. Three cylinders make
for the perfect hybrid, marrying the low-end
pull of a 650cc twin to the propensity for revs
and top-end power of a 600cc four. Carte-
gena’s condensed layout, with a half-dozen
short straights interrupted by sharp, 90- and
We think the Daytona looks great just the way it is.
Owners desiring a personalized look can consult
Triumph’s comprehensive accessory catalog
50 MOTORCYCLIST
New Nissin pinchers add more power to an already
phenomenal package. High-and low-speed compres-
sion-damping adjustments allow greater fine tuning.
180-degree turns, was a great place to dem-
onstrate the triple’s broad spread of power
and light handling.
The 675’s abundant torque, largely avail-
able at just 4000 rpm, catapults you off
the apex, with a potent top-end rush above
“Three cylinders make for the perfect hybrid,
marrying the low-end pull of a 650cc twin to the
top-end power of a 600cc four.”
10,000. Shifting is precise and Swiss-watch
smooth, shifter forks benefitting from a new
super-hard molybdenum coating. Suspension
setup was spot-on for the track, with firm set-
tings that helped the bike initiate and finish
turns cleanly. The rear wheel and sprocket
carrier have been pared down by 2 pounds,
and both wheels are now equipped with
race-spec Pirelli Diablo Supercorsa radials
with a tall, round profile that aids turn-in and
full-lean stability.
www.fantamag.com
A more sophisticated ECU operates 15 percent faster
than the unit it replaces and comes ready to accept
Triumph’s accessory quick-shifter.
As the day progressed and speeds
increased, the 675 never lost its composure.
Like a Labrador retriever, it remained compla-
cent regardless of provocation. Despite heavy
throttle at corner exits, there wasn’t more
than a hint of wheelspin. And though the
front end got light on occasion, the steering
damper subdued all headshake.
Trail-braking didn’t interfere with tipping
the bike in, and even without a slipper clutch,
over-exuberant downshifts never resulted in
more than a little back-end squirm.
The next day we were treated to a 100-mile
foray through the towns and rolling hills of the
 tech
SPEC
EVOLUTION
Triumph’s groundbreaking triple gets more power, more revs,
less weight, better suspension and top-notch tires.
RIVALS
All four of the dominant Japanese fours: Honda CBR600RR,
Kawasaki ZX-6R, Suzuki GSX-R600 and Yamaha YZF-R6.
TECH
Price $9799
Engine type l-c inline-triple
Valve train DOHC, 12v
Displacement 675cc
Bore x stroke 74.0 x 52.3mm
Compression 12.65:1
The Triumph triple is powerful yet relaxed, Fuel system EFI
without the frenzied rush of a 600cc four, making Clutch Wet, multi-plate
it perfect for street and track, for novices as well
as experts. Transmission 6-speed
Claimed 126 bhp @ 12,600 rpm
horsepower
Mediterranean coast to get a feel for the Tri- will pull from just about anywhere, even when
Claimed torque 54 lb.-ft. @ 11,750 rpm
umph’s street manners. The addition of high- the tach needle has fallen into the basement
speed compression circuitry is a blessing on after a botched corner entry, making it a Frame Aluminum twin-spar
the street, effectively eliminating the cracks, very forgiving and accommodating machine. Front 41mm Kayaba inverted fork with ad-
seams and hardened concrete globules Although damping had been dialed back for suspension justable spring preload, high/low-speed
so prevalent on urban roadways. A 15-mile the street, our spirited pace did nothing to compression and rebound damping
stretch of autopista revealed how deceptively disturb the chassis’s stability and line-holding
Rear suspension Single Kayaba shock with adjustable
smooth the triple is, with five-digit revs and abilities. Despite the crisp afternoon air, the
spring preload, high/low-speed
triple-digit speeds Pirellis warmed up
compression and rebound damping
occurring regularly. quickly and displayed
While Cartegena’s commendable straight- Front brake Dual Nissin radial four-piston calipers,
short straights limited line stability for such a 308mm discs
the Daytona to fourth track-oriented tire. Rear brake Nissin single-piston caliper,
gear, the empty After a lengthy sea- 220mm disc
freeway provided the food tapas lunch, no
Front tire 120/70ZR-17 Pirelli Diablo
opportunity to roll the number of café solos
Supercorsa SP
throttle to the stop could lift us from our
and venture into the post-meal stupor. Back Rear tire 180/55ZR-17 Pirelli Diablo
upper ratios. Given astride the bikes, we Supercorsa SP
enough space, it would appreciated the Day- Rake/trail 23.9°/3.4 in.
likely hit 155 mph. New heat shielding protects riders’ rumps from tona’s relaxed capabili-
Seat height 32.5 in.
The seat may be radiated heat. Piped through the optional Arrow ties. Its comfortable
hard, but it’s well- exhaust, the triple’s song is intoxicating. ergonomics and Wheelbase 54.9 in.
shaped and proved to powerful engine mean Fuel capacity 4.6 gal.
be plenty comfortable. it doesn’t need to be
The only hindrance to complete street-riding caned to be ridden. It’s a capable cruiser, Claimed dry 357 lbs.
bliss is the downward angle of the clip-ons, happy to hum around town in the lower gears, weight
which focus pressure on the inside of the with no lag between throttle movement and Colors Tornado Red, Jet Black
wrists. Ergonomically, the Daytona is the acceleration. Even though the ’09 model is Available Now
ideal compromise, offering a functional and equipped with a taller first gear, there’s little
comfortable riding position for both street need for it unless you feel the urge to air out Warranty 24 mo./unlimited mi.
and track. the front wheel—and that can be accom- Contact
Once we peeled off the highway and plished in second or even third, given a slight Triumph Motorcycles of America, Ltd
headed into the flowing curves of the Spanish rise in the road. 385 Walt Sanders Memorial Dr. #100
countryside, all concerns about comfort With a claimed 126 bhp, a wet weight of Newnan, GA 30265
faded. The 675 may be the easiest sportbike 410 lbs., a $9799 price tag and the versa- www.triumphmotorcycles.com
to ride ever, thanks in no small part to a tility to suit your mood, the Daytona offers a
VERDICT
torque curve that resembles a side elevation package to rival any middleweight sportbike.
of the East Durham Plateau. The Daytona Status quo be damned. A unique and user-friendly middleweight sportbike with
performance to match the best of them.
www.motorcyclistonline.com 51
www.fantamag.com
www.fantamag.com
FIRST RIDE WORDS: Jamie Elvidge PHOTOS: Jonath
Jonathan
han Beck

2009 BMW G650GS

They say: “Forget the

road less traveled.
Make your own road.”
We say: “Figuratively
speaking. You’ll want

VALUE ADDED
to stick to paved
roads.”

These days we can all appreciate getting
a little something extra for our money, and
BMW is playing that timely card with the intro-
duction of a new entry-level dual-sport model.
Fundamentally, the G650GS is a revalued
replacement for the popular F650GS single,
as well as its taller, sportier Dakar variant.
True, there is also a new F650GS, which
we were originally told would be the replace-
ment for the entry-level GS, but this is not
the case. That bike, with its detuned, 798cc
parallel-twin engine, will be grouped with
the other offerings in the F800 stable: the
adventure-touring GS, sporty S and sport-
touring ST.
Easier to digest was the value-added angle
BMW pitched to us at the G650GS’s press
introduction in San Diego, California, last
December. At $7670 it’s not a cheap entry-
level motorcycle by anyone’s standards, but
for buyers sniffing around the German engi-
neering tree, it’s a bargain. Especially when
you learn the ’09 GS comes equipped with
BMW’s new-generation Partial Integral ABS,
heated handgrips and all the convenience
amenities (clock, digital readouts) you won’t
find on a bare-bones 650cc dual-sport. And
more so when you consider the old F650GS
sold for $7525 with none of that.
Seeing how the G650GS is certain to
attract smaller beginning and returning riders,
“The G650GS is a revalued replacement for
the popular F650GS single, as well as its taller,
sportier Dakar variant.
it’s a good thing the bike works so well and
is so easy to ride. We departed the city
on a day-long street ride that put the bike
through all its conceivable paces: stoplight-to-
stoplight commuting, highway trolling, poorly
maintained single-lane roads, fast mountain
twisties and a long, fast-paced freeway grind.
We didn’t do any off-roading, as BMW is
clear this isn’t the GS’s primary intention.
Like its F predecessor, the G is up for a little
soft-core exploring—especially with the right
tires. But there will not be a price-inflating
Dakar version, so if you want a middleweight
adventure-tourer that’s got the dirt thing down
pat, it’s the F800GS you’re looking for.
Our G650GS testbike was set up “stan-
dard,” with regular-height suspension and the
lower of the two optional seats. So equipped,
it’s the only adventure-minded motorcycle
with a seat height of just 30.7 inches. If
that’s not low enough, order one with the
factory-installed low suspension ($175) and
you can get the seat down to 29.5 inches.

www.motorcyclistonline.com 53
www.fantamag.com
 tech
SPEC
EVOLUTION
Value-added, reassigned version of the popular, entry-level
F650GS single.
RIVALS
Aprilia RXV 5.5, Honda XR650L, Husqvarna TE610, Kawasaki
KLR650, KTM 690 Enduro, Suzuki DR650SE.
TECH
Price $7670
Engine type l-c single
Valve train DOHC, 4v
Displacement 652cc
Bore x stroke 100.0 x 83.0mm

“Shorter riders were very comfortable on the bike. Compression 11.5:1

Fuel system BMS-C II EFI
Its claimed dry weight of just 387 pounds will Clutch Wet, multi-plate
further encourage riders slight in stature.” Transmission 5-speed
Claimed 53 bhp @ 7000 rpm
At 5-foot-10, I’m average height (for a the mirrors at highway speeds. This latest horsepower
man, if not a woman), so the G650GS was single feels exactly like the Rotax version that
comfortable and was manufactured in Claimed torque 44 lb.-ft. @ 5250 rpm
easy to manage. Austria for many years, Frame Steel twin-spar
But I was notably but it’s now being Front 41mm fork with ABS
cramped by the end produced in China by suspension
of the day, partly due an independent con-
to the forward-canted tractor (not in Taiwan Rear suspension Single shock with ABS, adjustable for
saddle and swept-back by Kymco, as rumored) spring preload and rebound damping
handlebar. Of course, to shave some Front brake Two-piston Brembo caliper,
this is exactly what expense. It’s built to 300mm disc
BMW intended: a rider the exact same specs
Rear brake Single-piston Brembo caliper,
setup to make the as the Rotax, though,
240mm disc
bike viable for enthusi- Instrumentation is complete, if somewhat automo- so it should prove just
asts who usually have tive-looking. Max thrust lives between 5000 rpm and as reliable. Front tire 100/90H-19 Michelin Anakee
a difficult time with the redline at 7500. The standard ABS Rear tire 130/80R-17 Michelin Anakee
roomier enduro-style (usually a $900
Rake/trail 29.5°./4.5 in.
ergos. And sure enough, shorter riders were option) works brilliantly, and can be easily
very comfortable on the bike. Its claimed disengaged for off-road use. Braking power Seat height 29.5/30.7/32.2 in.
dry weight of just 387 pounds will further from the single front and rear discs is not Wheelbase 58.2 in.
encourage riders slight in stature and/or impressive, but gets the job done. Suspen-
Fuel capacity 4.0 gal.
confidence. sion also proved more
There are no than adequate. Claimed dry 387 lbs.
surprises to contend As a traveler, the weight
with. The engine is a G650GS will make a Colors Black, red
big-bore thumper, so great mount for small-
Available Now
it feels and acts like to medium-sized
one. It’s got enough riders. It has nice Warranty 3 years, unlimited mi.
power to hurry you standard amenities, Contact
through the five gears, and was designed to BMW Motorrad USA
but not enough to get accept all the neat P.O. Box 1227
a new rider in over his accessories avail- 300 Chestnut Ridge Rd.
or her head or over- Fuel lives under the seat to keep the center of mass able for the previous Westwood, NJ 07675
work the bike’s capa- low. The sidestand makes topping off the 4-gallon F650GS, including 201.307.4000
bilities. As expected, gas tank easier. the centerstand and www.bmwmotorcycles.com
there is some engine- expandable saddle-
induced vibration, most noticeable through bags. Those looking for a well-equipped dual- VERDICT
the seat when you’re riding toward the top sport or a low-buck adventure bike would do An affordable, well-equipped and worthy successor to the
end of the powerband. The vibes also distort well to consider it. popular F650GS.
54 MOTORCYCLIST
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www.fantamag.com
FIRST RIDE WORDS: Ari Henning PHOTOS: Davio Curo

