Cycle World - July 2016

 THE
COMPA R IS ON ISSUE
RIDE
BETTER
THE POWER OF
COMMITMENT
9
AMERICA’S LEADING MOTORCYCLE MAGAZINE
BIKES
TESTED!
HUSQVARNA 701
SUPERMOTO
SUPERMOTO
SHOWDOWN
HUSKY 701
VS. DUCATI
HYPERMOTARD
939 VS.
KTM 690 DUKE
YAMAHA
YZF-R1S
S I B L I N G R I VA L R Y
YAMAHA
YZF-R1M VS. R1S
THE ORIGINAL NAKEDS
DUCATI MONSTER
VS. TRIUMPH
SPEED TRIPLE R
DUCATI
MONSTER
1200 R
+
MOTOGP
TECH
INSIDE
WINGLETS
JULY 2016
CYCLEWORLD.COM
ALL HELMETS ARE
NOT CREATED EQUAL
Shoei helmets are the result of countless hours of conceptualization and R&D
within our state-of-the-art manufacturing facilities, but equally as important is the unparalleled
time spent testing with the most hardcore critics of all — our professional racing team.
Protecting champions for generations, racing research helps to yield the highest performing,
most functional helmets in existence.
SHOEI PREMIUM HELMETS: HAND-BUILT IN JAPAN
TO THE MOST DEMANDING STANDARDS IN THE WORLD.
Learn more at SHOEI-HELMETS.COM
EDDIE LAWSON | Four-Time Grand Prix World Champion || MARC MARQUEZ | Two-Time MotoGP World Champion
© 2016 SHOEI Safety Helmet Corp. SHOEI helmets are distributed exclusively in the US by Helmet House, Canada by Motovan, and Mexico by Motos Y Equipos.
Helping you save with every mile. Now that’s Progressive.
Progressive Casualty Ins. Co. & affiliates. Do not attempt.
1-800-PROGRESSIVE | PROGRESSIVE.COM
JULY
2016
38.
46.
GROWN-UP FUN
Ducati’s Hypermotard 939,
Husqvarna’s 701 Supermoto,
and KTM’s 690 Duke trade
blows in a test where
fun reigns supreme.
By Bradley Adams
SEX ON WHEELS
Less is more when it comes
to Ducati’s Monster 1200 R
and Triumph’s Speed Triple
R, but only one can wear
the bikini fairing best.
By Brian Catterson
54.
65.
SIBLING RIVALRY
A Yamaha will win this
comparison test, but the
real question is whether
it will be the up-spec R1M
or cost-conscious R1S.
By Don Canet
DIFFERENT STROKES
The recipe for a great off-road
ride: great trails, good weather,
and a…YZ250X two-stroke
or YZ450FX four-stroke?
By Brendan Lutes
IGNITION
12. FIRST RIDE: 2016 DUCATI MULTISTRADA 1200 ENDURO
Down and dirty in Italy with Ducati’s newest Multistrada
16. FIRST RIDE: 2017 KAWASAKI Z125 PRO
Kawasaki takes on the two-wheel small-bike world
20. TWO-WHEEL CHATTER: MotoGP winglets
24. GEAR: High-tech helmets
26. EVALUATION: Alpinestars Supertech R boots
ON THE COVER:
Three bikes ready to join their
challengers. Photo by Jeff Allen
28. RIDE CRAFT: Make a commitment to those pre-ride
decisions
COLUMNS
8. UP FRONT
By Mark Hoyer
32. WANDERING EYE
By Paul d’Orleans
34. TDC
By Kevin Cameron
DEPARTMENTS
10. INTAKE
70. SERVICE
76. SHOWCASE
82. SLIPSTREAM
R A C E WAT C H
72. MOTOGP AT COTA
Marquez four for four.
By Kevin Cameron
Looking for a daily fix
of great moto coverage?
Visit cycleworld.com every day
for a fun mix of two-wheeled
news, features, and videos!
Online: CycleWorld.com | Twitter: @CycleWorldMag | Facebook: facebook.com/cycleworld | Instagram: @CycleWorld
PHOTO BY DREW RUIZ
CYCLEWORLD.COM 5
CYCLEWORLD.COM
EDITOR–IN–CHIEF MARK HOYER
VICE PRESIDENT, GROUP PUBLISHER ANDREW LEISNER
CONTENT STRATEGY DIRECTOR KURT HOY
DIRECTOR OF DIGITAL STRATEGY BRIAN SCHRADER
EDITORIAL
SENIOR EDITOR BLAKE CONNER
TECHNICAL EDITOR KEVIN CAMERON
ROAD TEST EDITOR DON CANET
ASSOCIATE EDITOR BRADLEY ADAMS
ASSISTANT EDITOR WILL STEENROD
EDITOR-AT-LARGE PETER EGAN
CUSTOM & STYLE EDITOR PAUL D’ORLEANS
CONTRIBUTING EDITORS MATTHEW MILES, BRIAN CATTERSON, PAUL DEAN, ALLAN GIRDLER,
NICK IENATSCH, GARY INMAN, PETER JONES, THOMAS MONTANO, RAY NIERLICH, JOHN L. STEIN, STEVEN L. THOMPSON
EUROPEAN EDITOR BRUNO DEPRATO
WEB PRODUCER ALAN TAKUSHI
MANAGING EDITOR TERRY MASAOKA
COPY EDITOR JESSICA MATTESON
EDITORIAL ASSISTANT/RECEPTIONIST SERENA BLEEKER
ART
ART DIRECTOR LAURA MILTON
PHOTO AND VIDEO SERVICES
PHOTOGRAPHER JEFF ALLEN
VIDEO PRODUCER SPENSER ROBERT
ASSOCIATE VIDEO PRODUCERS STEPHEN POTTER, BERT BELTRAN
CONTRIBUTING VIDEO PRODUCER NIKOLAUS WOGEN
CONTRIBUTORS
PHOTOGRAPHY BARRY HATHAWAY, DREW RUIZ, MARK WERNHAM, ANDREW WHEELER
ILLUSTRATION HECTOR CADEMARTORI, KEVIN FLEMING, JIM HATCH, RYAN INZANA
EDITORIAL OFFICES
15215 ALTON PKWY., SUITE 100, IRVINE, CA 92618; (760) 707-0100; [email protected]
ADVERTISING
WESTERN REGIONAL SALES DIRECTOR KATELYNN KOVALEFF 760/707-0087, FAX: 760/707-0101
EASTERN REGIONAL SALES DIRECTOR ROSS CUNNINGHAM 212/779-5042
DIRECTOR OF SALES AND OPERATIONS, AMERICAN MOTORCYCLE GROUP DAVID ROE 724/312-3207
EASTERN SALES DIRECTOR DENNIS SCULLY 312/252-2854, FAX: 312/573-1535
EASTERN ADVERTISING MANAGER RENEE MCGINTY 312/718-8880
WESTERN ADVERTISING MANAGER BRAD BANISTER 323/228-7011
ACCOUNT EXECUTIVE CHRIS SIEBENHAAR 760/707-1070
ASSOCIATE DIRECTOR, MARKETING & V-TWIN CHRIS LONG 760/707-1073
CLASSIFIED ACCOUNT MANAGER KURT EISINGER 212/779-5507
DETROIT ADVERTISING DIRECTOR JEFF ROBERGE 248/213-6154
SALES OPERATIONS MANAGER JOHN W. SCAFETTA
ADVERTISING COORDINATOR/SALES ADMINISTRATOR JEOFF HAERTLE
OFFICE MANAGER/SALES ADMINISTRATOR DONNA PROVENCHER
ASSOCIATE DIRECTOR, DIGITAL SADIE HUEMMER
DIGITAL CAMPAIGN MANGER RAY GONZALEZ
ADVERTISING SERVICES MANAGER JOY MCGIVERN
DIRECTOR, HUMAN RESOURCES KIM PUTMAN
BUSINESS MANAGER CONNIE LAU
MARKETING
MARKETING DIRECTOR TIM COLLINS
CONSUMER MARKETING DIRECTOR ANDREW SCHULMAN
MARKETING MANAGER CORIE WINDUST
SALES DEVELOPMENT MANAGER ASHLEY ROBERTS
CONSUMER ENGAGEMENT DIRECTOR COREY EASTMAN
CONSUMER EVENTS MANAGER TONIA TRONCONE
PRODUCTION
GROUP PRODUCTION DIRECTOR RINA VIRAY MURRAY
PRODUCTION MANAGER JULIE C. GREENE
REPRINTS
FOR REPRINTS EMAIL [email protected]
CHAIRMAN TOMAS FRANZÉN
HEAD OF BUSINESS AREA, MAGAZINES LARS DAHMEN
CHIEF EXECUTIVE OFFICER ERIC ZINCZENKO
CHIEF FINANCIAL OFFICER JOACHIM JAGINDER
CHIEF OPERATING OFFICER DAVID RITCHIE
CHIEF MARKETING OFFICER ELIZABETH BURNHAM MURPHY
CHIEF DIGITAL REVENUE OFFICER SEAN HOLZMAN
VICE PRESIDENT, INTEGRATED SALES JOHN GRANEY
VICE PRESIDENT, CONSUMER MARKETING JOHN REESE
VICE PRESIDENT, DIGITAL OPERATIONS DAVID BUTLER
VICE PRESIDENT, PUBLIC RELATIONS PERRI DORSET
GENERAL COUNSEL JEREMY THOMPSON
RETAIL SINGLE COPY SALES: PROCIRC RETAIL SOLUTIONS GROUP, TONY DIBISCEGLIE
CYCLE WORLD (ISSN 0011-4286, USPS 571-310), JULY 2016, Volume #55, Issue #6 is published monthly except the January/February issue by Bonnier Corporation,
2 Park Avenue, New York, NY 10016. Periodicals postage paid at New York, NY and additional offices. Copyright © 2016 by Bonnier Corp. All rights reserved. Reprinting in whole or part is forbidden except by permission of Bonnier Corp. Mailing List: We make a portion of our mailing list available to reputable firms. If you would
prefer that we don’t include your name, please write us at the Harlan, IA address. POSTMASTER: Send address changes to Cycle World Magazine, PO Box 6364,
Harlan, IA 51593-1864. Subscription rates: US and US possessions $15 for 1 year (11 issues). Canada: $25 & Foreign: $45. International order must be paid in advance
and in US funds only. Canada Post Publication agreement #40612608. Canada Return Mail: IMEX Global Solutions, P.O. Box 25542, London, ON N6C 6B2.
PRINTED IN THE USA
For Customer Service and Subscription questions,
Such as Renewals, Address Changes, Email Preferences,
Billing, and Account Status, go to: cycleworld.com/cs.
You can also call (800) 456-3084, outside of the US call
(515) 237-3697, email [email protected],
or write to Cycle World, PO Box 6364, Harlan, IA 51593.
This product is
from sustainable
managed forests
and controlled
sources
–
ZUMO® 595LM
BUILT TO THRILL
LIFE IS FULL OF TWISTS & TURNS. KIND OF NICE WHEN
YOU GET TO DECIDE HOW MANY. MOTORCYCLE GPS
WITH ADVENTURE ROUTING TO ENHANCE YOUR RIDE.
©2016 Garmin Ltd. or its subsidiaries
UP FRONT EDITOR’S LET TER
UNFINISHED
BUSINESS
RETURNING TO RACE AT PIKES PEAK
I
n a career full of career highs, I
have to say working on Project 156
last year with Victory and Roland
Sands Design to get Don Canet on
an American bike to race on America’s
mountain ranks among the highest.
Even if we didn’t make the summit at
the finish after the bike quit in the final
miles, it was, as Canet liked to say, a
peak experience.
But there is definitely unfinished
business here. So when we talked to
Victory about going back to Pikes Peak
and making the summit for the 100th
anniversary of the race this June 20–26,
we were excited to hear the company
was interested.
We were even more excited that it
would be on a new version of the Victory electric prototype racer used by Lee
Johnston to place third in the 2015 Isle of
Man TT Zero race.
I got to test Johnston’s bike at a local
Colorado racetrack during the Pikes
Peak weekend last year and was mighty
impressed with the power and handling of the this pure-bred racebike. It
showed the kind of stability you’d want
at Pikes Peak; suspension was supple
and controlled, and a dragstrip run by
others later in the week showed the TT
bike could run right at 10 seconds and
140-plus mph in the quarter-mile. That’s
wicked quick for a bike designed to run
at the TT, complete with TT gearing on
its single-speed final drive.
Perhaps the best attribute is that,
unlike a non-boosted internal-combustion engine, an electric powertrain suffers no power loss as you climb toward
the 14,114-foot summit.
The “handlebar rule” at Pikes Peak
this year stated that clip-ons were not to
be run. Recent deaths during race week
occurred with factory-equipped clipon-style motorcycles, and in an effort to
continue to have bikes race at the event,
organizers brought back the “handlebar”
restriction. The Victory electric proto-
8 CYCLE WORLD JULY 2016
type is set up like a muscle standard, so
we are set.
In Canet’s debut year on the mountain
in 2014, a tubular handlebar did him
right: Third place overall on a Ducati
Multistrada 1200 is mighty impressive on
a treacherous mountain course with 156
turns he’d never seen before that effort.
In fact, I’ve always been impressed
with our road test editor’s skills on a
motorcycle, but perhaps the finest emblem of the kind of precise thinker and
racer mind-set I’ve ever seen was when he
came in to my office with a track map of
the Pikes Peak race course after his first
encounter with the full course. Many
corners are named already, but he’d given
names to every single one of them.
He handed me the map.
“Go ahead,” he said, with a mildly
challenging tone.
“What?”
“Ask me about any corner.”
So I picked one randomly.
He described the previous corners,
the pavement surface, camber, where he
should apex and why, which gear he’d
be in, what the exit was like, and how it
related to the next corner.
He did this for every corner I asked
him about. So I just kept asking. The
level of detail was shocking, but it is this
kind of vision, memory, and thinking
that separates riders from real racers.
Brammo’s Brian Wissman is the director of product development and the man
who oversaw the design of the bike and
the successful 2015 TT effort. “I’m truly
excited for June to come,” Wissman said.
“I think it’s going to be something that
is really fun and something I’m going to
remember for the rest of my life.”
That holds true for all of us. Visit
cycleworld.com to check out the testing
and development video and stories.
MARK HOYER
EDITOR-IN-CHIEF
THIS
MONTH̕S
STATS
0.01
SECOND SEPARATING
THE YZF-R1S AND R1M
QUARTER-MILE TIMES
$7,000
PRICE DIFFERENCE
FOR ABOVE BIKES
priceless
PERFORMANCE OF THE
ELECTRONIC ÖHLINS
SUSPENSION OFFERED
ON THE R1M
BMW Motorrad
USA
2016 S 1000 XR
CATCH THEM.
MAKE LIFE A RIDE.
&WFSZSJEFIPMETJOOJUFQPTTJCJMJUJFTBOEUIFBMMOFX493JTEFTJHOFEUPMFU
ZPVFOKPZUIFNBMM)FSFBQPXFSGVMIQFOHJOFBOEMJHIUXFJHIUCMFOEXJUIB
DPNNBOEJOHTFBUJOHQPTJUJPOBOEBNB[JOHMPOHEJTUBODFDPNGPSU5XPSJEJOHNPEFT
3BJOBOE3PBE
"#4BOE"4$BSFBMMTUBOEBSEXIJMFOVNFSPVTFYUSBTMFUZPVNBLF
JUѭBOEFWFSZSPBEѭZPVSWFSZPXO'JOEPVUNPSFBUbmwmotorcycles.com.
©2016 BMW Motorrad USA, a division of BMW of North America, LLC.
The BMW name and logo are registered trademarks.
The Ultimate
Riding Machine™
YOUTH SERUM GOING FOR 10? FRAME JOB
KICKSTART THE CONVERSATION
Thirty years ago I was a slave to
speed: 1993 Honda CBR900RR;
1997 Suzuki TL1000S; 1999
Triumph Daytona 955i. Having
just as much fun these days as the
Sultan of Slow: Yamaha YZF-R3
and Wolf V150 scooter. Give me
two wheels with a motor that I can
afford at age 67 and I feel 30 years
younger. Cheap thrills forever!
Great June issue.
MIKE MCCORMICK
ROANOKE, VA
SAYING IT’S NOT A “10”
I thoroughly enjoyed your May issue
with a feature article on the Norton
961. Great perspective by Mark Hoyer,
and the photography by Jeff Allen is
the motorcycle
equivalent of
quirks (mechanical noise, vibration)
that Hoyer alluded to kinda go with the
territory… Have you ever dated or had a
relationship with a “10”?
SERGEI TRAYCOFF
INDIANAPOLIS, IN
trated Swimsuit
most attractive-looking
motorcycles
available
today. I may
be a little
biased, as I
bought one
last year (saw it at local dealer and was
mesmerized), and I feel it really captures
and embodies the look and character of
the original Commando (I’ve had two
’70s Nortons), with a lot of the modern
amenities like EFI, Brembos, and Öhlins.
The bike is a great ride, and the few
10 CYCLE WORLD JULY 2016
in engines. In addition
to my motorcycles, I have a 1966 Plymouth Barracuda, which had not run well
for longer than I like to admit. Symptoms
were loss of power when warmed up,
loss of vacuum, surging at stops, and
overheating. I had spent untold time and
money trying to fix it (including rebuild-
ing the head) with nothing to show for
my efforts but frustration. After reading
Kevin’s article, I adjusted the exhaust
valves 0.003 inch more than spec. The
first real improvement in a very long
time. Then I adjusted them plus 0.005.
