1. AMERICA’S LEADING MOTORCYCLE MAGAZINE
FEBRUARY 2015
CYCLEWORLD.COM
NEW METAL 2015! FIRST
RIDE2015 TRIUMPH
TIGER 800 XC
PLUS
HONDA
RC213V-S
STREETBIKE
KAWASAKI
H2 & H2R
APRILIA
RSV4 RR
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OF THE
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Progressive Casualty Ins. Co. & affiliates. Do not attempt.
3. CYCLEWORLD.COM 3
SINCE 1962
FEBRUARY 2015 •
VOL. 54 NO. 2
SPECIAL SECTION
NEW METAL 2015
26. YEAR OF THE
SUPERBIKE
Two Hundred
Horsepower:
The new norm?
34. ADV EVOLUTION
Motorcycling’s most
versatile class marches
on, up, and over.
38. BEST OF THE REST 2015
A cornucopia of new
bikes from every corner
of motorcycledom.
FEATURES
42. AFFIRMATIVE TRACTION
Five bikes that don’t
discriminate over gender.
By Heather McCoy
44. ARIEL ACE
Another British
motomarque reborn.
By Gary Inman
TEST
48. LONG-TERM WRAP-UP
We say goodbye to our
Kawasaki Ninja 1000.
By Don Canet
4. 4 CYCLE WORLD FEBRUARY 2015
56MR. & MRS. MEES
10. FIRST RIDE:
TRIUMPH TIGER
800 XC
Middleweight
ADV gets
technical.
By Blake Conner
14. FIRST RIDE:
HUSQVARNA FE 501 S
Dual-sport
awesomeness.
By Blake Conner
16. FIRST RIDE:
KTM 690 ENDURO R
Ultimate ADV-lite?
By Blake Conner
IGNITION
EVALUATION
DEPARTMENTS
RACE WATCHCOLUMNS
22. VENTURE HEAT
Grand Touring
Collection.
By Nick Ienatsch
56. MR. & MRS. MEES
AMA Pro Flat
Track's power
couple.
By Gary Inman
8. INTAKE
52. SERVICE
61. SHOWCASE
66. SLIPSTREAM
FOLLOW US ON TWITTER J facebook.com/cycleworldLIKE US ON FACEBOOK Jfollow us @CycleWorldMag
7. UP FRONT:
RIDE AND PREJUDICE
By Mark Hoyer
24. TDC:
RIDERS AND TIRES
By Kevin Cameron
In this issue, we’ve shown you the 2015 bikes; now we ride them!
cycleworld.com
ON THE COVER
Yamaha’s potent
new YZF-R1.
Photo by Jeff Allen.
18. ALPINESTARS
TECH-AIR STREET
Airbag protection
for your body.
By Matthew Miles
20. GEAR
Cool new
jacket, helmet,
exhaust, camera/
communicator...
heck, even golf
clubs for riders!
By Blake Conner
21. RIDE SMART
Living with
cantankerous
classics.
By John L. Stein ONLINE THIS MONTH
7. CYCLEWORLD.COM 7
THIS
MONTH̕S
STATS
A
lmost everybody wants to ride or
be associated with motorcycles.
After decades, American
culture has finally come around
to understanding the wonder and
awesomeness of riding. Or so I thought.
When I first started riding a streetbike
in 1986, walking into a restaurant holding
my Freddie Spencer-replica Arai and
clomping in wearing motorcycle boots
often resulted in the jukebox stopping
with that record-scratch sound and the
place going quiet.
Okay, so it wasn’t quite that dramatic,
but the number of negative interactions
or reactions to a young punk on a motor-
cycle was surprisingly high back then.
As the Harley-Davidson phenomenon
ramped up in the later ’80s, cultural
acceptance grew. These days, the vast
majority of non-rider people I meet think
motorcycles are the coolest things on
wheels. Because they are the coolest
things on wheels.
And then…
I was recently shopping for insurance
for a classic bike and car. Over a lifetime
of trading in rolling stock, I’ve managed
to hang on to a pair of mid-’60s Jaguars
(E-type and Mark 2), plus a 1958 MG
Magnette. I’ve written plenty about my
’54 Velocette and ’74 Norton Commando,
both of which are, thanks to the gods of
Britbikedom and the miracle of positive
ground, running and registered. And
insured. But a friend recommended
getting insurance with a classic specialty
company for improved coverage and a
better understanding about old stuff, its
value, and how it gets used.
I called Hagerty. We went through the
usual line of questions, and all was good.
Then it asked how many licensed drivers
were in the home. I said two.
“What are the regular-use vehicles?”
my rep asked.
I explained we had a Volkswagen Jetta
SportWagen TDI and that I owned a 2013
Yamaha WR250R dual-sport bike, adding
that I primarily used test motorcycles
daily because of my job.
This is where it got weird. “No, you
need another regular-use vehicle. A
motorcycle isn’t a regular-use vehicle.
There has to be a regular-use vehicle for
every licensed driver.”
I was caught so off guard that I didn’t
even know how to respond and then
asked the rep to please send me the quote.
After a few moments, it was plain
the company just rejected my favorite
segment of transportation as invalid.
So I called back and asked for a
“manager” to have him explain this
policy. I was that guy… And I was pissed.
His answer was the same: “A
motorcycle is not a regular-use vehicle.”
“I live in Southern California,” began
my reply. “It never freezes. It’s sunny 340
days of the year.”
“But those other 25 days it could be
raining and you can’t ride your bike,” he
countered, adding that the company was
afraid I’d use one of the classic vehicles
to get to work or run errands, prohibited
uses on most classic-vehicle policies.
Hagerty is based in Michigan, and my
call in November took place right when
the first Icy Finger of Arctic Death had
whipped down and stopped all outdoor
molecular motion there. So I asked one
question to be sure we were clear: “I can’t
ride my motorcycle in the rain?”
“We wouldn’t want to encourage you to
do that, no,” he said.
Hagerty says a car 20 years old or
newer is a regular-use vehicle, and since
there is only one post-’66 car in the fleet
here, that I could not be insured, unless
the underwriters could be convinced to
accept my ’58 MG, which, like the VW,
would have to be insured with a “normal”
auto policy.
I hung up the phone, hopped on my
regular-use vehicle, and rode to work.
RIDE AND
PREJUDICE
EDITOR’S LETTER UP FRONT
MARK HOYEREDITOR-IN-CHIEF
MOTORCYCLE AS REGULAR-USE VEHICLE
NUMBER OF 200-PLUS-HP
MOTORCYCLES YOU CAN BUY
FOR LESS THAN $17,000
5
1
CLAIMED 200-PLUS-HP
MOTORCYCLES IN
THIS ISSUE
6
POUNDS I’VE LOST SINCE MY
“SIT DOWN. SIT UP.”
COLUMN
8. 8 CYCLE WORLD FEBRUARY 2015
INHALING GREEN
The H2 has been described as another
high-tech answer (for a question that
was not asked) for those with a lot of
disposable income. How ’bout an H1,
with a direct-injected, water-cooled, two-
stroke triple with an off-the-shelf chassis
for the masses? Something under $13K.
I would happily put down my 10 percent
pre-delivery deposit for that.
WILLIAM STUART
ST. AUGUSTINE, FL
Just read “Big Green Finger” (Up Front,
December 2014) where Hoyer states
Kawasaki’s true premium target: Ducati.
I am sure Ferdinand Piëch, VW Group
chairman and new owner of Ducati, is
chuckling, “Bring it on.”
DEAN KLEIN
ASHEVILLE, NC
Superchargers on bikes? The next
technological breakthrough? A sign
of things to come? I’m old enough to
remember these words uttered for two
other motorcycles. Recall the Yamaha
GTS1000 with its forkless front end
and the Kawasaki GPz750 turbo. Both
of these bikes offered technologies
that were believed to be the next step
in motorcycle evolution. In the end
both suffered the same fate. Both
manufacturers decided any performance
gains offered by forkless front ends or
turbocharged engines were not enough
to offset the complexity, weight, or cost of
such systems. Today fork tubes are still
the norm, and increased displacement
of naturally aspirated engines is the
method of choice for performance gains.
I can’t help but feel the new H2 and H2R
are nothing more than a marketing
gimmick. It wouldn’t surprise me if they
lose money on each one they sell.
JOSEPH VASCONCELOS
ATTLEBORO, MA
NINJA H2…SCRAMBLER?
I thought I knew what defined a street
“scrambler.” It was the upswept-crossover
exhaust pipes and cross-braced handlebar
like on my first one, a 1968 Honda CL350.
And it was those same pipes on my last
one, a 2007 Triumph 900 Scrambler. True,
Triumph didn’t include the cross-braced
handlebar, but it was otherwise faithful
to the style. And so, I give Ducati a pass
on the bar and applause on the fuel tank…
but not for those pipes and that MotoGP
muffler! But wait: That Ducati muffler
looks identical to the one on the new
Kawasaki H2 and H2R. Maybe Kawasaki
can just add some handlebars to its new
bike and create the H2 Scrambler!
STEVE LIGON
BASTROP, TX
TEAM AMERICA!
Could you please refrain from giving
EBR anymore unwarranted press? They
build underperforming, underwhelming,
and overpriced bikes that just happen
to be made in ’Merica and are somehow
considered “sport” bikes. Where is
the dealer network, the parts, the
servicing for these bikes in five years,
when another Erik Buell effort sinks
into history? Most Harley service
departments won’t even work on Buells
anymore. There isn’t going to be any
world-beating USA-made sportbike, ever.
Just let it go already.
HATORI HANZO
CYCLEWORLD.COM
That’s just the never-say-die attitude that’s
made this country great.
ROADRACING + GNC
Great piece on the new roadracing series
(“MotoAmerica,” Race Watch, December
2014) and particularly the sidebar on
dirt track. Is there any way one of
those classes in the new series could be
integrated with the AMA Grand National
series to connect dirt and pavement
skills? Maybe the XR1200 class?
KURT SUNDERBRUCH
EL SOBRANTE, CA
GODZILLA A NINJA SCRAMBLER? A REAL PATRIOT SHOULD ROADRACERS GET DIRTY?
KICKSTART THE CONVERSATION
Comments? Suggestions? Criticisms?
Write us at intake@cycleworld.com.
I’ve owned three Kawasakis
over the years, including
the original H2. I wanted
to thank Mr. Yamada and
Kawasaki for the vision to
stomp production power
levels again. Godzilla may
rest for now.
STAN SINEX
EVERETT, WA
10. 10 CYCLE WORLD FEBRUARY 2015
IgnitionTHE RIDE STARTS HERE
HUSQVARNA FE 501 S KTM 690 ENDURO ALPINESTARS TECH-AIR STREET
FOUR VERSIONS:
Triumph’s Tiger 800 will
come in XCx, XC, XRx, and
XR versions. That little “x”
designation means gets you
considerably more standard
features. It’s worth
every penny.
11. CYCLEWORLD.COM 11
36 XR
STREET
WARRIOR
If hitting the
highway is more
your style than
venturing onto
the dirt, the XRx
($12,499)/XR
($11,399) is likely
a better choice
than the more
adventurous
and $1,000 more
expensive XCx/
XC models. Key
differences on
the XR include
Showa suspen-
sion (compared
to the XC’s WP)
front and rear,
with just under
1.5 inches less
travel, at 7 inches.
