Scrambler: The Motorcycle Sweet Spot?

Posted on February 22, 2015 by MotoADVR

MotoADVR_ScramblerHempleBridgeThere’s a line in Apollo 13 that I will never forget: “I don’t care what it was designed to do. I care about what it CAN do!” (I’ve probably mentioned this before… maybe a few times…) I don’t know if it’s the engineer in me or what, but I have this crazy drive to find the sweet spot of efficiency; constantly searching for the ability to accomplish the most with the least amount of “stuff” or effort. There’s no one bike that can do everything you want it to do, but a few come close. Enter the Scrambler.

scramblerI caught this article this morning, an excellent match-up between two Italians and a British classic; all of which I have spoke of recently. Pitting the three off-the-shelf scramblers in a head to head competition is what many of us gear heads have been waiting for since Ducati released images of their new Scrambler. Ultimately I’m not surprised by the reviewers’ opinion of the Moto Guzzi V7, it’s good looking, and is fun around town, but overpriced for what you get. Despite the limited presence of Moto Guzzi in the U.S., they still command some respect in my book as I contest they may be considered the motorcycle manufacturer with the longest unbroken history of production (emphasis on “may”). That aside the comparison gets a bit more interesting as the review compares the seasoned Triumph against the hot new Ducati; where in lies the rub, the Ducati clearly out performs the Triumph, but at what cost?

MotoADVR_MotoGuzziV7ScramblerThe scrambler obsession runs deep for me; from “On Any Sunday” where Steve McQueen is competing in the dirt on otherwise street legal machines, to modern dual sport bikes, I just want a “Do-it-all” bike to handle all my local riding. We got a 1982 Honda Nighthawk from a relative recently so my wife could practice riding on. I’ve been heavily debating carving it down to a 650 scrambler, just because I can. I don’t have any big plans to take a bike older than me across the country, but for a blacked out semi-dirt worthy bike it’ll be perfect for taking to work, especially on the rainy days in the summer. At the moment the sticking point has been cost and time versus payoff; maybe someday…

I’ll let you enjoy the article for yourself, especially as I’ve ridden none of these bikes. Ultimately this is my afternoon commentary on an excellent match-up.

Posted in Opinion | Tagged , , , , , , , | 1 Comment

Surviving the winter: subzero insanity

Posted on February 21, 2015 by MotoADVR

20150110_115843I can’t describe the last week’s weather with any words short of “Punishing”. The high Thursday was 8, Friday started at 10 below zero, and 8 inches of snow Saturday; mind numbing to this moto-holic.  I realize that’s not particularly impressive to some people, but it’s been the trend all week, and not likely to improve anytime soon. As a result, I’ve been scouring the internet over the past few days, sucking up every last megabyte of two wheeled news. While I’m impressed by Indian’s new Dark Horse, it’s on the list of “Motorcycles I absolutely love; but would probably never purchase”. Which leads me to the reality of desperation, tracking down the true “Winter solution”: the Ural Gear Up.

20150110_113258After my entry about riding in the snow, I’ve begun leaning toward a three wheeled solution being the only viable medium to use as a means of street legal, safe, motorcycle transportation to the office in the heart of an Ohio winter. While tearing down the snow covered freeway on a true 250 cc dirt bike sounds like a blast, I fear that an ill-timed spill could mean the end of my moto-commuting days (likely as a result of my lack of off-road skills; or otherwise white-knuckled, ignorant, Ohio drivers). This interest seriously caught flame when I decided to stop by the local Ural dealer a few weeks back. Fortunately for Daytonians, the local Ural dealership is only about half an hour outside the city, the next closest being Michigan or Illinois. Heindl Engineering isn’t far from my place, and under normal riding conditions, right near a few of my preferred routes through the corn fields. While it was not as cold as this week, it was another frigid snowy morning when I stumbled in; the local sales rep was certainly happy to escort me around the quaint building and answer my endless barrage of questions.

Prior to stepping into the show room I was aware of the recent upgrades to the Ural lineup, but still somewhat reluctant to consider a Ural a viable motorcycle purchase considering the “quirkiness” of the brand as described on the various message boards. The various threads on the internet had led me to believe that Urals were rudimentary 750 cc motorcycles with extremely outdated technology; requiring the rider to be that much more alert and considerably more mechanically inclined in the garage. What I found at Heindl started to make me think otherwise.

20150110_104652Ural is, to my knowledge, the only motorcycle manufacturer to offer the sidecar setup as a standard model (more like the only option). Better yet, the bulk of the off-the-shelf Urals come with two-wheel drive standard; something most bolt-on side cars cannot offer. After the big revision in 2014, previously antiquated Ural motorcycles now come with all-wheel disc brakes (Brembo up front), Fuel injection (redundant, Dual ECU’s), marginally improved engine performance, and  hydraulic steering dampening. For 2014, Ural offers the glossy “Patrol”; simple, cheaper, yet rugged, “Ural-T” (single wheel drive only; replaced by the “cT” for 2015), the “loaded for the apocalypse” Ural “Gear-Up”, and the “road friendly” “M-70” (telescopic front forks). Having done some prior reading, the Gear Up is most definitely in my sights.

20150110_104702The priorities of this fact finding mission were foremost: quality of the equipment, seat comfort, confirmation of reputation, full list of included options (by model), and maintenance requirements. While cheaper and aesthetically pleasing, I had already ruled out the the new cT considering it lacked 2-wheel drive. The Patrol is very similar in looks, equipped with 2-wheel drive, yet mindful of the mission at hand, the glossy paint seems superfluous considering my purposes. While the most expensive, the Gear Up has all the rugged farkles I require to combat the elements; or at least dig myself out of a snowy ditch. The 2015 model comes with flat powder coated paint in three schemes, gray “Asphalt”, Woodland Camo, and the new age “Urban Camo” that I like most.  While I realize a white motorcycle with gray camouflage sprinkled in probably isn’t the best choice for a snow-faring motorcycle, I’m sure my bright yellow vest will suffice to keep the automobiles alert to my presence.

Rideapart.com Gear Up Review

I was already aware of the snow-faring prowess of the Ural from various articles and Ural photos but I was impressed by all the extras that come standard on Urals and especially the Gear Up. Black powder coated spoked rims come standard, along with a 40 Amp/560 Watt alternator, 5 gallon tank, spare wheel, air pump, luggage rack (Bike & sidecar), spot light, kick-start (electric start standard), tool kit, and my favorite, the entrenchment tool (“shovel” for you civilian types). The entrenchment tool, or “E-tool” as GI’s often call it, was one of my first purchases after basic training; a standard item packed in my trunk when winter arrives in Ohio, which has bailed me out of a snow bank on more than one occasion. I was extremely impressed with the factory tool kit; including tire irons, full set of wrenches, hex keys, and even leather work gloves. It seems like few modern motorcycles come with tools of any kind nowadays (my trusty Triumph came with one Allen wrench, one…); so it’s impressive that Ural outfits their bike with a comprehensive tool kit to do virtually all maintenance on the road. The sales rep mentioned that there are probably better tools available, like tire irons and screw drivers, but the stock tool kit will get you out of a jam, just not as fast as more reputable brands. Even more impressive was the owner’s manual; while most manuals tell you when to perform given maintenance, the Ural manual shows you step by step instructions on how to perform a given maintenance task, including photos. I’m not just talking about how to change oil either, it also includes instructions on how to perform valve adjustments.

