May 2011

News, Clues & Rumors Volume XXVIII, Issue 5 Publication Date: April 26, 2011

On The Cover: Art Director Alan Lapp uses his magical art-directin’ skillz to make a BMW F800R and a Kawasaki Ninja 650R hover in mid air.

Contents: NCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 New Stuff . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 BMW F800R v . Ninja 650R . . . . . . . . . . . . 13 Tealdo’s Super Ninja . . . . . . . . . . . . . . . . 19 Daytona 675R and Speed Triple . . . . . . 22 Press Intro Fly on the Wall . . . . . . . . . . . . 23 Shane Watts Dirtwise Academy . . . . . . . 26 San Jose Legends and Indoor Racing . . . 28 Zero Dirtbikes . . . . . . . . . . . . . . . . . . . . . 29 Ed Hertfelder . . . . . . . . . . . . . . . . . . . . . . 31 Maynard Hershon . . . . . . . . . . . . . . . . . . . 32 Dr Gregory W Frazier . . . . . . . . . . . . . . . . 33 Tankslappers . . . . . . . . . . . . . . . . . . . . . . 34 Marketplace . . . . . . . . . . . . . . . . . . . . . . . 35 Classifieds . . . . . . . . . . . . . . . . . . . . . . . . 36 AFM: Lightweights . . . . . . . . . . . . . . . . . . 38 AFM Race Results: . . . . . . . . . . . . . . . . . . 39 Free Beer Directory . . . . . . . . . . . . . . . . . 41

CityBike Staff: PO Box 10659 Oakland, CA 94610 phone:. . . . . . . . . . . . . . . . . . 415/282-2790 e-mail: . . . . . . . . . . . . . info@citybike .com Find us online: . . . . . . . www .citybike .com News ‘n Clues: . . . . . . . . . . . . . . . . . . .Staff Editor-in-Chief:. . . . . . . . . . Gabe Ets-Hokin Senior Editor: . . . . . . . . . . Robert Stokstad Contributing Editor: . . . . . . . . . . John Joss Chief of the World Adventure Affairs Desk:. . . . . . . . . Dr. Gregory Frazier Staff Photographers: — Robert Stokstad — Gary Rather Art Director: . . . . . . . . . . . . . . . . Alan Lapp Advertising Sales: . . . . . . . . . Kenyon Wills Publisher: . . . . . EHW Informal Partnership

Contributors: Brenda Bates, Dan Baizer, Craig Bessenger, John Bishop, Joanne Donne, John D’India (RIP), Mike Felder, Dr. Gregory Frazier, Will Guyan, Joe Glydon (RIP), Brian Halton, David Hough, Maynard Hershon, Ed Hertfelder, Harry Hoffman, Otto Hofmann, Jon Jensen, John Joss, David Lander, Lucien Lewis, Ed Milich, Patrick Moriarty, Larry Orlick, Jason Potts, Bob Pushwa, Gary Rather, Curt Relick, Charlie Rauseo, Mike Solis, Ivan Thelin, James Thurber, Adam Wade. CityBike is published on or about the 15th of each month. Editorial deadline is the 1st of each month. Advertising information is available on request. Unsolicited articles and photographs are always welcome. Please include a full name, address and phone number with all submissions. We reserve the right to edit all manuscripts. Web hosting and design by mojotown .com ©2011, EHW Partnership. Citybike Magazine is distributed at over 150 places throughout California each month. Taking more than a few copies at any one place without permission from EHW Partnership, especially for purposes of recycling, is theft and will be prosecuted to the full extent of civil and criminal law. So there. CityBike magazine is owned by EHW Informal Partnership and was not purchased by anybody. That was a joke. It was the April issue, you know.

FEELING FAT? Well, we are. At least when it comes to page count. You’ll notice that this issue is 40 pages, the biggest it’s been for at least five years. We’d like to entirely attribute the success to our brilliant sales and marketing department, but the economy and motorcycle market seems to be showing signs of life after a long, cold, four-year winter.

the surfer looks won the ’67 AMA Junior contest near the beach—Daytona—riding the Pacifica-based Kibblewhite Precision Machine CB450.

Art’s AFM racing Photo: R. Schedl success on privateer Hondas led to consecutively sporting the AMA National & Trans-Atlantic factory leathers of Yamaha, “News, Clues” gets out and about among Suzuki, & Kawasaki the various shops and events, and we’re teams. His initial hearing—and seeing—much positive factory connection activity. In fact, distributing the April issue, was Brisbane’s we saw salespeople closing deals before our expat-Brit racer, Ron eyes, and where we usually stand around Grant. This local shooting the ship with dealers and parts pair (initially aboard people, they were too busy to pay attention various 250s) soon to us. capitalized on their Suzuki 500 twins’ DUBBEL YOUR PLEASURE grunt, appearing on Remember July 12, 1991? No? The folks at AMA podiums. Dubbelju Motorcycle Rentals do, vividly. Art Baumann experienced his greatest That day, the first customer rode out of their tiny shop in a San Francisco back alley moment in the sun at the 1969 Sears Point National, on that same Suzuki. After and crossed the Golden Gate Bridge. repeatedly being denied a “Twenty years on, it’s maiden victory, Art notched still a pleasure to watch one that was 3-times historic our customers ride out of - first-ever AMA National the door,” says Germany road race wins for Art; a native Wolfgang Taft, Japanese machine; and a who started Dubbelju. 2-stroke We used a Dubbelju (just When the triples appeared, say “W”) BMW F800GS Art migrated to Kawasaki for a story (“Bye-Bye and two ferocious front1200?” March, 2010) row teammates - Miguel and found a profoundly Duhamel’s pop, #17 Yvon, well-maintained ride. and #9 Gary Nixon. Tell your out-of-town Tho’ Art maintained his friends they don’t have competitiveness over the next to rent a Harley or a years, crashes and too-frequent mechanical scooter (though Dubbelju has those, too) issues interfered with continued success when they’re in town. Contact Dubbelju at his career quieted in the late ‘70s. 415/495-2774 or dubbelju.com. In sum, that quiet, tough guy in the Japanese manufacturer’s handsome skins set a standard to which any AFM racer Sorry about the bad pun, but we can’t all can aspire; Art rode for 3 major factories bat 1000. Anyway, San Jose BMW wants and made AMA and international you to know you can drop by the dealership manufacturer history with a memorable at 1886 West San Carlos street in San Jose local win. to fill out an entry blank to won one of two trackday passes at Infineon Raceway KTM on Thursday, May 11 (that’s the weekend What’s next from the big orange building in before the West Coast Moto Jam, which Matinghofen, you should go check out, trackday or not). Austria? How Call SJBMW (bsjbmw.com) at 408/295about a whole 0205 for more info. new range of modular MORE ABOUT ART V-Twin From CB contributor Curt Relik: powerplants, ranging from Art Baumann, 68, local road racer recognized internationally during the ‘70s, 800-1200cc? That’s the died of heart failure February 11, 2011. news from Widely known as “Art The Dart”, #30 Dutch website [briefly #24] could be “…..a bit crazy, but Niewsmotor.nl. one tough dude,” according to an AMA

SAN JOSE BMW’S A-TRACK-TIVE OFFER

Superspeedway race report from the ‘70s.

Art Baumann was a mid-‘60s graduate of the rough, often-temporary NorCal AFM ‘road’ courses. This talented racer with

KTM’s R&D guy, Robert Prielinger, told the site of a new SuperDuke and

May 2011 | 3 | CityBike.com

Adventure by the end of 2012 as a 2013 model. Apparently, the new powerplant has been delayed in development because it was initially too similar to the BMW

Twin it’s slotted to compete against. It should appear in 1200cc, 1000cc and a lightweight 700 or 800cc version—an answer to Triumph’s acclaimed new Tiger 800. Expect traction control and plenty of horsepower from the new mills. Prieleninger also allowed the journos to spy a new 700cc single-cylinder Duke. The new bike has a more aggressive appearance and should be a beast—the light, agile and powerful 690 Duke was a favorite of ours at the KTM press launch at Laguna Seca in 2009 (“KTM 2010,” December 2009). We look forward to the new bikes.

THROTTLE YARD SALE Car nuts among our readership may already know about Bring a Trailer (bringatrailer.com), a great site that culls the best of vintage automotive listings on CraigsList, eBay and other online services. Now the company has turned its expertise in fidning interesting stuff (like vintage military equipment or pristine one-owner Mecerdes diesels) to the motorcycle world. Now you don’t have to wade through the dumb crap on eBay and CraigsList (“FS: PINK-AND-PURPLE 1994 GIXXER 750, 28,000 MILES, MISSING BODYWORK, NEVER CRASHED, $5900 PLEASE NO TIME-WASTERS) to find proper moto-porn. Throttle Yard

You could comb CraigsList for hours to find a bike as clean as this pristine 900SS...or you could just check out ThrottleYard .com.

THE QUAIL MOTORCYCLE GATHERING c a r m e l | c a l i f or n i a | m aY 1 4 , 2 0 1 1

(throttleyard.com)has some gems like a 1973 Rickman motocrosser for $1000 or a stunningly clean 900SS for $4500. We say check it out.

Thank you,

TRAPPED!

Board of Directors

This warning came in from CB reader Will and has not been checked for veracity at presstime:

CORE 2532 Santa Clara Avenue, PMB 453 Alameda, CA 94501

Beware!!! CHP is running a tag-team speed trap on Highway 116 in Sonoma county. Usually weekend days. At Packing House Road, at the bottom of the hill, is the lower parking lot for Forestville elementary school. Halfway down the hill on the approach the speed limit changes from 45 to 35, and one of the “revenuers” steps out into the road with his radar/laser and points you into the school parking lot.

SHIFT GETS THE SHAFT

As an aside, just to prove it’s all about revenue and not safety, they are having people park and block the roadway leading in the parking lot. Definitely not safe. There is a legal easement on that road for residents behind the school to have 24/7 unimpeded access besides.

SOS CARNEGIE SOS

Saturday, May 14, 2011 The Quail Motorcycle Gathering and Bonhams & Butterfields Auction

Friday, May 13, 2011 The Quail Ride

10:30am – 3:00pm, Auction immediately following

9:30am Departure

The 3rd Edition of The Quail Motorcycle Gathering celebrates

Vintage and modern motorcycles will depart on separate routes

the finest sports and racing bikes from around the world, with

of the Monterey Peninsula before uniting at Mazda Raceway

a special feature honoring the “100th Anniversary of the Isle

Laguna Seca for touring laps. Enjoy an exclusive lunch at the top

of Man TT Races.” There will be displays by leading motorcycle

of the corkscrew before returning for The Quail Motorcycle

manufacturers, dealerships and accessory and lifestyle vendors.

Dinner and Bonhams & Butterfields Auction Private Preview.

New for 2011 is the optional full concours judging, for those

Participation in The Quail Ride also includes: 100 mile ride, ticket

enthusiasts interested in entering a motorcycle and competing

to The Quail Motorcycle Gathering including lunch, access to

for the coveted “blue ribbon” in their class. Admission includes

the Bonhams & Butterfields Auction and a place to display your

lunch prepared by the Culinary Team at Quail on a wood-

“Ride” motorcycle on the field as an “entrant”.

fired grill, brew tents, live entertainment and much more.

For event packages, ticket information and additional Motorcycle

The Bonhams & Butterfields Auction will highlight multiple

Gathering events, including the Bonhams & Butterfields Auction

motorcycles offered with no-reserve bidding, as well as various

Preview & Dinner, please visit

automobilia, racing posters and collectibles.

www.quaillodgeevents.com

Vintage and modern motorcycles welcome!

Tickets and Information Phone: 1 (831) 620-8887 Toll-free: 1 (877) 734-4628 Email: [email protected] Web: www.quaillodgeevents.com


Mark Speed, Mark Martinez, Pete Krunich, Dave Duffin, Diane Tweedy

Morgan Hill, California-based Fox Racing announced it is discontinuing its line of Shift Racing street motorcycling gear. The announcement surprised us—the stylish, functional gear seems popular enough, carried in most accessory marts and dealerships, and worn so frequently by moto-journalists they call themselves “Shift whores.” The Shift pimp himself, communications man Brian Horton, was amazingly skillful at getting his product in the hands of the media. In the meantime, Shift apparel and accessories are on blowout across the Bay Area—scoop up the deals while you can.

FATALITIES DECLINE

A report from the Governors Highway This comes in from Off-Road-Riding rights Safety Association that revealed group Carnegie Forever: motorcycle fatalities declined “by at least two percent” in 2010. That’s good news, December 28, 2009 was a cold, bleak, rainy right? Well, not when the rate slid 16 day for Carnegie State OHV Park and the percent in 2009...and 2010 saw fewer new 150,000 people that bring their families bikes on the road. It also saw helmet use and friends there for outdoor recreation. decline from 67 percent to 54 percent in The riders group (CORE) that met with the 2010. And most alarmingly, the last part park staff for the last 12 years sponsored a of the year saw an increase in the fatality Rally that day to say goodbye to our park rate, and with gas prices increasing and the which was due to close the next day. On economy improving, expect it to rise once December 29th, however, an appeals court again in 2011. We here at “News, Clues” ruled that the park could remain open wish motorcycle fatalities weren’t a leading while further research was done. indicator of economic activity and we urge our readers to wear all the gear all the time For the last 15 months we have developed a series of defensive programs to help keep (ATGATT) and get some professional our park open and able to expand. We have rider education, whether from the MSF reached a point of departure and need your (msf-usa.org) or a for-profit school like California Superbike School, Lee Parks financial help with the following plans: Total Control or a local track-day organizer. We have completed the paperwork for a 501 (c) (3) non-profit called Carnegie AMA BRINGS SPORTSTER Forever. The legal fees were waived but we RACING BACK TO INFINEON need to meet an $800 filing fee. You may remember watching some pretty We want to have a Carnegie Rally II to intense racing action at Sears Point way bring the park users together to bring them back in the day with the old Harleyup to date and have them develop a closer Davidson AMA 883 Series. Re-live working association with our planning those days at the upcoming Moto Jam at group. We will advertise this event and Infineon Raceway May 13 to 15. It’ll be bring in activities and food services. Cost: the debut of the Vance & Hines XR1200 $1500. Championship, with similarly prepped Harley-Davidson XR1200 racebikes We want to expand our Internet and advertising capability to reach more riders battling it out on Infineon’s tight, technical roadcourse. and organizations. Cost $2,000. Last month’s race at Daytona was the biggest to date for the class, with 18 bikes entered and a .016-second margin of victory. Danny Eslik, Steve Rapp, Joe Kopp We have funded ourselves out of pocket but and others will be banging bars and maybe now need your help to continue the process trading paint and other fluids (hey, it’s of defending ourselves from organizations really close racing) on the brutally simple that have 100 times our resources. The machines. work we are doing helps us but especially If you don’t dig Harleys, there’s plenty of helps the next generation. other stuff. There will be AMA Pro Road Can you please dig into your pocket and Racing (which may be dominated by send us a small donation? A check or cash local talent), Supermoto on the kart track, amount of $10/$20/$50 will get us into 2nd electric motorcycles humming along, gear. We need this support which will keep vintage motocross and even flattrack. Plus the park open and expanding. there will be scantily clad young women We plan soil/water surveys at the park to help debunk the data acquired by the people who want us gone. Cost $500


walking around, celebrity autograph sessions, and appearances by past legends Scott Russell, Brad Lackey, Rich Oliver and Reg Pridmore. We attended last year and it’s a can’t miss event. Did we mention the scantily clad women?

Reliable, timely service at reasonable rates on all makes of motorcycles 890 Second Ave. Redwood City CA 94063

Check the ad in this issue for more information or call 800/870-RACE. A full schedule of events is at infineonraceway.com.

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© Piaggio Group Americas, Inc. 2011. Aprilia® is a U.S. and worldwide registered trademark of the Piaggio Group of companies. Obey local traffic safety laws and always wear a helmet, appropriate eyewear and proper apparel.

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4/13/11

Are you ready to run with the Diavel?

Dorna, MotoGP’s organizers, signed a 10-year deal with the new Circuit of the Americas in Austin, Texas (and said 6:27:48 PM organization is managed by none other than CityBike subscriber and GP legend Kevin Schwantz), but there is no word if the USA will host three MotoGP events in 2013 (Laguna, Austin and Indy). Indy’s attendance has slipped 31 percent since its inaugural race, so it may be out for 2013, but Laguna has a contract till 2014. “Mazda Raceway Laguna Seca brought MotoGP to the United States in 2005 and we welcome the addition of a third venue in anticipation of expanding the World Championship to a broader audience,” said Laguna’s CEO and General Manager Gil Campbell. “There’s no denying that our country’s and state’s economic condition the past two years has hindered attendance growth. I am hopeful that this expansion into a new demographic is a sign that fans and corporate sponsors are intensifying their support of the world’s best motorcycle racers.”

ROSSI’S PIZZA PLACE Like pizza? Like Vale Rossi? Then be sure to visit Tavullia, Italy the next time you’re on the Continent. The “Bar Pizzeria da Rossi” is now open for business. Have a pizza, watch MotoGP, browse through a line of VR46 merchandise. It’s just a half-hour ride from Rossi’s hometown of Urbino, so you may even see the Doctor himself.

NEW STUFF SPRAY N’ WASH PART I: BIKE BRITE We hate cleaning motorcycles, and our motorcycles probably hate us, as we wash them but once or twice a year. Sometimes we forget what color the wheels are.

Call to schedule a private demo ride

412 Valencia, San Francisco www.munroemotors.com

1931 Market St. Concord www.eastbayace.com

3600 Soquel Ave, Santa Cruz www.motoitaliano.com

1289 W. El Camino Real, Sunnyvale www.hondapeninsula.com

(415) 626-3496

(925) 969-7818

(831) 462-6686

(408) 739-6500


So Bike Brite Motorcycle Spray Wash may be just the thing. “Fantastic tripleaction cycle formula washes-cleansdegreases,” promises the label. “Brings new brilliance to painted surfaces. Adds sparkle to brightwork, wheels and trim. Imparts a rich luster to vinyl, rubber and tires...biodegradeable...approved by leading motorcycle manufacturers.” Holy crap! Does it cook you breakfast and buy birthday presents for your spouse also? We’re suspicious of products that promise to do so many things at once, but we had a BMW testbike I had to return (and you do not want to bring a BMW back dirty), and not much time—or motivation—to do a really good job cleaning it.

KARI’S KORNER

While ‘top prospect’ Dawn Hill, makes it the whole way

We started “Kari’s Korner” last year to celebrate the life and poetry of Kari Prager, the iconic founder of Cal BMW in Mountain View. We hoped printing his poetry would encourage CityBike readers to send in their poetry, and it has! This entry is from Duffy Collin of the East Oakland Moto Bros. Kari would have surely approved...

EOMB history was being made, in this Baja game

Baja 2010: The Poem

She said Baja’s not as tough, as labor havin’ a kid

Every four years (or every ‘college education...’)

Us guys what do we know, ‘bout somethin’ we never did?)

“Lil’ Bad Ass” was to be her official nickname (But she made a good point, round the fire one night: “Hey dudes, try childbirth, then we’ll see who’s right...”

Might have been more important, than “partyin’ with the boys. Don’t get me wrong, there was plenty of partyin’—you bet: Loreto, Hotel California, Cabo, and a few further yet. Twenty-one of us did it, Baja’s 1700 miles, Almost all of it off-road, just the thought of it makes me smile.

The East Oakland Moto Bros, do a major two-wheeled vacation

Because there’s nothing like Baja, to truly stir your soul

Down South to Mexico, Baja to be exact

And with THIS cast of characters, it’ll never get ‘olde’...