Seat height is
also reduced,
with the adjust-
able unit on
the XR ranging
from 31.9 to 32.7
inches (instead
of the XC’s 33.1
to 33.9 inches).
Cast-aluminum
wheels (19-inch
front, 17-inch
rear) replace the
XC’s more dirt-
oriented spoked
units. Like the
XCx, the new
XRx gets a con-
siderably longer
list of standard
features. —BC
t’s amazing that more companies
aren’t building middleweight ADV
machines. Currently, only Triumph
and BMW (F800GS) have completely
modern versions in their lineups.
Bigger is not always better, especially
off the beaten path.
Triumph’s Tiger 800 XC has
impressed us over the years, partic-
ularly with its street chops, one of the
main things that helped it win a Ten
Best award in 2011. Any complaints
with the smaller Tiger have focused
on the bike’s off-road abilities. But as
an adventure-tourer used primarily on
the street, the Tiger is awesome.
Even so, the ADV class has been
maturing at a quick clip lately, as
KTM and BMW have pushed the
technological boundaries with
advanced traction control (enabled
by ride-by-wire throttle control)
and the latest ABS. These bikes are
significantly better than they were
just a couple of years ago, and Triumph
was beginning to fall behind.
Now, though, for 2015, Triumph’s
four Tiger 800 models have made up
some serious ground on their Austrian
and German competition. The lineup
begins with a pair of cast-wheel, road-
oriented models dubbed 800 XR and
the higher-end 800 XRx. The more off-
highway-friendly (wire-spoke wheels)
XC will also be available as the feature-
packed XCx model. We’ll focus on the
XC varieties here.
Both the XC and XCx include
switchable ABS and traction control
as standard. On the base XC, the
rider is able to switch both of these
functions off. On the more feature-
laden x model, there are multiple
options: Traction control can be set to
Road, Off-Road, or Off, and the four
available throttle maps include Rain,
Road, Sport, and Off-Road. Further,
three riding modes can be selected:
The Road setting automatically sets
ABS, TC, and the throttle maps for
best street performance; the Off-
Road setting switches the same three
parameters so they are suited to
when you leave the tarmac; the third
is customizable. Triumph makes it
easy for the rider to switch modes
when riding on frequently changing
surfaces. All x models also have
standard cruise control.
As for features, the XC is fitted with
the aforementioned wire-spoke wheels
(17-inch rear, 21-inch front), a high-
level front fender, fully adjustable WP
LONGTRAVEL:
XCs get more
travel, WP
suspension,
and spoked
wheels.
I
95
2015 TRIUMPH TIGER 800 XCNew electronics makeTriumph’s middleweight ADVs much better in the dirt
By Blake Conner
CW FIRST RIDE
SETTINGS:
Max number of
settings that
can be selected
via the 800 XC’s
customizable
ride mode and
its TC, ABS, and
Throttle maps.
BYTHENUMBERS
PERCENT: Improvement in claimed
fuel economy, compared to cur-
rent Tiger 800. Range on a full
tank is extended by 50 miles.
PS: Metric horsepower maintained
to keep the Tiger legal in coun-
tries with output limits. That’s
equal to 93.6 US horsepower.
17
12. 12 CYCLE WORLD FEBRUARY 2015
suspension front and rear (Showa on
the XR), a trip computer, radiator guard,
sump guard, hazard lights, adjustable
levers, and a 12-volt power socket. The
XCx adds engine protection bars, an
advanced trip computer, the previously
mentioned Road and Off-Road riding
modes, auto-cancel turn signals, cruise
control, centerstand, hand guards,
aluminum sump guard, and a second
12-volt power socket.
At the international press introduction
in Marbella, Spain, the first thing I did
on the 2015 Tiger 800 XCx was head
for some dirt roads to get a quick taste
of the new electronics package and its
functionality. I immediately noticed the
improved fueling of the ride-by-wire
throttle. On our brief dirt-road foray, I
toggled the bike between the default Off-
Road setting and a Rider mode that I set
up with zero TC intervention, Off-Road
ABS, and Sport throttle setting.
For pure entertainment, my custom
setting was awesome. It allowed me to
hang the rear end out aggressively, but
the Off-Road setting allowed a decent
amount of rear-wheel slip as well. Despite
not having lean-angle-sensitive TC/ABS
à la KTM, the Tiger does a good job of
managing traction, both on the gas and
on the brakes. The Off-Road ABS permits
the rear wheel to be locked completely for
better control in the dirt, while allowing
effective braking from the front without
locking up or extending stopping
distance dramatically. I wouldn’t go
so far as to say it’s on the same level as
BMW’s or KTM’s Bosch ABS systems,
but it’s a big improvement over the
previous Tiger.
On road, fueling was impressive.
The throttle never felt overly sensitive,
and the on/off throttle transitions were
smooth midcorner, helping to keep the
Tiger settled. Also, the gearbox shifted
more smoothly than on the last Tiger
800 I rode. Power output remains the
same as before (95 PS, or 93.6 hp), to
maintain compliance in European
countries with horsepower limits), but
we’ve never complained about the torque-
rich delivery or awesome exhaust wail.
And Triumph tells us that modifications
to the tractable three-cylinder have
improved fuel efficiency by 17 percent,
which means range has been extended
by around 50 miles. It’s further claimed
that this is now the lowest-emissions
triple the company produces.
The Tiger 800 has always been an
excellent middleweight adventure
bike—as long as you stuck to the
pavement. But the new electronics
package has dramatically upped the
XC’s dirt game without stealing any of
the asphalt sporting chops the bike has
always had.
IGNITION FIRST RIDE
TRIUMPH TIGER 800 XC
ENGINE TYPE
liquid-cooled DOHC 12-valve triple
DISPLACEMENT
800cc
FUEL CAPACITY
5.0 gal.
SEAT HEIGHT
33.1 in./33.9 in.
CLAIMED WET WEIGHT
481 lb.
PRICE
$12,399
14. W
14 CYCLE WORLD FEBRUARY 2015 PHOTOGRAPHY BY Steve Cox
e are big dual-sport fans and
have had an ongoing love affair
with KTM’s enduro-ready
500 EXC. But other than a few
offerings from tiny Beta, it’s
pretty much been a one-bike
class for a long time. Which
is why we’re stoked to see the
new Husqvarna FE 501 S and its
350cc sibling.
Critics might say these two
machines are too similar to
existing KTMs—even sharing
identical engines—but there are
White, blue, and yellow is the new orange By Blake Conner
CW FIRST RIDE
2015 HUSQVARNA FE 501 S
IGNITION FIRST RIDE
sophisticated WP 4CS four-
chamber closed-cartridge fork
(with compression and rebound
adjustment via tool-free clickers
on the top of the fork caps) is
said to offer better performance
than the EXC’s open-cartridge
design.
The FE 501 S engine, with
a 95mm bore and a 72mm
stroke, displaces 510cc. A single
overhead cam operates titanium
intake valves via a DLC-coated
rocker arm. This liquid-cooled
enough differences to keep them
from being called carbon copies.
Key difference? The chassis.
Husky’s double-cradle chrome-
moly frame is unique to the
FE, with a high-tech composite
subframe designed to give the
frame a desired level of flex.
Even more significant is the
suspension. The 501 S comes
with WP’s linkage-equipped
Dual Compression Control shock
in contrast to KTM’s linkless
PDS system. And up front, the
15. CYCLEWORLD.COM 15
engine is perfectly happy being
revved out, but once I took
advantage of its luggable nature
and bottom-end torque, the
bike was much more enjoyable
to ride. I could stick it in third
gear and chug up anything
I encountered; silt and sand
weren’t a challenge. When I
wanted to get my heart racing
I’d just keep the throttle pinned
a bit longer and let things get
hectic. The 501’s engine always
has power, and the torque curve
is smooth, so there is never a
big hit that instantly breaks
the rear tire loose. This makes
controlling slides with the
throttle easy.
Chassis performance was
highlighted by the excellent
fork and shock. On one very
long Jeep road, both ends were
put to the test by the rough
and rocky square-edged bumps
that dotted the trail. The front
sucked up the bumps without
deflecting, keeping the bike
pointed in my desired direction.
And the rising-rate linked shock
keeps the bike from kicking
sideways through fast chop and
over unexpected rocks.
If there’s one thing to
criticize, it’s the hard and
narrow seat; it’s almost some
kind of sadistic joke.
Outside of that, new Husky
501, like its orange cousin,
represents the pinnacle of
dual-sport performance. This
marriage between the two
companies has given Husky a
FIRST RIDE IGNITION
fire that the previous Italian and
German owners were never able
to ignite. If you are looking for
a hard-core dual-sport machine,
put the Husqvarna FE 501 S on
your short list.
2015 HUSQVARNA
FE 501 S
BASE PRICE:
$10,249
ENGINE:
liquid-cooled SOHC
single
DISPLACEMENT:
510cc
SEAT HEIGHT:
38.2 in.
FUEL CAPACITY:
2.4 gal.
CLAIMED DRY
WEIGHT: 250 lb.
SPECS
WHAT I LIKE
ABOUT THE
ENGINE IS
THAT IT
ALWAYS
HAS POWER.
THERE IS
NEVER A BIG
HIT THAT
INSTANTLY
BREAKS THE
REAR TIRE
LOOSE.
16. E
16 CYCLE WORLD FEBRUARY 2015 PHOTOGRAPHY BY Jeff Allen
With bags and windscreen, this KTM would make a great ADV By Blake Conner
CW FIRST RIDE
KTM 690 ENDURO R
IGNITION FIRST RIDE
ven if you’ve been hiding in a
cave for the past five years, you
couldn’t have missed the fact
that ADV bikes are grabbing
headlines. And as this segment
sorts itself out, it seems that
most manufacturers are biasing
the machines’ capabilities more
toward asphalt than dirt.
Of course, KTM’s own line
of Adventure motorcycles have
set the bar for well-balanced
machines with the 950, 990, and
1190 models. But for those who
want to explore more demanding
terrain without riding a 450–
500cc enduro, the 690 Enduro
makes a lot of sense.
Think of the 690 as a fully
modern and much better
performing (and more expensive)
Kawasaki KLR650. As delivered,
the 690 Enduro isn’t quite ready
for the long-distance ADV prime
time thanks to its hard seat and
lack of wind protection, but it
has the potential to be an ideal
lightweight off-highway-capable
touring machine with just a
few additions, starting with
saddlebags and a windscreen.
As is, the 690 makes a good
2014 KTM 690 ENDURO R
PRICE: $10,299
ENGINE: SOHC single
DISPLACEMENT: 690cc
SEAT HEIGHT: 35.8 in.
FUEL CAPACITY: 3.2 gal.
DRY WEIGHT: 328 lb.
SPECS
urban commuter that’s easily
fast enough to hold pace on
the highway—at least for
shorter jaunts. Yet, at the
same time, it can handle far
rougher off-road terrain than
any of the big adventurers.