20150110_104628Rider comfort still seems a bit ambiguous to me, even after sitting on several models. The Gear up comes standard with a tractor seat, while the Patrol comes with a one peace dual seat that most riders would be familiar with. I have been put under the impression that a good tractor seat is extremely comfortable for the long haul if you’re riding a standard bike (i.e. Russel Daylong saddles), however various Ural reviews has suggested that the stock Gear Up saddle leaves something to be desired. I imagine I would endure the solo tractor seat initially to see how it fit, especially considering I still ride on my stock cruiser seat, but it may be worth the extra cash to upgrade to a little more foam. As a side note, I did think it was cool that the rear luggage rack can be removed and interchanged with a passenger tractor seat for 3-person seating. I can see the wife and I enjoying tandem seating with the dogs riding in the side car on sunny weekends.

20150110_104853There is no doubt that the Ural design is the epitome of bare bones, Kalashnikov-like utilitarianism (it is Russian after all). The blatant copy of the BMW R-71 is undeniable, yet more “stamped” and angular; I actually find it endearing, despite my concerns about longevity and reliability. That aside, from what I can tell, part quality appears legit; I was expecting more dull unfinished aluminum, faded paint with sketchy paint application as a result of poor prepping techniques; yet I was surprised by shiny new parts and otherwise acceptable “fit & finish”. While the engine is exposed aluminum, for a little extra cash I can have the engine blacked-out and the under carriage coated. Considering I have plans to ride a Ural in the absolute worst weather conditions, additional research on the topic of part wear is going to be critical prior to making a purchase. The sales rep did confirm my intentions however; he told me that his lead maintenance technician no longer owned a car, he rode his Ural year-round. He added that his tech could take the company truck, but with heated gear the ride is warm from door to door, whereas the truck would barely be at operating temperature by the time he got to the shop.

20150110_103934Taking home a Ural Gear Up won’t be a cheap endeavor, retailing at $15,999. I would also expect that I would shell out the extra $1,600 for the blacked out engine and undercoating. For some people this seems pretty steep for a 750 cc motorcycle but there’s a lot more to consider here. $8,000 for a 750 seems reasonable, but with a Ural you’re getting shaft drive, worth at least a little more. A bolt on sidecar is going to run you at least $3,500 from a custom builder, minimum; most of which will not come with two-wheel drive, another premium. When you consider what you’re getting, the price starts to make a little more sense; agreed I think it’s still a bit more than I would want to pay, but when you add it all up on the basis of trying to build a two wheel drive sidecar rig that you can repair on the side of the road it makes a bit more sense.

Having seen the equipment up close, I’m more interested than ever in taking home a Ural to satisfy my motorcycle fix between December and March. I could easily have my two-wheeled steed for summer days, then switch to the Ural for rain, snow, off-road, and any trip to the grocery. I have recently jested with friends I might just sell my car and get a new Ural. The Sales rep told me that they held a Ural Demo event last spring; I’ve been patrolling their website relentlessly waiting for new dates to be posted this year. Hopefully this post will see a sequel to include ride review.

Rideapart.com Gear Up Review

Pros:

  • Proven two-wheel drive snow-worthiness
  • Comprehensive tool kit and maintenance instructions
  • Storage and versatility

Rideapart.com Gear Up Review

Cons:

  • Pricey for a “second” motorcycle
  • Reliability still seems ambiguous
  • “Exotic” brand (trouble finding parts?)

2015 Specs:

  • $15,999 Base MSRP
  • 749 cc opposed twin
  • 42 ft-lbs. of torque @ 4300 RPM
  • 41 HP @ 5500 RPM
  • Electronic Fuel Injection (2 ECUs, Redundant)
  • Electric & Kick Start
  • Shaft Drive
  • Switchable Counter-shaft to Sidecar Wheel (2WD)
  • 6.8″ Ground Clearance (unladen)
  • 730 lb. Dry Weight
  • 70 MPH Max Cruise Speed
Posted in Bikes, Opinion | Tagged , , , , , , | 2 Comments

Gmax Brain Bucket: Long term review of the 54S

Posted on February 15, 2015 by MotoADVR

1461268_10201953671155169_1547083814_nWhile I love to debate safety gear, especially the lack of thereof; a helmet is probably the first piece of kit the average rider buys. Overtime I imagine I will touch on the polarizing topic of mandatory helmet laws, but that day is not today. I have had my GMax 54S for over a year now and figured I owed it the honor of an honest review.

November of 2013 rolled around rapidly after stacking up miles on the trusty Triumph that season, but I still had big plans to ride with the local RAT Pack  (Rider’s Association of Triumph) a few short days afterword, but at the time the wife didn’t own a full face helmet. While there are a few motorcycle shops local to the house, we commuted out to Iron Pony Motorsports in Columbus, probably the largest selection of motorcycle gear in the tri-state. Iron Pony is huge; they have a healthy selection of motorcycle helmets to choose from, all with display models you can try on. Helmet shopping with the wife is a very unique experience; for one thing, she’s extremely claustrophobic. For that reason, she doesn’t really care for a full face helmet, and therefore didn’t plan on wearing it often, which dictated a budget price. After some humorous arm flailing “get me out of here” helmet demos, I managed to hustle the boss into a flat black modular helmet, the GMax 54S.

6269_4824427025044_5856718359573500960_nThe wife and I happen to wear the same size helmet so I “borrowed” her sweet new GMax that ironically matched the new Speedmaster. Up until that moment, I was wearing a “gently” used Fulmer M1 Helmet (worn once… maybe). The Helmet was large, which was way to big and wobbled anytime I looked over my shoulder on the freeway; all bad. Being accustomed to modular helmets, I was very happy she settled on the GMax. I personally like the ability to flip up the chin bar at a stop light if I need to talk to anyone, or just need a breath of fresh air. The real selling point for me on the 54S was the integrated sun glasses. Not every rider likes that feature, but I prefer the ability to slide the glasses up or down depending on conditions versus trying to pull over and switch visors or sunglasses; which is a real pain, especially when you ride through a tunnel. I seldom wore the Fulmer after I got my half helmet, but one of my first complaints was how hot it was; virtually a non-issue with the GMax. I avoid stop lights like the plague (2 wheels or 4), however, for the little bit I do spend baking on the asphalt during 85 degree summer days, the GMax keeps you relatively cool. The 54S is well vented (10 vents), especially when riding on the freeways and back roads. I find the road noise inside the GMax completely tolerable, keep in mind I’m “Ramen-noodle” cheap, but other riders may not be as accepting. The same goes for the weight, while I typically ride with the half helmet, I have no complaints about helmet weight. The helmet also comes with an integrated rear LED light for increased viability, which is a cool feature, but certainly not what sealed the deal on the sale. When we bought the helmet it retailed for about $180; but we got it on sale for $150, which I think was totally reasonable for  full size helmet.