(In a year or two there’ll be a movie, be sure ta’ catch their act).

My goals are now set, gotta keep myself pretty fit Four years fly by so quickly, before we know it—Oh shit!

Started up North near Tecate, a place called Veronica’s Criss-crossing the peninsula south, so far you’d need binoculars

Gotta get my stuff together, gotta pack my things just right

To see this group hauling ass, across this beautiful land, All the way to ‘group pics at the beach,’ on the sweet Cabo sand. From Mark’s wheelies on the beach, Phil’s bee sting between the eyes ‘Prospects’ on lowered 250s, Eric’s “help me” cry-baby cries Duffy’s falling in the rocks, Jeff’s failed rear wheel bearings. Got these Bad Ass Baja jerseys, proudly we be wearing Tough guys goin’ home, after only three days... So we wet the bike down, sprayed the cleaner all over it, scrubbed at the greasy bits with an old toothbrush and soft scrub pad, and rinsed it off. Ha! It didn’t really work that well— the bike was clean, but not as spotless and shiny as the label promised. Oh, wait—the label has directions on it. And the directions tell you to spray the stuff on a dry bike and then to immediately rinse it off. But how could that possibly work? Smelling a Pulitzer, we decided to do some investigative journalism, pulling out a criminally filthy Ducati Supersport that hadn’t cleaned since last October (why wash a bike if it’s just going to get rained on, right?). We spritzed the Bike Brite and rinsed it right off. It took two minutes. The following silence was the Pulitzer committee not calling. After a quick chamoising, the bike was (almost) spotless.

Maybe on a lighter bike? Or will the 650 still be “tight?” The Moto Bros (and sisters) relaxing poolside in Cabo, 2010.

Hey we used ta’ party ‘til way late, in the ‘02 and ‘06 trips...

Don’t know enough just now, but when I do know I’ll clue you in. This group of individuals, are the BEST to have as friends,

What the hell happened, we’re not a bunch of crips...?

Whether it was help getting it all together, or helping on Baja’s trails

So now it’s off to bed by 10, gotta get up early an’ ride,

The bros in the E.O.M.B., will always help you...post bail!

Is it ‘cause we’re ‘olde’? Or maybe it’s just pride... ‘Cause gettin’ good rest, riding these incredible toys,

The painted and metal surfaces gleamed. Tires and other rubber bits sparkled. From 10 feet away, it looked really good. Closer, we could see some really hard-toclean areas the Bike Bright couldn’t work its magic on, like the build-up of greasy residue on the wheels and splash from the chain. Still, if you want to clean your bike in two minutes, this is a remarkably effective product and definitely worth the $10 or so (the price varies from retailer to retailer and there is no MSRP on the manufacturer’s site, so shop around) for a 32-ounce spray bottle. You can find out where to buy it (and a lot of other bikecleaning products) at Bike Bright’s website (bikebright. com).


SPRAY N’ WASH PART II: MAXIMA HIGH GLOSS SC1 CLEAR COAT Last fall, I rode my new-to-me 2004 Kawasaki ZRX1200 to the good local Kawasaki store in a west Denver suburb. My bike had been ridden hard in wintertime and put away with road salt on it. I replaced many corroded parts and had finally gotten most of the bike to look as good as the near-pristine (red) painted surfaces. The guys at the Kawasaki shop looked at my bike. One of them went into the shop, emerging with a black-topped, 12-ounce can of Maxima SC1 ($9). Look at this side cover, he said, pointing at the dull gray plastic cover under the seat, behind the tank. He sprayed SC1 on that cover, and on my bronze-colored engine cases and clutch cover and black plastic chain guard and rear fender. We waited just a moment. He massaged the newly sprayed stuff with a microfiber cloth and just like that, those parts looked new. Not just better than before. Not just glossy. New. According to the blurb on the back of the can, not only does the SC1 make that plastic, fiberglass or painted surface (or anodized engine cases) look better, it somehow makes it easier to clean by preventing “buildup of mud and dirt.” I can’t speak for that sort of protection, but I will say that my bike looks like a 2010 now instead of a clean 2004.

You wash and dry your bike. You spray on SC1. You wait 30 seconds. You wipe it off with a clean towel and buff the area. The can says what results is “a beautiful, dry sheen and a long-lasting shine.” Seems to be true. I’m sold. Contact: MaximaUSA.com —Maynard Hershon

HOT UNDER THE COLLAR, PART I: AEROSTICH KANETSU ELECTRIC LINER Electric vests are for wusses. That’s what I thought for most of my riding life: if it got really cold, stuff newspaper under your jacket and keep going. Much later I mellowed and, in a weak moment, bought an e-vest on sale at a BMW dealer. Suddenly I discovered what I’d been missing all those years— comfort in the cold. That vest worked for years, as I kept repairing the wires when they broke at the terminal connection. But, eventually, hot spots developed in the heating wires and I had the sensation of being burned over my belly, a spot where, over these years, the fit had tightened. I needed a new one (vest, that is). I bought a Kanetsu electric liner from Aerostich. The liner is more than a vest as it has heated sleeves, which is the upgrade in heating capability that I wanted. The liner is the top-of-theline model—the Airvantage—which has an inflatable air bladder in the front. Blowing air into this bladder does two things. It presses the heating wires to the body, which increases heat transfer, and adds insulation via the additional air space. Finally, I added a thermo-controller, which allows you to adjust temperature between on and off—my previous vest had only an on/off switch. I had to regulate temperature by leaving the switch on until I was too warm, and then leave it off until I felt cold again. The thermo-controller eliminates that bother.

comfortable and immediately recognized the benefit of heated sleeves. The added insulation when the air bladder was inflated was evident. When not inflated, I turned up the current through the controller to compensate. So far, so good.

to the old-timer’s trick of adding some newspaper (we hope it was CityBike! —ed.). It worked because the Darien jacket was large enough to accommodate all these layers, though there was no room left to blow up the air bladder. Staying warm made the ride not only tolerable but thoroughly enjoyable. At maximum current (4.3 amps at 14.3 volts) the liner is pumping 63 watts into the space inside the jacket. So, as it gets colder, the only way to stay warm is to increase the insulation between the source of heat (the liner) and the sink (the cold surface of the outer jacket). The adjustable parameter is the number of layers (and their insulating quality) that you add to this space. On the Baja ride, I was maxed out in layers. In this case, the thermo-controller is useful because, as the air temperature warms up during the day, I could turn down the current instead of having to stop and remove a layer or two of clothing.

—Bob Stokstad

HOT UNDER THE COLLAR, PART II: POWERLET HEATED JACKET, GLOVE LINERS AND REMOTE CONTROLLER

Powerlet’s new rapidFIRE ProForm heated liner ($250) adds an extra dimension to the utility of heated gear. That’s because it’s very thin and comfortable to wear, thanks to lots of stretch panels and Powerlet’s “Carbon Nano-Fiber Core” heating elements which use far infrared (FIR) for a deep, safe, penetrating heat. The cuffs are finished to reduce bunching, as do the “ProForm” stretch panels. Because of all A much that, Powerlet promises a tailored fit with better test The Kanetsu AirVantage liner is great, but a minimum of sizes. Powerlet also claims was a winter it’s not cheap at $327. It comes with a coiled it’s the warmest heated liner on the market, trip to connecting cord with a lighted switch that with a 105-watt rating. Baja. We tells you at a glance if the power’s on. The crossed the thermo controller adds another $60, but is To complement the liner, Powerlet also Tehachapi offers a very clever solution to the problem well worth it, I find. If I had to save some range when of too many wires. It’s a wireless controller money, I’d forgo the air bladder ( saves there was ($110 for single, $140 for dual) that uses a $40) rather than the controller. snow on Bluetooth-ish system to communicate with the ground a dongle plugged into the liner, eliminating and the the need to have a controller hard-wired temperature into the jacket. This minimizes the wires ranged going from bike to rider. from 35 to The liner is stylish and 50 degrees, comfortable (and may we with add, slimming in basic considerable black) to wear as a standwind chill alone garment. Its polyester at freeway construction has good speeds. In wind-blocking qualities, a situation and the stretch panels give like this, it a snug but comfy fit. much more A high Polar Fleece is required collar blocks wind than a and wicks moisture heated away from your liner and neck. Unlike a fleece. other heated From inside garments, there to out, I had is a minimum on a thermal undershirt, of wires. cotton shirt, Kanetsu liner, lightweight Instead, wool sweater, medium weight fleece, TLtec the fleece and Darien jacket. The thermo heating controller was full on, as were the heated grips and, at the coldest part, I resorted

A Pacific storm with rain, wind, temperatures in the 40s provided the first chance to try out my new equipment. I had a T-shirt and long-sleeved cotton shirt between the Kanetsu and my skin, and an Aerostich TL-Tec Windblocker fleece over the electric liner, next to my Darien jacket. Over a ride lasting several hours, I was May 2011 | 8 | CityBike.com

There are four basic combinations in the Kanetsu line to choose from: vest or liner, with or without air bladder, ranging in cost from $187 to $327. Aerostich design and quality craftsmanship are behind the price. Good gear makes for great riding.


EVENTS MAY-JUNE 2011 Every Saturday: $7 All-you-can-eat Bacon and Waffles at Godspeed! 10:00 am to 3:00 pm: Godspeed Oakland, 5532 San Pablo, Oakland, 510/547-1313, godspeedoakland.com

a good time. The Putah Creek Cafe is located at Railroad Avenue. More information contact: Northern California MGNOC Rep, Don Van Zandt at 707-557-5199. Third Sunday of each month (May 15th, June 19th):

Bacon bacon bacon bacon bacon bacon Moto-Sketch at Tosca Cafe: come bacon waffle. and sketch a live model draped over a custom bike. $7 to sketch, free to just First Monday of each month watch. Tosca Cafe, 242 Columbus (May 2nd, June 6th): Ave. in S.F. 6:00-8:00 pm: NORCAL Guzzi Bike First Saturdays of each month Night at Applebee’s in Milpitas (84 Ranch Drive, off N. McCarthy Blvd.). (May 7th, June 4th) All motorcycles welcome! Call John 510/377-5575 or check pastariders.com for more details. First Monday of each month (May 2nd, June 6th):

Mission Motorcycles (6292 Mission St. Daly City, missionmotorcycles. com 650/992-1234) has Brown Bag Saturdays: 15% off all parts and accessories you can stuff into a brown paper sack.

6:00 pm: American Sport Bike Night at Dick’s Restaurant and Cocktails, 3188 Alvarado Street, San Leandro. Bring your Buell and hang out with like-minded riders. All brands welcome! Our meeting of Buell and Motorcycle enthusiasts has been happening the first Monday of the month for the last 12 years, without ever missing a meeting. We have had many local and national celebrities from the Motorcycle world grace our meetings. It has been fun and exciting. amricansportbikenight.net

Sunday, May 1st, 2011 10:00 am to 4:00 pm

of Marin’s finest Italian Restaurants), 18 Tamalpias Dr, Corte Madera. NorCalDoc.com

pin and admission for two people. CityBike will have a booth at the event, so come by and say hello! If you have an interesting bike you’d like to show off, email us: [email protected] or call 415/282-2790.

Wednesday, May 11 to Sunday, May 15

Jamestown. More information: Neil, 408374-6288 or check cjmc.org.

Moto Jam at Infineon Raceway: Five series, four tracks, one great weekend! The two-wheel excitement of AMA Pro Road Racing returns to Infineon Raceway. You’ll catch just about every form of motorcycle racing, including AMA Pro Road Racing, Supermoto USA, Flat Track, AHRMA National Motocross and TTXGP Electric Motorcycles.

Saturday, June 4th to Sunday, June 5th Classic Japanese Motorcycle Club Swap & Show, biggest Classic Japanese Swap/ Show - Swap both days, Show only on Sunday. All are welcome! Auburn, CA Fairgrounds. For more info contact Neil, ([email protected] or phone 408/374-6288) or check CJMC.org,

Plus FREE Demo rides in the expanded Motorsports Midway, appearances by the Infineon Raceway Girls, autograph sessions and more! We’ll also honor riders Scott Russell, Brad Lackey, Rich Oliver and Reg Pridmore as part of our season-long Legends in Sonoma program. More info: infineonraceway.com or call 800/870-RACE Friday, May 13th and Saturday, May 14th

Sunday, May 29th 11:00 am-2:00 pm (times subject to change) First (and maybe last!) Annual CityBike day at the Junction!

Yes, take one of the most challenging, fun rides in the Bay Area and then meet Third Annual Quail Lodge (800 Valley CityBike staff and contributors, get Greens Drive, Carmel, 831/620-8887, demo rides on BMW, Triumph, Can-Am quaillodgeevents.com) Motorcycle and other brands. Also: seminars, book Gathering. 100-mile kick-off ride readings, Maynard Hershon dunking One of the West Coast’s biggest shows, Friday for 50 participants--$250 booth and more fun stuff. Free admission, fee includes tracktime at Laguna this remarkable exhibit of over 2000 proceeds benefit the Roman Polanski Seca Raceway and intimiate dinner vehicles will feature motorcycles Home for Unwed Mothers. Look for the reception featuring guest speakers and ad in this month’s issue, citybike.com or from antique turn-of-the-century preview of the Saturday Bonhams and call us: 415/282-2790. The Junction Bar models, high-performance sport, racing and off-road bikes to the hottest Butterfields auction. and Grill (CityBike does NOT condone drinking and riding in any form!) is custom bikes of the modern era. All First Monday of each month Saturday’s events include display of rare, located at 47300 Mines Road, at the motorcycles are welcome for display. (May 2nd, June 6th): interesting and classic motorcycles, junction of Del Puerto Canyon road and Club rides are welcome. including the John Edgar Vincent 6:00 pm: California (Northern, East San Antonio Valley Road). “bathing suit bike” that Rollie Free rode You’ll see everything from Ducati, Bay) NORCAL Guzzi Bike Night at Friday, June 3rd to Norton, BMW, Moto Guzzi and more at Bonneville in 1948, as we as a tribute Applebee’s at McCarthy Ranch Mall, to racing, bike judging, sounthern-style Sunday June 5th represented. The show also includes off 880, in Milpitas, California. All barbeque lunch and then the auction MGNOC members, interested Guzzi antique, vintage, classic, and custom (which will include Steve McQueen’s 1971 Three-day, 500-mile guided tour for automobiles, trucks, aircraft, tanks riders, and all other motorcycle riders Husqvarna 400). $65 per person, proceeds women riders only. Five riders will and massive gas engines and steam always welcome. More information, accompany Dubbelju motorcycle tours. to benefit Riders for Health. tractors. Spectator admission is $20 contact John Cerilli at: 510-377 5575 Redwoods, wine country, spa, Highway (adults), $10 (age 11-17 and 65+), and One and more. Ride your own bike or First Monday of each month free (age 10 and under). To show a get a 15% discount on a Dubbelju rental. (May 2nd, June 6th) motorcycle, the registration fee is $30 Dubbelju Motorcycle Rentals, 689 2:30 – 10:00 pm: Northern California ($40 for entries postmarked after April Bryant St, San Francisco. 415/495 2774 Ducati Bike Nights at Benissimo (one 15) and includes a commemorative or dubbelju.com/Tours.htm

Third Monday of each month (May 16th, June 20th): 6:00 pm to 10:00 pm: East Bay Ducati Bike Night at Pizza Antica (3600 Mount Diablo Blvd., Lafayette, 925/299-0500) Bike parking on the street right in front of the restaurant, indoor and heated outdoor seating, excellent wine list. All moto brands welcome. Bring your appetite and a smile, be prepared to make new friends. Third Sunday of each month (May 15th, June 19th) 9:00 am: California (Northern) Moto Guzzi National Owners Club (MGNOC) breakfast at Putah Creek Cafe in picturesque Winters, California (Highways 505/128) MGNOC members and interested Guzzi riders meet for breakfast and May 2011 | 10 | CityBike.com

21st Annual Pacific Coast Dream Machines Show. Half Moon Bay Airport, on Highway 1, 20 miles south of San Francisco and 5 miles north of Highway 92.

For information and registration forms, call 650/726-2328 or miramarevents.com. Saturday, May 7th 12:00 am to 3:00 pm Kali Helmets Release Party at SF Moto, 275 8th St. San Francisco. Barbeque, helmet raffle and meet the designers and owners of KALI helmets. 415/255-3132, sfmoto.com.

Saturday, May 7th 10:00 am to 5:00 pm

Sunday, June 26th

Drag some knee with Lee!

Saturday, May 14th and Sunday, May 15th Total Control Advanced Riding Clinic Level I and Level II at San Mateo. The Man hisself, Lee Parks will be on hand both days for these engaging, fun and totally worthwhile riding classes. totalcontroltraining.net or call 800/943-5638. Saturday, May 14th

Triumph Open House at Munroe Motors! Release party for the long awaited Tiger 800 and Speed III. Call for demos. 412 Valencia St. S.F. 415/626-3496, munroemotors.com

9:00 am: CJMC Cherry Lake QuarterHorse Ride. Ride to Cherry Lake from Jamestown, CA. 250cc and smaller classic motorcycles welcome. Meet at the Ranch House, 8971 French Flat Road,


9:00 am-4:00 pm: 2011 6th Annual Capitola/Soquel Vintage Motorcycle Show. Bring the family and check out hundreds of American, British, European and Japanese motorcycles and scooters. Find the part you’ve been looking for at the Motorcycle Swap Meet or purchase your dream motorcycle in the Bike Corral where used motorcycles and scooters will be for sale. Vendors showcase the latest in bike accessories, clothing, parts and services. Capitola Mall Parking Lot off 41st Avenue in Capitola. Enjoy entertainment, food and awards. Admission is FREE! Hosted by the Capitola-Soquel Chamber of Commerce. For more information call the Chamber at 831.475.6522 or visit bikesonthebay.com

The controller is practical and easy to use, a simple process taking less than a minute. The controller uses a small coin-cell battery that should last a season. The receiver The dream is to find a heated liner that can unit is waterproof, so it won’t get killed be used without a thick, bulky insulating by the rain—or a forgetful launderer. The layer, but you’ll have to keep looking to find controller can be Velcroed onto a handy a perfect solution. Although the rapidFIRE spot on your bike, luggage or apparel. It’s delivers some serious heating power, under also compatible with most DC heated an uninsulated leather or textile jacket we clothing with coaxial-style connectors, and felt warm (burning, almost) where the in fact Firstgear sells a similar unit (which heating elements were, chilled where they is actually manufactured and sold by the weren’t. Insulation keeps the heat evenly Warm and Safe company). There is a dual distributed, and you’ll feel so toasty you’ll (for separate items of clothing, like gloves wonder why you even have a car. However, and a liner) and single controller available. even without insulation it’s better than The final bit of Powerlet kit to test are the nothing, allowing you to get a few more rides out of your favorite (but close-fitting) RapidFire glove liners ($80). These use the same FIR technology as the jacket liner, leather jacket. so they are thin and lightweight. Still, they elements are soft, flexible fabric, and the heat seems to be distributed over a broader area than other heated garments.