At 328 pounds dry on the
CW scale, and with a seat
height almost 2.5 inches
lower than the KTM 500
EXC’s, the 690 is easy to
manage on tight single-track.
The WP suspension, with
almost 10 inches of travel
front and rear, features
48mm fork tubes and a linked
shock with high- and low-
speed compression adjusters.
Tuning blends good everyday
comfort with controlled off-
road composure.
Ride-by-wire with three
power maps allows the
rider to tailor output to the
conditions. With 52 hp and
39.5 pound-feet on tap, it
comes in handy. Switchable
ABS (off-road ABS is optional)
assists excellent braking
performance, on road or off.
The KTM 690 Enduro R
might not be ideal for cross-
country adventures, but
it’s an excellent platform
for multiday trips way off
the beaten path a bit closer
to home.
17. PrOtECtioN
In itS pUResT fOrM.
Take away the beautiful paint job and flashy graphics, and what you’re left with is the essence
of what makes an Arai helmet an Arai: the handmade fiberglass shell.
The rounder, smoother shape of the shell is optimized by “R75,” denoting a continuous curve
radius of at least 75mm. It’s a benchmark we’ve set for ourselves to provide our riders with the
strongest, most protective helmet possible.
It’s just one more way that Arai measures itself against a higher standard.
And even in its unfinished state, we think it’s simply gorgeous.
The unvarnished truth about the difference between helmets.
Experience makes the difference.
araiamericas.com
18. 18 CYCLE WORLD FEBRUARY 2015
IGNITIONIGNITION NEWS
Inflatable torso
protection
By Matthew Miles
Meet the Tech-Air Street, a compact,
self-contained airbag intended for use on or
of road with any type of motorcycle. When
inflated, the lightweight, reusable bag
covers most of the upper body, cushioning it
from impacts. Aside from charging the
battery, no setup or service is required
unless the bag is activated.
When the Tech-Air Street debuts in
Europe this spring, retail price will be
1,200 euros—or about $1,500 at current
exchange rates. The vest zips into the fully
armored Valparaiso Dry Star jacket ($800)
ALPINESTARS
TECH-AIR
STREET
and the summer Viper ($440). Other gar-
ments are planned.
According to Colin Ballantyne, the engi-
neer responsible for the Tech-Air program,
most race crashes are single vehicle, but
the majority of street crashes involve an
obstacle, and most happen at less than
40 mph. At 30 mph, he said, the average
time between a motorcycle making initial
contact with, say, a car and the rider hitting
that car is just 100 milliseconds.
Ballantyne stressed the importance of
shoulder protection. “In the majority of the
crashes that we conducted,” he said, “the
shoulder was always the first point of con-
tact for the torso. Also, by having shoulder
protection, you have a continuous, inflatable
cushion all around the top of your body.”
Maximum inflation takes just 25 millisec-
onds, and that pressure is maintained for
five seconds. The “envelope of protection,”
the speeds at which Ballantyne says the
system performs best, ranges from 15 to 56
mph. The system may deploy the airbag at
even lower speeds, but that is dependent
upon the energy involved in the impact and
circumstances related to the accident.
Based on more than 185,000 miles of
data gathering, including his own leg-
breaking crash, Ballantyne is confident the
system, with its sophisticated algorithm,
won’t unexpectedly deploy, even if you’re
riding aggressively of road.
The Tech-Air Street is worn like any other
riding jacket. When the zipper is closed, the
system is armed. “We tried to engineer the
system in the most natural way possible,”
Ballantyne said. Fully charged, the battery
provides 25 hours of continuous use, which
is adequate for most weekly commutes.
Asked about the investment made in the
Tech-Air program, Alpinestars President
Gabriele Mazzarolo smiled. “I don’t own a
boat,” he said. “I have an airbag.”
TECH
FOR YOUR
BODY
To demonstrate the effectiveness of
the Tech-Air Street, Alpinestars had a
BMW R1200GS impact a Mercedes-Benz
sedan at 30 mph. Inflation took place in
advance of the dummy hitting the car.
19. CYCLEWORLD.COM 19
NEWS IGNITION
ROSSI
PANINIThe day after the 2014
MotoGP finale, Alex Marquez—
Marc’s younger brother—was
given 12 laps on his brother’s
Honda as a reward for winning
the Moto3 title. As the Marquez
brothers lapped Valencia,
Valentino Rossi had some fun
by splitting the brothers and
creating this Rossi sandwich.
Said Alex: “The feeling to ride
a MotoGP machine is amazing.
I was more nervous today than
on Sunday, when I had to fight
for the title. On a MotoGP bike,
everything happens so fast.”
—Maria Guidotti
COVER TO
COVER
If you like Cycle World’s
past as much as we do,
now you can get online
access to every single issue
we’ve published. For sub-
scription information, hit
c2c.cycleworld.com. A great
search engine makes it easy to
find any article, test, review,
or feature that we’ve pub-
lished in the last 52 years.
The VX800 might have been
on our February cover, but the
Suzuki that arguably had a more
lasting impact was the new
DR350. In “The Return of the
Mini Thumper,” we praised Suzuki
for building this new DR, which
proved to be far more agile than a
big-bore four-stroke and a much
better machine than the earlier
Honda XR350 and Yamaha TT350
models. We also showed readers
Suzuki’s new dual-purpose
DR250S/DR350S models.
These street-legal Zooks were
praised by editor David Edwards
for being practically identical to
their dirt bike kin.
In other parts of the issue, Alan
Cathcart rode a Commonwealth
Honda (a roadracer powered by
a dirt-track Honda V-twin), and
our EICMA coverage featured the
Moto Guzzi Daytona 1000, the
Ducati 851 Sport, and a bunch
of new Husqvarnas, including a
216-pound 250WMX model pow-
ered by a Cagiva engine. And, yes,
there was a Bimota, a Bellaria
that could hit 153 mph.
Stafers also traveled. Ron
Lawson competed in the ISDE on
a Suzuki RMX250 but complained
that the German course was
far too easy because environ-
mentalists had made almost
all the countryside of-limits to
dirt bikes. And Jon F. Thompson
tackled Europe for a meager $250
a day, riding a Suzuki Katana
1100. One day he arrived before
the luggage van in Monte Carlo,
so he just had to stroll the topless
beaches…in full riding gear.
Lastly, in Race Watch, we pro-
filed Eddie Lawson, the four-time
US national champ and four-time
world champion. “Everything
is great when I’m on the bike,”
Steady Eddie concluded. “I love to
race and I still want to win every
race I enter.” —Andrew Bornhop
FEBRUARY 1990
EVERY
ISSUE: JUST
A CLICK
AWAY!
20. 20 CYCLE WORLD FEBRUARY 2015
1 2 3 4 5
GIDDYAP
Timeless styling meets
long-lasting durability in
this 100-percent-horse-
hide limited-edition Bell
Helmets jacket ($900)
made by Schott N.Y.C.
(think Brando, James
Dean, etc.). This classic
racer jacket has rally
stripes and Bell logos
on the shoulders. Side
buckles optimize fit,
while cuf zippers make
getting on/of easy.
Includes a zip-out liner.
(800) 456-2355
bellhelmets.com
EAST MEETS WEST
BMW’s R nineT roadster
has been a smash-
ing success, with
demand outpacing
production. But if you
really want to hear the
boxer twin’s glorious
music, uncork it with
Yoshimura R&D’s RS-3
slip-on exhaust ($379).
The aluminum canister,
with a turn-down tip
made of machined
aluminum, includes a
low-volume insert.
(800) 634-9166
yoshimura-rd.com
READY, SET, ACTION
Recently announced
by Bluetooth special-
ist Sena Technologies,
the 10C ($399) is a new
action camera/commu-
nication system combo
unit allowing real-time
recording of narration
to complement 1080p
video. The four-way
communicator, which
uses voice prompts,
has a 900-meter range,
music sharing, and an
FM radio.
(866) 887-7362
sena.com
IGNITION GEAR
NO HANDICAP
Don’t miss that tee time
because you don’t have
a car; just throw DV8
Sports’ portable golf
clubs/bag ($499.95
to $899.95) on your
back and ride to the
links. DV8’s patented,
tool-free coupler allows
club heads to be inter-
changed on one or two
custom shafts (stif,
regular, or ladies/senior).
The entire set weighs
less than 15 pounds.
(678) 831-3526
dv8sports.com
COIF CRUSHER
Italian helmet maker
AGV has just released a
new lid called the K3 SV
(starting at $199.95),
designed utilizing the
company’s Extreme
Standards build-quality
guidelines. Features
include an internal sun
visor, a thermoplastic
shell, and four intake
and two exhaust vents.
The K3 SV is DOT/ECE
certified and available in
sizes XS to XXL.
(888) 234-5450
store.agv.com
NEW FOR 2015By Blake Conner
NEW IDEAS
CW APPROVED
5
1
2
3
4
21. CYCLE WORLD 21ILLUSTRATION BY Morgan Schweitzer
THOSE CLASSY BUT CLUNKY CLASSICS
Somelimitstoride—andlive—by By John L. Stein
KNOW YOUR BIKE
RIDE SMART IGNITION
D
espite having an almost
serial obsession for old
motorbikes, I will readily
admit: Some of them
are death traps ready to
reap. They have lousy suspension
and worse tires and brakes. Their
lights are dimmer than Scrooge’s
candle. They’re often deficient in
acceleration and cornering, and
the controls work slower than
a congressional caucus. Lovely
as they are aesthetically, the sad
truth is they’re nowhere near as
dynamically capable as modern
iron. And whenever you ride one, the
responsibility for dealing with this
rolls straight downhill to you.
You wouldn’t fly a Piper Cub like
a HondaJet or ride a Matchless like
a CBR1000RR. So the best approach
is to understand what these enticing
old crocks can and can’t do—and
then ride accordingly. In particular,
dialing down the hustle factor and
then opening up your following
distance to other traffic buys space
and time. These become huge assets
when you fly into a corner too hot
or when a gnarly-ass Aztek swings
across your bow.
Bottom line: While that Ace Cafe
replica might look amazing, in reality
not even the best vintage Triton
will outmaneuver an average late-
model sportbike. So the next time
you’re blazing the boulevard on your
Bultaco, cruising for coffee on your
Commando, or attacking apexes on
your Avenger, here are some tips to
keep it K70s down.
1) Pick your shots. If you can’t match
or exceed the speed of traffic, you’re
at risk because it’s harder to control
your relationship to other vehicles.
Choose a route, and a ride time,
appropriate for your bike’s abilities.
2) Make it reliable. It’s fun telling
how that Motobi stranded you in
the Eisenhower Tunnel—and your
ensuing Hooters limo rescue. But
in reality, breaking down alongside
fast-moving traffic is dangerous as
hell. Make sure your ride will keep
on running.
3) Two big mirrors. Old bikes might
have one dinky rearview mirror,
beautifully placed for a view of your
Belstaff jacket logo. Make sure that
you get two decent mirrors onboard
so you can have a clear view of any
Panzers on your tail.
4) Twelve volts after dark. Old
six-volt lighting systems may keep
you from spotting road hazards—or
maybe even the road itself. Likewise,
cars won’t see you as well. Consider
upgrading to a 12-volt system (with
LED bulbs too) for night rides.