For a budget helmet, you can’t beat the 54S, I have only a couple gripes. This may be better, but the “nearest to closed” visor setting is way to much. When it’s raining, foggy, or extremely cold I like to open the visor just a hair; unfortunately the space needed just for venting seems to be between the predetermined “stop” settings on the visor. If the helmet came with a pinlock visor this would probably be a non-issue, but then it wouldn’t be a $150 helmet anymore would it? The before mentioned ventilation is awesome in the summer, but can be considerably chilly in the winter. When above freezing this is a non-issue, but once the temperature dives below 32 a ski mask is mandatory equipment for rides longer than 30 minutes.

My short term helmet loan from the wife turned into a permanent gift when she decided to buy herself a new one; this time in pearl white so I wouldn’t steal it. All in all I would recommend the GMax 54S to anyone; $150, modular, integrated sunglasses, and extremely comfortable in summer weather.

20150215_204425

 

 

 

 

 

Pros:

  • Well Ventilated
  • Modular
  • Integrated Sunglasses
  • Affordable

Cons:

  • Probably heavy compared to better name brands
  • Somewhat noisy on the freeway
  • Fogs up easier than my Fulmer did
Posted in Gear - Maintenance - Safety | Tagged , , , , , | 1 Comment

Surviving the Winter: Motorcycle Maintenance

Posted on February 14, 2015 by MotoADVR

Taking a little joy ride wasn’t the only time I spent with my ride last weekend; I also dedicated about 2 hours to some necessary maintenance that I truly despise: polishing aluminum.

20150213_223736Why… -just why on earth do manufacturers sell motorcycles with exposed aluminum!? From the moment I laid eyes on the sultry Speedmaster I was convinced I needed one; if only I would have known what ridiculous maintenance aluminum wheels would be. Normally, I would try to offer some “tips and tricks” regarding motorcycle maintenance, but under the circumstances I’m pretty much doing things the old fashioned way, by hand.

I climbed down into the basement, gathered my can of polish, a 5 gallon bucket, and some 1000 grit wet sand paper. With a little water in a Dixie cup, I flipped over the 5 gallon bucket for a comfy seat where I expected to spend an hour scrubbing and polishing a wheel. Thus far the only shortcuts I have found have been to use a “Mr. Clean” eraser sponge to clean the wheel, then lightly sand the really bad spots with 1000 grit wet sandpaper, then turn on the elbow grease.

Having watched a few YouTube videos I have been debating purchasing a “polishing ball” (or cone) from the local auto parts store in attempt to more efficiently get this job done, however I realize that there is at least one hurdle. I have two tone wheels (naturally…), so it’s critical to avoid the black paint on the inside of the rim with power tools. I have debated masking the paint off before I start that job, hopefully that will work; still, I’m hesitant because it’s flat black paint, it’s not like I can polish off the tape glue.

Certainly I’m not the first guy to go through the pain of polishing two tone wheels; if you have any advice to share, please leave a comment for the benefit of the masses.

Posted in Gear - Maintenance - Safety | Tagged , , | Leave a comment

Surviving the Winter: Jack Frost blinks

Posted on February 11, 2015 by MotoADVR

January came to an end, despite a short respite which I actually brought the bike back home (…to the porch), she’s sat covered for the last few weeks. Finally, after the outbreak of spring fever, temperatures rose above freezing Saturday and the snow melted. It’s a battlefield out there, don’t get me wrong, but I braved it, just for a couple miles.

20150208_155202So what’s a Moto Adventurer? I have found that I share a taste for photography with other riders that I know; Triumph riders in fact, which is kind of weird (coincidental?). There a million reasons to ride a motorcycle: addiction to speed, addiction to danger, connection with nature, the sights, and the road food to name a few; all of which I am guilty of. I am looking forward to covering the road food  in detail as the “riding season” approaches; but in the interim, the winter offers a unique view of local sights, and thus opportunities to take some of the best photos.

20150208_161119At a balmy 36 degrees, I donned my reliable Firstgear kit, neck-gaiter, winter gloves, and headed out on to the road. Snow was still covering the driveway, which helped keep my mind fresh about what I as undertaking: it’s February, just above freezing, all following a couple weeks of consistent snow on the ground. The roads were significantly salty, decimated by snow plows, pot holes galore -I’m prepped for battle. I try to avoid getting the bike out on salty roads whenever possible. Considering it’s February in Ohio, I tend to be somewhat liberal with that standard as this may be my one shot to ride between now and March for all I know. It was supposed to reach 40-something that day, but the advantage to getting out early is that the snow melt won’t soak the roads and get salt spray all over the bike; which would be bad. A little salt dust is easy to wipe off when I get home, but getting the Triumph drenched from riding through puddles is what I’m trying to avoid. I assume some readers are cringing right about now.

20150207_095208Beyond looking for an excuse to get out on two wheels, I had plans to keep this ride close to home. I knew what the road conditions would be like right around the house, so that would keep the cleanup simple, and hopefully the rubber side down. Since my range was limited, I figured I’d venture out in search of some local “slums” and take some pictures. Dayton is by no means Detroit; but we too took a serious hit in the downturn in 2008. Once the machine tool capital of the world, a significant number of manufacturing companies folded when the economy tanked; over five years later, there are many lots still sitting empty. I have no idea where it comes from, but I’m fascinated by the way nature “reclaims” what humanity once built. There is some form of art in “urban decay”; it’s something that cannot be accurately recreated on a computer or at a Hollywood set. As a kid I was fascinated by the Mad Max series and the post-apocalyptic world, but after years of being a technician for the local cable company, working day after day in Dayton’s worst neighborhoods, “Mad Maxian” images are a lot closer than you think.

11423_10200205971988482_4028339777022561134_nI stopped at the former GM plant to snap a few photos; for those of you unfamiliar, there was an HBO documentary, “The Last Truck”, that actually covered the closure of the Dayton assembly plant. There is a lot more to the story than was covered on TV, to include all of the Delphi Chassis closures prior to the downturn, all of which has left a significant portion of industrial real-estate vacant for years now. Skirting around areas of “legal access” I remind myself of all the left behind tools, sheet metal, and rusty nails lying in wait just to puncture my unsuspecting tires, let alone all the salt; this trend followed me for the next couple hours.

20150207_101029Tooling around town through the industrial districts of south Dayton, I found myself trapped by damp roadways on my otherwise simple return path to the house. Again, I redefine, what is a “Moto Adventurer”? As I’ve said before, my co-workers look at me like I’m nuts, so I take it for granted that folks that ride at “near freezing” temperatures are in the vast minority of American motorcyclists. That being said, this urban adventure turned out to be the discovery of new ways to get home in attempt to avoid wet salt stricken roads.