2009 KAWASAKI KLX250SF

ly
They say: “Specifical
tuned to del ive r maxi-
mum on-road fun.”
We say: “Sure it is,
as long as it doesn’t
involve freeways and
state lines.”

tech
SPEC
Price $5299
Engine type l-c single
Valve train DOHC, 4v
Displacement 249cc
Transmission 6-speed
Claimed na
horsepower
Claimed na
torque
Frame Steel semi-double-cradle
Front 43mm Kayaba inverted fork with adjust-
suspension able compression and rebound damping
Rear Single Kayaba shock with adjustable
suspension spring preload, compression and

SMALL BIKE, Front brake

rebound damping
Nissin two-piston caliper, 300mm disc

BIG FUN Rear brake

Front tire
Rear tire
Nissin single-piston caliper, 240mm disc
110/70-17 IRC Road Winner RX-01
130/70-17 IRC Road Winner RX-01

A
s the low man on the totem pole,
I’m often given the ponies in the
Motorcyclist stable to trot around on:
Suzuki DR-Z400SM, Kawasaki Ninja 250R
and now the KLX250SF. What the higher-ups
don’t understand is I love these little thrash-
monsters. They’re light, agile and endlessly
amusing to flog. Sure, I enjoy wheel-lofting
horsepower and race-winning performance
on the track, but on the street it’s far more
entertaining to wail on an underpowered bike
than it is to restrain a powerful one.
The KLX250SF is a supermoto version of
the company’s recently updated KLX250S
dual-sport. Radial 17-inch street tires, a
bigger front brake and a lowered stance ready
the SF for backroad fun, but with 9 inches of
travel front and 8 inches rear, it’s not limited
to smooth terrain. Bring on the curbs, scabby
pavement and fireroads!
Both the inverted 43mm fork and shock
are 16-way adjustable for compression and
rebound damping, with a collar on the shock
for setting preload. With stiffer springs and
street damping, the SF’s suspension yields
a surefooted ride that keeps the chassis
level when you pull on the front brake and
lets you corner like a slot car. At 300mm the
supermoto’s front petal rotor is 50mm larger
than the dual-sport’s, and offers ample power
to slow the 302-pound machine.
The long, flat seat is easy to move around
on and contributes to a relaxed, upright riding
position that’s great for taking on traffic.
An electric starter, ignition switch-operated
steering lock and a claimed 70 mpg make it
a smart choice for commuters looking to liven
up their ride to work.
At the heart of the KLX is a 249cc four-
valve single that produces enough pep to
dispatch the herd at stoplights and squirt
through city traffic. Shifting is a bit stiff
between first and second gear, and neutral
can be deceptive when rolling to a stop, but
the ratios are well-spaced, with a low enough
first to pop wheelies and a tall enough sixth
to cruise a mile a minute.
The SF’s modest displacement doesn’t
relegate it to the slow lane on the freeway.
It’s perfectly happy to move along at 70 mph,
and the gear-driven counterbalancer does a
commendable job of stifling vibrations. With
10,500 revs available on the cool, blue-
backlit, bar-graph tach, the little 250 can
Seat height 33.9 in.
Wheelbase 55.9 in.
Fuel capacity 2.0 gal.
Claimed curb 302 lbs
weight
Contact
www.kawasaki.com
VERDICT
An eager partner for any adventure you can think up.
sprint up to 90 mph, but high-speed travel is
not its forte. While good for executing U-turns
and blasting tight corners, the KLX’s short
wheelbase and bicycle-like 2.9 inches of
trail cause frightening instability at anything
above 80 mph, and the narrow width of the
front tire makes it susceptible to catching in
rain grooves, causing the front end to wander
like a divining stick. Better to take surface
streets.
At $5299 the KLX250SF isn’t cheap, but
that’s not a bad price for a bike that’s more
fun that a ZX-10R—on the street anyway.

56 MOTORCYCLIST
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FIRST RIDE WORDS: Jesse Ziegler/Dirt Riderr PHOTOS: Mark Kariya

2009 HUSABERG FE450

They say: “Com-

pletely different.”
We say: “Where’s
the closest Husa-
berg dealer?”

tech
SPEC
Price $9498
Engine type l-c single
Valve train SOHC, 4v
Displacemen 449cc
Transmission 6-speed
Claimed na
horsepower
Claimed na
torque
Frame Steel double-cradle perimeter
Front 48mm WP inverted fork with adjustable

MASS TRANSIT
suspension
suspens compression and rebound damping
Rear Single WP shock with adjustable spring
suspension
suspens preload, high/low-speed compression
and rebound damping

I
t’s an odd angle, designing an engine
based on its effect on handling
rather than just power production.
That’s the direction the Swedish engineers at
Husaberg went when they aimed to give their
open-class four-stroke the light handling of a
two-stroke.
Admittedly, the Husaberg team admires the
way two-stroke’s handle. They wanted their
bikes to have some of that flickable preci-
sion with their tractable four-stroke power. A
four-stroke’s comparatively sluggish handling
stems from the extra weight of its more
complex construction, as well as the powerful
gyroscopic effect of its many rotating and
reciprocating parts.
Husaberg’s approach to remedying this
problem involved a total engine redesign,
rearranging the components to centralize
mass and reduce inertial influence. The
final result is a flip-flopped engine, with its
cylinder laid down at a 70-degree angle atop
the transmission. The engineers claim this
layout optimizes handling by condensing the
gyroscopic forces and positioning them closer
to the bike’s center of gravity.
That groundbreaking design is a hit, as
we found out after riding the 2009 FE450 in
Greece just before the International Six Days
Enduro. The FE might be the easiest 450
to ride, ever. It feels more like an insanely
torquey and overly fast 250 than a big,
chug-happy 450. It isn’t as light and flickable brake
Front br Brembo two-piston caliper, 260mm disc
as a two-stroke, but it comes closer than brake
Rear bra Bembo single-piston caliper, 220mm disc
any open-class four-stroke has a right to. It
instinctively corners and can switch lines in tire
Front tir 90/90-21
the blink of an eye. Rear tire 140/80-18
The FE’s quick handling is enhanced by
Seat height 38.8 in.
a smooth-yet-thumpy power delivery. The
old Husaberg engine feel with its deliberate Wheelbase 58.1 in.
stroke is still there, but it’s got smoother Fuel capacity 2.2 gal.
fueling and a more stable chassis. There’s
Claimed dry 251 lbs.
linear delivery, plenty of traction and virtu-
weight
ally none of the vibration these bikes have
become known for. Contact
Strangely, EFI was an afterthought— www.husaberg.com
prompted by the ideal positioning of the VERDICT
airbox directly above the new cylinder’s intake
Two-stroke agility with four-stroke tractability.
port. Once committed, Husaberg went all-in
with the electronics, with data acquisition
to record throttle position, acceleration and road bottoming resistance was the norm.
other fuel circuit parameters, as well as three I jumped on the $500 more expensive
built-in ignition maps. I was happiest with the 570cc version for the last hour of the day and
most aggressive map, which allowed the bike it felt just like the 450, only with scare-your-
to stay lower in the rpm range, where it loves pants-off power. If you want a dirtbike that
to run. will easily pull your boat to the lake, I suggest
The WP fork is plush, sucking up every ordering a 570.
rock and root on the trail. For race-pace In a period when dirtbike technology has
riding, it will likely require more compression been ramping up, Husaberg has pulled off a
damping and stiffer springs. The linkless major technological and engineering coup.
WP shock is impressive, providing a full 13 The FE450 is not only different, it works.
inches of travel thanks to a new mount on Want one? Don’t wait too long: Husaberg is
the aluminum swingarm. Great traction, good only bringing 500 examples into the U.S.
chatter absorption and more than ample off- this year. MC

58 MOTORCYCLIST
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www.fantamag.com
FIRST RIDE WORDS: Jack Lewis PHOTOS: Shasta Wilson

2MOTO ROGUE & RADIX

tech
SPEC
They say: “The Price $12,950 ($4249 kit only)
ultimate power Engine type Four-stroke single
sport!”
Valve train SOHC, 4v
We say: “If your
idea of fun is Displacement 628cc
freezing your Transmission 6-speed
ass off.”
Claimed horse- 61 bhp
power
Frame Steel semi-double cradle with
aluminum swingarm
Front WP inverted fork
suspension
Rear Twin Öhlins and 2Moto shocks
suspension
Front brake na
Rear brake Single 8-in. disc
Front ski Simmons Flexi-Ski
Rear track Camoplast 93 x 11 x 2 in.
Seat height 36.6 in.
Wheelbase na

LET IT SNOW! Fuel capacity

Claimed dry
weight
2.0 gal.
295 lbs.

Contact

W
ith the track clawing uphill until it
ran out of solid snow and achieved
a great white lift-off, I backed off the
gas while my mind fixated on an image of
Wile E. Coyote holding up the sign of a bad
day: “Uh-Oh!”
The kitted dirtbike and I dropped into
blizzard spoor like a 500-pound stone and
hared off across the snow, churning up
rooster tails. Turning to grin at the camera,
I flopped the beast off the side of a snow
berm and bounced up looking like a
powdered doughnut.
Out of the heartwoods of Idaho, 2Moto
delivers the answer to a question asked only
by the few, the proud and the aggressively
weird. The company’s RadiX kit ($4249)
adapts virtually any 250 or 450cc four-stroke
motocross or off-road bike into a James Bond-
style snow dancer. With about two hours’
work, a ski bolts to the bike’s fork and a pat-
ented rear track assembly replaces the rear
suspension, sprocket and wheel. Thanks to a
two-part rocker linkage and twin, fully adjust-
able shocks, the track offers 10.5 inches of
nose travel and 16 inches at the rear.
More than a few dollars more buys the
full-zoot Rogue ($12,950), including electric
start—and a Husaberg FE650e.
I sampled 2Moto’s wares during its
annual demo day at Stampede Pass in the
Cascade Mountains. For motorcyclists or
snowmobilers, the 2Moto approach is a www.2moto.com
whole different trip. 2Moto’s machines are
to snowmobiling as windsurfing is to bass VERDICT
fishing. Like motocross, this is no sport for Best way yet to extend the riding season.
old fat guys. Regardless, I had a blast.
The carbon-edged ski tracked like a grey-
hound on the rail, allowing our guides to drag
handlebars and the track dug hard through
turns. Open-class power allowed floating the
front or setting the ski at will. It felt wrong to
lean over and nose into turns, but it worked
fine once I stifled my countersteering reflex.
Snowmobilers gave us a lot of funny looks,
but riders munching 2Moto’s barbeque were
mostly grinning too much to notice.
“I wasn’t expecting anything this cool,”
said Monroe, Washington, motocrosser Dave
Wite. “You get up on the pegs and it’s just
like riding in sand with a paddle tire.”
Well, sort of. Grabbing at the phantom
front brake won’t even buy you a quality
hallucination of stopping, and the 8-inch rear
wave rotor is mostly used for crunching up
snow ahead of the track so you can style to
a feet-up stop. It’s the 2Moto version of a Single-track snowmobile? Pretty much. 2Moto’s kits
hockey stop. are easier to install than you would imagine.
Annell Allen, messianic marketing director,
ISDE rider and all-around hot babe, said cool? Could be. Just in case it isn’t, the
2Moto sold 600 of the 700 units produced Rogue also ships with the stock Husaberg
in 2007 and anticipates delivering 3000 per wheels and knobbies. Adding a pair of
year by ’09. supermoto rims would give you a true Swiss
Is snow-biking the Second Coming of frosty Army bike. MC

60 MOTORCYCLIST
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www.fantamag.com
 K ing
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64 MOTORCYCLIST
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 e r and a la.”
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WORDS

www.motorcyclistonline.com 65
www.fantamag.com
 VS.

On the surface, they’re the same fighter.