22. 22 CYCLE WORLD FEBRUARY 2015 PHOTOGRAPHY BY Drew Ruiz
W
hen I left Abilene, Texas, the thermometer
hadn’t broken 40 degrees, and the windchill
from the 35-mph breeze put temps slightly
below freezing. I was headed north from the
COTA MotoGP race, directly into the wind,
and had a long ride ahead of me. It would
prove to be one of the toughest days I’ve had on a motorcycle,
and there’s only one reason I rolled into my Colorado drive-
way 12 hours later: Venture Heat’s electric clothing.
The new Grand Touring Collection includes a vest (heated
sleeves are an option) and pant liners, to which I added heated
insoles and Carbon Street gloves. The gear is all outstandingly
comfortable. Bulky coils of yesteryear have been replaced with
hair-thin microfibers for instant heat and all-day comfort. Vest
and pant liners are extremely soft, flexible, and have the same
bulk as a good workout suit. All items interconnect quickly,
and a fused power cord attaches to the motorcycle battery.
Combined draw for all pieces is about 170 watts.
Vest, pant liners, and gloves have separate, three-level
power buttons; insoles are controlled by the pant liner. Heat
hits immediately, and I challenge you not to giggle when it
comes on. The only downside is that reaching the vent/pant
control flaps at your
left hip isn’t as easy as
accessing a power-cord
switch or thermostat.
I’ve never been a big
fan of cold-weather gloves
due to the added bulk,
reduced control feel, and
typically lower crash pro-
tection, but the leather
and nylon Carbon Street
gloves go a long way
toward alleviating those
concerns. Fit and feel
(even with 3M Thinsulate
and waterproof mem-
brane) improved substan-
tially during the ride as
the gloves broke in. They
are the best compromise
I’ve found for cold-
weather riding.
Bottom line: In dire
conditions, this gear was
up to the task.
VENTURE HEAT GRAND TOURING
COLLECTION ELECTRIC CLOTHING
CW EVALUATION
IGNITION EVALUATION
VENTURE HEAT
GRAND TOURING
COLLECTION
ventureheat.com
PRICE:
VEST $219.99
PANT LINERS $209.99
CARBON STREET GLOVES $199.99
BOOT INSOLES (trim to ft) $69.99
UPS
+ All-day comfort
+ Right-now heat
+ Packs small and light
DOWNS
– Insole wire runs up past rider’s
heel (walking may get
uncomfortable)
– Power faps are tough to reach
in a one-piece suit (get the
wireless remote)
Get warmly wired from head to toe By Nick Ienatsch
24. 24 CYCLE WORLD FEBRUARY 2015
IGNITION TDC
TIRES NEED HEAT, WITHOUT WHICH EVERYTHING FAILS
BY KEVIN CAMERON
RIDERS
AND TIRES
C
hanges in tires are not only
driven by changes in rubber and
construction technology but also
by what riders need and want
from tires.
Back in 2002 at the beginning of
MotoGP, Valentino Rossi said this about
two-/four-stroke differences relating to
tires: “With the four-strokes, there is a
close relationship between the throttle
and the back tire, so when we accelerate
a little we are already giving power to
the rear rubber. With the new bike, you
can accelerate when you are leaning
tightly, which wasn’t the case with the
500, where you had to raise the bike to
be able to open the throttle.”
This difference came from the
contrasting ways two-strokes and four-
strokes came on throttle. With two-
strokes, on closed throttle, the cylinders
filled with exhaust, and, as the rider
moves the throttle, the small amount of
fresh charge is so diluted in the cylinder
that it cannot fire. As the throttle opens
more and more, this becomes less true.
The Honda NSR500 used to give two
loud pops (from the ignition of mixture
accumulated in the pipes) and then kick
the rear wheel sideways as the engine
reached a state in which it could fire.
To have the grip to handle this sudden
torque, the rider “had to raise the bike.”
In 1978, this engine characteristic
allowed Kenny Roberts to apply his
dirt-track experience to 500cc Grand
Prix roadracing. He would get the bike
turned early on a tight radius then lift
it up to plant it on bigger tire footprints
and use the rest of the turn as a curved
dragstrip of increasing radius. This style
confounded riders raised on the classic
“big line” of maximum radius. Using
all of their tire grip for turning, they
could not apply throttle and thus could
not accelerate. Roberts, while slower at
his apex, was able by raising the bike
to begin accelerating earlier so his exit
speed was greater than that of the big
liners. This is the style people would
soon call “point and shoot.”
Because four-stroke engines have
their strokes separated by mechanical
valves, they avoid two-stroke exhaust
gas dilution. So as soon as the rider
moves the throttle, the engine begins
to fire, giving a very small amount of
power. This is “the close relationship
between the throttle and the back tire”
of which Rossi spoke. This made the
defensive point-and-shoot riding style
unnecessary, so GP riders advancing
from 125/250cc GP classes no longer had
to forget everything they had learned
to adapt to big bikes. In 125, there is too
little power to make up a large loss of
speed in corners, making high corner
speed essential to good lap times. This
was also true in 250, which is why in the
500 era we saw some 250 riders fail to
fully make the transition to 500. Riders
cannot just change their styles because
it is a good idea; style is the complex set
of reflex loops that are the only safety
the rider has. Changing them would be
like learning to walk all over again.
Tires began to be built not for the
spinning and sliding of point and shoot
but for an emerging combination of
125/250 corner speed and smooth four-
stroke acceleration. Michelins were not
noted for edge grip in the last years of
the 500s, for it was observed that “the
tire with the best edge grip is not the tire
that will push the bike ahead.”
When Bridgestone began development
of tires for MotoGP, riders likened them
to soft qualifiers—“good in the first
corner, but by the next corner it’s down
to zero.” Rider Makoto Tamada showed
their fast-improving qualities in 2004,
but in that season, people referred to
cool mornings as “Bridgestone weather”
because their still-very-soft tires were at
their best before the heat of the day.
Michelin, meanwhile, found it had
112
08/20/78
DATE KENNY ROBERTS,
A SERIES ROOKIE,
CLINCHED HIS FIRST 500cc
WORLD TITLE, AT THE
NURBURGRING
WEIGHT, IN POUNDS, OF
MOTOGP’S LIGHTEST RIDER:
DANI PEDROSA
BY THE NUMBERS
THE YEAR MOTOGP
SWITCHES TO MICHELIN TIRES
2016
27. CYCLEWORLD.COM 27
YAMAHA YZF-R1
T
imes have been hard for motorcycle manufac
turers and, up until recently, new models scarce.
Now it’s time to begin again, and Yamaha is doing
it in a big way with a revolutionary new YZFR1
and limitedproduction YZFR1M. The frst wave
of motorcycle electronics came from Europe, but
the second wave—this Yamaha with its MotoGPinspired suite of
leananglesensing Traction Control, Wheelie Control, ABS plus
linked braking, and Slide Control—is profoundly greater.
The frst wave brought us BandAids for specifc problems, but
Yamaha has centralized all capabilities by placing a “sixaxis”
Inertial Measuring Unit (IMU) on both of these models. The IMU,
which would ft on your palm, contains gyros to measure rotations
around all three axes (roll, pitch, and yaw) and accelerometers to
measure rate of speed change along each axis. This is the technol
ogy of an ICBM’s inertial guidance, miniaturized and made afford
able. In our own inner ears we have similar functions, which is why
we can close our eyes in the shower and not lose our balance.
With the IMU’s measurements, the bike’s ECU knows the
bike’s angle of lean, knows if it is pitching nose down or nose up
and exactly how fast, and knows almost instantly (recalculating
125 times per second) if the back of the bike is swinging out from
too joyful a throttle movement. Knowing the lean angle adjusts
the multilevel traction control for the reduction in available tire
BY KEVIN CAMERON
T H E R E V O L U T I O N
Yamaha breaks out an all-new YZF-R1 and
special-edition R1M. Awesome electronics and
200 hp put European OEs on notice.
NEW
METAL
2015
PHOTOGRAPHY BY Jeff Allen
28. 28 CYCLE WORLD FEBRUARY 2015
NEW METAL
2015
grip caused by cornering. Noseup pitch
signals “wheelie in progress,” and the
system smoothly controls it through
throttle by wire.
“Yamaha can sell this whole motor
cycle, with these systems on it, for less
than the AMA’s electronics price cap,”
Yamaha Racing Manager Keith McCarty
said. The AMA had set an $18,000 cap on
roadrace electronics, but the MSRP for
this R1 is $16,490. This has been the story
of digital systems; expensive to develop
initially, they become almost
ridiculously cheap once pro
duced in quantity. Think of
phones and computers.
Remember this: The closer
a manned system approaches
its limits, the more human
capabilities stand out as the
limiting factor. As in combat
aircraft, the more details that
are handled by electronics,
the better the human opera
tor can get on with higher
decisionmaking.
I asked Yamaha Product
Planning Director Derek
Brooks how it feels to ride
a machine with such an
integrated control system:
“Most surprising to me is that this bike is
smaller, lighter, and more powerful (than
the previous model), but the systems
are almost transparent,” Brooks said.
“There’s no feeling of anything strange
happening. You’re riding a very control
lable motorcycle.”
Engine and chassis are new. The 998cc
inlinefour, a fourvalve engine with a
79.0 x 50.9mm bore and stroke, retains
the “crossplane” (crankpins at 90 degrees
to each other instead of the traditional
180) crankshaft that the R1 in
herited from the M1 MotoGP
engine. Shortskirted “ash
tray” pistons can be this light
and thin because they are
cooled by oil jets. Compres
sion ratio is a torqueboosting
13.0:1, made possible by the
accurate dimensional control
of CNCmachined combustion
chambers. Valve actuation has
been switched from bucket
tappets to lighter, F1like
fnger followers. Power goes
to the sixspeed gearbox via an
“assist slipper” clutch, which,
in addition to smoothing cor
ner entry, uses engine torque
to increase plateclamping
THE NUMBERS
YAMAHA
YZF-R1/R1M
Base price:
$16,490/$21,990
Claimed wet
weight:
439 lb./443 lb.
Wheelbase:
55.3 in.
Claimed
horsepower:
200 hp
Claimed torque:
N/A
Rake/Trail:
24.0°/4.0 in.
29. CYCLEWORLD.COM 29
force during acceleration. Claimed output
is “approximately 200 hp.”
In a frst for the industry, Yamaha has
developed fracturesplit titanium connect
ing rods. Titanium can be alloyed to equal
the strength of hightensile steels but
has only sixtenths of the density of steel.
That translates into reduced bearing
loads, a bit less friction loss, and faster
throttle response. The fact that Yamaha
invested the R&D to produce such rods
in quantity tells us this bike is not a
homologation special. It is the future.
An allnew Deltabox chassis gives a
10mm shorter 55.3inch wheelbase for
quicker chassis response. Titanium
headers and an underengine titanium
muffler canister save weight, as do
magnesium wheels. To make room for
the canister, the aluminum swingarm is
topbraced.
