Bikers Reunion 2011

“Good afternoon Mr. Woods, welcome to the New Liskeard Holiday Inn Express, we understand that you’ll be covering the Bikers Reunion event for Motorcycle.com.” There are people in my own office who don’t know my name or what I do and yet Don here at the front desk seems to know exactly who I am and what I am doing here. Welcome to small town Northern Ontario, where complete strangers treat you like family, or neighbours at the very least. This kind of hospitality was not limited to our hosts at the hotel, but pretty much everywhere we went while we were in town for the Bikers Reunion. Now in its 13th year, the Bikers Reunion is a unique event that attracts a different kind of rider. For starters, it takes place in New Liskeard which is a long way off the beaten path which immediately excludes your custom cruisers, sportbikes and fair-weather Nancies from making the trek. Located more than 300 miles North of Toronto, the lion’s share of attendees rode into town on two-wheelers that were no stranger to long hauls like Gold Wings and Electra Glides, myself included.

 Racking up over 800 miles over the course of the weekend, the 2011 Harley-Davidson CVO Ultra Classic Electra Glide was a faithful companion for the trip. Tipping the scales at a beefy 905 lbs before fuel, gear and a passenger, the Black Ember and Rio Red CVO was arduous to navigate on congested city streets but was right at home on the open road. 

Topping up the tank in Temagami as we approached the City of Temiskaming Shores area, I rowed through the gears, settling into sixth and enjoying the eager hum of the 110 cubic-inch Screamin’ Eagle V-Twin as I stretched its legs, with my black leather riding boots resting comfortably on the highway pegs. The true appeal of Northern Ontario for any biker is the scarcity of street lights. Leaving the typical long weekend cottagers behind that drew out our exodus from the city, we were rewarded with seemingly endless asphalt that was free from traffic and construction. Clean, fresh air wafting into my helmet, I took in the stunning scenery as the sun set over the pristine landscape as we rolled into town. 
After imbibing a couple well deserved frosty beverages with our meal, we headed into town to partake in the festivities, which included an epic fireworks display, a High Divers thrill show where stunt people were lit ablaze before diving from a tower into a pool of water and live music in the main tent.  I’ve attended many a biker rally in my day and while I’ve never felt like I was in any sort of danger even when surrounded by one percenters, it never felt like getting shanked for stepping on the wrong foot was completely out of the question. While there was no shortage of leather and tattoos, the vibe at the Bikers Reunion was far closer to that of a county fair than Altamont. Daytime events were highlighted by a show and shine, strong man competition, demo rides from manufacturers like Yamaha, Ducati, Suzuki and Harley-Davidson who brought their latest offerings for attendees to experience firsthand out on the open road.

 Visiting the area late last riding season, I enjoyed the local roads and welcoming locals immensely so was eager to return during the much publicized rally. While over 35,000 visitors were expected over the course of the weekend, another differentiating factor from most rallies was how easy it was to escape. Often overwhelmed by feelings of claustrophobia at events like Port Dover or Sturgis, I couldn’t resist taking advantage of the beautiful weather and set out to experience more of the local roads just waiting to be discovered.

The pinnacle of the event was the 75 mile ‘Freedom Ride,’ named in memory of event organizer Barry Phippen’s brother Terry who succumbed to cancer. Onlookers lined the streets with flags and signs to salute the 14 miles of motorcycles that made their way to the Temiskaming Hospital to deliver roses and care packages to patients. Also a tribute to the generosity of participants, $102,000 was raised for the Temiskaming Hospital Cancer Care this year alone
Another highlight of the excursion was joining up with the crazy cast of characters involved in the Ultimate Northern Ontario Road Trip. Consisting of 40 days, 40 nights and some 5,000 miles, their mission is to explore every major road in Northern Ontario by motorcycle while experiencing the local charm and culinary delicacies along the way. Exactly half-way through their journey when we met up with them, they took turns sharing stories of pristine beauty, vast wilderness, common encounters with various wildlife and unprecedented hospitality.
Setting the GPS for home, we were sad to leave but were touched by the many signs and homemade floats that thanked the visiting bikers for coming to town. More often than not, townspeople lament such events for taking place in their backyard and head for the hills until it’s over. There may be bigger events on the summer schedule, many of which are closer to home even, but one thing is for sure - the Bikers Reunion in New Liskeard is definitely not your typical biker rally.