CB Tested: 2011 BMW F800R vs. Clapped-Out 2006 Kawasaki Ninja 650R By: CityBike Staff Photos: Bob Stokstad

Gabe Ets-Hokin:

Age: 41, Height: 4’6”, Favorite Cream Album: Wheels of Fire

H

ere’s a nice thing about owning your very own motorcycle magazine: you can go full Colonel Kurtz on the motorcycle industry and do things a big, corporate-owned glossy would never, ever do, even after being high on cheap crank at the Tijuana bus station for three nights. Things like publish a review by a writer who not only hadn’t ridden the bike in question but also had no desire to do so, or compare a brand-new, shiny $11,000 motorcycle against your art director’s $2500 CraigsList special. What price self indulgence? Probably a national ad contract, not that I know anything about that, ensconced behind my Chinese firewall of editorial impartiality and all that. Now please excuse me while I anoint myself with this lovely Ducati cologne for men that I got at the Diavel press introduction. made tight-fitting leather gloves (especially sport-oriented ones) a little snug for comfort. But a pair of Lee Parks’ deerskin gloves provided enough give to let them fit nicely. Once hooked up to the liner (which has built-in plugs for heated gloves as well as trouser liners), you can enjoy the warmth sinking into the backs of my hands. The fingers, thumbs and palms are unheated— probably because they would get too hot pressed up against the grips. A note to BMW owners: you may be suffering from CAN-BUS blues. That’s not how commuters in Montreal get to work—it’s the electrical system on many late-model BMWs. It has a feature that shuts off power to your accessory socket if the draw exceeds 5 amps, which can defeat electrically heated clothing and other

accessories (including trickle chargers). You can just wire them straight to the battery (how crude!), but Powerlet has replacement wiring harnesses called the “iCAN” ($30) to connect the power outlet to the battery. Powerlet’s new heated products are practical, effective and well made, with a lifetime warranty on the electrics. Contact Powerlet: powerlet.com or 586/276-0900.

why not get another publication to review it before it went back down to El Lay to be handed over, yet again, to Angelina Jolie? Sounds good, said I, but since it’s so late in the model year, why not do something different from the usual road test? So I got the bike to a couple of contributors, then I had Art Director Alan Lapp donate the use the Ninja 650 he bought with an eye towards converting to a dual-sport. Why did I do that? Well, the BMW is a really good bike. It’s well-built, has a sweet motor and is really fun to ride...just like Kawasaki’s 650 Ninja. I wanted to find

out the difference between the two bikes, especially after the Ninja had been subjected to several years of the harsh reality that is being a motorcycle in the S.F. Bay Area.

motor—not the tube frame found in the F800GS and F650GS. However, it’s had some tweaks to give it some character of its own.

The F800R is actually a pretty unique bike, and one that highlights both the excellence of BMW as an automotive manufacturer and the versatility of the parallel Twin engine configuration. The F800R is based on the F800ST, with a similar aluminum frame and

The motor is tuned for low-end grunt. It’s rated at 87 horsepower (about 80 at the wheel) and makes foot-pound numbers in the ‘50s from 3000 rpm all the way to the 8900 rpm redline. It’s also counterbalanced, has a novel semi-dry sump, stacked transmission shafts and a zillion other tricks to make this one of the smoothest, most powerful and technologically advanced parallel Twins on the market. It also sounds cool, if you think the oddball blatting of old BMW Boxers is as cool as I do. Chassis is as conventional as the engine is avant-garde. Twin-spar aluminum frame, single-sided swingarm, 43mm nonadjustable inverted Showa forks, linkageequipped preloadand-

Ah. Much better. Now where were we? Oh, yes—the BMW F800R. Seems the Motorrad volk had a spare F800R stranded up here in Ess Eff, and

Design Geek

Graphic Design & Illustration I’m Alan Lapp, a 25-year veteran designer & illustrator. If you have a need for virtually any kind of printed work, give me a call. I’m experienced in publication design (duh), annual reports, catalogs, packaging, direct mail, glossy advertising, collateral materials, logo and identity work, stationery, or anything else you may need. Great work to follow.

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white, in impeccable style. It’s a competent, trustworthy associate who unobtrusively makes your life better while making you feel confident if not downright smug about yourself.

So what is it? It’s a bike without a niche. You can commute, tour, do a trackday or two if you’re not too nutty, maybe even tackle a fire road. In short, it’s what the classic BMW airhead Twins were—a solidly built, dependable partner in crime that will do most of what you ask of it. Base price is $9990 (and good luck finding a base model, but the add-ons are good stuff that you want, like ABS and heated grips), pricey for a “budget” bike, but you get a unique motorcycle that will please just about anybody who rides one.

damping-adjustable shock. There’s even a chain back there. It all weighs in at 450 pounds wet on Motorcycle Consumer News’ scale (BMW claims 438), with a long 59.8-inch wheelbase. Small by BMW standards, perhaps. But the brilliance of the F800R is that it feels much smaller and manageable than it actually is. The 4.2-gallon tank is under the seat, and the steering geometry, handlebar style and weight distribution are all nicely balanced. Everybody who rides one remarks on how nice the handling is, with light steering effort and high-speed stability. It’s a pleasure to ride, not a burden, with no bad habits.

Some of the most notable successes on the F800R are the brakes and the relaxed, natural riding position. The brakes feel If you want to do impulsive, irrational things, you ask the Punk Rocker to be your good all the way from “I’m going to roll on partner in crime. On a recent trip to Anza the throttle just as I feather off the brakes right past the apex of this decreasing Borrego Desert Park, I had no qualms radius turn” to “OMG! Why is that idiot about flogging the Ninja over gravelly, rock-strewn jeep trails, trying to flat-track abruptly moving into my lane, with his rear bumper aligned perfectly with my it around turns. With the F800R, you just front wheel?” More importantly, the wouldn’t do that. It would be like asking throttle response is crisp, clean, and Alfred the Butler to accompany you to a linear. This is why an accomplished rider Rave. He’d go, but wouldn’t approve, and nobody would enjoy it. Lest you think that can use the above-mentioned trail braking Alfred is some kinda candy-ass fashionista, technique so pleasingly on this bike. It all fan-bois of the campy ‘60s-era Batman TV works together nicely as a team, mostly. show know he can open a can of whoop-ass

As for Mr. Ninja, well, let’s just say that it’s also a good value at $2500...as is a new one at $7199. It’s 80 percent the bike the BMW is, but a Ford Fusion is 80 percent the car a BMW 3-series is, too. Some motorcycle buyers want the best in the category—not just best value, but the best—and the F800R is faster, better handling, has better brakes and suspension, and looks Euro-trash cool.

Alan Lapp

Age: 71, Height: 5’ 14” Favorite Cream Album: A Bottle of Cream

I

’ll admit right up front that I’ve never been a big fan of BMW bikes. It really boils down to two facts: I’m tall, and I’m usually broke. I hit my shins on the cylinders of the Boxer motor bikes every time I try to back one out of a parking space. Being broke means the newer multicylinder bikes have generally been out of reach. The singles seem like an answer to a question I didn’t ask. When Gabe suggested I spend some quality time getting to know the 2011 F800R, I leaped at the chance to update my opinion. A few years ago, I used an early 800ST for a couple days and really liked it—it was very agreeable, if somewhat plain-vanilla. My impression at the time was that it was a great $9000 bike, except that it actually cost $12,000. Now, the real excitement for me is that this is the first twin-cylinder BMW priced below $10,000 seemingly since the Clinton administration. Perhaps BMW listened to potential clients and built something for them instead of aiming at their existing customer base. Smart move. Recently, I bought a post-crash beater Ninja 650 parallel twin, possibly overpaying at $2500. Gabe and I were talking about it when we realized how, on paper, these bikes are quite similar. Both are liquid-cooled, fuel injected, dual-overhead cam, six-speed, mid-displacement parallel Twins. They both have suspension components selected for cost savings and both even have the rear shock in the same location. Also, both are aimed at bringing new riders to the brand. Heh. Twin Twins. Sort of, until you ride them back to back. The most interesting thing I noticed about riding the BMW is that people like it. Notice I said “people”, not just other motorcyclists, which, in my experience, is very unusual. Furthermore, people make comments specifically about the bike beyond the banal “nice day for a ride” drivel you get from bored gas station clerks. And it is striking in white bodywork with black frame and suspension components, handsome in a purposeful, angular, May 2011 | 14 | CityBike.com

on the bad guys. The F800R is no different. Turn it loose on the right kind of road, and it will reward you.

muscular way that seems fresh and current. With my Ninja, people usually ask if it’s going to damage their clothes, so score one for the BMW. The next thing worthy of comment is the ergonomics: the BMW wins hands down. I felt immediately very comfortable on the bike and it has a truly wonderful seat. The relationship between the seat and bars is really good, although the pegs are a little higher than they need to be, but I say that about most bikes. In the Europe vs. Asia contest, some gross generalizations hold true for bikes as

well. The Ninja is slightly shorter, slightly narrower, and the bars are slightly closer to the seat. In other words, it’s built for a smaller person. Unfortunately, the seat is also slightly less comfortable. On the road, the personalities of the bikes couldn’t be more different. The beater Ninja is a pierced, tattooed, scarred punk rocker. With its loud exhaust, scraped engine cases, crooked handlebars and cracked bodywork, it looks like it’s been around the block more than twice. In stark contrast, the BMW F800R is Batman’s loyal butler, Alfred. It’s dressed in black and

Bad things can happen to good motorcyclists

I

f bad things happen when you’re on a motorcycle, our legal system and the people in it aren’t always set up to understand the difference between a motorcyclist and everyone else. I’m Scotty Storey and I ride motorcycles. I know the obstacles motorcyclists face when moving their claim or case forward and I know how to best overcome those hurdles for you to achieve the best outcome for your situation.

Accidents, Personal Injury, Criminal Defense, Traffic Citations, License Issues:

We keep bad things from getting worse after the fact. Call us when you need us. We’re here 24 hours a day, 7 days a week to help you. You will speak to a real live attorney, not a call center.

800-264-4379 Free legal seminars held weekly! See our website for schedule and details.

www.twowheellaw.com May 2011 | 15 | CityBike.com

shock adjuster is an easily-reached which you can turn with your bare hands. This is a huge step forward in user-friendly design. Other makers should take note. Unfortunately, the sole knob seems to adjust only low-speed damping and both compression and rebound simultaneously. It was impossible to achieve both supple ride and control while leaned over. I settled on mostly cushy, and lived with a little wallowing in the turns.

West Coast Moto Jam

AMA Pro Road Racing | Supermoto USA | Flat Track | AHRMA National Motocross | TTXGP

So, is the F800R worth the additional $7500? That’s actually a bad question because the answer is personal, so I’m not going to answer it. Instead, I’ll pose another question: which do you like better: punk rockers or English butlers? Therein lies your answer.

Heidi Burbank

Age: 38, Height: 5’ 6” Favorite Cream Album: The Best of Cream

A

t first glance these were two different bikes...and then I got to know them better and they started to seem more similar. I was surprised to find both had a seat height of 31.5 inches. Previously unable to touch the ground with both feet on any other BMW motorcycle, I was shocked by the F800R’s shorter seat height—it’s adjustable to 32.5 inches or to 30.5 inches with optional seats. The F800R’s perch was also nicely cushioned, but the Ninja 650R had a much thinner seat and was definitely not as comfortable. Ergonomically, both were nearly perfect. The two bikes had handlebars nicely positioned a little forward and slightly raised, which made riding less exhausting and handling more confidence-inspiring. Both motorcycles were light (pretty much the same weight, in fact) and well balanced. BMW placed the F800R fuel tank under the seat for a noticeably lower center of gravity. The naked F800R is sexy and sporty. The tank has a sharp modern aerodynamic shape that your body just fits into with an ultra-low center of gravity. As a daily commuter, I really appreciate the on-board computer. I could instantly visually check tire pressure, gear position, outside temperature, fuel consumption, and time. The BMSKP gives the rider an abundance of information at the touch of a finger

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The close-ratio transmission was the only thing I found a bit out of place on the F800R. Over 40 mph, and hard on the gas, it’s a real joy to row the short throw shifter up and down through the top five gears. In fact, it’s one of the nicest, most silkysmooth gearboxes I’ve ridden in ages. The problem is that all close-ratio transmissions are a trade-off. In order to space the high gears so enticingly closely, first gear must be so very tall that it causes the bike to feel underpowered and dreary at lower speeds. Redline in first results in an astronomical 60 mph. That means that cruising around town is essentially a one-gear affair. I frequently found myself going 35 mph and trying to downshift from first into first.

between them, it would make more sense. The Ninja has a ubiquitous “Japanese Standard” transmission—no peculiar gaps, nothing unexpected, but it does rev pretty high on the freeway, and I catch myself trying to find seventh gear. This could easily be fixed with new sprockets to change the final drive ratio, but there is no easy remedy for the BMW.

The suspension is usually where budgetconscious bikes fall down. In this case, The ultra-tall gearing also drags down there is no deviation from this maxim. the acceleration. The F800R has 87 The Ninja uses very budget-minded horsepower at the brochure (Eighty on stuff. Nothing is adjustable except rear the MCN dyno—ed.), but you’d never preload, and the forks are damper rod. know it to ride it. It simply will not power It is in over it’s head on twisty, bumpy wheelie in first gear. Admittedly, this is stuff, but is surprisingly controlled on asking Alfred the Butler to participate smooth pavement. The BMW suspension in juvenile hooliganism, but c’mon. If bits are much nicer, having a cartridge the gearing were shuffled around so fork, adjustable damping on the shock, first topped out at 50 instead of 60, and a hydraulic preload adjuster. The and each gear had a slightly wider gap May 2011 | 17 | CityBike.com

I rode. On the highway, roll-on was good for both bikes even at speeds well over the legal speed limit. However, newbies might want to practice a slow roll on for first gear with the BMW F800R. Initial roll on in first gear felt punchy and maybe a little too power-packed for a new rider. Once into higher gears the BMW F800R throttle roll on was really smooth. The throttle gave immediate power, especially The Kawasaki Ninja 650R is also in lower gears. At higher rpm you gets a liquid-cooled, fuel injected can feel the gears max out, making DOHC parallel Twin with six-speed the rider practice good shifting transmission. The 2006 Ninja 650R made technique. about 65 hp and 45.5 ft/lbs of torque, and The only complaint I have with the even though the numbers were slightly BMW F800R was the increased vibration under those of the F800R, I felt both in sixth gear—especially at 60 mph or bikes had a wealth of power everywhere including two trip meters and more. From the electronic fuel injection to the lightweight stock exhaust, BMW took no short cuts with the F800R. The asymmetrical H7 headlight is extremely bright and clear, excellent for traveling at night and showing an impressive distance for path of travel. The small windscreen gives sufficient wind deflection, however, I would not give up my full face helmet.

faster—in the handlebars and pegs. The vibration also distorted the vision in the mirrors, and I found myself constantly readjusting my throttle hand to grab more power—frustrating after an hour of riding. A Throttle Rocker or similar device may help eliminate this

need to constantly readjust. With lower gears and speeds I only sensed a slight vibration. The Kawasaki 650R has minor vibrations in all gears and speeds, and first gear roll on was less aggressive. The BMW F800R shifts very smoothly and quietly with a small click and the clutch was soft and

easy

to use. The F800R is naked and slim in design making tight

riding the F800R more comfortable the Ninja 650R for long distances. Furthermore, the suspension and springs on the F800R are better suited for carrying a passenger and luggage. Traveling on rough roads and through aggressive curves, the steering damper made a huge difference in maintaining control and stabilized handling. In addition, the heated grips were a nice comfort for riding on cold mornings. Riding in temperatures as low as 39 degrees with winter riding gloves with the grips set to level one was not noticeable, however, level two I could feel a little warmth. A level three would have been nice for real cold mornings. When riding in temperatures above 50 degrees you could feel warmth at both levels. Both bikes were gentle on the wallet. Infrequent gas stops are welcome with gas prices closing on five dollars a gallon. The BMW F800R was supposed to average 56 mpg city and 54 mpg highway, but in my 800 miles of mostly commuting seat time, I averaged between 40 to 48 mpg—about the same as the Kawasaki. More than impressive were the Brembo brakes on the BMW. Brembo 320mm double disk front brakes and a single disk rear brake are equipped with four-piston calipers. I felt the ABS system was well worth the extra $900 ($1445 if you get the whole premium package). The Brembo braking system is in a league of its own and made the Ninja 650R brakes feel like wooden blocks. Overall, the BMW F800R felt compact, solid, and very reliable. This sporty naked bike has more torque than any bike in its class, is lightweight and will seamlessly rip through the curves. I always felt like I was riding a dirtbike on steroids, which made romping the roads on the BMW very entertaining. The F800R would please any rider new or seasoned with its exceptional agility, and near perfect riding position. You won’t be disappointed with the power delivery, gas economy or handling qualities of the BMW F800R.

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Heidi Burbank is an MSF RiderCoach and her first ride was on an 80cc Yamaha dirtbike when she was 12 (back when gas tanks were metal). She likes ice cream and has racked up 45,000 commuting miles on her 2008 YZF-R6. Because she lives in East Oakland, she calls the brakes on the BMW “Brem-Bros.”

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squeezes through Bay Area traffic an ease. The body position and seating keep you upright and high which allows for better visibility for splitting lanes and viewing upcoming traffic, as does the Ninja 650R. Body and bar position made riding through curves and tight turns easy on both these bikes. Commuting on both bikes was enjoyable. For long-distance riding the F800R would definitely please the seasoned rider with its excellent suspension, heated hand grips and steering damper—I wish more motorcycle manufacturers would follow BMW in placing steering dampers on all bikes as standard. All these components and the well-cushioned saddle make May 2011 | 18 | CityBike.com

SU BS

! E B I R C

C’MON, YOU KNOW YOU WANT IT. Just send a check for $30 to: PO Box 10650 Oakland, CA 94610 be sure to include your name, address, & phone number!

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Yoshimura can and, finally, a Power Commander. Funny how the airbox baffles and PAIR valve all mysteriously disappeared right after I had the tank off. You know Fugly’s gotta be pumping out at least 65 horsepower now.

ello, my name is Tealdo and I’m a modaholic. I used to believe that all real men rode big bikes. Then I started riding the Ninja 650R. A couple of years ago, my beautiful wife told me to go buy my own Ninja 650R. (I think she got tired of me stealing hers.) So I found one on Craigslist that I watched for four months; when the advertised price on this particular 2006 model got down to $2500, I decided to take a look.

Next, Race Tech provided gold valves and springs. The front-end feel was instantly To call the bike a heap would be generous. transformed and Fugly had real brakes! It needed a new battery, tires and throttle But the rear suspension was still lacking. So, back to eBay, where I scored the swing bodies. Worse, the poor thing had been arm from a 2009 Versys for only $125 crashed on both sides and the previous shipped. The Versys arm has exactly the owner had sanded it with 60-grit same functional dimensions as the stock sandpaper, and then painted as much as he could with a single bomb can of vomit- boat anchor but is 5.5 pounds lighter green paint. Still, the bike only had 3300 and far less flexy. miles on it and the owner was willing to take $2200. My ride was I named the bike “Fugly.” And Fugly turned out to be an extremely fun and reliable little bike, my favorite workhorse (now with 29,000 fun and trouble-free miles) for commuting and teaching, after some, ahem, modifications. First, the stock suspension was, um, stock and that almost a four-letter word for a mod-aholic. Enter eBay. I soon owned a complete 2005 ZX636 front end for $250. A Z1000 triple tree will bolt right up but, heck, the front end came with a perfectly good triple tree! So, I then spent several hours on my $500 Harbor Freight toy lathe, 15 minutes on my welder and another couple hours on the lathe to yield a ZX636 triple-clamp set that would bolt right into a Ninja 650 frame.

HER T A E L E E FR ASE LAPTOP C 150)

lue Over $

(Retail Va

Purchase With Any $500! Over

beginning to improve, but the stock Ninja 650 shock is, well, useless. A phone call to Öhlins rectified that. The bike was really starting to handle well. However, I still wanted more gription on the rear. eBay again! This time, I bought a ZX636 rear wheel with rotor and cush drive for $110. After a couple more hours on the crappy lathe, I had proper spacers and a narrower cush drive.