20150208_161444All in all, it was an awesome morning to be out on the bike. It was just over 40 when I got back to the house, and somehow I was actually sweating (Firstgear Escape pants are amazing). I reached the point where the maze of side roads had so much salt in the intersections that I had successfully painted myself into a corner. So much so I finally admitted defeat and headed for the freeway. The funny thing is… the interstate never felt so good. Last year Old Man Winter was not as forgiving, after a Saturday like this one, I hope Punxsutawney Phil is dead wrong, just like the weatherman, and early spring is on its way.

Posted in Opinion | Tagged , , , , , | 3 Comments

Cleveland IMS: Unsung Heroes

Posted on February 8, 2015 by MotoADVR

There is a lot going on at the IMS every year. Working my way through the crowds that weekend I was left with the feeling of “same old, same old” but after writing the last few blog entries I realize how many photo opportunities I missed. In reality you can spend an entire afternoon at the IMS and not take everything in; custom bike contests, stunt shows, contests, vendors, and demo bikes. Every rider has their own taste and obviously gravitate to what we like to see most, and writing this now, I still wish I would have stayed longer and taken more photos.

20150131_133749Similar to last year, Harley Davidson had a booth right up by the front door. I also assume several dealers where nestled in with the main manufacturing group, again, like last year, the crowd is so thick throughout the Harley booths it’s difficult to get in to sit on bikes and take photos. Admittedly, I’m not a Harley guy; would I ride one? Sure I would. Would I buy one? Probably not; I’m not going to say “never” because that’s just dumb (I do like the Road Glide). I tease my buddies about their brand loyalty (pot, meet kettle), but H-D has their merits; I just wish they’d branch out beyond cruisers. I caught a few looks at the new LiveWire and snapped a photo. I find that the performance of the new battery powered bikes is impressive, but as a long distance rider, batteries just don’t cut it. As a innocent bystander, I have no dog in this fight, but I imagine the LiveWire will be met with mild neglect from the Harley faithful. While I hope it’s a symbol that the American motorcycle staple is going to add more variety to their lineup, I fear it’s more likely to suffer the fate of Buell, or the V-rod at best; it’s hard not to think it’s just a stunt to get the EPA off their backs. Harley had an interesting set up where they were letting folks ride on a few demo bikes; basically on what looked like a dyno. Not a bad gimmick, allowing patrons to sit on the bike and actually “feel” it ride (well, kind of). Between the crowds and the fact that Harley Davidson dealerships are extremely accessible and well stocked, there just wasn’t much for me to see that I couldn’t easily find somewhere else.

20150131_160023Somehow I managed to almost skip Suzuki entirely. Having sat on the Versys, the FJ-09, and the Tenere, I decided a simple photo of the V-strom was good enough. I feel bad, but on paper the V-strom and the Versys appear to be nearly the same bike to me, so I just didn’t put much effort into looking it over after the wife was less than impressed with the Versys. We did walk by the TU-250 model to take a brief look, where I noticed the GW250F which I had never seen before. I can only equate it to something like a 250 cc Bandit or SV650 you put in the dryer. I’ll have to do a little more homework on this GW250F and get back with you; hopefully this is another sign of the expanding “entry level” market. While I didn’t notice it, I assume the DR650 was at the show. I would say that the DR650 would be a qualified dual sport I wouldn’t mind having; but I didn’t bother to take a seat on one considering it in no way shouts “yes, please ride two-up on day on me!”. However, it’s another great single rider utility bike.

20150131_141214I did spend a few moments wondering around the Indian booth. I was really excited when the new Indian came out a couple years back and spent a considerable amount of time in their booth last year. Having been to a few dealerships in the past year, the Thunderstroke 111 is a beautiful engine, on par with a beautiful bike. That said, I can’t do the fenders man; I just can’t. Mind you, I couldn’t afford an Indian Chief if I did want a full dresser; it’s pretty, just not my bag. This year however is the first year for the new Indian Scout, which I had to see up close. For other riders that share my distaste for the long fenders and “fringe” on the Chief models, the Scout is quite the contrast. While the Chief is large, voluptuous, and sweeping; the Scout it angular, cropped, and sporty. In the saddle the Scout feels comfortable, I would say it’s grossly similar to my Speedmaster. The Scout feels light, and has the foot controls right where I would want them (if I wanted another cruiser). I’m a sucker for the new flat paint options, and even the distressed leather which I think tends to be a bit love-hate for most people. I do think that the stock pipes are probably the first thing I would ditch on the bike, I also agree with other folks, the radiator does look a little obtrusive. With the EPA on a rampage, I figure water-cooled is probably an inevitable change to all cruisers, I just hope more attractive means of installing them is found. The new 1200 cc Scout is undoubtedly a potential rival the Sportster 1200 and in my mind even the V-rod. 20150131_151848When I saw the first photos of the Scout I immediately thought “That’s a V-rod”; so I think it’s worth comparing the two more closely. The 69 cubic inch Scout falls just short of the 76 cubic inch V-rod in torque (72 ft-lbs. vs. 83) but weighs 538 pounds versus the 666 pounds of the V-rod. Sticker on the Scout is $10,999 which is $5,500 cheaper than the V-rod. Mind you, the V-rod comes with a 5 gallon tank (3 on the Scout), but I have no idea what other features add up to $5k on the V-rod. The air cooled Sportster 1200 brings 70 ft-lbs. of torque to the party, and weighs in at 584 pounds; sticker price of $10,649. Honestly, I think Indian has done their homework and offered a middleweight cruiser to directly attack two options on Harley Davidson’s roster.

Victory Cross Country Stock Photo

Speaking of Polaris, Victory Motorcycles also has a significant presence at the show. My wife has a hard-on for the Victory Gunner so bad I could probably walk out with one tomorrow if I really wanted one. We’ve looked at the Gunner several times, but putting a pillion seat on the Gunner kind of takes away from the intended look (according to my wife). In my mind, the Cross Country in the logical choice if I’m planning on riding two-up, so we took a brief moment to climb aboard. As it turns out, my wife found the Cross Country pillion pad to be inadequate, which is shocking to me for a touring bike. She said that it was considerably small and felt like she was going to slide off the back. Certainly Victory offers “touring” seats to ride two-up, but for the passenger seat to be anything but plush on this bike is shocking to me.