Even better. Lastly, plus 0.007. Perfection.
Now in addition to a great-running car
(again), I will have more time to ride my
motorcycles. And I gained some invaluable knowledge.
JON WILSON
CYCLEWORLD.COM
Looking for more time to ride? Sell the car.
HAND-BUILT TIP
As a longtime
builder I appreciated the
“Hand-Built”
stories. A suggestion for
those who may
want to build a
frame and not
have the warping problem is
to bronze weld
them. Because the steel is not melted,
the pieces can be fitted up tight and
no movement will occur. The fixtures
don’t have to be as strong either. We
made one-off frames just holding the
head stock and swingarm pivot, along
with a few simple supports. We learned
this from the English frame builders
back in the 1960s. Testing proved that
a bronze 1/4-inch fillet weld is stronger
than a standard TIG- or gas-welded joint.
Bronze welding can be done with either
TIG or gas.
HAROLD PARKS
MINDEN, NV
Comments? Suggestions? Criticisms?
Write us at [email protected].
PHOTOS BY JEFF ALLEN
DIRTY DUC TEAM GREEN’S GROM MOTOGP WINGS RIDE CRAFT WANDERING EYE
THE RIDE STARTS HERE
SAFETY FIRST:
New aluminum side
panels are intended to
keep the 1200 Enduro’s
larger fuel load
protected.
12 CYCLE WORLD JULY 2016
BY THE NUMBERS
266
NEW OR UPDATED PARTS:
Used to make the Multistrada 1200
Enduro more dirt-oriented (not including various nuts, bolts, and washers)
40/45
CAPACITY (IN LITERS):
Of the optional right/left
panniers, developed in close
collaboration with Touratech
6 2 1 5
OFF-ROAD MILES:
Spent testing the
1200 Enduro during the
development period
C W FIRST RIDE
2016 DUCATI MULTISTRADA
1200 ENDURO
Ducati gets down and dirty By Bradley Adams
T
wo years ago, whilst plowing
through a section of whooped-out
jeep trails on a Ducati Multistrada
1200 S, I was taken back to high
school wood shop and a grouchy,
gray-haired teacher who “kindly”
demanded the class “always use the right
tool for the job.” The Multistrada 1200 S was
one hell of a tool, but it definitely wasn’t the
right tool for this job. An error code for the
Skyhook suspension that flashed up as I
returned the bike to Ducati reminded me of
that. Stick to the pavement please, sir, thank
you very much.
With its 2016 Multistrada 1200 Enduro,
Ducati promises there won’t be any such
issues, regardless of how far off the beaten
path you decide to go. A long list of updates
back up that claim, the biggest being a 19inch spoked front wheel and 17-inch spoked
rear wheel, plus updated suspension with an
PHOTOGRAPHY COURTESY OF
Milagro
additional 1.2 inches of travel front and rear.
More relaxed geometry and a longer, stiffer,
double-sided swingarm are intended to add
stability in the dirt, while a reshaped seat
and taller handlebar are aimed at increased
comfort as you stand up and navigate those
far-away dirt roads.
Proving that it was serious about the
whole adventuring thing, Ducati increased
the wading depth by 3.0 inches via a raised
exhaust silencer, extended and reinforced
the skid plate, outfitted the bike with sturdier steel levers (the brake pedal is heightadjustable), and even grew the fuel tank by
2.6 gallons to 7.9.
Electronics are intended to help you down
the road, the Enduro featuring everything
from traction control and antilock brakes
(level one of which allows the rear wheel to
lock up) to wheelie control and Vehicle Hold
Control, a system that gradually releases
brake pressure so you can more easily
start on a slope. As with other Ducatis, the
Enduro also features four ride modes (Touring, Enduro, Sport, and Urban) that can be
customized in terms of power output or
electronic rider-aid settings.
Each of these changes contributes to an
entirely different riding experience, and it
doesn’t take more than a few miles in the
Enduro’s reshaped saddle to realize how far
Ducati has gone toward making a better tool
for any job that includes dirt riding.
The suspension contributes most to this
newfound feel, the updated Skyhook algorithm and new dual-rate fork springs (versus
straight-rate on the standard Multistrada)
PACK
IT UP
Ducati’s
Multistrada 1200
Enduro can be
upgraded with
four optional
“packs,” those
being a Touring
Pack, Enduro
Pack, Sport
Pack, and Urban
Pack. Arguably,
the more lustworthy packages will be the
Touring Pack and
Enduro Pack, the
former coming
complete with
aluminum panniers, handlebar
bag, and heated
hand grips, and
the latter with
crashbars, oil
cooler and radiator covers, fog
lights, a lower
chain guide, and
rear disc brake
protector. The
Touring Pack
will also enable
you to upgrade
to the optional
Pirelli Scorpion
Rally tires, which
oddly enough are
not included as
an option in the
Enduro Pack.
CYCLE WORLD.COM 13
IGNITION FIRST RIDE
IT DOESN’T TAKE MORE
THAN A FEW MILES
IN THE ENDURO’S RESHAPED SADDLE TO REALIZE HOW FAR DUCATI
HAS GONE TOWARD
MAKING A BETTER TOOL
FOR ANY JOB THAT
INCLUDES DIRT RIDING.
GOT GRUNT?
The Multistrada
1200 Enduro’s
engine is mostly
the same but
gets an updated
transmission with
shorter first-gear
ratio for easier riding in slow, more
technical off-road
sections. Combined
with a shorter final
gear ratio (43/15
sprocket setup
versus 40/15), this
allows the Enduro
to grunt off corners
and up hills with a
little more ease.
providing a softer feel in the
initial part of travel. Movement
slows when you turn suspension
damping settings to Hardest via
the 5-inch TFT display (Harder,
Default, Softer, and Softest are the
other options), but even still, the
bike feels relatively soft and moves
around quite a bit on pavement.
Fortunately, once leaned over, the
bike is very stable, a likely result of
the new geometry.
Ducati’s Testastretta DVT
engine with variable valve timing
(with updated EFI mapping) pulls
from as low as 2,000 rpm without any chugging, and its wider
powerband keeps you from having
to continually shift in some mad
attempt to keep it happy. Throttle
response is silver-tongued, with
the bike pulling noticeably harder
at around 6,000 rpm—a secondary
benefit of that variable valve timing. Still, in the dirt, I opted to customize the ride mode I was using
with the power level set to Low,
which limits output to “just” 100
hp. With power output reduced,
I was able to turn the Enduro’s
traction-control system (and thus
wheelie-control system) off and
worry less about lawn-darting
myself into the trail-side bushes.
Earlier, on the street, those systems
went pretty much unnoticed when
set to a lower setting (less intervention), but in the dirt they made
themselves more known. And
while I appreciated the helping
hand, I did feel like the TC system
wasn’t entirely consistent. In some
corners it would allow me to slide
the rear around nicely and finish
the turn, yet in others it would cut
power dramatically. Meanwhile,
I always ran with ABS set to level
one, which allowed me to slide the
rear into a corner and square it up
but prevented the front wheel from
locking up—something I didn’t
want to do on a bike with a claimed
560-pound curb weight (versus 518
for the Multistrada S).
Speaking of weight, the Enduro
mostly carries its size well, even
if in small acts such as lifting it
up off the sidestand you feel the
added heft. Try to dab your foot for
better feel and control in the dirt
and you’ll realize how tall the seat
is too.
All that is to say the Multistrada
1200 Enduro is still no dirt bike. It
is, however, more dirt- than streetoriented, and for the rider who
really wants to put the “adventure”
in adventure touring, it’s a much
better tool for the job.
2016 DUCATI MULTISTRADA 1200 ENDURO
E N GIN E T Y P E
DOHC 90° V-twin
14 CYCLE WORLD JULY 2016
D I S P L ACE M E NT
1198cc
SE AT HE IG HT
34.3 in.
FU EL C APACIT Y
7.9 gal.
CL AIMED WEIGHT
560 lb.
BAS E P RICE
$21,295 (red)/$21,495 (gray/white)
It’s the ride
;,!;1!ħ'89W
When the sun meets the
horizon and there’s nothing
in front of you except the
open road. That’s the only
way to live.
';3;38$@$£'
-29<8!2$';3&!@W
Motorcycle
geico.com | 1-800-442-9253 | /RFDO2IĆFH
Some discounts, coverages, payment plans and features are not available in all states or all GEICO companies. GEICO is a registered service mark of Government Employees Insurance
Company, Washington, D.C. 20076; a Berkshire Hathaway Inc. subsidiary. Motorcycle and ATV coverages are underwritten by GEICO Indemnity Company. © 2016 GEICO
IGNITION FIRST RIDE
C W FIRST RIDE
2016 KAWASAKI Z125 PRO
Little bike in a big city equals even bigger fun By Bradley Adams
WHAT’S IN A NAME?
Kawasaki is working
overtime to make the connection between the Z125
Pro and the other models
in the Z family, including
the Z800 and Z1000.
Aggressive styling, Z-family
turn signals, and a Z-style
LED taillight help here.
I
can’t help but feel a little guilty as
I swoop around a group of tourists
and take off toward a lookout facing the Golden Gate Bridge. Equally
as hungry for photos of the iconic
suspension bridge, they are putting in
the work on rented bicycles and pretending not to mind the suffering, while
I’m aboard Kawasaki’s new Z125 Pro,
enjoying the same great view, just with
a larger grin on my face and legs that are
probably a little less sore.
That ear-to-ear grin doesn’t disappear
for the remainder of the day, Kawasaki
having arranged for us to not only ride
the Z125 Pro in the city streets and massive hills that make up the rest of downtown San Francisco but also on a closed
(and very narrow, cone-lined) course on
Treasure Island, a man-made island in
the San Francisco Bay that for the afternoon acts as our playground.
An all-new motorcycle for Kawasaki,
the Z125 Pro features a low, 31.7-inch
seat height and 225-pound curb weight,
in addition to a 2-gallon gas tank and
LCD dash with everything from gear
indicator to dual tripmeters. The 125cc,
SOHC engine borrows parts from
Kawasaki KLX models that came before
it yet is different enough in its design
for Kawasaki to refer to it as all new.
It’s paired to a manual, four-speed
transmission.
The engine runs and fuels smoothly,
as a powerplant housed in a new-rider-
SMILES PER GALLON: The Z125 Pro’s 125cc single is
claimed to attain fuel mileage of 135 mpg. When ridden
in anger, that will change dramatically, but even still, with
its 2-gallon tank and impressive mpg, you could do a serious amount of riding before having to fill up again.
2016 KAWASAKI Z125 PRO
E N GIN E T Y P E
ai r- co o le d , SO H C s i ng l e
16 CYCLE WORLD JULY 2016
DISPL ACE M E NT
125cc
SE AT HEIGHT
31.7 in.
FU EL C APACIT Y
2.0 gal.
CL AIMED CU RB WEIGHT
2 2 5 lb.
P RICE
$2999
YOUR
JOURNEY
IS ABOUT CAPTURING MEMORIES.
GOLD WING®
GET READY FOR YOUR NEXT RIDE. For over forty years, Honda’s Gold Wing has
set the standard for comfort and luxury on the open road. Powered by our legendary
1832cc flat-six engine, and loaded with all the features that make it the ultimate in
touring. It’s time to start the next chapter of your journey.
#RIDERED
BE A RESPONSIBLE RIDER. ALWAYS WEAR A HELMET, EYE PROTECTION & PROTECTIVE CLOTHING. NEVER RIDE UNDER THE INFLUENCE OF DRUGS OR ALCOHOL. AND NEVER USE THE STREET AS A RACETRACK. OBEY THE LAW AND READ YOUR
OWNER’S MANUAL THOROUGHLY. Gold Wing® is a registered trademark of Honda Motor Co., Ltd. ©2016 American Honda Motor Co., Inc. (5/16)
IGNITION FIRST RIDE
OH, THAT'S
SUPPOSED
TO BE A
PASSENGER
SEAT?
oriented bike should. All the same,
clutch pull is light (though admittedly
not entirely linear in its pull, which
causes some less-than-smooth starts
from a stop for less-experienced riders)
and the transmission easy to work.
Interestingly, Kawasaki noted that
there could be some extra slack in the
shifter due to the
fact that, in other
markets, the bike
will be made available with an automatic transmission
that uses the first
bit of travel to
engage the clutch,
but we never had a
problem and were
pleased with the overall shift feel.
Ergonomics are tight for anyone more
than 6 feet tall, and at anything near
that height you run the risk of hitting
your knees on the stock bars while
turning, not to mention looking a bit
silly. There’s not much you can do about
your inseam, but I imagine a taller
handlebar sourced from an aftermarket
catalog will help. All the same, the seat
is nice and supportive and good for logging all the city-street miles that the
2-gallon gas tank and impressive fuel
economy numbers will allow for.
I say this assuming that you’re not
one of those people who’s already planning on turning the Z125 Pro into a little roadrace bike but knowing good and
well that this is a possibility. And not all
that bad of an idea either. After all, the
bike surprised with its solid handling
on the course that was laid out for us,
with communicative steering, modest
braking power, and zero twitchiness.
Kawasaki says that two-wheel small
street sales are climbing, and with
the Z125 Pro I can’t see that changing
any time soon. Regardless of whether
owners end up using it for commuting,
minibike racing, or as an entry into the
wonderful world of motorcycles, I have a
hard time believing they won’t be grinning every time they throw a leg over
the bike.
ROADRIDER
• Covers a large range of bikes
• Large contact patch for excellent grip at all
lean angles
• Comprehensive range of sizes – from modern
to more traditional
• Performance upgrade for classic and vintage
motorcycles
FREE
Road Hazard
Warranty*
* See website for details
www.AvonMoto.com
TAKING WING
Why winglets are sprouting on MotoGP
bikes such as the Ducati GP16
By Kevin Cameron
WINGLETS: Andrea Dovizioso’s Ducati Desmosedici GP16 reached a top speed of 214.5
mph at Circuit of The Americas, which has the longest straight on the MotoGP calendar.
Downforce winglets around the nose of the bike help keep the front end down, allowing the bike to continue accelerating without use of the anti-wheelie system.
20 CYCLE WORLD JULY 2016
When downforce wings
are mentioned, everyone
instantly assumes that,
as in F1, the purpose is to
press tires down harder,
increasing traction to allow higher corner speeds.
This is not the purpose
of the winglets that MotoGP bikes have sprouted
as of late because what is
downforce while the bike
is upright on a straight
becomes push-you-offthe-corner force when the
bike is leaned over at 58
degrees. No good.
A bike’s aerodynamic
center of pressure is high
above the ground—maybe
as high as 26 to 28 inches.
That means the faster
a bike’s engine forces it
through the air, the more
air drag tries to blow it
over backward. Many a
racer cresting a hill in top
gear and having the front
end come up suddenly
has had to go for the back
brake to bring it down.
Today’s MotoGP bikes—
especially the superpowerful Ducatis—are routinely exceeding 200 mph
while still accelerating.
Let’s say our Ducati’s
acceleration can lift the
bike’s front wheel at
speeds up to 140 mph,
but above that, gravity
wins. Now add the blowover-backward aerodynamic force and you have
the front wheel still in the
air, and as the bike goes
faster yet, acceleration
decreases but aero force
increases. This creates
a zone of high-speed
acceleration in which the
front wheel remains light
even though the rider
pulls himself forward
as far as he can. At high
speed, bumps add to
front-wheel lightness.
The result? Mysteriously
poor high-speed acceleration because the bike’s
anti-wheelie electronics
are being triggered. This
means we have performance we can’t use since
the engine has the juice
to keep accelerating but
front-wheel lightness
won’t let it.
To keep the front
end down, silence the
anti-wheelie system,
and accelerate past
the Hondas, we add
downforce winglets to
the front of the bike. To
maximize eff ect we put
the winglets where the
flow moves faster than
the bike itself—around
the bulbous nose.
Now for the math: If
there’s a total of one
square foot of winglet
area in Ducati’s two-level
“biplane” array, and we
estimate 30 pounds per
square foot downforce
at 140 mph (because
such stubby wings are
rather inefficient), we’ll
have twice this at 200
mph. What’s the cost in
induced drag? If winglet
lift/drag is half as good
as an airliner’s, we get
3.5 pounds of drag at 140
mph and 7 pounds at 200
mph, translating to 1.3 hp
at 140 mph and 3.7 hp at
200 mph. Now, if the lift/
drag is more like that of
a hang glider, power loss
doubles.
Detail engineering and
wind tunnel testing seem
to be making this work.
What fun!
PHOTOGRAPHY COURTESY OF DUCATI
IGNITION TWO-WHEEL CHAT TER
BUY SMART.
RIDE SMART.
W W W. C O R T E C H . N E T
VRX
$162.99
Proof you don’t have to break the bank to
get uncompromising performance.
• Performance-cut with adjustable waist
belts and sleeve take-up straps for a
great fit
• Abrasion-resistant 600-denier
polyester outer shell for peace of mind
• Waterproof and breathable barrier to
take on a wide range of conditions
• Cortech’s Z.O.Q. (Zip-Out Quilted)
insulated liner locks out the chill
•
•
•
Removable, articulated, triple-density
back protector and CE-approved
armor in shoulders and elbows for
added protection
VRX Air mesh jacket also available for
warm-weather conditions
VRX and VRX Air colors:
White/Black/Red, Black/Gun/White,
Black/Hi-Viz/White and
Gun/Black/White
APPAREL
VRX AIR
$169.99
Check out our videos at youtube.com/helmethouse. For more information see your local dealer or visit www.cortech.net.Cortech is a registered trademark of Helmet House.
