Motorcyclist July2015
description
Transcript of Motorcyclist July2015
-
SUPERLIGHT SUPERBIKES
IN THE GARAGE! THE ISSUES WITH ETHANOL
DON'T BREAK YOUR BODYWORK
CRACKING THE TOUGHEST NUT
ITALIAN STALLIONSAPRILIA'S AWE-INSPIRING RSV4 RF &
CRAZY-GOOD TUONO 1100 RR
FREEZE GLIDEMILWAUKEE TO STURGIS WITH
75 BRICKSIN MARCH!
motorcyclistonline.com
JULY
2015
4 SMALL-BORE SPORTBIKES HEAD TO HEAD
1WINNER!
HONDA
CBR300R VS
KAWASAKI
NINJA 300 VS
KTM
RC390 VS
YAMAHA
YZF-R3
! 8 PAGES OF TIPS & ADVICE FOR NEW RIDERS
SUPERLIGHT SUPERBIKES
MCY0715_COV.indd 1 4/28/15 1:06 PM
-
2015 BMW Motorrad USA, a division of BMW of North America, LLC. The BMW name and logo are registered trademarks.
WHY STAY FOR
WHEN ITS
The entire world awaits, and youre done sitting still. The K 1600 GTL. Luxury, power, technology nothing has been compromised. Life is a feast. Savor every bite. Find out more at bmwmotorcycles.com.
DESSERT
PARKED OUTSIDE? MAKE LIFE A RIDE.
BC_039989_MCY0715P.indd 2 4/14/15 4:17 PM
-
The UltimateRiding Machine
BMW MotorradUSA
bmwmotorcycles.com
BC_039989_MCY0715P.indd 3 4/14/15 4:17 PM
-
ultimo$79.99
lucca$39.99
If you are passionate about mot
orcycling
and want high quality, high specifi
cation
gloves look nofurther than SE
DICI.
With gloves for all riding styles
and weather conditions, SEDI
CI truly is
passionate about great gloves
...
diavolo$69.99
READ OUR CUS
TOMER REVIEW
S ATCOM A
NDSEETHEIR 1
12 STORELOCAT
IONS
availableat
the us no.1 reta
iler of sedici gl
oves
Passionate
about
gloves
Appassionati
di guanti
ANDWERENOT
THEONLY ONES
.
84666_CycleGear_MCYCLIST_FP_SEDICI_GLV_7.625X10.5_fin.pgs 04.20.2015 13:12
-
JULY 2015INSIDE
ROAD TESTS & FEATURES32 FIRST RIDE / 2016 APRILIA RSV4 RF
Aprilias superbike joins the 200-hp club.
38 FIRST RIDE / 2016 APRILIA TUONO 1100 RR
Theres no replacement for (even more) displacement.
40 MC COMPARO / SCHOOLS OUT AND ITS TIME TO START RIDING
A lightweight-sportbike shootout to start your summer right.
56 ROOTS / RUPP ROARIN
When one man from Ohio made Japanese manufacturers tremble.
62 BRICK RIDE / ANOTHER BRICK IN THE WALL
A snow-bound start to the Sturgis 75th Anniversary celebration.
71 MOTO INTRO / A GUIDE TO GETTING STARTED IN MOTORCYCLING
So you want to become a motorcyclist? Your journey begins here.
www.motorcyclistonline.com 5
MCY0715_TOC.indd 5 4/27/15 2:54 PM
-
CONTENTS CONT
DEPARTMENTS
8 COOKS CORNER
10 UP TO SPEED:
Its the end for Erik Buell Racingfor
now; remembering Dane Westby; Rossi
to ride Goodwood; could your next dual-
sport be powered by a fuel cell?
22 BEHIND BARS
24 CODE BREAK
26 DRAWING THE LINE
28 MC MAIL
30 ME & MY BIKE
80 GEAR: Beginners Grab Bag
81 MC TESTED
EDITORIAL
EDITOR IN CHIEF Marc Cook
EDITOR AT LARGE Aaron Frank
ROAD TEST EDITOR Ari Henning
ASSOCIATE EDITOR Zack Courts
ONLINE EDITOR Brian Hatano
MANAGING EDITOR Irene Gonzalez
COPY EDITOR Jessica Matteson
COLUMNISTS Keith Code, Joe Gresh, Jack Lewis,
Ed Milich, James Parker
EUROPEAN CORRESPONDENTS
Roland Brown, Alan Cathcart, Ben Purvis
IN THE GARAGE
Jeff Maddox, Jerry Smith
ART DIRECTION AND DESIGN
ART DIRECTOR Kathleen Conner
PHOTO AND VIDEO SERVICES
PHOTOGRAPHER Jeff Allen
VIDEO PRODUCER Spenser Robert
ASSOCIATE VIDEO PRODUCER Stephen Potter
CONTRIBUTORS
Buddy Baker, Mitch Boehm, Tim Buche,
Ken Condon, Jim Kise, Josh Kurpius, Rich Lee,
Brian MacLean, Charles Mann, Marian Mayberry,
Milagro, Tim Sutton, Garrett P. Vreeland,
Shasta Willson, Kevin Wing, Paul Zisser
EDITORIAL OFFICES
PHONE: (760) 707-0100
MAIL: 15215 Alton Pkwy., Suite 100, Irvine, CA 92618
EMAIL: [email protected]
REPRINTS
Reprint requests: email [email protected]
RETAIL SINGLE COPY SALES
ProCirc Retail Solutions Group, Tony DiBisceglie
RELATED PUBLICATIONS
Cycle World, Dirt Rider, Sport Rider,
Hot Bike, Baggers, and other specialty magazines.
ADVERTISING
VICE PRESIDENT, GROUP PUBLISHER Andy Leisner
ASSOCIATE PUBLISHER, AD DIRECTOR Libby Vevers (415) 671-8861
ASSOCIATE PUBLISHER, MARKETING Garrett Kai
FINANCIAL DIRECTOR Tara Bisciello
DIRECTOR OF DIGITAL STRATEGY Brian Schrader
MARKETING DIRECTOR Tim Collins
MARKETING MANAGER Corie Windust
EASTERN SALES DIRECTOR Dennis Scully (312) 252-2854
EASTERN ADVERTISING MANAGER Renee McGinty (312) 718-8880
WESTERN ADVERTISING MANAGER Katelynn Kovaleff (760) 707-0087
WESTERN ADVERTISING MANAGER Brad Banister (949) 705-3104
ACCOUNT EXECUTIVE Chris Siebenhaar (760) 707-1070
DETROIT SALES MANAGER Ed Bartley (248) 213-6153
DETROIT SALES MANAGER Jeff Roberge (248) 213-6154
SENIOR ACCOUNT MANAGER David Roe (724) 312-3207
SENIOR ADVERTISING MANAGER Chris Long (760) 707-1073
EASTERN ADVERTISING MANAGER Ross Cunningham (212) 779-5042
CLASSIFIED SALES Kurt Eisinger (212) 779-5507
ADVERTISING COORDINATOR Jeoff Haertle
DIGITAL ACCOUNT MANAGER Sadie Huemmer
DIGITAL CAMPAIGN MANAGER Ray Gonzalez
CONSUMER EVENTS DIRECTOR Corey Eastman
EVENTS COORDINATOR Tonia Troncone
SALES DEVELOPMENT MANAGER Ashley Roberts
OFFICE MANAGER/SALES ADMINISTRATOR Donna Provencher
ADVERTISING ASSISTANT John W. Scafetta
DIRECTOR OF HUMAN RESOURCES Kim Putman
PRODUCTION
CORPORATE PRODUCTION DIRECTOR Jeff Cassell
GROUP PRODUCTION DIRECTOR Rina Viray Murray
PRODUCTION MANAGER Carin Hall
CHAIRMAN Tomas Franzn
CHIEF EXECUTIVE OFFICER Dave Freygang
EXECUTIVE VICE PRESIDENT Eric Zinczenko
CHIEF CONTENT OFFICER David Ritchie
CHIEF FINANCIAL OFFICER Todd DeBoer
CHIEF OPERATING OFFICER Lisa Earlywine
CHIEF MARKETING OFFICER Elizabeth Burnham Murphy
CHIEF DIGITAL REVENUE OFFICER Sean Holzman
VICE PRESIDENT, INTEGRATED SALES John Graney
VICE PRESIDENT, CONSUMER MARKETING John Reese
VICE PRESIDENT, DIGITAL AUDIENCE DEVELOPMENT Jennifer Anderson
VICE PRESIDENT, DIGITAL OPERATIONS David Butler
VICE PRESIDENT, PUBLIC RELATIONS Perri Dorset
GENERAL COUNSEL Jeremy Thompson
For Customer Service and Subscription questions, such as renewals, address changes, email preferences, billing, and account status, go to: motorcyclistonline.com/cs. You can also email MCYcustserv@cdsfulf llment.com, in the US call toll-free (800) 800-7433, outside the US call (515) 237-3697, or write to Motorcyclist,
P.O. Box 6364, Harlan, IA 51593-1864.
Copyright 2015 by Bonnier Corporation, LLC. All Rights Reserved. Printed in the USA.
This product is from sustainably managed forests and controlled sources.
GARAGE83 DECODER RING:
Knock sensor Whos there?
84 GASOLINE 101
Part 2: Lets Talk About Ethanol
86 STREET SAVVY:
Mistakes Made, Lessons Learned
88 RETAIL CONFIDENTIAL:
Sky-High Used Prices?
90 HOW TO: Undress Your Bike
94 SMART MONEY:
20032009 Ducati Multistrada
96 DOIN TIME
106 MEGAPHONE:
Paying It Forward
ON
THE
COVER
Ace lensman Kevin Wing captured the KTM
RC390 and the Yamaha YZF-R3 in their
natural environmenta snakelike strip of
pavement. Turn to page 40 to see how four
of todays best small sportbikes stack up.
SINCE 1912 / MOTORCYCLISTONLINE.COM
6 MOTORCYCLIST
MCY0715_MAST.indd 6 4/28/15 1:08 PM
-
Fro
m leaning into
th
e
tighte
st
curv
es
to
riding
up
the
high-
est
peaks, th
e Plan a
thrill
featu
re on th
e
all-
new
TomTom
Rid-
er lets you cre
ate
your
perfe
ct
adventu
re.
www.to
mto
m.com/rider
. ..WHEN
YOUCANL
EANAND
SOAR?