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2012 Kawasaki Ninja 650 Review: First Ride [Video]

A few weeks ago Editor Duke introduced MO readers to Kawasaki’s new bludgeon for the Hayabusa, the incredibly potent 2012 ZX-14R. Just a couple of weeks later we’re bringing you another revamped sportbike from Team Green, the 2012 Ninja 650. Note to the recession from Kawasaki: Screw You!
In the process of overhauling the two machines, the Ninja 650’s “R” of the previous model was given to its big brother as designations have flip-flopped: from Ninja 650R to Ninja 650 and from ZX-14 to ZX-14R. The loss of the “R” nomenclature, though, hasn’t diminished the credentials of the more diminutive Ninja. In fact, Kawasaki claims to have improved the 650’s performance while maintaining its user-friendliness.





 Unlike the bigger Ninja’s $1,100 price bump, the 2012 Ninja 650’s MSRP only increases $300 to $7,499. The new styling of the Ninja 650 is alone worthy of the price increase, making the technical modifications to the engine, suspension, chassis and gauges icing on this Ninja cake.
With cosmetic cues sourced from other Ninjas, the 650 enters 2012 in more aggressive fashion. Not only has each body part from headlight to tail light received beautification treatments, Kawasaki claims the changes also improve aerodynamics in terms of airflow and heat management. Impossible to truly gauge any engine heat issues on our cold-weather ride through rural San Diego County, I can report there was no comforting heat keeping me warm in the day’s waning temperatures, which should equate to minimal unwanted heat issues during warm weather riding.

 Included in the cosmetic redesign is an adjustable windscreen with 60mm of vertical movement over three positions. However, instead of utilizing the convenient, lever-adjusted windscreen of the Ninja 1000, the 650 requires the removal of four bolts to reconfigure the screen. This obvious nod to cost cutting isn’t a deal breaker, and its adjustability at least offers positions to fit variously sized riders.
The rider and passenger seats boast wider seating areas and thicker foam, increasing seat height from 31.1 to 31.7 inches. The new double-pipe perimeter frame results in a 50mm-narrower midsection, helping bring a rider’s legs closer together when straddling the bike, thereby reducing the reach to the ground. A new fuel tank marginally increases capacity by 0.1 gallon to 4.2 gallons.

In the cockpit a new instrument cluster sees a change to a large, prominently placed analog tachometer with a digital interface below it with useful information including speed, a fuel gauge, current fuel consumption, average fuel consumption, remaining fuel range, clock, dual tripmeters and a high/low battery indicator.
Then there’s the ECO indicator — a measure of maximized MPG that equates to holding a steady throttle position in a higher gear. This useless information and wasted instrument real estate could have been better put to use displaying a gear-position indicator which Kawasaki failed to incorporate into the new Ninja.

The returning tubular handlebar is now 20mm wider, providing more leverage on a bike that probably didn’t need it but will benefit from the change nonetheless. To enhance its user-friendliness in urban situations, clutch effort is slightly reduced thanks to a new cable and slipperier lube. Adjustable clutch and brake levers are a convenient touch.
Parked among the stock models at the launch was a race-prepped Ninja 650 built by our friend Carry Andrew and HyperCycle that lent inspiration to what is possible. The profile of the Ninja 650 changes from sportbike to supersport by simply exchanging the superbike bars for clip-ons, likely also improving communication from the front end by doing away with the rubber-mounted stock bars that, while more upright and comfortable, dampen front-end feedback.

