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JULY 2015INSIDE

ROAD TESTS & FEATURES32 FIRST RIDE / 2016 APRILIA RSV4 RF

Aprilias superbike joins the 200-hp club.

38 FIRST RIDE / 2016 APRILIA TUONO 1100 RR

Theres no replacement for (even more) displacement.

40 MC COMPARO / SCHOOLS OUT AND ITS TIME TO START RIDING

A lightweight-sportbike shootout to start your summer right.

56 ROOTS / RUPP ROARIN

When one man from Ohio made Japanese manufacturers tremble.

62 BRICK RIDE / ANOTHER BRICK IN THE WALL

A snow-bound start to the Sturgis 75th Anniversary celebration.

71 MOTO INTRO / A GUIDE TO GETTING STARTED IN MOTORCYCLING

So you want to become a motorcyclist? Your journey begins here.

www.motorcyclistonline.com 5

MCY0715_TOC.indd 5 4/27/15 2:54 PM

CONTENTS CONT

DEPARTMENTS

8 COOKS CORNER

10 UP TO SPEED:

Its the end for Erik Buell Racingfor

now; remembering Dane Westby; Rossi

to ride Goodwood; could your next dual-

sport be powered by a fuel cell?

22 BEHIND BARS

24 CODE BREAK

26 DRAWING THE LINE

28 MC MAIL

30 ME & MY BIKE

80 GEAR: Beginners Grab Bag

81 MC TESTED

EDITORIAL

EDITOR IN CHIEF Marc Cook

EDITOR AT LARGE Aaron Frank

ROAD TEST EDITOR Ari Henning

ASSOCIATE EDITOR Zack Courts

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COLUMNISTS Keith Code, Joe Gresh, Jack Lewis,

Ed Milich, James Parker

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IN THE GARAGE

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ART DIRECTION AND DESIGN

ART DIRECTOR Kathleen Conner

PHOTO AND VIDEO SERVICES

PHOTOGRAPHER Jeff Allen

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Buddy Baker, Mitch Boehm, Tim Buche,

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Milagro, Tim Sutton, Garrett P. Vreeland,

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GARAGE83 DECODER RING:

Knock sensor Whos there?

84 GASOLINE 101

Part 2: Lets Talk About Ethanol

86 STREET SAVVY:

Mistakes Made, Lessons Learned

88 RETAIL CONFIDENTIAL:

Sky-High Used Prices?

90 HOW TO: Undress Your Bike

94 SMART MONEY:

20032009 Ducati Multistrada

96 DOIN TIME

106 MEGAPHONE:

Paying It Forward

ON

THE

COVER

Ace lensman Kevin Wing captured the KTM

RC390 and the Yamaha YZF-R3 in their

natural environmenta snakelike strip of

pavement. Turn to page 40 to see how four

of todays best small sportbikes stack up.

SINCE 1912 / MOTORCYCLISTONLINE.COM

6 MOTORCYCLIST

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COOKS CORNER

CONNECT motorcyclistmag motorcyclistonline @MotorcyclistMag

GENERATION GAPthe same time new and returning riders

were lapping it up as an alternative to the

quarter-liter machines or the four-cylinder

supersports on the menu. And they

were better for it, since the SV balances

performance and forgiveness brilliantly.

For almost a decade, until the unfortunate transition into the

misguided SFV650 (nee Gladius), the SV650 was a touchstone,

the bike Id recommend to just about anyone. Post Gladius, I

counseled nding a good used SV.

Now I dont have to. Yamaha, on a pretty hellacious tear with

innovative and affordable new product, now has the FZ-07.

Adjusted for in ation, the SVs introductory price is $8,100 in

2014 dollars, making the FZs $6,990 MSRP seem even better.

Its not just that the Fizz is a good value; its also a rollicking good

motorcycle, a true and worthy successor to the SV. How good?

To nd out, I took an afternoon and rode my near-stock 2000

SV650 naked back to back with the FZ-07.

What youd think would be most different actually was

not. Yamahas 689cc parallel twin uses a 270-degree crank

arrangement and balance shafts to provide an interesting aural

and vibratory signatureits unique like a V-twin but has its

own feel. If anything, the Yamaha has stronger midrange along

with much snappier throttle response than my carbureted SV

offers. The SVs engine still feels good, but the FZs is sharper,

tighter, and a bit more modern.

A development gap of 16 years shows up in the chassis,

most notably the size of the machines. The FZ feels tiny, super

agile, but still stable enough for beginnersplus the seat is

low and narrow, and the

reach to the bar is minimal,

almost too tight for me. By

comparison, the SV feels

about 115-percent scale,

which makes its similarly

soft suspension seem ever

more so, and ampli es the

inherent crumminess of

the stock brakes. Back in the day, we didnt

complain much about the SV, but the FZs

binders, while still not world class, are a good

generation ahead of the Suzukis.

More than anything, though, these bikes

reinforce the brilliance of the typea

compact (but not too small), modestly

powered (but not under-powered), competent

midsize sporty bike that doesnt ask too much

and always over delivers. Inherent, true

balance without affectation. Im sorry that

Suzuki doesnt make the SV any longer, but

Im more than happy that Yamaha will.

Sixteen years ago, Suzuki delivered upon us the SV650, a

machine some believed cribbed a little too liberally from

the Ducati playbook. In our rst road test, the late Greg

McQuide described the SV pulling away from a much more

powerful TL1000 up a mountain road and posed the question:

Whether or not this is enough to satisfy the US markets

tastes, however, is a question that remains to be answered.

At a time when horsepower was king, we openly wondered

if a balanced, modestly quick sporting naked would succeed. Its

68 rear-wheel horsepower was well up on the previous class

sweetheart, Hondas Hawk GT, but still trailed Suzukis own

Bandit 600 by a quintet of ponies. At $5,699, it was inexpensive

but not cheap. Nothing from the outside, not even the pretty

aluminum frame with cast and extruded pieces, gave voice to

the rambunctious toy the SV really was.

Sales? We didnt have to wonder long. The SV moved very

briskly from the start. Experienced riders embraced the SVs

quick but not overly sharp handling, the lovely cadence of the

645cc, 90-degree V-twin, and the sense of con dence this tidy

little motorcycle provided. But most important was that the SV

transcended ranking. Old hands were ocking to the bike at

Yamahas sporty FZ-07 parallel twin carries the SV650s carefree atti-tude forward into 2015.

Old hands were ocking to the

[SV] at the same time new and

returning riders were lapping it up.

MARC COOK

BRIAN M

ACLEAN

8 MOTORCYCLIST

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EDITED BY ZACK COURTS

ERIK BUELL RACING CEASES OPERATIONSThe American

Manufacturer Shuts

Doors for the Second

Time in Six Years

Erik Buell Racing enjoyed a successful introduction of the

1190RX and 1190SX sport-bikes, a promising technical and nancial partnership with Indias largest motor-cycle manufacturer, Hero MotoCorp (which paid $25 million in July 2013 to purchase a 49-percent stake in EBR) and wild re growth that saw the rm expand from just a handful to more than 120 employees in less than three years. Even so, the Wisconsin-based company couldnt keep up with nancial pressures and, faced with a reported $20 million in outstanding liabili-ties, entered a receivership to seek protec-tion from creditors on April 15.

At this time Im not able to say much at all, Erik Buell told us in a phone interview shortly after the announcement. What I can say is this: We had what we thought was rock-solid funding in place, and when that deal didnt come through, we were left with no other option. Buell would not comment on the status of EBRs relationship with Hero, nancial or otherwise. Its just not worth talking about whats in the past, he said.

EBR has led for something called Chapter 128 protection, a Wisconsin alter-native to bankruptcy intended to help a debt-burdened company restructure with the intent to resume operations. Bids will now be solicited for the company, with the winning bid to be selected by the court.