WHY SIT AND STEER.. .
BC_040552_MCY0715P.indd 1 4/22/15 9:03 AM
-
COOKS CORNER
CONNECT motorcyclistmag motorcyclistonline @MotorcyclistMag
GENERATION GAPthe same time new and returning riders
were lapping it up as an alternative to the
quarter-liter machines or the four-cylinder
supersports on the menu. And they
were better for it, since the SV balances
performance and forgiveness brilliantly.
For almost a decade, until the unfortunate transition into the
misguided SFV650 (nee Gladius), the SV650 was a touchstone,
the bike Id recommend to just about anyone. Post Gladius, I
counseled nding a good used SV.
Now I dont have to. Yamaha, on a pretty hellacious tear with
innovative and affordable new product, now has the FZ-07.
Adjusted for in ation, the SVs introductory price is $8,100 in
2014 dollars, making the FZs $6,990 MSRP seem even better.
Its not just that the Fizz is a good value; its also a rollicking good
motorcycle, a true and worthy successor to the SV. How good?
To nd out, I took an afternoon and rode my near-stock 2000
SV650 naked back to back with the FZ-07.
What youd think would be most different actually was
not. Yamahas 689cc parallel twin uses a 270-degree crank
arrangement and balance shafts to provide an interesting aural
and vibratory signatureits unique like a V-twin but has its
own feel. If anything, the Yamaha has stronger midrange along
with much snappier throttle response than my carbureted SV
offers. The SVs engine still feels good, but the FZs is sharper,
tighter, and a bit more modern.
A development gap of 16 years shows up in the chassis,
most notably the size of the machines. The FZ feels tiny, super
agile, but still stable enough for beginnersplus the seat is
low and narrow, and the
reach to the bar is minimal,
almost too tight for me. By
comparison, the SV feels
about 115-percent scale,
which makes its similarly
soft suspension seem ever
more so, and ampli es the
inherent crumminess of
the stock brakes. Back in the day, we didnt
complain much about the SV, but the FZs
binders, while still not world class, are a good
generation ahead of the Suzukis.
More than anything, though, these bikes
reinforce the brilliance of the typea
compact (but not too small), modestly
powered (but not under-powered), competent
midsize sporty bike that doesnt ask too much
and always over delivers. Inherent, true
balance without affectation. Im sorry that
Suzuki doesnt make the SV any longer, but
Im more than happy that Yamaha will.
Sixteen years ago, Suzuki delivered upon us the SV650, a
machine some believed cribbed a little too liberally from
the Ducati playbook. In our rst road test, the late Greg
McQuide described the SV pulling away from a much more
powerful TL1000 up a mountain road and posed the question:
Whether or not this is enough to satisfy the US markets
tastes, however, is a question that remains to be answered.
At a time when horsepower was king, we openly wondered
if a balanced, modestly quick sporting naked would succeed. Its
68 rear-wheel horsepower was well up on the previous class
sweetheart, Hondas Hawk GT, but still trailed Suzukis own
Bandit 600 by a quintet of ponies. At $5,699, it was inexpensive
but not cheap. Nothing from the outside, not even the pretty
aluminum frame with cast and extruded pieces, gave voice to
the rambunctious toy the SV really was.
Sales? We didnt have to wonder long. The SV moved very
briskly from the start. Experienced riders embraced the SVs
quick but not overly sharp handling, the lovely cadence of the
645cc, 90-degree V-twin, and the sense of con dence this tidy
little motorcycle provided. But most important was that the SV
transcended ranking. Old hands were ocking to the bike at
Yamahas sporty FZ-07 parallel twin carries the SV650s carefree atti-tude forward into 2015.
Old hands were ocking to the
[SV] at the same time new and
returning riders were lapping it up.
MARC COOK
BRIAN M
ACLEAN
8 MOTORCYCLIST
MCY0715_COOK.indd 8 4/28/15 1:59 PM
-
TRACERLEATHER JACKET$279
Toll Free 877.789.4940
Dealer Locator @ motonation.com
Distinction,Details and Design.
Shadow Kevlar Jean $109Main Street Glove $19SIDI All Road Gore-Tex $325Vemar Jiano $169
Cool moto courtesy of GP Motorcycles,
San Diego CA
BC_040088_MCY0715P.indd 1 4/14/15 4:25 PM
-
EDITED BY ZACK COURTS
ERIK BUELL RACING CEASES OPERATIONSThe American
Manufacturer Shuts
Doors for the Second
Time in Six Years
Erik Buell Racing enjoyed a successful introduction of the
1190RX and 1190SX sport-bikes, a promising technical and nancial partnership with Indias largest motor-cycle manufacturer, Hero MotoCorp (which paid $25 million in July 2013 to purchase a 49-percent stake in EBR) and wild re growth that saw the rm expand from just a handful to more than 120 employees in less than three years. Even so, the Wisconsin-based company couldnt keep up with nancial pressures and, faced with a reported $20 million in outstanding liabili-ties, entered a receivership to seek protec-tion from creditors on April 15.
At this time Im not able to say much at all, Erik Buell told us in a phone interview shortly after the announcement. What I can say is this: We had what we thought was rock-solid funding in place, and when that deal didnt come through, we were left with no other option. Buell would not comment on the status of EBRs relationship with Hero, nancial or otherwise. Its just not worth talking about whats in the past, he said.
EBR has led for something called Chapter 128 protection, a Wisconsin alter-native to bankruptcy intended to help a debt-burdened company restructure with the intent to resume operations. Bids will now be solicited for the company, with the winning bid to be selected by the court.
I believe its in good hands right now, Buell said, the best possible. [The receivers have] said all the right things. Its their rst job to get as much as they can for the company, to protect the interests of the creditors, to support our vendors, dealers, and customers. I expect they are going to work as hard as they can to keep the company together. Thats obviously the way it has the most value.
This is clearly a major setback for the American sportbike manufacturer, but the almost-pathologically optimistic Buell remains positive about the future of the company. I will say this: Its a much better situation right now than we were post-Harley-Davidson, when we didnt even have a name to move forward with. The work we did as EBR has moved the ball much further down the eld.
The fate of EBR remains to be seen, but no one knows better how to make a come-back than Erik Buell. We likely havent seen the last of him yet. Aaron Frank
JIM M
OY, PAT
RICK DALY
At approxi-mately the same time we learned of
EBRs sudden demise, mutter-
ings on the Internet exposed patent drawings linked to Erik Buell patenting a gasoline/electric hybrid motorcycle with a peak power output around 400 hp.
RUMOR MILL
Even $2,000 discounts
didnt improve sales of the
$19K American superbike.
1983Erik Buell builds his f rst eponymous motorcycle, the race-only RW750.
1987Buell Motorcycle Company releases its f rst Harley-Davidson-powered bike, the RR1000 Battletwin.
1993Harley-Davidson acquires 49 percent of Buell Motorcycles.
2002Erik Buell is inducted into the AMA Motorcycle Hall of Fame.
2003Buell Motorcycles becomes a wholly owned subsidiary of Harley-Davidson.
2006Buell Motorcycles produces its 100,000th bike, a Ulysses XB12X.
2007Buell releases the liquid-cooled, Rotax-powered 1125Rthe f rst non-Harley-powered Buell since 1983.
2009Harley-Davidson discontinues Buell Motorcycles. Erik Buell Racing is formed within weeks.
2011The $43,000 EBR 1190RS, Buells f rst post-Harley-Davidson product, is revealed.
2012Erik Buell Racing part-ners with Hero MotoCorp, Indias largest motor-cycle manufacturer. Hero purchases 49 percent of EBR the next year.
2014The company enters the World Superbike Championship with the all new EBR 1190RX superbike.
2015EBR ceases operations and enters receivership, citing f nancial stress.
10 MOTORCYCLIST
MCY0715_UTS.indd 10 4/28/15 2:01 PM
-
Bolt
Bolt
R-Spec
WELCOME TO GENERATION BOLT.
THE ALL-NEW BOLT C-SPEC AND NEW 2015 BOLTS.
With three breakout models, the Bolt represents a new age of freedom crusaders. Its compact, raw bobber design and powerful 942cc V-Twin is the perfect union of
old-school style and modern urban performance. The Bolt R-Spec adds piggyback shocks plus textured seat. And the all-new Bolt C-Spec features caf racer styling,
sporty clip-ons and a solo seat. Throw in an endless array of Star Custom Accessories, and youve got the ultimate expression of true freedom.
For your nearest Pro Yamaha dealer and to learn more about the 2015 Bolts, visit StarMotorcycles.com
Dress properly for your ride with a helmet, eye protection, long-sleeved shirt, long pants, gloves and boots. Do not drink and ride. It is illegal and dangerous. Star Motorcycles and the Motorcycle
Safety Foundation encourage you to ride safely and respect the environment. For further information regarding the MSF course, please call 1-800-446-9227. Professional riders depicted on
closed courses. Specifcations subject to change without notice. Some Bolt motorcycles shown with optional accessories. 2015 Yamaha Motor Corporation, U.S.A. All rights reserved.
Scan to see the 2015 Bolts in action.
BC_040562_MCY0715P.indd 1 4/21/15 3:47 PM
-
DANE WESTBY:19872015
A Rising MotoAmerica
Star Taken Before the
Season Began
On March 23
of this year,
professional
roadracer Dane
Westby died from
injuries sustained
in a motorcycle
crash in his home-
town of Tulsa, Oklahoma.
Westby was returning home after
eating dinner with his parents when
his Honda Hawk GT streetbike struck
a utility pole. The exact circumstances
of the accident are not known.
The accident occurred less than
one month before the inaugural season
of MotoAmerica competition was set
to begin at Circuit of the Americas
(COTA) in Austin, Texas. Only one
week prior, Westby had set the fastest
time in Superstock 1000 testing during
a two-day MotoAmerica test at COTA.
BRIAN J. NELSON
town of Tulsa, Oklahoma.