Both heavyweights. Both big punchers. Naked
aggressors built to inhale a quarter-mile or
a block of city blacktop quicker than you can
read this sentence. Neither has a sensitive
side, nor any reason to be here beyond get-
ting from this light to the next one ahead of
everybody else. If looks could kill, someone
would be notifying your next of kin right now.
Mess with either one at your peril. They
knock fools out, or worse. Taking both out on
the street together attracts a lot of attention The 1679cc heart of the matter comes with a Remote adjusters let you dial spring preload,
and can put the serious hurt on your driver’s 137-mph speed limit in its ECU, but the electronics compression and rebound damping into the piggy-
license and the family Chevron card. But will allow a full-throttle quarter-mile run. back Soqi rear shock—it’s in there somewhere.
which one really gets it done out there? You
just might be surprised. We were.
Like everybody else, we were surprised to
see the B-King go from the 2001 Tokyo Show
“On the surface, they’re the same. Naked
to 2008 Suzuki showrooms. The naked Haya- aggressors built to inhale a block of city blacktop
busa shtick is a natural, but that Optimus
Prime profile takes some getting used to.
quicker than you can read this sentence.”
Meanwhile, Return of Son of V-Max opens
to the applause of fans that showed up for lbs. heavier. Carrying its fuel under the seat V-4 can do and you’re not going to care.
the first one 25 years ago and never left. rather than between your knees helps mask Railroad engineers, steamship captains
That was a hard act to follow, but it’s harder some of that mass, but factor in lazy steering and space shuttle pilots are used to this sort
to imagine disciples of the ’85 V-Max being geometry ahead of a 67-inch wheelbase and of push right off the bottom, but the V-Max
anything but gobsmacked by the ’09 edition. the big boy won’t win any parking lot agility is a revelation for the rest of us. Useable
Approaching carefully and downwind, you drills. Slow-speed maneuvering takes more thrust comes on-line at 1500 rpm, building
discover the V-Max sits lower and wider muscle and practice than on the shorter, with a progressively irresistible force as
than the B-King, but there’s still enough lighter Suzuki. A lighter-shifting gearbox and the tach needle heads toward the red. You
girth to make it tough for a short inseam no discernable driveline slack let the ’King could lope around town for days without
to get flat-footed. Weight is the next thing. flow through traffic more smoothly with less ever cracking 5000 rpm, but that would take
The ’King is heavy, but Mr. Max is a full 122 steering effort, but one taste of what the big more self-restraint than anyone we know. The

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 VS.

Details befit a motorcycle that blows a $17,990 hole

in your checking account. An actual human spent 40
minutes polishing those massive aluminum scoops.

Suzuki’s inline-four builds revs more quickly the road put up to 175 miles between fuel
than the Star’s V-4. That’s a good thing, since stops on the ’King, though we tired of fighting
you need more rpm to simulate carrier-deck the wind before that.
takeoffs on the ’King. Both are relatively blunt instruments,
Aiming our heavyweights at the nearest better at applying brute force to unsuspecting
freeway on-ramp reveals more of the same. pavement than displays of twisty-road gym-
The ’King’s counterbalanced four is notice- nastics. Relatively compact chassis dimen-
ably smoother, but the V-4 rumble you sions make the Suzuki more at home on
feel between idle and redline on Mr. Max Racer Road. But like jogging a 2000-lb. rodeo
transmits more character than annoyance. bull through Tiffany & Co. without breaking
Neither bike harbors any delusions of touring, anything, there’s an inverse ratio between
but both are comfortable enough for a day speed and enjoyment. The V-Max is even less The top fuel-sized tachometer carries a soft,
on the road. A broad, flat seat and conven- enthusiastic about being rushed, but despite 9000-rpm rev ceiling. World’s largest shift-light lets
tional naked-bike ergos make the Suzuki a bit running a consistent six to eight corners you program separate shift points for all five gears.
easer to take than the Star’s ersatz dragster behind, leaving lurid black stripes on the
crouch, but smallish fuel tanks and a vora- straight bits and granulated footpegs in every for those who like to stay upright on the
cious appetite for super-unleaded provide corner is more fun that we expected. pavement—and everything it does afterward
regular chances to stretch whether you want There’s enough Hayabusa DNA to lure you is gravy. It takes some strategically applied
to or not. The V-Max is capable of emptying into thinking the B-King is something besides muscle to change direction in anything resem-
its 4-gallon tankful of super unleaded in 100 portable rocket sled, and nobody expects the bling a hurry. Flick-and-move is not an option,
miles; it’ll go 135 miles between fill-ups at 70 V-Max to be anything else. Stop to consider and shifting short of 6000 rpm lets the rear
mph in top cog. A larger, 4.4-gallon fuel tank, that there are narrow-gauge locomotives Bridgestone generate more forward motion
smaller engine and less mass to push down smaller than this—a good place to start than smoke. Brakes perform admirably under
reasonably humane treatment, but lose their
Ari Henning Associate Editor edge under the heat of slowing the 700-lb.
These Goliaths have been at Motorcyclist for a month now, but I’ve intentionally avoided projectile from speed a few dozen times. The
landing on one during our daily round of musical chairs. They’re big and mean-looking, and I’m B-King’s binders fade in the heat as well—
not too proud to say I was more than a little intimidated by them. Hence I was a tad uneasy your clue to ease up, slow down and get your
when ace triggerman Gene Thomason ordered me to suit up and try my hand at firing them mind right.
down the quarter-mile. Talk about a shocking introduction! Welcome to the drag strip, and not just any
After launching each bike, roping tire through four gears and accelerating to over 130 mph, drag strip. This is Auto Club Raceway in lovely
I’d conquered my fear—and solidified my opinion. These things are big and mean. And fast! Star/Yamaha and Pomona, oldest stop on the NHRA POWERade
Suzuki have produced two devastatingly powerful musclebikes, either of which will make you the big dog on the Drag Racing circuit and home of the Winter-
block. Any block. nationals since 1961. It’s a little different
lining up in front of 40,000 empty seats on a
AGE: 23 HEIGHT: 5’10” WEIGHT: 165 lbs. INSEAM: 33 in. cold track that hasn’t seen action for weeks.

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 VS.

Smooth, cold and black with spent rubber:

perfect for drag slicks and lots of ultra-sticky
liquid traction compound, but something
short of perfect for street tires. Triggerman
Gene Thomason did a masterful job under
the circumstances, though the results just
might surprise you.
Rolling Mr. Max’s prodigious mass up to
the line takes extra muscle, and that’s the
easy part. Getting a firm footing from the
wide seat is tougher than it is on the Suzuki.
We’ll let Thomason take it from here. “Burn- Nissin calipers bite hard but lose their edge after a Hayabusa-derived 1340cc four sends smooth,
outs are easier because the V-Max is so long few aggressive stops. The right aftermarket pads seamless propulsion through a nearly flawless six-
and so planted,” he says, “but you know from can make a big difference. speed gearbox.
the second you get on that it’s a monster.
Launching something with this much torque,
you’re just above idle: about 2500 rpm. Get
the clutch out as quick as you can, then hard
“Relatively compact chassis dimensions make the
on the throttle. Using the clutch to shift is Suzuki more at home on Racer Road…like jogging a
about .2 of a second slower. Slipping the
clutch makes it more stable, but no quicker.
2000-lb. rodeo bull through Tiffany & Co.”
“Managing wheelspin is the hardest part.
Short-shifting from first to second—between Shaft reaction isn’t much of a problem; the heavy throttle,” says Thomason, “but you can
6000 and 7000 rpm instead of 9000 and rear end rises at the launch and just stays get your weight on top of it to help hold the
10,000—helps as well. I’d really like to there as long as you keep the power on. But wheel down. Catch third gear just right and
shift my weight farther back, but the seat if you get the thing crooked, shut the throttle the front end comes up. The Suzuki’s clutch
won’t let me. If the rear tire spins up before and get back in it again, things get very… makes launching a bit easier, and all it takes
you’ve got some momentum, this bike goes interesting. I smacked my head on a mirror a is a blip of throttle between gears to make
nowhere—you shift and it just keeps spin- couple of times.” it shift. The transmission is way better. But
ning all the way down the strip. Shifting is Getting off the V-Max, the B-King is a joy to weight is the biggest difference, along with a
stiffer and clunkier than on the Suzuki. You ride at the strip, mostly because it acts more shorter wheelbase that shifts weight to the
have to close the throttle between gears to like a big, fast motorcycle should when you rear wheel for better grip at the start.”
unload the transmission and get it to shift. pull the trigger. “The front gets light under The B-King likes the same quick hand on

70 MOTORCYCLIST
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Our passion for the very best in technology, quality and service is
at the heart of our commitment to you wherever you are in the world.
Bridgestone wants to inspire and move you.

www.bridgestonemotorcycletires.com

www.fantamag.com
 VS.

Sporty ergonomics accommodate average-sized

humans comfortably enough, but long legs will run
afoul of plastic side pods that carry the front turn
signals.

the clutch, but more grip and less torque right more—intake air temperature and throttle-
off the bottom let Gene come off the line at plate angle if you’re interested—but you have
5000 rpm. Bottom line? Punting a 700-lb. to take your eyes off the road to see the
motorcycle down the quarter-mile takes a hooded readout. Fit and finish are propor-
balance of power and traction. The V-Max tionate with the $17,990 price tag, and
has plenty of the former, but on this track, on an excellent ABS system comes standard.
this day, it couldn’t come up with enough of Suzuki’s system is a $600 option not fitted
the latter, managing a 10.41-second best at to our test bike. Still, at $12,899 it’s the
137.4 mph to the ’King’s 10.13 at 139.31. howling-mad deal of the two.
More grip would likely shave upward of a For us, the kicker registers when you grab a
half-second off those times, but it wouldn’t handful of throttle. Judged solely by the num-
change the order: Suzuki’s B-King still rules bers, Suzuki still builds the quickest naked
the strip. bike in the known galaxy, capable of sprinting The ’King’s dash pod conveys all the usual data at a
On the street, where how much you make from a standstill to 100 mph in 5.7 seconds glance, plus average speed and trip time.
is exactly as important as how you make versus 6.0 for the Star. King Kong takes you
it, things aren’t so clear cut. The ’King’s there with the ruthless efficiency of what may more than 100 lb.-ft. of torque all the way
relatively agile nature and flawless urban well be the ultimate Japanese inline-four, and from 5000 to 8750 rpm, turning illicit into
demeanor make anybody’s daily grind a little all the soul of a nuclear-powered blow dryer. instant acceleration. No downshifting. No
less abrasive. The tank-top data conveys Nearly omnipotent on paper, that cliché- waiting. It’s Godzilla at every green light.
diversionary factoids—average speed, trip flattening knockout punch is usually just out Never mind what the tach says, just crack the
time and distance, among others—with a of reach on the street, a downshift and a few throttle. There are more efficient choices for
soft blue glow after dark. Mr. Max’s higher- thousand rpm upstream. those contemplating a professional drag-
tech electroluminescent display can tell you Over in the next lane, the V-Max lays down racing career, but in the real world, there is
only one V-Max. That syncopated T-Rex growl
Brian Catterson Editor-in-Chief
transmits subliminal messages to pleasure
I’m not gonna cop to being intimidated by these two musclebikes like our FNG did. I’ve centers tuned to the rhythm of big-block
ridden MotoGP bikes, fercrissake! But I have tended to shy away from them, preferring American V-8s. Suddenly, nothing less makes
something smaller/lighter/more maneuverable for my cross-town commute. Until one sense. It is excessive, expensive and so far
evening, when everything else was checked out, I rode the B-King home—and didn’t get off it over the top that most people will question
for two weeks. Yes, it’s mean-looking, but I wouldn’t call it mean. In fact, it’s a pussycat—as the sanity of owning one. That’s okay—neither
is the V-Max—so long as you exercise some right-wrist restraint. Grab a handful and you risk of these bikes is for most people. As good
punting a pedestrian—or something far more solid. ABS is nice in that regard. as it is most of the time, Suzuki’s chal-
Personally, I prefer the B-King because it feels more like a regular motorcycle. But if you’re seriously consid- lenger from planet Cybertron is a Hayabusa
ering buying one of these behemoths, that’s probably the last thing you want. undressed for BotCon ’09. But just as it was
back in ’85, there is only one V-Max: Heavy-
AGE: 46 HEIGHT: 6’1” WEIGHT: 215 lbs. INSEAM: 34 in. weight Champion of this or any other universe.