©Helmet House, Inc. 2016. Always maintain, inspect and wear protective motorcycle riding gear. No gear can offer complete protection from all situations. Obey all speed
and safety laws. Riding and alcohol or other drugs don’t mix.
IGNITION GEAR
NEW IDE AS
CW APPRO
VED
HAIR NETS
3
4
5
1
2
1
2
3
4
5
TECHNO TWIST
LIGHT HEADED
FLY THE FLAG
MAN UP
GERMAN BUILT
Here’s a new thought
in concussion prevention. The 6D ATS-1
($895) employs OmniDirectional Suspension
Technology, a two-layer
EPS liner separated by
an array of elastomeric
isolation dampers within
the carbon-fiber shell. An
independent laboratory
supports 6D’s claim that
ODS significantly reduces
energy transferred to the
head during impact.
(714) 772-2121
6dhelmets.com
At a claimed 3.3 pounds,
the Bell Pro Star
($1,199.95) is touted
as the lightest race
helmet on the market.
Ultra-thin and strong
TeXtreme carbon fabric
shell and three-layer
Flex Impact Liner promise uncompromised
protection. The eyeport
offers Bell’s “Raceview”
orientation and magnetic cheek pads make
post-crash removal easy.
(800) 456-2355
bellhelmets.com
A fresh look for fans of
the two-time MotoGP
world champ, the Shoei
X-Fourteen Marquez 4
TC-1 ($839.99) was developed with input from
the world’s top racers.
Unique rear flaps improve
high-speed stability and
drag reduction. The liner
features Max-Dry material, a cheek-pad-cooling
system, and rotating
components to increase
vision when tucked in.
(714) 730-0941
shoei-helmets.com
Real-roads racing makes
your head spin, and
there’s nothing quite like
the TT. The Arai Corsair
X IOM TT ($1,049.95)
honors the famed event
with limited-edition
graphics applied to
Arai’s flagship model.
Key features are the
Variable Axes System
shield pivot, emergencyrelease cheek pads, and
super-supple Eco Pure
antibacterial lining.
(610) 366-7221
araiamericas.com
From Mercedes to BMW,
German engineering
carries a sound reputation. The Schuberth E1
($889) embodies that
ethic in a flip-up design
for the ADV rider. Its exceptional airflow keeps
you breathing easy and
fog-free when the road
turns to trail and the
retractable, integrated,
tinted visor and aero liftfree bill is ideal for riding
off into the sunset.
(949) 215-0893
schuberth.com
24 CYCLE WORLD JULY 2016
IGNITION EVALUATION
C W E VA LUAT I O N
ALPINESTARS SUPERTECH R BOOTS
A small step for Alpinestars, a big step for roadracers
By Bradley Adams
ALPINESTARS
SUPERTECH R
BOOT
alpinestars.com
PRICE: $499.95
UPS
+ Lightweight
+ Limited break-in
time
+ Same simple,
great styling
Racing improves the breed:
Alpinestars developed the latest
Supertech R with input taken directly from
Marc Marquez, Jorge Lorenzo, and its other
sponsored riders, each of whom wanted
more flexibility, a better feel at the contact
point between the boot and the frame,
plus more abrasion resistance.
At 5.4 pounds for a pair
(size 10.5), the new
R delivers.
DOWNS
Nice and stylish,
until they’re dirty
– Pricey by anyone’s
standards
–
H
ave a little mercy on
designers tasked with
developing modernday protective apparel.
Riders continually lust for
added flexibility, increased
comfort, and improved feel,
yet racebikes are getting faster
and the crashes…well, not
exactly smaller. Can a company really make a product
that’s protective and at the
same time more comfortable
than what came before it?
Alpinestars suggests it
can. The company’s latest
Supertech R boot features
26 CYCLE WORLD JULY 2016
a lighter-weight main shell;
updated front flex area for
improved mobility and abrasion resistance; medial-facing
microfiber panel with new
texture for added bracing
when pressed up against the
frame; redesigned rubber
compound sole for better grip
at the footrests; and a new toe
slider with TPU/aluminum
protector that lives outside
of the slider’s attachment
screw. The TPU shin protector is updated as well and
is designed to better spread
impact energy across the pro-
tector’s surface.
However small those
updates might seem, they are
in fact beneficial. The latest
Supertech Rs feel noticeably
lighter and require less (if any)
break-in time, the redesigned
front flex area allowing them
to flex as needed the first time
they're worn. At the track they
offer peace of mind with the
solid-feeling support offered
by the internal ankle brace
(which is unchanged) but
mostly go unnoticed as they
almost disappear on your
feet thanks to the weight and
added flexibility.
I’ve ground through the toe
slider on a pair of previousgeneration Supertech Rs in
a matter of two track tests,
which essentially rendered
the boots useless—you
couldn’t replace the toe slider
once you’d ground through
the screw that held it on.
But with the new toe slider
design, that’s a nonissue. This
means more time with the
Supertech R boots, a thankful
point considering the overall
comfort and performance
they offer.
PHOTOGRAPHY BY
Jeff Allen
IGNITION RIDE CRAFT
PAIN AND E XPENSE
DECISIONS
Promise and commit By Nick Ienatsch
I
nsanely good riding skills are
the normal push of these Ride
Craft articles because a three-star
Marine Corps general once told
me that the secret to Marine pilot
safety was making their pilots so
proficient and skillful that safety followed. That insight has affected everything I write and teach regarding excellent motorcycle riding. Well-trained
pilots and riders are safer.
But this article is meant to slot into
the time before the ride. The opinion
promoted in the next few paragraphs
can be adhered to right now, next week,
or in the pre-ride moments while you’re
rolling your bike out of the garage. It
isn’t a bike mod or a fitness tip; it’s a
mental step that can make as big a dif-
28 CYCLE WORLD JULY 2016
ference in your life as repeatedly practicing your riding skills.
It’s about the decisions you make now,
while you’re out of the saddle, and your
unrelenting commitment to these decisions. You will need unrelenting commitment to stick with your decisions
because external factors will pull you
away from the decisions I’m asking you
to make for the rest of your riding career.
Wear your gear every ride: Weather,
peer pressure, and confidence will
continually assault this decision. Your
experience of healthy, crash-free riding
will mislead you into thinking you don’t
need your gear. “I’m just riding down to
the lake.” Find a rider who has crashed
and ask him if he planned to crash. Accidents happen in the blink of an eye, and
the proper riding gear does an amazing
job of protecting our bodies.
Maybe try this: Take your bare hand
and smack your knuckles against a truck
bumper. Drag your bare knee or your
jean-clad knee along a cement wall. Gently tap your head against the A-pillar of a
car. In a relatively painless five minutes
you can learn what every one of your
veteran-riding friends knows: Wear
your gear every ride.
What will help in the heat: Use the
cooling powers of evaporation by wetting
down your hair under your helmet and
your shirt under your jacket. Buy those
scarves and cooling vests you can wet
down. And remember, most people pay
big money for gym memberships, but you
get to sweat the weight off for free. Enjoy
ILLUSTRATION BY
Ryan Inzana
one
MANUFACTURING JOB
SUPPORTS
five more
U.S. JOBS
source: AmericanManufacturing.org
WE’RE DOING OUR PART
WeatherTech.com
Dan Alvarado, 9 year WeatherTech® employee, started at the warehouse
packing products into boxes. He transferred to work in the toolroom as an
apprentice 8 years ago and is now a Senior Level Machinist.
At WeatherTech®, we believe in helping our employees grow personally
and professionally; at the same time keeping America’s industrial
infrastructure strong and not letting those technical jobs go overseas.
©2016 by MacNeil IP LLC
IGNITION RIDE CRAFT
the ride and stick with your decision!
Never drink and ride: I have a friend
who was pulled over for rolling a stop
sign and then arrested for “inebriated
driving.” His blood-alcohol level was
well below the state’s 0.08 minimum
for drunk driving, but he went to jail,
paid $8,500 in fines, and had to jump
through hoops that were an unbelievable hassle.
A magazine drunk-riding test I took
part in back in the ’80s proved that our
skills became impaired—but well after
our judgment flew out the window.
We did stupid things with no regard to
risk. Between my friend’s “inebriated”
arrest and the magazine test where I
crashed twice in a parking lot, I proved
to myself that drinking and riding cannot ever mix.
Please join me in this decision:
Become the leader in your group who
has water or lemonade or root beer. Distance yourself from riders who drink
alcohol because they will decide to pull a
wheelie behind you and clip your ankle
as you slow for a yellow light.
Reflection: Imagine getting pulled
off your bike and stuck in the back of a
cop car, the tow truck driver doing his
best to tie a bike down on his flatbed for
the first time. Imagine getting marched
into the station, put in jail, getting a
lawyer, raising the bail and fine money,
and arranging a ride to work because
you can’t drive for six months. Impound
wants money to get your bike back and
so does the insurance company who
is raising your rates. Promise yourself
right now to never drink and ride.
Regarding speeding: Were you reading magazines back in the ’80s when I
wrote that I only speed for two reasons?
1) If I’m late for something drastically
important; and 2) If I’m having a great
time. That opinion still works for me. In
other words, decide to choose the places
you enjoy the throttle. Tickets garnered
while you’re blasting mindlessly along
the freeway 25 mph above the limit or
breakneck through town are tough to
defend. Wasted money!
Realistically: Many of us believe
speed limits are too low and are
designed for “lesser human beings.” I
understand. Unfortunately, the law does
not. Decide right now to not get those
stupid straight-line tickets. Limit your
radar risk to rushing for something significantly important or truly enjoying
an amazing road. Riders who push the
speed everywhere get a lot of tickets and
eventually run out of room or time.
Limits: Discomfort is our body’s warning of impending disaster. Pay attention
to it. Personally, every time my speed is
more than 83 mph on curvy roads, my
comfort alarm goes off. Yes, that’s over
the speed limit, and I accept the consequences, but my point is that you feel
and respect this comfort alarm in your
own riding. I also encourage groups to
discuss maximum speeds and adhere to
them, as I described in “The Pace” and
“The Pace 2.0” (August 2013).
Pre-ride decisions are huge in my
life and in the lives of my veteran-rider
friends. These off-bike promises to yourself, these commitments to yourself, will
save you pain and expense. Promise and
commit forever.
© Ducati North America 2016
ducatiusa.com
New Ducati Multistrada 1200 Pikes Peak
Where the road ends and beyond
Designed to race in extreme conditions, the new Multistrada 1200 Pikes Peak has won the the legendary Pikes
Peak International Hill Climb four times and still holds the two-wheel record with Carlin Dunne’s blazing fast
time of 9:52.819! Öhlins suspension at the front, TTX36 shock at the rear, carbon fiber Termignoni silencer and
ultralight Ducati Performance components form a technological package that ignites the competitive spirit; while the
unmistakeable livery sharpens the style of this born-to-race bike.
New Multistrada 1200 Pikes Peak. Limitless.
Ducati Testastretta DVT | ABS 9ME | Ducati Traction Control | Ducati Wheelie Control | Ducati Cornering Lights | Cruise Control | FullLED Headlights | Color TFT Display | Ducati Multimedia System | Ducati Riding Modes | Hands Free System | Öhlins Suspension |
Carbon Fiber Accessories | Accessory Packs
IGNITION WANDERING EYE
PARDON ME, IS
THAT YOURS?
IN TIME, HISTORY COULD TAKE POSSESSION OF
YOUR MOTORCYCLE BY PAUL D’ORLEANS
L
ined up like the cast of a zombie
film, the eight Brough Superiors
exhumed from crumbling
Cornwall sheds were dictionary
illustrations of “rot.” Hoard of the late
Frank Vague, the necrotic bloom of their
decay fascinated enthusiasts who’d come
to gawk, before Bonhams auctioned the
remains for astounding prices. With
extraordinary rarities like one-of-10-built
Brough Superior Austin Four threewheelers and legendary SS100s, sixfigure sales were guaranteed, regardless
of state. With chassis and engine numbers intact, resuscitation is inevitable.
Vague was a Brough enthusiast
and cherished these machines to their
destruction, being psychically unable to
part with them or store them properly.
Was his behavior criminal, as some suggest—a crime against history? If so, when
does history stake a claim on an object?
That question is implicit on front-page
news, with viscerally shocking images
of World Heritage Sites being dynamited
in the Middle East. That’s several orders
of magnitude more disturbing than the
hornet’s nest that was stirred up five
years ago in the halls of the Musée du
Louvre in Paris. The offending perp?
Ralph Lauren, whose chutzpah extended
to painting his collection of 17 irreplaceable automotive masterpieces in his
chosen shades and upholstering the interiors in his preferred hides and fabrics.
Nobody doubts Lauren’s design chops,
but “customizing” his one-of-two extant
1938 Bugatti Type 57SC Atlantics and the
rest of his cars in the Louvre pissed off a
lot of Europeans. It also exposed a plan
afoot in the United Nations Educational,
Scientific, and Cultural Organization
(UNESCO) to include historic vehicles
under the World Heritage umbrella; if
old buildings and precious artworks
are considered part of the global commonwealth by members of the UN, it
stands to reason that rare vehicles will
32 CYCLE WORLD JULY 2016
eventually be considered the same.
FIVA, the International Historic Vehicle Federation, drafted the “Charter of
Turin” a few years ago, which seeks to
“make the whole system of historic vehicles more transparent.” The idea isn’t to
criminalize folks like Vague, who abuse
precious monuments, but to wield state
power by restricting the sale, transfer,
licensing, and road use of historic vehicles. No doubt you’re reaching for your
Second Amendment, but most of these
powers are already in the hands of your
local DMV. Still, news stories of major
museums and auction houses being
raided by federal agents or barred from
selling historic artworks of questionable
provenance should raise eyebrows in
the motorcycle world. How’s that “bill of
sale” title transfer coming?
France and Japan already have “cultural repatriation” laws; they retain the
right to prevent items from being sold
abroad or leaving the country if they are
considered national patrimony. While
that seems rarified air, it’s already happened with a few cars, and I know one
Swiss motorcycle collector who won’t
cross the border into France with his
near-unique 1928 Koehler-Escoffier 990cc
OHC V-twin racer for fear of confiscation. I can’t blame him; I’d hate to lose
such a beautiful and rare machine to
the hands of a customs agent. Luckily,
shouts for enforcing patrimony laws are
still rare, but they crop up every time a
famous land-speed record or world championship winner is sold “abroad.” The
current politico-speak of border-closing,
wall-building nationalism (which is not
just a trend in the USA but internationally) stokes the fires for state control
of cultural objects, which increasingly
includes historic motorcycles.
You might think that original-paint
1936 H-D Knucklehead is yours, but like a
Facebook relationship status, that might
someday change to “it’s complicated.”
BY THE NUMBERS
10
BROUGH SUPERIOR AUSTIN
FOUR THREE-WHEELERS
BUILT. SEVEN SURVIVE,
PLUS AT LEAST TWO
REPLICAS.
ONE
BROUGH SOLD AS
A SOLO MACHINE,
NOTORIOUSLY RIDDEN
BACKWARD AROUND
PICCADILLY CIRCUS
BY JOURNALIST
HUBERT CHANTREY.
131
NATIONS THAT SIGNED THE
UNESCO CONVENTION ON
THE MEANS OF PROHIBITING
AND PREVENTING THE
ILLICIT IMPORT, EXPORT,
AND TRANSFER OF
OWNERSHIP OF
CULTURAL PROPERTY.
IGNITION TDC
UPDRAFT,
DOWNDRAFT
ONE CHANGE, LEADING TO ANOTHER, AND CREATING
A NEW ORTHODOXY BY KEVIN CAMERON
W
hen an idea is brand new,
every variation of it is
rapidly tried, but eventually a consensus emerges
as to which best combines low cost, performance, and ease of manufacture. This
is why engine cylinders remain round
rather than oval or square; a simple,
inexpensive boring and honing process
produces usable bores.
Before World War I, motorcycle
engines proliferated—parallel twins,
fours, flat-twins, V-twins, radials. Valves
jutted in all directions. But in Britain
through the 1920s, the dominant form
became the vertical overhead-valve
single, its height shoehorned between
the pavement and the flat bottom of a
gravity-feed fuel tank. Simplicity. As
this occurred, writers of the time commented that, like the bicycle, the motorcycle had assumed its final form.
The tank above required that the
engine’s intake port emerge from the
cylinder head at right angles to the bore
axis. When in 1937 Edward Turner added
a second cylinder to create the British
parallel twin, the right-angle intake port
remained because the fuel tank above the
engine defined the space available for it.
Because this design was near universal, it
was assumed by many to be correct.
But in the course of trying to win
races, engineers and tuners found a
problem. During valve overlap (the
period at the end of the exhaust stroke
when the intake valve has started to lift
but the exhaust has not yet closed) air
and fuel droplets from the intake were
partly going straight out the exhaust.
When in tests the intake port was raised
from the horizontal (given a slight
“downdraft” angle) of 10 to 15 degrees,
this loss was reduced. Better yet, because
a downdraft port reduced the severity of
the angle through which intake flow had
to turn down at the valve, there was also
a potential for increased intake flow.
34 CYCLE WORLD JULY 2016
AJS was a leader in adopting this, but it
gradually became general.
Another trend was to store some intake
flow energy in the cylinder by offsetting
the intake port (usually to the right). The
flow bias created by a 30-degree port
offset made the charge rotate, or “swirl,”
as it entered (we’ve all played with swirl
while filling a bucket from a hose), and
this rotary motion continued through
compression, creating turbulence that
greatly speeded up combustion. The
faster combustion takes place, the shorter
the time during which hot gas is confined
by the piston against the cooler cylinder
head, rapidly losing heat and pressure.