Pro-Street Series
Super Street Series
Lower Rigidity
Higher Rigidity
Pins Resist FlexingReducing Power Loss
Pin Flex Robs Horsepower
Chris FillmoreKTM / HMC
Racing
Photo: Brian Nelson
Gold or unplated ZVM-X or VX Chains KitsPremium Quality steel rear sprocketsChromemoly steel countershaft sprocketsKits replace your stock OE gearingAvailable for Honda, Kawasaki, Suzuki,Triumph and Yamaha Sport Bikes
Hard acceleration creates chain flexthat causes power loss. VX Pro-Street &ZVM-X Super Street have increased rigid-ity to minimize flex and fight power loss.
Call or visit our website for additional information
The 530ZVM-X is also applicable forcustom V-Twin motorcycles
Available in Gold,Silver or Unplated
Available inGold or Unplated
Disp. c.c.
Max. 350c.c.
Max. 750c.c.
Max. 900c.c.
Max. 1,000c.c.
Max. 1,200c.c.
Max. 1,300c.c.
Max. 1,400c.c.
Chain
428VX
520VX2
525VX
530VX
520ZVM-X
525ZVM-X
530ZVM-X
MCY0715_UTS.indd 12 4/28/15 2:01 PM
-
BC_029295_MCY0714P.indd 1 4/23/14 3:14 PM
-
04.14.2015 14:58 AdID: 40275 MCY0715
-
FUEL-CELL SUZUKI
BRIAN J. N
ELSON, K
AR LEE
, SUZUKI
Suzukis 2016 GSX-S1000 naked bike has been announced but will not see American shores until summer of this year. Our British colleagues have ridden it and say the soul of the beloved GSX-R K5 engine is alive and well in the GSX-S. Our f ngers are crossed.
RUMOR MILL
ROSSI TO RIDE GOODWOOD
Atuyuddtt
bf150,000tuttttd
tGddFtvlfSpd,Vlt
Rdtttdddt
t2015vtJu2528.T-
tGdPxWldCplld
YYZR-M1upt-tu,1.2-l
ll-clbculctdWtSux,
Eld,tctY60t
vy.RlljfGPt
KyRbtS.,FddSpc,d
CySttt2015Ftvl.
Wlt
cttbtty-
pdlctcbk,Suzuk
lbupptfyd
fulclldtlttd
kff-ddvlpdud
tttcly.
Suzuklttdtldd
ff-dctfulcll,t,
dydtkttppvtully
dtclttudtlluf
fulcll-pdBuctd
2011.(Slptludt
cpy2007Ccccpt.)
Wtcdtlyut.T
cyldclydtkb
utdvtcllytt-
c,ttztlly
ld,ttfulclltlf
dctlyftfttkdtlctc
tbl.Tlyutcpct
dlllftcpttb
lyptctdbytc-lkf
ttxtdftt-cv-
tlcudt;pvt
ydlkpty.
Attlctcff-d
lkKTMFdE,tSuzukuld
fftbtfbvtullylt,
llttbudplc
cvtlctbjc-
tfb.Adtput
tly,ttt
dcudut.
Ben Purvis
Hydrogen-Powered Of -Roader Under Development
Wlt
MCY0715_UTS.indd 15 4/28/15 2:01 PM
-
LOW POWER, HIGH STAKESSmall-Bike Racing Takes Of Around the Globe
Elsewhere in this issue youll read about the many practical uses of small-
displacement machines. The 250cc (and smaller) motorcycles that we think
are tiny here in the US market are ubiquitous in many countries, where
racing these small-bore bikes is popular. KTMs RC390 features in the ADAC
Junior Cup in Europeas well as ve rounds of MotoAmerica competitionwhere
young racers can cut their teeth on factory-prepared equipment.
On the other side of the world, MotoGP and World Superbike sanctioning body
Dorna has teamed with Shell and FIM Asia to create the Shell Advance Asia Talent
Cup. Young riders from Southeast Asia and Australia will compete on single-cylinder,
purpose-built Honda NSF250R race machines in six rounds during 2015, mostly
coinciding with Asian rounds of World Superbike and MotoGP Championships. ADAC MOTO
RSPORT, DORNA
Rizoma USA Inc. | 90212 Beverly Hills | Tel. 877.749.6621 | [email protected] | www.rizoma.com
1300 premium aluminium components catalog available with over 250 pages
MCY0715_UTS.indd 16 4/28/15 2:01 PM
-
Non Signature Series muffers are designed, manufactured, intended, and sold for use on vehicles that are operated only on closed course racing circuits unless otherwise noted. Use of these products on public roads
or lands is strictly prohibited and may be a violation of local, state, or federal laws. Products intended for use on vehicles operated on public roads or lands are clearly so indicated. Yoshimura R&D of America 2015.
SEE OUR LINE OF GENUINE ACCESSORIES
MADE IN THE USA > GO TO YOSHIMURA-RD.COM
SOUND FOR YOUR SOULTRC-D DEVELOPED FOR THE SUZUKI GSX-R1000
02.20.2015 14:18 AdID: 38530 MCY0515
-
FLAT TRACK AT THE
X GAMES AUSTINFlat tracks comeback continues,
this time by being added as an
event at the X Games Austin 2015.
Harley-Davidson sponsored two
exhibitions last year, which were
successful enough to make at
track the latest addition to the
list of medal events. The race is
scheduled to be broadcast June
4 on ESPN at 9 p.m. EST. The
winner gets a gold medal and a new
Harley- Davidson Street 750.
VEE TWO RITORNO ENGINERejoice, Lovers of the Bevel-Drive
Ducatis rst desmo V-twin engine
was the air-cooled SOHC bevel-
drive design that powered Paul
Smart to victory in its competition debut
at the 1972 Imola 200 and Mike Hailwood
to his legendary comeback win in the
1978 Isle of Man TT. Replaced by the
belt-driven SOHC Pantah motor, it disap-
peared in the early 1980s. Since that time
parts for the thousands of bikes built with
this engine have essentially dried up.
Vee Two Australia, a small company
located south of Perth in Western
Australia, has addressed this by devel-
oping a brand-new air-cooled bevel-drive
desmo V-twin engine. The Vee Two
Ritorno (Italian for comeback) Twin
measures 88mm x 74.4mm for a capacity
of 904cc, and Vee Two claims that in
racing form the engine will deliver around
120 hp and 63 pound-feet of torque.
The mill is an externally faithful repro-
duction of the factory NCR race
engine used by Mike Hailwood
to win the 1978 Isle of Man TT,
with the crankcases and other
major castings sandcast in high-
strength heat-treated aluminum,
and the many external covers
cast in magnesium. The best
news? All of the new parts will
be interchangeable with existing
bevel-drive engines.
Alan Cathcart ALA
N CAT
HCART, HARLE
Y-DAVIDSON
MCY0715_UTS.indd 18 4/28/15 2:01 PM
-
FOR EVERY ROAD
2015 SHOEI Safety Helmet Corp. All helmets are covered under a limited warranty for fve years from purchase date, or seven years from the date of manufacture (whichever comes frst).
SHOEI-HELMETS.COM | #HornetX2
04.09.2015 13:56 AdID: 40081 MCY0715
-
BC_040553_MCY0715P.indd 2 4/21/15 2:03 PM
-
BC_040553_MCY0715P.indd 3 4/21/15 2:03 PM
-
BEHIND BARS
Jack Lewis writes preternaturally clean copy, grievously stained by lthy words. In addition to journaling his motorcycle misadventures in Motorcyclist and on jaxworx.com, Jack has released books, including an Iraq military memoir titled Nothing in Reserve and the de nitive work on (Jacks) motorcylcle riding, Head Check. We recommend them.
JACK LEWIS
SHASTA W
ILLSON
SKINNED ALIVEDave Hansen (now retired) is the son-in-law of founder
Ross Langlitz. Hansen taped me in 1980, guesstimating space
for lling out. He must have nailed it because I wore that brown
Cascade model through 2005. My jacket came imbued with a
personal mission: to grow into it.
And then out of it. My Portland-built ensemble now features a
goatskin Columbia and Western pants with 30-inch leg zippers.
Its low tech, high quality, and even a guy with interesting X-rays
can don the whole suit in 10 seconds without shucking boots.
Hansens Law: Leathers cant help you when theyre hanging in
your closet.
When racer Ross Langlitz founded the leatherworks, hed
already lost his right leg to a nasty bike biff, but his event was
speedway, and he could still slide to the left.
What he couldnt do was buy sturdy leathers that didnt ride
up. Happily, Ross was more than a racer. He was a professional
glover and inveterate innovator. Sitting at a leather sewing
machine over a pile of hides, Ross reinvented the archetypal
biker jacket with cuff zippers, wind ap, diagonal front zip, and
leather zipper pulls. Like Schotts Perfecto but with doughty,
industrial-grade build quality.
If you dont ride, Langlitz will try not to sell you a jacket. You
could be elbowing aside a Portland motor of cer or a three-time
loser trying to get patched in before he sinks back into the joint.
Unless you spot your size on the crowded rack of trade-ins
and seconds, your grati cation wont be instant. The whole crew
vacations twice a year and lets their landline ring through to
messages, but youll still get your jacket in a couple of months.
Theyll advise you to order your leathers in sensible black
to hide gashes, grime, and chain lube. Black also holds resale
value better. You will gain weight or quit riding within your
jackets half-century service cycle.
There are no seasonal
offerings, viscoelastic pads, or
bold new graphics. If the jacket
with your name stamped inside
doesnt t perfectly, Langlitz
will cut you another one, no
questions asked.
Across Europe, Asia, and
even New Jersey, youll nd
instant fraternity.
Hey, is that a Langlitz?
Yup, but it aint my rst one. God willin
and a tailwind, it wont be my last. Dave
Hansen believes in an afterlife wherein hell
be accountable not only to God but to Ross
Langlitz personally. I dont know about all that.
But if I wake up in Valhalla, Ill already be
dressed for dinner.
Portland wasnt cool when I grew up in it.