Fully adjustable KYB suspension—a
43mm fork and bottomlinkpivot shock—
give 4.7 inches of wheel travel. The front
brake uses twin 320mm discs with Nissin
fourpiston radialmount calipers. Quoted
wet weight of 439 pounds includes
4.5 gallons of fuel, which is about 27
pounds. The aluminum tank saves 3.5
pounds over previous steel parts.
Yamaha tells us the new R1’s style
comes from the M1 MotoGP bike. I like
it because it is a welcome change from 10
years of “supersonic” points and edges.
Fourtime AMA Pro SuperBike Cham
pion Josh Hayes played a collaborative
role with ninetime world champion
Valentino Rossi in the development of
Yamaha’s latest Openclass sportbike.
Hayes rode it both in Japan and in the US.
What did he think of the bike?
“There was no negative to putting
grippy tires on the machine,” Hayes said.
“On the previous bike, if you just bolted
grippy tires on it, without anything to
accompany that change, you could create
some pretty big headaches for yourself.”
And the R1M?
“For a trackday enthusiast who also
commutes on his motorcycle, you
couldn’t come up with something better,”
Hayes added. “To be able to push a button
and instantly stiffen the suspension and
give it more of a racetrack feel is pretty
awesome. I was impressed.”
Most impressive to us is that this
new R1 exists as a regularproduction
motorcycle, unlike the prototype Honda
RC213VS, and is priced well under the
$25,000 Kawasaki H2 and the $20,995
Ducati 1299 Panigale.
The second wave of highperformance
motorcycle electronics has begun, and
Yamaha is leading the way.
YAMAHA YZF-R1M
Yamaha’s revolution is also avail-
able as the R1M, with a suite of
premium features (and carbon-
fiber bodywork) to interest the
rider who can afford to indulge his
or her taste for something more.
For about a third more, the
buyer finds Öhlins Electronic
Racing Suspension, carbon-fiber
bodywork, and a Communication
Control Unit (CCU) with GPS that
enables the rider to capture ride
data and then download it via
Wi-Fi to the Yamaha Y-TRAC
smartphone and tablet app. Once
the data is downloaded, the rider
can analyze it overlaid with the
track map. Setting changes can
then be made via the Yamaha YRC
app and upload those changes
back to the R1M.
So there you are, diving into
meat and potatoes at someplace
rather good, when glancing at
your tablet you realize how
you can save two-tenths in
turn four. Moments later,
meal still pleasantly warm,
you have made the neces-
sary changes and take up
knife and fork once more.
Life is indeed good.
Seriously, folks, once you put
things like the IMU and GPS on a
bike, any system you can imagine
becomes not only possible but
inevitable at some future time.
Just this process took place in
MotoGP: Code writers saw that
with GPS, the bike knows which
turn is next, so they could preset
the TC, the wheelie control, the
suspension, the engine response—
any of it—for each corner individu-
ally. They could write in suspen-
sion changes as the fuel load
decreased. We could…
The only thing keeping this
MotoGP level of control from
happening on the R1M is more
computer code in the ECU.
We dreamed of this for
decades. It is at hand. —KC
ANALYZE YOUR RIDE ON YOUR SMARTPHONE;
MAKE SUSPENSION CHANGES WITH THE APP
30. 30 CYCLE WORLD FEBRUARY 2015
KAWASAKI
H2R VS. H2
CAN WE ALREADY BE A LITTLE
UNDERWHELMED BY KAWASAKI’S
POTENT H2 STREETBIKE?
NEW METAL
2015
T
here’s some good news follow
ing the full release of specs for
the supercharged new Kawasaki
Ninjas: The H2R trackbike remains the
frespitting, glowing hot 300horse
noholdsbarred monster we showed you
in our December issue, even though its
$50,000 price tag means most of us will
never throw a leg over one.
But our shoulders slumped a bit when
we saw that the H2 streetbike tipped the
scales at a claimed 525 pounds wet and
that its output had dropped into the “200
hp” range.
Insiders have said the actual output is
higher than stated, which is essential for
the success of this model. Crushing horse
power and a supercharger really are the
H2’s key selling points; other machines
have all the electronics (or more), plus
you can get a steel trellis frame and a
singlesided swingarm elsewhere (cough,
Ducati, cough) for less money.
But face it: Building an “extreme”
motorcycle for the street forces a manu
facturer to make concessions not only to
emissions and sound regulations but also
potential liability, which doesn’t seem to
be the case with cars.
That is, it seems a little discriminatory
that in a world where people don’t blink
at 250mph production cars with 1,000
hp, a motorcycle manufacturer feels com
pelled to limit streetbike top speed to 186
mph and get cagey when claiming more
than 200 hp. Let’s set ourselves free!
Sermon over: We’re happy to report
BY MARK HOYER
31. CYCLEWORLD.COM 31
MOTOGP REFUGEE
HONDA FINALLY DELIVERS A MOTOGP-INSPIRED
V-4 STREETBIKE. WELL, NOT QUITE…
If you wondered why Honda raced
inline-fours in World Superbike and
V-4s in MotoGP, wonder no more. A
high-technology V-4 streetbike proto-
type based on the championship-
winning RC213V MotoGP racer was
revealed at the EICMA show in Milan.
This new machine, known as RC213V-S,
might also be the basis of a future
World Superbike entry. No technical
information was provided, but two
examples were shown.
Honda’s work with V-4s dates back
to the daring but unsuccessful NR500
oval-piston GP project of 1977–’81.
Prior to that, all Honda GP engines
had been inline four-strokes, and
championship-winning fours had car-
ried the Honda name to world promi-
nence. Yet engineers were dissatisfied
with the inline-four because it consists
of two 180-degree twins set end to
end. Each such twin wobbles vigorously
about its center, applying a bending
moment that flexes and may in time
crack the crankcase and cause cylinder
base-gasket leakage.
The NR500 was built as a V-4, its
crankcase and two cylinder
blocks forming a compact,
box-like structure
that maximally
centralized engine
mass. If a 90-degree
cylinder angle were
chosen, the right and
left cylinder pairs of
such an engine could be
self-balancing in the same
way as Ducati’s 90-degree
V-twins. NR500 failed to win
a single GP point but did conceptually
father the long line of Interceptor/VFR
V-4s, which culminated in the World
Superbike-winning RC30 and RC45.
Although for some time Honda’s V-5
and later V-4 MotoGP engine architec-
ture was compared unfavorably with
the inherently more mass-forward
inline concept favored by Yamaha,
Honda has made the V-4 dominant
in MotoGP in 2011–’14. Hard to argue
with success!
Just a year ago, Honda revealed
its MotoGP production racer, the
RCV1000R. With its fabulous fit and
finish, that machine was hailed at the
time as a likely basis for a pricey, exclu-
sive “racer replica” to be sold to the
same upmarket buyers who in 2006
inhaled the 1,500 Desmosedicis offered
for public sale at $72,000 a copy. This
is a natural response to the movement
of disposable income up toward the
tip of the economic pyramid. Because
1,500 times $72,000 equals $108 mil-
lion, this is not a market anyone can
ignore. Kawasaki’s supercharged H2R
is another example of “upmarketing.”
It also makes sense for Honda
to use the same basic R&D to
cover MotoGP (with pneu-
matic cylinder heads),
World Superbike (with
metal valve springs), and
a super-exclusive sports/
collector market, rather than
developing and producing sepa-
rate designs for each. Does this
foretell a general Honda abandon-
ment of the inline-four engine?
We wait and see. —KC
that the only
changes to the
reducedpower
H2 engine are
camshafts, head
gasket, clutch,
and a streetlegal
exhaust. So a little
software hacking
and an aftermar
ket silencer ought
to pump things up
to more astronom
ical levels. Any
body out there in
ECU land able to
hit CTRLC on an
H2R box and paste
it to the H2’s?
Whether you
will or won’t buy an H2 or an H2R is now
a moot point because online ordering
ended December 19. But we sure enjoyed
reading the fne print on the trackonly
H2R’s purchase page, which included
a list of guidelines for potential H2R
buyers to acknowledge before they could
place deposits.
First and foremost was a frm
reminder that the H2R is for closed
course use only. But what if you own
an H2 and simply want to buy the parts
necessary to convert it to R spec? Denied!
You need proof of H2R ownership (“prod
uct registration, VIN confrmation, etc.”)
to buy spares. Further, “In addition to
regular periodic maintenance, service
inspections are required every 15 hours
of engine operation above 8,000 rpm.”
And, fnally, there’s no warranty.
Nevertheless, we have seen nearly all
the new 2015 models, and the H2/H2R
Kawasaki very much remains in a class
of one. But we’ve got a free trackday and
dragstrip rental for the frst owner who
presents us with a hacked H2.
We’re serious.
THE NUMBERS
KAWASAKI
H2/H2R
Base price:
$25,000/
$50,000
Claimed wet
weight:
525 lb./476 lb.
Wheelbase:
57.3 in.
Claimed
horsepower:
200 hp/300 hp
Claimed torque:
N/A
Rake/Trail:
24.4°/4.0 in.
32. NEW METAL
2015
DUCATI 1299 PANIGALE
MUCH BIGGER BOOMS FROM DUCATI’S NEW SUPERBIKE FLAGSHIP BY BRUNO DePRATO
32 CYCLE WORLD FEBRUARY 2015
B
iggest news here is that Ducati
offcially cracked the 200hp
mark. But before we get to this
most extreme Superquadro engine ever,
let’s start from the beginning.
When Ducati CEO Claudio Domenicali
was asked about the internal geom
etry of the Panigale 1199 engine—with
specifc reference to the rod length
1299
Panigale
1299 Panigale S
with even shorter rods to compensate for
the extra stroke.
Ah, dead wrong! Domenicali went for
an even bigger bore: 116mm! Together
with an unaltered stroke of 60.8mm,
that makes for an actual displacement
of 1,285cc. That’s the way, Claudio. Well
done! A 116mm bore is Chevrolet Big
Block territory, reminiscent of those
Reynolds Aluminum V8s that powered
the legendary McLaren CanAm racers
of the 1970s. That memory alone makes
my blood churn.
The new Panigale 1299 sets fresh stan
dards in the superbike fraternity, with a
claimed 205 hp at 10,500 rpm and a ter
of 110.1mm in relation to its 60.8mm
stroke—he affrmed that he wanted
the Panigale to be as compact and well
balanced as possible. When I heard a
largerdisplacement Panigale was in
the works, with the extra cubes coming
from increased stroke (the bore already
was a recordsetting 112mm), I wondered
if Domenicali was ready to compromise
33. CYCLEWORLD.COM 33
rific 106.7 pound-
feet of torque at
8,750 rpm. Simply
put, there is
nothing like that
on two wheels,
with the possible
exception of the
new supercharged
special from
Japan. Valve size
is the same as that
used in the 1199:
46.8mm titanium
intakes, 38.2mm
steel exhausts. By
keeping the same
valve and port
size of the 1199,
Ducati engineers
have created a more flexible and torquey
powerplant. The higher speed of the
intake charge helps disprove the old no-
tion that extremely oversquare engines
must have poor torque curves.
For more agile steering response,
Ducati has given the Panigale 1299 24
degrees of steering rake, which is a
half-degree less than the 1199. Trail is
consequently down from 100 to 96mm.