Now that I had the bike handling like something from Tron, it was time to reevaluate the 64-horsepower dilemma. I started with a header from Arrow coupled with a custom mid-pipe, and then added a

Finally, I modded Fugly’s ugliness. Last fall, my friend Pete the painter decided he simply could not abide the horrific paint job on the bike. So for $12 in Easy-Off Oven Cleaner/paint stripper, $50 in paint and three days of sanding and spraying, Fugly has a new, improved look. Thanks, Pete! Sure, I could’ve walked into a dealership and plunked down twice the money for a new bike than I did for Fugly. And sure, I may have gotten funky asymmetric headlights and factory paint but a new bike still would need a suitcase full of dead presidents to make it handle like my little 650. But even after all the mods and parts, I’m into this bike less than $5000 and I did all the work in my twocar garage in my spare time. So, how much bike can you get for 50 Benjamins and a few busted knuckles? Well, let’s put it this way: I’ve sold my ZRX1200, my V-Max and both of my ZX-7s. The biggest bike I own now is 675cc. Oh yeah, did I mention that I’m a mod-aholic? Stay tuned… Tealdo has been riding on the street for 26 years and is a instructor for the Lee Parks Total Control school. When not teaching, he can usually be found in his garage modifying something.

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Tri Valley Moto will have the new BMW K1600 and the new Triumph Tiger 800 XC on hand for your viewing pleasure! Call or visit Tri Valley Moto at 952 North Canyons Parkway Livermore, CA 94551-9494 (925) 583-3300 www.trivalleymoto.com Motorcycle Surgeon Generals Warning: The roads leading to The Junction are technically challenging and among the most demanding on the planet. They are infested with bicyclists, free range cattle, tarantulas, dualie trucks towing fifth-wheel horse trailers, and are hella narrow with no center line. All of the hazards above are frequently found in your path of travel, sometimes together. There are aparently no functional ambulances in the area. Emergency room transport is usually done by helicopter. This road must be treated with respect. This isn’t a casual trip to poserville at Alice’s Restaurant via silky smooth rolling blacktop. In other words, this road will bite you hard if you aren’t paying full and complete full attention (that was a test). Lastly: if you have to choose between your Ultra-Suede Bagger Deluxe and another bike, bring the one with better cornering clearance.


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Special Guests Speakers: Steven L. Thompson, author of "Bodies in Motion" Ed Milich, Moto-Poet Willie and Chris Hodgson show off their Bonneville racebikes and the season's latest technical riding gear Plus other guests, seminars and activities!

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First Rides: 2011 Triumph Daytona 675R and Speed Triple By Gabe Ets-Hokin Photos by Nelson & Riles

Daytona 675R: Fast Bargain

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ometimes a motorcycle company deserves a hearty “well done,” a cheap cigar and a pat on the back. Triumph’s success with its 675 Daytona is one of these times. It’s not so long ago that Triumph seemed to be floundering in the sportbike department. The 955 Daytona was never a huge success (although a very nice machine to ride, to be sure), quickly outclassed by its Japanese and Italian competition. Its middleweight cousins, the TT600, Speed Four and Daytona 650 were solid bikes, but again, it was tough for a small company like Triumph to compete in a class with two-year product life cycles, and the machines were outclassed before they entered the showrooms. That all changed when the new Daytona 675 came out in 2006. Triumph’s product planners made a brilliant decision to build the best bike in its class—an all-new class of one, using Triumph’s signature inlineTriple engine configuration. With down-low torque, a class-leading 110 horsepower at the back wheel and a feathery 410-pound wet weight, it was an instant hit with magazine

CLAMPS!

testers and sportbikers alike. In fact, 96 percent of 675 owners call their bikes outstanding, and 97 percent recommend the bike to friends. Thanks to its dominance in the class-of-one, as well as a slowdown in new supersport model introductions from other brands, the 675 is still a strong contender in the middleweight market, despite just one minor update (aside from BNG) in five model years. So how do you make a good thing better? Ducati will tell

Now how much would you pay? But wait, there’s more. you, if you care to ask—make an “R” model with premium suspension and brakes. That’s just what Triumph’s done for 2011 with the 675R. I got to ride the 675R and the revamped Speed Triple (but that’s another story) for two days. A day on the street, on the twisty roads leading to Idlewild, California, and a day on the incredibly fun new Chuckwalla raceway. Before the ride, Triumph’s technical guru Chris Langlois told us what was different about the R. Not only does the 675R get full Öhlins suspension, it’s just about the best you can buy if you don’t have a factory sponsorship patch on your leathers—or even if you do. In front is the NIX30 43mm inverted fork, available for the first time on a production model of any brand, according to Chris. It offers 2mm more slider diameter than the

fork on the standard 675 (for better rigidity). As for adjustability, well, what do you think? Of course there is full adjustability— preload, compression and rebound damping, fore and aft, but more importantly, the adjusters actually do something when you turn them. Other brands (and I’ve been told this by at least one OEM rep) put the adjusters on there, but they work about as well as the “PUSH TO CROSS” buttons mounted near crosswalks. You see, they don’t want you to adjust it wrong, hurt yourself, then sue them (what, you think that hasn’t happened?). So you’re paying for adjustable damping, but getting nonadjustable. Triumph either trusts you more, or has better lawyers. For even more racetrack credibility, Triumph has upgraded brakes as well. Instead of the Nissin units on the standard 675, the R has monoblock (not cast) Brembo racing calipers. The disc size is unchanged, but the master cylinder is also upgraded to an 18mm Brembo unit.

the cool red accents on the wheels and subframe. That doesn’t even cover the cost of the forks, much less the brakes, shock or quickshifter. How do they do it? Who cares? I get to ride the bike on a very fun track, with smooth pavement, maddeningly challenging corners and a sweet banked bowl turn with no limits on how fast you can exit. And that’s where the 675R is really meant to be, although it makes a fine streetbike as well. The suspension is excellent (especially when there are two Öhlins USA techs on hand to set it up for you); compliant, controlled and very comfortable. One of the techs asked me how it was, and I, not being much of a suspension guy, said it felt so good I forgot about suspension completely—if we had been in Massachusetts or Vermont he might have asked me to marry him on the spot. The other journos—some of whom are top-level fast guys who can truly utilize the capabilities of good suspension—were similarly impressed. Triumph promises a 10 percent increase in “braking performance.” Now how much would you pay? But wait, there’s more. You also get a factory quickshifter (this interrupts ignition during clutch-less upshifts) and some carbon-fiber—front fender, rear hugger and some trim pieces. All for the low, low price of $11,999, and I checked that price twice as I thought it was a typo. It’s just $1500 more than the standard 675, plus you get

The brakes are just as sweet. The master cylinder provides great feel at

On the street the 675R can be very civil. I thought that while compact— with a 55-inch wheelbase and a width of just 28 inches it’s hard to find a narrower sportbike—the Just as I remembered from the last time I seating was rode a 675, the motor is the best part of the humane, with experience. Powerful on top, strong-pulling a comfortable down low, and very smooth everywhere. reach to the bars Unlike some other middleweights, gear and pegs that felt selection is not as important, which lets naturally placed. you focus on learning a new track, for The seat is hard, as you’d expect, but wind instance. Or finding the perfect line protection is surprisingly good. And that thorough your favorite turn. Triumph calls Triple makes for a much easier experience the R the “ultimate trackday tool,” and riding at low speeds, although I struggled while everybody has their own idea of what a little with an abrupt off-idle throttle that is, I’d bet the 675R is close to what response. All is forgiven when you hear most of us want—competent, forgiving, that three-cylinder exhaust note behind controlled and very fast when it needs to you, though. be. It may be getting long in the tooth, but Twelve grand is a lot for a middleweight it’s still sharp enough to please the most sportbike, half again as much as you’d pay discerning riders. not very long ago. But what you get is at least half again compared to the 80-hp, 480-pound middleweights from the late ‘90s, bikes with soggy suspenders, crummy tires and poor cornering clearance. So I’ll say it again—well done, Triumph and where do I send the box of Swisher Sweets? Were I in the market for a middleweight trackbike the 675R would be on the top of a very short list. the lever, the pads bite hard, and the power is fantastic, with a single-finger squeeze sufficient for my slow-ish pace. The calipers on the Speed Triple feel nice, too, but the top-shelf Brembos just feel...expensive. And the quickshifter is just a no-brainer. Once you get used to using it, you wonder how you ever managed without one, it makes banging though the Triple’s smooth gearbox and close ratios so easy.

you don’t need a windscreen, you like to sit upright. If you wanted a bike with some displacement that meant, unless you built your own streetfighter or rat, you would get a de-tuned version of a big-bore Japanese streetbike, something with an old-spec motor that had lots of torque. Optimal for street riding, perhaps, but about as fun as a Dodge Volare. The chassis was similarly inspiring—usually tube steel, with rubber mounting everywhere, low-spec suspension and brakes. It’s arguable that Triumph saved us from the UJM. Triumph took its open-class Daytona sportbike, removed the fairing,

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added upright bars, slapped on some funky-looking headlights and called it good. You called it good, too—Triumph is growing its market share, selling 65,000 of the bug-eyed Triples since 1994. But by 2011, it was due for an overhaul. The frame is all-new (although it retains the distinct look of a Triumph frame), and it repositions the motor farther forward, moves the battery in front of the airbox and offers new steering geometry, with sharper rake and trail numbers. Wheelbase grows to 56.5 inches. The wheels are new—and lighter by three pounds each. It keeps its radial-mounted four-piston Brembo calipers, but it gets an ABS option for the first time. Suspension is new—the inverted, fullyadjustable cartridge fork is 2mm beefier at 43mm, and the rear shock gets a more linear linkage ratio. The 1050cc dohc inline Triple doesn’t get any major changes, although the ECU and exhaust are re-worked to yield an extra five horsepower, to a claimed 133 at the crank. Lots of minor changes add up to make the bike feel smaller than before. In fact, the goal was “to make it feel more like a Street Triple,” which sounded good to me—I’m actually buying a Striple, as I love its small, racy feel. To get there, Triumph reshaped the seat—it’s wider and also a smidge lower than

If you want to behave like a jackass, the Speed Triple is willing to be your idiot buddy...

before at 32.5 inches— moved the footpegs forward over an inch, and moved the stylish tapered bars back towards the rider. Wet weight is six whole pounds lighter than the 2010 at 471 pounds. Weight distribution has been altered by the changes, so steering inertia is reduced five percent.

If you want to behave like a jackass, the Speed Triple is willing to be your idiot buddy, if that’s what you want. The front wheel comes up with a twist of the throttle and a jerk on the bars (besides the one holding the bars, heh, heh), and if you want to get the back wheel aloft, the Brembos have all the power and sensitivity you’ll need.

But where this bike is best, I think, is on the racetrack. The aforementioned AMA jocks And did you think I’d write and fast guys were pretty surprised with themselves when they found themselves this whole thing without mentioning the headlights? having as much fun on the big Triple as they were on the race-ready Daytona. Well, for Triumph it was a “difficult decision,” but “you It feels much smaller and easier to toss can’t keep building the same about than you’d think, the suspension is both compliant and controlled, and the bike” forever, something Ducati grappled with when brakes, while not as expensive-feeling as the race-spec Bremmies on the 675R, are it had to kill the iconic really good—powerful and sensitive and 916 series in 2004. Round not prone to fading. I was expecting a rorty, lights are passé, so get used snarling pitbull on track after riding the to it. And if you attach the smooth, refined 675, but found a bike that accessory windscreen, it was just as easy to manage, if a little harder looks less like a sportbike to ride at triple-digit speeds because of the missing the fairing. upright position and lack of fairing. It steers The best thing about the new easily, is stable in high-speed turns and not lights is that you can’t see prone to unintended wheelies or slapping them when you’re riding, so of the tank. let’s go ride already. I confess I’m not one to promote the replacing of to have never ridden the 2005-2010 Speed Triple, so stock exhausts (living in Oakland will do I can’t tell you how different that to you), but this is a bike that needs the bike feels, but after a few it. Not so you can hear that orgasmic triple-cylinder exhaust note (it actually hundred street and track sounds pretty good stock, and you’ll still miles, I can tell you a thing get Christmas cards from your neighbors), or two about the new bike. but because the stock mufflers put a lot of Ergonomics are as good weight high up, making the stock bike feel as you’d expect. The seat more top heavy than the Daytona (yes, it is comfy enough for all-day rides, the has an undertail exhaust too). The Arrow pegs aren’t too low, and the bar position slip-ons don’t feel too different, but the full puts you at a relaxed slight lean forward. Arrow exhaust system ($1299) weighs 70 Taller folk might feel different, but I’d percent less than the stock system, sounds be surprised. Wind protection is pretty good, looks sexy and noticeably lightens much nonexistent, but there are various the bike where it counts. It would be the screens available. Around-town riding first thing I’d change, even though it made is easy, with the light steering, wide bars the bike I was riding make popping sounds and low reach to the ground, and freeway while decelerating. cruising is pleasant, as the suspension is The elephant in the room is the Trip’s compliant, the wheelbase is long enough power...or lack thereof. As competitive to keep things from getting too jouncy as the 675 is in its class, the 1050 is and there’s plenty of torque to keep your overwhelmed compared to its brethren. spot in any sort of traffic flow. Fuel range It’s why Triumph (wisely) stays out of the and economy is acceptable—I rode a 2-hour, 150-mile stint on less than a single open-class sportbike wars—this 1050 Triple just doesn’t have the huevos to take tank without hitting reserve, impressive on the S1000RRs, R1s, Ninja ZX-10Rs for a powerful naked. and 1198s of the world. Punching it out to 1200cc or upping the revs might get it closer, but it would lose the character and Dyno Tuning flexibility that make it so appealing and Performance Work suitable for street and trackday use. But it’s still flexible, torquey and fun to use, and Restorations that’s what I like in an engine. How often will you use more than 120 horsepower? This was the first time I’d really ridden a modern Speed Triple, and it left me wanting more. I don’t always understand the appeal of a cultish bike like this, but I do this time. It can get you around town, commute with aplomb, and is more than entertaining at a trackday. It looks like a standard, but it’s truly a naked sportbike. At $11,799 ($12,599 with ABS) it’s a pretty good deal and definitely deserving of a test ride. Just be sure to wear pants.


CityBike is a tiny fish in the mediumsized pond that is motorcycle journalism, so we kind of lucked out getting invited to the 657R/Speed Triple event. It helped that CB fan (and founder of the outstanding Thunder Press, CityBike’s feet-forward cousin) Reg Kitrelle is Triumph North America’s press liaison. But we’re not the only beneficiaries of Triumph’s favor—local racers Ken Hill and Kevin Smith also got to come along. Kevin did yeoman’s duty wrangling the many logistical details necessary for an event like this. Moto-mags try to shy away from showing you too much of what goes on behind the curtain, as we all like eating the sausage more than we like watching it being made, but we thought you’d enjoy Kevin’s well-written account of his view of the event.

tribe of oddballs. As an insider I did everything they did and more...without having to fly across multiple time zones, face possibly harsh weather, take notes, pose repeatedly for the cameras, record video (since it’s a multimedia world), write stories that included the smallest details or, finally, think of new ways to say that both of these bikes were bitchin’.

’ve read countless bike reviews: they all talked about the bikes but never about the experience. I mean, what’s it like to fly around the world and get star treatment while riding the latest bikes? That had to be the Best Job Ever, right? My chance to find out came during three days at the Triumph press intro.

A week ago I figured that being a professional motorcycle journalist would be a great job (until we ( told him how much we get paid—ed.). paid—ed.) For those who love the work—and to the airport hotel where the journalists there’s a lot of work involved—maybe scattered to local homes, red-eye flights, it is. I’ll pass on the lifestyle but would or a quick shower. The stragglers took over a corner of the bar and swapped more be honored to pull up a chair at the table every now and then. Next time, stories late into the night. though, I’ll make sure that I’m not eating After three days of stress, challenge and spaghetti when Mark Cernicky describes absolute fun, I could easily see getting his injuries after crashing at 100 mph on addicted to this lifestyle. Not because of the freeway wearing a T-shirt. the bikes but because of the camaraderie. —Kevin Smith Briefly, I got to join this wonderful

I

The press junket officially started on Wednesday so Ken, Nick Ienatsch and I did a pre-ride on Tuesday. It was a long day but the sun was out, traffic was light and the bikes were great. We got back to the airport hotel just in time for dinner with the press. I’d never met most of the journalists but regardless of whether they were print, Web, or both, all the guys had one thing in common: they were passionate about bikes. I listened in as old friends got reacquainted and new friends quickly found common threads. It was better than being a fly on the wall; I was surrounded by people who understood— in fact, fostered—my passion. I tossed and turned most of the night as their stories kept replaying in my head.

all the press easily made it to the evening’s new hotel on the edge of Palm Springs. The real treat at dinner was hearing more stories, good-natured ribbing and the swapping of rumors.