I believe its in good hands right now, Buell said, the best possible. [The receivers have] said all the right things. Its their rst job to get as much as they can for the company, to protect the interests of the creditors, to support our vendors, dealers, and customers. I expect they are going to work as hard as they can to keep the company together. Thats obviously the way it has the most value.

This is clearly a major setback for the American sportbike manufacturer, but the almost-pathologically optimistic Buell remains positive about the future of the company. I will say this: Its a much better situation right now than we were post-Harley-Davidson, when we didnt even have a name to move forward with. The work we did as EBR has moved the ball much further down the eld.

The fate of EBR remains to be seen, but no one knows better how to make a come-back than Erik Buell. We likely havent seen the last of him yet. Aaron Frank

JIM M

OY, PAT

RICK DALY

At approxi-mately the same time we learned of

EBRs sudden demise, mutter-

ings on the Internet exposed patent drawings linked to Erik Buell patenting a gasoline/electric hybrid motorcycle with a peak power output around 400 hp.

RUMOR MILL

Even $2,000 discounts

didnt improve sales of the

$19K American superbike.

1983Erik Buell builds his f rst eponymous motorcycle, the race-only RW750.

1987Buell Motorcycle Company releases its f rst Harley-Davidson-powered bike, the RR1000 Battletwin.

1993Harley-Davidson acquires 49 percent of Buell Motorcycles.

2002Erik Buell is inducted into the AMA Motorcycle Hall of Fame.

2003Buell Motorcycles becomes a wholly owned subsidiary of Harley-Davidson.

2006Buell Motorcycles produces its 100,000th bike, a Ulysses XB12X.

2007Buell releases the liquid-cooled, Rotax-powered 1125Rthe f rst non-Harley-powered Buell since 1983.

2009Harley-Davidson discontinues Buell Motorcycles. Erik Buell Racing is formed within weeks.

2011The $43,000 EBR 1190RS, Buells f rst post-Harley-Davidson product, is revealed.

2012Erik Buell Racing part-ners with Hero MotoCorp, Indias largest motor-cycle manufacturer. Hero purchases 49 percent of EBR the next year.

2014The company enters the World Superbike Championship with the all new EBR 1190RX superbike.

2015EBR ceases operations and enters receivership, citing f nancial stress.

10 MOTORCYCLIST

MCY0715_UTS.indd 10 4/28/15 2:01 PM

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old-school style and modern urban performance. The Bolt R-Spec adds piggyback shocks plus textured seat. And the all-new Bolt C-Spec features caf racer styling,

sporty clip-ons and a solo seat. Throw in an endless array of Star Custom Accessories, and youve got the ultimate expression of true freedom.

For your nearest Pro Yamaha dealer and to learn more about the 2015 Bolts, visit StarMotorcycles.com

Dress properly for your ride with a helmet, eye protection, long-sleeved shirt, long pants, gloves and boots. Do not drink and ride. It is illegal and dangerous. Star Motorcycles and the Motorcycle

Safety Foundation encourage you to ride safely and respect the environment. For further information regarding the MSF course, please call 1-800-446-9227. Professional riders depicted on

closed courses. Specifcations subject to change without notice. Some Bolt motorcycles shown with optional accessories. 2015 Yamaha Motor Corporation, U.S.A. All rights reserved.

Scan to see the 2015 Bolts in action.

BC_040562_MCY0715P.indd 1 4/21/15 3:47 PM

DANE WESTBY:19872015

A Rising MotoAmerica

Star Taken Before the

Season Began

On March 23

of this year,

professional

roadracer Dane

Westby died from

injuries sustained

in a motorcycle

crash in his home-

town of Tulsa, Oklahoma.

Westby was returning home after

eating dinner with his parents when

his Honda Hawk GT streetbike struck

a utility pole. The exact circumstances

of the accident are not known.

The accident occurred less than

one month before the inaugural season

of MotoAmerica competition was set

to begin at Circuit of the Americas

(COTA) in Austin, Texas. Only one

week prior, Westby had set the fastest

time in Superstock 1000 testing during

a two-day MotoAmerica test at COTA.

BRIAN J. NELSON

town of Tulsa, Oklahoma.

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FUEL-CELL SUZUKI

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Suzukis 2016 GSX-S1000 naked bike has been announced but will not see American shores until summer of this year. Our British colleagues have ridden it and say the soul of the beloved GSX-R K5 engine is alive and well in the GSX-S. Our f ngers are crossed.

RUMOR MILL

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LOW POWER, HIGH STAKESSmall-Bike Racing Takes Of Around the Globe

Elsewhere in this issue youll read about the many practical uses of small-

displacement machines. The 250cc (and smaller) motorcycles that we think

are tiny here in the US market are ubiquitous in many countries, where

racing these small-bore bikes is popular. KTMs RC390 features in the ADAC

Junior Cup in Europeas well as ve rounds of MotoAmerica competitionwhere

young racers can cut their teeth on factory-prepared equipment.

On the other side of the world, MotoGP and World Superbike sanctioning body

Dorna has teamed with Shell and FIM Asia to create the Shell Advance Asia Talent

Cup. Young riders from Southeast Asia and Australia will compete on single-cylinder,

purpose-built Honda NSF250R race machines in six rounds during 2015, mostly

coinciding with Asian rounds of World Superbike and MotoGP Championships. ADAC MOTO

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02.20.2015 14:18 AdID: 38530 MCY0515

FLAT TRACK AT THE

X GAMES AUSTINFlat tracks comeback continues,

this time by being added as an

event at the X Games Austin 2015.

Harley-Davidson sponsored two

exhibitions last year, which were

successful enough to make at

track the latest addition to the

list of medal events. The race is

scheduled to be broadcast June

4 on ESPN at 9 p.m. EST. The

winner gets a gold medal and a new

Harley- Davidson Street 750.

VEE TWO RITORNO ENGINERejoice, Lovers of the Bevel-Drive

Ducatis rst desmo V-twin engine

was the air-cooled SOHC bevel-

drive design that powered Paul

Smart to victory in its competition debut

at the 1972 Imola 200 and Mike Hailwood

to his legendary comeback win in the

1978 Isle of Man TT. Replaced by the

belt-driven SOHC Pantah motor, it disap-

peared in the early 1980s. Since that time

parts for the thousands of bikes built with

this engine have essentially dried up.

Vee Two Australia, a small company

located south of Perth in Western

Australia, has addressed this by devel-

oping a brand-new air-cooled bevel-drive

desmo V-twin engine. The Vee Two

Ritorno (Italian for comeback) Twin

measures 88mm x 74.4mm for a capacity

of 904cc, and Vee Two claims that in

racing form the engine will deliver around

120 hp and 63 pound-feet of torque.

The mill is an externally faithful repro-

duction of the factory NCR race

engine used by Mike Hailwood

to win the 1978 Isle of Man TT,

with the crankcases and other

major castings sandcast in high-

strength heat-treated aluminum,

and the many external covers

cast in magnesium. The best

news? All of the new parts will

be interchangeable with existing

bevel-drive engines.

Alan Cathcart ALA

N CAT

HCART, HARLE

Y-DAVIDSON

MCY0715_UTS.indd 18 4/28/15 2:01 PM

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BC_040553_MCY0715P.indd 3 4/21/15 2:03 PM

BEHIND BARS

Jack Lewis writes preternaturally clean copy, grievously stained by lthy words. In addition to journaling his motorcycle misadventures in Motorcyclist and on jaxworx.com, Jack has released books, including an Iraq military memoir titled Nothing in Reserve and the de nitive work on (Jacks) motorcylcle riding, Head Check. We recommend them.

JACK LEWIS

SHASTA W

ILLSON

SKINNED ALIVEDave Hansen (now retired) is the son-in-law of founder

Ross Langlitz. Hansen taped me in 1980, guesstimating space

for lling out. He must have nailed it because I wore that brown

Cascade model through 2005. My jacket came imbued with a

personal mission: to grow into it.

And then out of it. My Portland-built ensemble now features a

goatskin Columbia and Western pants with 30-inch leg zippers.