Even more meaningful: The swingarm
pivot has been lowered 4mm, for better
geometry to the front sprocket and
superior traction. Also, as before, there
are two versions, standard and an S
model. The former
is fitted with an
inverted 50mm
Marzocchi fork, a
gas-charged unit
made of alumi-
num. The S bumps
up the hardware
quotient with full
LED headlights
and Öhlins elec-
tronically man-
aged semi-active
suspension featur-
ing an inverted
43mm fork. Brakes
on both bikes are
by Brembo, with
M50 calipers act-
ing upon a pair of
330mm front discs.
To tame all that
power and torque,
the electronics
suite of these 1299
Panigales is among
the most complete
in production
today.
APRILIA RSV4 RR
BMW S1000RR
The extensively revised RSV4 RR superbike has received minor chassis changes
and an extensively redone 65-degree V-4 making a claimed 201 hp. APRC rider aids
are among the best on the market. RSV4 RF “Race Pack” special edition (pictured)
gets special paint, an Öhlins fork and shock, plus forged aluminum wheels.
One of our favorite nakeds gets
punched out to 1,070cc for a
claimed 175 hp. RR standard
and upgraded Factory versions
will be available, both with
Aprilia’s APRC rider-aid pack-
age. Will the 405-pound (dry)
Tuono unseat the KTM 1290
Super Duke R as our favorite
Open-Class Streetbike?
The reigning superbike king got
major changes in 2015 that resulted
in lower weight, a more agile chassis,
and a claimed 197 hp. We rode one in
Spain (January issue) and came away
impressed and convinced that it will
take a lot to unseat this bike from
the performance-per-dollar throne.
APRILIA TUONO
V4 1100
THE NUMBERS
DUCATI 1299
PANIGALE/S
Base price:
$19,295/$24,995
Claimed dry
weight:
367 lb.
Wheelbase:
56.6 in.
Claimed
horsepower:
205 hp @
10,500 rpm
Claimed torque:
106.7 lb.-ft. @
8,750 rpm
Rake/Trail:
24.0°/3.8 in.
The Panigale in
its original 1,198cc
displacement
remains only as
a race version—
the Panigale R.
This machine,
with technical
solutions
extracted from
the limited-
edition 1199
Superleggera,
features tita-
nium valves and
connecting rods,
plus an ultra-
compact crank-
shaft is a polished
piece that fea-
tures tungsten
inserts for per-
fect balance.
The claimed dry
weight of this race
Panigale R
is now a svelte
357 pounds.
34. 34 CYCLE WORLD FEBRUARY 2015
NEW METAL
2015
DUCATI MULTISTRADA 1200
DVT AND IMPROVED ELECTRONICS
UP THE MULTISTRADA’S GAME
T
he new Multistrada revealed at
the EICMA show in Milan might
be the most sophisticated and
advanced bike in Ducati’s lineup. Styling
has been revised with new graphics, but
that pales in comparison to the signif-
cant evolutionary changes that have
taken place with its Testastretta engine.
That’s right; the new Multistrada is
the frst Ducati with latest evolution of
the Testastretta 1,198 V-twin, which now
features the revolutionary Desmodromic
Variable Timing (DVT) in combination
with dual-spark ignition and secondary
air bleed. This bumps claimed horse-
power from 150 hp at 9,250 rpm to 160
at 9,500, and claimed peak torque has
increased from 91.8 pound-feet at 7,500
rpm to 100.3 at the same rpm. Simply put,
there is no comparison between old and
new engines. The new Testastretta 1,198
DVT powerplant has a much broader
power curve starting as low as 2,000 rpm.
The superior performance is also
related to upgraded electronics. Ducati’s
new electronics suite includes the Inertia
Measurement Unit (IMU), which has all
features from before (traction control,
ABS, four-mode ride-by-wire) plus wheelie
control. It also manages the latest Ducati
35. CYCLEWORLD.COM 35
Skyhook suspen-
sion, which is
standard on the
Multistrada S.
This electronically
managed semi-
active suspension,
by Sachs, features
an inverted 48mm
fork and a single
shock. The IMU
also manages
the latest Bosch
Cornering ABS,
which prevents
the Brembo brakes
from locking a
wheel even when
well leaned over.
Ducati’s base
Multistrada has
a non-adjustable 48mm inverted fork,
plus a pair of 320mm front brake rotors
by Brembo. The Multistrada S, with its
electronically managed semi-active fork,
gets 330mm front brake rotors and the
latest Brembo M50 calipers. Of note, the
S also has a full-color TFT dash, and the
load settings of the Skyhook suspension
are adjustable at rest or on the fy, as are
the four riding modes: Sport, Touring,
Urban, Enduro.
The new Multistrada S ($19,695) also
benefts from a new full-LED head-
light with corner-lighting technology.
Additional peripheral lighting for the
Multistrada S is available via a switch
near the left grip that actuates two addi-
tional lights. All Multistradas roll on 17-
inch wheels shod with the latest Pirelli
Scorpion Trail II, in 120/70-17 front and
190/55-17 rear sizes. In Europe, Ducati
will continue to offer the Multistrada
S D/Air model, which features a wire-
less connection to the airbag-equipped
Ducati D/Air riding apparel by Dainese.
If you’re one of those folks who plans
to occasionally venture off road on your
Multistrada, the Enduro Pack accessory
includes engine crashbars, a radiator
guard, an extended skid plate, auxiliary
LED lights, and off-road footpegs. —BdP
DVT
101
Ducati’s Testastretta engine has
benefited from twin-spark ignition
and the development of the 11° ver-
sion. That refers to the amount of
valve overlap in crankshaft degrees.
Overlap is that period when the inlet
valves are open and the exhausts
haven’t closed.
This overlap exploits the depres-
sion created in the cylinder by the
scavenging effect of the spent gases
rushing out through the exhaust
port. Via fluid dynamics inertia, the
volumetric efficiency of the engine is
pushed past 1:1. In other words, the
inhaled charge exceeds the swept
volume of the cylinder. Problem is,
at low rpm, the scavenging effect is
marginal, so little or no benefit at all
comes from the overlap phase. Since
the timing remains unchanged, there
is more time for the fresh charge to
be jettisoned through the exhaust,
and the low flow speed does not
create the correct turbulence in the
compressed charge. Consequently,
combustion is far from optimal. To
address this, Ducati has developed a
full variable valve-timing system for
the 11° Testastrettra engine, the first
of its kind applied to a motorcycle
engine or any powerplant with des-
modromically operated valves.
Mechanically, the Desmo Variable
Timing (DVT) system consists of an
external housing rigidly connected to
the cam belt pulley, plus an internal
mechanism connected to the cam-
shaft that rotates independently
inside the housing. This rotation of
the internal mechanism of each cam-
shaft—advance or retard—is precisely
managed by electronically controlled
valves that modulate oil pressure
on either side of a three-vane rotor
sealed inside the chamber of the
mechanism and solid with the inter-
nal mechanism of the camshaft. The
timing of each cam is dynamically
controlled by a sensor located in the
cam covers and continuously modu-
lated based on factors sensed by the
ECU, with engine rpm and throttle
position most important. More
significant is its effect. According
to Ducati, the new 1,198 DVT twin
generates 100 pound-feet of torque
at 7,500 rpm and 160 hp at 9,500. The
torque curve is very broad, with 59
pound-feet on tap at just 3,500 rpm.
Compared to a standard 11° engine,
the DVT version has 15 percent more
torque, with improved combustion
stability and smoothness, increased
fuel efficiency and reduced emis-
sions. Exact timing numbers haven’t
been released, but the variation
is likely in the range of about 30
degrees, starting with “negative”
overlap at lower rpm. By this, I mean
no overlap at all but rather a delay
between the closing of the exhaust
valves and the opening of the inlets.
This means no fresh charge goes out
the exhaust, combustion is improved
at low rpm, and there’s no more
“Ducati shudder” when opening the
throttle below 3,000 rpm.
DVT is revolutionary because
overlap is crucial in achieving higher
performance. It’s no longer the old
“torque versus power” quarrel; now
it’s torque and power, with superior
efficiency. —BdP
THE NUMBERS
DUCATI
MULTISTRADA
1200
Base price:
$17,695
Claimed dry
weight:
511 lb.
Wheelbase:
60.2 in.
Claimed
horsepower:
160 hp @
9500 rpm
Claimed torque:
100.3 lb.-ft. @
7500 rpm
Rake/Trail:
24.0°/4.3 in.
36. 36 CYCLE WORLD FEBRUARY 2015
NEW METAL
2015
From the company that
invented the ADV bike with
its original GS comes BMW’s
new S1000XR, which was
shown back in November at
the EICMA show. Put simply,
the new 2015 BMW S1000XR
is an ADV-look sport-tourer
powered by a detuned ver-
sion of the S1000RR’s potent
inline-four. According to BMW,
the engine in the new S1000XR
puts out 160 hp and 83 pound-
feet of torque, which peaks at
9,250 rpm.
For optimum tractability
and smooth, shudder-free
throttle response from as low
as 2,000 rpm, the BMW engine
has vastly revised valve timing
and reshaped intake ports. It
remains a substantially over-
square engine, with an 80mm
bore and the same 49.7mm
stroke common to all S1000
models. Inlet and exhaust
valves have come down in
size by 2mm, and the engine
breathes through 48mm throt-
tle bodies. A high-compression
ratio of 12:1 means that
European premium gaso-
line, with a Research Octane
Number of 95, is required.
The chassis of the S1000XR
is a completely new design
with peripheral aluminum
spars, and the engine—which
has multiple bolt-on points—
serves as a major stiffening
element for the bike. Thanks
to 25.5 degrees of rake and 4.6
inches of trail, the S1000XR
has agile steering geometry,
slightly “stronger” than the
geometry of the S1000R. The
swingarm, a conventional
two-sided design, is 2.6 inches
longer than the S1000’s, while
the wheelbase of the new
BMW spans a substantial 61
inches. That’s 4.3 inches more
than the S1000R’s, and the
seat height is a very reason-
able 33.1 inches.
Suspension is by Sachs,
front and rear. The inverted
fork has 46mm sliders, and
the single shock is link-
actuated. According to BMW,
there are 5.9 inches of front
travel and 5.5 inches out back.
Street tires, size 120/70-17
inches front and 190/55-17
inches rear, underscore the
S1000XR’s tarmac intentions.
Brakes, by Brembo, feature
a pair of 320mm rotors and
radial-mount calipers in front.
In back, a 265mm rotor teams
with a two-piston caliper.
BMW says the new
S1000XR, in wet, ready-to-
ride form, weighs 503 pounds.
Moreover, its electronics suite,
which is oriented toward
improving both safety and
comfort, features ABS, trac-
tion control, and the semi-
active suspension of the
optional ESA system.
Clearly, BMW has decided to
go right after Ducati’s tarmac-
oriented Multistrada, and the
other non-dirty adventure-
touring bikes on the market.