Except for the 6:00 am wake-up call, Thursday became my dream day. Chuckwalla was a really deceptive track and with temperatures in the high 90s, I had to admire the journalists as they swapped bikes, worked with Öhlins to tweak different settings and take notes after each stint. Since both the Speed Triple and 675R were brand-new models there were only enough machines at the press intro to match the number of journalists (or vice versa). Riders were encouraged to switch between the two bikes, Triumph apparently confident Wednesday morning the Triumph that the Speed Triple would survive folks gave a short presentation while the comparison even on the racetrack. the journalists ate a breakfast of Egg More than one journalist commented Beaters and green leafy stuff. Unlike the that it was unusual to have both bikes journalists I didn’t need to know technical available on both days; most press intros details, so I half-listened while the others had the “street” bike for the street ride took notes and asked questions. and the “sport” bike for the track. With track temperatures over 118 degrees, The day’s ride started after a one-hour breaks were frequent and I took out bus trip to the foothills. Just two miles in, the journalists had to do endless loops different bikes as they became available. The day ended with a long bus ride back over a short stretch of pavement where the photographers hired by Triumph had set up the day’s first organized 43rd Annual shoot. Wheelie shots came shortly afterward and then the journalists were released. Much to my surprise, most of them were willing to follow Ken and Nick on the morning’s ride. We climbed quickly to over 6000 feet, with snow still scattered throughout the higher elevations. The biggest risk came not from snowmelt but from the cinders scattered along the center of each lane. It was important to pick a tire track early and use a cautious corner speed and I was impressed that the journalists—a group collectively known for exceeding limits—had no problems. After lunch, smaller groups May 21, 2011 formed as some of the guys stopped for video or still photos. Despite the delay Kings Fairground, 801 S. 10th Avenue, Hanford, CA 93232

2011


Shane Watts DirtWise Academy By Lucien Lewis, Words and Photos

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Mid-afternoon we learned a technique of attacking ruts called “grinding.” This is one of those skills that, with practice, will change your riding forever. It involves putting the front tire outside the rut with the back tire in the rut. Gas it and ‘grind’ the edge of the rut with the spinning back tire. Meanwhile point the front wheel toward the end rut so it feels as if you are pulled in two directions at once. At first it feels sketchy as hell, but once you get the feel for it, it is transformational. Watts usually teaches this by having the students ride with one wheel on either side of a telephone pole. We skipped that step and went right to the rut. Ten minutes of practice and we were flying through the rut like pros (well, kinda).

riving the 120 miles from Marin County to Lincoln, California in frigid monsoon conditions at five in the morning for the Shane Watts DirtWise Academy of Offroad Riding made me question my sanity. What makes a guy do something like this? Going out in the worst weather of the year to ride motorcycles in horrible conditions with lousy traction? Even to a rider, it sounds a bit wacky, and to a ‘normal’ person? Fuhgeddaboudit! To them riding bikes is bad enough! Ninety-five percent of the population wouldn’t even consider doing it. This? Unexplainable and bizarre. Then my thinking turns the corner. I remember that humans that have been testing their physical skills for countless millennia, and looking for the distinctions, however small, to get a bit of an edge here or a small improvement there. For the last 100 years or so, men (and more than a few ladies) have been attaching motors to two wheels and going out to see what’s possible; pushing ourselves to go faster, to be better, to be more skillful. Bottom line, sane or insane, the simple fact is this: Like most of my riding compadres, I don’t have a choice. If I want to live my life to the fullest, I must ride. It is in my DNA, my blood, and bones. Life without motorcycles for me is drab. So, if I have to do it, I might as well do it well. Therefore, yours

cram as much training as possible into one day and get refunds for day two? We chose the one-day option, and I think everyone there was glad for it. From that point on we worked hard until dusk, squeezing a day and a half of training into one day.

truly, and a dozen guys somewhere between 7 and 70 years old are standing out in the cold on a private ranch/slash/motorcycle boneyard in the middle of nowhere, hoping that we can become better riders. My goals for attending this course were simple: To ride better and faster with more control and relaxation and less crashing (always less crashing). This for me is the essence of riding masterfully. From everything I had heard and read, I was going to be in good hands. I have several friends who have attended Shane’s course, and all of them reported excellent results. They talked about improvements in bike control, confidence, and overall riding ability. Despite the dismal weather, I was looking forward to sharpening my skills with Mr. Watts. Shane ‘Wattsy’ Watts is a monster dirtbike rider. World Champion is the proper term. Australian Enduro Champion (six times), World Enduro Champion, I.S.D.E. Overall Champion (on a 125cc!), and GNCC Champion. Those titles don’t come easily. This guy is blazing fast. Luckily for us mortals, he is willing and able to share what he knows, and share it well. Watts comes across as humble, down to earth, helpful, and honest. He has that rare ability to be just as generous with his praise as he is with his critique. He is full of tips and tricks to help us ride just a wee-bit more like a world champion would. The day begins with the most basic instruction: throttle, brakes, balance, and clutch control. The teaching style is very effective. Watts explains the exercise in detail, demonstrates it, then has us do it as he coaches us. As the morning progressed, the drills got more and challenging. One of the early

exercises was to ride as slowly as possible using body English, both brakes, throttle, and clutch. Imagine participating in the world’s slowest race, where the guys who are passing you are losing. Fun stuff. Do that for 5 or 10 minutes and you will know the meaning of fatigue—and you will have measurably better control of your bike. Watts asserts than when you are standing on

One of the most challenging exercises of the morning was to ride as far as possible while skidding the front tire and keeping the throttle cracked open. This is sphincter-puckering work, but before we started Shane explained what makes it worth doing. The point of all of these drills is to get these skills into our body’s muscle memory, so that the body learns to perform these moves automatically in the future, without the brain even having to tell it to. We practice it here, over and over and over, so that when we need it out there on the trail, it just happens. Much front tire sliding occurred, and several bikes hit the ground (not mine….this time). The last drill before lunch was to do several laps around the mile-long track standing on the pegs the whole time. Not the easiest or fastest way around the track, but great training for a guy who needs to get off his ass a little more.

After a quick lunch and an even quicker nap in the truck, I was ready for more. The weather had given us reprieve for a few hours, but the track was degrading rapidly, making the drills more and more difficult to practice. Mud holes got deeper and things got more slippery. I dropped the bike and went rolling down a slope. I didn’t even know what I had done wrong, but Shane was standing right the pegs, you have much better motorcycle there. If you are going to crash, might as control. I questioned this. Being a tall guy, I well swallow your pride and do it in front of said that I felt like my center of gravity was the instructor so you can learn something. lower while riding seated, and that, in turn, He told me that I had run my front wheel allowed me to be more maneuverable. Shane too high up the side of the berm. It’s useful explained that actually, if all your weight is having another set of eyes to help see what on the footpegs, the center of gravity is much you’re doing wrong. lower than if your cushion is on the cushion. The weather forecast was bleak, so Shane In addition, response time to hazards is decreased and maneuverability is increased. put it up to a vote: Should we do the full two day class as planned, or should we just


I have been riding a dirt bike for around 25 years, so I assumed that after doing it thousands of times, I know how to get around a flat corner. The truth is I had unknowingly become something of a lazy rider. To really rail a corner correctly there is a whole lot that has to happen all at once. Stand up, hard on the gas, hard on both brakes to just beyond the available traction, throw your weight up to the front of the seat while throwing bike over and rolling gas on until the throttle is pinned. It all happens in a couple seconds, and the corrections need to be made in milliseconds. I was accused by the Aussie Dirt God of being a “street rider” because I wasn’t using my rear brake going into the corner. Actually, in the real world, I use my rear brake all the time, both street and dirt. My brain was just flooded with all the new information and my body wasn’t able to do it all at once. Watts swore that once you get good at this, it will become so innate that you will be doing it effortlessly, meanwhile thinking about the housework that needs to be done or the lawn that needs mowing. Let me get back to you on that one.

didn’t know how to do wheelies. My brain knew I was supposed to cover the rear brake. The problem was that I was missing a skill and didn’t know how to get my body to learn it. With just a few simple drills, I was able to make that rear-brake connection and wheelie with more confidence. By the end of the day we were a tired and muddy bunch. Everyone I talked to said they felt they got great bang for the buck, and a whole new set of tools to play with. One rider felt that having more instructors on site would have been helpful, and upon reflection I would agree. One-on-one instruction time and feedback has been enormously valuable to me on the racetrack, and would certainly be just as valuable in the dirt. That being said, Wattsy does a superb job of running a one-man show out there, and no one could dispute that. Driving home, I had a bit of an epiphany about these super fast guys: Yes they’re super fast. Yes they are incredibly gifted. But the skills but they are exhibiting so effortlessly are actually learnable. It is possible for a beginning or intermediate rider to become fairly adept at these skills. Shane Watts can teach you these skills brilliantly. From there on in it is all about practice.

Video Review: Dirtwise with Shane Watts shanewatts.com, $24.95 If you are looking for a way to become a better dirt rider without having to wait for Wattsy to train you in person, you might want to pick up a copy of this DVD. This is the first in a series of videos, and it covers many of the skills taught in academy as well as advanced techniques including jumps, logs, and line selection. Shane Watts is not just a good rider and teacher, he is also quite a marketer. He has cleverly, (or maybe you’d say intrusively) inserted his sponsor’s ads throughout the video. I have never really minded motorcycle-related ads, but if they bother you, you have been warned. There are also several interviews with Watts and other riders describing his mindset and attitudes that have allowed him to become one of the fastest riders in the world. Thrown into the mix are stunning sequences of Watts riding sections of trail at warp speed. You get a sense of what fast really is. This video should be in your library if you are serious about improving your dirt riding.

Shane’s schools are held all over the country and will return to California later this year. Tuition is $360 for two days. Find out more at shanewatts.com.

Bermed corners are a different animal all together, and the whole key is to keep the front wheel as low as possible, right at the bottom of the berm. We all tried to do this many times and found it deceptively difficult. Shane pulled us over and said it was all about a lack of commitment. Commit to going in hard and having the front tire low and you will find yourself roosting just like the magazine pictures. After a couple more times of flubbing it, I stuck the tire down in there in the hole and came out the other side going faster than I thought possible with a huge roostertail coming off the back wheel. My moment of greatness. At the end of the day we did the wheelie drills. I’ve always wanted to be adept at wheelies but I’ve felt a bit out of control with it because I couldn’t seem to make the mental connection of controlling the height of the front end using the rear brake. As a result, I’ve had a couple fantastic wheelies in my life, a lot of mediocre wheelies well south of the balance point, and one or two that ended with me on my ass and the bike flip-flopping down the trail. It wasn’t that I May 2011 | 27 | CityBike.com

San Jose Legends: Racing the Past against one another once more. Dana Perri, ain was promised all weekend, called the “Short but it wouldn’t keep those young Track Specialist” and old strongly-addicted-toin his day, rode motorcycle-racing men and women away to a victory in from the Santa Clara County Fairgrounds th th front of one of on March 25 and 26 . That’s where they last year’s riders, would breathe exhaust fumes and tell Larry Silva. Perri stories of their racing conquests during the is well known for fifth annual San Jose Legends Tribute and Other attendees included old timers like Indoor Race 2011. Once again, the banquet Joe Leonard and Eddie Mulder, also a stunt his jump-the-line was a sell out and the slideshow and tribute man in Hollywood in his time, and Jimmy rolling starts, giving him an were memorable. “the Flea” Felice, an accomplished flat track edge into the and road racer. This year’s focus was on some of the area’s first turn of his tuners. Mario and Dave Zanotti were The racetrack is fashioned like the original races. “Boo Boo” recognized as the only father-and-son tuner indoor short track, in fact inside one of the Bob Scalley, well “Boo-Boo” Bob Scalley shows the young ‘uns how it’s done. known for his old-time Bell grandstands. This night’s winner was Jared helmet and white flat cap, took the B class Mees, the 2009 AMA Grand National win this year. Scalley was honored as a Twin Champion. Flat track fanatic Rod Legend a couple of years ago at this event. Lake and his supportive wife Marcie, The Legends racers’ bikes mirror their own created and sponsored the original plan era—vintage and time-worn, but gleaming for this event five years ago and they are still sponsoring it today. Lake is also well with shiny chrome and glossy new paint. known around some circuits for his acting Seemingly belonging in the bike show role in the 2001 Costner/Kurt Russell flick next door rather than on the race track, 3000 Miles to Graceland. Lake is perhaps these gorgeous fossils are ridden around the largest sponsor of flat track racing and a small oval concrete track for eight laps riders in California. to completion, some two strokes puffing smoke all the way around the track. One The youngest riders at the event were of the bikes this year, however, ridden by between 12 and 15 years old, accomplished well-known racer Carl Tressor, appeared racers riding 250cc modern bikes. A battle to have been pulled out of the shack in the between brothers ensued during this back yard, looking as though it hadn’t been fleeting race, with the younger of the two touched in years. Tresser enjoyed this taking the victory, 14-year old Bronson competitive ride nonetheless, finishing Bauman. His brother Briar finished third 2009 Grand National champ Jared Mees collected a helmet full of cash—and more—winning fifth in his race. on Saturday but first on Friday. Briar the Pro class. Promoter Rod Lake congratulates Mees on his victory. earned the 2010 AMA Horizon Award, Saturday night is a whole different event featuring a Pro class race with the current AMA’s highest profile special award a same buildings that held the races years team to have both won an AMA GNC Professional and A-class riders competing youngster can earn before becoming a pro Championship #1 plate. Erv Kanemoto was ago. Its measurements are also exactly the for a fairly substantial purse. These depend racer. also honored. Kanemoto built some of the same and the surface is polished concrete. on sponsor donations and whatever the No event would be complete without best motors on the track today and is still On Friday night before the banquet is the ever-alluring trophy girls can scrounge the unavoidable, though crowd-pleasing building motors. “Legends” race, and the old timers race up by passing a helmet through the flare of tempers. As if the chain-link fence surrounded a boxing ring, one racer took fist to another rider’s helmet after he had been wrongfully bumped on the track. This was a battle foreseen since Friday night when the two could be seen bashing elbows during the open practice. It had escalated overnight to the testosteronedriven payback standoff that aroused such attention. The stands went wild, on their feet cheering for more action.

By Karen Gould, Checkered Flag Photos

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A slide show was shown to commemorate the loss of our local Legend Rick “The Hock” Hocking, four- time AMA Grand National winner and a name that is well recognized in flat-track racing, not only in California but across the nation by past and current flat-track riders. Hocking was one of the few men honored with an AMA Grand Slam in racing during his career, winning all four types of flat-track events.

Zero Motorcycles 2011 press intro, dirt models I notice a tiny Italian journalist going much faster than me on the trail section. Maybe I weigh too much for the Zero. Maybe I just suck.

Words by Charlie Rauseo Photos: Zero

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ith forecasts calling for continued torrential rain, I think that mud-challenged Gabe (read “News, Clues and Rumors,” April 2011 for our riding impressions of the 2011 Zero street models) was relieved to know that I, not he, was going to ride Zero’s new dirt bikes (the “X” and the “MX”) on the motocross track and the half-mile woods trail. I’m a dirt rider, the sloppier the better. It has been years since a new bike has piqued my interest like this. I’m rooting for electric bikes. Just think of the benefits and possibilities of a silent(ish) electric dirt bike: 4:00 am races on the backyard MX track without annoying the neighbors, poaching mountain bike trails while waving to admiring tree-huggers, avoiding closure of off-road parks too close to noisesensitive housing, warehouse races without all the choking fumes, less dependence on foreign oil, cleanliness, happiness and world peace. If an electric dirt bike can come close to the fun and performance of a gas-powered bike, we should all run out and buy them. 9:00 am at the private riding area and no sign of rain yet. I hop on one of the bikes with knobbies and head out on the woods trail. The Zero chassis feels fine, like a lighter TTR125 with stiffer suspension. The bike handles bumps, turns, and ruts easily. Balance is great. Brakes are okay, but the lack of engine braking made the rear feel strange. Zero no longer uses mountain bike-derived suspension and brakes. Instead, there are real motorcycle components, albeit stuff more similar to a hopped-up pit bike than a full-sized moto. Ergonomics are perfect: flat seat, very narrow bike, and tall, wide bars. The seat may be a bit tall for shorter riders, but otherwise this bike is a perfect fit for older kids and smaller riders. The X and MX bikes look almost the same, with clean, aggressive styling. Both are outfitted with knobbies for our ride. The X is aimed at the trail rider, while the MX is designed for small motocross tracks. I really didn’t notice a big difference between the two models as they are much more similar

In order to appreciate these electric bikes, I need to alter my mental approach. Sure, the Zero is not a high-horsepower traditional dirt bike. It is a quiet, clean, high-quality, fun way to mess around in the dirt. As I tried to let go of expectations built up over 30 years of riding gas-powered dirt bikes, I found it easier to enjoy riding the Zero. Out on the small-scale motocross track, the bike is more at home. Without so many tight and technical turns to slow me down, I can keep my speed relatively constant. So long as I don’t need explosive responsiveness from the motor, this bike is very fun to toss around. to each other than like anything else I’ve ever ridden. The MX uses a different, slightly more powerful “Agni” electric motor, but neither bike has a combustion chamber, clutch, or transmission. Naturally, I try to ride the Zero like a bigbore thumper—as a former Dakar rider, that’s what I do. From that perspective, I turn the throttle and am disappointed. Speed builds gradually, kind of like an automatic scooter. The bike isn’t slow, but it lacks throttle response, especially at low engine speeds. At a loamy uphill switchback, I shut the throttle off entering the turn, and pin it for the exit. I’m rewarded with a nearly imperceptible forward urge.

The Zero crew knows about my throttle response issues. On the X and MX models, the twistgrip is keyed directly to engine rpm, and engine rpm equals speed, they tell me. So, if I close the throttle completely when entering a corner, but I don’t stop, then the first part of my twist coming out of the corner does nothing but catch the engine up to my current ground speed. They advise me to keep the throttle on as much as possible in the corners, which improves the situation a bit. Both the X and MX are just about the same.

I am a big guy and often have similar problems riding little bikes. But on an 80cc motocross bike, I can find the narrow powerband using the throttle and clutch. On the Zero there is no clutch or power peak, so it is only twist and wait. The suspension doesn’t seem to mind slamming through rough stuff that I would rather wheelie over. The bike does not give you that snap of instantaneous acceleration necessary when riding over unpredictable off road terrain, even for Beginners. I finish the loop scratching my head wondering how to ride the Zero.

At the end of the night, after the last cellophane wrapper and empty disposable cup had been picked up, and what was once a track appeared only as a black, rubber crop circle in a field of concrete, the empty ringing in the ears of the last straggling fans seemed to whisper secrets as to what next year’s race may hold in store. Once again, Pete and Dianne Francini of P&D Promotions had orchestrated another successful and entertaining weekend of racing and remembering.



Zero serves us a gourmet lunch in a tent near the MX track. Riders are still circuiting the track, but there is no noise to disturb our conversations. Nice. More than half of the journalists are from Europe, where Zero hopes its bikes will sell well. Zero employees answered a few of my questions: Is this the next big thing, like, say, Honda in 1965? “Yes” Who is the competition? “Only the Swiss.” (Quantya: quantyausa.com)

What are the biggest problems and hurdles for Zero now? “Battery life, motor availability (they are developing their own now), and controllers” (the brain that communicates throttle input from the battery to the motor).

Instead, think of it as a quiet, clean, lowmaintenance fun scoot. Do you have enough room for a small motocross track in your back yard? Would you like to ride trails undetected, in silence? Maybe teach a non-motorcyclist how to ride without confusing them with a clutch and gears? Need something to trailer behind the Tesla? Want to ride your trail bike on the street, or not have to worry about green stickers or red stickers or having to rebuild your top-end every season? Maybe a Zero is perfect for you.

At a spirited trail pace, expect a Zero X or MX battery to last 30 or more minutes. The fastest riders in our group were able to burn through a battery in 12 and a half minutes, pinned all the time. So, riding style really makes a difference. Battery swaps are simple and very quick, a few minutes at most. Batteries take about an hour to recharge and Zero says it will upgrade to better battery technology as it develops, which is quickly.

After riding the Zeros, I stopped by Scuderia West in San Francisco to take a short spin on the Brammo electric bike. I was wondering if the lack of throttle response was endemic to electric bikes. The Brammo seemed to pull from low speeds a little better than the Zero, but neither was impressive by any measure. Don Lemelin, owner of Scuderia, mentioned that he had helped the Mission Motors guys tune their electric motorcycle on his dyno. (ridemission.com). Don said that electric bike manufacturers could tune their bikes to deliver maximum power immediately off idle, but avoided this because it would make an unwieldy bike for beginners. He planned to tell Brammo to dial in a little more low speed acceleration for its bikes. I’d like Zero to do the same, if only for the X and MX models intended for off-road riding.

For the X and MX models, Zero will offer an optional Fox shock for $675. The stocker is fine, but the Fox is much better. Riding hard, I got the Zero pretty hot. Fans come on, lights blink, and then it just stops. Wait a few minutes for it to cool down and it will go again. About 2:00 pm and the sky looks dark and very threatening, so we start to pack it in. I am starting to learn the techniques necessary to ride this electric bike. But I am a long way from mastering them. Leaving the riding area, I can appreciate that a new type of off-road machine has arrived. These bikes have two wheels and handlebars, but are otherwise very different from bikes we know. Try to compare this bike’s performance to a gas-powered bike and it flops. You won’t win an enduro on it.