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2009 Star V-Max | Price: $17,990
HARD PARTS
ENGINE
A quartet of 48mm Mikuni
throttle bodies fuels the fire
under orders from Yamaha’s
familiar fly-by-wire throttle. YCC-I
variable-length velocity stacks
measure 150mm to optimize
torque until 6650 rpm, then
shift to 54mm horsepower mode
after that, creating a virtual
V-Boost kick in the pants. A
hybrid chain/gear cam-drive
system helps keep the top end
compact. Cam covers? Magne-
sium. Mufflers? Titanium.
SUSPENSION
The 52mm Soqi fork carries
cartridge-type internals, with an
oxidized-titanium anti-friction
coating outside. A cast-aluminum
axle carrier caps each extruded-
aluminum slider. As with the
Soqi shock, spring and damping
rates balance control against
compliance, but some harsh-
ness crashes the party on rough
pavement.
FRAME
The V-Max skeleton is cast
aluminum. Yamaha’s Controlled-
Fill Die-Casting technology let
engineers vary wall thickness
from 3 to 6mm, concentrating
rigidity exactly where it’s needed.
Swingarm is cast aluminum
as well.
BRAKES
A Brembo master cylinder cues
six-piston Sumitomo front cali-
pers and suitably huge 320mm
rotors. In the rear, a single-
piston Akebono unit squeezes a
398mm disc. The reassuringly
potent combination slows all
700 pounds down with minimal
drama and no fade.

28.5 inches 13.6 inches

91
.4°
20.4 inches

Horsepower: 169.6 bhp @ 8750 rpm

Torque: 109.7 lb.-ft. @ 6500 rpm

DYNO TECH SPEC ERGOS

Acres of bottom- Engine type: l-c 65 deg. V-four Front brake: Dual Sumitomo six-piston Top-gear roll-on 60-80 mph: 2.66 sec. More bar rise
end torque make Valve train: DOHC, 16v calipers, 320mm discs Fuel mileage (high/low/avg.): and legroom
the ’Max feel Displacement: 1679cc Rear brake: Akebono single-piston caliper, 35/26/30 mpg plus a lower
ridiculously quick Bore x stroke: 90.0 x 66.0mm 298mm disc Colors: Black seat sit you up
on the street, Compression: 11.3:1 Front tire: 120/70R-18 Bridgestone BT028F Availability: Now straighter than
but overpower Fuel system: Mikuni EFI Rear tire: 200/50R-18 Bridgestone BT028R Warranty: 24 mo., unlimited mi. on the ’King.
the phat rear Clutch: Wet, multi-plate Rake/trail: 31.0°/5.8 in. Contact: Yamaha Motor Corp., USA That mammoth
Bridgestone Transmission: 5-speed Seat height: 30.5 in. 6555 Katella Ave. V-4 makes
tire at the strip. Frame: Aluminum twin-spar Wheelbase: 66.9 in. Cypress, CA 90630 the ’Max thick
Nothing else Front suspension: 52mm Soqi fork, Fuel capacity: 4.0 gal. 800.962.7926 through the
cuts a swath of adjustable for spring preload, compression Weight (tank full/empty): 700/676 lbs. www.starmotorcycles.com middle, making
triple-digit torque and rebound damping Measured horsepower: short legs
this wide. Rear suspension: Soqi shock, adjustable 169.6 bhp @ 8750 rpm stretch to the
for spring preload, compression and Measured torque: 109.7 lb.-ft. @ 6500 rpm tarmac.
rebound damping Corrected ¼-mile: 10.41 sec @ 137.40 mph
74 MOTORCYCLIST
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2008 Suzuki B-King | Price: $12,899
HARD PARTS
ENGINE
Suzuki’s 1340cc inline-four
cracks the 160-horse barrier by
spinning faster than its larger
opponent. Look inside and
you’ll find four titanium valves
capping combustion chambers
with 12.5:1 compression. Just
upstream, 44mm SDTV throttle
bodies fuel the fire. Only exhaust
and airbox differ significantly
from the Hayabusa.
SUSPENSION
Compliant and reasonably well
balanced under your average
165-pounder, the nicely adjust-
able Kayaba fork and shock are
a bit too soft for bigger boys who
like to go fast in the twisty bits.
The steering damper belongs on
somebody’s patio door.
FRAME
The B-King’s frame is die-cast
using the same technology as
the latest GSX-Rs, varying wall
thickness for optimal rigidity. A
longer swingarm stretches the
wheelbase 1.5 inches beyond a
’Busa’s, yet the ’King is still 7
inches shorter than Mr. Max.
BRAKES
Though they generate impressive
bite and feedback with nominal
effort under normal riding, the
’King’s radial-mount four-pot
calipers make you squeeze
hard after a few high-speed
stops. Those 310mm floating
rotors came straight from the
Hayabusa parts bin. ABS is a
$600 option.

9.1 inches
28.3 inches

96
.2°
18.1 inches

Horsepower: 161.5 bhp @ 9500 rpm

Torque: 97.9 lb.-ft. @ 7000 rpm

DYNO TECH SPEC ERGOS

Despite prodi- Engine type: l-c inline-four Front brake: Dual Nissin four-piston calipers, Top-gear roll-on 60-80 mph: 2.49 sec. Unlike its styling,
gious torque Valve train: DOHC, 16v 310mm discs Fuel mileage (high/low/avg.): the B-King riding
output from Displacement: 1340cc Rear brake: Nissin single-piston caliper, 43/35/40 mpg position is
2500 rpm up, Bore x stroke: 81.0 x 65.0mm 260mm disc Colors: Gray/black mostly orthodox.
the ’King’s inline- Compression: 12.5:1 Front tire: 120/70ZR-17 Dunlop Qualifier Availability: Now You’re up on top
four still depends Fuel system: Keihin/Denso EFI Rear tire: 200/50ZR-17 Dunlop Qualifier Warranty: 36-mo., unlimited mi. of a wide, flat
on rpm to get Clutch: Wet, multi-plate Rake/trail: 25.5°/4.2 in. Contact: American Suzuki Motor Corp. seat, leaning
the job done. Transmission: 6-speed Seat height: 31.7 in. 3251 E. Imperial Hwy. forward toward a
Peak horsepower Frame: Aluminum twin-spar Wheelbase: 60.0 in. Brea, CA 92622 café-racer style
arrives at 9000 Front suspension: 43mm Kayaba inverted Fuel capacity: 4.4 gal. 714.996.7040 bar. Legroom is
rpm, but his fork, adjustable for spring preload, Weight (tank full/empty): 578/552 lbs. www.suzukicycles.com short if you’re
majesty is open compression and rebound damping Measured horsepower: not.
for business for Rear suspension: Single Kayaba shock, 161.5 bhp @ 9500 rpm
1000 rpm after adjustable for spring preload, compression Measured torque: 97.9 lb.-ft. @ 7000 rpm
that. and rebound damping Corrected ¼-mile: 10.13 sec @ 139.31 mph
www.motorcyclistonline.com 75
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www.fantamag.com
WORDS: Aaron Frank PHOTOS: Bob Clarke

FIGHTING
SPIRIT
Stock is just a starting point for the B-King and V-Max

Y
ou don’t buy Suzuki’s B-King to
blend in. Star’s V-Max isn’t the best
choice for anyone seeking anonym-
ity. Both are decidedly extroverted motor-
cycles. And the extroverts who buy them
want even less to resemble one another,
which makes these two musclebikes natu-
ral candidates for customization.
Big naked bikes are a big deal in
Europe, so it’s no surprise that the fresh-
est custom B-Kings come from the Con-
tinent. The black-and-white B-King was
built by RF Biketech (www.rf-biketech.
de), Germany’s leading streetfighter
builder. As indicated by the not-so-subtle
script laser-etched into each oversized
fork leg cover, this is number one of 20
limited-edition specials that serve as roll-
ing adverts for the company’s expansive
line of B-King upgrades.
From the factory the B-King’s back
is whacked, with comically oversized
exhaust cannons that make even the stock Built as a project bike by Germany’s Fighters magazine, this B-King rolls on wider tires front and rear and uses
200mm-wide rear tire look inadequate. RF subtle flames to empahsize the minimalist bodywork..
Biketech inverts these proportions by
installing an extended swingarm and entertaining) carbon-fiber-tipped Micron tire, the front end has been supersized
meaty 300mm tire. Overhead, the fac- mufflers, snapping the back end into more with fork leg covers mated to massive
tory exhaust cans have been replaced aesthetically appealing proportions. billet triple clamps, all of which is easier
with visually slimmer (and more aurally To counterweight that massive rear to see behind a cut-down front fender and

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Bigger fork legs and a fat, 280mm rear tire give Jai Infanzon’s first-generation V-Max more visual presence
than the anemic-looking stocker. A V-Rod headlight looks more modern, too.
smaller flyscreen. Smoother, rounder tank
skirts have likewise been swapped on and
a belly pan buttons up the bottom. Frame
sliders, rearsets, a trick bar-end mirror,
master cylinder covers and clutch cover
add machined-from-billet attitude, while
that curious-looking belt drive on the right
side is a visual nod to the supercharger
that graced the original B-King concept
bike. Alas, this is only cosmetic—a belt
drive to nowhere, if you will. That’s not to
say this limited-edition B-King isn’t hotter
than stock; the less restrictive exhaust
and Dynojet Power Commander bump
power output to a healthy 175 ponies at
the wheel.
The other Beastly-King comes from
Deutschland’s Fighters magazine, and
was built as a grand-prize giveaway for
its annual Fighterama custom bike show.
Unlike most American custom builders,
who puke chrome and candy paint all over
their creations, Euros understand that a
streetfighter should look sinister. Fat tires
(160/60-17 front, 240/40-18 rear) on one-
off wheels from No Limit Custom anchor
this beast to the pavement, while RF
Biketech’s oversized triple clamps pump
up the front. Custom rearsets, billet grips
and levers, compact brake and clutch mas-
ter cylinders—all by ABM, and all anod-
ized blacker than the blackest black times
78 MOTORCYCLIST
“Bobber MAXX looks like a brawnier, steroidal
version of the original V-Max—not entirely unlike
Star’s latest redesign.”
infinity—emphasize the visual brutality of
this machine.
Bodywork is as Suzuki intended, save
for the GSG Mototechnik belly pan and
front mudguard, smaller than stock to
show off more of that fat front tire. Under-
neath the stock fuel tank—painted matte
silver and black with red flames to bring
a little heat—the stock 1340cc motor con-
spires with special ignition tuning and a
Micron exhaust to push power to 184 bhp.
With the new-gen Star V-Max just
reaching buyers as this issue went to
press, it was premature to find any custom
examples to balance the two brutal B-
Kings. Tweaked examples of the previous
generation abound, however, like the one
featured here from noted V-Max tuner Jai
Infanzon of Moto-Boutique (www.moto-
boutique.com) in Daytona Beach, Florida.
Infanzon has built more than a dozen
show-winning V-Maxes (plenty of Harleys
and Hayabusas, too), which have been
featured in magazines around the world.
www.fantamag.com
This machine, dubbed Bobber MAXX, is
typical of Infanzon’s custom style: subtle
yet significant modifications that amplify
the attitude of Japan’s original muscle
cruiser. Infanzon went to France to source
the OTEC extended swingarm (70mm over
stock) that maintains Mr. Max’s shaft drive
but still accommodates a 280mm Metzeler
Marathon tire. The equally oversized front
end is also French, from Astrum, with
massive 68mm fork legs that extend 80mm
longer than stock and an Astrum Boomer-
ang handlebar on top. Mikuni 40mm flat-
slide carbs and an Eagle stainless exhaust
give the bike a NASCAR-like bark.
Infanzon’s Bobber MAXX looks like
a brawnier, steroidal version of the
original—not entirely unlike Star’s latest
redesign. There’s no reason why the new
V-Max won’t be embraced every bit as en-
thusiastically once it reaches customizers’
hands, and taken to even more outrageous
style and performance heights. Talk about
an extrovert’s delight… MC
www.fantamag.com
80 MOTORCYCLIST
www.fantamag.com
 the
s e t t h e stage for
s
bow l o f Motocros racing in America
Super rcycle
The 1972 lar form of moto u sa n
ost every
ds of fans alm rs per
u o
most pop s tens o f th f dolla
7 races draw stars earning millions o utdoor
e series of 1 nwid rock o the
p e rc ro ss is huge. A natio h May, and the racers are ven bother to compete in
Today, su ary throug me top riders
don’t e
ht from Janu
Saturday nig ve is indoor racing that so
ati
year. So lucr ore. WORDS: Norm
DeWitt
a n ym
nationals the Norm
tesy of
DeWitt,
PHOTOS: Cour Archives
en an d Marty Tripes
Greg Ow