Has the street-oriented ADV
segment spelled the end of
the sport-touring bike as we
know it? —BdP
BMW S1000XR
ASPHALT ADV PACKING S1000RR HEAT (ALMOST)
37. CYCLEWORLD.COM 37
Built for weekday urban adventures and anything you can think
up on the weekends, the big Versys has finally arrived. Power
comes from the excellent 1,043cc inline-four found in the Ninja
1000 and Z1000. ABS, TC, and power modes sweeten the deal.
For those who thought, “Wouldn’t it be bitchin’ to stuff the Super
Duke’s 1290 twin into a roost-chucking ADV machine?” your wish
has been granted. Look for cruise control and more sophisticated
electronic suspension. And, oh, yeah, more wheelies.
It’s about time Honda got back into the ADV game. While
Europe gets a variety of Honda ADV touring bikes, the US has
been forgotten. Will Big Red’s twin-cylinder True Adventure
Concept find its way to America? It better, or we’re going to
invade Europe to get one.
Yamaha’s FJ-09 is a new sport-tourer
built around the hot-selling FZ-09’s
frame and 847cc triple.
The seating position is more upright
than the FZ-09’s, and the seat itself,
with 0.6 inch of height adjustability,
has more cushioning as well. Making
the new FJ-09 even more comfortable
and accommodating is a windscreen
that can be raised or lowered 1.2
inches without tools, plus a handlebar
that can be adjusted fore/aft 0.4 inch.
Other standard hardware includes
ABS and switchable traction control,
a centerstand, and LED lighting. A
large 4.8-gallon fuel tank should
appeal to travelers.
Two colors are offered: Matte Gray
or Candy Red. Price: $10,490.
KAWASAKI VERSYS 1000
YAMAHA FJ-09
KTM 1290 SUPER
ADVENTURE
HONDA TRUE
ADVENTURE CONCEPT
38. 38 CYCLE WORLD FEBRUARY 2015
NEW METAL
2015
BMW
R1200RS
B
MW traditionalists, rejoice: The
RS powered by the boxer twin is
back! By today’s standards, it is
not as breathtaking as the R100RS from
the mid-1970s, but this new R1200RS
still represents the rational rebirth of
that bike, a fantastic sport-tourer that
was replaced by the heavier and bulkier
R1200RT.
The new BMW R1200RS is powered
by the air- and liquid-cooled DOHC boxer
in 125-hp form, further enhanced in this
application by a slight increase in peak
torque to 92.2 pound-feet (as compared
to the R1200GS). The R1200RS looks
svelte and compact yet protective and
ready for a nice, fast, and comfortable
ride on any road. The chassis is new,
featuring an integrated engine-frame
structure and, most important, the
return to a telescopic fork in place of
BMW’s Telelever arrangement.
This new fork has rider-controlled ESA
electronic damping, and the R1200RS
also has a complete electronics suite
that features ABS, Automatic Stability
Control, and Dynamic Traction Control,
which now has fve selectable modes
thanks to the Pro riding mode, which is
available as an option on the bike.
The chassis of the new R1200RS has a
generous 60.2-inch wheelbase, and the
seat is set at a reasonable 32.2 inches
above the ground. Steering geometry is
stability oriented, with 27.7 degrees of
rake and 4.5 inches of trail. Claimed wet
weight is 520 pounds, and the handlebar
is touring style, fairly high and wide but
within the front profle of the fairing.
Moreover, the windscreen is adjust-
able. On the road, the new 2015 BMW
R1200RS looks like it will offer plenty of
comfort for two, plus luggage. Pricing is
expected to be around $15,000.
As much as people
loved the R nineT for
its emotional play to
simpler times, some
riders just couldn’t
connect with the
retro theme and lack
of BMW’s typical
über-tech execution.
For those who want
their naked more of the times in styling and technical features, the R1200R joins
the line. It’s essentially a stripped RS model, using the same 125-hp engine and
electronics suite all the way down to optional Dynamic ESA and Gear Shift Assist
Pro for clutchless up- and downshifting. Again, no word on pricing at press time.
BMW
R1200R
BY BRUNO DePRATO
39. CYCLEWORLD.COM 39
One of our favorite GSX-R1000 engines of all time? The longer-stroke 73.4 x 59.0mm, 999cc K5 version first used in 2005. So it is
good news that this torque monster has been revived and retuned for even more torque to power the GSX-S1000 and GSX-S1000
ABS naked bikes and their fully faired GSX-S1000F ABS stablemate. The most significant change from the old days? A radically
revised electronics suite, which now features ABS and three-mode (plus off) traction control. Chassis share the same geometry,
with 25 degrees of rake and 3.9 inches of trail, and are fitted with a fully adjustable KYB fork and shock that allow for rebound
damping and spring preload adjustment. Prices for these early-release 2016 models have not been announced.
SUZUKI GSX-S1000/ABS
& GSX-S1000F ABS
SUZUKI
GSX-S1000
SUZUKI GSX-S750
There are great things happening in motorcycling
for less than $8,000, and the choices just got better
with the $7,999 GSX-S750 naked bike based on the
GSX-R750. Tuning naturally emphasizes street use,
meaning a broader torque curve, achieved with revised
cam profiles and redone ports. Rear spring preload is
the sole suspension adjustment. The GSX-S750Z with
blue-and-white paint is $8,149. Unfortunately, neither
of these 2015 models will be sold in California.
40. 40 CYCLE WORLD FEBRUARY 2015
NEW METAL
2015
The all-new Vulcan S is Kawasaki’s new entry-level cruiser. But
because it’s powered by a 649cc parallel twin (like that of the Versys
and Ninja 650), the bike should offer performance that belies its
displacement. Best feature? The Vulcan S ($6,999 or $7,399 with
ABS) is adjustable for rider size, thanks to the Ergo-Fit program’s
optional handlebar, three seat heights and three peg locations.
Here is a motorcycle that can do well: It is genuinely an
entry-level bike, at 320cc and $4,990. It has confdently
presented sportbike style, not “scooter cuteness.” It makes
me think of a long-ago Yamaha model that was all things to
all riders. The two-stroke RD350 twin, which was a sporting
motorcycle, could be ridden two-up and also served club
racers well for a decade.
The R3’s engine is a parallel twin of 68.0 x 44.1mm bore
and stroke, the bore exceeding the stroke by the same high
1.55 oversquare ratio as in the 2015 R1. Yamaha learned the
value of having a signature sound from the crossplane-
crank R1’s “V-8 voice,” and in giving R3 a 180-degree crank
will achieve a syncopated, interesting sound. This is a
liquid-cooled sport engine, with DOHC, four valves per
cylinder, fuel injection, and forged pistons.
Peak power comes at 10,750 rpm and will likely be in
the vicinity of 45 hp. Its “offset cylinders” lessen friction
by reducing the angularity of the connecting rods on the
power stroke, thereby pressing the pistons less hard against
their cylinder walls. The liner-less bore is not hard-plated
as in the Nikasil process but instead relies on the hardness
of myriad silicon particles already present throughout
the part, honed smooth and then treated. This saves 3 to 4
pounds in liner weight and adapts well to production.
A steel frame and swingarm are right for this YZF-R3,
just as they were for the frst 600 supersport bikes. While
we love radical technologies, economical mass production
delivers the goods that millions can afford. Weight with
the 3.5-gallon fuel tank full is a substantial 368 pounds, but
that’s only 16 pounds more than its great uncle, the RD350.
Yamaha’s light sporting twin returns. —Kevin Cameron
YAMAHA YZF-R3
STAR BOLT C-SPEC
KAWASAKI VULCAN S
KTM RC390
KTM
RC390
Japanese cruisers struggle to achieve the cool factor, but the Star
Bolt isn’t one of them. The $8,690 C-Spec version joins the line in
2015 and takes cool in a new direction. Clip-on handlebars, higher,
more rearset footpegs, fork gaiters, and a removable seat cowl
give it the café transformation. At its core, the C-Spec remains the
likable air-cooled, 942cc, V-twin cruiser we’ve always enjoyed.
After overseas street and track time aboard the 375cc RC390
entry-level sportbike (December 2014), we’re anxious to test one
Stateside. The claimed 44-hp single offers a lot of performance
for its $5,499 price, with a trellis frame, ABS, LED lighting, and an
inverted 43mm WP fork adding to the appeal. Further, KTM and
MotoAmerica announced the RC Cup, a national-championship
spec series using race-prepped RC390s. A naked 390 Duke, also
built in India, is priced at a reasonable $4,999.
42. 42 CYCLE WORLD FEBRUARY 2015
F I V E N E W 2 0 1 5 B I K E S T H A T W I L L I N S P I R E Y O U . A N D H E R .
By Heather McCoy
AFFIRMATIVE
TRACTION
Gender neutralityhas not been a familiar concept in the motorcycle industry. Until maybe now.
As the demographic of motorcyclists becomes more and more diverse and the gender gap narrows, manufacturers seem to be
steering clear of a his-and-hers mentality and focusing instead on, um, affirmative traction. Here are five all-new, crowd-pleasing
models that show you what we mean.
2015 Ducati Scrambler •
Ducati heads back to the future with the all-new
Scrambler, a bike that seems to scratch a universal
itch for any rider looking for pure, unadulterated fun.
Like the beach cruiser of motorcycles, it’s pared-down
simplicity, and the retro-but-not-really styling just
screams, “Ride me!” Available in four slightly different
fun-loving versions (the Icon, the Classic, the Urban
Enduro, and the Full Throttle), the Scrambler features
a distinctively Ducati 803cc 75-hp air-cooled L-twin
engine, ABS, and approachable ergonomics that
welcome seasoned riders and timid newbies alike.
Retro elements like spoked wheels and a teardrop tank
combine with modernities like an under-seat USB port
and LED ring around the headlamp in true old-meets-
new form. With 31.1-inch-high seat or low seat option
of 30.3 inches and wet weight in the 400-pound range,
the Scrambler exudes rideability, and with an MSRP
starting at $8,595, it promises to draw a whole new
rider out of his or her shell.
• Yamaha YZF-R3
For sportbike lovers, the all-new Yamaha YZF-R3
has a little something for everyone. Little might be
the operative word here; at just 368 pounds claimed
soaking wet, the R3, with its 30.7-inch seat height,
is certain to appeal to diminutive riders seeking a
confidence-inspiring stance. But the R3 is also big on
style. The obvious influence of its stablemates (the
YZF-R1 and R6) help make the R3 a stylistic winner.
Although Yamaha is marketing the R3 as an “entry-level
sportbike,” that might be selling it short. Experienced
riders will appreciate its practicality as a commuter and
approachable trackday toy, while novices will dig the
confidence-inspiring maneuverability. Both will dig
the traction control. The YZF-R3 has an MSRP of just
$4,990, which is something everyone will love.
43. CYCLEWORLD.COM 43
Indian Scout •
For riders who gravitate to the Americana of a
vintage cruiser but might have balked at the sheer
size of these stylish, chrome behemoths, Indian
Motorcycles introduces the all-new 2015 Scout.
While bigness has almost always been part of
recent Indians’ American-made exclusiveness,
the Scout’s lower, lighter chassis is sure to draw a
more inclusive crowd. The 86-hp V-twin engine is
powerful enough for heavyweights to enjoy, while
its low center of gravity and comparatively light dry
weight of 550 pounds (compared to the 780-pound
Chief Classic) will appeal to lighter-framed riders.