Zero dirtbikes start at $7995 and are eligible for state and federal tax incentives. Find out more by calling 888/RUN-ZERO or go to zeromotorcycles.com.

ed HERTFELDER

a direction as humanly possible until you meet your own tire tracks—then turning left and repeating the whole procedure. In this manner we usually manage to break out onto a blacktop road before the buzzards start circling overhead. Then we wait for the next bus to come along and read its posted designation. Atlantic orman was draining his canteen City means it’s heading east; Philadelphia while standing beside his Yamaha means west. There are no other possible XT360 on the other side of the old destinations unless the bus has an outboard sand road. We had parked our motorcycles motor clamped on the back. at one of those seven-way intersections The old blacktop road that we finally deep in the New Jersey Pine Barrens found had high embankments on each because Norman was “getting turned side as if the builder was expecting 40 around a little.” In fact, Norm was getting turned around a lot because I’d noticed that days and 40 nights of heavy rain. The first “turned around a little” look on his face 14 sign of mechanized life to come along was a convoy of fellows towing trailered miles ago at a six-way intersection. Since then he had gradually reduced our cruising boats with underpowered and overloaded automobiles who had taken the back speed to get better fuel mileage. I wasn’t

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The fuel in Norm’s tank was beginning to slosh around, indicating that he had better have his boots well broken in because he was going to be doing some walking soon. worried about fuel consumption because I have one of those monstrous White Brothers fuel tanks on my Honda and the chances of turning myself into bacon food are slim in a state that is only 70 miles side to side and surrounded by water. In Arizona they drive farther than that just to get the feathers on their Stetsons dry-cleaned. After Norman finished drinking, he looked up at the tree branches. Norm bases his sense of direction on the false assumption that a pine tree’s longest branches grow on the south side. Personally, I think the longest branches (as God intended) point toward the U.S. Marine Corps Combat Development Command in Quantico, Virginia. In the Pine Barrens, knowing which way is south is only helpful if you’re interested in getting a tan. The narrow sand roads seem to aim toward one compass point, then turn, ever so gradually, before ending somewhat abruptly at the edge of a swamp. This forces you to stand on the rear brake pedal, squeeze in all the front brake you can find and hold your left hand over your head so you won’t have to find out if your new wristwatch really is water resistant. The fuel in Norm’s tank was beginning to slosh around, indicating that he had better have his boots well broken in because he was going to be doing some walking soon. Loud sloshing means Norm will admit to be really turned around and, at this point, he’ll usually resort to PLAN B. He has never really explained the entire plan to me but I believe it involves riding in as straight


South of Charter Norm didn’t agree with this but he did have the nerve to suggest that anyone who rode a motorcycle with a fuel tank as large as mine should also carry a cellular phone so as to be sure and call home during the holidays.

clean Piel’s beer can, then he followed me close to where our vans were parked. I expect they’ll build a gas station in Ong’s Hat shortly after they build one on the moon. For a copy of Ed’s latest book, 80.4 Finish Check, send $29.95 with suggested inscription to Ed Hertfelder, PO Box 17564, Tucson, AZ 85731. Go ahead and do it—Ed only gives it away for free for so long...

A bus came snorting around a bend in the blacktop in a slow-motion tilt because of the embankment. It looked as if all the passengers were sitting on the same side and heading to a lapsed Weight Watchers recovery meeting. As soon as Norm read the destination sign he picked up his helmet and gloves and swung aboard his motorcycle. “Lets get going”, he said. “I was turned around a little but I’m pretty sure ‘Charter’ is up toward Jersey City.” Then he said, “Follow me close; I heard they’re opening a gas station in Ong’s Hat”. So I followed him close until his tank ran dry. I slid the Honda’s fuel line off the big plastic tank’s fitting and transferred a gallon of fuel to Norm’s Yamaha with a reasonably

roads for safety reasons. We had no way of knowing if they were diehards heading for the seashore or die-easies who had enough of whatever imagined joys boating is supposed to offer. As we waited for a bus, I drew Norm’s attention to the fact that the longest branches on the trees along the road were pointing toward each other. Further proof that his forest navigation skills were not, shall we say, stellar.

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approaching, not the only one I’d hear that morning. I looked up and by golly it was a trike, a red, white and chrome Gold Wingor Valkyrie-based one, with a man and a woman on it. No helmets.

controlling it as I do steering a conventional motorcycle. I figure they’re for guys who are getting old enough to distrust their strength or balance. Maybe I’m wrong though. Often I am, and not just about trikes.

They rolled in and stopped in a space just below my table. He shut ‘er down—to general relief, mine certainly.

The guy climbed off the converted Honda, leaving the woman in the saddle. He was a big dude and solid, well over six foot and over 225. Maybe about 55 years old. He had silky blond hair parted in the middle and hanging to his shoulders, like Mary Travers from Peter, Paul and Mary. Jeans, a biker belt, t-shirt and a vest. Tattoos down both arms. Maybe I remember a studded leather wristband, black in color.

HERSHON

told Ross I’d have the chimichangas, coffee and water, thank you, and handed him my menu. I sat on the patio watching some of the world roll by and the rest pull into Zoka’s for breakfast as I had. I heard a loud motorcycle

I admit it: I don’t get trikes. What’s the attraction? If I rode one, I’d wear a helmet and wouldn’t feel as free as if I were driving a car with the top down. And the trike wouldn’t lean—so I wouldn’t enjoy

Standing next to the left back wheel of the trike, he pulled a comb from his pocket and eased the in-the-wind snarls from his hair. I don’t think I want that guy to hit me, I thought. I don’t even want him to notice me. I don’t like who he says he is. Maybe you don’t feel as I do. Maybe you don’t feel that the way people present themselves means anything about how they are. Life’s a huge costume party, right? I look at a guy or a woman outfitted as one kind of person or another; I believe that’s what they are. When people dress in a connotative way, I figure they’re aware of the impression they’re making. There’s nothing accidental about it. They’re trying to produce an effect.

That he holds society’s norms in low regard. That the woman on the back seat is “riding’ bitch.” Isn’t that what all that stuff says?

As the seconds passed, I began to wonder why she didn’t climb off and walk up the steps onto Zoka’s patio. Then I saw the guy holding a cane with four rubber-tipped prongs at the bottom. He handed it to her and ever-so-gently reached under her arms and lifted her up and off the saddle of that trike. I’ll bet it took 30 seconds of lifting before her right leg slid over the seat. Until and after she got both feet on the ground, he had his arm around her. To call it gentle doesn’t half describe it. They stood there for a full minute, I’d say, looking at the wooden steps. Then they very slowly walked, his arm still around her, to the stairs and yet more slowly up them to the patio and the cafe door. He opened the door for her and helped her through it. I thought: This is maybe the sweetest thing I’ve ever seen. So when Ross came back with my water and coffee, I said, I just watched the guy with that trike help his wife off the bike and into the restaurant. Really somethin’, I said.

Call me old-fashioned. If an urban kid looks like a cheap gangster, I believe he’s what he appears to be. If a woman dresses like a boy-toy, I figure she wants me to think she is a boy-toy. If I don’t get to know her, I’ll never realize that she’s not— “Something happened to her, some illness, she’s a missionary and neurosurgeon and I think,” Ross said, “maybe 10 years ago. not a bit promiscuous. He’s been taking care of her since. As I said, When I see a guy in biker gear, resplendent we see them really often, and it’s always the same thing. He can’t do enough for her. in body art and riding with his feet stuck out in front of him and without a helmet on Cool, huh?” his head or silencing devices in his exhaust I said, “Super cool,” but I felt foolish. I’d pipes, I figure he aims to intimidate. weighed the evidence, the heavily chromed Or would he claim that a black leather trike, the loud pipes, the bare heads, the vest with a patch on the back is effective tattoos, the biker clothing...and was led to protective clothing? Warm on cold days? the wrong conclusion. Keeps the rain off? What good is it except I want to say to the guy: Hey, until I saw to tell folks how bad you are? you in a better light, what was I supposed A guy in biker gear wants folks to think to believe? he’s anti-social and downwardly mobile. You look like you’re under FBI surveillance but you behave like someone I could trust babysitting my pre-teen daughter. Maybe you were a hell-raiser at one time. But you’re not raisin’ hell now, are you? You’re a loving, patient man, looking after your ol’ lady. If you are a loving, patient man who reveres a woman or all women, why the bad-guy outfit? Why do you try to look scary? When people see you and choose to walk on the other side of the street, does that mean you’ve earned their respect? A black leather vest isn’t just clothing, is it? It’s an emblem. It advertises who you are. That’s the idea, right? You don’t wear it expecting no one to notice. They will notice and they will make assumptions about you, as I did. Until I saw that cane, you had me fooled.

dead wife’s lifetime adventure

died she had no Last Will and Testament, leaving an estate to her husband of nearly $1,700,000. After paying off some claims and the attorney, my friend received a check well into six figures, an economic reward for having never tied the marriage knot again. He also received a future income stream from his departed wife’s retirement and Social Security.

The big blond guy’s woman, heavyset and gray-haired, was still sitting in the saddle of the trike. She’s no hot Daytona biker-bar chick, I thought. She’s kinda dowdy, like a waitress in a Midwestern small-town cafe. Warm your coffee, honey?

He said, “They are genuinely nice people. Come in three or four times a week, always on that trike. He takes care of her and fusses over her every time. They’re like among our favorite customers.


dr. gregory w. FRAZIER

“I

just bought you a new Kawasaki, a When asked what I planned to do with my red KLR650. I knew you would be new KLR650, I told my donor I thought that we should make a memorial ride in too cheap to buy one yourself.” memory of his wife and to celebrate his The motorcycle philanthropist had new wealth, long life and luck, an ultimate telephoned me some minutes earlier and motorcycle adventure journey. He agreed was answering my curious question. He and immediately dubbed it The Dead Wife had started the conversation with, “Do you Memorial Adventure Ride. like the color red?” We mapped a tentative route from Mexico I answered, “Yes. Why?” to Canada that zigzagged across the Rocky Mountains and Nearly two years he spent the next earlier he had month outfitting been contacted by the Kawasaki to an attorney who my specifications wanted a retainer while he did much to represent my pal the same to his during the probate Suzuki DR650. of his former wife’s estate. The couple Our plan was to had been married often camp in the when they were wild, not to save money, but to enjoy the both 22. Five weeks later while the new outdoors, so we needed numerous upgrades husband was away serving his country such as more aggressive tires, significant the frisky wife scampered away for the luggage carrying systems, crash bars, newlywed’s home with another man. She and upgraded suspensions. The last bit of paid for a quickie divorce, breaking my preparation was to register the Kawasaki. We friend’s heart and steeling him against any debated the advantage of papering it in my future marriages. home state of Montana, where our adventure

...we immediately dubbed it The Dead Wife Memorial Adventure Ride.

He said of his short marriage, “Hell, it was Hell. I didn’t even get a Dear John letter, just a note saying we were no longer married and that she’d taken off with my best friend.” Women, like the many motorcycles he owned over the next 44 years, were a passion, but like those many motorcycles he had often moved on to different or newer models, never settling on a keeper. The lawyer made a pitch that sounded like a salted gold mine. For investment of a bit of money now there was promise of great rewards in the future. The offer smelled too good to be true, another bogus telephone solicitation, but my buddy asked me to look into the matter for him, pleading Internet ignorance and unsure footing in the legal world.

would end, or his southern state from where we would start. Since the motorcycle and he were physically located together, that was where the paperwork was processed.

He telephoned me with a last minute detail. A personalized license plate could be had for a few extra dollars and he wanted to know if I had any in mind. I suggested “KLRGUY.” The next day he called back and said that name was already taken, and asked if I had another suggestion. I thought for a few seconds, and then asked, “What was your wife’s name?” “Shirley,” he laughingly answered a few seconds after the light in his head blinked On.

The Dead Wife Memorial Adventure Ride started with a celebratory toast to Shirley. For the next three days we hammered ourselves and the motorcycles riding dirt and sand tracks over some rugged ground far into the Rocky Mountains of Colorado. Deep water crossings once flooded the Suzuki and we spent several hours laboring in the hot sun drying out electrics and a hydro-locked engine. My virgin Kawasaki earned several adventure riding merit scratches after I stepped off in loose rocks the size of footballs opting to let if flop instead of trying to muscle-match gravity. At the end of the third day we were camped in a remote area of southern Colorado, watching the orange sun set while drinking an after-dinner cup of coffee. The campfire flames reflected off the back of my KLR and I noticed for the first time the license plate. It had the letters SURELY. I said, “Hey, what’s with the license plate name on my KLR?” “Ahhh. I forgot to tell you. The letters SHIRLEY were already taken, so I got what was the next best.” I pondered the twist on the words for a few seconds, and then said, “Okay, it sounds the same but it just doesn’t quite seem to have the same wrinkled meaning as the name of your wife.” He spit out some coffee grounds, stood up and tossed the remains in his cup onto the fire. Some flames died and a log sizzled. He spit again and then said, “Yeah it does. If it weren’t for dead Shirley, you’d not be out here living the adventure of a lifetime on the motorcycle she bought, don’t you think?” I reflected for some seconds on his philosophical pronouncement, then understood and said so by saying, “Surely.” Dr. Frazier’s latest book, Motorcycle Adventurer, has been described as “the true story of the world’s longest, most difficult and most perilous motorcycle journey ever attempted,” and “should be a must read for every red-blooded motorcyclist.” It is about the first motorcycle ride around the world in 1912-1913 and can be found at motorcycleadventurer.com. Watch for news about a 2012 ‘round the world ride retracing the original route to celebrate the incredible achievement by Carl Stearns Clancy.

I spent several days researching the law firm, the attorney, and the wife’s background trying to find some fool’s gold the wild claim. I finally made a confident call to my friend and said, “Send this legal guy the $1000 he wants. If you lose it I’ll cover it, but I think he’s on to something.” Two years later I answered the telephone call about my new red Kawasaki. I was told it was a way of saying “Thank you.” The sad tale involved a divorce decree paid for in cash that was signed by a crooked judge who had never recorded it properly. The divorce was not valid. Neither my motorcycle buddy nor his run-away wife ever re-married. When she May 2011 | 33 | CityBike.com

From 3:14 Daily Valencia @ 25th

415-970-9670

A

ll this chatter and innuendo about “poseurs” (“Ducati Diavel,” May 2011) has me thinking. By my understanding the term is used in a pejorative sense to describe someone who is more interested in “looking” than “being.” In the case of your most recent cover story on the new Ducati Diavel, “poseur” to my reading seems to be the underlying subtext of two of your three contributors. An elaborate case was made by both Maynard and Andy that “real” riders couldn’t possibly find the Diavel in their quiver for a variety of esoteric and cerebral reasons. Both Maynard and

Andy question just about everything they can think of regarding this bike… ‘what about this and what about that’ they rattled on! I have a question for them, “Why don’t you ride one”??? I had the opportunity to take a solid test ride through the good offices of my local Ducati dealer, Munroe Motors, and as a result, I bought one of these devils five days ago. I’ve put 1300 miles on it thus far. I’ve ridden it on real roads. I’ve ridden it in the rain. I’ve ridden it to the limit of its 240 rear tire. I’ve ridden it fast up The Coast. I’ve ridden it all over San Francisco where I live. I’ve ridden it in the day and night. I did 400 miles one long afternoon, and I’ve ridden it on short hops to run errands. It maneuvers better than a BMW GS yet it’s not frumpy. On the open road it is a mile-munching thrill machine well suited to the accomplished, serious rider. You want to know anything about this truly remarkable machine, ride one or ask someone who has. I ride. Andy Sills San Francisco

AEROSITCHED TOGETHER AT THE HIP

L

ike Courtney, I was a late-comer to the Aerostich experience (“The Aerostich Shopping Experience,” April 2011, p. 21). Having always admired them, I pined for one. So it was a comfort to read Gabe’s piece, “The Final Word,” included in the Aerostitch love-fest, for my sizing and purchasing of the suit was not all that much of a honeymoon. If you have a standard, slim figure, you will be fitted and in love faster than a pair of breeding bunnies. Any quirks from that ideal form and it gets a tad hairy. My $847 Roadcrafter ended up costing roughly a grand by the time the butt-gusset mod was made, and return shipping was paid. It is not that the guys at Aerostich aren’t outstanding. They truly are. But if you have any diversions short of the tall, slim male form, total instant gratification is a pipe dream. Am I happy with the suit? Pretty much. I think it rocks for its specific purpose. But it is clunky. I had to temporarily replace the shoulder pads with thin tri-armor for the first year or the wedgie made my crotch go numb. The arms and legs are a tad longer than I’d prefer, but I could pay $800 more to get this suit to fit me just right. The upper body is freezing cold in the winter, layering leaves you sweating bullets just to fill the gas tank, and it’s a honker to store and lug around.

Barbra Like

Scott Alameda

USE A DECOSTER

I

am a former club racer (WSMC, ASRA/CCS) heavily influenced by my dad taking me to see On Any Sunday in ‘71 and tons of car and bike races. Dad was the DeCoster’s auto mechanic when Roger was married to Lorry from my home town of Santa Barbara. Roger gave this photo to my dad.

Photo: Bob Stokstad

ust read your report on the Aerostich 1 and 2 piece suits in your April issue. There are so many “saved me” stories about Aerostich, but a one comes to mind when I think of the best investment in protection I’ve made, my Aerostich Roadcrafter.

Ted Tome The Internetz

Let me explain. I spent 25 years of my life working in heavy manufacturing. For the first 10 of those years we basically paid lip service to safety. We met our OSHA commitments, measured our incident rate and got along with the business of making paper. About 15 years ago the CEO made employee safety his top priority and made the point that management was going to “walk the talk.” He drove accountability for working safely down through

In general, I don’t believe that our current culture as motorcyclists values the idea of riding well. We’d much rather let people “do their own thing”. David Bromfield wrote an excellent article in On The Level a couple of months ago on the reception he got when he tried a little constructive criticism with some of his riding peers. It seems that it didn’t go well. In a culture that valued riding well, David’s comments would have been met with little more positive response. Training by itself whether mandatory or not probably isn’t the answer. Training with a commitment to improving upon what you’ve learned would be a big step in the right direction. Unless the culture changes it’s unlikely that mandatory training is going to do much to reduce the statistics.

Never enough!

almost always enjoy your writing in CB, but what was that Diavel tirade all about? I would have thought you would want to see one in person and take a little ride before dissing it as useless and ugly.

Jim McLaughlin at Ace Motorsports offered me a ride on their Diavel demo last Saturday. While a cruiser is not my style, I can appreciate all kinds of scoots and the Diavel was a hoot to ride with a soundtrack right out of the car chase in “Bullitt”. A 45 minute ride on the canyon roads and a few WOT moments tell the story. A cruiser it’s not. This is a different kinda motorsickle. It’ll blow the cobwebs outa your head and put a smile on your face, just in time to talk to the lawman about your pedestrian status. Righteous motorcycle!

A

s an active MSF rider coach I read David Hough’s article (“Should Rider Training Be Mandatory?” April 2011, p 23) with great interest. I, too, would like to believe that rider training makes a difference and, anecdotally, I know that for some people it does make a difference. Last Sunday I had a young Navy Seaman tell me that she wouldn’t have wrecked her first motorcycle if she knew then what she learned in class over the weekend. It’s comments like that which keeps many RiderCoaches coming back weekend after weekend to stand around in a parking lot and watch other people ride. Having said that, I don’t believe that mandatory training is going to significantly impact motorcycle accident statistics. To reduce accidents a lot more than training needs to change.

That’s Roger in Barry Sheene’s suit and hat on a factory back up F1 bike going for his first ride on a road racer. Gene Romero is to his left and Sheene is behind the bike in his leathers.

Gee Maynard,

Take a look at what Hank Desjardins over at Chrome Asylum had to say about his ride on the devil. It’s an entertaining read. He’s an HD guy now but he’s been a sportbike rider and off-roader as well during a lifetime on two wheels.

HOUGH ENOUGH

I’m probably going to get hate mail and death threats if this is published—and maybe I’m just jealous of all those people out there that are madly in love and happily married to their Roadcrafters after 20-years. So be easy on me—I am utterly and completely in like with mine.

Another “Aerostich Saved Me” Story:

I

Duffy Collin Oakland Moto Bros MC

For most people the BRC is the first and last training they will ever get on how to ride a motorcycle. As one of my peers frequently tells students at the end of class, “As a new rider you now have 17 miles of riding experience in a parking lot at no more than 25 mph. I wouldn’t recommend hitting I-80 tomorrow at rush hour. Practice what you’ve learned on your own motorcycle and get additional training.” I know that at our range we see maybe two percent of our students back to take the BRC2, a class that I would consider at best the bare minimum in additional training. If even 20 percent of the students who went through a BRC followed up with an advance course, the MSF, Reg Pridmore, Lee Parks, et al would be swamped with business. I haven’t noticed that happening.