Fast combustion saves energy.
Naturally, because orthodox design
placed the carburetor under the fuel
tank, adoption of intake downdraft and
port offset compelled constructors to
notch the fuel tank on the right to clear
the carburetor in its slightly higher position. Such notches are features of tanks
on Velocette and Norton racebikes.
What is good for the intake can also be
so for the exhaust. When the late Kenny
Augustine tackled the heat problem of
the Harley XR-750 dirt-track engine, he
knew that increased exhaust flow, by
getting the hot gas out of the engine
sooner, would push less heat into the
cylinder head. It is usual for the intake
side to receive most of the airflow attention because, while there is only 14.7 psi
to push the intake (atmospheric pressure), residual exhaust pressure is more
like 100 psi. That may work on smallblock Chevys (which surely consume 95
percent of the airflow work performed in
this world), but it doesn’t on hot-running
air-cooled engines like the XR. When a
water-cooled engine is tuned to higher
power, its thermostat just opens a bit
more to compensate. But when an aircooled engine makes more power, the
only way it can rid itself of the increased
heat is to get hotter. And the hotter it
BY THE NUMBERS
#1
INTAKE DOWNDRAFT
IS NOT A MATTER OF
“A LITTLE IS GOOD,
MORE IS BETTER.”
IT MUST BE ADAPTED
TO SPECIFIC GOALS
BY EXPERIMENT.
#two
WHEN A NEW IDEA
APPEARS, THE LOOK
OF IT IS WIDELY COPIED
(STEEP DOWNDRAFT,
FOR EXAMPLE)
BEFORE ITS FUNCTION
IS UNDERSTOOD.
#3
SUPERIOR FUNCTION
IS THE SOURCE OF
COOL, BUT A RADICAL
NEW LOOK EASILY
EVOLVES INTO
FASHION.
Full mesh construction blends protection and
comfor t even on the hottest rides.
•
•
•
•
•
•
•
•
•
•
Armor-Link mesh material allows flowthrough ventilation in hot conditions
Aqua-Therm™ waterproof liner and insulated
vest expand comfor t range
1680-denier ballistic polyester in impact
areas provides added security
CE-approved armor in elbows and shoulders
and ar ticulated triple-density back protector
give added protection
360° Phoslite® reflective piping and Tour
Master’s signature reflective rear triangle
increase nighttime visibility
Microfiber-lined mandarin collar and cuffs
are soft yet durable
Adjustable waist belts and sleeve straps
provide snug, comfor table fit
External and internal pockets accommodate
maps and other impor tant items
Available in a women’s cut
Colors: Black, Silver and Hi-Viz Yellow
GO AHEAD AND VENT
INTAKE AIR 4.0
I N N OVAT I O N •S T Y L E •C O M F O R T
INTAKE AIR 4.0 MESH JACKET
$219.99
Check out our videos at youtube.com/helmethouse. For more information see your local dealer or visit tourmaster.com. Tour Master is a
registered trademark of Helmet House. ©Helmet House, Inc. 2016. Always maintain, inspect and wear protective motorcycle riding gear. No gear
can offer complete protection from all situations. Obey all speed and safety laws. Riding and alcohol or other drugs don’t mix.
IGNITION TDC
became, the lower the maximum
compression ratio it could tolerate
before detonating. And that was
why the XR’s exhaust ports had to
be raised and further refined.
In the 1960s, Englishman Keith
Duckworth learned to ignore the
majority opinion in favor of his
own test results. While the intake
downdraft angle of motorcycle
engines remained limited by the
inability of carbs to work when
tipped, Duckworth was finding
flow gains with steeper downdraft intakes, made practicable by
fuel injection that was unaffected
by installation angle.
When he switched to four
valves, offset ports and intake
swirl no longer worked, so combustion, lacking the turbulence
they generate, became slow. He
tried to use piston-to-head squish
areas (forming jets as the piston squeezed mixture out from
between), but it was ineffective.
Then he had the idea of storing
Chain
Disp. c.c.
520ERV3
415ERZ
750c.c.
250c.c.
intake energy by causing charge
rotation around a different axis. An
offset intake port made the charge
swirl around the cylinder axis, but
the right intake downdraft angle
could make the flow cross the cylinder head, down the far cylinder
wall, back across the piston top,
and up again in what he called
“barrel motion.” By playing with
intake-port diameter (which controls velocity) and intake-downdraft angle, he could allocate how
much intake energy was used to
fill the cylinder and how much was
used to generate his barrel motion
(now called “tumble”). With tumble, Duckworth’s engines burned
faster, needing only 27 degrees
BTDC ignition timing—a big jump
down from the previous 40 or
more. The resulting Cosworth DFV
F1 engine won 155 GPs.
At Ducati, Massimo Bordi
combined Duckworth’s combustion system with desmodromic
valves to produce the long series
Road Racing Champion, Light Weight,
Low Friction, Maximum Performance
BECAUSE
DOWNDRAFT HAD
COME TO
OUTRANK
CONVENTIONAL
FUEL-TANK
SHAPE,
WHAT HAD
ONCE BEEN
THE FRONT
OF A FUEL
TANK NOW
BECAME AN
AIRBOX.
of “Ottovalvole” V-twin superbikes that continues to this day.
Japanese makers at first adopted
and increased Duckworth’s intake
downdraft, apparently without
understanding its purpose. When
they did understand it, today’s
remarkable sportbike engines
resulted. Because downdraft had
come to outrank conventional fueltank shape, what had once been the
front of a fuel tank now became an
airbox containing steeply downdraft intake ports and throttle
bodies—creating a new orthodoxy.
For a time, fuel tanks swelled into
mushroom shapes, but then after
2002 tanks began to grow a “foot,”
which projected rearward and
downward, allowing much fuel to
be carried under the rider’s seat,
also allowing the rider to move
forward. To make room, swingarm
bracing moved under the arm, and
shock linkage had to do likewise—
one change, leading to another and
another, in cascade.
The 415ERZ is a Super Strong,
Light Weight, Non-O-Ring Race
Chain designed for Moto 3
CW COMPARISON
GROWN-UP
T WO SINGLES AND A T WIN GO HEAD TO HEAD IN A COMPARISON
W H E R E U N A D U LT E R AT E D E N T E R TA I N M E N T R E I G N S S U P R E M E
By B ra d le y A d ams Photography by Drew Ruiz
H U S Q VA R N A 70 1
SUPERMOTO
38 CYCLE WORLD JULY 2016
KTM 690
DUKE
FUN
Ducati Hypermotard 939
vs.
Husqvarna 701 Supermoto
vs.
KTM 690 Duke
D U C AT I
H Y P E R M O TA R D 9 3 9
FUN WITH FRIENDS:
When it comes to bikes inspired
by one of the most entertaining
forms of riding (supermoto),
the question is not will you
have fun but how much.
CYCLEWORLD.COM 39
CW COMPARISON
M
otorcyclists
never really grow
up—our toys just
get bigger, more
expensive, and, in
the case of supermoto-inspired city bikes, much more
entertaining. Ducati’s Hyper motard,
Husqvarna’s 701 Supermoto, and KTM’s
less supermoto-like, but still naked,
690 Duke are all perfect examples of
that. With each of these bikes taking a
slightly different approach to the loosely
structured category, which is best?
Naturally, there’s but one way to find
out: wheelies. Lots of wheelies!
2016 HUSQVARNA 701 SUPERMOTO
To be fair, we did more than just wheelie
and slide this trio around, partly
because with growing up also comes
maturity, and partly because, regardless
of what their design suggests, each of
40 CYCLE WORLD JULY 2016
these bikes is willing to do more.
Utilizing a 690cc single-cylinder
engine with roots that can be traced
straight back to KTM’s production line,
WP suspension, and a chrome-molysteel-trellis frame with unique features
like a seat that extends farther forward
and a fuel tank at its tail, the 701 Supermoto looks like a dirt bike dressed in
street tires. It evokes visions of pure,
unadulterated fun and is the least best
companion for longer commutes or any
ride that includes much time spent on
the freeway.
The Husqvarna is not overwhelmingly
uncomfortable or impractical, however,
and in a lot of ways the bike is more than
its design initially leads you to believe it
would be, Husqvarna engineers having
very clearly tuned the engine to offer
more than just around-town antics. The
result is an engine that, with Standard
map selected, doesn’t have the bottom-
end snap for you to easily wheelie off
corners but enough top-end to cruise
easily down the freeway, with some
power still on tap for the occasional pass
on slower traffic. Switch over to the
Advanced map via the dial underneath
the seat (really, not just on the handlebar
as standard, Husky?) and the bike comes
alive, offering a dramatic amount more
bite off the bottom and becoming the
animal we hoped it would be. It slides
the rear too, though thanks in part to the
APTC slipper clutch not as easy as you
might expect.
The Husqvarna’s large, 320mm front
brake rotor and Brembo caliper provide
great late-braking stopping power with
good, easy-to-modulate feel, and the
lengthy saddle ample room for the rider
to move around. “There are some bigpiston vibes, but the gearing helps keep
them somewhat subdued at freeway
speeds,” Road Test Editor Don Canet
said. That gearing is likely what makes
it possible for the 701 to run easily down
the freeway at legal speeds too. Handling is light thanks to its 327-pound
weight, and of all three bikes, this is the
one you’d actually consider taking to a
trackday at your local kart track.
In the end, the 701 has almost become
something in between a fun, singlecylinder supermoto and something a bit
more functional, thanks to its surprising willingness to run down more open
stretches of road. Sure, the very small
and basic dash is frustrating, as are the
vibrating mirrors and firm seat, but if
you’re an experienced rider who’s in the
market for something lightweight and
fun, there’s no doubt that the 701 Supermoto delivers.
STYLE POINTS: The Ducati Hypermotard 939, KTM 690 Duke, and Husqvarna 701 Supermoto are all aimed at conquering the mean streets
of the inner city with a combination of torquey motors, upright riding positions, and, of course, the looks to match that badass attitude.
CYCLEWORLD.COM 41
CW COMPARISON
BETTER WITH AGE: The KTM 690 Duke continues to
mature, this year with reduced vibes at all revs via a secondary balancer. The new, incredibly colorful TFT dash
display is a serious improvement over its predecessor
and helps hide the bike’s budget-minded build.
GOT BRAKES? The Husqvarna 701 Supermoto surely does,
with a single radial-mount Brembo monoblock caliper
pinching a 320mm rotor. That in addition to Continental
ContiAttack Supermoto tires on wheels with sticker
accents that are a nice touch.
HERE TO STAY: The Ducati Hypermotard 939’s seat is
shaped in a way that keeps you locked in place. For taller
riders, this limits how much you can move around, while
normal-size human beings will find it puts them in a nice,
up-over-the-front, supermoto-style riding position.
THIS TEST ISN’T ABOUT POWER NUMBERS BUT RATHER HOW EACH
MANUFACTURER FOUND A BALANCE BETWEEN FUN AND PRACTICALITY.
42 CYCLE WORLD JULY 2016
THE NUMBERS
DUCATI HYPERMOTARD 939
HUSQVARNA 701 SUPERMOTO
Price
BIKE
$12,695
$11,299
KTM 690 DUKE
$8999
Dry weight
432 lb.
327 lb.
34 4 lb.
Wheelbase
59.2 in.
58.6 in.
57.0 in.
Seat height
34.7 in.
35.0 in.
32.6 in.
Fuel mileage
39 mpg
49 mpg
47 mpg
1/4 mile
11.38 sec. @ 118.57 mph
12.50 sec. @ 105.39 mph
12.01 sec. @ 108.23 mph
0–60 mph
3.2 sec.
3.8 sec.
3.3 sec.
Top gear 40–60 mph
2.9 sec.
4.0 sec.
4.2 sec.
60–80 mph
2.8 sec.
4.4 sec.
4.3 sec.
Horsepower
99.1 @ 8520 rpm
61.8 @ 7090 rpm
70.0 @ 8370 rpm
51.4 lb.-ft. @ 6720 rpm
Torque
65.5 lb.-ft. @ 7 180 rpm
47.7 lb.-ft. @ 6590 rpm
Braking 30–0 mph
33 ft.
31 ft.
33 ft.
60–0 mph
128 ft.
124 ft.
129 ft.
2016 KTM 690 DUKE
Arguably built with newer, more budgetconscious riders in mind, KTM’s 690
Duke isn’t expected to run side by side
with the 701 Supermoto or Hypermotard
939 when it comes to fun factor. And yet
the new bike does, with changes to the
LC4 engine that result in a 1,000-rpmwider rev range and reduced vibration,
geometry changes aimed at increased
stability, and a slicker TFT dash that puts
the Husqvarna’s display to shame.
The engine (now with second counterbalancer) is still the star of the show;
the single-cylinder mill offering plenty
of low-end power and yet significantly
less vibes than the Husqvarna at higher
rpm. Fueling is smooth, and the clutch
pull is extremely light. Meanwhile, the
saddle feels firm and flat but narrows
significantly at the tank junction, in
the end offering the lowest seat height
of the group (32.6 inches versus 34.7 for
the 939 and 35.0 for the 701). All of this
equates to a bike that is entertaining
yet still a great option for newer, lessexperienced riders.
Performance-wise, the 690 surprised
each of the testers who threw a leg over
it—and not just because of its reasonable
price. Suspension is compliant yet supportive enough for modest canyon carving, and overall handling is extremely
light (aided by a wide, motocross-style
handlebar). ABS comes standard, but you
can upgrade to a Track Pack that adds
more riding modes, ride-mode-based TC,
and more-advanced ABS, all of which are
adjusted through a four-button switch
panel on the left side of the handlebar.
The Duke doesn’t give up much on
the scorecard, the only noticeable down-
sides being a slightly mushy feel from
the brake lever (stopping power is still
decent) and barrage of plastic panels.
More than anything, that last bit
only shows how KTM has tried to keep
costs down where it could, without
significantly affecting overall performance. The result of that budget-minded
approach, combined with a desire to
make something fun, has culminated in
a bike that truly is more than meets the
eye and is perfect for the less hard-edged
rider still looking for something fun.
2016 DUCATI HYPERMOTARD 939
Only calling the 2016 Ducati Hypermotard by its full name reveals its true
identity. Dubbed the Hypermotard 939,
it was updated this year via a larger bore,
which bumps displacement to 937cc and
helps the bike produce 99.1 hp at 8,520
rpm and 65.5 pound-feet of peak torque
at 7,180 rpm at the rear wheel, versus 70.0
hp/51.4 pound-feet for the 690 Duke and
61.8 hp/47.7 pound-feet for the Husky.
And while that larger, twin-cylinder
engine renders the Ducati somewhat of
a cheater in this comparison, the design
concept is still familiar—the Hypermotard is billed as the hooligan bike that
the Monster can’t be. This test isn’t about
power numbers but rather how each
manufacturer found a balance between
fun and practicality. And in that, Ducati
CYCLEWORLD.COM 43
CW COMPARISON
UPS
DOWNS
• Great power
• Good wind protection,
considering…
• Easy-to-adjust electronics
• Seat locks you in place
• Strange hanging idle on
our testbike
• Exclusive price
HUSQVARNA
701
SUPERMOTO
• Great styling
• Lightweight
• Strong front brake
• Hard-to-adjust modes
• Vibes affect mirrors
• Not as easy to slide as
you’d expect
KTM 690
DUKE
• Most affordable
• New-rider friendly
• Comfortable ergos
• Some budget-biased
components
• Unimpressive front brake
• Bit of a chug at low rpm
DUCATI
939
has over-delivered, the 939 being entirely
entertaining around town but also offering good comfort for commuting or even
longer weekend rides.
The 939’s updated engine makes good,
wheelie-popping torque down low and
at the same time pulls well through the
midrange and upper revs. As Canet noted,
it “has the character of a twin but is very
smooth with very few vibes and none
felt through the pegs.” Fueling is smooth,
and unlike the Hypers that came before
it, there is no strange grabbing sensation
from the clutch as you go to leave a stop.
Of the group, the Hypermotard has
the best dash (the KTM’s display is
slightly harder to see with the sun behind you) and easily adjustable electronics. The bike’s separate riding modes
allow you to tailor the bike for back-road
fun, more mature highway riding, or
fast-paced canyon carving, with traction
44 CYCLE WORLD JULY 2016
control working in a way that doesn’t
suck the fun out of the ride.
A higher center of gravity coupled
with a city-bike stance results in just
moderate front-end feel when riding in
the twisty stuff, but overall the Hypermotard handles that riding well. And
fortunately, the 2016 model’s additional
heft doesn’t make the bike steer noticeably slower than its predecessor.
SAME FUN, MORE
PERFORMANCE
Ducati might not have had a supermoto racing past to drive the performance of its Hypermotard models, but
it knows that performance is still key.
And for that reason, it continues to
offer an up-spec SP version, the 939
SP complete with Öhlins suspension,
stickier Pirelli Diablo Supercorsa SP
tires, and special red/white paint.
The performance gap between the
SP and standard Hypermotard is marginal, with the higher-spec suspension
providing a little bit more control when
pushed but overall handling mannerisms feeling similar. At $15,595, the
added looks and stickier rubber will
cost you, and personally, we think the
standard bike delivers everything you
need in spades. That said, it’s nice to
have options and know that Ducati is
as serious as ever about performance.
WHAT YOU WANT, WHAT YOU NEED,
AND SOMETHING IN BETWEEN
While it would be easy to assume the
Ducati wins this comparison based on its
bigger displacement, that’s not the case. In
fact, what we really like about the Hypermotard 939 is its versatility—it strikes a
nice balance between comfort and aggression and is wrapped in killer, supermoto
styling. It keeps the mature rider in us
satisfied and the kid in us entertained.