Its low tech, high quality, and even a guy with interesting X-rays

can don the whole suit in 10 seconds without shucking boots.

Hansens Law: Leathers cant help you when theyre hanging in

your closet.

When racer Ross Langlitz founded the leatherworks, hed

already lost his right leg to a nasty bike biff, but his event was

speedway, and he could still slide to the left.

What he couldnt do was buy sturdy leathers that didnt ride

up. Happily, Ross was more than a racer. He was a professional

glover and inveterate innovator. Sitting at a leather sewing

machine over a pile of hides, Ross reinvented the archetypal

biker jacket with cuff zippers, wind ap, diagonal front zip, and

leather zipper pulls. Like Schotts Perfecto but with doughty,

industrial-grade build quality.

If you dont ride, Langlitz will try not to sell you a jacket. You

could be elbowing aside a Portland motor of cer or a three-time

loser trying to get patched in before he sinks back into the joint.

Unless you spot your size on the crowded rack of trade-ins

and seconds, your grati cation wont be instant. The whole crew

vacations twice a year and lets their landline ring through to

messages, but youll still get your jacket in a couple of months.

Theyll advise you to order your leathers in sensible black

to hide gashes, grime, and chain lube. Black also holds resale

value better. You will gain weight or quit riding within your

jackets half-century service cycle.

There are no seasonal

offerings, viscoelastic pads, or

bold new graphics. If the jacket

with your name stamped inside

doesnt t perfectly, Langlitz

will cut you another one, no

questions asked.

Across Europe, Asia, and

even New Jersey, youll nd

instant fraternity.

Hey, is that a Langlitz?

Yup, but it aint my rst one. God willin

and a tailwind, it wont be my last. Dave

Hansen believes in an afterlife wherein hell

be accountable not only to God but to Ross

Langlitz personally. I dont know about all that.

But if I wake up in Valhalla, Ill already be

dressed for dinner.

Portland wasnt cool when I grew up in it.

Now a hipster-topia of microbreweries, chocolatiers,

and the legendary MotoCorsa Ducati outlet, I remember

it as a decaying ex-boomtown with gutters full of smashed

Blitz shorties. The coolest bike shop we had was the teetering

bone pile of the Sandy Bandit, and if you lived on the Willamette

waterfront, your home was not a condo. It was an appliance box.

Theres something cool everywhere though. Since 1947

straight through the Cold War, recession, and the felling of

Oregons timber industryLanglitz Leathers (langlitz.com)

continues as a museum-grade repository of Portlands cool factor.

How cool? Neil Young and The Boss both rock Langlitz,

balancing out poseurs like Bruce Willis.

And me. When I furtively purchased a glossy Nava and a

tattered Yamaha, Mom rmly proscribed street riding without

serious leather protection. Said leathers would be under-

written by the company store and would constitute birthday

and Christmas presents into my inde nite future. Since then,

two beaux ideal of my life remain: Langlitz (still cutting custom

leathers) and Mom (still cooler than I am and way cooler than

Bruce Willis).

Ive worn through cartons of rugged, weather-resistant

garb. Modern gear has kept asphalt and dirt and rocks and trees

mostly outside my skin, and my bones inside. Still, nothing

matches the sense of destiny bestowed when measured for

your rst Langlitz.

Nothing matches the sense of

destiny bestowed when measured

for your rst Langlitz leather jacket.

The long, black line of Langlitz has been protecting PNW riders for nearly seven decades.

22 MOTORCYCLIST

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CODE BREAK

THE SHAPE OF THINGS

The rst task for any rider to accomplish when entering

a corner is to determine its shape: Is it a wide-open

sweeper? A hairpin? Or is it one of the countless

variations between those two extremes?

This is a priority because, once in the corner, the bike

is following an arc. The path of that arc is usually different

than the curvature of the corner itself; thats why we call it a

cornering line. The challenge of nding a good line partially

stems from the fact that a corners shape and radius are its

most easily observable characteristics. Our eyes and instincts

naturally guide us to follow that curvature, but this is not

necessarily always the best line.

At 5 mph, that instinctual guidance would work ne. A tight

path right around the inside of the curve would indeed be the

best line. At higher speeds, however, riding parallel to a corners

radiusright in the middle of the lane, all the way throughis

seldom an optimum line. What is an optimum line, then?

To answer this question, rst consider a common error,

typi ed by a rider who xedly tracks the inside edge of a corner

for clues about its character. Lets say the turn changes from

tight to open and back to tight again. What will he or she do?

A less-skilled rider might make multiple steering and

throttle corrections in that corner, based on distance from the

inside edge. As the edge closes in, the rider might straighten

the bike up some and dip the gas. As it recedes away, opening

up, the rider will often lean in more and add some gas. As it

tightens up, the rst part of the scenario plays out again.

When a rider reacts to the corner in this fashion, the corner

dictates the line. This is riding by survival instincts or what we

call survival reactions. What information goes in through the

eyes comes out, un ltered, as control inputs through the arms.

How does this change if, instead of just following the

corner as is, the rider instead takes that important rst step of

determining the corners shape before entering it? In practice,

and as a standard to plot your line through most corners,

it would be correct to say the line that demands the least

number of control corrections is the best line. But we would

be misleading ourselves to think plotting this line is a simple or

easy process.

This is caused in part by the fact that, being on an arc, we

must be able to predict the resulting path of travel through the

corner. Like shooting a basketball through a hoop, the arc has

to be predicted just right. Corners dont have hoops to shoot

for; consequently, the rider must use good judgment to choose

the line that will complete the turn with the fewest possible

corrections of speed and lean.

My purpose is to draw attention to your perception of

your trajectory through the corner. Just as you enlist this

when shooting a basket, it is an essential part of the art of

cornering. Certainly this

is more complicated when

riding than when shooting

baskets: Once the bike is

traveling on an arc through

the corner, you are part

of the motion; you are not

standing and watching

it happen before you. To

maintain the metaphor,

once the bike is on an arc,

you are the basketball.

Cultivating an aware-

ness of your cornering arc, especially the

portion from entry to apex, will engender

substantial improvement in your con -

dence and smoothness. Practice this by:

1) targeting your apex, 2) steering the

bike decisively at the turn-in point, and

3) allowing the bike to go where it goes,

without steering corrections (unless this

is dangerous, of course). Practice will

make perfect.

Dont let the corner be the boss of you. Learn to predict your cornering line before you enter the turn to ride with more control and conf dence.

An awareness of your cornering

arc, especially from entry to apex,

will engender improvements.

KEITH CODE

Keith Code, credited as the father of modern track schools, founded his California Superbike School in 1980 and currently operates programs in 11 countries and on six conti-

nents. His A Twist of the Wrist series of books (and DVDs) are thought by many to be the bible of cornering.

ZACK COURTS

24 MOTORCYCLIST

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DRAWING THE LINE

APPRENTICE TO MASTER

Back in 2012, I was asked to be a judge at an annual motorcycle show in Santa Fe, New Mexico, where Ive lived for many years. I was happy to lend my expertise,

such as it is, but careful to make clear my knowledge of antique bikes is quite basic. Im not well versed in the minutiae of motorcycles of the past; most of my work with motorcycles has focused on what might appear in the future.

This was certainly not a Pebble Beach-caliber show, but I was pleased to see many interesting and worthy motorcycles on display. By the end of the day all the judges agreed on which bike was best in show: a 1934 Moto Guzzi GTS 500, a beautiful machine in iconic Italian red and chrome that abounds with innovative technology.

I was introduced at the show to Marc Beyer, who expertly restored the Guzzi, but I didnt really get to know him until recently. Beyer, a German transplant in the US since 1998, owns a shop in Santa Fe called OCD Custom Cycles. There, with the able help of his partner, Frances Sayre, he restores classics like the Moto Guzzi, constructs interesting custom bikes, and performs more prosaic maintenance and repair of almost any motorcycle.