J

a company with 55,000 employees. It resulted in an 90-percent reduction in serious injuries and a complete shift in the company’s culture. It didn’t come easy, but today you would be hard pressed to find an employee that doesn’t understand what’s expected of them when it comes to working safely.

I ride with a pretty damned fast group of guys. We’re flying up this twisty road past LaGrange, and we go over this sudden drop off - at least at 80 or 90 mph. The guy in front of me gets some air, I fly off the thing too. But all of us are long-time dirt riders, so it’s no biggie. So a few miles up, we wait up at the next junction for the group to re-gather, and one of the fast guys comes rolling up, yelling, “Somebody went down back there, we gotta go back!” We get there, and a Suzuki V-Strom is off to the side and the rider, in his newly ventilated Roadcrafter, is already making repairs on it. Apparently the sudden drop compelled him to shut off the throttle, so he landed front wheel down at near 80 mph, the rear got light and the bike spit him off at speed. So I’m checking his suit, and yeah, it’s beat up. Definitely not water or windproof anymore. He had the harder optional armor in his Roadcrafter, which

Tim Martinez Ventura, CA Formerly WSMC #30

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We used a 17mm deep socket as a left side footpeg, duct taped his bike and suit, and continued the ride. Almost all of us wear the Roadcrafter suit, and boy, a few more of us became Andy Goldfine / Aerostich advocates that day. American made, by Americans in Duluth MN. In this world of cheap, throw away products, coming from third world countries where mothers and their children work 12 - 16 hour days right next to each other, why buy anything else?

So, how does all that relate to motorcycle safety? All of the employees of the above company went through extensive training. The training included a significant safety focus, not unlike the MSF’s Basic Rider Course. Most employees understood how to work safely, but the culture in place didn’t support it. Once the culture shifted, employees’ behavior shifted to conform with it.

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2008 HYOSUNG GT250R Comet 2,070 Miles, Black, alternate to the 250 Ninja! $2,899

2010 Victory Kingpin – U1114 Kingpin Kruising with a Stage One kit installed! Big power for little bucks! Only 460 miles, two-tone blue and sandstone metallic, $12,999 1993 Suzuki Intruder 800 – Only 740 (not a typo!) miles! Recently tuned and ready to ride. $2699 See all of our bikes online at www .missionmotorcycles .com . Prices do not include government fees, taxes, dealer freight/ preparation(new vehicles only), dealer document preparation charges or any finance charges (if applicable). Final actual sales price will vary depending on options or accessories selected.

2007 HYOSUNG Comet GT250 11,654 Miles, yellow 250 standard! $3,299 2010 HYOSUNG GT250R w/ Fuel Injection beats the Ninja 250, NEW! just $3,895! 2010 Hyosung GV250 Aquila Cruiser. Fuel Injected !!! Black new price just $3,899 2009 KAWASAKI Ninja 600 2,615 Miles $6,995 2009 KAWASAKI Ninja 250R 297 (really!) Miles, Black, $4,995 WE FINANCE! 2009 YAMAHA YZF-R6 2,240 Miles, Black $7,795 2007 YAMAHA V-star 1100 Classic 9,816 Miles, Black, Call for price! 2008 YAMAHA R6 1,500 Miles, Yellow, $6,795 2003 YAMAHA V-Star 650 10,188 Miles, Black, $3,395

SCOOTERS! 2009 SYM Mio 50 Scooter tops the Vino & Vespa Get 100 MPG !!!!!! NEW! $1999 2008 SYM RV250 Scooter tops the Honda Helix & Reflex SYM RV250 on SALE!!! NEW! $3,588 2010 SYM Citycom 300i Fuel injected, Liquid Cooled, Freeway Legal, $4,699

2004 Honda VFR800 – Super Clean, low low mileage, only 10793mi, fresh 12k service already done, $4999

2009 Vespa GTV250 – sea-foam green, brown leather seat, clean!! Highway legal Luxury scooter at an affordable price, only 3312mi, $5199

The SYM SYMBA is now available in California, and we have limited stock on hand for you to see & feel. Come down and meet your new buddy the SYM SYMBA!

2008 Kawasaki KLX140L – U1111 Get dirt riding on this electric-start bike designed for kids or adults. $1799

2010 Kawasaki Ninja 250 – Kawi green, Great SF bike and the one of the best beginner bikes out there! Practically new! Only 76mi, $3999

2008 Suzuki S50 – black, compact cruiser, low seat height and a V-twin with plenty of power, only 3521mi, $4325

The Sales department says:

Our Service Department will check your tire pressures for free whenever you bring in your motorcycle, scooter, or ATV for servicing or repairs.

Preowned Bikes (safety-inspected and ready for the road!):

2007 Suzuki GSX-R750 – Suzuki blue and white, Super clean, super fast and super fun, 8934mi, $6000

A new tool just arrived from Europe that allows us to make a working copy of your Vespa or Ducati key EVEN if you LOST your MASTER KEY! (red key) WE BUY USED MOTORCYCLES,—CALL US FIRST!!—Still paying a loan? THAT’S OK, WE PAY YOUR LOAN. Call 415255-3132 to SELL us your bike today.

2007 Kawasaki Z1000 – C443, Sporty performance with a few great Extras! $6999

1540 Pine Street San Francisco, CA 94109 415-771-4535

Now we have a direct phone line into the service dept: 415/861-7196

Any Parts or Accessories in stock are 15% off the marked price! One bag per customer, so get in as much stuff as you can and have fun while saving money!

2010 Kawasaki Ninja 250R – 600 miles, gorgeous blue, FLAWLESS!!! First service done, no setup or freight, warranty till November 2011! $3999

Golden Gate Cycles

MUNROE MOTORS SAN FRANCISCO’S OLDEST AND BEST MOTORCYCLE SHOP—SINCE 1958

2009 CPI E-CHARM Freeway Legal 4,720 Miles, Yellow, $1,499 2010 Honda Elite 110 1,460 Miles, Black, $2,695

2007 MV Agusta F4 1000R – Immaculate monopostal Mv up for grabs for some lucky Italian bike lover. All stock and ready to rock! Only 4900 miles. VIN# ZCGAKFGM67V100471 $11,995

2009 SYM Mio50, 429 Miles, $1,599 2010 SYM Fiddle II, 125cc new, $2,298 2006 SYM HD200, 10,120 Miles, Blue, $2,395

2010 Moto Guzzi V7 Cafe – A rarely seen used Guzzi V7 Cafe! Cruise to the coffee shop in pure Italian style. Ciao! 900 miles. VIN# ZGULWC013AM111669 $8295

2010 SYM HD200 driven across the USA ! Cannon Ball Run Blue, Please Call For Price

2005 Ducati 999s – A beautiful 999s in Black with white number plates. This one is pretty rare! $8495

2010 SYM SYMBA Cub-style 110cc retro step-through! $2,398

2010 Ducati Hypermotard 1100EVO – Only 800 miles! Save thousands! Red and ready $10495

1981 Vespa VSX P200E 4 speed manual two-stroke! 17,710 Miles, Burgundy, $2,499 2006 Vespa GTS250, 10,032 Miles, Silver, $3,999

Call us for specials on new inventory we can’t print!! 415626-3496x2

Events

We buy used bikes or can just help you sell yours. If you’re buying your first bike, and you recently completed the MSF class, bring your certificate of completion in and we’ll deduct your tuition from the cost of your new bike”. Our sales staff all have 35-40+ yrs. in the industry so we can answer all your questions with out the B.S. If we can’t get you financed, no one can.

255 8th Street at Folsom in San Francisco: 415/255-3132, www .sfmoto .com. Located in the SOMA (South of Market) neighborhood in San Francisco, California we provide the bay area with new and used motorcycles, scooters, service,and gear. We have an overflowing inventory of used sportbikes, cruisers, supermoto, and scooters. Lots of options for financing as well. Our Service department has INCREASED operating hours. Every weekday morning service now opens at 8:00 a.m.

What’s New:

www .GoldenGateCycles .com

Swing by Saturday May 7th from 12-3 for our KALI helmets release party! Barbeque, helmet raffle and meet the designers/owners of KALI helmet!

In the parts department....

2002 Moto Guzzi LeMans: 7000 miles, Champagne gold, factory titanium canisters, factory ECU chip, Corbin Gel Seat. $6000 Clay 510/758-7564, bmwclay@prodigy .net Three Trials Motorcycles for Sale! 70cc, 250cc and 350cc. Call 415/781-3432

PARTS AND ACCESSORIES Complete 2008 Harley Road King 96” top end. Cylinders, pistons, cams, heads, valves, pushrods, throttle body, tuner. All parts from original owner, low miles, and in great condition. $500. Also available - Complete exhaust, including headers and Screamin’ Eagle slip-ons. $200. Call 831/252-4449 or email dorseys8@sbcglobal .net

O’NEAL’S MOTORCYCLE PARTS New, used and vintage All Bikes Welcome 5015 Appian Way, El Sobrante, CA 95803 510/243-0781 “Find great deals at O’Neals!” toneal5150@hotmail .com

THE UNDERTAKER

2001 Kawasaki Vulcan 1500 classic $5999 Like brand new, only 5700 miles Burgundy/Silver with windscreen, back rest, rear rack.

Motorcycle towing system. No trailer, no tires, no tags. No parking or storing. Check it out at www .TowYourBike .com. 925/413-4103. Dirt Bike or Cruiser.

2007 Kawasaki 250 Ninja, red, extra clean. $2999

2010 GV250 Aquilia Fuel-injected 250 V-Twin Cruiser, all colors, just $3899

PashnitMoto is one of the largest Galfer Braking dealers in the USA. Colored brake lines, custom lengths, Wave Rotors. 50 Pages of part numbers. www .PashnitMoto .com or call 530/391-1356

AMERICAN CUSTOM MOTORCYCLE PARTS Large Parts Inventory for American V-Twins Full service on all American-made bikes Machine Shop & Welding 925-689-9801

2003 Suzuki GZ250 UNDER 300 MILES!!! $2899 Like new. 2008 Honda VT750 Spirit C2 Only 958 miles !!! $6999 $3000 in custom extras. Tons of chrome. Saddle bags, Mustang seat, windscreen, Honda digital MP3 sound system, back rest w/bag, custom pegs and grips, more chrome, tank belt with pocket for MP3 or iPod and did I mention chrome? 2004 Honda CRF80f Hand guards, FMF pipe $1399 2003 Honda XR100 Pro Curcuit pipe $1799 2009 Kawasaki Eliminator 125 NEW CityBike price $2499 Perfect starter bike 2006 Yamaha YZ250F Extra clean, lots of accessories $3799 1999 Yamaha YZ250F $1499 2006 Honda CRF230F BBR Exhaust $2299

State:

Zip:

2395 H Monument Blvd, Concord

TOWING

Have an old Japanese moto collecting dust in the garage ?

NORTHBAY: REDWOODS MOTORCYCLE TOW & TRANSPORT

Let HONYASUKA MOTORCYCLE REPAIR put it back on the road , Doesn’t matter how long has been sitting there. No job too big or too small . 30 years experience, plenty of parts hanging around here, too. We charge $65 dollars per diagnostic. Hire us to do the repair, and we’ll credit this amount to the final bill. 530 Peralta St, West Oakland Just off 7th St , between the Post Office & Bart Station

Providing safe and reliable transport of your motorcycle! Licensed and Insured Hold a California Motor Carrier Permit

ADVANCED CYCLE SERVICE *Motorcycle Service and Repair* • Tires • Service •Insurance estimates Monthly bike storage available Come check us out

Manuel (510) 290-1668

1135 Old Bayshore Hwy San Jose, CA 95112

Santa Rosa, CA Serving Marin, Sonoma, Napa & Mendocino Counties 707-537-5212 cell. If no answer call 707-894-9125

SAN FRANCISCO AND BEYOND: DAVE’S CYCLE TRANSPORT

(408) 299-0508

Release the Hounds! www .doubledogmoto .com

DUBBELJU

The Old Man The Old Truck Dave is working

MOTORCYCLE STORAGE AND RENTALS IN SAN FRANCISCO Never worry about theft, vandalism, weather damage or parking tickets. DUBBELJU MC RENTALS, San Francisco’s oldest motorcycle rental shop, offers safe storage for your bike in our shop at 689A Bryant St. Not only is it a great shop to store your motorcycle but we have cool rental bikes as well; BMW, Triumph, Harley, Honda, Suzuki, and even Yamaha scooters. Keep us in mind when your bike is in the shop or you have a friend come in to town. Be sure to check out our web site: www .dubbelju .com and see all the things we have going on. 415/495-2774.

PARTS AND SERVICE

Dave’s Cycle Transport San Francisco-Bay Area and Beyond...

MOTO GIO Motorcycle Performance Parts, Accessories, Services. Low price on Tires!!! We will PRICE MATCH with any store.

Mind-Blowing Custom Paint Since 1988 Visit Our Showroom! V-Twin Service, Repair, Parts, & Fabrication. Harley Factory Trained Tech.

“NY Thin Crust Pizza and California’s Best Micro-brews. Redeem this ad for $5 off your next large pie at our new Emeryville location (3645 San Pablo Ave.). Valid for dine in or take out.” EAT AT REDS JAVA HOUSE, SF.

Since 1956 Knucklehead Panhead Iron Sportster Shovelhead Evolution Twin Cam Multi Valve 450cc and up Cyl. boring on H.D. only 21050 Mission Blvd. Hayward, 94541 (510) 581-5315

“IT’S REALLY GOOD FOOD,” www .MotoTireGuy .com

ROCKRIDGE TWO WHEELS

Motorcycle Tire Services San Francisco - Bay Area

Need new rubber? To get you off to a good start in 2011, for January and February, Rockridge Two Wheels is offering a $50 mount and balance with the purchase of two tires. Factory techs. 40 years experience. 510/594-0789

(415) 601-2853

CITYBIKE BACK ISSUES!

Please visit website for details.

For sale: Old CityBike mags! From Early ‘90s to current (some years incomplete). $0.50 each. Call (916) 203-7526 (Davis). Also available: Friction Zone and the other SF motorcycling publication.

1972 BMW frame and engine case, late model crank and 5 speed trans, welded heads, flowed and dual plugged, 336 sport cam, 18” Akront rims, 62 hp rear wheel, clean and ready to run. $7500. more details email: Dave .Kaechele@ yahoo .com

WHEELS AND DEALS

MOTO TIRE GUY

Please mention this ad and you will receive an additional 5% off on your purchase.

USED MOTORCYCLES:

(415)824-3020 — www .davescycle .com

415 382-6662 56 Hamilton Dr. # A Novato, Ca. 94949

Phone : 408-298-8887 1391 N. 10th St San Jose CA 95112 Email: info@motogio .com

24 Hour Service

Custom Design Studios

www.motogio.com

PLEASE CALL OR CHECK OUR WEBSITE FOR LATEST INVENTORY!!! Bill Keys 510/661-0100 ext.115 or E-mail bill@fremonthondakawasaki .com

BMW R75/5 AHRMA RoadRacer

Name: Address: City: e-mail:

DUCATI SUZUKI KAWASAKI YAMAHA HONDA

Order your tires online, Zero CA sales tax plus Free UPS Ground, then have a Preferred Installer in your local area do the installation and save!

TECH EXPRESS

SAYS CITYBIKE MANAGEMENT.

ACCIDENT OR INJURY? Call 415/999-4790 for a 24-hr. recorded message and a copy of the FREE REPORT EBAY SALES. Specialist with vehicles, 12 years experience, and 4000+ positive feedback rating. Flat listing rate. I can produce auctions with 20+ large format, gorgeous, high quality pictures with my dealer account and pro-grade camera. Dr. Hannibal Lechter reminds us that “we covet what we see.” Let me show people what you have and why they should pay top dollar for it! Interested in larger lots of identifiable, good-quality motorcycle and car parts to buy as well. [email protected] or 415/699-8760.

2000 Moto Guzzi Quota 1100ES. Original owner. 36K miles. Garaged, well maintained. $3800. guzziquota .com/forsale/ forsale@guzziquota .com 209/854-4567

Introducing Marin Moto Works!

For the Leading Mobile Repair Services Automobile, Motorcycle and Watercraft Serving the Greater Bay Area

STOLEN!

Aprilia, KTM, and BMW Service and Repair

Online Scheduling www .tech-express

2005 Yamaha FZ-1. Totaled, less than 20,000 miles on engine, $1300 or best offer. Contact JB at yamaharider1200@yahoo .com or call 415/871-7631

Located at 44 Harbor street, San Rafael

888-875-3001

A 1999 Honda VFR800, red with a black tank and the name “Cary” with black pinstriping on the front fairing was stolen from in front of the SFMC (in the mission) Easter morning, while the owner (a club member) was helping prepare breakfast for the riders coming back from the Mt. Tam Easter ride. The license number is CA 19Z4920. Any sightings or other information, please contact Cary at: caryspeidell@ hotmail.com.

Open Monday-Saturday 10am-6pm (415) 454-RIDE

RABER’S BRITISH MOTORCYCLE PARTS AND SERVICE We offer parts and service for Triumph, Norton, BSA, Amal, Lucas. In-house cylinder boring, valve jobs, surfacing and much more.

SYM!

1984 Stone Ave. San Jose, CA 95125 Phone (408)998-4495 Fax (408)998-0642

2010 STM Fiddle II 125cc, electric start, join the SYM Army! Brand new and just $2,298 2010 SYM Symba 100 A Honda Cub for the 21st Century! So cute! Pick your color: $2,398

2004 BMW R1150RT w/ Uni-Go trailer. E-mail gustav@ cruzio .com for more info & photos

2010 SYM HD200, pick your color, freeway legal, just $3399!

2005 BMW R1200ST 8000 miles. Graphite and Silver. One Owner. Bought New in 2005. Always garaged. Below list: $9000. 415/713-5602. cliffsteele@msn .com

Be sure to go online: www .sfmoto .com for hundreds of pictures and hours of video of pre-owned inventory!

Rotors, Brake lines, Pads, Street, Race, Off-road, Super-Moto

Reach thousands of Northern California motorcyclists. Just $15 for 25 words, 25¢ each additional word. Photos add $25. Industry classifieds are a higher price. Free 25-word listing for stolen bikes. Deadline is the 3rd of each month. Just fill out the form, or copy and send it with your check, payable to CityBike 69A Duboce, San Francisco, CA 94103

jim@advcyles .com — www .advcycles .com

2003 Harley-Davidson FXD Dyna, black $8999 9K miles, sport screen, bags, backrest w/rear rack.

OPEN VINTAGE CHAMPIONSHIP

2010 GT250R, fuel-injected, better than the 250 Ninja! $3799.

Galfer Braking

2009 Honda 250 Rebel, black with bags and back rest $3399

1969 Vespa Primavera ET3 2 stroke! CUTE!!! 46,353 Miles, White, $2,895

2007 Yamaha Majesty 400 5,640 Miles, Blue, $4,295

CityBike Classifieds

2004 Honda CBR1000rr, Black, Yoshimura Exhaust. $6999 LESS THAN 2000 MILES!!!

2007 VESPA GTS250 2,384 Miles, Silver, $4,295

Hyosung! SF MOTO

1955 Zundapp 600cc: Restored to perfection. National award winner. Black. $25,000. Serious inquiries only. 415/781-3432

2006 Yamaha FZ1, 14,000 miles, clean, silver. $5499

WON APRIL 2010 AHRMA BEARS CLASS AND 1999 OMRRA

1999 YAMAHA RIVA Red, 8,565 Miles, $999

COME CHECK OUT THE NEW 2011 MODELS, ALL UNDER ONE ROOF!!