Now a hipster-topia of microbreweries, chocolatiers,
and the legendary MotoCorsa Ducati outlet, I remember
it as a decaying ex-boomtown with gutters full of smashed
Blitz shorties. The coolest bike shop we had was the teetering
bone pile of the Sandy Bandit, and if you lived on the Willamette
waterfront, your home was not a condo. It was an appliance box.
Theres something cool everywhere though. Since 1947
straight through the Cold War, recession, and the felling of
Oregons timber industryLanglitz Leathers (langlitz.com)
continues as a museum-grade repository of Portlands cool factor.
How cool? Neil Young and The Boss both rock Langlitz,
balancing out poseurs like Bruce Willis.
And me. When I furtively purchased a glossy Nava and a
tattered Yamaha, Mom rmly proscribed street riding without
serious leather protection. Said leathers would be under-
written by the company store and would constitute birthday
and Christmas presents into my inde nite future. Since then,
two beaux ideal of my life remain: Langlitz (still cutting custom
leathers) and Mom (still cooler than I am and way cooler than
Bruce Willis).
Ive worn through cartons of rugged, weather-resistant
garb. Modern gear has kept asphalt and dirt and rocks and trees
mostly outside my skin, and my bones inside. Still, nothing
matches the sense of destiny bestowed when measured for
your rst Langlitz.
Nothing matches the sense of
destiny bestowed when measured
for your rst Langlitz leather jacket.
The long, black line of Langlitz has been protecting PNW riders for nearly seven decades.
22 MOTORCYCLIST
MCY0715_BARS.indd 22 4/21/15 2:00 PM
-
The Vulcan S breaks the boundaries of the
tradit ional cruiser with revolut ionary
ERGO-FIT adjustability, stylish features,
tailor-fit accessories and con dence-inspiring
power to take your riding experience to the
next level. Go to an authorized Kawasaki
dealership to get tted and take a test ride.
KAWASAKICARES:Alwayswarahlmt,yprottio,adproprapparl.Nvrriddrthi
ofdrgsoralohol.RadOwrsMaaladallo-prodtwarigs.2015KawasakiMotorsCorp.,U.S.A.
VISIT KAWASAKI.COM/VULCAN-S
TO ACCESSORIZE YOURS
YOUR RULES.YOUR BIKE.
Vulcan S2015The
YOUR RULES.YOUR BIKE.
VulcanS2015The
04.22.2015 18:07 AdID: 40611 MCY0715
-
CODE BREAK
THE SHAPE OF THINGS
The rst task for any rider to accomplish when entering
a corner is to determine its shape: Is it a wide-open
sweeper? A hairpin? Or is it one of the countless
variations between those two extremes?
This is a priority because, once in the corner, the bike
is following an arc. The path of that arc is usually different
than the curvature of the corner itself; thats why we call it a
cornering line. The challenge of nding a good line partially
stems from the fact that a corners shape and radius are its
most easily observable characteristics. Our eyes and instincts
naturally guide us to follow that curvature, but this is not
necessarily always the best line.
At 5 mph, that instinctual guidance would work ne. A tight
path right around the inside of the curve would indeed be the
best line. At higher speeds, however, riding parallel to a corners
radiusright in the middle of the lane, all the way throughis
seldom an optimum line. What is an optimum line, then?
To answer this question, rst consider a common error,
typi ed by a rider who xedly tracks the inside edge of a corner
for clues about its character. Lets say the turn changes from
tight to open and back to tight again. What will he or she do?
A less-skilled rider might make multiple steering and
throttle corrections in that corner, based on distance from the
inside edge. As the edge closes in, the rider might straighten
the bike up some and dip the gas. As it recedes away, opening
up, the rider will often lean in more and add some gas. As it
tightens up, the rst part of the scenario plays out again.
When a rider reacts to the corner in this fashion, the corner
dictates the line. This is riding by survival instincts or what we
call survival reactions. What information goes in through the
eyes comes out, un ltered, as control inputs through the arms.
How does this change if, instead of just following the
corner as is, the rider instead takes that important rst step of
determining the corners shape before entering it? In practice,
and as a standard to plot your line through most corners,
it would be correct to say the line that demands the least
number of control corrections is the best line. But we would
be misleading ourselves to think plotting this line is a simple or
easy process.
This is caused in part by the fact that, being on an arc, we
must be able to predict the resulting path of travel through the
corner. Like shooting a basketball through a hoop, the arc has
to be predicted just right. Corners dont have hoops to shoot
for; consequently, the rider must use good judgment to choose
the line that will complete the turn with the fewest possible
corrections of speed and lean.
My purpose is to draw attention to your perception of
your trajectory through the corner. Just as you enlist this
when shooting a basket, it is an essential part of the art of
cornering. Certainly this
is more complicated when
riding than when shooting
baskets: Once the bike is
traveling on an arc through
the corner, you are part
of the motion; you are not
standing and watching
it happen before you. To
maintain the metaphor,
once the bike is on an arc,
you are the basketball.
Cultivating an aware-
ness of your cornering arc, especially the
portion from entry to apex, will engender
substantial improvement in your con -
dence and smoothness. Practice this by:
1) targeting your apex, 2) steering the
bike decisively at the turn-in point, and
3) allowing the bike to go where it goes,
without steering corrections (unless this
is dangerous, of course). Practice will
make perfect.
Dont let the corner be the boss of you. Learn to predict your cornering line before you enter the turn to ride with more control and conf dence.
An awareness of your cornering
arc, especially from entry to apex,
will engender improvements.
KEITH CODE
Keith Code, credited as the father of modern track schools, founded his California Superbike School in 1980 and currently operates programs in 11 countries and on six conti-
nents. His A Twist of the Wrist series of books (and DVDs) are thought by many to be the bible of cornering.
ZACK COURTS
24 MOTORCYCLIST
MCY0715_CODE.indd 24 4/28/15 2:04 PM
-
Progressive Casualty Ins. Co. & af liates. Do not attempt.
Helping you save with every mile. Now thats Progressive.1-800-PROGRESSIVE | PROGRESSIVE.COM
BC_030509_MCY0914P.indd 1 6/6/14 11:22 AM
-
DRAWING THE LINE
APPRENTICE TO MASTER
Back in 2012, I was asked to be a judge at an annual motorcycle show in Santa Fe, New Mexico, where Ive lived for many years. I was happy to lend my expertise,
such as it is, but careful to make clear my knowledge of antique bikes is quite basic. Im not well versed in the minutiae of motorcycles of the past; most of my work with motorcycles has focused on what might appear in the future.
This was certainly not a Pebble Beach-caliber show, but I was pleased to see many interesting and worthy motorcycles on display. By the end of the day all the judges agreed on which bike was best in show: a 1934 Moto Guzzi GTS 500, a beautiful machine in iconic Italian red and chrome that abounds with innovative technology.
I was introduced at the show to Marc Beyer, who expertly restored the Guzzi, but I didnt really get to know him until recently. Beyer, a German transplant in the US since 1998, owns a shop in Santa Fe called OCD Custom Cycles. There, with the able help of his partner, Frances Sayre, he restores classics like the Moto Guzzi, constructs interesting custom bikes, and performs more prosaic maintenance and repair of almost any motorcycle.
Talking with Beyer, two words stood out: apprentice and master. Here in the US we hardly recognize the word apprentice, but in other parts of the world, apprenticeship is a recognized route to technical competence. Super cially similar to what we might call on-the-job training, apprenticeship is something more formal, with regular testing and evaluation of both technical/mathematical learning and actual hands-on skills.
Beyers apprenticeship story began after high school, when he was accepted into a program run by automaker Mercedes-Benz. This was the late 1980s, and Mercedes needed experi-enced craftsmen as the company expanded their dealership network into what had been the former East Germany. Beyer moved to Dresden, where he specialized in metalwork, learning a range of skills from welding to forming to machining and more.
After the apprenticeship ended, he continued his education and gained a Meisterbrief (masters degree) in automotive engineering then immigrated to the US to take a position with Europa International, a company that imported the four-wheel-drive Mercedes Gelandewagens and modi ed these to meet US standards. After Mercedes took over that company in 2004, it was on to a BMW motorcycle dealer as shop foreman. But Beyer had always wanted his own place, so in 2011 he started OCD Custom Cycles.
In the US today, we have an education system that has, as one of its primary features, high cost. That cost has become a dramatic debt burden for an entire generation of students. The apprenticeship, on the other hand, is a formal system in which training and education happens while the student does productive work and gets paid for that. The pay is not initially lucrative,
of course, but the student usually doesnt end up with such considerable educational debt. Ive known people who have gone through apprenticeship programs in the UK, and now hearing of Beyers experience in Germany, I ask myself if apprenticeship isnt the best way to gain technical pro ciency. But apprenticeship, at least in its initial stages, is a cost to employers. In times of increasing austerity, is this just
another cost that companies would like to eliminate?Marc Beyer certainly appreciates his experience,
and although he currently cant justify taking on an apprentice, he is involved with a local school offering a mentorship program that provides selected youngsters with a motorcycle, a workbench, tools, and instruc-tion to help them build a custom bike. Its a long way to become a master, but you have to start somewhere.
Marc Beyer learned the skills required to restore motorcycles by serving as an apprentice with Mercedes Benz.
I ask myself if apprenticeship isnt the best way to gain technical pro ciency.
JAMES PARKER
James Parker designed his rst original motorcycle in 1971; his most recent design is the Mission R electric superbike. In between, he worked on multiple other motorcycle
projects, including 30 years spent evolving the RADD front suspension system used on the Yamaha GTS1000 and various other prototypes.
CHARLES M
ANN, G
ARRET P. VREELA
ND
26 MOTORCYCLIST
MCY0715_DRAW.indd 26 4/21/15 2:09 PM
-
U.S. Smokeless Tobacco Co. 2015 F5491-D3
*Site and offer limited to eligible tobacco consumers 21+
U.S. Smokeless Tobacco Co. 2015 F5491-D3
*Site and offer limited to eligible tobacco consumers 21+
GRAB A COUPON AND THEN SOME AT *
BC_040298_MCY0715P.indd 1 4/14/15 4:28 PM
-
MCMAILLINE UP & TAKE NOTICE
When I rst looked at the illustration in
Ken Condons Corning Lines article
(Street Savvy, May, MC), I thought it was shown to point out what line not to use through a corner. I disagree with Ken on
several counts for using the outside-
inside-outside line. While this is great
for racing, riding on public roads is
another environment. I frequently see
novice riders using this method cross the
centerline into oncoming traf c and also
clip the inner shoulder. Also in a series of
corners O-I-O will inevitably set you up
for compounded mistakes, especially if the
apexes are not consistent.