www.motorcyclistonline.com 81
www.fantamag.com

In 1972 it seemed crazy to lay out a motocross track in a stadium, but the idea caught on. Future World
Champion Brad Lackey gets the hang of it in practice.
European riders such as Hakan Andersson dominated
motocross in the ’70s, so tens of thousands of fans
flocked to the L.A. Coliseum to watch them race.
No team orders here: American Jimmy Weinert (66)
puts a classic block pass on his Swedish Yamaha
teammate Torsten Hallman.
82 MOTORCYCLIST
“The inaugural Superbowl of Motocross had
perhaps the greatest fairytale ending of any
race in the sport’s history.”
Hard-riding nice guy John DeSoto, the “Flyin’
Hawaiian,” led the second moto but crashed out,
ending his night.
No one expected the Europeans to attend in the
midst of the Grand Prix season, but Arne Lindfors,
Hallman and Andersson all made the trip.
www.fantamag.com
But in 1972, motocross was a relatively
new sport that was exploding in popularity
in the wake of Bruce Brown’s epic film, On
Any Sunday. Into this scenario came a bold
experiment: bringing motocross into a sta-
dium. The inaugural Superbowl of Motocross
at the Los Angeles Coliseum would not only
have lasting repercussions, but had perhaps
the greatest fairytale ending of any race in
the sport’s history.
In 1967, in an effort to promote motocross
racing in the U.S., Husqvarna importer Edison
Dye created the Inter-Am Series to lure the
top European talent to America during the
off-season. This was a time of complete and
utter European domination.
Against this backdrop, a young kid from
Santee, California, had perhaps the greatest
day any motocross fan could ever ask for.
Racing locally in one of the first Inter-Am
events, the European stars found their way to
Marty Tripes’ house for dinner.
“The Europeans didn’t like the food here
very much, so my dad invited all these guys
over to my house for my mom’s home-cooked
dinner,” Tripes recalls. “Here I was, 11 years
old, with the world’s top motocross riders
in my backyard! I remember asking [250cc
World Champion] Joel Robert how to ride
down the big downhill at Saddleback Park.”
That evening certainly made an impression
on the young American, and he dedicated
himself to becoming the best motocross
racer he could. Soon, he was to experience
European motocross firsthand.
“I learned a lot the first time I went to
Europe,” Tripes continues. “It was a national
race in Prague, Czechoslovakia, and I rode
a 250 for the first time. The uphills were so
steep that there were ropes so the specta-
tors could get up them. I didn’t know the
course was that bad until I got to the first
uphill—I was scared to death! The finish line
was about a 50-foot drop-off. I closed my
eyes and went off it. That was a real moto-
cross track. [After that] when I practiced I
would use the hardest, roughest track I could
make. I’d be practicing with Tommy Croft and
he’d say, ‘How do you ride on stuff like this?’
I’d lap him every few laps. I’d tell him this is
what they do in Europe.”
As a local racer, Tripes was a front-runner
on everything he rode, from his 100cc Penton
Berkshire to a succession of CZs. Larger than
average, Marty came to be known as “The
www.fantamag.com

Gary Jones’ Yamaha YZ250 was the trickest thing in its day, and propelled him to the inaugural AMA National
Motocross Championship.
Big Kid on the CZ” as he quickly moved up
through the classes while still in high school.
By ’71 he had a ride with Montesa, and had
won the Mammoth Mountain Motocross. But
there was a minimum age to race profes-
sional motocross, and Marty wouldn’t turn 16
for another year.
Meanwhile, the AMA put together its own
Trans-AMA Series, which put the Inter-Am out
of business after a one-year struggle. But as
an investment in the sport, the Inter-Am had
succeeded beyond Dye’s wildest dreams.
His motocross business, Husqvarna West,
“A crowd of 30,000 had made its way to the event,
well beyond the numbers at the recent Carlsbad
USGP or Saddleback Trans-AMA.”
was growing exponentially, and at the end of
’71 he went looking for a general manager.
He hired legendary flat-track racer Everett
Brashear, who was instrumental in founding
the Husqvarna Motocross School at Carlsbad
with World Champion Rolf Tibblin of Sweden.
Every dream starts with a crazy idea, and
supercross was no exception. One day pro-
moter Mike Goodwin called Everett to ask if
he could talk to Tibblin about building a moto-
cross track in the L.A. Coliseum. Everett told
him he was crazy, but Tibblin was intrigued
with the idea. “We can make it look good,”
he said. “It won’t be a motocross track, but
it will work.”
Word soon spread that the inaugural
84 MOTORCYCLIST
Superbowl of Motocross was going to be
held on the playing field of the Los Angeles
Rams, and the 1932 (and future) home of
the Olympic Games. But the announcement
was greeted by skepticism: A motocross track
being configured on the floor of a stadium
seemed a physical impossibility. It also
seemed unlikely that a non-points-paying race
would pull many Europeans from their primary
task in the middle of the Grand Prix season.
Regardless, the Southern California moto-
cross community circled July 8, 1972, on
their calendars and hoped for the best.
In the meantime, Tripes had landed a
factory ride with Don Jones’ Team Yamaha
the weekend after his 16th birthday. His first
race as a professional rider in Washington
resulted in a mid-pack finish, but in his
second race Marty would make history.
The anticipation of seeing the European
stars race in a stadium had the SoCal locals
excited beyond words. At 17, I took my first
trip from San Diego to Los Angeles to view
the race, arriving at the venue just before the
gate dropped for the first heat. Thousands of
yards of dirt had been placed over the mani-
cured turf, and haybales lined the course.
One of the first events with a title sponsor,
the Yamaha International Cup used a three-
www.fantamag.com
Son of a Czechoslovakian bike nut, Marty Tripes
was destined to be a motocross racer. He rode for
almost every factory, and likely would have won
the 1978 AMA Supercross Championship if not for a
mechanical problem.
Tripes landed a Yamaha factory ride the weekend
after his 16th birthday, teamed with brothers Gary
(shown) and DeWayne Jones, plus Weinert.
Tripes’ first professional race in Washington didn’t
go so well, as he finished mid-pack. He made up for
that the following weekend in California.
moto format for the headlining 250cc and
support 500cc classes. We San Diegoans
hoped that our local hero Tripes would make
a good showing, but none of us were pre-
pared for what was to unfold that night.
A crowd of 30,000 had made its way to the
event, well beyond the numbers at the recent
Carlsbad USGP or Saddleback Trans-AMA
races. And the Europeans came, too: Thorleif
Hansen—one of the stars from the previous
www.fantamag.com

Marty Tripes, victorious at age 16 in just his second pro race, and neither he nor legendary announcer Larry
“Supermouth” Huffman can believe it.
year’s USGP—was in attendance, along with
teammate Arne Kring on their Husqvarnas.
Yamaha had Torsten Hallman (in one of his
last professional rides) and Hakan Ander-
sson, in addition to the Team Jones Ameri-
cans: brothers Gary and DeWayne Jones, Tim
Hart and Tripes. Kawasaki had John DeSoto
alongside Brad Lackey.
Hansen held off the Yamaha contingent
in the first heat, but in the second DeSoto
charged into the lead, followed closely by
Kring. The “Flyin’ Hawaiian” led numerous
laps before losing it in the whoops and doing
a handstand over the handlebars, ending his
evening. Scratch one of the few Americans
who had a prayer of beating the Europeans.
Kring went on to a dominant moto win,
followed by Hansen and Tripes. Surprisingly,
with his 2-2 finishes, Tripes was now tied
for the lead with Hansen’s 1-3. The almost-
The Superbowl of Motocross track layout was unique
in supercross history because of the Peristyle jump
that saw riders exit and then freefall back into the
Coliseum. That section was not used in the inaugural
year, however.
86 MOTORCYCLIST
Pivotal moment as Tripes (14) prepares to pass
Thorlief Hansen for second in the third and final
moto, thus securing the overall win.
“Fast and consistent Tripes, with his three second-
place finishes, had defeated the Europeans to win
the inaugural Superbowl of Motocross!”
unknown 16-year-old was actually in with a
solid chance against the Europeans!
Maico-mounted American Tim Hart took the
holeshot in moto three, but was quickly dis-
patched by Hansen. Hope replaced despair
as Andersson moved past Hansen and
motored into the distance. All eyes turned to
the battle for second. Hansen was in trouble
as Tripes was closing fast, finally catching
and passing him for the result that would
lock up the overall win. What had previously
been Team Husqvarna domination, with both
riders trading wins, had turned to the benefit
of title sponsor Yamaha with a 1-2 finish in
the finale. Fast and consistent Tripes, with his No respect: American teenager Tripes passes Swed-
three second-place finishes, had defeated the ish veteran Arne Kring in the mudhole as thousands
Europeans to win the inaugural Superbowl of of partisan fans look on.
Motocross!
“When the gate dropped, the track was so races with surprise endings. But none can
funky and different, it threw everyone off,” compare to the upset result of that first-ever
Tripes remembers. “The Europeans had such event. When James Stewart won the 2002
a hard time with it being such a narrow, con- San Diego Supercross at the age of 16 to
fined, tight and twisty track. It just fit me, so I take his first professional win, many thought
ran my own race. I was passing guys without the feat was unprecedented. Imagine if
even thinking about it. It didn’t really hit me Stewart had won the 250cc main event that
until I got home the next day. When I woke up day instead of the 125cc support class, and
and the trophy was on my dresser, I thought, you have an idea of what Tripes accom-
‘Did it really happen?’” plished. At 16 years and 3 weeks old, Tripes
In the near-four-decade history of super- remains, to this day, the youngest winner in
cross, there have been many phenomenal supercross history. MC
www.fantamag.com
An industry first dual curved baffle design and section welded
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Utilizing 54 years of Italian craftsmanship, the New GP Pro provides

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www.fantamag.com
www.fantamag.com
 4:53

JOB NUMBER: HBR-8105

www.fantamag.com
FILE NAME: HBR8105_1/4MCAd.indd
While the experience of watching the world’s best motorcycle racers at work is truly AT A GLANCE
unforgettable, it’s only one of the highlights of this week. On the way from Munich to Come on the Motorcyclists’ MotoGP Tour to Brno and collect
Brno we will travel through the foothills of the Alps. Cameras are an essential tool for miles while enjoying fantastic roads and scenery.
riding the Rossfeld Ringstrasse near the famous Eagles Nest. Through the lake district DATE August
of Salzburg, Upper Austria and Styria consider yourself lucky if you are riding two up START/FINISH Munich/Vienna
so the passenger can record all that movie stage scenery. After all, The Sound of Music DURATION 7 days vacation, 5 riding days
was filmed here in the Salzkammergut. Chances of meeting one of the few bears in ROUTE Total distance 550-715 miles
the Ötscher Nature Park are rather small, but we will not miss the area’s curves on our (890-1150 km). Daily rides 140-190
miles (220-310 km). Route on paved
way up to the Czech Republic. It is situated at the crossroads of ancient trade routes
roads.
that have linked northern and southern European civilizations for centuries. The last
ACCOMMODATION Comfortable middle-class hotels.
riding day to Vienna offers the optional visit to country number four Slovakia. Slovakia
is not about jaw-dropping sights and superlatives; it's about experiencing a place less REST DAY Brno
touched by the glitz and glam of its more famous neighbours. SPECIAL FEATURES MotoGP ticket included in the price.

www.fantamag.com
www.fantamag.com
www.fantamag.com
 PHOTOS: Alphonse Palaima
RINGLEADER: Aaron Frank
MSRP (2008): $11,599
MILES: 4153-4239
AVERAGE FUEL MILEAGE: 47 mpg
ACCESSORIES & MODIFICATIONS:
Bazzaz Z-Fi TC Fuel Control Unit and Z-BOMB
timing retard eliminator, FMF Racing Apex
slip-on exhaust.
ne-hundred-fifty-seven horsepower
might be fine for most people. Not
me. Especially after I found out there
were another 10 ponies lurking inside my
long-term Honda CBR1000RR, just waiting to
be electronically unleashed. You might recall
American Honda’s post-release admission
that its U.S.-spec RRs had been digitally
detuned to satisfy noise regulations—a
restriction that was costing American buyers
10 bhp compared to their European counter-
parts. A double-digit horsepower deficit is not
to be dismissed, so when Bazzaz Performance
sent me one of its first Z-BOMB timing retard
eliminators ($149.95), with the promise that
it would reveal that missing horsepower, I
96 MOTORCYCLIST
“Max power jumped to 169.05 bhp—an 11.98-bhp
increase—and the Z-BOMB blew the upper rev
range wide-open, as promised.”
didn’t waste any time installing it.
Bazzaz also delivered its full-boat Z-Fi TC
fuel-injection module ($999.95), a plug-and-
play fuel-control unit that incorporates a quick
shifter and traction control. Designed to pig-
gyback onto the stock ECU using OEM-style
connectors, the Z-Fi (which is also available
as a standalone unit for $399.95), comes
pre-programmed for either the stock exhaust
or a freer-flowing aftermarket replacement. It
includes Z-Fi Mapper computer software that
lets experienced tuners design custom maps
or make instant air/fuel adjustments.
The final piece of my Stage One perfor-
mance puzzle is the gorgeous FMF Racing
Apex slip-on exhaust ($549.95). Handmade
in America from titanium with a carbon-fiber
canister, the Apex cuts 12 pounds compared
to the stock exhaust. A clever, S-shaped
collector combines the performance benefits
of a full-length mid-pipe with the mass-central-
izing properties of an under-bike system, and
www.fantamag.com
the unique diamond-shaped canister looks
trick and maximizes cornering clearance, too.
First things first: Strapped to the Dynojet
250 at Moon’s Super Cycle in Milwaukee,
Wisconsin, the stock, 4200-mile RR laid down
a healthy, 157.07-bhp baseline measure-
ment. Peak power arrived early at 10,700
rpm, flat-lined to 12,000, then plunged to
145.55 bhp at the 13,250-rpm redline—
textbook characteristics of the neutered U.S.
state of tune.
Our second session on the dyno, with all
the performance parts installed, revealed
significant improvements. With one of
Greg Moon’s meticulous custom fuel maps
uploaded to the Z-Fi, max power jumped to
169.05 bhp—an 11.98-bhp increase. More
to the point, the Z-BOMB blew the upper
rev range wide-open, as promised. Instead
of shutting down at 10,700 rpm, the motor
now builds steam right up to 11,500, and
maintains more power to the rev limiter where
 DOIN’ TIME

Twisted like a pretzel, the FMF Apex tucks a full-

length midpipe under the bike.