Talking with Beyer, two words stood out: apprentice and master. Here in the US we hardly recognize the word apprentice, but in other parts of the world, apprenticeship is a recognized route to technical competence. Super cially similar to what we might call on-the-job training, apprenticeship is something more formal, with regular testing and evaluation of both technical/mathematical learning and actual hands-on skills.

Beyers apprenticeship story began after high school, when he was accepted into a program run by automaker Mercedes-Benz. This was the late 1980s, and Mercedes needed experi-enced craftsmen as the company expanded their dealership network into what had been the former East Germany. Beyer moved to Dresden, where he specialized in metalwork, learning a range of skills from welding to forming to machining and more.

After the apprenticeship ended, he continued his education and gained a Meisterbrief (masters degree) in automotive engineering then immigrated to the US to take a position with Europa International, a company that imported the four-wheel-drive Mercedes Gelandewagens and modi ed these to meet US standards. After Mercedes took over that company in 2004, it was on to a BMW motorcycle dealer as shop foreman. But Beyer had always wanted his own place, so in 2011 he started OCD Custom Cycles.

In the US today, we have an education system that has, as one of its primary features, high cost. That cost has become a dramatic debt burden for an entire generation of students. The apprenticeship, on the other hand, is a formal system in which training and education happens while the student does productive work and gets paid for that. The pay is not initially lucrative,

of course, but the student usually doesnt end up with such considerable educational debt. Ive known people who have gone through apprenticeship programs in the UK, and now hearing of Beyers experience in Germany, I ask myself if apprenticeship isnt the best way to gain technical pro ciency. But apprenticeship, at least in its initial stages, is a cost to employers. In times of increasing austerity, is this just

another cost that companies would like to eliminate?Marc Beyer certainly appreciates his experience,

and although he currently cant justify taking on an apprentice, he is involved with a local school offering a mentorship program that provides selected youngsters with a motorcycle, a workbench, tools, and instruc-tion to help them build a custom bike. Its a long way to become a master, but you have to start somewhere.

Marc Beyer learned the skills required to restore motorcycles by serving as an apprentice with Mercedes Benz.

I ask myself if apprenticeship isnt the best way to gain technical pro ciency.

JAMES PARKER

James Parker designed his rst original motorcycle in 1971; his most recent design is the Mission R electric superbike. In between, he worked on multiple other motorcycle

projects, including 30 years spent evolving the RADD front suspension system used on the Yamaha GTS1000 and various other prototypes.

CHARLES M

ANN, G

ARRET P. VREELA

ND

26 MOTORCYCLIST

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MCMAILLINE UP & TAKE NOTICE

When I rst looked at the illustration in

Ken Condons Corning Lines article

(Street Savvy, May, MC), I thought it was shown to point out what line not to use through a corner. I disagree with Ken on

several counts for using the outside-

inside-outside line. While this is great

for racing, riding on public roads is

another environment. I frequently see

novice riders using this method cross the

centerline into oncoming traf c and also

clip the inner shoulder. Also in a series of

corners O-I-O will inevitably set you up

for compounded mistakes, especially if the

apexes are not consistent.

Coming in wide is great, and staying

in a constant arc using the left car tire

track also keeps you in the cleanest line

regarding gravel, sand, and debris in

corners and allows a better view of the

corner exit. Yes, you will lean over farther

with this line. Less experienced riders will

use O-I-O to avoid leaning over, come into

a corner too hot, and end up with a wide,

over-the-centerline exit. Better to control

your speed and learn how to maintain a

consistent line through a corner.

Tom Wiggler / via email

The Street Savvy illustration addressed a right-hand curve. What deserves more

attention is taking left-hand curves. If a

rider followed the line shown, his head

would be hanging over double-yellow and

into oncoming traf c. The article described

delayed turn-in and delayed apex but did not

illustrate it. This technique is probably more

important in left-hand curves. Delayed

turn-in on a right-hand curve leaves you

close to the center line in the area in which

an oncoming vehicle is more likely to be

crossing the centerline (taking the left-hand

curve too tightly). Your best line is also

affected by your visibility around the curve

and amount of time you have to react to

oncoming traf c taking a bad line.

Ted Vanderlaan / Round Rock, TX

A FORK IN THE ROAD

I also wondered why BMW ditched the

Telelever in favor of a conventional fork

on the new R1200R and RS boxers (A

Tale of Two Forks, May, MC). I dont know the answer, but I had a chance to test ride

both the new R and GS on the same bumpy

and curvy mountain road lately. While the

R was a little more fun and lively due to

Electronics Arent For Noobs, About Cornering

Lines, We Get Blamed for the Fork!

LETTER OF THE MONTH

NEWBIE IT YOURSELFTotally enjoyed reading Joe Greshs piece on the decaying state of DIY motorcycle maintenance and repair (Total Recall, April, MC). There are two chief reasons for this, I think: The advances in engineering brought about by computers has given us bikes that are far more complex and, somewhat paradoxically, far more reliable over the last three or so decades. Look at what we have over the last decade: Electronics have spread like a virus to not just fuel injection but (rider-selectable) traction control, suspension, clutches, ABS, Bluetooth for accessories, and probably a bunch of other stuff Im not including. My guess is all the electronics keep a fair amount of riders from busting out a service manual and tools when even something as simple as an oil change is needed. Maybe thats why, in addition to a scarcity of discretionary income, one of the hottest segments is the newbie/beginner bike? Cheaper to buy, maintain, x, and these bikes tend to be light on electronics too.Todd Fry / Scottsdale, AZ

Great observations, Todd. And since the Scottsdale summers

are none too cool, were sending you a Macna Dry Cooling

Vest from Twisted Throttle (twistedthrottle.com; $195). The vest uses tap water inside a sealed layer to aid in evaporative

cooling without getting the rider wet. Plus, Todd, youll appre-

ciate that it doesnt have any electronics. Ed.

less weight, I still would buy the GS. While

the fork on the R could skip over bumps

and bottom out under hard braking, the

Telelever on the GS never lost traction. On

the bumpy real roads of today the Telelever

is superior and can be ridden faster, never

loosing traction. Too bad BMW gave up that

advantage in responding to the magazines

complaining about the lack of front-end

feel. Complete BS. Just trust the grip of

todays tires and let Telelever do its thing.

Chris Geuting / via email

We cant take credit for BMW giving up on the Telelever. Moreover, weve said consis-tently that the newer versions have ever better front-end feel. Your editor owned a pair of R1100RSsearly Telelever bikesand can say the new GS has dramatically better feel. BMW probably made the change for styling as much as anything. Ed.

STUPID EXAMPLES

I wanted to comment on Paul Bertorellis

article (A Higher Level of Stupid, May,

MC). Pauls comments are spot on. You see, several years ago my friends and I

were coming back from our own riding

trip, only to be passed by several unknown

BMW riders going in the same direction.

The absolute wanton disregard for our

safety exhibited by the BMW riders while

passing us well in excess of the posted

speed limit and on blind curves was quite

unnerving. One miscalculation or misper-

ception by these unknown riders would

have spelled disaster for us all. In addi-

tion, the BMW riders gave a bad name to

all riders. So, Paul, I tip my hat to you for

reminding us all that we are ambassadors

of motorcycling wherever and however we

travel.

Spencer Lewis / via email

THE PRICE IS?

When you do a test on a motorcycle and the

price in listed as NA, it makes me wonder

why they dont know how much it will sell

for. How can you make something and

not have a clue? Waiting to see what the

market will bring?