Coming in wide is great, and staying
in a constant arc using the left car tire
track also keeps you in the cleanest line
regarding gravel, sand, and debris in
corners and allows a better view of the
corner exit. Yes, you will lean over farther
with this line. Less experienced riders will
use O-I-O to avoid leaning over, come into
a corner too hot, and end up with a wide,
over-the-centerline exit. Better to control
your speed and learn how to maintain a
consistent line through a corner.
Tom Wiggler / via email
The Street Savvy illustration addressed a right-hand curve. What deserves more
attention is taking left-hand curves. If a
rider followed the line shown, his head
would be hanging over double-yellow and
into oncoming traf c. The article described
delayed turn-in and delayed apex but did not
illustrate it. This technique is probably more
important in left-hand curves. Delayed
turn-in on a right-hand curve leaves you
close to the center line in the area in which
an oncoming vehicle is more likely to be
crossing the centerline (taking the left-hand
curve too tightly). Your best line is also
affected by your visibility around the curve
and amount of time you have to react to
oncoming traf c taking a bad line.
Ted Vanderlaan / Round Rock, TX
A FORK IN THE ROAD
I also wondered why BMW ditched the
Telelever in favor of a conventional fork
on the new R1200R and RS boxers (A
Tale of Two Forks, May, MC). I dont know the answer, but I had a chance to test ride
both the new R and GS on the same bumpy
and curvy mountain road lately. While the
R was a little more fun and lively due to
Electronics Arent For Noobs, About Cornering
Lines, We Get Blamed for the Fork!
LETTER OF THE MONTH
NEWBIE IT YOURSELFTotally enjoyed reading Joe Greshs piece on the decaying state of DIY motorcycle maintenance and repair (Total Recall, April, MC). There are two chief reasons for this, I think: The advances in engineering brought about by computers has given us bikes that are far more complex and, somewhat paradoxically, far more reliable over the last three or so decades. Look at what we have over the last decade: Electronics have spread like a virus to not just fuel injection but (rider-selectable) traction control, suspension, clutches, ABS, Bluetooth for accessories, and probably a bunch of other stuff Im not including. My guess is all the electronics keep a fair amount of riders from busting out a service manual and tools when even something as simple as an oil change is needed. Maybe thats why, in addition to a scarcity of discretionary income, one of the hottest segments is the newbie/beginner bike? Cheaper to buy, maintain, x, and these bikes tend to be light on electronics too.Todd Fry / Scottsdale, AZ
Great observations, Todd. And since the Scottsdale summers
are none too cool, were sending you a Macna Dry Cooling
Vest from Twisted Throttle (twistedthrottle.com; $195). The vest uses tap water inside a sealed layer to aid in evaporative
cooling without getting the rider wet. Plus, Todd, youll appre-
ciate that it doesnt have any electronics. Ed.
less weight, I still would buy the GS. While
the fork on the R could skip over bumps
and bottom out under hard braking, the
Telelever on the GS never lost traction. On
the bumpy real roads of today the Telelever
is superior and can be ridden faster, never
loosing traction. Too bad BMW gave up that
advantage in responding to the magazines
complaining about the lack of front-end
feel. Complete BS. Just trust the grip of
todays tires and let Telelever do its thing.
Chris Geuting / via email
We cant take credit for BMW giving up on the Telelever. Moreover, weve said consis-tently that the newer versions have ever better front-end feel. Your editor owned a pair of R1100RSsearly Telelever bikesand can say the new GS has dramatically better feel. BMW probably made the change for styling as much as anything. Ed.
STUPID EXAMPLES
I wanted to comment on Paul Bertorellis
article (A Higher Level of Stupid, May,
MC). Pauls comments are spot on. You see, several years ago my friends and I
were coming back from our own riding
trip, only to be passed by several unknown
BMW riders going in the same direction.
The absolute wanton disregard for our
safety exhibited by the BMW riders while
passing us well in excess of the posted
speed limit and on blind curves was quite
unnerving. One miscalculation or misper-
ception by these unknown riders would
have spelled disaster for us all. In addi-
tion, the BMW riders gave a bad name to
all riders. So, Paul, I tip my hat to you for
reminding us all that we are ambassadors
of motorcycling wherever and however we
travel.
Spencer Lewis / via email
THE PRICE IS?
When you do a test on a motorcycle and the
price in listed as NA, it makes me wonder
why they dont know how much it will sell
for. How can you make something and
not have a clue? Waiting to see what the
market will bring?
T.B. Crawford / via email
That happens when we attend an interna-tional press launch and the US importer or distributor has not decided what to charge. Eventually, they have to gure it out, but we know theres signi cant haggling between the factory, the importer/distributor, and the dealer body. This takes time. Ed.
cooling without getting the rider wet. Plus, Todd, youll appre-
Email us at [email protected] MOTORCYCLIST
MCY0715_MAIL.indd 28 4/28/15 2:05 PM
-
BC_037563_MCY0415P.indd 1 1/23/15 10:53 AM
-
Ive been alive for half a century, Ive lived in the northeast corridor my entire
life, and I have never driven a car. (What can I say? I dont own a cell phone either.) Ive spent my entire life on two wheels. Ive been riding since I could get my motorcycle license at age 16. My rst bike was a 1971 Honda CL350, and Ive owned and ridden everything I could get my hands on since then. Harleys, Triumphs, Moto Guzzis, BMWs, and all the Japanese Big Fourmy last bike before this one was a Suzuki V-Strom 1000.
Im a Triumph fan from way back. I owned a Harley from the AMF years, and it let me down too many times; my Meriden Triumphs werent any better, but they still endeared me like no other marque. Todays Hinckley Bonnevilles just dont have enough power though. I love the look but
not enough juice. I was looking for a Bonneville with more guts, and the 1,700cc Storm is like riding one of my old leaky Meriden Triumphs on steroids. One test ride and I was hooked!
I generally prefer standards over cruisers because I enjoy a bike with some nimbleness in the handling department. Even though my current steed is classi ed by most riders as a cruiser, I think it handles better than many of the standards Ive owned! And I love the power of this bike and the fact that its a parallel twin. The only other engine con guration that really gets me going is inline triples.
I bicycle to work to keep the done-lap (when yo belly done lapped over the top yo pants) in check. I use the motorcycle mainly for long-distance travel. When I whip out the motorsickle, Im hittin da road, man!
ME & MY BIKE
2014 Triumph Thunderbird Storm
NAME
Dallas Cantland
AGE
50
HOME
Philadelphia, Pennsylvania
OCCUPATION
PC Technician/drummer, punk band
Thorazine
MARIAN M
AYBERRY
30 MOTORCYCLIST
MCY0715_MEMY.indd 30 4/21/15 2:35 PM
-
*Site limited to eligible tobacco consumers 21 years of age or older
U.S. Smokeless Tobacco Co. 2015 F3892-C3 U.S. Smokeless Tobacco Co. 2015 F3892-C3
*Site limited to eligible tobacco consumers 21 years of age or older
BC_040299_MCY0715P.indd 1 4/14/15 4:30 PM
-
FIRST RIDE WORDS: Aaron Frank / PHOTOS: Milagro
NASCAR rumble at idle, animal roar when
you twist the throttle, and brick-strong
power at every rpm, this bike feels grid-
ready right out of the boxsubstantiating
Aprilias #BEARACER claim.
Even though it still turned the fastest
laps in our latest liter-bike shootout
(Class of 2013, September 13, MC)and
won seven combined World Superbike
rider and manufacturer titles in the past
six yearsit was past time for an overhaul
of the RSV4 platform that was essentially
unchanged since its 2009 debut. The
competition isnt standing still. Although
it looks super cially similar, the engine,
chassis, electronics, ergonomics, and
aerodynamics have all been reworked to
keep the RSV4 at the front of the class.
The basic architecture is unchanged,
but the 1,000cc V-4 engine has had every
aspect scrutinized to enhance ef ciencies.
A new airbox improves and increases
air ow, above variable-length intake
Imagine Aprilias RSV4 as one of
Big Daddy Ed Roths exaggerated
Rat Fink cartoon caricatures
rear tire hazing smoke, front tire pawing
at the sky, ames shooting from the
exhaust, and bug-eyed rat pilot clinging to
the handlebars for dear life. Thats pretty
much exactly what it feels like to pull
the trigger on this now-201-hp (claimed,
crankshaft) Italian superbike, a tiny, over-
powered, endlessly thrilling machine that
delivers one of the most viscerally rousing
riding experiences in all of motorcycling.
Forget for a moment the many struc-
tural advantages of the RSV4s compact,
65-degree V-4 engine con guration over
a conventional inline-fourAprilia says
it provides packaging bene ts, improved
mass-centralization, and reduced iner-
tial effect from the shorter crank. What
really connects with combustion freaks
is engine character, something this bike
offers by the bag full. With its enticing
Be A Racer
THEY SAY
Unmistakable in its design lucidity.
WE SAY
Unmistakable in its accelerative
authority.
2016 APRILIA RSV4 RF
Deep lean angles are what the RSV4 likes best. Low CG and conf dent front-end feedback make an excellent track bike.
stacks recon gured with an even shorter
xed length for more high-rpm power.
Intake and exhaust paths have both been
recon gured, and combustion chambers
are now machine- nished for more preci-
sion. All valves are titanium, the intakes
enlarged to 33mm, while the cams are
600 grams lighter and new rods save 100
grams each. The results of this relentless
revising are impressive: a whopping 16-hp
increase over last year to 201 hp at 13,000
rpm along with a peak of nearly 85 pound-
feet of torque at 10,500 rpm. (Again,
all claimed crankshaft gures.) These
numbers put the RSV4 right on the mark
with rivals like BMWs S1000RR, Ducatis
1299 Panigale, and Yamahas R1.
The chassis has been optimized at the
same time, mostly in an attempt to prevent
that copious horsepower from landing you
on your lid. The swingarm has been length-
ened 4mm and the engine lowered slightly
in the frame, to drop the center of gravity
32 MOTORCYCLIST
MCY0715_RSV4.indd 32 4/23/15 1:26 PM
-
ITS IN THE DETAILS.