Sales dept.- Great inventory on new Honda and Kawasakis as well as used.

1999 Yamaha R1, blue, 4.6K miles, Öhlins, Race Tech, Graves rearsets, V&H slip-on: $3500. Also, ‘97 Aprilia RS250 & ‘99 R6 track bikes: prices negotiable. 408/3430381/921-9689.

2010 SYM HD200 EVO edition NEW! $3,399

We have some of the best mechanics in Northern California with over 60 years of combined experience!

$6,295 2007 SUZUKI GSXR600 4,686 miles

Parts dept. - Since Fremont Cycle Salvage moved in next door, we’ve combined all new accessories into one dept. Same old smiling faces and personality as well as the brand names your looking for. Arai, Icon, HJC, Joe Rocket, Alpinestar, Speed & Strength and still get your tires at 20% off MSRP. Mounting and balance is free when you bring wheels off bike.

2003 Harley-Davidson FXD, black, tons of extras $8799

2009 Yamaha Majesty 400 1,539 Miles, gray, call for price.

415-771-4535

Service dept.- If you have your bike serviced and live within the Tri-City area, we’ll pick your bike up and deliver it back at NO charge. While we are an OEM Honda- Kawasaki service center, we do offer service on all makes and models. Our techs all average over 25 yrs. in the industry (one over 40 yrs.) so you know the job gets done right the first time. Oil change, ANY make or model $17.99 plus parts !

2005 Honda Metropolitan 50, white, cute! 6,988 Miles, $999

www .munroemotors .com

Golden Gate Cycles is OPEN Monday—Fridays from 9am6pm and Saturdays from 9am-5:30pm. We are located at 1540 Pine St., between Van Ness and Polk, in San Francisco. FREE CUSTOMER PARKING for our auto/truck drivers in our upstairs Parking Garage.

*The only northern California dealer to receive the 2009 “Honda Counsel of Excellence” Award.

USED BIKES

Service Department:

COME IN AND WIN A 2011 KAWASAKI NINJA 250!!!

510-661-0100

2008 Harley-Davidson FXD Low Rider Anniversary 6k miles $12499 #483 of 2000 Thunder Header, copper/blk. perfect.

412 Valencia St. S.F. 415/626-3496

Guaranteed Lowest Tires Prices here!!! We beat any online prices for accessories and hard parts!!

41545 Albrae St. Fremont, CA. 94538

2006 Honda BIG! Ruckus 250! 13,232 Miles, Silver, $3,599

2009 Vespa GTS250ie, 315 Miles, Black, NEWLY ARRIVED! Call for pricing.

Parts Department:

FREMONT HONDA KAWASAKI

412 Valencia Street, 415/626-3496 www .munroemotors . com Tues-Fri 9-6, Sat 9-5

May 7th Triumph Open House! Release party for the long awaited Tiger 800 and Speed III. Call to schedule your demo ride!

No appointment necessary!!! Bring your ride in before 10am for any minor service and we’ll have it back in your hands the SAME day!

2003 Suzuki SV1000S, silver. One original owner, still on first set of tires! Just 3000 miles, like new. Other items available. $4500. Ask for Otto: tthrnndz@yahoo .com

2003 KTM 200 MX/C. Low hours, bought new in 2004. Garaged, well maintained, needs nothing. Only $3300 for this wicked dirt bike. Call 707/578-6686.

Parts and Repair for Classic British Motorcycles

Tues-Fri 11-6, Sat 8-5

1220 Pennsylvania Avenue, San Francisco

www .rabers .com

415/643-7467 www .sfvintagecycle .com

FRISCO VINTAGE - Vespa Service & Repair 2-stroke shifty only. 30 years experience. Great rates. No job too small. In San Francisco. By Appointment. info@friscovintage .com


Stolen motorcycles are listed free in CityBike. Send info to info@citybike .com STOMPERS BOOTS, 323 10th Street, SF. Motorcycle boots, engineer boots, work boots, construction boots! Working hard, playing hard, or just plain old shitkicking boots. Black leather, lugged sole & steel toe reinforced boots! Best damn boot shop in world!

GET YOUR BIKE IN FRONT OF 40,000 EYEBALLS! Classified advertising? In a newspaper? What will they think of next? Sliced bread? Frozen cheesecake? Flying machines? Well, it’s old as hell but it works. For $15, we’ll run your ad ‘till sold. Add $25 bucks to run a photo of your ride so people believe you’re really selling something and not just lonely. Subscribers get a free ad every month! Maybe you should subscribe, eh?

By Mike Solis, Racing Editor Photos: GotBlueMilk.com

W

ith newer, faster, and lighter models being released to the public on a regular basis, the grids of AFM races are always evolving. This is especially true for the lightweight classes, as the grids of today look almost nothing like those of 10 or 15 years ago. Two-stroke 250cc street bikes like the TZR250, 400cc gray-market inline Fours

grunt, so you ride it sort of like an inline The Kawasaki Ninja 250— Four—you’re always trying to keep that 250 Production, 250 Superbike motor spinning. I really like the smaller size “My first ride on an SV was in the four-hour of the class, as well as the competition.” It took a rule change to pull it off, but the endurance race, back in 2007,” said Sewell. 250 Production class has seen new life in “At first, I thought ‘fine, I’ll ride this thing.’ Supermotos—Formula Singles, recent years. Under the old Production Afterwards, I had never giggled so much in rules, built motors were the norm, stock 250 Superbike my entire life—I just laughed my butt off mufflers were bent out of the way for On paper, there are much more competitive ground clearance, and Kosman Specialties out there every lap. At first, the SV classes bikes to run in both Formula Singles and almost seemed like a sideshow—I had (kosmanspecialties.com) turned large 250 Superbike. A few years ago, riders no idea it was going to take me over and numbers of stock wheels from 16 inchers who wanted to be competitive in Formula to 17s to fit modern radial tires. Despite consume me.” #6 plate on a Twin Works Factory SV a few seasons back.

Formula Pacific - 1. Ricky Corey (Yam YZF-R1) 2. James Randolph (BMW S1000R)3. Brian Parriott (Apr RSV1000R)4. Cory Call (Suz GSX-R1000)5. Martin Szwarc (Suz GSX-R1000)6. Michael Earnest (Suz GSX-R1000) CT Racing Open Superbike - 1. Brian Parriott (Apr RSV1000R)2. Corey Sarros (Suz GSX-R1000)3. Ricky Corey (Yam YZF-R1)4. David Stanton (BMW S1000R) 5. Martin Szwarc (Suz GSX-R1000) 6. Cory Call (Suz GSX-R1000) 750 Superbike - 1. Lenny Hale (Yam YZF-R6) 2. Berto Wooldridge (Yam YZF-R6) 3. Wyatt King (Suz GSX-R750) 4. Neil Atterbury (Suz GSX-R750) 5. Kevin Nekimken (Suz GSX-R750) 6. Brian Stone (Suz GSX-R750)

An oddball collection of interesting machines can been seen at many AFM events.

Pacific Track Time 600 Superbike - 1. Joey Pascarella (Yam YZF-R6) 2. Thomas Montano (Hon CBR600RR) 3. Greg McCullough (Yam YZF-R6) 4. Jason Lauritzen (Yam YZF-R6) 5. Berto Wooldridge (Yam YZF-R6) 6. Matt Presting (Yam YZF-R6)

like the FZR400, and 650cc V-Twins like the Honda Hawk are all but extinct, replaced by completely new machinery.

The Suzuki SV650—650 Twins, Formula IV, 650 Production Twins Few bikes have made an impact on club racing like the SV650. Since its inception, Suzuki’s 650cc Twin has reshaped the lightweight classes, providing racers with a fast yet friendly platform that appeals to both novice and veteran racers. The machine that preceded it in the middleweight Twins classes wasn’t a bad one, as developed Honda Hawks held their own against the Suzuki...initially. As the SV gained popularity, the Hawk became all but extinct, while other lightweight racebikes like EX500s and GS500s looked less like starter racing platforms and more like budget mechanic specials.

The Suzuki SV500—500 Twins, 450 Superbike For the most part, the SV500 is “an AFM thing.” Born as an SV400, the little SV had a chassis far superior to those of the EX500s and GS500s of the 500 Twins class, with competitive horsepower numbers despite a 100cc disadvantage. At first, many didn’t realize that the 400 existed; in its first race at Willow Springs, competitors in the Lightweight Twins class (with its displacement limit of 500cc) protested it, believing it was an SV650 that mistakenly entered the wrong class.

Singles would stuff a 450cc motocross motor into a 125 GP bike chassis, creating a machine that had razor sharp handling, 70-plus hp, and weighed less than 250 lbs. Similarly, the bike to have in the once-popular 250 Superbike class was the TZR250, modified to accept TZ250 motor innards. The end result was a machine that made around 80 hp and weighed well under 300 pounds.

the strange production rules, the 250 Production class was one of the most popular for novice racers. With fields of 20-30 bikes and racers that shared both parts and shade together, the grid seemed more like a family than the more cut-throat classes in the paddock.

A few seasons ago, that all changed. Part of it was due to the Production class rule change, which limited extreme motor and As time went on, supermoto racing gained chassis modifications. The other was the popularity as the super-singles disappeared release of an updated Ninja 250, complete with 17-inch wheels that allowed the from grids—racers didn’t seem as eager use of modern radial tires. Adding to its to sink the time or money into highpopularity was the introduction of race maintenance machines the way they Through the use of SV650 pistons and bike rentals—first by racebikerentals. used to. The grids soon found themselves cylinders, riders were able to increase the invaded by supermotos—motocross bikes com of Southern California, then by AFM displacement by 100cc, keeping it legal veteran Brian Bartlow and feellikeapro. modified for use on pavement, or factoryfor both the 500 Twins and 450 Superbike built streetbikes like the Suzuki DRcom. The days of 250 Production racers classes. With the additional power, the on beat up bikes held together by zip ties Z400SM or KTM 640SM that followed little SV became a bit more competitive in the dirtbike-with-sportbike-wheels-andand duct tape were gone, replaced by well450 Superbike, which had a few strong but brakes formula. Michelin tire distributor presented, professionally prepared rental The popularity of the Suzuki became so aging VFR400s running at the front of the Alex Florea, who has raced (list bikes here), machines. widespread, some competitors from the field. Allen Erkman—once a competitive has found some success after spending the ‘big bike’ classes entered the mix, giving “A lot of roadracers seem to think that if 650 Production Twins racer on an last few seasons on supermotos. the 650 Twins class added legitimacy in you’re not on a bigger bike, you can’t really SV650—won the 500 Twins championship the club-racing ranks. One such racer was have fun,” said Bartlow. “I agree that bigger “I was on the fence at the start of the and placed second in the 450 Superbike Robert Campbell, a 750 Superbike, 750 bikes are fun, but I also feel like you can get 2010 season, and realized that I already championship in 2009. Production and Formula 1 champion on a burned out going that fast all the time. Now had this supermoto in my garage,” said “I had some friends in the class, like Elrod GSX-R750. Another rider—who has seen that people have seen what Ninja 250s are Florea, when asked why he first started (Mark Elrod, 2009 first overall in 450 almost immediate results since entering like, they’re parking their 600s and trying racing a supermoto. “All I had to do was the class—is Neill O’Reilly, a race-winning Superbike) and Wally (Elrod “Wally” to get on my team.” change sprockets and the chain, and I Wallis, third-place), and wanted to join contender in the 750 Superbike and could go racing. It was like, for a couple Next month, we look at the Open Twins class—it’s Formula 1 classes during the 2006 season. them,” stated Erkman. “I found an SV500 hundred more bucks, I had the ultimate on Bay Area Riders Forum for $4500—so triple purpose machine—I could go on big not just for gentleman anymore. Dan Sewell, who spent most of his clubracing career on a 750, is perhaps one of the I picked it up. It actually makes the same tracks, small tracks, or dirt.” most accomplished SV racers, winning the power as a stock 650, but without the May 2011 | 38 | CityBike.com

The Track Club Open Production - 1. Neil Atterbury (Suz GSX-R750) 2. Wyatt King (Suz GSX-R750) 3. Patrick Corcoran (Suz GSX-R1000) 4. Hollis Adams (Suz GSX-R1000) 5. Tim Scarrott (Suz GSX-R1000) 6. Anthony Manciu (Suz GSX-R1000) 750 Production - 1. Jason Lauritzen (Yam YZF-R6) 2. Brian Stone (Suz GSX-R750) 3. Kevin Nekimken (Suz GSX-R750) 4. Neil Atterbury (Suz GSX-R750) 5. Thomas Montano (Hon CBR600RR) 6. Jacob Rower (Unknown) Keigwins at the Track 600 Production - 1. Joey Pascarella (Yam YZF-R6) 2. Lenny Hale (Yam YZF-R6) 3. Berto Wooldridge (Yam YZF-R6) 4. Greg McCullough (Yam YZF-R6) 5. Thomas Montano (Hon CBR600RR) 6. Jason Lauritzen (Yam YZF-R6) 650 Production Twins - 1. Thomas Dorsey (Suz SV650) 2. Dan Sewell (Suz SV650) 3. James Strauch (Suz SV650) 4. Alan Cunningham (Suz SV650) 5. Patrick Murphy (Suz SV650) 6. John Willenberg (Suz SV650) Eric Stiegler Insurance 250 Production - 1. Kirk Korenko (Kaw EX250) 2. Brian Bartlow (Kaw EX250) 3. Robert Wetterau (Kaw EX250) 4. Nick Grice (Kaw EX250) 5. Eric Kondo (Kaw EX250) 6. Todd Grice (Kaw EX250)

450 Superbike - 1. Thomas Dorsey (Apr SVX550) 2. Allen Erkman (Suz SV500) 3. Dave Moss (Hon RVF450) 4. Craig Sanders (Kaw ZXR400) 5. Andrew Patterson (Suz SV500) 6. Ian Smith (Unknown)

Open Grand Prix - 1. James Randolph (KTM RC8) 2. Cory Call (Suz GSX-R1000) 3. Martin Szwarc (Suz GSX-R1000) 4. David Stanton (BMW S1000R) 5. Brian Parriott (Apr RSV1000R) 6. Corey Sarros (Suz GSX-R1000)

250 Superbike - 1. Joe Carrillo (Yam TZR250) 2. Paul Urich (Yam YZF450) 3. Kirko Korenko (Kaw EX250) 4. Brian Bartlow (Kaw EX250) 5. Rick Williams (Hon CRF450) 6. Nick Grice (Kaw EX250)

Scuderia West Formula 1 - 1. Lenny Hale (Yam YZF-R6) 2. Berto Wooldridge (Yam YZF-R6) 3. Matt Presting (Yam YZF-R6) 4. Kelly Barnett (Yam

Formula 2 - 1. Richard Snowden (Hon RS250) 2. Richard Denman (Hon RS250) 3. Michael Altamirano (Yam TZ250) 4. Erik Kolstoe (Yam TZ250) 5. Andre Benguerel (Unknown) 6. Sergio Morales Galvan (Yam TZ250) Formula 3 - 1. John Kreidle (Hon RS125) 2. Peter Le Duc (Hon RS125) 3. Jess Ganuelas (Hon RS125) Formula 4 - 1. Neill O’Reilly (Suz SV650) 2. Dan Sewell (Suz SV650) 3. Spencer Smith (Suz SV650) 4. Jason Catching (Suz SV650) 5. Jay Kinberger (Suz SV650) 6. Rory Kamper (Suz SV650) Desmoto Sport Open Twins - 1. James Randolph (KTM RC8) 2. Bud Anderson (Duc 1098) 3. Eric Gulbransen (KTM RC8) 4. Patrick Blackburn (Duc 1098) 5. Neil O’Reilly (Suz SV650) 6. Brendan Walsh (Duc)

Formula 40 Lightweight - 1. Dan Sewell (Suz SV650) 2. Jay Kinberger (Suz SV650) 3. Robert Campbell (Suz SV650) 4. James Strauch (Suz SV650) 5. Thomas Dorsey (Suz SV650) 6. Alan Cunningham (Suz SV650) Formula AFemme - 1. Christie Cooley (Yam YZF-R6) 2. Joy Higa (Duc 999) 3. Jennifer Lauritzen (Yam YZF-R6) 4. Nikki Nienow (Yam YZF-R6) 5. Bess Keigwin (Suz GSX-R600) 6. Cassandra Gaddy (Kaw ZX-6R) Super Dinosaur - 1. Roosevelt Charles (Hon CBR600F4) 2. Paul Rico (Yam) 3. Guy Hyder (Hon CBR600F3) 4. Jose Quintanar (Yam) 5. Dave Moss (Hon RVF400) 6. Ed Haazer (Kaw KZ1000)

650 Twins - 1. Neil O’Reilly (Suz SV650) 2. Dan Sewell (Suz SV650) 3. Robert Campbell (Suz SV650) 4. Spencer Smith (Suz SV650) 5. Jay Kinberger (Suz SV650) 6. Jason Catching (Suz SV650)

Clubman Heavyweight - 1. Blaine Bessler (Hon CBR1000RR) 2. Ian Oss (Suz GSX-R1000) 3. Gregory Olson (Yam YZF-R6) 4. Jesus Sanjuro (Kaw ZX-10R) 5. Warren Williams (Suz GSX-R1000) 6. Gabriel Limon (Unknown)

500 Twins - 1. Allen Erkman (Suz SV500) 2. Andrew Patterson (Suz SV500) 3. Dan Azar (Kaw EX500) 4. Eric Kondo (Kaw EX250) 5. Nick Grice (Kaw EX250) 6. Todd Grice (Kaw EX250)

Clubman Middleweight - 1. George Myshlyayev (Suz GSX-R750) 2. Gregory Olson (Yam YZF-R6) 3. Adam Lavigna (Yam YZF-R6) 4. Eric Hobbs (Suz GSX-R750) 5. William Butler (Suz GSX-R600) 6. Sergio Fernandez (Suz GSX-R750)

Formula Singles - 1. Paul Urich (Yam YZF450) 2. Rick Williams (Hon CRF450) 3. Peter Le Duc (Unknown) 4. Yuri Barrigan (Yam WR450) Formula 40 Heavyweight - 1. David Stanton (BMW S1000R) 2. Patrick Corcoran (Suz GSX-R1000) 3. Patrick Blackburn (Duc) 4. Bud Anderson (BMW S1000R) 5. Anthony Manciu (Suz GSX-R1000) 6. Jeff Graham (Unknown)

Clubman Lightweight - 1. Patrick Murphy (Suz SV650) 2. Charles Almy (Suz SV650) 3. Jason Vestri (Suz SV650) 4. Ron Corey (Suz SV650) 5. Joseph Jordan (Hon CBR600F2) 6. Ivan Lozano (Suz SV650)

2011

AMERICAN FEDERATION of MOTORCYCLISTS

Race Schedule MARCH 19 - 20 BUTTONWILLOW APRIL 16 - 17 INFINEON

Come race with us!

Get the latest at

Formula 40 Middleweight - 1. Thomas Montano (Hon CBR600RR) 2. David Glenn (Yam YZF-R6) 3. Andy Carman (Suz GSX-R750) 4. Kelly Barnett (Yam YZF-R6) 5. Jay Avansino (Yam YZF-R6) 6. James Hendricks (Suz GSX-R600)

YZF-R6) 5. David Raff (Suz GSX-R600) 6. Jesse Carter (Suz GSX-R750)

M AY 7 - 8 INFINEON Photo: 4theriders.com - Layout: Mojotown.com

The Lightweight Classes of AFM Roadracing

AFM Round 2 April 16-17, 2011 Infineon Raceway Unofficial Results

www.afmracing.org

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