T.B. Crawford / via email

That happens when we attend an interna-tional press launch and the US importer or distributor has not decided what to charge. Eventually, they have to gure it out, but we know theres signi cant haggling between the factory, the importer/distributor, and the dealer body. This takes time. Ed.

cooling without getting the rider wet. Plus, Todd, youll appre-

Email us at mcmail@bonniercorp.com28 MOTORCYCLIST

MCY0715_MAIL.indd 28 4/28/15 2:05 PM

BC_037563_MCY0415P.indd 1 1/23/15 10:53 AM

Ive been alive for half a century, Ive lived in the northeast corridor my entire

life, and I have never driven a car. (What can I say? I dont own a cell phone either.) Ive spent my entire life on two wheels. Ive been riding since I could get my motorcycle license at age 16. My rst bike was a 1971 Honda CL350, and Ive owned and ridden everything I could get my hands on since then. Harleys, Triumphs, Moto Guzzis, BMWs, and all the Japanese Big Fourmy last bike before this one was a Suzuki V-Strom 1000.

Im a Triumph fan from way back. I owned a Harley from the AMF years, and it let me down too many times; my Meriden Triumphs werent any better, but they still endeared me like no other marque. Todays Hinckley Bonnevilles just dont have enough power though. I love the look but

not enough juice. I was looking for a Bonneville with more guts, and the 1,700cc Storm is like riding one of my old leaky Meriden Triumphs on steroids. One test ride and I was hooked!

I generally prefer standards over cruisers because I enjoy a bike with some nimbleness in the handling department. Even though my current steed is classi ed by most riders as a cruiser, I think it handles better than many of the standards Ive owned! And I love the power of this bike and the fact that its a parallel twin. The only other engine con guration that really gets me going is inline triples.

I bicycle to work to keep the done-lap (when yo belly done lapped over the top yo pants) in check. I use the motorcycle mainly for long-distance travel. When I whip out the motorsickle, Im hittin da road, man!

ME & MY BIKE

2014 Triumph Thunderbird Storm

NAME

Dallas Cantland

AGE

50

HOME

Philadelphia, Pennsylvania

OCCUPATION

PC Technician/drummer, punk band

Thorazine

MARIAN M

AYBERRY

30 MOTORCYCLIST

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FIRST RIDE WORDS: Aaron Frank / PHOTOS: Milagro

NASCAR rumble at idle, animal roar when

you twist the throttle, and brick-strong

power at every rpm, this bike feels grid-

ready right out of the boxsubstantiating

Aprilias #BEARACER claim.

Even though it still turned the fastest

laps in our latest liter-bike shootout

(Class of 2013, September 13, MC)and

won seven combined World Superbike

rider and manufacturer titles in the past

six yearsit was past time for an overhaul

of the RSV4 platform that was essentially

unchanged since its 2009 debut. The

competition isnt standing still. Although

it looks super cially similar, the engine,

chassis, electronics, ergonomics, and

aerodynamics have all been reworked to

keep the RSV4 at the front of the class.

The basic architecture is unchanged,

but the 1,000cc V-4 engine has had every

aspect scrutinized to enhance ef ciencies.

A new airbox improves and increases

air ow, above variable-length intake

Imagine Aprilias RSV4 as one of

Big Daddy Ed Roths exaggerated

Rat Fink cartoon caricatures

rear tire hazing smoke, front tire pawing

at the sky, ames shooting from the

exhaust, and bug-eyed rat pilot clinging to

the handlebars for dear life. Thats pretty

much exactly what it feels like to pull

the trigger on this now-201-hp (claimed,

crankshaft) Italian superbike, a tiny, over-

powered, endlessly thrilling machine that

delivers one of the most viscerally rousing

riding experiences in all of motorcycling.

Forget for a moment the many struc-

tural advantages of the RSV4s compact,

65-degree V-4 engine con guration over

a conventional inline-fourAprilia says

it provides packaging bene ts, improved

mass-centralization, and reduced iner-

tial effect from the shorter crank. What

really connects with combustion freaks

is engine character, something this bike

offers by the bag full. With its enticing

Be A Racer

THEY SAY

Unmistakable in its design lucidity.

WE SAY

Unmistakable in its accelerative

authority.

2016 APRILIA RSV4 RF

Deep lean angles are what the RSV4 likes best. Low CG and conf dent front-end feedback make an excellent track bike.

stacks recon gured with an even shorter

xed length for more high-rpm power.

Intake and exhaust paths have both been

recon gured, and combustion chambers

are now machine- nished for more preci-

sion. All valves are titanium, the intakes

enlarged to 33mm, while the cams are

600 grams lighter and new rods save 100

grams each. The results of this relentless

revising are impressive: a whopping 16-hp

increase over last year to 201 hp at 13,000

rpm along with a peak of nearly 85 pound-

feet of torque at 10,500 rpm. (Again,

all claimed crankshaft gures.) These

numbers put the RSV4 right on the mark

with rivals like BMWs S1000RR, Ducatis

1299 Panigale, and Yamahas R1.

The chassis has been optimized at the

same time, mostly in an attempt to prevent

that copious horsepower from landing you

on your lid. The swingarm has been length-

ened 4mm and the engine lowered slightly

in the frame, to drop the center of gravity

32 MOTORCYCLIST

MCY0715_RSV4.indd 32 4/23/15 1:26 PM

ITS IN THE DETAILS.

You know every inch of your bike. Not just the

engine size, or the color code of the paint. Its the

special details that only you know about. Like the

way the exhaust opens up just right at 3,200rpm.

Or that scu on the footpeg you picked up while

riding through Deals Gap.

Its the details that make your bike unique, and

no one knows this more than GEICO. With

GEICO Motorcycle insurance, youll get coverage

speci c to your bike, and a team of people who love

motorcycles as much as you do.

When it comes to insurance, its the lit le things

that make a big di erence. Trust the details to

GEICO Motorcycle.

Some discounts, coverages, payment plans and features are not available in all states or all GEICO companies. Motorcycle coverage is underwritten by GEICO Indemnity Company. GEICO is a registered service mark of Government Employees

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FIRST RIDE 2016 APRILIA RSV4 RF

and shift it forward slightly in an attempt to keep the front wheel planted on the ground (fork offset has been increased from 30mm to 32mm to reduce trail and counteract any loss of steering agility). As before, engine position, head angle, swingarm-pivot posi-tion, and rear ride height can all be altered, just like on a real racebike.

The comprehensive Aprilia Performance Ride Control (APRC) elec-tronic system, combining traction control, wheelie control, launch control, and race-grade ABS has likewise been revised. The Road ride mode that softened power and ramped up electronic interventionsa mode no one used, Aprilia engineers saidhas been jettisoned in favor of a new Race pro le that slots between the existing Sport and Track modes, with the aggressive power delivery of Track mode paired with electronic interventions that minimize rider fatigue and tire wear. Track mode is for your Superpole lap. Race mode will go the distance, engi-neers explained. All three maps have been speci cally revised to diminish engine-braking intrusion, to good effect.

Recently repaved Misano World Circuit Marco Simoncelli, on Italys Adriatic coast, was the perfect showcase for the latest RSV4. Mirror-smooth, grippier than a diamond le, and with multiple long, fast, and occasionally double-apex corners, perhaps more than any other track Misano demands a bike that works well on the edge of the tire. And there is perhaps

no other sportbike more comfortable at extreme lean angles than this one. Bend it over until the exhaust dragsit willand toe sliders are buried and the RSV4 still remains stone-stable and dead-nuts neutral, even in the Turn 11-12 Curvone you careen through knee-down at 150 mph. This platform is even more trust-worthy and predictable at half that speed.

Our test was on the limited-production RSV4 RF (formerly the Factory) edition, upgraded with hlins suspension (the standard RR model is Sachs equipped), forged wheels, and special Superpole graphics. Even though it lacks an elec-tronic suspension optionsomething available on every other European super-bike this yearthe RFs TiN-coated 43mm fork and TTX rear shock perform fault-lessly at least in consistent con nes of the racetrack. Especially the forkthe assem-bled international press corps almost

universally raved about precise steering and high-resolution front-end feedback, with none of the at-speed skittishness of Ducatis Panigale or occasional numbness of BMWs S1000RR. Braking stability is another strong suita good thing since Brembo M430 monoblock calipers backed up by three-level-switchable Bosch 9MP race ABS generate face- attening braking force. Even under deep, assertive trail braking the RSV4 remains neutral and on line. Once again, this is an exceptionally con dence-inspiring trackbike.