You know every inch of your bike. Not just the
engine size, or the color code of the paint. Its the
special details that only you know about. Like the
way the exhaust opens up just right at 3,200rpm.
Or that scu on the footpeg you picked up while
riding through Deals Gap.
Its the details that make your bike unique, and
no one knows this more than GEICO. With
GEICO Motorcycle insurance, youll get coverage
speci c to your bike, and a team of people who love
motorcycles as much as you do.
When it comes to insurance, its the lit le things
that make a big di erence. Trust the details to
GEICO Motorcycle.
Some discounts, coverages, payment plans and features are not available in all states or all GEICO companies. Motorcycle coverage is underwritten by GEICO Indemnity Company. GEICO is a registered service mark of Government Employees
Insurance Company, Washington, D.C. 20076; a Berkshire Hathaway Inc. subsidiary. 2015 GEICO.
Motorcyclegeico.com | 1-800-442-9253 | Local O ce
12.16.2014 12:02 AdID: 36412 MCY0315
-
FIRST RIDE 2016 APRILIA RSV4 RF
and shift it forward slightly in an attempt to keep the front wheel planted on the ground (fork offset has been increased from 30mm to 32mm to reduce trail and counteract any loss of steering agility). As before, engine position, head angle, swingarm-pivot posi-tion, and rear ride height can all be altered, just like on a real racebike.
The comprehensive Aprilia Performance Ride Control (APRC) elec-tronic system, combining traction control, wheelie control, launch control, and race-grade ABS has likewise been revised. The Road ride mode that softened power and ramped up electronic interventionsa mode no one used, Aprilia engineers saidhas been jettisoned in favor of a new Race pro le that slots between the existing Sport and Track modes, with the aggressive power delivery of Track mode paired with electronic interventions that minimize rider fatigue and tire wear. Track mode is for your Superpole lap. Race mode will go the distance, engi-neers explained. All three maps have been speci cally revised to diminish engine-braking intrusion, to good effect.
Recently repaved Misano World Circuit Marco Simoncelli, on Italys Adriatic coast, was the perfect showcase for the latest RSV4. Mirror-smooth, grippier than a diamond le, and with multiple long, fast, and occasionally double-apex corners, perhaps more than any other track Misano demands a bike that works well on the edge of the tire. And there is perhaps
no other sportbike more comfortable at extreme lean angles than this one. Bend it over until the exhaust dragsit willand toe sliders are buried and the RSV4 still remains stone-stable and dead-nuts neutral, even in the Turn 11-12 Curvone you careen through knee-down at 150 mph. This platform is even more trust-worthy and predictable at half that speed.
Our test was on the limited-production RSV4 RF (formerly the Factory) edition, upgraded with hlins suspension (the standard RR model is Sachs equipped), forged wheels, and special Superpole graphics. Even though it lacks an elec-tronic suspension optionsomething available on every other European super-bike this yearthe RFs TiN-coated 43mm fork and TTX rear shock perform fault-lessly at least in consistent con nes of the racetrack. Especially the forkthe assem-bled international press corps almost
universally raved about precise steering and high-resolution front-end feedback, with none of the at-speed skittishness of Ducatis Panigale or occasional numbness of BMWs S1000RR. Braking stability is another strong suita good thing since Brembo M430 monoblock calipers backed up by three-level-switchable Bosch 9MP race ABS generate face- attening braking force. Even under deep, assertive trail braking the RSV4 remains neutral and on line. Once again, this is an exceptionally con dence-inspiring trackbike.
If composed and con dent are the watchwords while leaned over, on-the-gas antics are another story entirely. This is where things get Rat Finked. With so much power and ride-by-wire delivering everything you ask for instantly, youre into the APRC all the time. Even in the lowest settings the intervention edges feel slightly ragged, lacking the android
Bend it over until the exhaust dragsthere is perhaps no other sportbike as comfortable at extreme lean angles as this one.
The signature triple headlight array has been given a more modern look and a new LED position light; the upper fairing is taller too. hlins suspension and forged, split f ve-spoke wheels are part of the RF option package. Only 500 numbered RF models will be sold.
34 MOTORCYCLIST
MCY0715_RSV4.indd 34 4/23/15 1:26 PM
-
GROOVE TO MORE THAN THE RIDE.
Breathtaking scenery, the open road and your favorite music. Thats perfection. And thats why the rough and rugged
zumo 590LM premium GPS motorcycle navigator includes an MP3 player and works with iPod and Pandora1 for
music control right on its display. Enjoy tunes, plus spoken directions and hands-free phone control via a Bluetooth
-enabled helmet or headset2. Navigate your route with a 5 dual-orientation touchscreen that is glove-friendly and
sunlight-readable. zumo 590LM is tough enough to withstand brutal elements and harsh weather conditions3.
Garmin.com/zumo
1Visit Garmin.com/zumo for compatibility and availability 2Requires Bluetooth-compatible helmet, headset or smartphone. Sold separately 3For details visit Garmin.com/waterrating
The Bluetooth word mark and logos are owned by the Bluetooth SIG, Inc. and any use of such marks by Garmin is under license. Other trademarks and trade names are those of respective owners. iPhone and iPod are trademarks of Apple, Inc., registered in the U.S. and other countries. Pandora, the Pandora logo, and the Pandora trade dress are trademarks or registered trademarks of Pandora Media, Inc. Used with permission.
2015 Garmin Ltd. or its subsidiaries The Way of zumozumo 590LM
{ Smooth sounds even in the
most rugged conditions. }
BC_040453_MCY0715P.indd 1 4/21/15 11:33 AM
-
FIRST RIDE
Exciting and easy to ride, with tons of personality. Lack of electronic suspension and other tech might hurt in the marketplace.
2016 APRILIA RSV4 RF
VERDICT 1 10
Engine cases are all-new and substan-tially lightened, to save 3.3 pounds. Look closely and youll spy the standard quick-shifter. Headers are bigger, for better f ow.
EVOLUTIONAprilias superbike gets its f rst serious refresh since its introduction in 2009, with more power, stability enhancing chassis changes, and electronic updates.
RIVALSBMW S1000RR, Ducati 1299 Panigale, Kawasaki Ninja ZX-10R, MV Agusta F4 RR, Yamaha YZF-R1
TECH SPECPRICE $21,999
ENGINE 1000cc, liquid-cooled 65 V-4
TRANS/FINAL DRIVE 6-speed/chain
CLAIMED POWER 201.0 hp @ 13,000 rpm
CLAIMED TORQUE 84.8 lb.-ft. @ 10,500 rpm
FRAME Aluminum twin-spar
FRONT SUSPENSION hlins 43mm fork adjustable for spring preload, compression and rebound damping; 4.7-in. travel
REAR SUSPENSION hlins shock adjustable for spring preload, compression and rebound damping; 5.1-in. travel
FRONT BRAKE Brembo four-piston calipers, 320mm discs with ABS
REAR BRAKE Brembo one-piston caliper, 220mm disc with ABS
RAKE/TRAIL 25.0/4.1 in.
SEAT HEIGHT 33.0 in.
WHEELBASE 56.5 in.
FUEL CAPACITY 4.9 gal.
CLAIMED WEIGHT 396 lb. dry
AVAILABLE June
MORE INFO AT apriliausa.com
precision of, say, BMWs system that nds a limit then parks you there. Wheelie control (three levels, plus off) cuts and restores power coarsely enough that you can feel the bike just slightly bouncing off its limit. The same with eight-level TCsometimes theres just enough slip and grip to inspire the slightest headshake, just enough so you appreciate the hlins steering damper. This isnt so bad that it ever slows you downand in many ways this active feedback is what makes the RSV4 so much fun to ridebut it contrasts with the competition.
Telemetry and data acquisition, on the other hand, is one electronic realm where Aprilia one-ups competitors. An optional V4MP (multimedia platform) system allows a smartphone app to communicate with the motorcycle via Bluetooth not only to gather throttle position, lean angle, rate of acceleration, and much more data, but it also leverages the phones GPS capability to read the bikes position on the racetrack then automatically alter the APRC settings corner by corner, just like a MotoGP bike. (Track data, cribbed from Aprilias MotoGP/WSBK racing programs, was available at press time for ve inter-national circuits [including Misano], with more to be added soon. No word on when garden spots like Buttonwillow or Grattan will be uploaded) Wait! Theres more! The adaptive race assistant feature will even compare laps and advise you how to go faster, acting as a digital riding coach.
Aprilia claims the new RSV4 is 5.5 pounds lighter than the old bike, which should put it around 460 pounds based
on the last Factory version we weighednot particularly light at all, but thanks to compact overall dimensions and savvy mass centralization, it never feels porky. The restyled upper faring is enlarged so its easier to tuck behind, something that was challenging on the old bike. This taller fairing makes room for higher, atter, more comfortable handlebars too. The cockpit beneath has not been changed and the LCD dash and switchgear both look and feel dated compared to more-modern rivalsbut the oversize thumb and fore- nger paddles that let you trim traction control on-the- y remain uniquely effec-tive and appreciated.
That singular, snarling V-4 engine gives Aprilias RSV4 a personality unlike any other, but broadband power, predict-able handling, and con dent control responses make this caricature of danger deceptively easy to ride very fast. Ducatis purebred Panigale is the only other bike that approaches the visceral riding thrill of the RSV4, but the Aprilia feels more solid, more planted, and more relatable on ragged edge. Even front wheel up and wagging its tail, this Rat Fink always remains more fun than fearsome.