20150131_140407I have ridden a few Victorys (or is that Victories?), and plan on riding a few more this year at the local demo days. I make jokes about how polarizing water-cooling is among cruiser guys, discussing Harley vs. Victory is even more so; hell even among non-cruiser guys. I’m actually on the fence; the looks that most can’t get past don’t really bother me, but some of the fit, finish, and engine tuning turns me off to some degree. Victory has done an excellent job differentiating themselves from the sea of V-twin motorcycles with their distinct look. Having ridden a few Victorys, what surprises me is how soft the suspension is. Looking up the stats, the Victory Cross Country has 4.7″ rear suspension which is miles in cruiser speak. The downside for me has been that the 106 cubic inch engine is tuned for HP over torque which is completely alien on a cruiser in my opinion. If Victory is diametrically different from Harley, that includes the toque curve apparently. In conjunction with my dissatisfaction with lack of grunt on the low end, some of the fit and finish items like “wobbly” shifter and brake levers, and seemingly “bolt-on” plastic cruise control leaves a bit to be desired. If those are not deal breakers for you, stop by your local dealership where I’m sure they will live up to their motto: “Ride one and you’ll buy one”. Having sampled the used bikes on the local dealer’s used lot, I’ve seen no shortage of Harleys, so they’re doing something right. Most of their models are on the “touring” end of the cruiser section, starting at $17,999, but the Vegas 8-Ball and Gunner can be taken home for under $13,000; which is a sweet deal on a 1700 cc motorcycle.

http://www.motorcycle-usa.com/

KTM brought their sweet connex setup again this year. Sorry, “Connex” is a slang term GI’s use when talking about “container transports” or “Ocean Containers”. KTM has a couple of orange steel ocean containers that open on the sides that they use for their booth display. They brought a big lineup again this year, but being a more street faring rider, I was mostly interested in the Adventure and Duke lineup. Because of the unorthodox setup, the line to get on the bikes was pretty considerable, so much so we actually moved on to the Indian booth and came back. I finally got to take a seat on the new 1290 Super Adventure. I have a friend with a 990 Adventure and I’m already very familiar with what a KTM is capable of. I’m a big fan, like Ducati, KTM takes a toquey V-twin, sheds weight, and adds suspension until they have a “race ready” bike. Without spouting off about how great I think KTM is, I found the 1290 to be ultra tall, so much so I would have to do a lot of research to figure out how to get it lowered; I doubt factory options would be sufficient for my 5’10” frame. I never did get to sit on the 690 Duke like I wanted to, but I’m still pretty convinced the 690 single would be an awesome bike to tool around town on. Along with Ducati, I would say KTM is on my bucket list for “motorcycles to own”… someday.

I’m almost too embarrassed to call myself a motorcycle enthusiast considering I think I spent less time in the Honda booth than I did in the Suzuki booth this year. Last year was a totally different story, I was all about the new Grom, CTX700, CTX1300, F6B, and the CB1100. Unfortunately this year, besides rumors of the “True Adventure” Honda just didn’t seem to have anything new worth looking at. Hopefully 2015 is just a retooling year. When the “True Adventure” is finally released, you better believe I’m going to be all over it. Considering Honda’s reputation for reliability, and their race teams’ performance, I still cannot fathom why Honda still doesn’t have a more dirt worthy “Adventure” bike. It’s just odd for such a successful company to almost be completely absent from an emerging market. If the legends of the Africa Twin are any hint, hopefully Honda will strike back with a vengeance next year.

I think it’s probably only fair to give Can-Am honorable mention even though I didn’t stop into their booth at all. Like so many other things, I also find the Can-Am Spyder to be love-hate among riders still on two wheels. Maybe it’s the engineer coming out in me, but I feel more secure on a trike with two wheels up front versus two wheels in the back. I know it’s not stylish, but neither are helmets and armored gear; I wear both so I guess I’m a square. I will comment that the fully loaded Can-Am is a gas hog that almost makes my car look efficient (like 36 mpg), and the price tag is more than said car. Perhaps Can-Am should consider running two wheel drive up front, that would at least offer me a feasible “winter solution” that I can currently only get with a sidecar. We’ll see if I still feel the same when I’m too old or injured to hold up two wheels.

I’ve looked over the exhibitors list and have yet to find Moto Guzzi or Ural on the list anywhere. Both of which disappoints me considering my taste for Cafe Racers and thirst for a motorcycle that is “Snow-worthy”. Last year there was a local Cleveland dealer that had Moto Guzzi and Royal Enfield; I didn’t see their booth this year and cannot find them on the list; mind you I don’t remember their dealer’s name. Hopefully that will change next year, the addition of Husqvarna would be even better. I also didn’t spy any Cleveland Cycle Werks bikes there either. Last year there was some other Chinese knockoff company selling cruisers/choppers, which I also didn’t see this year (probably for the better); but considering it’s Cleveland, I figured I’d still see CCW.

20150131_162628In closing, your local International Motorcycle Show is an event worth doing at least once. I hope you’re as “blessed” as we are in Ohio to have the show in the heart of winter; that way you can at least look and sit on bikes when you’re lucky to see yours from under the cover in the garage (don’t know so much about that myself). Hopefully next year I’ll take more photos, drink more beer, and take better notes.

 

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Cleveland IMS: Courting the big cat

Posted on February 7, 2015 by MotoADVR

20150131_152715The moment of truth was upon me, after browsing the various wares of the show, I was finally stepping into the Triumph booth. I’ll apologize now for the British obsession, hopefully you can see past it, or get caught up in it with me.

20150131_152706The Triumph Bonneville is an icon that is probably one of the most recognizable motorcycles on earth after the Harley Davidson Sportster. After  the company went into receivership in 1983, the 900 cc triple kept the company afloat until Triumph finally relaunched the classic parallel twin Bonneville in 2000. The new Bonneville combines aesthetic 20150131_152650legacy with modern amenities, and like the Sportster, has infinite customization potential. This year Triumph brought a custom Gary Nixon tribute bike, the 2015 Bonneville “New Church” edition, and the Thruxton “Ace”.

 

20150131_153138It’s probably safe to assume I doled out $15 a ticket simply to sit on the new Tiger 800. The big advantage of coming to the IMS is the no pressure opportunity to see and feel all the new models without having to hassle with sales guys ready to steal you shirt. With no further hesitation, I climbed aboard the excessively tall Tiger 800 XCx. The seat is almost 34″ from the floor; I was without a doubt standing up on the balls of my feet to hold the bike upright, but admittedly I expected this. Triumph offers a 3/4″ adjustment on their factory seats for all the Tiger models, which is pretty sweet. I’ve read several reviews where riders talk about using a given seat height for road or highway riding, and the lower setting for off-road when the reach to the dirt is more critical. Aside from the increased reach caused by the new WP suspension on the XCx, the controls and display look essentially the same as they have from the past few years. There are obviously more menus and whatnot now that Triumph has added “on-the-fly” switchable ride modes, but aside from the cruise control (first in class) everything is familiar. My mind drifting away to endless adventure, I help my wife climb aboard. Tense, awaiting disapproval and fearing a wrecking ball to my dreams of the triple cylinder adventure bike, the wife scoots in close and tells me how acceptable the seating arrangement is. Having her aboard actually compressed the rear shock to the point where I was completely flat footed. 20150131_153152(0)While the factory “low seat” was already on my list of mandatory accessories (additional 3/4″ lower than standard, making the effective seat height 32″), knowing this makes me feel good knowing that when we’re two up around town, firm footing will not be a problem. The XCx comes with pretty much all the farkles short of luggage direct from the factory, skid plate, engine “guards”, hand guards, spoked wheels, center stand, 12VDC power socket, among other things. The Tiger weighs in at 487 lbs., makes 95 HP and 58 ft-lbs. of torque (impressive against my 865 Speedmaster) all for the hefty price of $13,499. I have “master plans” for the new aluminum hard cases (Givi trekker bags, rebadged for Triumph), $1,250 including mounting side racks, and heated grips for $250. All in all it’s a heavy penny for an 800, but I am already familiar with how sporty the Tiger 800 chassis is, combining all the new throttle maps, cruise control, 8″ suspension, and bags for the long haul, I offer this is a feasible touring solution that keeps going when the road ends. Considering that the “roadie” version of the new Tiger was right there, the wife and I tried on the new XRx for size as well. The XRx comes loaded with all of the rider modes and cruise control just like the XCx, but replaces the spoked wheels with cast wheels, maintains the previous model year Showa suspension, and has comfort seats standard. That last point was actually the part I was most curious about. I knew the seat height would be about an inch lower for me on the XRx, but I wanted to see how the boss liked the “comfort” passenger seat. As it turns out, I can save the $250 needed to add it to the XCx, as she said it was so stiff it wasn’t as comfortable as standard.