If composed and con dent are the watchwords while leaned over, on-the-gas antics are another story entirely. This is where things get Rat Finked. With so much power and ride-by-wire delivering everything you ask for instantly, youre into the APRC all the time. Even in the lowest settings the intervention edges feel slightly ragged, lacking the android

Bend it over until the exhaust dragsthere is perhaps no other sportbike as comfortable at extreme lean angles as this one.

The signature triple headlight array has been given a more modern look and a new LED position light; the upper fairing is taller too. hlins suspension and forged, split f ve-spoke wheels are part of the RF option package. Only 500 numbered RF models will be sold.

34 MOTORCYCLIST

MCY0715_RSV4.indd 34 4/23/15 1:26 PM

GROOVE TO MORE THAN THE RIDE.

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zumo 590LM premium GPS motorcycle navigator includes an MP3 player and works with iPod and Pandora1 for

music control right on its display. Enjoy tunes, plus spoken directions and hands-free phone control via a Bluetooth

-enabled helmet or headset2. Navigate your route with a 5 dual-orientation touchscreen that is glove-friendly and

sunlight-readable. zumo 590LM is tough enough to withstand brutal elements and harsh weather conditions3.

Garmin.com/zumo

1Visit Garmin.com/zumo for compatibility and availability 2Requires Bluetooth-compatible helmet, headset or smartphone. Sold separately 3For details visit Garmin.com/waterrating

The Bluetooth word mark and logos are owned by the Bluetooth SIG, Inc. and any use of such marks by Garmin is under license. Other trademarks and trade names are those of respective owners. iPhone and iPod are trademarks of Apple, Inc., registered in the U.S. and other countries. Pandora, the Pandora logo, and the Pandora trade dress are trademarks or registered trademarks of Pandora Media, Inc. Used with permission.

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BC_040453_MCY0715P.indd 1 4/21/15 11:33 AM

FIRST RIDE

Exciting and easy to ride, with tons of personality. Lack of electronic suspension and other tech might hurt in the marketplace.

2016 APRILIA RSV4 RF

VERDICT 1 10

Engine cases are all-new and substan-tially lightened, to save 3.3 pounds. Look closely and youll spy the standard quick-shifter. Headers are bigger, for better f ow.

EVOLUTIONAprilias superbike gets its f rst serious refresh since its introduction in 2009, with more power, stability enhancing chassis changes, and electronic updates.

RIVALSBMW S1000RR, Ducati 1299 Panigale, Kawasaki Ninja ZX-10R, MV Agusta F4 RR, Yamaha YZF-R1

TECH SPECPRICE $21,999

ENGINE 1000cc, liquid-cooled 65 V-4

TRANS/FINAL DRIVE 6-speed/chain

CLAIMED POWER 201.0 hp @ 13,000 rpm

CLAIMED TORQUE 84.8 lb.-ft. @ 10,500 rpm

FRAME Aluminum twin-spar

FRONT SUSPENSION hlins 43mm fork adjustable for spring preload, compression and rebound damping; 4.7-in. travel

REAR SUSPENSION hlins shock adjustable for spring preload, compression and rebound damping; 5.1-in. travel

FRONT BRAKE Brembo four-piston calipers, 320mm discs with ABS

REAR BRAKE Brembo one-piston caliper, 220mm disc with ABS

RAKE/TRAIL 25.0/4.1 in.

SEAT HEIGHT 33.0 in.

WHEELBASE 56.5 in.

FUEL CAPACITY 4.9 gal.

CLAIMED WEIGHT 396 lb. dry

AVAILABLE June

MORE INFO AT apriliausa.com

precision of, say, BMWs system that nds a limit then parks you there. Wheelie control (three levels, plus off) cuts and restores power coarsely enough that you can feel the bike just slightly bouncing off its limit. The same with eight-level TCsometimes theres just enough slip and grip to inspire the slightest headshake, just enough so you appreciate the hlins steering damper. This isnt so bad that it ever slows you downand in many ways this active feedback is what makes the RSV4 so much fun to ridebut it contrasts with the competition.

Telemetry and data acquisition, on the other hand, is one electronic realm where Aprilia one-ups competitors. An optional V4MP (multimedia platform) system allows a smartphone app to communicate with the motorcycle via Bluetooth not only to gather throttle position, lean angle, rate of acceleration, and much more data, but it also leverages the phones GPS capability to read the bikes position on the racetrack then automatically alter the APRC settings corner by corner, just like a MotoGP bike. (Track data, cribbed from Aprilias MotoGP/WSBK racing programs, was available at press time for ve inter-national circuits [including Misano], with more to be added soon. No word on when garden spots like Buttonwillow or Grattan will be uploaded) Wait! Theres more! The adaptive race assistant feature will even compare laps and advise you how to go faster, acting as a digital riding coach.

Aprilia claims the new RSV4 is 5.5 pounds lighter than the old bike, which should put it around 460 pounds based

on the last Factory version we weighednot particularly light at all, but thanks to compact overall dimensions and savvy mass centralization, it never feels porky. The restyled upper faring is enlarged so its easier to tuck behind, something that was challenging on the old bike. This taller fairing makes room for higher, atter, more comfortable handlebars too. The cockpit beneath has not been changed and the LCD dash and switchgear both look and feel dated compared to more-modern rivalsbut the oversize thumb and fore- nger paddles that let you trim traction control on-the- y remain uniquely effec-tive and appreciated.

That singular, snarling V-4 engine gives Aprilias RSV4 a personality unlike any other, but broadband power, predict-able handling, and con dent control responses make this caricature of danger deceptively easy to ride very fast. Ducatis purebred Panigale is the only other bike that approaches the visceral riding thrill of the RSV4, but the Aprilia feels more solid, more planted, and more relatable on ragged edge. Even front wheel up and wagging its tail, this Rat Fink always remains more fun than fearsome.

36 MOTORCYCLIST

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BC_040540_MCY0715P.indd 1 4/28/15 2:12 PM

FIRST RIDE

Still the most charismatic bike in the naked category, now with the torque to compete with its 1,200cc-plus rivals.

VERDICT

WORDS: Aaron Frank / PHOTOS: Milagro

Two versionsan RR model with Sachs suspension and an upgraded Factory with hlins componentswill be offered. Our RR test-ride opportunity was less than ideal, a short, 45-mile loop on tight, slip-pery mountain roads surrounding Misano World Circuit, where we hardly got beyond third gear or above 8,000 rpm, just teasing the new bikes potential. We can con dently report that excellent ride-by-wire throttle programming makes low-rpm driveablity quite good, however, even though the Tuono is still geared superbike tall.

The Tuono was like a caged animal in these conditions, wheelies and wheelspin everywhere, making us very familiar with the Aprilia Performance Ride Control system, identical here to the RSV4 with the same trio of Sport/Race/Track ride pro les. Because we werent pushing as hard on the street we didnt notice the same interruption from the traction and wheelie interventions as on the track, and the curiously slick Italian roads gave an even ner appreciation of the Bosch ABS circuitry that insures worry-free braking as hard as you like. (The forward pair of Brembo M432 calipers are very strong, though initial bite still isnt as sharp as wed like or as sharp as on the RSV4.)

Most manufacturers retune superbike engines for more torque in naked bike applications,

often at the expense of top-end power. For this second-generation V-4-powered super-standard Aprilia went a more direct route, bumping the cylinder bore from 78 to 81mm. This increases displacement from 1,000cc to 1,077cc and boosts peak torque to an astounding 89 pound-feet (claimed), without sacri cing any of the roaring high-rev rush for which Aprilias V-4s are known and loved.