36 MOTORCYCLIST
MCY0715_RSV4.indd 36 4/28/15 2:07 PM
-
GIACCA D-EXPLORER GORE-TEX
Daineses highly technical, highly versatile D-Explorer Gore-Tex
jacket sets new standards for adventure-touring protective apparel. Constructed of water-resistant, durable Mugello stretch fabric and Quick Dry, with strategically located elasticized inserts, it features numerous adjustment points to ensure a close ft, without limiting freedom of movement. Two removable liners are includedone thermal layer, and another of waterproof, breathable Gore-Tex, while Daineses innovative Modular Flap System ensures maximum ventilation at the chest and back in hot conditions. Pockets are incorporated at the front and rear to accept a Double Chest protector and a G1 or G2 back protector, respectively (back protector is included). Once again, Dainese has raised the bar for protective apparel.
D-EXPLORER GORE-TEX PANTSAGV AX-8 DUAL EVO HELMET
#dainese#dainesecrew
BC_040540_MCY0715P.indd 1 4/28/15 2:12 PM
-
FIRST RIDE
Still the most charismatic bike in the naked category, now with the torque to compete with its 1,200cc-plus rivals.
VERDICT
WORDS: Aaron Frank / PHOTOS: Milagro
Two versionsan RR model with Sachs suspension and an upgraded Factory with hlins componentswill be offered. Our RR test-ride opportunity was less than ideal, a short, 45-mile loop on tight, slip-pery mountain roads surrounding Misano World Circuit, where we hardly got beyond third gear or above 8,000 rpm, just teasing the new bikes potential. We can con dently report that excellent ride-by-wire throttle programming makes low-rpm driveablity quite good, however, even though the Tuono is still geared superbike tall.
The Tuono was like a caged animal in these conditions, wheelies and wheelspin everywhere, making us very familiar with the Aprilia Performance Ride Control system, identical here to the RSV4 with the same trio of Sport/Race/Track ride pro les. Because we werent pushing as hard on the street we didnt notice the same interruption from the traction and wheelie interventions as on the track, and the curiously slick Italian roads gave an even ner appreciation of the Bosch ABS circuitry that insures worry-free braking as hard as you like. (The forward pair of Brembo M432 calipers are very strong, though initial bite still isnt as sharp as wed like or as sharp as on the RSV4.)
Most manufacturers retune superbike engines for more torque in naked bike applications,
often at the expense of top-end power. For this second-generation V-4-powered super-standard Aprilia went a more direct route, bumping the cylinder bore from 78 to 81mm. This increases displacement from 1,000cc to 1,077cc and boosts peak torque to an astounding 89 pound-feet (claimed), without sacri cing any of the roaring high-rev rush for which Aprilias V-4s are known and loved.
The Tuono has always stuck close in design terms to its superbike sibling, the RSV4, and this latest iteration is no excep-tion. The chassis is essentially identical, with the new Tuono receiving the same updates including the longer, stability-enhancing swingarm that is even more crucial for this wheelie-happy applica-tion. In addition to the bigger-bore, the 65-degree V-4 also bene ts from many of the same upgrades as the RSV4, including lighter, stronger engine cases, improved crankcase ventilation to reduce power losses, lighter connecting rods, and more.
After the displacement increase, the new riding position is the most obvious revision. A new foam composition makes the saddle, which is now 15mm lower, more comfortable than the old nut-crusher, and a slightly narrower handlebar inspires a more aggressive riding position. This, coupled with the same larger fairing as the new RSV4, creates a calmer cockpit feel too. The overall effect is less dirt-bike-on-steroids than before, for a more sophis-ticated, less-hooligan attitude.
More Torque From a Bigger Bore V-4
1 10
THEY SAY
Adrenaline in its purest state.
WE SAY
Now administered in an 1,100cc dose.
2016 APRILIA TUONO 1100 RR
The dash is one of the few pieces not updated for 2016. The huge tach is easy to read, but LCDs have begun to look dated compared to TFT displays.
EVOLUTIONAprilias liter-class naked gets a 77cc displacement bump, a sportier riding position, and a mild restyling.
RIVALSBMW S1000R, Ducati Monster 1200 S, Kawasaki Z1000, KTM 1290 Super Duke R, Triumph Speed Triple R
TECH SPECPRICE $14,599
ENGINE 1077cc, liquid-cooled 65 V-4
TRANS/FINAL DRIVE 6-speed/chain
CLAIMED POWER 175.0 hp @ 13,000 rpm
CLAIMED TORQUE 89.2 lb.-ft. @ 10,500 rpm
FRAME Aluminum twin-spar
FRONT SUSPENSION Sachs 43mm fork adjustable for spring preload, compression and rebound damping; 4.3-in. travel
REAR SUSPENSION Sachs shock adjustable for spring preload, compression and rebound damping; 5.1-in. travel
FRONT BRAKE Brembo four-piston calipers, 320mm discs with ABS
REAR BRAKE Brembo one-piston caliper, 220mm disc with ABS
RAKE/TRAIL 24.7/3.9 in.
SEAT HEIGHT 32.5 in.
WHEELBASE 57.0 in.
FUEL CAPACITY 4.9 gal.
CLAIMED WEIGHT 406 lb. dry
AVAILABLE July
MORE INFO AT apriliausa.com
More torque just makes the Tuono more threatening to your driving privileges, even if ergos and handling are now (just slightly) more civilized. Youll still never mistake the thundering Tuono for some neutered commuter, especially not with that V-4 roar that gives this bike more mechanical pres-ence than most. In a category all but de ned by mechanical presence, those characteris-tics keep the Tuono near the front of the pack.
38 MOTORCYCLIST
MCY0715_TUONO.indd 38 4/23/15 1:45 PM
-
victorymotorcycles.com$12,999 * MS
RP
2015 VICTORY GUNNER
STARTING AT
Victory and Victory Motorcycles are registered trademarks of Polaris Industries Inc. Always wear a helmet, eye protection, and protective clothing and obey the speed limit.
Never ride under the influence of drugs or alcohol. 2014 Polaris Industries Inc. *MSRP is the Manufacturers Suggested Retail Price.
BC_0385109_MCY0515P.indd 1 2/19/15 3:59 PM
-
MC Comparo Honda CBR300R vs. Kawasaki Ninja 300 vs. KTM RC390 vs. Yamaha YZF-R3
For video and more pictures, check out the story on
motorcyclistonline.com.
40 MOTORCYCLIST
MCY0715_COMP.indd 40 4/28/15 2:08 PM
-
We cant explain it, but the pitter-
patter of 300-class machines
makes us feel like its the frst
day of summer vacation. Maybe
its the juvenile joy we get from
holding throttle cables tight while we watch
tachometers reach for the sky. Or perhaps its
something about the buzz of sub-400cc engines
that releases some chemical in our brains that
fashes fond motorcycling memories across our
cerebral cortex. Whats that tingle near the back
of the gas tank? Is that a 300cc motor at 9,000
rpm or just pure, adolescent happiness pumping
through our veins? We maybe cant tell, and we
defnitely dont care.
Either way, in order to test well one must
study. So, before we take recess to tickle the
canyons of Southern California and see how this
latest crop of bantamweights with a sporting
bent stack up, a quick history lesson.
Honda arguably sparked the modern version
of this battle when it introduced the CBR250 in
2011. It was a stately and refned alternative to
Kawasakis long-standing Ninja 250, and soon
Team Green fred back. In 2013 the Ninja 300
debuted, with all-new styling and a larger, 296cc
engine that towered over the CBR (as well as
Suzukis under-performing GW250 standard that
was fnally introduced to the US last year). For
2015, Honda has updated the CBR by punching
the 249cc single out to 286cc and updating the
bodywork to more closely resemble the larger-
displacement members of the CBR family.
Spurred by the furious hum of quarter-liter
battle, both Yamaha and KTM have entered the
fray, Yamaha with the parallel-twin YZF-R3 and
KTM with a purposeful-looking single dubbed
the RC390. Both are striking to the eye and have
larger engines than either the Ninja or the CBR.
The seeds of rivalry have been sown.
Needless to say, our long-standing love of
small-displacement bikes has our tachometers
nearing redline. The most likely reason that we
adore small bikes is because we were once
small, both in stature and experience. These
machines transport us back to the beginning
of our motorcycling lives, and we imagine a
new rider taking this step into a new adventure.
Like bursting through the door into the spring
sunshine with a summer of fun ahead, these
motorcycles represent the potential beginning
of something awesomethe frst step in a long
journey of enjoying the world of two wheels. The
bells ringing. Let the chaos begin!
And Its Time to Start RidingWORDS: Zack Courts / PHOTOS: Kevin Wing
www.motorcyclistonline.com 41
MCY0715_COMP.indd 41 4/28/15 2:08 PM
-
4th PlaceKAWASAKI NINJA 300
Sometimes, the bike that f nishes last in a shootout like this is something to be
avoided at all costs. We make fun of its
clothes and haze it mercilessly in the lunch
line. Not true here. The Ninja f nishing
fourth in this shootout does not mean its a
bad bike. Far from it, in fact.
In many ways, riding the Ninja reminds
us why we like riding small bikes so much.
First of all, its temperament is impeccable.
Short gearing and a smooth engine mean
the Kawasaki is more than happy to trot
along at surface-street speeds. The seat
is appropriately low (30.9 inches) and,
depending on the shape of your backside,
all-day comfortable.
The riding position is sportyif
anything the pegs feel a little higher than
they need to bebut not aggressive. Some
complain that the Ninjas shock is a little
too stiff, but if youre more than 140 pounds
youll appreciate the better balance offered
by the Kawasaki (the Yamaha and KTM
shocks are sprung for very light riders).
Where the wee Ninja really shines is on
an undulating, twisty road. Taut handling
and surprisingly grippy IRC bias-ply rubber
inspire conf dence, and the little parallel
twin that politely putted around town totally
comes alive in the top third of the rev
range. It makes a credible 34.5 hp at just
over 11,000 rpm and does it with an energy
that makes it seem like its asking for more.
Keep the Kawasakis engine spinning and
theres more fun to be had than on any
other bike here, apart from the KTM.
The f rst blemish on the Ninja name
comes when you squeeze that right lever.
Braking power is the worst of the bunch,
even on the non-ABS model we tested.