I was a little salty they Triumph didn’t bother to bring the Tiger Explorer this year. I was hoping to do a side by side comparison between the 800 and the 1200 as far as rider comfort is concerned. I have been debating the 1200 for a while considering it comes with all the creature comforts I really want, including shaft drive; but the price tag is hefty and so it the weight. I suppose if a used model became available, for the right price, I could probably be sold; we’ll see what happens.

20150131_153322(0)Like last year, Triumph brought several of their own custom bikes. Triumph has partnered with (or sponsored, I don’t know which) Icon, Empire (Ernie Vigil & Nick Apex) among others to promote their brand. I’m a really big fan of Ernie Vigil and his company Empire. For the most part they are stunt riders on hooligan bikes, but they’ve done even more for Triumph in the past year. I first found Ernie Vigil in the YouTube video “Scramble Me” where Ernie takes a stock Scrambler on the track, off road, and to pick up his date. 20150131_154435It was pretty sweet to see a stock “standard bike” handle the dirt. Last year Ernie partnered with Icon to outfit custom Tigers to compete in the Mexican 1000 and the Alcan 5000. All the gnarly videos of the Empire boys ripping it up off-road on the Tiger 800 only reinforced my obsession with the bike. Triumph also brought along one of the customized Street Triples from Empire. Some of you probably know these triples from the “Motorcycles vs. Car Drift Battle” series on YouTube. While Triumph didn’t bring the drift machines this year, they did bring the turbo charged Daytona 675 last year.

20150131_154235While unremarkable, I did finally get to see the 2014 Speedmaster up close. The wife and I both were somewhat disappointed to see the sweet new paint scheme on the Speedmaster when it was released last spring; considering we liked it better and just bought black. I’m a huge sucker for blacked out bikes, which I have, however the 2014 Speedmaster is blacker than ever, including solid black wheels, black headlight, black bars, sprocket, I can go on. Ultimately polishing aluminum wheels sucks, and that’s less chrome to wipe down, I’m sold. If you haven’t seen my long term review of the Speedmaster, the 865 cc Triumph weighs 550 pounds, makes 60 HP, 53 ft-lbs. of torque, and goes for $8,399.

20150131_172043Technically Triumph “updated” the Rocket III and Thunderbird Storm this year, while I feel it’s essentially paint and stickers (hopefully we’ll see real upgrades next year). Speaking of blacked out bikes again, there are few bikes as black as the Thunderbird Storm. While the pipes tend to be a bit polarizing, if you’re not loyal to a given brand, the Thunderbird Storm packs a mean punch that should be considered if you’re a power junkie. The Storm makes 115 ft-lbs. of torque and 98 HP as the worlds largest parallel twin; it also weighs like 750 pounds with a $14,999 sticker. Last year Triumph launched two new sister bikes in the Thunderbird line, the new Commander & LT. The new models have the same 1700 cc engine as the previous Thunderbirds, tuned for a more 20150131_172139moderate ride (109 Ft-lbs. of torque), however they included a new custom frame to accommodate what has been heralded as the most comfortable stock seat on a motorcycle. While I’m not particularly interested in a 750 pound motorcycle, these bikes will be in consideration when I finally decide to calm down in the corners. The Rocket III is a whole other story; I won’t spout on about the new features because I honestly don’t know what they are. What I do know is that the Rocket III is a 2300 cc mammoth of a motorcycle. From afar you see a massive muscular cruiser rolling up on you, only to be mystified by the sound of s triple cylinder engine. The “Roadster” tipping the scales at 808 pounds makes 148 HP and over 150 ft-lbs. of torque. I’m told it’s deceivingly sporty, but I think it will be some time before I discover it for myself.

20150131_151358I’m of course quite at home in the Triumph booth, considering they don’t make a motorcycle I wouldn’t want parked in my dream garage (and I’m at the dealer like once a month). Like Yamaha and Kawasaki I feel that they have a wide variety of models to choose from. While disappointed that certain models were not brought to the show this year, I think I was more disappointed in the representation of the staffing of the booth. For whatever reason they couldn’t be bothered to say hello to anyone when we were walking around the book at mid-afternoon, mostly talking among themselves. Fortunately a rep volunteering in the booth from the local Warren Triumph dealership finally came by to make casual conversation. I suppose it sounds petty to be put off about customer service at a “Trade Show”, but I’ve run booths at trade 20150131_152009shows. You never know who the next person walking into your booth may be. It may be some college kid with no money, or it may be the purchasing manager for a fortune 500 company, so girls chatting on their phones at the “stand” really irks me.

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Cleveland IMS: The Kawasaki that surprised me

Posted on February 6, 2015 by MotoADVR

20150131_140140All the hype last year seemed to be about the new supercharged motorcycle, the Kawasaki H2. I admit that I recognized the photos, and realized that supercharging a motorcycle wasn’t necessarily something new, but doing so on a mass production scale was way “off the reservation” by today’s standards. That being said, I wasn’t20150131_140210 rushing over to the magazine stand to consume the latest reviews; a track performance sport bike is probably not in my near future, to say the least. I’m of course not going to kid you, even I’m somewhat of a gear head, so given the opportunity, I’m going to snap a photo; if nothing else to whet the appetite for the rest of the speed demons I know. I salute Kawasaki for the effort made, raising the bar, inviting mass publicity to their brand, and hopefully some of this race technology will make its way down to the entry level bikes over time (turbo charging your economy 4-banger is becoming more standard in cars these days after all). If you’re looking for the rundown on the new H2, I’ll leave you with this.