Sure, at $12,695 the Ducati costs more
than the entertaining-as-ever, $11,299
Husqvarna and the new-rider-friendly,
$8,999 KTM—we already know our toys
are going to get more expensive as we
get older though. And that’s fine, so long
as those toys are also exponentially more
fun, which the Ducati Hypermotard 939
certainly is too.
XSR900
™
PART SPORT. PART HERITAGE.
TOTAL YAMAHA.
BOLT C-Spec
®
The 2016 XSR900 and New Sport Heritage Line.
The all-new XSR900 delivers iconic Yamaha styling of yesteryear with the
latest cutting-edge technology. Based on the award-winning FZ-09, it features
a quick-revving 847cc crossplane concept inline three-cylinder engine; YCC-T
ride-by-wire engine control, traction control and adjustable throttle response;
narrow chassis for light, nimble handling; sporty, all-purpose ergonomics with
comfortable upright position; anti-lock brakes; and high-tech instrumentation.
The all-new XSR900. It takes you backward and forward very quickly.
SR400
™
™
Inspired by the past. Engineered for the future.
Professional riders depicted on a closed course. 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. Yamaha 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. Some models shown with optional accessories.
©2016 Yamaha Motor Corporation, U.S.A. All rights reserved.
For your nearest Pro Yamaha dealer and to learn more about the 2016 XSR900 and full line of Yamaha
motorcycles, visit YamahaMotorsports.com
CW COMPARISON
BURN YOUR BRA
AND YOUR DRIVER’S
L I C E N S E A S D U C AT I ’ S
MONSTER 1200 R
TA K E S O N T R I U M P H ’ S
SPEED TRIPLE 1050
R FOR THE TITLE OF
WORLD’S HOTTEST
NAKED BIKE
By B r i an Cat t e r s on
Ph otography b y D re w R ui z
A
ll this talk about
sexual identity and
which bathrooms
transgender people
should use is clouding a more important issue: What’s the sexiest naked
bike made? There are more powerful
and less expensive alternatives, but
ultimately the debate comes down to
the Ducati Monster 1200 and Triumph
Speed Triple 1050. Both were upgraded
for 2016, making them sportier than
ever. Little surprise they both carry an
R suffix in their model designation.
Say it like a pirate would: Aaarrrggghhh!
46 CYCLE WORLD JULY 2016
TRIUMPH SPEED
TRIPLE R
HEELS
Ducati Monster 1200 R
vs.
Triumph Speed Triple R
D U C AT I M O N S T E R
1200 R
CYCLEWORLD.COM 47
CW COMPARISON
DUCATI MONSTER 1200 R
News flash: Motorcycles are sexy. And
red motorcycles are sexier yet. And a
red Ducati Monster 1200 R powered
by a thunderous desmodromic V-twin?
Damn sexy!
We knew the Monster 1200 R was
going to be formidable when Ducati held
the press intro at a racetrack. But how
would it work on the street? That was the
question. The answer is: even better.
Based on the Monster 1200 S, the
new-for-2016 1200 R was upgraded both
mechanically and cosmetically. Higher
compression (13:1, up from 12.5:1), larger
elliptical throttle bodies (56mm versus
53mm), and larger header pipes (58mm
versus 50mm) help boost output to 135
hp and 82 pound-feet of torque at the
rear wheel on the Cycle World dyno.
48 CYCLE WORLD JULY 2016
The S-model’s Öhlins suspension was
revalved (but not resprung) and the
shock lengthened 15mm for increased
cornering clearance. A firmer, flatter (but
no longer adjustable) seat, toothier racing footpegs, and new pentagonal-shape
mufflers round out the chassis changes,
all capped off with a carbon-fiber front
fender and bikini fairing. An adjustable
Öhlins steering damper resides atop the
top triple clamp.
Saddle up to the Monster and you
can’t help noticing that it’s all motor, the
1,200cc Testastretta 11º dual-spark V-twin
filling every square inch of the engine
bay. Things are a bit busy below the belt
with the exhaust heat shield, coolant
catch bottle, and hoses, etc., but step back
and the overall look is clean. And mean.
Settle into the Monster’s nicely
stitched saddle, reach for the wide
handlebar, and you’ll find yourself
hunkering down with the tank rising up
to fill your chest. You’ll appreciate that
when you’re fluttering like a leaf in the
triple-digit windblast behind the tiny
fairing. The mirrors are unusual in that
they don’t swivel up/down, just back/
forth, which means you have to adjust
the stalks and then the mirrors to effectively raise or lower them.
Thumb the starter button and the
Ducati bursts to life with the offbeat
cadence of a Top Fuel drag racer. Twist
the throttle and it revs pretty quickly for
a motor with a pair of 4-plus-inch pistons. Pull in the hydraulically actuated
slipper clutch, snick it into gear, ease
out the lever, and you’re immediately
impressed by the plateau-like torque
Ph. Courtesy Yamaha Motor Europe®.
ridetcxboots.com
GORE-TEX® Membrane
Insulated Comfort
Footwear
ALL-NEW 2016
X-TOUR EVO®
GORE-TEX
HIGH-PERFORMANCE MEDIUM TO
LONG DISTANCE TOURING BOOT
D3O® IMPACT
PROTECTION
TECHNOLOGY
CERTIFICATION
EN 13634:2010
FIT, COMFORT & SAFETY
FOR YOUR ENTIRE RIDE.
TCX High Performance Fit System guarantees maximum
adaptability to your feet and legs. Patented D3O® impact
and shock absorption in most vulnerable areas. Increased
CE CERTIFICATION rating reaching optional protective
requirements such as IPS - impact protection of tibia and
IPA - impact protection of ankle. $429.99 retail
2016 TOURING GORE-TEX® COLLECTION DEALER INQUIRIES INVITED
X-FIVE EVO GORE-TEX®
ALL-WEATHER CLASSIC
$289.99 retail
AIRTECH EVO GORE-TEX®
HOT WEATHER, WATERPROOF
$289.99 retail
EXPLORER EVO GORE-TEX®
ALL-WEATHER
$239.99 retail
See more @ridetcxboots.com
CW COMPARISON
THE NUMBERS
BIKE
DUCATI MONSTER 1200 R
TRIUMPH SPEED TRIPLE R
Price
Dry weight
442 lb.
459 lb.
Wheelbase
59.4 in.
56.7 in.
Seat height
32.7 in.
32.8 in.
Fuel mileage
38 mpg
39 mpg
10.83 sec. @ 128.36 mph
$18,695
$14,900
1/4 mile
10.62 sec. @ 130.42 mph
0–60 mph
2.9 sec.
2.9 sec.
Top gear 40–60 mph
3.1 sec.
2.8 sec.
60–80 mph
2.9 sec.
2.9 sec.
Horsepower
134.9 @ 10,000 rpm
122.0 @ 9410 rpm
75.6 lb.-ft. @ 7720 rpm
Torque
81.6 lb.-ft. @ 7940 rpm
Braking 30–0 mph
28 ft.
31 ft.
60–0 mph
118 ft.
123 ft.
curve. Wheelies aren’t even a question;
yank one up anywhere, anytime you
want. That partly explains why the Monster has a lengthy 59.4-inch wheelbase.
Like most of Ducati’s higher-end
models, the 1200 R comes equipped with
antilock brakes, traction control, and
variable ride modes (Sport, Touring,
Urban), all independently adjustable.
The digital display isn’t as intuitive as on
some other brands, but the more you use
it, the easier it gets. You can switch ride
modes on the fly, but you must come to a
stop to fine-tune them.
Having ridden the Monster on the
racetrack we already knew it handled
50 CYCLE WORLD JULY 2016
well, and riding it on the street just confirmed this impression. Sporting Ducatis
are renowned for their chassis feedback,
and the Monster is almost telepathic.
Feel from both Pirelli Supercorsa SP tires
and, in turn, roadholding are as good as
it gets. The Öhlins suspension seems too
stiff and harsh at a real-world pace, but
like a racebike it works better the harder
you push it. For everyday riding, we
took out a few clicks of compression and
rebound damping. And did we mention
the brakes? The radial-mount Brembo
M50 monoblock front calipers grasping
massive 330mm rotors are among the
best in the business.
TRIUMPH SPEED TRIPLE 1050 R
There’s a bit of a debate about where this
whole naked-bike thing began. Ducati
was the first to productionize the concept with its 1993 Monster 900, but some
would argue that it originated earlier,
during the British streetfighter craze of
the 1980s. That movement was embodied
in the 1994 Triumph Speed Triple.
The Speed Trip has been redesigned
multiple times since then and for 2016
has been further refined. The manufacturer claims the latest version of the
DOHC, 12-valve, three-cylinder motor
has no fewer than 104 new parts, including the crankshaft, pistons, cylinder
head, balancer gears, transmission
ratios, and slipper clutch. Peripheral
changes include a redesigned airbox/
inlet and exhaust.
The bigger news, however, is the new
ride-by-wire throttle borrowed from the
Daytona 675 R. This features no fewer
than five ride modes: Rain, Road, Sport,
Track, and Rider, the latter user-configurable. Both ABS and TC can be shut off in
the latter mode, and if you do, you have
to come to a stop to select it. Otherwise,
you can toggle through on the fly.
At 1,050cc, the Triumph’s engine is
150cc smaller than the Ducati’s, but it has
one more cylinder. With 122 hp and 76
pound-feet of torque at the rear wheel,
the Britbike gives up a few ponies to the
Italian stallion, and yet the performance
CW COMPARISON
BOTH BIKES ARE FUN
TO RIDE, HAVE PLENTY
OF CHARACTER, AND,
MORE TO OUR POINT,
ARE SEXY AS HELL.
numbers are almost identical. The Speed
Triple was just 0.2 second slower in the
quarter-mile, posted identical 0-to-60 mph
and 60-to-80 mph top-gear roll-on times,
and was 0.3 second quicker from 40-to-60
mph in top gear. The only category in
which the Triumph came up short—or
rather, long—was in braking distances,
likely owing to its smaller 320mm front
brake rotors, shorter 56.7-inch wheelbase,
and heavier 459-pound (17 pounds heavier
than the Ducati) dry weight. Moreover,
CW Road Test Editor Don Canet reported
that the Speed Triple’s fork bottomed
under heavy braking, causing the rear
wheel to unweight and snake back and
forth. Considering that both bikes use
comparable Brembo brakes, Öhlins suspension, and Pirelli tires, much of this is
probably down to setup. Of course, with
a list price of $14,900—nearly two grand
cheaper than the Ducati—the Triumph
deserves to be cut some slack.
The Speed Triple’s styling is derivative
of the previous models, but it still looks
quite a bit like the Monster with its minimalist bodywork, tubular-aluminum
frame, and single-sided aluminum
swingarm.
The Speed Triple’s seating position
is also similar to the Monster’s, with
a slightly narrower handlebar and a
slightly less supportive seat that you
sink farther into. The fairing cowl
doesn’t have a clear windscreen, but then
who ever tucks down that low? Bar-end
mirrors come standard and provide an
excellent rear view even if they hinder
lane-splitting.
The Triumph’s engine has tons of
character and a unique sound—not just
the usual three-cylinder growl but also
an underlying deeper tone that sounds
like a Ducati is following you (even
UPS
DOWNS
DUCATI
MONSTER
1200 R
• Thundering Testastretta
V-twin
• Superbike handling
• Red is the new red
• Desmo valves have just as
many shims as a four-cylinder
• TFT dash looks great at night
but less so during the day
• Price
1050 R
• Soulful, growling, howling
three-cylinder
• Channel your inner 007:
“Triple, Speed Triple”
• Costs $2,000 less than Duc
• Essentially invisible when
parked next to a red Ducati
• Wanted: qualified suspension technician
• Down on power comparably
52 CYCLE WORLD JULY 2016
when one is not). The throttle response is
superb save for a slight lean surge right
off of closed throttle. Otherwise throttle
connection is excellent, and the bike
wheelies with the best of them provided
TC is dialed down or disabled. The new
slipper clutch is a nice addition, as it lets
you crowd downshifts closer to corner
entrances without upsetting the chassis.
Shifting is a bit notchy but mostly positive, though we did catch neutral a few
times on the first-to-second change.
Like the Ducati, the Triumph displays
exemplary roadholding and feedback.
The only thing holding it back is its
too-soft fork, and with no tool to adjust
spring preload in the underseat tool kit,
we weren’t able to increase that until
a subsequent ride. Doing so helped
prevent dive, but as with the Ducati
the damping is too harsh unless you’re
really hauling the mail. We dialed down
compression and rebound to yield a more
comfortable ride.
CONCLUSION
These two naked bikes are so closely
matched that this comparison could
easily be considered a tie. Both bikes are
fun to ride, have plenty of character, and,
more to our point, are sexy as hell. Thing
is, everyone who climbed off the Ducati
looked euphoric. It’s true what they say
about fiery Italians!
SEPTEMBER 7–11, 2016
FIVE DAYS,
1000 MILES,
1,000,000 Stories
R
A
N
I
C
G
Come join the GEICO
Motorcycle Hot Bike Tour
on September 7, 2016,
for opening night
presented by Rinehart.
R
A
C
I
N
.
motorcycles builders
Hot Bike and
G
9/7
9/8
9/9
9/10
9/11
Asheville, North Carolina
Maggie Valley, North Carolina
Knoxville, Tennessee
Cookeville, Tennessee
Chattanooga, Tennessee
RIDE A DAY, RIDE ALL FIVE. GET THE WHOLE STORY AT
WWW.HOTBIKE.COM/TOUR OR CALL 877-413-6515
CW COMPARISON
SIBLING
YA M A H A Y Z F - R 1 S
54 CYCLE WORLD JULY 2016
RIVALRY
THE 20 16 YA M A H A
YZF-R1S AND YZF-R1M
EXCHANGE BLOWS
By D on Can e t
Ph otography b y Je f f A ll e n
YA M A H A Y Z F - R 1 M
Yamaha YZF-R1S
vs.
Yamaha YZF-R1M
W
hat to do when presented
with multiple versions of
a single sportbike model?
Does one spring for the
more exotic or reap the savings of a base model at the
risk of remorse? What’s in your wallet might be the
deciding factor, but one can’t help but wonder what the
base model gives up and what the upscale model gains.
Owners of European performance bikes are well
versed in this particular dilemma. Aprilia, BMW,
Ducati, KTM, MV Agusta, and Triumph all offer tiered
CYCLEWORLD.COM 55
CW COMPARISON
2 0 1 6 YA M A H A Y Z F - R 1 M
performance upgrades on various
supersports and sport nakeds. Here
we’ve pitted the Cycle World Ten Bestwinning YZF-R1M (introduced a year
ago) against its new-for-2016 YZF-R1S
cost-conscious sibling.
While very similar in outward appearance, the $14,990 R1S is wrapped in
plastic, while the $21,990 R1M wears
carbon-fiber bodywork. The S has fivespoke aluminum wheels of the same
rim width as the M’s lighter magnesium
hoops and comes standard with longer-
56 CYCLE WORLD JULY 2016
wearing street-oriented tires. Aside from
the different color and graphic treatment,
the most notable visual cue is the Öhlins
active electronic race suspension supporting the M. What you can’t see matters as
well, in that the S supplants the M’s fracture-split titanium connecting rods with
less-expensive, conventional steel rods.
The resultant increase in reciprocating
weight saddles the S with a 2,000-rpmlower rev ceiling. While the S shares the
same six-axis IMU-based electronic rider
aids as its intelligent sister, Yamaha’s
superb quick-shift feature is an accessory
add-on, and you will also make do without the trick communications-control
unit, datalogging feature of the R1M.
Strapping the bikes onto the Cycle
World dyno answers the foremost question, as we found the power graphs of
each couldn’t have been more identical
in shape and peak output. The obvious
difference being the S’s rev limiter that
cuts in at 12,200 (a mere 400 rpm beyond
peak output) whereas the M curve
extends to 14,200, though power tails off
throughout this (useful) over-rev region.
Both engines deliver a similar silky
feel on the freeway with very little vibration reaching the rider. As ergonomics
are identical, the M gets the nod with
unmatched suspension ride quality and
the convenience of selecting between
customizable settings with a few button
presses. Labor is cheap, however—if you
don’t mind pulling the Allen wrench
from under the S’s passenger seat and
dialing the damping adjusters of its KYB
components to your liking.
Following tailwind assisted quartermile runs in which the S held its own, we
headed to the big track at Willow Springs
International Raceway for the meat of the
CW COMPARISON
WILLOW SPRINGS INTERNATIONAL RACEWAY
2.5-mile road course
7
4
5
8
6
3
9
1
Utilizing our VBOX Sport datalogger has allowed further analysis of each rider’s
quickest lap with peak speed measured on the front straight and point-to-point
speed average in the following areas: Constant-radius T2 sweeper ridden on
the tire’s edge; side-to-side transitions in section 3 from T3 to T5; section 4
cresting T6 and accelerating to T7; gritting it out and braving the gusting
wind through the apex of Willow’s infamous turn 8 and tipping into T9.