Bazzaz’s Z-BOMB timing retard eliminator is the

cheapest and easiest 10 horsepower you can buy.

RINGLEADER: Dexter Ford

MSRP (2008): $12,899
MILES: 9672-10,779
AVERAGE FUEL MILEAGE: 41 mpg
ACCESSORIES & MODIFICATIONS: Dunlop
RoadSmart tires; Tom Tom Rider 2 GPS

onnie and I are gradually becoming

The CBR doesn’t offer much under-seat space--just
enough for the Z-Fi module.
it makes an additional 10 bhp. The net result
is not only more peak power, but also better
over-rev characteristics that will no doubt be
appreciated at the racetrack.
Downsides? Midrange torque suffered
slightly, likely due to the deletion of the
exhaust valve buried deep inside the stock
pipe. Even so, torque production remains so
strong (in excess of 70 lb.-ft. from 6500 to
10,500 rpm) that you don’t notice the differ-
ence from the saddle—especially now that
the bike is 12 pounds lighter, too.
The end result is almost 170 smooth and
stone-reliable horsepower from a little over
a grand’s worth of parts and an afternoon
in the shop. Who can’t help but be pleased
with results like that? Next time, I’ll turn my
attention toward dialing in the quick-shifter
and traction-control functions to take advan-
tage of all this extra power where it matters
most—at the racetrack.
reacquainted after our separa-
tion. While I was recovering from a
shoulder injury, she ran off with a couple of
the other guys on staff and came back with
warped front brake rotors and squared-off
tires. The good news: Unlike with a woman, I
can actually change the things I don’t like.
Shop squire Michael Candreia mounted
dual-compound Dunlop RoadSmart radials
($201.72 front, $265.19 rear), which made
the ride much less harsh. Handling is neat,
nimble and neutral—far better than you’d
expect from a bike that pushes 1000 pounds
full up. The Concours 14 seems pretty sensi-
tive to tires and suspension adjustments, but
I’d recommend the RoadSmarts highly.
As for the “warped” brakes, I took a page
from legendary race-car crew chief Carroll
Smith, who says there’s no such thing. What
he believes happens is the brake-pad mate-
rial gets transferred unevenly to the disc if
the brakes are clamped on when hot and
stopped, creating a thick spot. He suggested
sanding the discs with old-fashioned garnet
sandpaper, which worked. Total cost: $1 and
10 minutes’ hard labor.
I also popped on a Tom Tom Rider 2 GPS
($549.95). I had one on the Benelli Tre-K I
rode across Italy last issue, and discovered
a good motorcycle-oriented GPS makes
finding one’s way infinitely easier. The big,
fat touchscreen menu items make it easy
to operate, and the expansive display
helps you keep your eye on the bread truck
coming the other way. Hooking it up with the
included RAM mount—the other end of which
was built into the risers of the HeliBars I
installed last time—was quick and easy. The
headset clipped right onto my helmet and
its Bluetooth setup actually works, though I
haven’t yet figured out how to sync it with my
cell phone.
My only complaint is that, unlike me, the
Tom Tom prefers the fastest route. So now I
have a woman talking in my ear, telling me to
go a direction I don’t want to. The irony is, I
often go riding alone to avoid just that!
The good news is, I can always turn off the
sound. MC

www.motorcyclistonline.com 97
www.fantamag.com
 $5000 STREETBIKE SURGERY
TRANSFORMER
Turning Suzuki’s B-King into a royal
superhero is easier than you think
WORDS: Tim Carrithers PHOTOS: Kevin Wing
I
mage is everything in the superhero
business. Doubt it? Take a look at
Suzuki’s B-King and try not to stare
at those mufflers. We dare you. People have
a hard time taking you seriously with a pair
of oversized plastic rocket nozzles protruding
from your behind, even if your good side
bears a striking resemblance to Optimus
Prime of planet Cybertron and you also
happen to be sitting on 161 horsepower.
What ends up in your friendly neighbor-
hood Suzuki showroom suffers from an iden-
tity crisis. Is it the defender of the universe
and sworn enemy of the evil Decepticons?
A naked Hayabusa? Just plain weird? All of
the above, really. As delivered the B-King
isn’t quite perfect, but there’s one excellent
motorcycle in there, and all it takes is some
minor surgery to let it out.
We weren’t sure what sort of prosthesis
it would take to restore the ’King’s street
cred, but as with most Suzuki-related subject
matter, Yoshimura R&D was way ahead of
us. The company’s TRC slip-on exhaust
($999) inspired our royal makeover in the
first place. Add a Fender Eliminator Kit
($225) that does away with the black plastic
abomination afflicting the stock bike and
you could stop right there. The carbon cans
and their attendant plumbing are 8 pounds
lighter than the stock muffler that lives under
all that plastic, and the fender kit shaves
98 MOTORCYCLIST
A 44-tooth Supersprox sprocket puts the phat part of
the ’King’s power within reach more of the time. The
steel/aluminum hybrid is lighter than the former and
lasts longer than the latter.
nearly 15 more. Suzuki’s standard EFI system
can compensate for the relatively conserva-
tive change in exhaust tuning, nudging the
curve upward from 3200 rpm to the peak,
where it nets an extra 4 horses and 3 lb.-ft.
of torque. That’s leaving the standard cata-
lytic converter intact, along with the standard
Yosh muffler inserts that keep the beast
reasonably quiet. You could stop there, but
we didn’t.
While it was on the dyno, we plugged in a
couple of bright ideas from Bazzaz Perfor-
mance to throw more fuel on the 1340cc
fire. After earning a solid name for himself
as Mat Mladin’s crew chief, Ammar Bazzaz
became known as The Man when it comes
www.fantamag.com
to telemetry and data acquisition in the AMA
Superbike paddock, then went on to design a
line of black boxes that enhance production
sportbike command/control electronics. His
basic Z-Fi box optimizes fuel/air mix, while
the QS model adds a quick-shift function that
kills revs between cogs for clutchless gear
changes and the TC option factors in the
miracle of traction control on top of all that.
Three guesses which one we went for—and
the first two don’t count.
When it’s time to put 160-something ponies
to the pavement, we’ll take all the digital
assistance we can get, which is the simplest
way to describe Bazzaz’s top-shelf Z-Fi box.
Plug it into the stock Suzuki wiring harness
with nifty original-equipment-style connectors
and you get a fuel map pre-programmed to the
Yoshimura system, clutchless shifting beyond
3000 rpm and actual, adjustable traction
control. Thus equipped, a handful of throttle
generates the same net effect as 5000 volts
to the rump of a rodeo bull, but with a lot less
drama. The magnificently dialed-in crew at
Hard Racing back in Mooresville, North Caro-
lina, set us up with some Gilles Tooling rear-
 UP CLOSE

The B-King is best suited to solo travel so we binned

the stock passenger seat, pegs, bolts and brackets
to save another couple of pounds.

Galfer Superbike rotors and matching ceramic pads

add power, feel and, unlike the stock discs, don’t
wilt after stopping the 557-lb. package.

sets ($550) when nobody else could. When around 33 while simulating carrier launches
these guys say they have something, they off of every corner.
have it. The CNC-machined, hard-anodized, The more you flex all that muscle, the less
7075 aluminum artistry from Luxembourg is you like the standard suspension. Especially
almost too pretty to put on a motorcycle. But the relatively flaccid 10.1 kg/mm shock
the extra cornering clearance and adjustment spring that lets the ’King squat under power
latitude let you put a comfortably sporty edge and refuse to finish corners without flirting
RaceTech mods firm up the stock suspension and
sharpen steering response. The result can be a bit
harsh until you dial down compression.
“As delivered the B-King isn’t quite perfect, but
there’s one excellent motorcycle in there, and all
it takes is some minor surgery to let it out.”
on the ’King’s ergos. No more nasty grinding with the edge of the pavement. A trip to Race
noises in the corners. Tech netted a stiffer 14.1 kg/mm spring
An optimized fuel/air mix flowing from ($109.99) wrapped around a shock body with
the 44mm throttle bodies levitated power a Gold Valve shock kit ($169.95) installed.
throughout the midrange on our dyno, going Standard .850 kg/mm fork springs are closer
flat-line near peak. A little laptop-tuning to the mark, but a pair of .979 kg/mm Race
session erased the prefab map’s off-idle Tech coils, along with a G2R Next Generation
harshness with a bit of extra fuel. Adding fuel Compression Kit ($179.99), strikes a better Gilles Tooling rearsets anchor a more sporting
is something you’ll do more often with digitally balance with the stiffer rear end. After a bit of version of the standard ’King ergo package. We ad-
enhanced injection: 38 mpg average and fiddling to balance comfort with control, the justed ours to the rear to buy a little extra legroom.