Offering reduced-reach and extended-reach
packages, Indian extends its own reach to reflect
the growing diversity of riders in general. The
$10,999 Scout retains plenty of the romance with
its authentic solo saddle in distinctive desert sand
leather and shows off its mechanical beauty in
four elegant, gender-neutral colors (including that
authentic, dusty Indian Red).
Triumph Bonneville Newchurch •
Okay, so it’s not an all-new model per se. Instead,
Triumph put a fresh face on a timeless beauty with a
special edition dedicated to the town of Neukirchen,
Austria, host to the annual Tridays festival, the world’s
largest gathering of Triumph fans. The passion invoked
by the iconic Bonneville is reflected in what just
might be the perfect shade of red: a gorgeous crimson
Cranberry, offset by Pure White and perfectly paired
with matte-black bars, mirrors, headlamp socket, and
shocks, all accented by just the right amount of chrome.
The result is one siren of a motorcycle, beckoning
anyone with a thing for the classics. The Newchurch’s
custom low-profile saddle delivers a 29.1-inch seat height
and universally comfortable riding position, something
the Bonneville has always been able to brag about, and
its no-nonsense 865cc, 64-hp, air-cooled, parallel twin
and five-speed transmission offer equal-opportunity
allure with a sensible $8,699 MSRP.
• Ural cT
The all-new 2015 Ural cT offers a lower, lighter
version of its iconic sidecar motorcycle and market-
ing aimed squarely at the fiercely independent
type, whoever he or she might be. With phrases like
“designed to take you effortlessly from a weekend
getaway to school drop-offs” and “space for your
everyday needs, whether it’s camping gear or that
last-minute grocery run,” and color options like
Teracotta and Gloss Gray, the Russian manufacturer
clearly has its sights set on an adventure-thirsty,
gender-diverse audience (showing up in a fashion
spread for Vogue magazine last year may have been
the first clue). Besides the sidecar kitsch, the Ural cT
boasts other independent-minded features, like an
electric and kick start, four speeds plus reverse, and a
two-year parts/unlimited-miles warranty. A $12,999,
41-hp, 750cc, air-cooled flat-twin machine that can
handle a 1,325-pound load suddenly seems sensible.
And rideable.
44. 44 CYCLE WORLD FEBRUARY 2015
O N E O F T H E F A B L E D N A M E S I N
B R I T I S H M O T O R C Y C L I N G I S B A C K
I N T H E B I K E B U S I N E S S A F T E R
M O R E T H A N 4 0 Y E A R S
By Gary Inman
Photography by
Paul Bryant
ARIEL ACE
45. CYCLEWORLD.COM 45
T
he roller doors are
up and through the
openings, in adjacent,
purpose-built
industrial units sit a
dozen Ariel Atoms,
the Honda-powered,
British-built pocket rocket that rewrote
the rule book on a street-legal car’s power-
to-weight ratio. The Atom accelerates
quicker than a Bugatti Veyron and
changes direction like a hummingbird.
Despite being in production 14 years,
the Atom still commands a nine-month
waiting list and causes slack-jawed
gawking from people on the street. From
this fiercely independent, self-owned,
self-financed success story comes a
motorcycle: the Ariel Ace.
But the Atom and Ace have very
different characters. The car is twitchy,
insanely quick, and yes, road legal,
but it’s extreme by just about every
measure. It doesn’t really even have
any bodywork. The Ace isn’t trying to
emulate the Atom. A mile riding the
prototype confirms all that, but both are
the result of original thought.
If you didn’t get the message by
looking at the Ace, I’ll spell it out: The
bike was not conceived to compete with
the new breed of super-nakeds. It’s much
closer to the spirit of a Ducati Diavel
than a KTM 1290 Super Duke R.
The British company, with just 18
employees, knows its limits and can’t
compete with Japanese or European
makers when it comes to pure
performance. Instead, its unique
selling proposition is creating a
production machine that will
be individually tailored
to a customer’s desires
without being a pure
custom. Ariel has built
a long relationship
with Honda using
its car engines in
the Atom, so the
company built the
bike around the
heart of another
Honda—the
1,237cc V-4 used in
the VFR1200F.
The prototype
Ace I’m riding
is in “cruiser”
configuration. That
means a 29.3-inch
seat height, low pegs,
streetbike bars, and a girder
fork. There are options for a
46. 46 CYCLE WORLD FEBRUARY 2015
suspension as fitted to the Caponord, for example. But I
do get in the Ace’s groove and it’s engaging. Handling isn’t
wayward, but all 507 pounds of the Ace need to be ridden—
none of this superbike “think about the apex and you’ve hit
it” stuff. And while it is labeled a cruiser, it’s no Harley. The
feeling is closer to well-sorted big, four-cylinder retro than
anything from Milwaukee.
The strength of the Ace lies in its design and ownership
experience. This is a bike that will be tailor-made for buyers.
“We like people coming up with strange requests,” says Ariel’s
founder, Simon Saunders. An analogy Ariel uses is that of
a Savile Row suit. “Anyone with enough money can buy an
Armani suit and walk out with it the same day, but if you want
tailor-made, you have to go and talk about it, get measured,
go back for a fitting, and wait for it,” he says. Each bike will be
built by one employee, from start to finish. Owners are even
invited to visit and witness part of the weeklong build.
Base price is 20,000 pounds, or about $31,300 as of this
writing, and Ariel offers the bike in the US after production
begins in January. For that kind of money, there are a lot of
components from the $15,999 VFR1200F—engine, ECU, braking
system, wheels, fork, shock—all well proven but not stuff that
makes a heart beat faster. The rest is special though. The frame
is incredible—seven pieces of aluminum, all machined from
billet. The trellised piece is stylistically reminiscent of the
Atom, and it requires 4.5 million lines of CNC programming
to produce. The girder fork is made the same way. The several
offered fuel tanks are carbon fiber; headlight brackets and
heel plates are titanium; and the digital dash is from the Atom,
connected via pleasingly chunky military-spec connectors.
With its Honda mechanicals, groundbreakingly beautiful
chassis, eye-catching styling, decent quirk-free ride, and English
craftsmanship, the Ace has a lot going for it. While we’d like a bit
more of the Atom’s bonkers performance, if you think the Diavel
is too common, too boring, Ariel has your bike.
conventional fork (VFR-spec Showa or Öhlins Road & Track);
clip-on bars; mid-mount or high footpegs; various tailpipes;
and a sport seat. The two ends of the Ace spectrum—Cruiser
and Sport—are very different, but buyers can mix and match
components and set up as they wish.
Leaving the factory, it takes me a while to warm to the Ariel
in this configuration. At low speeds, the steering is heavier
than I expected. The bars are slightly too far from the low seat,
and it doesn’t take too much effort to get the pegs down in
corners. But it is billed as a performance cruiser, after all.
Looking at the girder fork—machined from billet with a
multi-adjustable, MotoGP-derived Öhlins TTX shock front and
center—I was expecting a magic carpet ride, but it was harsh
on back roads. I reduced spring preload but didn’t experiment
enough to find a sweet spot. Since my ride, the company has
worked on shock settings prior to the start of production.
The gearbox, all Honda, is ponderous. Gearshifts had to be
deliberate, especially at lower revs (Honda’s DCT transmission
is an option). The V-4 growl is a treat, and thrust is what you’d
expect from a claimed 173-hp V-4. The Ace retains the VFR’s
shaft final drive.
Dynamically, the Ace is saying nothing new. Not bad, just
not noteworthy in 2015. It’s a 160-plus-mph engine, with
traction control, and the chassis has strong, combined ABS
brakes. It is accomplished, without quirks. On this ride, the
suspension felt nowhere near as good as Aprilia’s semi-active
ATOM-IZATION:
With trellis frame and
exposed mechanicals, the
Ace has the look of the
Atom, if not its light
weight.
48. 48 CYCLE WORLD FEBRUARY 2015 PHOTOGRAPHY BY Jeff Allen
T
he Kawasaki Concours 14 is a
world-class sport-tourer, while
the track-focused ZX-10R wears
the world superbike crown.
Filling a middle ground between
these mission-specific models,
the Ninja 1000 offers real-world
sporting prowess and excellent
light sport-touring capability.
After 10 months piling miles on
our green machine, we have a
saddle-savvy appreciation for its
superb reliability and versatility.
We determined early on
that the fuel-injected inline-
four possesses superb fueling
and robust torque, so we
focused on other areas to make
improvements. First, we fitted
Kawasaki Genuine Accessory
Color-matched Quick-Release
28-liter Saddlebags ($1,269.75)
and a gel seat/passenger
pillion ($324.95). The helmet/
jacket/backpack-swallowing
convenience of these ignition-
key-matched lockable hard
bags proved invaluable for
daily commuting and weekend
adventures.
No surprises were encountered
during the scheduled 3,800-mile
maintenance intervals, though a
solitary repair during the Ninja’s
tenure involved the replacement
of an AWOL hinge pin for one
of its bag lids. Considering the
pin is not an available Kawasaki
part number, we found that a 16d
eight-gage nail worked just fine.
Cost? Two cents.
Looking to enhance the
2014 KAWASAKI
NINJA 1000
By Don CanetSPORTY SPORT-TOURER
LONG-TERM WRAP-UP
49. WRAP-UP LONG-TERM
Ninja’s touring utility, we fitted a
California Scientific clear Touring
Windshield ($125; calsci.com). This
simple-to-install 23.5-inch laser-cut
acrylic screen provides excellent
protection without any head buffeting.
The screen, along with a set of Murph’s
Handlebar Risers ($154; murphskits.
com) that offer a 1.5-inch rise and 0.5-
inch pullback, makes the Ninja an even
better travel companion.
The bar riser installation was easy
and allowed use of the stock cables
and brake line. However, interference
between the clutch perch/brake master
cylinder and the risers restricts the
ability to position the levers below
horizontal. One fix is to remove the
locator pin and rotate the riser forward.
Another remedy I used involved
shimming the bar outward about 3/16
inch via a pair of stacked washers
between the inner bar tips and mating
surfaces inside the riser.
“The higher bars mean zero weight
on my wrists, which gave me that extra
edge of comfort I’d want on a long
journey,” said Editor-in-Chief Mark
Hoyer in the logbook. “The rest of the
rider triangle was pretty comfortable
too. The pegs are tucked up, but even as a
6-foot-2 human, I didn’t feel cramped.”
A pair of Spider Peak Grips ($17.95;
spidergrips.com) was a nice aesthetic
Total miles: • 10,420
Next service: • 11,400
Maintenance costs: • $912.74
Repair costs: • $.02
Average fuel mileage: • 37 mpg
Price as tested (2014): • $11,999
Average fuel mileage: • 37 mpg
Current Blue Book value: • $9,585
2014 KAWASAKI NINJA 1000
RISING TO THE OCCASION: Murph’s anodized
aluminum bar risers look like a factory item and
include a pair of OEM Allen-head bolts. Spider
grips helped decrease the Ninja 1000’s bar buzz.