2
R1S
BEST LAP
PEAK SPEED
TURN 2 AVG. MPH
SEC. 3 AVG. MPH
SEC. 4 AVG. MPH
TURN 8 AVG. MPH
Siebs
1.31.68
151.4
82.9
68.5
113.0
118.8
TURN 9 AVG. MPH
95.2
Don
1.31.74
154.4
83.9
69.1
115.2
119.4
90.7
R1M
BEST LAP
PEAK SPEED
TURN 2 AVG. MPH
SEC. 3 AVG. MPH
SEC. 4 AVG. MPH
TURN 8 AVG. MPH
TURN 9 AVG. MPH
Siebs
1.31.41
154.2
83.7
68.7
115.2
118.5
94.3
Don
1.32.47
156.2
83.7
68.7
114.2
116.5
89.3
test. Riding talent runs deep within the
Bonnier Motorcycle Group fold. Account
Executive Chris Siebenhaar, a former
AMA Superbike/Supersport racer with
plenty of Willow race laps under his belt,
joined me for this test.
Unfortunately, we faced some of the
nastiest wind either of us had ever ridden in. I figured we were destined to be
blown around, as my iPhone weather app
displayed a swirly cloud icon and unseasonably low temps. The grim forecast was
validated by the Mojave tumbleweed that
blew onto the road en route, tracking the
R1S like a heat-seeking missile as I veered
into the oncoming lane and exploded it
upon impact! Even our medical standby
at the track expressed concern, “I can’t
believe you guys are riding; we’ve had
trucks blown over on the highway today!”
Siebs and I tightened our helmet
straps and rode like the wind…sorta.
With both bikes on equal footing, fitted
with the Bridgestone RS10R radials that
come standard on the M, a VBOX datalogger was used to record comparative
lap times and average speed through key
sections of the circuit. Our timed stints
aboard each bike produced surprisingly
close results despite both of us hammer-
THE NUMBERS
BIKE
YAMAHA YZF-R1S
YAMAHA YZF-R1M
Price
$14,990
Dry weight
422 lb.
419 lb.
Wheelbase
55.4 in.
55.4 in.
33.2 in.
$21,990
Seat height
33.0 in.
Fuel mileage
31 mpg
31 mpg
1/4 mile
9.88 sec. @ 149.37 mph
9.89 sec. @ 155.01 mph
0–60 mph
2.7 sec.
2.9 sec.
Top gear 40–60 mph
3.3 sec.
3.4 sec.
60–80 mph
3.3 sec.
3.5 sec.
Horsepower
163.1 @ 11,7 70 rpm
164.7 @ 12,500 rpm
74.3 lb.-ft. @ 8800 rpm
Torque
75.3 lb.-ft. @ 8830 rpm
Braking 30–0 mph
32 ft.
31 ft.
60–0 mph
125 ft.
122 ft.
58 CYCLE WORLD JULY 2016
ing the S-model’s rev limiter quite often.
“I liked that the R1M has a higher rev
limiter,” Siebenhaar noted. “It allowed
stretching each gear that extra little bit
out of corners to either not shift before
the next or hold onto the gear until you’re
more on the center of the tire.” That along
with the quickshifter eases the task of
keeping the M on the boil. Fortunately
the S’s rev limiter comes in soft and didn’t
upset the chassis if bumped midcorner.
“Both have extremely usable and
‘friendly’ power characteristics for
1,000cc bikes,” observed our guest tester.
“The speed just sort of creeps up on you;
it’s pillow soft on the bottom and then
just out of nowhere you’re going fast.”
Certainly, the electronics play a major
role in the high degree of confidence both
R1 models instill. We settled on identical
rider-aid settings for each: A mode (full
power and response), TC level 3, slide control level 2, and minimal wheelie control.
The M model’s Öhlins active suspension mode provided an impressive feeling of bump compliance and overall
chassis control. I rode my timed laps
with default A2 settings, and although
Siebs preferred the firmer feel A1 provided (and also experimented with the
non-active manual mode) his quickest
lap was turned in A2. We were both
inconsistent boring through the gusting winds. As chance had it, I turned my
WORLD-CLASS
MOTORCYCLE RACING
IN AMERICA
CELEBRATING 40 YEARS OF AMA SUPERBIKE RACING
watch us live!
april 8 - 10
june 10 - 12
Circuit of the Americas
barber motorsports park
april 15 - 17
june 23 - 25
road atlanta
utah motorsports campus
april 29 - may 1
july 8 - 10
new jersey motorsports park
mazda raceway laguna seca
may 13 - 15
september 9 - 11
virginia international raceway
new jersey motorsports park
june 3 - 5
* schedule subject to change
road america
@MotoAmerica1
GET TICKETS ONLINE AT MOTOAMERICA.COM
CW COMPARISON
2 0 1 6 YA M A H A Y Z F - R 1 S
fastest lap aboard the S despite finding
its suspension harsh by comparison,
even after freeing up front and rear
damping quite a bit from the baseline
setting. “The S worked extremely well
for being ‘basic,’ when compared to the
M-version’s electronic Öhlins kit,” the
former racer said. “If it weren’t for such
high winds and cold temperatures, no
doubt the bike is capable of much, much
more. The KYB fork has all the necessary
adjustments of preload, compression,
and rebound and feels like it’s sprung
and damped to run a pretty quick pace.”
Not surprising considering the R1S
shares the same legs as the $16,490
Yamaha YZF-R1, the middle child of the
current R1 trio.
It can’t be ignored that the standard
R1 offers what the S-model lacked most.
“If I was able to change anything about
the bike, it would be a higher rev ceiling,” Siebenhaar noted. This and the
quickshifter make a strong case for the
sibling we left out of this test. “You can
60 CYCLE WORLD JULY 2016
see where Yamaha saved the money
when compared to the R1M,” he added.
“The steering stem isn’t drilled out, bolts
are standard hardware-store style, and
there’s no exotic suspension or carbon,
mag, or Ti materials. But nonetheless,
the bike is still just as stunning to look
at, with an exhaust note to match. If
you have the extra space in your wallet, the R1M would be the pick. It’s just
awesome. Between the Öhlins suspension and the datalogging system, this
bike can provide a rider with copious
amounts of information that if deciphered correctly can help tune the bike
and lower lap times.”
As Yamaha Media Relations Manager
Marcus DeMichele said: “Yamaha has
provided an R1 model that retains the
core features of the R1 and R1M models,
such as the crossplane-crank engine
technology and a proprietary six-axis
IMU that communicates with a MotoGP-derived electronics package, at a
price point similar to some competitors’
models that do not have such features.”
Being a champion of the affordable,
I can’t deny what Yamaha has achieved
in the R1S, hitting a price point without
sacrificing a level of performance that
exceed the needs of all but the most
rabid trackday rider or racer. In this case
the choice appears righteous no matter
which way the wind blows.
UPS
DOWNS
YAMAHA
YZF-R1S
• Peak power isn’t neutered
• Full electronic rider aids
• Great performance value
• Bah-ba-bah (goes the rev
limiter)!
• Dash displays some inactive
features
YAMAHA
YZF-R1M
• Free to rev
• Intelligent suspension
• Affordable exotica
• Diminishing price/
performance ratio
• More costly if you crash
POWERED BY
E
R
U
T
N
E
ADV
S E R I E S
2 0 1 6
Y
L
L
A
R
Ride It!
Rockies
July 14–17
GUNNISON, COLORADO
Sierra September 22–25
LAKESHORE, CALIFORNIA
A study in contrast, The Adventure Rally Series
features a staggering combination of riding,
from twisty asphalt to gnarled off-road.
You and your teammates are free to self-navigate—avoiding a conga-line of dust and
allowing you to tune your own adventure.
Base camp activities and special tests create camaraderie, learning, fun and more.
The elements, combined with turn-key accommodations, make these rides an easy
adventure to plan for and an incredible ride to take part in.
Check out our newest Adventure Rally video at www.cycleworld.com/adventurerally
t
e
g
r
o
F
’t
n
o
W
u
o
Y
e
d
i
AR
ee allAdventure Rally events involve thr
food,
g,
min
roo
inclusive days—including
llenges
cha
ll
navigational materials, rider ski
riding,
e
and more. Take in incredibly divers
ations.
truly discovering these epic loc
Base Camp:
ending points as
Base Camps serve as daily start and
vendor displays,
well as the venue for special tests,
presentations, great meals and more.
The Ride:
l levels with
s Designed for riders of varying skil
ure touring
ent
adv
options for everything from
machines to dual-sports.
map and clue
s Participants are supplied a custom
s to discover.
tion
loca
us
book showing 80-plus bon
/easy offroad
(dirt
blue
Divided into green (paved),
tion
loca
h
eac
)
road
road), and black (difficult offe
Bas
from
time
the
on
carries a point value based
.
e(s)
mat
team
r
you
and
Camp. Routes are up to you
tion and award
s Instagram helps us track your loca
your team points.
s Two or more make a team.
fun and
s Special tests are designed to be
cle-handling
orcy
mot
educational, incorporating
ts.
poin
us
skills needed to reach bon
Gunnison, Colorado
July 14–17, 2016
Adventure Rally—Rockies Edition is based at
The Inn at Tomichi Village, smack dab in the
middle of Colorado’s best adventure riding.
Motorcyclists
annually flock
to Gunnison
for riding
ranging from
lush valleys to
high alpine
peaks.
Adventure Rally is
operating under a
and is an equal opportunity service provider.
Honda Africa Twin Special Test!
Stay On Top with TrailRider
Honda is excited to offer
Adventure Rally participants
the chance to ride the allnew Africa Twin! At both the
Rockies and Sierra venues
Africa Twin models featuring
Honda’s DCT transmission
will be used to traverse a
technical off-road section,
allowing participants to
sample this new machine
and technology for themselves while scoring points
for their team!
The new TrailRider adventure sport tire from Avon Tyres
is the perfect choice for the Adventure Rally Series.
The TrailRider has multi-compound three-dimensional
interlocking tread for enhanced
stability and grip and a Super
Rich Silica (SRS) compound for
wet weather handling. Offered
in six front fitments and 13
rear fitments—covered by a
free-replacement road hazard
warranty. www.avonmoto.com
Event Sponsors:
You’re special.
We have tests
to prove it!
The goal of the Adventure Rally is to provide a
legitimate yet enjoyable, competitive atmosphere
for adventure riding, rewarding key skills in bike
handling, navigation and resourcefulness. We
created a few riding special tests to help tune and
test these skills!
s Trials-type tests: with tight turns, hills and
obstacles. There is an easy line and a hard one,
so the same course is a challenge for everyone
from novice to expert. One point is awarded for
starting, and two more are possible with a clean
run of the hard line. In addition, this is a
spectator sport—heckling is encouraged!
Lakeshore,
California
September 22–25, 2016
Adventure Rally—Sierra Edition sits nearly
8,000 feet above the California Central
Valley floor at the China Peak Ski Resort.
The region is rich with roads and trails for
hydroelectric, logging, mining and cattle.
However, from behind the handlebars of
your bike, you’ll swear the area was
created just for motorcycles!
KLIM Badlands
Engineered for Adventure
Klim helped create the motorcycle
adventure category of gear and continues
to innovate it! The Badlands jacket and
pants are the perfect ally for the Adventure
Rally. Gore-Tex fabrics keep you dry, massive
ventilation keeps you cool, intelligent
cargo pockets keep you organized, while
reflective and abrasion-resistant systems
keep you safe. Check-out this and other
Klim products at both rally events in 2016!
www.klim.com
Learn More At:
www.cycleworld.com/adventurerally
s Gymkhana: a combination of
figure eights and slalom weaves
anyone can complete but with
the added pressure of the clock.
Points are awarded based on
time brackets: three points to
those in the fastest bracket
down to one point for just
getting through the course.
In addition to being a good test of skill, these
elements provide a great opportunity for learning
and improvement. The judges are happy to help all
participants with some coaching, and simply trying
the same challenge a few times is a rewarding way
to learn what works (and what doesn’t).
Please take the competitive aspects of the event
as seriously (or not) as you prefer. Regardless,
these special tests make for great motorcycle fun
and help improve your riding skill.
s
Five Question
The versatility of adventure motorcycles makes their
insurance needs different from traditional motorcycles.
We asked GEICO to help us understand what adventurer
owners need to know about insurance.
my insurance coverage stop when I go
off road?
1 Does
Coverage would apply while the bike is being
operated off road.
2
Are accessories like GPS, panniers, crash
protection, aftermarket exhaust and other
items I have added to my motorcycle covered?
As long as accessories are attached to the
motorcycle, the accessories will be valued at their
actual cash value at the time of a covered loss not
to exceed the accessory limit on the policy.
about coverage in foreign countries?
3 What
The GEICO Motorcycle policy provides coverage
in the United States of America, its territories or
possessions, Puerto Rico and Canada. With the
exception of Canada, coverage from the GEICO
Motorcycle policy would not apply in foreign countries.
We do have other options available to acquire coverage for travel outside the United States. These policies
can be purchased for one day or for up to a year.
If you’re taking your motorcycle overseas for personal
travel, chances are we’ve got a policy for you!
Given that I ride off road occasionally, I expect
my bike will get occasional scratches and
4
dents. How much coverage do I really need?
Consider the current value of your bike when
determining whether to carry Physical Damage
Coverage for your bike. Every situation is different,
and our motorcycle-trained experts are always
willing to help explain the coverage we offer to help
determine the right policy for the individual rider.
when being towed or hauled?
5 IsYes.myThebikebikecovered
would be covered while being
towed as long as the appropriate Physical Damage
Coverage is on the policy.
Box stock or fully accessorized, get the coverage to match your bike. (Image courtesy of BMW Motorrad)
Powered by BMW
Get hands-on with the latest from BMW
At 2016 Adventure Rally events BMW will host a special
GS demo experience. Adventure Rally participants will
have the ability to sign up for the chance to take a GS
through its paces across a variety of terrain. All while
still earning event points!
BMW will also have
its world-class
accessories on hand,
allowing you to see
how the same level of
engineering that goes
into its motorcycles
goes into every
accessory it offers.
“Make Life a Ride”
CW COMPARISON
COMPRESSION
CONUNDRUM
W H AT IS T HE ULT IM AT E
RECIPE FOR OFF-ROAD POWER,
TWO-STROKE OR FOUR-STROKE?
By B re n d an Lut e s
Ph otography b y D re w R ui z
Yamaha YZ450FX
vs.
Yamaha YZ250X
YA M A H A
YZ250X
CYCLEWORLD.COM 65
CW COMPARISON
YA M A H A
YZ450FX
T
here are fundamental
traits to off-road riding
that make it so much
fun, like the varying
terrain, unique forms
of competition, and the
numerous types of dirt bikes available. For years, Yamaha has placed a
heavy focus on motocross; however,
2016 marks a change, as the Blue Crew
has released a pair of hard-core enduro
machines: the four-stroke 450FX model
and two-stroke 250X.
Both bikes are modeled after their
motocross brethren and at first glance
look strikingly similar. When you dig
deeper, though, you’ll find that the 450FX
and 250X are actually purpose-built
for the rigors of off-road riding. Each
machine features revised suspension
66 CYCLE WORLD JULY 2016
YA M A H A Y Z 4 5 0 F X
YA M A H A Y Z 2 5 0 X
THESE AREN’T TYPICAL RIDERS.
STUNT RIDERS ERNIE VIGIL AND NICK APEX TUNE WITH POWER COMMANDER.
FUEL INJECTION MODULE
SUPERIOR OPTIONS - PRECISE CONTROLS
W W W. P O W E R C O M M A N D E R . C O M
This product is intended to be used only on racing vehicles on closed courses, and
not for use on roads or vehicles otherwise subject to emission control requirements.
©2016 DYNOJET RESEARCH
CW COMPARISON
UPS
DOWNS
YAMAHA
YZ450FX
• Finally a purpose-built
Yami enduro racer
• Smooth power equals
good traction
• Very stable chassis
• A lot heavier than
two-stroke
• More expensive to maintain
• Not as flickable
YAMAHA
YZ250X
• Ultra lightweight
• Snappy handling
• Inexpensive top end
rebuilds
• Tail happy when grip is low
• Lacks some high-speed
stability
• Power isn’t as broad
THE NUMBERS
BIKE
Engine type
YAMAHA YZ450FX
YAMAHA YZ250X
DOHC four-stroke single
two-stroke single
Displacement
4 49cc
249cc
Transmission
Seat height
5-speed
5-speed
38.0 in.
38.2 in.
Fuel capacity
2.0 gal.
2.1 in.
Claimed wet weight
262 lb.
229 lb.
Price
$8890
$7390
settings, an 18-inch rear wheel, a wideratio transmission, and engine tweaks
for off-road riding. But even though both
bikes are built for off-road riding rather
than the big jumps and crowded tracks of
motocross, each machine has its pros and
cons, and both have DNA firmly planted
in closed-course competition.
YA M A H A Y Z 2 5 0 X
68 CYCLE WORLD JULY 2016
The 250X will bring a smile to just
about anyone’s face, while the 450FX is
more of a race-ready all-encompassing
machine. The two-stroke is light, flickable, and fun to ride. Although the power
is broad—thanks in part to the wider
gearbox ratios—the 250X didn’t lose the
grunt of the motocross version. The
Kayaba “spring” suspension is also excellent for off-road—plush, predictable, and
comfortable. Where the 250X lacks, the
450FX clearly pulls ahead, as the bigger
four-stroke is much easier to ride in slick
conditions and far more stable at speed.
Much like the two-stroke, the 450FX’s
suspension is equally as plush and well
balanced; however, the power delivery
and stability of the four-stroke elevates
the bike above the 250X. It’s difficult to
beat a modern four-stroke’s power and
reliability. But if you’re looking for a bike
that is fun to ride and will get you in and
out of anything, the two-stroke is a solid
choice too.