Truthfully, none of the bikes in this class
has stellar brakes, but the Kawasaki clearly
trails the pack in terms of feel. The only
other notable knocks against the Ninja are
disappointing mirrors and a slightly dated
dashboard, lacking a gear position indi-
cator and any real style.
Editor in Chief Marc Cook probably
summed it up best when reaching to
describe the Ninjas strengths. Its not
terribly ref ned, Cook said, even sadly
admitting that the Kawi is down on power
to the KTM and Yamaha, but for some
reason its just a lot of fun. The boss
personal feelings aside, the Ninja benef ts
from doing everything good enough but
suffers because it doesnt do anything
exceptionally well.
Dont take this the wrong way. The Ninja
is still a boatload of fun, and if you bleed
Kawasaki Green you can be proud to own a
300. It doesnt have a single serious down-
fall or glaring error in design; it f nishes
in fourth position here only as a natural
result of the category moving ahead and
improving year to year.
A petal-style brake rotor (top) looks stylish, but the little Ninjas brakes arent great. The dash is futuristic (above) but sorely misses a gear-position indicator.
3rd PlaceHONDA CBR300R
Lets get right to why the Honda f nishes third: power. While the tiniest CBR can hold
its head high for being the cheapest and the
lightest ($4,399 and 359 pounds, without
ABS), it also offers the smallest displacement
and the fewest poniesjust 27.8 hp at the
wheel. Part of the problem is the application.
Its geared similarly to the Kawasaki, meaning
very short, but the Honda doesnt have as
many revs to work with.
Although there isnt a lot of it, peak power
comes at 8,400 rpm, by which time the
286cc single is sending literal vibes through
the clip-ons that its being revved hard.
Peak torque arrives at 6,600 rpm, and the
motor is much more comfortable at that
speed. Trouble is, the short gearing
means in order to keep up with
freeway traff c (in California, anyway)
youre likely to be at around 8,000 rpm
in top gear. There are two pieces of
good news here: One is that sprockets
are cheap and gearing the Honda up
is easy; the other is that there are very
few other faults in the CBR.
First of all, it wins the yearbook
title for most approachable. The
light weight and low seat (30.7 inches,
incidentally) contribute to this, but its
the ref ned powertrain that really makes the
CBR a treat to ride. The clutch is predict-
able with good feel at the lever and the
engine produces seemingly perfect, linear
power. It doesnt hurt that you can idle
The CBR looks more mature than the others, at least in solid red. Boy-racer graphics are also available.
FEATURESCHASSISENGINE
FEATURESCHASSISENGINE
MC Comparo
42 MOTORCYCLIST
MCY0715_COMP.indd 42 4/28/15 2:08 PM
-
WHATS YOUR SOLUTION?
I N N O V A T I O N / S T Y L E / C O M F O R T
Scan QR code to view the Solution WP Air and Solution 2.0 WP Road Boot Video. Check out all our videos at youtube.com/helmethouse. For more information see yourlocal dealer or visit tourmaster.com. Tour Master is a registered trademark of Helmet House. Helmet House, Inc. 2015. Always maintain, inspect and wear protectivemotorcycle riding gear. No gear can offer complete protection from all situations. Obey all speed and safety laws. Riding and alcohol or other drugs dont mix.
A waterproof boot or one that breathes in warmweather? Now you dont have to choose: TheSolution WP Air Road Boot from Tour Master isan all-weather boot thats waterproof and ventedfor extra airflow. And the non-vented Solution2.0 WP Road Boot is also available for extremewet and cold weather conditions.
> Water-repellent, polyurethane-backed leatherconstruction
> HiPora waterproof membrane lets warm airescape while locking water out (WP Air only)
> Reflective 3M ScotchLite on rear area fornighttime safety
> Compound rubber sole for reliable grip> Auto-lock zipper with adjustable Velcro flapfor extra security
> Leather stretch panels for maximum comfortand durability
> Impact-absorbing nylon shin and ankle guardsadd protection
> Impact-absorbing latex foam on flex panels> TPU shift pad for greater durability> TecnoGI thermoplastic heel cup and toe capfor extra protection
SOLUTION WP AIR ROAD BOOTSOLUTION 2.0 WP ROAD BOOT
BC_040300_MCY0715P.indd 1 4/14/15 4:30 PM
-
around a parking lot in frst gear at 4 mph;
thats Grom territory for friendly gearing.
Even though its nearly as easy to
ride as a Grom, the CBR packs a full-size
serving of capability. We were amazed
when riding these bikes in a group at how
the Honda held its own when we tackled
the mountain roads north of Los Angeles.
The steering doesnt feel as sharp as
the KTMs, but ultimately it has a better
balance in the suspension than any bike in
the group and is arguably more stable too.
It did occur to us that the Honda seems
to handle better because its slower than the
rest of the bikes. Even going uphill, though,
the rider on the CBR pulled away from a
certain blue bike in this test, purely from
the confdence the chassis offers. The CBR
shares the same IRC rubber as found on
the Ninja 300, and we have zero complaints
about these tires. Theres plenty of stick.
The fnal category that the CBR wins
unanimously is brakes. Hondas simple,
two-piston Nissin caliper and 296mm
disc are calibrated just right, providing
plenty of power and solid feel at the lever.
An ABS option adds $500 to the price,
and its an easy decision in this case. The
CBR would still be the cheapest bike in
this bunch even equipped with ABS.
The CBR carves canyons like nobodys busi-ness (top) despite having the smallest engine and the least power. The dash (above) is informative but not terribly interesting.
A basic brake setup offers R3 riders plenty of power, but initial bite is soft and theres no ABS option available.
Yamaha had a few years to study the competition, and the results suggest they
did their homework. Initial impressions
of the new R3 are that Yamaha perfectly
combined the strong, high-revving
twin-cylinder engine from Kawasakis
Ninja 300 with the polite ergonomics
and suspension of Hondas CBR300. As
always, though, riding all of the bikes
back to back revealed the strengths and
weaknesses of each machine.
The frst thing we noticed is how
incredibly smooth and strong the power
is from the R3s 321cc mill. Its only 24cc
larger than the Ninja engine but feels
noticeably more potent, especially low
in the revs. When it comes to sustained
highway travel, the R3 is peerless. Yes, its
down on outright power to the KTM, but the
Yamahas engine feels quiet and refned at
2nd PlaceYAMAHA YZF-R3
freeway speeds; a welcome break from the
Kawasakis buzzy pegs and the Hondas
pleading for mercy.
Ergos and comfort are pleasing too. The
rider triangle is very similar to the other
Japanese bikes, though the Yamahas bars
are closer to the saddle. While the seat
height is comparable to the Honda and
Kawasaki, the R3s shock is much softer.
This makes it feel lower, and for commuter
use its quite plush, but it also detracts from
handling (well get to that in a minute). Add
brakes to the long list of R3 strengths, by
the waythe binders have solid feel and
plenty of power. Its worth pointing out,
however, that were sad to see no ABS
option from Yamahaat least not this year.
Maybe on next years lesson plan.
The rest of the R3s amenities are top
notch. The dashboard, for example, shows
more information than the other bikes and
looks the best doing so. Fuel level and
gear position are displayed prominently,
and theres even an adjustable shift light.
The cockpit looks like it was designed by
George Lucas, circa 1980. Its terrifc.
So with comfort, power, and amenities,
youre sitting on the perfect bike, right?
Not quite. In creating the friendly motor-
cycle the R3 isas EIC Cook put it, Not
as meek as the Honda but just as easy to
rideYamaha tuned out some handling
prowess. The shock is defnitely the softest
of the group (lightly sprung by an order
of magnitude) which makes the R3 ride
low enough in the rear that it adversely
affects agility. Its not that the R3 handles
badlywhen a bike is this small its never
going to be horribly high effort to turnbut
its noticeably harder to steer than the
others in the group. Too much weight on
the rear end, which is only partly mitigated
Other than the distinct lack of horse-
power, this is an excellent bike. The
only other major thumbs down the CBR
garnered was due to the senseless
gas-cap system, whereby the cap comes
off in your hand instead of hinging out of
the way like every other civilized machine.
Some testers dinged the Honda for a lack
of personality, but objectively its a terrifc
motorcycle. Its comfortable, composed,
stylish (emphasis on ish), and handles like
a dream. In the words of Road Test Editor
(and CBR300R owner) Ari Henning, Come
on, Honda. Make it a 350 already!
FEATURESCHASSISENGINE
MC Comparo
44 MOTORCYCLIST
MCY0715_COMP.indd 44 4/28/15 2:08 PM
-
Listed cove
rages are provided base
d on w
hether Comprehensive
and Collision Cove
rages are purchase
d. Details
of co
verages or lim
its may va
ry by state.
All co
verages are subject to the term
s, provisions, exclusions and conditions in the polic
y and any endorsements.
State Farm
Mutual Automobile Insu
rance Company
State Farm
Indemnity Company
Bloomington, IL
04.14.2015 11:31 AdID: 40248 MCY0715
-
by running max shock-spring preload,
causes a bit of rear-end chatter and
sends steering feel off to detention.
The Yamahas other obvious
handling faw comes from the Michelin
Pilot Street rubber, which breaks
traction surprisingly early. Wed like to
blame it on bias-ply technology, but the
Ninja and CBR are shod with bias-ply
IRC sneakers that stick admirably.
Riders serious about squeezing all
of the performance potential out of the
R3 will want better tires and a stiffer
spring. For everyone else, the R3
delivers what this class is defned by
in spades: solid performance, loads of
style, and a sub-$5,000 price tag.
An excellent dash (right) makes speed, engine rpm, gear position, trip data, and fuel level easily visible at a glance. The little lens at the top is the shift light.
Son of the Beast
KTMs Duke naked bikes have a reputation to uphold. The
1290 Super Duke R was dubbed the beast by its own
designers, and the 690 Duke is a devil-on-both-shoulders
kind of ride. Here we have the 390 Duke. Could beastliness
survive this far down the displacement scale? Oh, yes.
While based on the RC390, the Duke feels and acts differ-
ently. It has a 37mm-longer wheelbase than the RC, has
more rake (25 degrees versus the RCs 23.5), 25mm more
front-suspension travel, and a 20mm-lower seat. You also
sit more forward