If you haven’t detected the common theme over the past few posts, my mission to find a sport touring and or “adventure” bike is pretty much what led me to the Kawasaki booth. Kawasaki is now making their “Adventure” bike, the Versys,  in 650 & 1000 cc now. Admittedly, the Versys (Versatile System) is not all that unlike the Hypermotard, Multistrada, Tiger 1050, V-strom, and the FJ-09: while folks may apply the word “Adventure”, from the factory these bikes are very minimally, if at all, designed to be ridden off-road in their factory form. Most of them with 17” front & rear wheels, roughly 5” of suspension travel, and street tires. While I wouldn’t say this completely disqualified the Versys from the list, the look on my wife’s face suggests there are other bikes in my future. As a side note, I have seen many a thread on Adventure Rider (among other boards) about off road adventures on a Versys, so if you’re also researching sport touring options, look it up.

20150131_164307A few steps away sat Kawasaki’s “new” Vulcan 650; “I’ll bite” I said to myself and plopped down on the demo model. I had actually just read an article about it the other day; Kawasaki slightly re-tuned the Ninja 650 engine for more low end torque, threw in some cruiser looks, and marketed it as the new 650 cruiser. While at first this seemed like a total snooze to me, after reading more I discovered they included 3 position adjustable foot controls, handle bars, and rider seats. So, suddenly the “it’s a 650, so what?” crowd has something to consider: All the large manufacturers are vying to entice new prospective riders onto their brand, now Kawasaki has made fitment of the first bike easier than ever, at no extra charge. 20150131_170339Mind you, I knew all this when I sat on the demo; what happened next surprised me: suddenly my dedicated passenger climbed aboard a demo, solo. A wise Kawasaki representative walked over and started up a conversation about all the options available. Unbeknownst to me, Kawasaki brought enough Vulcan S models to outfit one in each “rider size” so you can sit in three different control configurations; the Boss was sold. She’s been practicing on an ’82 Honda 650 Nighthawk, which is somewhat intimidating because the center of gravity is so high; Not with the Vulcan S, 27” seat height, 498 lbs. wet, and completely customizable control and seating options. While it’s not very high on my “want” list; make no mistake, if the wife decides she wants one, I will have no qualms about riding it to work when the temperatures get well below her comfort threshold; and do so gladly. Rumor is that it’s quite sporty, and for “entry level” $6,999 (without ABS) is a sweet deal when you can pick a seat that actually fits your posterior without having shell out $300 extra.

20150131_170138“Workhorse”; that’s pretty much what I think  when I see the KLR 650. Until typing this, I knew Kawasaki has built the KLR for some time, but had no clue it first came out in 1987; needless to say, the resume is long, the posts on Adventure Rider about the “legendary” KLR are longer. If I grossly stereotype Japanese motorcycle companies: Honda means quality, Yamaha has everything, and Kawasaki knows dirt bikes; I assume the KLR is no different. If I take the booth rep’s comments in this context, the latest iterations of the KLR have been to give an otherwise qualified dirt bike better road manners. Without rambling on further, I climbed aboard contemplating what traveling the globe 20150131_170134 on the KLR would be like. I managed to coax my better half into joining me with kind of a “are you sure?” look. To my disbelief, the passenger seat was apparently quite comfortable. I wouldn’t say she was as impressed with it so much as the Super Tenere, but satisfied nonetheless. This has left me only more confounded  on finding the “all purpose” bike, fearing that a 650 doesn’t have enough “umph” to run two-up to my liking; while at the same time thinking “we’ll, it is a single…”. The KLR weighs 432 lbs. on the road (or off), and stickers at $6,599 which is impressive. Anyone looking for the ultimately (one-up) utilitarian machine should probably take the KLR into consideration.

I wasn’t going to leave the booth without at least taking a second to sit on the Concours as well. Similar to the FJR, I think that the Concours is a sporty budget touring bike. There have been many articles written about it so it was only fair I give the bike a chance. Right about the point where my wife was about to tell me “it’s okay… but…” a couple of guys selling raffle tickets for a new Harley FL… something… start shouting “She’ll like sitting on this a whole lot more!”. So anyway, she’s still not a fan of all the plastic; but for those interested, the new Concours starts at $15,499 (that’s a good deal on an ST), is a 1352 cc four cylinder, has about 4.5″ of suspension travel, shaft drive, and weighs 690 lbs. road ready (that’s a beefy ST, but it’s still not “up” to Honda’s standards).  If dirt was out of the question, the Concours resume is substantial (first model was in 1986) and this bike would be on the short list (but probably the bottom).

Like the Yamaha booth, I didn’t spend a whole lot of time looking over sport bikes and cruisers, but it’s worth mentioning that the “small” Ninja was recently upgraded from 250 ccs to 300, hence the onset of the new Yamaha R3. I’m hoping that this is forming a market trend as manufacturers begin filling in the gap between 250 and 650 cc bikes.

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Cleveland IMS: Yamaha – A bike for every taste

Posted on February 5, 2015 by MotoADVR

RossiYamaha is obviously known for many things: Valentino Rossi, goes without saying; the YZF-R1, which certainly has its own following akin to the GSX-R; the FJR, the FZ1, the new FZ-09… I can go on (let’s not forget dirt bikes either). This list is only getting longer and more interesting with the latest editions to the Yamaha; the new R1, R3, and long awaited FJ-09 (the “MT-09” has been available overseas for a while now). There was a lot to see in the Yamaha booth, and sadly, I still didn’t sit on all of them.

20150131_140017My number one target in the Yamaha booth was the FJ-09. I’ve been sore with Triumph since they stopped importing the Tiger 1050 into the states in 2013. Okay, so maybe it’s odd for a “cruiser guy” to be so enamored with standard bikes, but what can I say, I respect that a certain tool is designed for a certain job. At any rate, for some reason Triumph decided that a 1050 “sport touring” bike (emphasis on sporty performance) wasn’t for the U.S. market; fortunately Yamaha kept their eye on the prize and moved the MT-09 into the U.S. and called it the FJ-09 for sport touring. I rode the ’07 Tiger 1050 last summer, and was very impressed with its handling, cushy ergos, plush ride, and absolute sportiness. As previously stated, my tail-gunner was less than impressed with the seat; based on initial views via the web, the FJ-09 seems to have a less steeply slopped pillion seat, and reasonable reach from the seat to the asphalt.

20150131_140027Yamaha took the 847 cc triple from the acclaimed FZ-09, increased the suspension, slapped on some angular covers and called it a “sport touring” bike aimed at riders that don’t want the 650 pound yacht that is the FJR, Trophy, Honda ST (more like 750 lbs…), and the BMW 1200 RT. The new FJ-09 has roughly 5″ of travel in the front and rear suspension and weighs about 462 pounds on the road. I’ve been unable to locate the performance specs, but I assume they’re on par with the FZ-09 (107 HP, 61 Ft-Lbs.); All in all, it looks fantastic on paper. From actually sitting on the new FJ it seems sporty and nimble like the 1050 (if one can determine that while parked), but the boss says it also suffers from the same problem, pillion seat is a no-go. While the FJ-09 is more acceptable than the Tiger 1050, less steep, the height difference is reasonable, but the same “cliff” between the two makes aggressive riding somewhat more uncomfortable (or so it seems). That aside, the new FJ-09 is hot! If you’re in the market for an on-road only, single rider, well rounded motorcycle, you’ll want to take a look at this ride.