Off-road is inherently challenging, and
choosing the best weapon for any race,
or challenging trail ride with buddies,
is always important. Both the YZ450FX
and YZ250F have their advantages and
shortcomings. The 250X is best suited for
tight, technical terrain where throwing
around a light bike is a necessity.
The 450FX is an excellent all-around
machine that handles the rigors of offroad extremely well and puts the power
to the ground in an efficient and controlled manner. Choosing one before the
other is a tall order, so suffice it to say, for
now we’ll just keep both of them in our
stable—mainly because we can.
BUZZ CHECK ETHANOL HATE KANATUNA
BY RAY NIERLICH
Aprilia’s Caponord is
a sound long-distance
adventure bike, but reader
Lee Pekarek wants to know
what’s producing the whistling sound when he shuts
off his engine.
70 CYCLE WORLD JULY 2016
SERVICE
CAPONORD BUZZ
Q:
I have a 2015 Aprilia Caponord,
which I’ve been riding for
about a year. The bike has
approximately 4,000 miles on it. Lately,
when I shut the bike down after a ride
and it’s still hot, I’ve started to hear a
medium-/high-frequency buzz coming
from the front of the engine. The buzz
lasts approximately two seconds then
repeats after approximately 10 seconds.
This has gone on for at least an hour
after a long ride. First time I heard it,
I disconnected the battery, and, much
to my surprise, the buzzing continued
unabated. The fans seem to work fine
in that they typically come on at a stop
when the temp gauge hits four bars and
then promptly shut off when the bike is
moving and the temp gauge returns to
three bars. Any idea what could cause
the buzzing and whether something
might need replacement?
LEE PEKAREK
LONG BEACH, CA
A:
Your fuel tank evaporative
loss system has a check valve
in it that can make a buzzing
noise. This is entirely normal. This
happens when the fuel in your tank is
being heated by the warm engine (heat
soaking) when parked after a ride.
FUELISH
Q:
What the heck can we do about
E10 and, here in California (of
course), the lovely E15 fuels?
Every thing I read talks of the bad
effects—hotter running, leaner F/A
ratios, water-absorbing, rubber/gasketeating—of the E fuel swill. I believe
all this totally, certainly for any older
bike/car. I have an ’86 RG500 and a ’65
Corvette, and I guess they are getting
destroyed by this crappy fuel (sorry all
you ethanol-loving states).
Additives? I’ve read little to say
“solution!” Adding Sta-bil does help
some but certainly not much in terms of
the E-fuel issues.
Aviation gas? Helps, but certainly not
a total solution, not to mention it being
a non-option for any road trip requiring
more than one tank since you won’t
find avgas very often near Big Sur or
any other godly road. Plus, avgas has its
own issues for ground-level operation of
I/C engines.
Draining the tank for extended
storage? Sounds like this is a must.
Pain in the butt, but for my RG or Vette,
which get used very little anymore (I
ride/drive my new stuff 90 percent of
the time), not too bad. Again, it helps
but doesn’t prevent the ensuing damage
that occurs when I do ride/drive.
Time to drain the fuels and let the
best things in my garage just sit, nearly
never to be used again—eBay them
both (not)?
TICKED OFF AT GOV.ORG
A:
As faithful CW readers probably
have already surmised, I’m not
an ethanol fan. For regularly
used modern vehicles equipped with
galvanized fuel tanks, evaporative loss
systems and fuel injection, it is no big
deal. What problem, you say?
For starters, I think it is dumb to
grow food and use it for fuel. It’s not
like we weren’t destroying the gulf fast
enough as it was with fertilizer runoff.
For fuel tanks made of fiberglass,
plastic, or bare steel, it has been a slowmotion disaster. The stuff evaporates
so fast and varnishes so heavy that you
will become an expert at clearing idle
jets in no time.
It is even worse for two-strokes.
The fuel separates and along with it
the oil in the fuel you thought was
lubricating your engine. Nice. One
less-than-optimal batch of fuel, a good
hard run, and before you can back out
of it, your RG will ventilate a piston or
worse… Why, yes, Lance, I do need some
unobtanium replacement cases for my
RG ($$$$).
Try to use the same source for
your fuel. This will help to minimize
the variable quality of what you
are running through your engine.
Always use a fuel stabilizer for ethanol
fuel. Drain your tank after running
whenever feasible, especially if the
vehicle is to be stored for more than a
couple of months. Install a fuel cutoff
valve if not so equipped, and run the
float bowls empty when possible. Sign
the petition.
GOT A MECHANICAL OR TECHNICAL PROBLEM with your beloved ride? Perhaps we can help. Contact
us at [email protected] with your questions. We cannot guarantee a reply to every inquiry.
BEST USED BIKES
SUZUKI KATANA
750
YEARS SOLD: 1998–2006
MSRP NEW: $7,199 (’98) to $6,999 (’06)
BLUE BOOK RETAIL VALUE:
$1,790 (’98) to $3,130 (’06)
BASIC SPECS: Beneath the distinctive
shrink-wrap body panels resides an air-/
oil-cooled, 16-valve, 748cc inline-four with
an esteemed racing pedigree. While derived
from the pre-liquid-cooled GSX-R sportbike
of the late 1980s, the affable street manner of the Katana stems from engine tune
focused on greater low- to midrange torque
delivery and tamed response. Its doublecradle steel frame provides a solid foundation with relaxed steering dimensions, a
41mm conventional fork offering rebound
damping adjustment, fully adjustable
single shock, triple disc brakes, and 17-inch
wheels front and rear. The 5.2-gallon fuel
tank capacity and mid-40s mpg make for
generous range.
WHY IT’S DESIRABLE: Introduced in
’89 as a more practical and affordable
alternative to the GSX-R750, the Katana
quickly gained a devoted following. The
second-generation model from ’98 onward
received revitalized styling and performance upgrades, making the Katana an
even better workhorse for casual sport
riding and everyday use. “Versatile” best
describes the bike with its relatively relaxed
riding position, ample wind protection, and
one-piece saddle offering comfort for rider
and passenger.
THE COMPETITION: Around the turn of
the century the Katana faced a direct rival
in the Kawasaki ZR7S. Throughout its history, the Katana 750 also competed with
its 600cc sibling on the sales floor. Yamaha
upped the performance ante and ultimately
reshaped the street-sport category with
its YZF-R1-based FZ-1 in 2001.
CYCLEWORLD.COM 71
COTA MARC MARQUEZ JORGE LORENZO SPEC MICHELINS ROSSI CRASHES OUT
THE VIEW FROM INSIDE THE PADDOCK
72 CYCLE WORLD JULY 2016
MOTOGP RACE WATCH
FOUR IN
A ROW
AT COTA
How has Marquez mastered
the Texas track?
By Kevin Cameron
M
arc Marquez won his fourth-straight Circuit
of The Americas MotoGP with apparent ease,
despite Ducati’s faster-than-a-Formula-One-car
214-mph top speed down the 3,960-foot-long
back straight and Jorge Lorenzo only being
0.069 of a second behind him in qualifying.
Marquez won in 2013, his first time here
and his first win in MotoGP, overcoming Dani
Pedrosa’s seven years in the class (second place)
and Lorenzo’s five (third).
In 2014, riding a Honda that suited his style
perfectly, he won again, shortening the race
time by almost nine seconds. No one was close—
he was unchallenged.
In 2015, Honda raised power and lowered drivability, forcing Marquez to seek a new way to
ride. Yet he won again—albeit at a race time 13.7
seconds slower. Again unchallenged.
And now, on a slippery track, with the difficult
switch to Michelin-spec tires still in progress,
and with the 2016 Honda engine giving away
top-end speed and acceleration in an effort to
gain smoothness, he again eased away from
the field to win with a time six seconds faster
PHOTOGRAPHY BY
Andrew Wheeler
CYCLEWORLD.COM 73
RACE WATCH MOTOGP
STRUGGLING?:
Honda looked to be in
trouble preseason. At
CoTA, Marc Marquez
proved otherwise.
BLUE CREW:
Yamaha has yet to win at
CoTA, and try as they
might, Valentino Rossi
(46, opposite page)
crashed out early, while
MotoGP champion Jorge
Lorenzo (99, below)
battled to a second-place
finish.
74 CYCLE WORLD JULY 2016
than second-place Lorenzo (who
was delighted to score 20 points).
Race time was an interesting 10.8
seconds slower than in 2015.
Armchair quarterbacks have
been reduced to saying, “Marquez just loves this track,” but we
can’t accept such arm waving.
While others are losing the front,
Marquez finds a way to ride that
is fast and secure. What is that
way? Why can’t the others do it?
First, there is a match between
Marquez’s natural style, the
Honda, and the CoTA track.
Marquez compresses braking
and turning as much as he can
to leave the rest of the corner to
become his lift-and-go dragstrip,
on which he accelerates to a high
exit speed. We have all seen his
braking—late and hard, with the
rear wheel lifting. Just as he tips
the bike in, he lets the back end
swing out so he can set it down
in an already-sliding attitude. As
the bike approaches the apex, his
angle of lean increases, indicating
his most rapid rate of turning.
The problem is that this style
suits small corners best—not
CoTA’s big 180-degree sweeper
around the Observation Tower
(where Marquez says he loses
time) and not the long turns on
circuits referred to as “flowing,”
some of which are coming up
soon in Europe. But CoTA has
the succession of small Turns 12
through 15, connected by short
acceleration straights, and it has
the “Formula One downforce
corners” T6 through T9. It also has
small corners at the circuit’s outer
apexes—T1, T11, and T20—which
are perfect for Marquez’s turnit-into-a-dragstrip solution. He
gains through every one of these
small turns, and the others lose.
To better understand the differences between the leading
riding styles, I spoke with Tech3
Yamaha rider Bradley Smith.
He explained that the Yamaha
is “very long, very stable. That’s
how [seeking stability] you put
springs in it, put geometry in it.”
A long wheelbase gives the
rider more time to catch the
wheel slips that corner speed
constantly risks. A lower overall
height slows the rate of weight
transfer as a rider brakes or accelerates, keeping tire loadings more
constant rather than standing the
bike up in a stoppie or wheelie.
Smith spoke of “creeping
around the bike” very gradually
in order not to upset the tires,
while by contrast there’s Marquez
in a stoppie, yanking his taller,
shorter-wheelbase Honda quickly
around and firing off the corner.
Why not just adopt Marquez’s
style? “Trying to ride it stop-andgo, I’m not fast enough,” Smith
said. Former Yamaha rider Cal
Crutchlow confirmed this, say-
MOTOGP RACE WATCH
ing, “I’m from Superbike, so when
I got on the Yamaha, that’s how I
tried to ride it. It wouldn’t do it. I
had to learn to ride it its way.”
A corner-speed bike needs
maximum grip, so its spring rates
have to be low to isolate the bike
from bump upset. But if you try
one-wheel braking on a softly
sprung bike, you bottom the fork
and knock the front tire loose.
An even more fundamental
difference is risk exposure, as
pointed out by Kenny Roberts 20
years ago. The corner-speed rider
is on the limit, down on the tender
tire edges, all the way around the
corner, but the stop-and-go rider is
only briefly at high-lean angle.
Another comment, especially
relevant to our time, comes from
Öhlins’ Jon Cornwell, who said,
“Edge grip is a wasting asset.”
Marquez’s stop-and-go style
looks hectic, and he uses a lot
On Sale at these Premier Retail Locations
1525 Holiday Ln
Fairfield
707.426.5688
ALABAMA
8922 Memorial Pky SW 1391 S. Lemon St
Fullerton
Huntsville
714.525.4205
256.883.1691
1930 Edwards Lake Rd 6920 Chestnut Street
Gilroy
Trussville
408.847.1810
205.655.5055
22249 Mission Blvd
ARIZONA
Hayward
1040 S. Country
510.888.9100
Club Dr
15021 Goldenwest
Mesa
St., Huntington Beach
480.969.5555
717.766.7031
13220 N. Cave
23052 Lake Forest Dr
Creek Rd
Laguna Hills
Phoenix
949.581.7444
602.971.1630
15643 N Reems Road 2040 Pacific Coast Hwy
Lomita
Surprise
310.530.3500
623.474.3335
1521 N. Carpenter Rd
2 West Grant Rd
Modesto
Tucson
209.576.0201
520.882.8111
26755 Jefferson Ave
ARKANSAS
1001 S University Ave Murrieta
951.600.0097
Little Rock
24510 Lyons Ave
501.663.2250
Newhall
CALIFORNIA
661.255.6522
3915 Ming Ave
2381 Vineyard Ave
Bakersfield
Oxnard
661.831.2026
805.981.8881
21725 Vanowen St
5749 Pacheco Blvd
Canoga Park
Pacheco
818.676.0003
5577 Sepulveda Blvd. 925.680.8018
4145 Century Blvd.
Culver City
Pittsburg
310.574.7457
4455 N. Blackstone Ave 925.757.3903
5755 Johnson Dr
Fresno
Pleasanton
559.221.7600
925.251.1110
550 W. Rancho Vista Blvd
Palmdale
661.273.6113
2611 Bechelli Ln
Redding
530.223.9007
1326 El Camino Real
Redwood City
650.365.1100
5400 Date Ave
Sacramento
916.338.1649
4240 Kearny Mesa Rd
San Diego
858.565.2500
1500 Harrison St
San Francisco
415.487.2710
1515 Parkmoor Ave
San Jose
408.288.5051
445 B Madonna Rd
San Luis Obispo
805.783.2660
630 Nordahl Rd
San Marcos
760.233.2299
3011 Santa Rosa Ave
Santa Rosa
707.522.1320
14052 Park Ave
Victorville
760.955.2555
2226 S Mooney Blvd
Visalia
559.749.0667
COLORADO
327 S. Weber St.
Colorado Springs
719.475.2437
CONNECTICUT
63 Tolland Turnpike
Manchester
860.647.1022
527 Boston Post Rd
Orange
203.891.0716
DELAWARE
1273 Quintilio Dr
Bear
302.832.7270
FLORIDA
1808 W. International
Speedway Blvd
Daytona Beach
386.257.0242
11702 Beach Blvd
Jacksonville
904.564.9800
4834 N. University Dr.
Lauderhill
954.746.2172
1765 NE 163rd St
N. Miami Beach
305.944.1632
5032 E. Colonial Dr
Orlando
321.299.9903
1540 Wells Rd
Orange Park
904.269.3740
7201 US Highway 19 N
Pinellas Park
727.521.6018
1157 Rinehart Rd
Sanford
407.324.4820
112 W. Fletcher Ave
Tampa
813.932.9300
846 North Military Trail LOUISIANA
4855 So Sherwood
W Palm Beach
Forest Blvd
561.697.2660
Baton Rouge
GEORGIA
225.293.5860
722 Collins Hill Rd
2926 Johnston St
Lawrenceville
Lafayette
678.225.0131
11230 Alpharetta Hwy 337.264.0352
MARYLAND
Roswell
14219 Baltimore Ave
770.752.1820
Laurel
2441 Cobb Pky
301.490.3490
Smyrna
MASSACHUSETTS
770.272.9873
345 Washington St
IDAHO
3055 E. Fairview Ave. Suite 12
Woburn
Meridian
781.995.0834
208.887.4942
ILLINOIS
6905 W 159th St
Tinley Park
(708) 263-4648
695 E. Golf Rd
Schaumburg
847.310.4800
INDIANA
(317) 913-9213
6024 East 82nd St.
Indianapolis
KANSAS
9128 Marshall Dr
Lenexa
913.307.0420
3236 N Rock Rd #140
Wichita
316.854.1097
KENTUCKY
MISSOURI
10897 Saint Charles
Rock Rd
Bridgeton
314.298.7222
NEW JERSEY
2052 Lincoln Hwy
(Rte 27)
Edison
732.248.7737
2070 East ROUTE
70, Cherry Hill
856.874.8766
65 Route 17 South
Hasbrouck Heights
201.257.5985
NEW MEXICO
5000 Cutler Ave NE
Albuquerque
505.830.4500
215 S. Hurstbourne Pky
NEW YORK
Louisville
137 N. Broadway
502.426.9746
Hicksville
516.806.5918
388 Tarrytown Rd
White Plains
914.368.6974
NEVADA
344 S. Decatur Blvd
Las Vegas
702.877.4327
6280 S. Pecos Rd.
Las Vegas (E)
702.435.0635
NORTH CAROLINA
544 N McPherson
Church Rd
Fayetteville
910.860.8200
3916 E Franklin Blvd
Gastonia
704.824.1820
3407 High Point Rd
Greensboro
336.297.4250
11328 ‘B’ East
Independence Blvd
Matthews (Ch)
704.846.0440
336 Tryon Rd
Raleigh
919.329.7858
OHIO
25102 Brookpark Rd.
North Olmsted
440.249.7591
OKLAHOMA
2717 Northwest Exy
Oklahoma City
405.842.0111
6701-A East 41st St
Tulsa
918.384.0608
For the latest listing of Premier Retail Locations go to http://www.cycleworld.com/featured-retailers
OREGON
8930 S.E. Stark St
Portland
503.257.7047
180 Lancaster N.E.
Salem
503.589.1515
3137 Gateway St
Springfield
541.747.1575
1677 Gallatin Pike N
Madison
615.612.6234
6343 Summer Ave
Memphis
901.371.9692
TEXAS
10900 Gulf Fwy
Houston (A)
713.941.3364
PENNSYLVANIA
9070 Research Blvd
2229 Lehigh St
Austin
Allentown
512.302.0700
610.791.9880
1424-F Airport Fwy
4848 William Flynn Hwy Bedford
Allison Park
817.545.7939
724.444.4260
3032 Alta Mere Dr
3462 Paxton St.
Fort Worth
Harrisburg
817.696.9700
717.773.4324
10998 North Freeway
160 Baltimore Pike
Houston (G)
Springfield
281.448.3700
610.328.9811
2301 N. Central Expwy
RHODE ISLAND
Plano
1400 Bald Hill Rd
214.473.8044
Warwick
9975 IH-10 West
401.262.5037
San Antonio
210.558.8700
SOUTH CAROLINA
817 St. Andrews Rd
7204 Southwest Fwy
Columbia
Houston (S)
803.750.9294
713.271.5201
2017 Wade Hampton Blvd UTAH
Greenville
78 E 11400 S
864.322.6626
Draper
4400 Dorchester Rd
801.553.2150
N. Charleston
VIRGINA
843.974.6460
1547 E Little Creek Rd
Norfolk
TENNESSEE
757.480.5680
268 North Peters Rd
Knoxville
7000 Spring Garden Dr.
865.560.5657
Springfield
703.940.0958
WASHINGTON
1210 Auburn Way N
Auburn
253.876.9999
4210 196th St SW
Lynnwood
425.640.3003
5727 East Sprague Ave
Spokane
509.535.4330
2501 S. 38th St
Tacoma
253.475.5444
11505 NE Fourth Plain
Road
Vancouver
360.253.8484
WISCONSIN
19035 W. Bluemound Rd
Brookfield
262.649.1999
4104 E. Washington Ave.
Madison 608.234.5153
Retailers
MINNESOTA
Bob’s Cycle Supply
65 West Viking Dr.
St. Paul
651.482.8181
OHIO
Kames Sports Center
8516 Cleveland
Ave. NW
North Canton
330.499.4558
RACE WATCH MOTOGP
SELFIE!:
Winner Marquez
(center), runner-up
Lorenzo (left), and
Ducati’s Andrea
Iannone (right)
were all quite
happy to be on the
podium at CoTA.
of sliding, but it applies what
he learned in Moto2, the tire
management university. Yes, he
yanks the bike around, but his
tires are pushed to maximum for
just a short time. At Valencia 2015,
I asked Pedrosa about the Honda’s
rapid turning phase
(when the elbow is
on the ground!), and
he said, “We’d like
to stay down longer,
but if we do, we can’t
make the tires last.”