The Tuono has always stuck close in design terms to its superbike sibling, the RSV4, and this latest iteration is no excep-tion. The chassis is essentially identical, with the new Tuono receiving the same updates including the longer, stability-enhancing swingarm that is even more crucial for this wheelie-happy applica-tion. In addition to the bigger-bore, the 65-degree V-4 also bene ts from many of the same upgrades as the RSV4, including lighter, stronger engine cases, improved crankcase ventilation to reduce power losses, lighter connecting rods, and more.

After the displacement increase, the new riding position is the most obvious revision. A new foam composition makes the saddle, which is now 15mm lower, more comfortable than the old nut-crusher, and a slightly narrower handlebar inspires a more aggressive riding position. This, coupled with the same larger fairing as the new RSV4, creates a calmer cockpit feel too. The overall effect is less dirt-bike-on-steroids than before, for a more sophis-ticated, less-hooligan attitude.

More Torque From a Bigger Bore V-4

1 10

THEY SAY

Adrenaline in its purest state.

WE SAY

Now administered in an 1,100cc dose.

2016 APRILIA TUONO 1100 RR

The dash is one of the few pieces not updated for 2016. The huge tach is easy to read, but LCDs have begun to look dated compared to TFT displays.

EVOLUTIONAprilias liter-class naked gets a 77cc displacement bump, a sportier riding position, and a mild restyling.

RIVALSBMW S1000R, Ducati Monster 1200 S, Kawasaki Z1000, KTM 1290 Super Duke R, Triumph Speed Triple R

TECH SPECPRICE $14,599

ENGINE 1077cc, liquid-cooled 65 V-4

TRANS/FINAL DRIVE 6-speed/chain

CLAIMED POWER 175.0 hp @ 13,000 rpm

CLAIMED TORQUE 89.2 lb.-ft. @ 10,500 rpm

FRAME Aluminum twin-spar

FRONT SUSPENSION Sachs 43mm fork adjustable for spring preload, compression and rebound damping; 4.3-in. travel

REAR SUSPENSION Sachs shock adjustable for spring preload, compression and rebound damping; 5.1-in. travel

FRONT BRAKE Brembo four-piston calipers, 320mm discs with ABS

REAR BRAKE Brembo one-piston caliper, 220mm disc with ABS

RAKE/TRAIL 24.7/3.9 in.

SEAT HEIGHT 32.5 in.

WHEELBASE 57.0 in.

FUEL CAPACITY 4.9 gal.

CLAIMED WEIGHT 406 lb. dry

AVAILABLE July

MORE INFO AT apriliausa.com

More torque just makes the Tuono more threatening to your driving privileges, even if ergos and handling are now (just slightly) more civilized. Youll still never mistake the thundering Tuono for some neutered commuter, especially not with that V-4 roar that gives this bike more mechanical pres-ence than most. In a category all but de ned by mechanical presence, those characteris-tics keep the Tuono near the front of the pack.

38 MOTORCYCLIST

MCY0715_TUONO.indd 38 4/23/15 1:45 PM

victorymotorcycles.com$12,999 * MS

RP

2015 VICTORY GUNNER

STARTING AT

Victory and Victory Motorcycles are registered trademarks of Polaris Industries Inc. Always wear a helmet, eye protection, and protective clothing and obey the speed limit.

Never ride under the influence of drugs or alcohol. 2014 Polaris Industries Inc. *MSRP is the Manufacturers Suggested Retail Price.

BC_0385109_MCY0515P.indd 1 2/19/15 3:59 PM

MC Comparo Honda CBR300R vs. Kawasaki Ninja 300 vs. KTM RC390 vs. Yamaha YZF-R3

For video and more pictures, check out the story on

motorcyclistonline.com.

40 MOTORCYCLIST

MCY0715_COMP.indd 40 4/28/15 2:08 PM

We cant explain it, but the pitter-

patter of 300-class machines

makes us feel like its the frst

day of summer vacation. Maybe

its the juvenile joy we get from

holding throttle cables tight while we watch

tachometers reach for the sky. Or perhaps its

something about the buzz of sub-400cc engines

that releases some chemical in our brains that

fashes fond motorcycling memories across our

cerebral cortex. Whats that tingle near the back

of the gas tank? Is that a 300cc motor at 9,000

rpm or just pure, adolescent happiness pumping

through our veins? We maybe cant tell, and we

defnitely dont care.

Either way, in order to test well one must

study. So, before we take recess to tickle the

canyons of Southern California and see how this

latest crop of bantamweights with a sporting

bent stack up, a quick history lesson.

Honda arguably sparked the modern version

of this battle when it introduced the CBR250 in

2011. It was a stately and refned alternative to

Kawasakis long-standing Ninja 250, and soon

Team Green fred back. In 2013 the Ninja 300

debuted, with all-new styling and a larger, 296cc

engine that towered over the CBR (as well as

Suzukis under-performing GW250 standard that

was fnally introduced to the US last year). For

2015, Honda has updated the CBR by punching

the 249cc single out to 286cc and updating the

bodywork to more closely resemble the larger-

displacement members of the CBR family.

Spurred by the furious hum of quarter-liter

battle, both Yamaha and KTM have entered the

fray, Yamaha with the parallel-twin YZF-R3 and

KTM with a purposeful-looking single dubbed

the RC390. Both are striking to the eye and have

larger engines than either the Ninja or the CBR.

The seeds of rivalry have been sown.

Needless to say, our long-standing love of

small-displacement bikes has our tachometers

nearing redline. The most likely reason that we

adore small bikes is because we were once

small, both in stature and experience. These

machines transport us back to the beginning

of our motorcycling lives, and we imagine a

new rider taking this step into a new adventure.

Like bursting through the door into the spring

sunshine with a summer of fun ahead, these

motorcycles represent the potential beginning

of something awesomethe frst step in a long

journey of enjoying the world of two wheels. The

bells ringing. Let the chaos begin!

And Its Time to Start RidingWORDS: Zack Courts / PHOTOS: Kevin Wing

www.motorcyclistonline.com 41

MCY0715_COMP.indd 41 4/28/15 2:08 PM

4th PlaceKAWASAKI NINJA 300

Sometimes, the bike that f nishes last in a shootout like this is something to be

avoided at all costs. We make fun of its

clothes and haze it mercilessly in the lunch

line. Not true here. The Ninja f nishing

fourth in this shootout does not mean its a

bad bike. Far from it, in fact.

In many ways, riding the Ninja reminds

us why we like riding small bikes so much.

First of all, its temperament is impeccable.

Short gearing and a smooth engine mean

the Kawasaki is more than happy to trot

along at surface-street speeds. The seat

is appropriately low (30.9 inches) and,

depending on the shape of your backside,

all-day comfortable.

The riding position is sportyif

anything the pegs feel a little higher than

they need to bebut not aggressive. Some

complain that the Ninjas shock is a little

too stiff, but if youre more than 140 pounds

youll appreciate the better balance offered

by the Kawasaki (the Yamaha and KTM

shocks are sprung for very light riders).

Where the wee Ninja really shines is on

an undulating, twisty road. Taut handling

and surprisingly grippy IRC bias-ply rubber

inspire conf dence, and the little parallel

twin that politely putted around town totally

comes alive in the top third of the rev

range. It makes a credible 34.5 hp at just

over 11,000 rpm and does it with an energy

that makes it seem like its asking for more.

Keep the Kawasakis engine spinning and

theres more fun to be had than on any

other bike here, apart from the KTM.

The f rst blemish on the Ninja name

comes when you squeeze that right lever.

Braking power is the worst of the bunch,

even on the non-ABS model we tested.

Truthfully, none of the bikes in this class

has stellar brakes, but the Kawasaki clearly

trails the pack in terms of feel. The only

other notable knocks against the Ninja are

disappointing mirrors and a slightly dated

dashboard, lacking a gear position indi-

cator and any real style.