While the FJ-09 was the bike I really wanted to lay my hands on, the Super Tenere is also on the short list of qualified “adventure-esque” motorcycles I wanted to look at. I personally feel that the Super Tenere is the most inexpensive of all “adventure bikes” based on its weight class, but it also has the least farkles and based on past reviews, is the least dirt worthy. Those points aside, a bike my wife likes and finds comfortable is more likely to find its way home (and sooner), so we climbed aboard the newest Super Tenere. Admittedly, I’ve done very little homework on the new Tenere  (prior to this post), but I was actually impressed once I straddled the seat. It was quite a reach to the ground on the BMW 800 & 1200 GS models, but I was shocked by Yamaha’s 1200, it was very comfortable and easy to put my feet on the ground (I’m 5’10”). The wife was really impressed with the pillion seat, 20150131_161603apparently it was quite ample after the GS models and still permitted her to scoot up close to me without hanging off  the “cliff”. I had pretty much dismissed the Tenere up until now; while I have aspirations for established off-road prowess, the budget Tenere has earned some points with comfort, price tag ($16,190 ES model), shaft drive, and the boss approves of her throne. As it turns out, Yamaha has finally added cruise control, electronically controlled suspension, advanced throttle mapping, and rumors of heated grips being included on the ES (can’t find that on their website for some reason); the only thing left now is to fix the pesky ABS issue (not needed off-road).

20150131_135608Every rider has their own taste, cruisers, baggers, tourers, super sports, and so on. While I haven’t seen a motorcycle I didn’t like, certainly I too have my favorites. I like to put in long days in the saddle, so utility has become the standard by which all bikes are measured for me; at same time, I can’t explain my eclectic taste for cafe racers and vintage bikes. That brings me to the new YZF-R1, the bike I knew nothing about until last month, and against 20150131_135616the competitors – I’m impressed. I spent some quality time with a copy of Cycle World magazine last month and read it cover to cover, including this bit on the R1. While I dream of the day I can have a sport bike in the stable, it’s probably a long way off, and therefore I’ve not dedicated much research to the topic. Ultimately the sport bike designers have begun pushing the limits of street legal engine performance, first Kawasaki with the new H2, Honda responding with basically re-badged MotoGP bike (neither of which can most of us afford), and Yamaha with a revamped R1 including all the best features of modern Grand Prix race bikes. I’ll spare you the details, sprinkle in a few photos; check out the article, I look forward to hearing more about it this summer.

Not far from the R1 display was the FJR; this whole quest for the “adventure bike” actually started from looking at sport touring bikes; I quickly discovered I can get more for less in an adventure bike (plastic and foam are expensive apparently…). I have realized however that the FJR is a budget touring bike, and readily available used, so I wanted the wife’s opinion. Climbing aboard it was everything I expected; I have sat on the FJR and Triumph Trophy several times at other dealers, but never with the wife aboard. My fear has been thus far that the leaned forward position of the “driver” would get tiring on long freeway stretches, but certainly that can be fixed with risers. Ultimately I was met with what I can best describe as “meh” from the boss. The pillion was apparently comfortable, but she’s just not ready for the typically sport touring styling. For those of your interested, the new FJR is $16,980 for the ES model, 1298 cc, has about 5″ of suspension travel, and weighs 644 pounds (again, unable to find performance specs – sigh).

20150131_161843We took a few moments to take a very quick look at the FZ-09 and FZ-07; the wife sat on both. I’m a big fan of both, and would love to take each for a test ride… someday. The wife is still not convinced that she likes the leaned forward position of sport bikes just yet; we’ll see. If I am not already in habit of repeating myself, if you’re in the market for a roadster/hooligan bike, check out both of these rides (especially that triple… oh the sound!). I’ll also give honorable mention to Yamaha’s SR400 here, while we didn’t sit on it, it’s Yamaha’s budget street legal classic (similar to the TU250). Somewhat classic cafe look, 400 cc, $5,990 new, 384 pounds, kick start only. 20150131_162423That last bit is probably the deal breaker for some new riders; while I think it’s cool, I kind of hope Yamaha decides to add a starter (especially for the price of a 400). Speaking of starter bikes I also want to comment that Yamaha has also thrown their hat into the “300 cc” ring  with the new R3, going right along with my sentiment that they have a bike for every rider. I’ll add that to the list of bikes I meant to sit on but didn’t take the time.

20150131_162343Unfortunately I’ve probably let down any cruiser fans that are reading this, I took all of about two seconds and sat on the new Stratoliner, but that was about all the time spent looking at Star motorcycles. No disrespect intended, the whole place was very busy, just didn’t have time to dedicate to cruisers. I will add that I’m glad other manufacturers are putting fairings on their cruisers; I don’t care for them, but it breeds competition, and that I do like. The new Stratoliner looks pretty good, I’ve ridden other Star cruisers in the past and believe it’s a quality product; you’re likely to catch more about them if you hang around the site long enough.

All in all, Yamaha had a packed booth with a lot to see. I felt like I spent a reasonable amount of time in each booth, but now sitting here typing this, it’s apparent I missed a ton photo opportunities and details on new models – lesson learned. Hopefully next year I can curb my excitement and focus on content.

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Surviving the Winter: When the fever hits

Posted on February 4, 2015 by MotoADVR

Screenshot_2015-02-04-09-44-43That moment when suddenly the temperature breaks freezing, you look outside and see the sun shining. You look down at your watch, the gears start spinning furiously in your mind; trying to figure out how you can blow off the rest of the commitments for the afternoon. All focused on one thing… the ride.

Ten minutes; just starting the engine, feeling the wind in your face, leaning into the curves; just for ten minutes, it’s all worth it.

There’s no medication for this disease, no doctors, no counseling, no 12 step program, no support groups; …only the fever; and the comradery among those who also suffer from it.

I turned on the coffee pot this morning, opened the kitchen blinds, and looked out the window expecting a heavy coating of frost on the car; but no, only the damp morning dew on the glass and hint of moisture on the pavement. That’s when the spring fever hit.

“Is it possible?”

“Is this the day the freeze breaks and I can finally hit the road to the office?”

Frantically looking down at my phone checking the weather report: low 40’s today.

“Can it be…?!?”

No. It Can’t. Wintery mix by 5 PM. Naturally… dreams crushed, yet again by Mr. Meteorologist. Suddenly I start debating… is today worth taking a half day? Shedding afternoon appointments just feel the open road? Hasn’t the weatherman been (stone cold) dead wrong all winter?

Yes and Yes, but my logical sense finally wakes and common sense prevails; a long weekend in June is going to go a lot further than a frigid hour in January.

But there’s still hope, 32 on Friday and 40 on Saturday. Six more weeks Old Man Winter… you can only hold on to your death grip for so long.

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