The narrower high-tensile steel twin-pipe perimeter frame complements the new steel twin-pipe swingarm. The chassis’ rigidity balance is said to be unchanged, the only real tweak being a solid rather than rubber rear engine mount. The addition of a protective plastic piece positioned between the frame tubes visually mars its otherwise eye-catching design. The new, slightly longer swingarm is attractive, especially its curvy right side, but the triangular left side looks more spindly.
A new subframe increases load capacity from 396 to 449 pounds, contributing to the Ninja’s 11-lb curb weight increase to 461, but the bike masks its weight incredibly well. Side-to-side transitions are quick, parking-lot maneuvers completed competently, and even when pushing the bike from here to there, we wouldn’t have guessed its weight had increased.
Suspension components, front and rear, feature new damping settings, reduced spring rates and increased length, the latter increasing travel to a generous 4.9 inches in front and 5.1 inches out back. The non-adjustable 41mm conventional fork is 5mm longer, with an unchanged rake of 25.0 degrees, while the longer-travel suspension increases trail from 4.17 inches to 4.33 inches. The rear shock is 2mm longer and also has a reduced spring rate for 2012.
Kawasaki claims the suspension changes optimize handling while increasing comfort. Such minor tweaks are difficult to confirm on a one-day ride without a comparative 2011 model, but we can confidently report that the Ninja maintains its easy-to-ride, non-intimidating reputation and offers a smoother ride than many other price-point bikes.

The Ninja is propelled by the same 649cc, liquid-cooled parallel-Twin featuring new pistons that decrease compression from 11.3:1 to 10.8:1. A redesigned airbox with rerouted inlets feed cooler air to the combustion chamber while a connector tube between the header pipes and a higher-volume, three-chamber muffler exhaust spent gases. The combination is claimed by Kawasaki to increase mid-range torque by 5% and increase fuel economy by approximately 10%. 

Again, minor improvements, such as the aforementioned suspension changes, are difficult to substantiate, but the engine remains enjoyable and rev-happy – we’re told peak power remains constant, so expect about 60 horses at the rear wheel. Its new induction and exhaust systems add a slightly deeper and meaner sound. Despite the supposed increase in grunt below 7000 rpm, most of the Twin’s power is to be found closer to redline rather than in the basement.
The new Ninja rolls on Dunlop Roadsmart II tires, not to be confused with the Dunlop Sportmax Roadsmart II with the dual-compound rear tire recently reviewed by Pete Brissette. Wheel and tire sizes remain the same as last year: 120/70-17 front and 160/60-17 rear.
Kawi’s market research indicates the Ninja’s main rival to be Yamaha’s FZ6R, which retails for an extra $91. The four-cylinder Yamaha enjoys a slight advantage of peak horsepower, but the Ninja’s Twin has a power advantage everywhere below 8000 rpm. The Kawi is a friskier bike, while the FZ is slightly roomier for larger riders.

We’ll be better able to determine the benefits of the new Ninja 650’s tweaks once we have one in our possession for a longer period of time. For now, though, the affordably-priced Ninja remains a viable option to the more severe mid-displacement supersport models — which is exactly Kawasaki’s intention. 

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2010 Kawasaki Ninja 650 vs. 2009 Suzuki GSX650F vs. 2010 Yamaha FZ6R
2010 Kawasaki Ninja 650R Review
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KBC V Zero Helmet Review

In the world of budget helmets there are a myriad of choices on the market today, but many are from fly-by-night companies with no reputation for safety, quality control or name recognition. It’s a tough decision for new riders looking at this price category, as they likely haven’t heard any of the brand names the salesman is mentioning, which makes the distinction between a bargain and a safety hazard that much more difficult to distinguish.
KBC, the Korean helmet manufacturer with a long-standing history in the U.S. market for producing both higher-end and budget helmets, has just released its newest lid — the V Zero — aimed directly at the rider looking to pinch pennies. The most attractive feature about the V Zero is its price. Starting at just $104 for a solid color, it’s one of the most affordable full-face helmets we would actually feel comfortable wearing. An asymmetrical red, blue, or gray graphic version only costs $10 more. While appearance is a subjective matter, we think they look pretty good.

Shell material on the KBC V Zero is a lightweight ABS plastic composite combined with aramid epoxy resins (similar to that seen on hard-shell luggage), while a dual-layer EPS liner absorbs the bulk of the impact should you take a fall. Integrated into the EPS are ventilation channels that run along the two upper vents and the single, large chin vent. Inside, the V Zero features what KBC calls a “Duralux” fully removable and washable liner and cheek pads.
Long-oval heads will appreciate the fit of the V Zero, as it’s definitely longer front to back than my intermediate-oval head. E-i-C Duke also confirmed its extra length. Side-to-side fitment is comfortable for my noggin, as is the felt-like liner, but Duke wished the ear pockets were a little larger. KBC says the padding will break-in over time, forming to the rider’s head, which should alleviate some of this discomfort. Or, if you can’t wait, different padding of varying thickness is available for a custom fit. As with any motorcycle helmet, try it on yourself to confirm a proper fit.