www.motorcyclistonline.com 99
www.fantamag.com
SOURCES
Bazzaz Performance Yoshimura R&D
5595-H Daniels St. 5420 Daniels St. “A handful of throttle
Chino, CA 91710
909.628.8616
Chino, Ca 91710
800.634.9166
generates the same
www.bazzazperformance.com www.yoshimura-rd.com net effect as 5000
Z-Fi TC module $999 Dual TRC carbon
slip-on exhaust
$999 volts to the rump of a
Cal-Sportbike
589 Hart Lane Fender eliminator kit $225
rodeo bull, but with a
Sagle, ID 83860 Billet aluminum bar-ends $24.95 lot less drama.”
877.234.5150
www.calsportbike.com
Speedo Healer $109.99 Always remember to switch off the traction control
for the obligatory smoky burnout.
Dunlop Tire, Inc.
973 Hertel Ave.
Buffalo, NY , 14216
800.828.742TKK
www.dunlopmotorcycle.com
120/70ZR-17 Sportmax $116.95
Qualifier front tire
200/50ZR-17 Sportmax $198.95
Qualifier rear tire
Galfer USA
310 Irving Dr.
Oxnard, CA 93030
800.685.6633
www.galferusa.com
Superbike front $970
brake rotors
Ceramic HH front brake pads $86.48
Rear brake rotor $139.00
Rear brake pads $28.33
Hard Racing
big boy hews the prescribed cornering trajec- With teeth machined into a steel rim bonded
264 Rolling Hill Rd.
tory quite nicely. The non-adjustable standard to the aluminum-alloy hub, the Supersprox is
Mooresville, NC 28117
steering damper still injects a vague, sluggish about half the weight of a stock sprocket and
704.799.2192
feel, but since we weren’t able to Google up capable of outlasting an all-aluminum one.
www.hardracing.com
a viable alternative, the only choices are to a) Ours performed flawlessly over 2000-plus
Gilles rearsets $555 live with it, b) bin it or c) wait for the after- miles of use/abuse, and there’s a lifetime
Pro Bolt market to come up with something. It’s no guarantee to appease any skeptics in the
Targa Accessories, Inc. disaster, but the bike deserves better. audience. Plugging in a Speedo Healer
21 Journey Better brakes are welcome on anything with ($109.99) is the least expensive, most
Aliso Viejo, CA 92656 this much power and weight, so we ordered effective way to correct for a gearing change
800.521.7945 up a set of Galfer Superbike rotors ($970) and an optimistic stock speedometer at the
www.targa-acc.com with matching HH ceramic pads ($86.48) up same time. Accept no substitutes.
front followed by a Galfer Wave Rotor ($139) Since the original-equipment Dunlop
Fork spring preload adjusters $45.50
and standard Galfer semi-metallic pads Sportmax Qualifiers were thoroughly shagged
Race Tech ($28.83) in the rear. Aside from taking an at the start of these proceedings, we retired
1501 Pomona Rd. astoundingly long time to bed in and live up them and installed a fresh aftermarket set
Corona, CA 92880 to their potential—about 125 miles of relative ($116.95 front, $198.95 rear), which deliver
951.279.6655 pottering for us—the Galfer hardware adds up more grip than the OE version. Go figure.
www.racetech.com to a seriously potent combination that’s more Some nifty Pro Bolt fork spring-preload
G2R Next Generation fork kit $179.99 than an even match for any velocity all that adjusters ($45.50) came with a selection
horsepower can conjure up. There’s more of titanium fasteners to add some subtle
Fork springs $109.95 power, no more issues with heat-induced fade techno-bling. Add as much as your wallet
Gold Valve shock kit $169.95 and feel is excellent. What else do you want? and/or conscience will allow.
Shock spring $119.95 More realistic gearing would be nice, so Now we have a B-King worthy of the title.
we swapped the stock 43-tooth rear sprocket Cooler, stronger, faster and, at 557 lbs. full
Supersprox for a larger 44-tooth Supersprox ($89.95) to of royal bodily fluids, 21 lbs. lighter than the
2645 Vista Pacific Dr. make that prodigious output more accessible stock version. Replacing the cartoon exhaust
Oceanside, CA 92056 under 100 mph. It worked, turning 4200 rpm cans with Yoshimura carbon fiber is the key.
760.536.8293 into a smooth-as-glass 70 mph right on the Beyond that, let your budget be your guide.
www.supersproxusa.com cusp of the ’Busa-derived four’s happy place. MC
44-tooth rear spocket $89.99
100 MOTORCYCLIST
www.fantamag.com
www.fantamag.com
SMART MONEY
ALSO SMART
1993-2004
HONDA MAGNA 750 1996 | $3445
Ducati Monster 750
WORDS: Tim Carrithers
PHOTO: Honda

Perhaps the best Introduction to

Desmodromics course for the novitiate.
More agile, accessible and afford-
able than its bigger brothers, the 750
weighs 392 lbs. dry. It’s fast enough to
keep things interesting without scaring
rookies away.

1997 | $2615
Kawasaki Eliminator 600

A
10,000-rpm tachometer says most stability rather than agility, but the relative
of what you need to know. The absence of road-hugging weight means
signature wail of four 70 x 49mm there’s still fun to be had in the twisties.
cylinders arrayed in a 90-degree V takes Transmitting power to the rear wheel via
care of the rest. The Magna 750 is more a #530 chain adds one more item to the
than a middleweight cruiser. Capable of maintenance checklist, but there’s no shaft
high-12-second quarter-miles at just over to push the chassis around when you’re hard
103 mph, Honda’s third-generation V-4 on the gas.
cruiser roasts metric customs with twice its Suspension is basic, but nicely sorted Armed with a 592cc 16-valve inline-
748cc and half as many cylinders. Despite a in stock trim. Budget for a little fork/shock four in place of the perfunctory cruiser
seat that puts just 28 inches between yours rehab on a high-mileage example. Unlike early V-twin, the Eliminator looks faster than
and the blacktop, the riding position is more examples, Honda’s last V-4 cruise missile it is. The pavement-skimming 28-inch
standard than cruiser thanks to an ersatz has proven to be a reliable beast. Some ’94 seat height is more attractive anyway,
dirt-track handlebar and neutral footpeg and ’95 models especially if you’re short of stature,
placement. The subsequent lunge-lizard suffered from cam CHEERS experience and/or cash.
profile limits cornering clearance. But at side-thrust that More power than a big twin
538 pounds complete with a full 3.6-gallon caused a scary in half the displacement, and 1993 | $1840
tank of 87-octane unleaded, it’s much more knocking noise nobody will ever mistake it for
manageable than anybody’s big twin. from either or both a Harley.
Suzuki Marauder 800
What’s the catch? Fewer cubic inches cylinder heads. JEERS
mean more revolutions per minute—you A Honda service Single front disc and a rear
have to spin it. There’s also less torque in bulletin outlined drum? Healthy appetite for
the basement than on the average middle- the fix: a 1mm hole unleaded. Cramped passenger
weight V-twin. Still, the eminently flexible four drilled in the eight accommodations.
will pull away smoothly with only 1500 rpm camshaft holders WATCH FOR
on the tach. On the flip side, there’s a bit that let in enough Leaky fork seals, warped front
of a buzz at 7500 rpm, and extended play engine oil to damp rotor, noisy top-end.
near the 9700-rpm rev ceiling drops mileage lateral movement. VERDICT
into the low 30s. Loafing along a tick above Problem solved. Middleweight power cruiser
4000 rpm on the freeway, the Magna is Beyond that, keep isn’t an oxymoron. It’s a Introduced way back in ’87, the
comfortable enough for a little touring. There your eyes open for Honda Magna. Marauder is basically Suzuki’s 800
should be plenty of room for two, though blown fork seals, Intruder twin with chain final drive and
passengers may remove themselves from sticky shifting and VALUE some drag-strip attitude. It’s cheap,
the cramped pillion quarters at the first any warping of the 1994 $3080 covers a quarter-mile in just over 14
gas stop. As you might surmise from the hard-working single 1997 $3415 seconds at just under 90 mph, and
long, low profile, handling is skewed toward front disc. MC 2004 $4915 averages 42 mpg.

102 MOTORCYCLIST
www.fantamag.com
www.fantamag.com
An array of accoutrements
for your upper extremity
WORDS: Ari Henning
PHOTOS: Adam Campbell & Drew Ruiz

n our constant attempt to bring you new and interesting

items, we’ve decided to pay special attention to the head,
home to your consciousness and the complex neuro-
logical pathways that let you operate a motorcycle. Enjoy this
selection of cool swag for your skull.

Alpinestars Balaclava Scala Rider Q2 Multiset

If it’s good enough for Crimean cold-weather
commandoes, it’ll do the job for a chilly morning
commute. Alpinestars has adapted the classic wool
ski mask to suit the needs of die-hard riders, crafting
a full head covering complete with waterproof neck
and shoulder skirt for effective insulation against the
elements. The stretch fabric is breathable and moisture-
wicking, and is made with flat seams so it fits comfortably
under your helmet. One size is intended to fit all, at a retail
price of $39.95.
www.alpinestars.com
Only so much can be conveyed using
rudimentary hand signals, and then it’s time
to get vocal. The Q2 Multiset is your ticket
to clear, hands-free, inter-helmet communica-
tion. Each $395.95 package contains a pair
of ready-to-use Scala Rider headsets that link
riders from up to 1500 feet away. Want more
than mere walkie-talkie functionality? You got
it. The Scala Rider also offers cell phone,
MP3 and FM radio capabilities to keep you
entertained and connected while on the road.
www.cardosystems.com

The V2 Sponge
At just $4.95, the V2 Sponge is an easy way to avoid cleaning your face shield with the filthy
washer fluid and abrasive paper towels commonly offered at gas stations. Made of a microcell
material, the V2 contains no chemicals and needs only water to work its magic. The sponge’s
unique shape is meant to provide a maximum cleaning edge so its tiny fibers can cut into and
lift bug guts and grime off your face shield and helmet. Kept moist in its watertight storage
envelope, the V2 is always ready to use and fits easily in a jacket pocket.
www.V2sponges.com

Hazardous Sports Headcase

Helmet Case
Hanging your helmet on a bar-end
or setting it on a precarious pile
of stuff in the garage is no way to
treat your most important piece
of safety equipment. When not in
use, zip your helmet into a Head-
case from Hazardous Sports.
Constructed from dense, molded
foam sandwiched between a soft
inner fabric and tough ballistic
nylon exterior, the Headcase will
keep your lid clean and protected
from scratches and scuffs. The
Headcase retails for $90, with a clamshell
design that fits all brands of street helmets.
www.hazardous-sports.com

104 MOTORCYCLIST
www.fantamag.com
 GEAR
Tag Heuer Night Vision Glasses
You don’t have to be a Le Mans driver to appreciate
the Night Vision glasses, although a comparable
salary would help. At $430, they’re spectacularly
expensive, but nothing but the best will do for
competitors in the legendary 24-hour race. Designed
specifically for high-speed nocturnal navigation, the
Night Vision’s -0.25 diopter lenses correct the minor
myopia that affects everyone at night. The panoramic
lenses are tinted a pale yellow to increase contrast and
an anti-glare coating helps reduce eye fatigue. The flex-
ible frame is designed to fit comfortably inside any helmet. Shift Overlord Hat
www.tagheuer.com One can never have too many
hats, especially if they’re as
stylish as Shift’s new Overlord
cap. Woven from cotton and
stretchy spandex, the Over-
lord’s FlexFit design matches
Aerostich the contours of your cranium
Disposable for a perfect fit. Bold, black-
Earplug and-white, screen-printed
Sample Kit graphics and an embroidered
Earplug logo complement any outfit.
comfort is a Available in black or white with
personal prefer- contrasting graphics, Shift’s hats
ence, and finding retail for $23.95.
the plug that fits www.shiftracing.com
just right can be a
long and arduous task. To simplify that
experience, the thoughtful folks at Aerostich
have assembled this earplug sampler kit Harris Helmet Decals
containing the latest and greatest, as well as Harris Decals is your source for affordable custom vinyl graphics, lettering and logos for your
tried and true noise-reduction favorites. For bike and helmet. This visor banner is great for racers, riding clubs or identification and rank
$10 you get 12 different styles, shapes and in the Motorcyclist hierarchy. Each piece is cut from premium 10-mil vinyl and is pre-curved to
compositions to choose from, so you’re sure fit your face shield. Choose from a variety of standard designs or draw up your own.
to find the plug that fits you best. Basic colors run $10.50 apiece, while ultra-metallic, holographic and mirror finishes cost a
www.aerostich.com few bucks extra.
www.harrisdecals.com

FogTech and Raincoat

MotoSolutions is the clear choice, inside and out. The company’s specially
developed treatments keep your vision clear no matter how hot your breath or how
heavy the rain. Applied to the inside of your face shield, FogTech’s silicone-based
surfactants spread moisture evenly across the shield’s surface, eliminating fog. On
the outside, Raincoat’s hydrophobic waxes cause water to bead, quickly clearing
your view of droplets. The $4.99 FogTech package includes five wipes, and the
$5.99 Raincoat kit includes five wax packets, sponge and buffing cloth. Application
is easy and lasts for days.
www.cyclegear.com

www.motorcyclistonline.com 105
www.fantamag.com
Joe Rocket
Steel Pants
WORDS: Ari Henning
PHOTO: Drew Ruiz

W
hile it’s easy to croon about the com-
fort and casual style of Joe Rocket’s
Steel jeans, it’s not so simple to test
their ability to keep your hide intact when the
pavement jumps up and bitch-slaps you. The
20 or so feet I slid were all that was needed
to assess their crashworthiness—and reaf-
firm my position as the FNG on staff.
Like the multitude of other moto-specific
jeans on the market, the Steels are con-
structed from sturdy denim with a secondary
layer of reinforced material at chief abrasion
points. In most cases, this fabric is woven
from tough aramid fibers, but the fabric in
the Steel jeans consists of nylon interwoven
with scratchy little steel filaments that
tend to turn up in the dryer’s lint trap after
washing. Their function, beyond marketing
gimmick, is disputable.
By all accounts except a mother’s, mine
was a minor crash. Riding one of SoCal’s
tightest canyons, gravity overcame friction
at the Suzuki DR-Z400SM’s front contact
patch and I executed a textbook low-side.
As the little supermoto skated gracefully on
its axle sliders, the pavement tore into the
Steel jeans’ heavy denim—still thick and
stout after a dozen washings—and began
to wear through the reinforced layer. When I
came to a stop, all that remained between
my knee and the road was the millimeter-thin