Again and again
in 2014, Lorenzo
would nail the
start then lead at
a high pace with
Marquez as his
shadow. By the end,
Marquez would
have more tire left
than Lorenzo and
could nip past for
the win. At the time, it looked
like Lorenzo would have to make
changes to his style just as Rossi
was doing—that the best days of
corner speed might be over.
Then came 2015, and Honda’s
more aggressive engine inter-
fered with Marquez’s style.
Little could be done to change
this because MotoGP engines
are sealed. In trying to force
the issue, Marquez crashed out
several times and finished third
in the championship behind the
Yamahas of Lorenzo and Rossi.
At CoTA, Michelin offered
three front tire choices. The hard
tire tended to lock at the end of
braking, the medium sometimes
washed out at tip-in, and the soft
was good but not expected to go
the distance. Marquez asked the
Michelin engineers how many
laps it could go. When told 12 to
16 laps, he decided to use it to pull
away from the field and then slow
to hold his lead. That’s how the
game was won: Marquez pulled
away running 2:04s and 2:05s for
16 laps then slowed to 2:06s.
Evidently wisdom is not
age-related.
Just because
you can’t see it
doesn’t mean
it’s not there.
Minnie Driver
Stand Up To Cancer Ambassador
Although it’s more common in older women, ovarian cancer
affects women of all ages, even in their 20s. There is no early
detection test, and symptoms can be subtle. But while you
can’t see it, you can take steps to get ahead of it by knowing
your risk factors. Family history of cancer and presence of gene
mutations like BRCA are risk factors, so talk to your family and
your doctor. This information makes you less likely to ignore
vague signs that could indicate disease.
Meanwhile, promising collaborative research will continue
to shed light on new advances in diagnosis and treatment of
ovarian cancer.
To learn more about symptoms, risk factors and research
Photo by Martin Schoeller. Stand Up To Cancer is a program of the Entertainment Industry
Foundation, a 501 (c)(3) non-profit organization.
$
comp at
SAVE
$279
$439.97
99
159
Customer Rating
• Welded Steel Joints
• Lockable Drawers
LOT 61485/67421 shown
27" ROLLER CABINET
Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 10/1/16. Limit one coupon per customer per day.
R
PE ON
U
P
S U
CO
How Does Harbor Freight
Sell GREAT QUALITY Tools
at the LOWEST Prices?
YOUR CHOICE
LOT
62434/62426
62433/62428
62432/62429
comp at
$11.99
3
Customer Rating
R
PE ON
SU UP
CO
6999
comp at
$159.99
LOT 61258 shown
61840/61297/68146
Customer Rating
$
79
99
R
PE
SU
62476
comp at LOT
63167/63166
$198.99 96645 shown
• 1250 lb.
capacity
SAVE
$119
LOT 95896
LOW PROFILE
MOTORCYCLE DOLLY
comp at
$29999
$1310.99
LOT 69904
68892 shown
1000 LB. CAPACITY
MOTORCYCLE LIFT
comp at
$24.97
12
$59.98
LOT 61884
62370
65570 shown
Customer Rating
SAVE
58%
RECIPROCATING SAW
WITH ROTATING HANDLE
2499
comp at
SAVE
47%
$
99 $
Customer Rating
R
PE
SU
Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 10/1/16. Limit one coupon per customer per day.
SAVE
$1011
• Height range:
7" to 30"
18 PIECE SAE AND METRIC
T-HANDLE BALL END
HEX KEY SET
Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 10/1/16. Limit one coupon per customer per day.
$
ELECTRIC WINCH
WITH WIRELESS
REMOTE CONTROL
SAVE
$90
Customer Rating
WOW
SUPER
COUPON
$
$
comp at
99 $20.26
SAVE
40%
shown
Customer Rating
R
PE
LOT 95578/69645 SU
4-1/2" ANGLE GRINDER
Customer Rating
R
PE
SU
comp at
$499.99
99
SAVE
$260
LOT 62368
4 CHANNEL WIRELESS
SURVEILLANCE SYSTEM
R
PE
SU
Customer Rating
SAVE
82%
$34.99
comp at
$ 99
5
LOT 42292 shown
69594/69955
AUTOMATIC
BATTERY FLOAT
CHARGER
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original be used with other discount or coupon or prior purchases after 30 days from original be used with other discount or coupon or prior purchases after 30 days from original be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original purchase with original receipt. Offer good while supplies last. Non-transferable. Original purchase with original receipt. Offer good while supplies last. Non-transferable. Original purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day. coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day. coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day. coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
$179.99
79
99
• 1500 lb. capacity
SAVE
$100
SUPER-WIDE TRI-FOLD
ALUMINUM LOADING RAMP
LOT 69595
Customer Rating
60334
comp at
90018 shown
R
PE ON
SU UP
CO
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original be used with other discount or coupon or prior purchases after 30 days from original be used with other discount or coupon or prior purchases after 30 days from original be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original purchase with original receipt. Offer good while supplies last. Non-transferable. Original purchase with original receipt. Offer good while supplies last. Non-transferable. Original purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day. coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day. coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day. coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
Customer Rating
SIZE
MED
LG
X-LG
SAVE $ 99
66%
Item
62429
shown
MECHANIC'S GLOVES
We have invested millions
of dollars in our own
state-of-the-art quality test
labs and millions more in
our factories, so our tools
will go toe-to-toe with the
top professional brands.
And we can sell them for a
fraction of the price because
we cut out the middle man
and pass the savings on to
you. It’s just that simple!
Come visit one of our
650+ Stores Nationwide.
R
PE ON
SU UP
CO
Limit 1 coupon per customer per day. Save 20% on any 1 item
purchased. *Cannot be used with other discount, coupon or any
of the following items or brands: Inside Track Club membership,
extended service plan, gift card, open box item, 3 day parking lot sale
item, compressors, floor jacks, saw mills, storage cabinets, chests
or carts, trailers, trenchers, welders, Admiral, Badland, CoverPro,
Daytona, Diablo, Franklin, Hercules, Holt, Jupiter, Predator, Stik-Tek,
StormCat, Union, Vanguard, Viking. Not valid on prior purchases. Nontransferable. Original coupon must be presented. Valid through 10/1/16.
ANY
SINGLE
ITEM
20%
OFF
SUPER COUPON
QUALITY TOOLS
Custo
comp at
$59.97
$1499
LOT 61637 shown
5889/62281
NITRIDE COATED
HIGH SPEED STEEL
DRILL BIT SET
mer Rating
SAVE
57%
$69.97
2999
comp at
$
Customer Rating
LOT 60626/69474/62861
92623 shown
7" VARIABLE SPEED
POLISHER/SANDER
SAVE
66%
comp at
$17.97
5
$ 99
LOT 66537 shown
69505/62418
72" x 80"
MOVING BLANKET
9999
comp at
$179
LOT 33497
60604 shown
• Pair of Arbor
Plates Included
12 TON
SHOP PRESS
Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 10/1/16. Limit one coupon per customer per day.
$
SAVE
$79
R
PE ON
SU UP
O
C
Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 10/1/16. Limit one coupon per customer per day.
Customer Rating
R
PE ON
SU UP
CO
Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 10/1/16. Limit one coupon per customer per day.
R
PE ON
SU UP
CO
with original receipt.
from original purchase
purchases after 30 days last. Non-transferable. Original coupon must be
Offer good while supplies10/1/16. Limit one coupon per customer per day.
presented. Valid through
SAVE
75%
PON
WOW29SUPPIECERECOU
TITANIUM
99$69comp.99at
32
SAVE
52%
LOT 62534
69643 shown
60 LED SOLAR
SECURITY LIGHT
$119.99
$79.97
comp at
44
99
17999
comp at
$311
PORTABLE GARAGE
LOT 60727/62286/69039 shown
62860/62859/63055
comp at
$24.99
9
$ 99
$249.99
99
47
• 1800 lb.
capacity
LOT 61670
97841 shown
comp at
$
SAVE
$202
$
99
• Weighs
441 lbs.
• 3458 lb.
capacity
$1799.99
719
SAVE
1080
$
56", 11 DRAWER
INDUSTRIAL QUALITY
ROLLER CABINET
LOT 69395/67681 shown comp at
56"
Customer Rating
SAVE
66%
$5.99
comp at
LOT 62535
90566 shown
$ 99
1
Customer Rating
4" MAGNETIC
PARTS HOLDER
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
ER N
• 650+ Stores Nationwide
• HarborFreight.com 800-423-2567
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
• 100% Satisfaction Guaranteed
• No Hassle Return Policy
• Over 30 Million Satisfied Customers • Lifetime Warranty On All Hand Tools
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
SAVE
60%
10 FT. x 17 FT.
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
$
Customer Rating
SAVE
$131
$499
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
42"
WHEEL CHOCK SUP PO
U
CO
Customer Rating MOTORCYCLE STAND/
R
PE ON
SU UP
CO
$
LOT 61592/67255 shown
comp at
99
SAVE
$339
2.5 HP, 21 GALLON ,125 PSI
VERTICAL AIR COMPRESSOR
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
R
PE
U
S
R
PE ON
14" ELECTRIC SU UP
O
CHAIN SAW C
R
PE
SU
comp at
$149.99
SAVE
R
PE ON
SU UP
CO
7999
• 1.3 GPM
LOT 68333/69523
69488 shown
1650 PSI
PRESSURE
WASHER
R
PE ON
SU UP
O
C
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
$168.97
comp at
99
LOT 69381
900 PEAK/700 RUNNING WATTS
2 HP (63 CC) 2 CYCLE
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
$
Customer Rating
SAVE
$70
R
PE ON
SU UP
O
C
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
comp at
$5999
SAVE
$60
• 3-1/2 Pumps Lifts
Most Vehicles
• Weighs 34 lbs.
68053/62160
62496/62516
SAVE
WOW
SUPER
COUPON
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
Includes 6V, 900 mAh NiCd
battery pack.
$
Customer Rating
WOW
RAPID PUMP
SUPER
COUPON
Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot
be used with other discount or coupon or prior purchases after 30 days from original
purchase with original receipt. Offer good while supplies last. Non-transferable. Original
coupon must be presented. Valid through 10/1/16. Limit one coupon per customer per day.
R
PE ON
SU UP
O
C
LIMIT 1 - Cannot be used with other discount, coupon or prior purchase.
Coupon good at our stores, HarborFreight.com or by calling 800-423-2567.
Offer good while supplies last. Shipping & Handling charges may apply if not
picked up in-store. Non-transferable. Original coupon must be presented.
Valid through 10/1/16. Limit one FREE GIFT coupon per customer per day.
LOT 69031/69030 shown
VALUE
$ 97
4
1" x 25 FT.
TAPE MEASURE
WITH ANY PURCHASE
FREE
SUPER COUPON
SAVE
comp at
$68.99
1999
DIRT BIKE STAND
$14.97
5
$ 99
comp at
SAVE
59%
Customer Rating
LOT 61259/90764 shown
32 PIECE SCREWDRIVER SET
comp at
$135
99
Customer Rating
LIFT
LOT 69995 shown
60536/61632
6
comp at
$ 99 $17.97
• Each pad
measures
25" x 25"
LOT 61607/62389
94635 shown
SAVE
61%
4 PIECE ANTI-FATIGUE
FOAM MAT SET
Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 10/1/16. Limit one coupon per customer per day.
Customer Rating
R
PE ON
SU UP
CO
Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 10/1/16. Limit one coupon per customer per day.
• Lift range:
5-1/4" - 17"
1500 LB.
CAPACITY
Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 10/1/16. Limit one coupon per customer per day.
R
PE ON
SU UP
O
C
Good at our stores or HarborFreight.com or by calling
800-423-2567. Cannot be used with other discount or coupon or prior
purchases after 30 days from original purchase with original receipt.
Offer good while supplies last. Non-transferable. Original coupon must be
presented. Valid through 10/1/16. Limit one coupon per customer per day.
$
Customer Rating
• 1000 lb.
capacity
R
PE ON
SU UP
CO
Standard & Touring Sizes
Anchors & Light Included
Retractable
Waterproof/Durable Fabric Wheel Chock & Diamond Tough Full-Coverage
Security Locking Feature Floor, Available Separately
Fast Set-Up
www.speedwayshelters.com
[email protected] / 831.477.9600
953 Tower Place, Santa Cruz, CA 95062
Can’t get enough?
The Easy to Install Floor Tile
STARTING AT
$
1.99
Stay Connected!
PER SQ. FT
Snaps Together!
Many Colors Available
Like Cycle World
Magazine on Facebook
GREAT FOR
Garage · Workshop · Basement
Laundry Room · Kid’s Play Room
Workout Room · Mud Room
www.WeatherTech.com
800-441-6287
Made in USA
©2016 by MacNeil IP LLC
Follow us on Twitter
@CycleWorldMag
Visit us online at:
cycleworld.com
Turkish globetrotter
Tolga Basol quit his job
in 2014 and started
an around-the-world
journey. Here a traveling
companion and Basol
check out the view from
the Punta Olimpica pass
in Peru that tops out
at more than 16,000
feet above sea level.
Photographer:
Tolga Basol:
Instagram @ride_must
82 CYCLE WORLD JULY 2016
READER INFORMATION
THIN AIR!
Editorial/Production: Offices are located at 15215 Alton Pkwy., Ste. 100, Irvine, CA 92618; (760) 707-0100. Editorial contributions are welcomed but must be guaranteed exclusive to Cycle World. We are not responsible for the return of unsolicited material unless accompanied by a self-addressed, stamped
envelope. Letters: All letters cannot be answered, and neither can all Service inquiries be answered. We appreciate correspondence sent or emailed to the editorial offices and will use the most interesting and appropriate letters in the magazine. Slipstream: We’re looking for stunning photos that capture the
essence of our sport and remind us why we love motorcycling so much. Send your best shot to [email protected], being sure to include the word “Slipstream” in the subject line. Subscription/customer service: One year: US & Possessions = $15, Canada = $25, and Foreign = $35. International orders must
be paid in advance and in US funds only. Call US and Canada: (800) 456-3084, (515) 237-3697. Mail: Cycle World, PO Box 6364, Harlan, IA 51593. Web: cycleworld.com/cs. Back issues: To order a back issue dated within the past two years, please go to backissues.cycleworld.com.
SLIPSTREAM
THE
MONOFUSE
A TRUE
REVOLUTION
IN COMFORT.
The zipper-free Monofuse system
introduces true fit and comfort
adjustability never achieved before by
incorporating an innovative closure
that utilizes unique reverse-action
technology. This technology changes
the way the fit is fine-tuned, giving
true adjustment all around the foot
and ankle by completely regulating
both the front and the back of the
boot in a seamless and secure way.
This is a true game changer in
comfort, fit, ease of use and
reliability.
ALPINESTARS.COM/MONOFUSE
MOKI DUGWAY, MULEY POINT, UTAH, USA
37° 16’ 33” N
SOMETHING EPIC
IS ON THE HORIZON
109° 56’ 35” W
Whether it’s the ride to work, a weekend getaway or a big trip, the new Tiger Explorer
family has taken the adventure sector to a new level. The new Tiger Explorer is packed full
of technology to ensure superb handling, stability and control that can be tailored to your
personal preference, while the unique 1215cc triple engine delivers more power and torque,
giving smooth, progressive drive across the entire rev range. Add to that an electrically
adjustable screen, heated grips and seat and you have the perfect long-distance motorcycle.
triumphmotorcycles.com