Shield replacement is easy on the V Zero, as it incorporates KBC’s “One-Touch” shield release system as seen on the rest of the KBC line. Pulling two tabs, one on either side of the shield, frees it for removal. Replacing the shield is as simple as lining up each tab in its upper-most position and snapping it into place. The “Perfect-Seal” ratchet system allows the shield to open incrementally and, as the name implies, creates a perfect seal when closed, not allowing any air to enter when riding. The shield is also Pinlock-ready, meaning the rider can replace various inserts to achieve the same effect as replacing faceshields.
The rather simplistic shape of the V Zero, combined with the lack of intricate shield attachment mechanisms or aerodynamic add-ons, helps keep its weight to 3.3 pounds, which is average in the world of helmets. Also, note that the 2012 V Zero is not only D.O.T.-approved but also meets or exceeds ECE R 22.05 standards. Our 2011 version, however, is only D.O.T.-approved.
The V Zero allows some turbulent air to come through the chin area, though it’s less than past KBC helmets I’ve sampled. A chin curtain is available, but it wasn’t included in the particular unit I sampled. Duke’s was, but he says it doesn’t solve the turbulent air issue.

Aerodynamically, it flows through the air at highway speeds without much strain on the neck, though the same can’t be said once you turn to the side. Field of view from the eyeport is impressive, especially at the racetrack, as you can hang off the side of the bike (if that’s your style) with ample field of vision from the upper portion of the eyeport.
Of course, you’d expect a helmet at this price to have a few downsides. First off, the KBC V Zero is loud. Wind, road and engine noise all find ways to make it to the ear canals, possibly more so than any helmet I’ve worn in recent memory. Further, the double D-Ring closures (and the pull tab that helps loosen the strap) aren’t fixed in place. This is annoying because the rings can spin from their intended configuration and can get tangled when trying to tighten the helmet or become difficult to loosen when trying to take the helmet off. Lastly, while the V Zero is vented, there is a negligible difference in air flow with the vents opened or closed. Mostly, the open vents just added a whistling noise that was a bit annoying.

 Overall, it’s hard to fault the V Zero, especially considering its price point. It’s a comfortable helmet that stands out in a sea of budget lids for being well made and attractive. Despite its minor setbacks, we wouldn’t hesitate to recommend the V Zero to anyone looking for an inexpensive helmet to use for the daily grind or as a backup for a pillion. For more information.

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2012 KTM 200 Duke Review

Austrian company KTM is an acknowledged champion when talking off-road motorcycles, as the Austrian firm has made it a habit of dominating off-road motorsports events. The KTM 200 Duke is the first streetbike to be jointly developed between them and Indian motorcycle maker Bajaj Auto, whose stake in the European firm has now crossed 39%.

The single-cylinder 125 Duke was introduced about a year ago in select European markets, where it’s charged into the lead and become a segment leader, which makes it no surprise the 200cc variant has been so eagerly anticipated.

Butch, lean and aggressive all at once, the striking 200 Duke proudly shows off its KTM genes. Black and trademark orange are the predominant colors, while sharp angles and steep creases define this modern naked bike. Every part has been visibly pared down to a minimum, which allows the 200 to live up to KTM’s ‘ready to race’ tag and tip the scales at just 300 claimed pounds.

The front mudguard is sporty, bolted on above elegant, slim-spoke alloy wheels. A bikini fairing guards the sump, while the engine itself is exposed between the motorcycle’s steel-trellis frame. A stubby exhaust box sits neatly tucked away underneath.

There’s a chin-set auxiliary light below the headlight, while a compact digital instrument cluster sits over this. We found ourselves struggling to view the tiny, cascading rev counter and other info relayed by the dinky readout. Only speed is prominently displayed and easily legible.

The 200 Duke comes with illuminated switchgear that works with crisp clicks, plus a comfortable set of levers and functional mirrors. The 10.5-liter (2.8 gallon) fuel-tank offers deeply recessed, snug thigh support, and the saddle is roomy and well padded, although the same can’t be said for the compromised pillion seat. Split alloy grab bars lead to a slender tail lamp, behind which extends a lengthy mudguard and number plate holder. The rear tire hugger looks a little awkward, but we like the sleek, clear-lens turn signal indicators. Overall quality, including rubber and plastic parts, is good.  