“As the little supermoto skated gracefully on its The consequences of a 30-mph bail-out. Regular
denim would look worse.
axle sliders, the pavement tore into the Steel
jeans’ heavy denim.” JOE ROCKET STEEL JEANS
Price: $89.99
inner cotton liner. Had the crash occurred legitimately bolstered or not, saved my skin. Contact:
at a speed greater than 30 mph, I almost A more conventional abrasion-resistant mate- Joe Rocket
certainly would have exceeded the garment’s rial, such as leather, would certainly improve 925 Turnbull Dr.
capabilities and sustained some nasty their protection factor. Fortunately, the Steel Idaho Falls, ID 83401
road rash. jeans have since been replaced by the new 800.635.6103
As it happens, there’s not a mark on my Rocket jeans ($119.99), which boast stretch- www.joerocket.com
body to attest to my indiscretion. While the resistant Dupont Kevlar/Teramid reinforce- VERDICT
choice of reinforcing materials is question- ments. Looks like the little Suzuki and I may
Comfy and casual, but protection isn’t up to par.
able, there is no doubt that the extra fabric, have to hit Latigo Canyon again…

106 MOTORCYCLIST
www.fantamag.com

FURYGAN
BRUTALE JACKET
WORDS: Ari Henning
PHOTO: Drew Ruiz
I
n case you’re wondering, that
feline is a panther, and the brand
is Furygan. Unless you worship the
ground Giacomo Agostini walks on, you’ve
probably never heard of the French marque.
Although they’ve been in the apparel busi-
ness for nearly 40 years, their fashionable
goods have just become available on this
side of the Atlantic.
When the Furygan Brutale jacket arrived, I
was pleased to see that the materials, pro-
tection, style and comfort are on par with the
likes of Alpinestars and Dainese. The jacket
has a quality feel to it, imparted by sturdy-yet-
supple 1.2-1.3mm-thick bovine hide that has
been drum-dyed to an attractive semi-luster
and treated for water-repellency. Foam-backed
hard armor guards the elbows and shoulders,
and there’s a bona fide CE-approved back
protector, not just a flimsy foam place-holder.
The jacket felt broken-in within a day’s ride.
The shoulders and arms are tailored from
numerous pieces of leather to create the per-
fect shape, with a band of compliant textile
material on the shoulder blades for flexibility.
The leather is backed by a luxurious DuPont FURYGAN BRUTALE JACKET
Coolmax material, far more sumptuous than
Price: $455
the thin mesh found inside other jackets.
At the local Sunday-morning hangout, the Contact: Van Ellis, Ltd.
Furygan jacket stood out in a sea of common www.vanellisltd.com
brands, color schemes and styles. Its VERDICT
numerous pockets got a workout as I fished
around for scraps of paper on which to write A top-quality jacket that’s guaranteed to stand out from
the importer’s name and E-mail address. the crowd.
www.fantamag.com
DOWCO ELITE SERIES
FASTRAX TAIL BAG
WORDS: Ari Henning
PHOTO: Drew Ruiz
owco’s riding employees designed its
luggage, and it shows. This tail bag
is one of the best we’ve tested. The
main compartment is mildly rigid so it holds
its shape whether empty or fully loaded, and
the lid has multiple pockets, hooks, clips
and pouches to hold anything you might
bring along. An elasticized expansion panel
bumps capacity to 25 liters when needed,
and a waterproof cinch sack straps on top,
large enough to hold a rain suit.
In use by various staffers for nearly a
year, this tail bag has served us well for
108 MOTORCYCLIST
commuting, weekend rides and much longer
tours when used in conjunction with the rest
of the Fastrax luggage line. It’s got all the
attributes of a mountaineering pack, and even
comes with straps so it can be worn as one.
The most appreciated feature is the
mounting system. Adjustable nylon web-
bing, clips and D-rings hold the bag firmly
in place. Once the straps are adjusted, the
bag is locked on like an octopus, yet can be
removed and reinstalled without futzing with DOWCO ELITE SERIES
strap tension. FASTRAX TAIL BAG
It’s been mounted to the tails of numerous
Price: $119.99
bikes and fits all of them securely. The only
issue we’ve encountered is the deterioration Contact: Dowco Power Sports
of the weather seal on the zippers, which has www.dowcopowersports.com
begun to tear and split at the stitching. That’s VERDICT
no big deal because we use the included rain
A practical way to add versatile cargo capacity to any bike.
cover when it rains anyway. MC
www.fantamag.com
www.fantamag.com
Make hearing protection part
of your essential riding gear
WORDS: Don Smith PHOTO: Joe Neric
o doubt you have a closet full of
riding gear. You’ve probably got
jackets, pants and gloves for
every riding scenario, to say nothing of all
those helmets. You might think that you’re
completely protected from harm, but if you’re
like many motorcyclists, you’re probably
overlooking one key risk. This potential injury
can occur on every ride, no matter how long
or how short, and it doesn’t even require an
accident to cause damage.
That injury is hearing loss.
By the time we reach age 60, one third
of the population suffers from some degree
of hearing loss. This degradation occurs
both as a result of the natural aging process
(presbycusis) and cumulative exposure to
loud noises (lawn mowers, rock concerts and
yes, motorcycles). Exposures progressively
damage the cochlea, a critical part of your
inner ear, and this damage is irreversible.
Motorcyclists are especially susceptible
to hearing damage, and not just those
who belong to the “loud pipes save lives”
contingent. High-frequency wind noise actu-
ally does the most damage, and the faster
and longer you ride, the worse the exposure
(and resulting damage) becomes. At highway
speeds, the wind noise inside a full face
helmet can exceed 100 decibels. According
to guidelines from the National Institute for
Occupational Safety and Health, more than
15 minutes of continuous exposure to
110 MOTORCYCLIST
100 dB noise can result in hearing loss.
Long-term hearing loss isn’t the only nega-
tive effect of noise exposure. Roadracers
wear ear protection not only to prevent
hearing loss, but also to fight fatigue and
stress caused by constant wind and bike
noise, which can slow their reflexes and
hinder concentration. Iron Butt competitors
and other long-distance riders also testify
that they feel less tired at the end of a long
day if they use hearing protection.
“According to the National Institute for Occupational
Safety and Health, 15 minutes of continuous
exposure to 100 dB can result in hearing loss.”
Unlike most other proteactive gear, hearing
protection is inexpensive and easy to use.
Disposable foam earplugs are the most
popular and effective. These can be found at
hardware stores, pharmacies and gun shops,
as well as motorcycle suppliers. A package
of five pairs typically costs less than five
dollars and can be reused numerous
times before discarding. Most can be
washed with soap and water, and a
pillbox helps keep them clean when
not in use.
www.fantamag.com
Within the broad category of disposable
foam earplugs there are several brands,
types and shapes available. They even
come in different sizes, making it essential
that you try several styles and materials to
find the fit that’s best for you. Most riders
prefer the “roll-down” foam plugs. These are
rolled between thumb and forefinger into a
tiny, tightly compressed cylinder that can be
inserted to a comfortable depth. The foam
material then swells to fill the ear canal, and
will attenuate 22-33 dB. Noise reduction is
influenced by how well you insert and fit the
earplugs, so be sure to follow the instruc-
tions carefully.
If you dislike having to roll the plugs each
time before inserting, you can choose “no-
roll” foam earplugs that utilize a built-in cen-
tral stem that lets you push the plug into your
ear canal in a simple, sanitary manner.
If you demand the ultimate in
fit and protection, there are a
variety of manufacturers that
will craft custom earplugs built
directly from foam or wax impres-
sions of your ear canal. Custom-molded,
reusable earplugs typically start at around
$100, and go up from there. Some are even
available with built-in speakers.
High-speed travel on a motorcycle can
easily produce windblast in excess of 115
dB—a level where exposure should be limited
to less than 30 seconds. A foam earplug
offering 33 dB of noise reduction will reduce
that windblast to a very tolerable 87 dB—a
level that can be safely tolerated for six
hours. If you aren’t already using ear protec-
tion, pick up some earplugs and use them on
your next ride. They’re much cheaper than a
new helmet, jacket, boots or gloves, and just
as important to your long-term health and
safety. MC
www.fantamag.com

I found the article on Jamie Elvidge’s
long-term 2008 Kawasaki KLR650 in
the October issue very interesting.
I read this article after returning home from
a nice weekend ride, where I discovered
my KLR is burning a quart of oil every 200
miles. My unit was ridden very easy for the
first year and was broken-in by the book, but
when I started to push the bike at highway
speeds after 3000 miles, it started burning
oil. After some research on the Internet, I
found there are many ’08 KLR owners with
the same issue.
Kawasaki told me this is normal and
they have no plans to fix the issue by recall.
Since this seems to be a widespread issue
GOT A QUESTION FOR ANSWERS? SEND IT TO MCMAIL@sourceinterlink.com
WORDS: Tim Carrithers
PHOTO: Kawasaki
among ’08 KLR owners, do you u have any
suggestions on how to get Kawasaki to stand
behind its product? There’s nothing like
pulling into a gas station to check your gas
and fill it up with oil!
Steve Rauscher
Jackson, MI
Jamie’s long-term KLR was downing
a quart of 10w/40 every 800-900
miles—a teetotaler compared to
yours, but excessive for anything but extended
play at or near redline. When another KLR in
our extended family came back from the local
dealer with a material defect diagnosis, a new
oil-control ring put things right. Kawasaki is
advising owners with oil-consumption issues to
contact their local dealer, who will determine
the proper fix. There’s evidently an alternative
set of rings for overly thirsty models.
Andy Charles at Power Edge Porting (www.
poweredgeporting.com) was adding a quart
every 300-400 miles to his ’08 KLR, which
was subsequently rebuilt by the local dealer.
“My bike got new rings, a new piston, new
www.fantamag.com
cylinder and new valve stem seals,” he says.
“It made no difference at all.”
A little research revealed various potential
causes. Piston/cylinder clearances may not
be up to spec, or the cylinder may be out
of round. He thinks the main causes of oil
burning are the low-tension rings, particularly
the three-part oil ring, made up of two rails
and one spacer. The spacer determines oil
ring tension. Rail thickness has increased
from 0.016-inch to 0.018 in the latest
KLR650 oil rings.
“This should help,” Andy says. “In my
opinion this is a quality control problem and
I fully expect Kawasaki to solve it, if they
have not done so already. In Steve’s case, I
would have the piston-to-cylinder clearance
checked by a good shop to see if it is within
specs. I would also have the cylinder checked
to see if it is out of round. Kawasaki offers
an oversize piston for the KLR and this could
be used if the cylinder needs to be honed
or rebored. They offer a 0.5mm and a 1mm
oversize piston for use with rebored factory
cylinders.” MC
www.fantamag.com
 CULTURAL ICON:
THE WORLD’S MOST
COVETED SCOOTER?
WORDS: Jeff Karr PHOTOS: Courtesy of Bonhams

uadrophenia may be one of the most

Q famous movies nobody ever saw. Or

maybe it was just me. In 1979, the
year the movie version of The Who’s seriously
good ’73 rock opera came out, I got a job
at Motorcyclist. I was too busy gorging on
new Yamaha RD400s, custom-fitted Bates
leathers and free faceshields to be much of a
pop culture consumer. The only culture I was
concerned with was the suspicious bacte-
rial broth percolating in the Motorcyclist Mr.
Coffee machine since Editor Bob Greene
mysteriously keeled-over at his post years
before. That was the office legend, anyway.
So Wikipedia, which should know, says that
Quadrophenia (the movie) was once ranked
as the 35th best British film of all time. So it’s
possible that it doesn’t suck a great deal, or
maybe not at all. Set in ’64, Quadrophenia
follows the story of young Jimmy Cooper, an
amphetamine-addled, scooter-riding Mod
who runs afoul of a gang of motorcycle-riding
Rockers in the seaside town of Brighton. Teen
angst, steamy alley romance and fines of 50
quid ensue. A despondent Jimmy then wisely
decides that life on a Lambretta—even one
with a lot of rear view mirrors—isn’t really
worth living, and appears to ride tragically
off the cliff (on a different scooter) at Beachy
Head. Roll credits.
Apparently somebody did see the film,
because the very Lambretta Li 150 Series
3 used during much of the film was recently
auctioned off for a cool £36,000 (about
$56,000). That’s a lot of coin for not much
more than a self-consciously precious tarted-
up scooter. Must have been a swell movie. I
probably should have gone to see it. But alas,
there were free gloves to inventory… MC

MOTORCYCLIST © (ISSN 0027-2205) March 2009, Issue 1344 • Copyright 2009 by Source Interlink Magazines, LLC. All rights reserved. Published monthly by Source Interlink Media, LLC,
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