Editor in Chief Marc Cook probably

summed it up best when reaching to

describe the Ninjas strengths. Its not

terribly ref ned, Cook said, even sadly

admitting that the Kawi is down on power

to the KTM and Yamaha, but for some

reason its just a lot of fun. The boss

personal feelings aside, the Ninja benef ts

from doing everything good enough but

suffers because it doesnt do anything

exceptionally well.

Dont take this the wrong way. The Ninja

is still a boatload of fun, and if you bleed

Kawasaki Green you can be proud to own a

300. It doesnt have a single serious down-

fall or glaring error in design; it f nishes

in fourth position here only as a natural

result of the category moving ahead and

improving year to year.

A petal-style brake rotor (top) looks stylish, but the little Ninjas brakes arent great. The dash is futuristic (above) but sorely misses a gear-position indicator.

3rd PlaceHONDA CBR300R

Lets get right to why the Honda f nishes third: power. While the tiniest CBR can hold

its head high for being the cheapest and the

lightest ($4,399 and 359 pounds, without

ABS), it also offers the smallest displacement

and the fewest poniesjust 27.8 hp at the

wheel. Part of the problem is the application.

Its geared similarly to the Kawasaki, meaning

very short, but the Honda doesnt have as

many revs to work with.

Although there isnt a lot of it, peak power

comes at 8,400 rpm, by which time the

286cc single is sending literal vibes through

the clip-ons that its being revved hard.

Peak torque arrives at 6,600 rpm, and the

motor is much more comfortable at that

speed. Trouble is, the short gearing

means in order to keep up with

freeway traff c (in California, anyway)

youre likely to be at around 8,000 rpm

in top gear. There are two pieces of

good news here: One is that sprockets

are cheap and gearing the Honda up

is easy; the other is that there are very

few other faults in the CBR.

First of all, it wins the yearbook

title for most approachable. The

light weight and low seat (30.7 inches,

incidentally) contribute to this, but its

the ref ned powertrain that really makes the

CBR a treat to ride. The clutch is predict-

able with good feel at the lever and the

engine produces seemingly perfect, linear

power. It doesnt hurt that you can idle

The CBR looks more mature than the others, at least in solid red. Boy-racer graphics are also available.

FEATURESCHASSISENGINE

FEATURESCHASSISENGINE

MC Comparo

42 MOTORCYCLIST

MCY0715_COMP.indd 42 4/28/15 2:08 PM

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around a parking lot in frst gear at 4 mph;

thats Grom territory for friendly gearing.

Even though its nearly as easy to

ride as a Grom, the CBR packs a full-size

serving of capability. We were amazed

when riding these bikes in a group at how

the Honda held its own when we tackled

the mountain roads north of Los Angeles.

The steering doesnt feel as sharp as

the KTMs, but ultimately it has a better

balance in the suspension than any bike in

the group and is arguably more stable too.

It did occur to us that the Honda seems

to handle better because its slower than the

rest of the bikes. Even going uphill, though,

the rider on the CBR pulled away from a

certain blue bike in this test, purely from

the confdence the chassis offers. The CBR

shares the same IRC rubber as found on

the Ninja 300, and we have zero complaints

about these tires. Theres plenty of stick.

The fnal category that the CBR wins

unanimously is brakes. Hondas simple,

two-piston Nissin caliper and 296mm

disc are calibrated just right, providing

plenty of power and solid feel at the lever.

An ABS option adds $500 to the price,

and its an easy decision in this case. The

CBR would still be the cheapest bike in

this bunch even equipped with ABS.

The CBR carves canyons like nobodys busi-ness (top) despite having the smallest engine and the least power. The dash (above) is informative but not terribly interesting.

A basic brake setup offers R3 riders plenty of power, but initial bite is soft and theres no ABS option available.

Yamaha had a few years to study the competition, and the results suggest they

did their homework. Initial impressions

of the new R3 are that Yamaha perfectly

combined the strong, high-revving

twin-cylinder engine from Kawasakis

Ninja 300 with the polite ergonomics

and suspension of Hondas CBR300. As

always, though, riding all of the bikes

back to back revealed the strengths and

weaknesses of each machine.

The frst thing we noticed is how

incredibly smooth and strong the power

is from the R3s 321cc mill. Its only 24cc

larger than the Ninja engine but feels

noticeably more potent, especially low

in the revs. When it comes to sustained

highway travel, the R3 is peerless. Yes, its

down on outright power to the KTM, but the

Yamahas engine feels quiet and refned at

2nd PlaceYAMAHA YZF-R3

freeway speeds; a welcome break from the

Kawasakis buzzy pegs and the Hondas

pleading for mercy.

Ergos and comfort are pleasing too. The

rider triangle is very similar to the other

Japanese bikes, though the Yamahas bars

are closer to the saddle. While the seat

height is comparable to the Honda and

Kawasaki, the R3s shock is much softer.

This makes it feel lower, and for commuter

use its quite plush, but it also detracts from

handling (well get to that in a minute). Add

brakes to the long list of R3 strengths, by

the waythe binders have solid feel and

plenty of power. Its worth pointing out,

however, that were sad to see no ABS

option from Yamahaat least not this year.

Maybe on next years lesson plan.

The rest of the R3s amenities are top

notch. The dashboard, for example, shows

more information than the other bikes and

looks the best doing so. Fuel level and

gear position are displayed prominently,

and theres even an adjustable shift light.

The cockpit looks like it was designed by

George Lucas, circa 1980. Its terrifc.

So with comfort, power, and amenities,

youre sitting on the perfect bike, right?

Not quite. In creating the friendly motor-

cycle the R3 isas EIC Cook put it, Not

as meek as the Honda but just as easy to

rideYamaha tuned out some handling

prowess. The shock is defnitely the softest

of the group (lightly sprung by an order

of magnitude) which makes the R3 ride

low enough in the rear that it adversely

affects agility. Its not that the R3 handles

badlywhen a bike is this small its never

going to be horribly high effort to turnbut

its noticeably harder to steer than the

others in the group. Too much weight on

the rear end, which is only partly mitigated

Other than the distinct lack of horse-

power, this is an excellent bike. The

only other major thumbs down the CBR

garnered was due to the senseless

gas-cap system, whereby the cap comes

off in your hand instead of hinging out of

the way like every other civilized machine.

Some testers dinged the Honda for a lack

of personality, but objectively its a terrifc

motorcycle. Its comfortable, composed,

stylish (emphasis on ish), and handles like

a dream. In the words of Road Test Editor

(and CBR300R owner) Ari Henning, Come

on, Honda. Make it a 350 already!

FEATURESCHASSISENGINE

MC Comparo

44 MOTORCYCLIST

MCY0715_COMP.indd 44 4/28/15 2:08 PM

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by running max shock-spring preload,

causes a bit of rear-end chatter and

sends steering feel off to detention.

The Yamahas other obvious

handling faw comes from the Michelin

Pilot Street rubber, which breaks

traction surprisingly early. Wed like to

blame it on bias-ply technology, but the

Ninja and CBR are shod with bias-ply

IRC sneakers that stick admirably.

Riders serious about squeezing all

of the performance potential out of the

R3 will want better tires and a stiffer

spring. For everyone else, the R3

delivers what this class is defned by

in spades: solid performance, loads of

style, and a sub-$5,000 price tag.

An excellent dash (right) makes speed, engine rpm, gear position, trip data, and fuel level easily visible at a glance. The little lens at the top is the shift light.

Son of the Beast

KTMs Duke naked bikes have a reputation to uphold. The

1290 Super Duke R was dubbed the beast by its own

designers, and the 690 Duke is a devil-on-both-shoulders

kind of ride. Here we have the 390 Duke. Could beastliness

survive this far down the displacement scale? Oh, yes.

While based on the RC390, the Duke feels and acts differ-

ently. It has a 37mm-longer wheelbase than the RC, has

more rake (25 degrees versus the RCs 23.5), 25mm more

front-suspension travel, and a 20mm-lower seat. You also

sit more forward