The KTM Duke 200 is powered by a single-cylinder 199.5cc four-stroke engine, an oversquare arrangement with a 72mm bore and 49mm stroke. It’s a fully modern design, with fuel-injection, liquid-cooling, and a pair of cams driving a quartet of valves. Drive goes through a compact six-speed gearbox then a chain.

The KTM Duke fires up and emits an enjoyable, deep exhaust rumble. Its clutch is well weighted and progressive, and gears shift with precise action. Throttle response is immediate and decisive from its large 38mm throttle body, although we did notice the fueling feeling unsettled between a narrow range just over idle to 3000 rpm, where we had to play the throttle to keep revs up and the engine firing smoothly.

Revved higher, the mill delivers a wide powerband with excellent midrange and top end muscle. The 200 Duke has an addictive surge of smoothly delivered power, kicking in strongly from 4500-7000 rpm before transforming into manic mode as it rushes to crash into a 11,000 rpm redline. KTM claims a peak of 25 horsepower at 10,000 rpm.

The Duke revs with such gusto, it’s easy to miss the flashing shift warning light and smack into the rev-limiter, especially in the first two gears. A rider can keep in the meaty part of the powerband by upshifting around 10,000 rpm, with revs dropping to around 8500 in the next gear. Claimed peak torque of 14.0 ft-lb arrives at 8000 rpm.

All the KTM Singles we’ve previously ridden suffered vibe-infested power deliveries, but the counterbalanced 200 Duke engine amazed us with its silky power delivery. The 200’s sweet-revving capability impresses, so we believe Bajaj’s claim of a 3.3-second 0-60 kph (36 mph) time. Zero to 100 kph (62.5 mph) is said to take 9.2 seconds.

Blasting flat-out in a crouch down the level back straight at Bajaj’s Chakan test track in top gear, we saw an indicated 136 kph (84.5 mph) on the speedometer, nothing in reserve. Summing it up, the KTM 200 Duke engine is enthusiastic, refined and more fun than you’d expect. 

The KTM 200 Duke deploys a chunky 43mm WP inverted fork with 140mm travel. A cast alloy swingarm supports a linkage-free monoshock with 150mm travel. Solid braking performance is provided by a ByBre system, with calipers engineered by Brembo in Italy but built in India for its domestic market. A four-piston radially mounted front caliper bites a 280mm disc, and both it and the rear caliper (which clamps on a 230mm rotor) are controlled by steel-braided lines that deliver a sharp, reassuring feel.

The Duke’s riding position is upright, comfortable and good for everyday use, with a wide handlebar providing excellent leverage. Ride quality is pliant yet firm enough to enable sporty handling. The KTM 200 Duke handles with a light, nimble feel, always steering with neutral manners, while Indian-made MRF radial front and rear tires provide ample grip. This is a stable bike at all speeds, with superb cornering manners and the brakes always offering a powerful, reassuring bite.

In conclusion, the KTM 200 Duke is a special motorcycle, just as comfortable puttering around town as a zippy commuter bike or being thrashed while you attack your favorite section of twisty tarmac. KTM and Bajaj have certainly found a sweet spot, as the Indo-Austrian KTM 200 Duke has all the trappings of quickly becoming a best-in-class 200cc street motorcycle.

KTM expects to sell 25,000 to 30,000 Duke 200s in India during the first year of its launch, according to KTM Chief Executive Officer Stefan Pierer. Sadly, KTM North America currently has no plans to bring it to our shores. Perhaps the 350cc version scheduled to arrive late in 2012 will be more palatable to KTM N.A. and American riders.

KTM 200 Duke Specs
Price (Estimated)	130,000- 150,000 Rupees (US$2443 to US$2819)
L/W/H	2002/873/1274 mm (78.8/34.3/50.1 in.)
Wheelbase	1367mm (53.8 in.)
Curb Weight	136 kg (300 lbs)
Engine Layout	Single-cylinder, liquid-cooled, four-stroke
Displacement	199.5cc
Power	25 bhp at 10,000 rpm
Torque	1.94 kgm (14 ft. lbs) at 8000 rpm
Gearbox	6-speed
Fuel Economy (estimated)	30kpl (70.5 mpg)
Front Suspension	WP inverted fork
Rear Suspension	Monoshock, alloy swingarm
Front Brake	280mm disc
Rear Brake	230mm disc
Tire Size (front/rear)	110/70-17; 150/60-17

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Dunlop Sportmax Roadsmart II Review

When Dunlop launched the Sportmax Roadsmart in early 2008 the venerable tire company stressed the wet-weather performance of its all-new sport-touring-oriented rubber. Dunlop got more than it bargained for during the launch of the Roadsmart: it rained nearly all day during the press ride.

We couldn’t have asked for more ideal conditions to put to the test Dunlop’s claims of the tire’s ability to handle the wet; I came away content the Roadsmart was a capable wet-weather tire. Unfortunately for the Roadsmart, that day’s deluge left no real opportunity for getting a sense of the tire’s dry grip performance.

Now we’ve come full circle, from a rain-soaked tire evaluation ride nearly four years ago, to a rain-free (albeit brisk!) day of riding during the recent launch of the new Roadsmart II.

Sport-Touring Tires: The Swiss Army Knife of Motorcycle Rubber
Developing a tire for the sport-touring crowd presents a tough set of parameters for tire manufacturers. A modern S-T sled, like Kawasaki’s Concours 14, brings the challenges of weight (688 lbs wet sans rider, passenger or loaded saddlebags), sportbike-levels of rear-wheel horsepower and torque, and handling performance that can mean footpeg-grinding lean angles. Salting the wounds are the S-T rider’s demands of high-speed stability, reliable grip in the wet and thousands upon thousands of miles of durability. A sportbike tire is easy by comparison: warm up as fast as possible, and sacrifice virtually all other qualities for Super Glue levels of grip.

Woes unto those tire builders choosing to satiate the voracious appetites of the sport-touring segment!
Perhaps with the exception of the recent proliferation of traction-control technologies for sportbikes and sporty type bikes, we haven’t seen huge leaps forward in motorcycling in the past few years.
Despite the status quo in moto tech along with the long-running economic slump that’s put the chill on many companies, forcing them to conserve development resources until consumer confidence gets a full head of steam, Dunlop has continued to forge ahead. President of Dunlop North America, Joe Rosen explained that over the past few years the company has invested upwards of $30 million in its Buffalo, N.Y., facility.
Part of Dunlop’s multi-million dollar investment in itself resulted in the DOT-legal Sportmax Q2 and Sportmax D211 GP-A roadrace tires. Parlaying knowledge gained from experience with the Q2 and D211, Dunlop made a reinvestment of sorts into improving the Roadsmart – Dunlop calls this its “race to road” strategy.
The first (visual) tipoff to the RS II’s evolution is the new tread pattern on both front and rear tires.

The front tire still incorporates Dunlop’s cosecant-curve groove pattern, but the shape and placement of these grooves are newly designed to promote even tire wear up front while also stiffening the pattern for reduced tire squirm and extended tire life. Additional grooves also help improve wet-weather performance thanks to a greater sea-to-land ratio for increased water dispersion. Increased tread depth further promotes water channeling while also extending tire mileage.
Dunlop product and marketing manager, Mike Manning, stated that testing of the new front pattern revealed the front tire was so efficient at shedding water that the rear tire pattern could now employ a higher land-to-sea ratio compared to the previous tire. Simply put, the rear tire now has less tread grooves and more rubber for improved handling and traction in dry conditions.
Also unique to the rear tire is Dunlop’s Multi-Tread tech, or more commonly, it’s a dual-compound tire with a harder, longer-wearing center flanked by softer, grippy edges.

While the first-gen Roadsmart rear was also dual compound, the rear Roadsmart II’s compounds are newly developed and incorporate high-traction resins derived directly from Dunlop’s racing tire compounding technology. Manning said during testing the company discovered using dual compounds in the front tire never showed an appreciable advantage, but the front (and rear) utilizes silica which helps improve wet grip and extend wear.
To further improve linear handling and deliver high cornering performance, the Roadsmart II now incorporates the same Intuitive Response Profile (IRP) technology currently used in Dunlop’s racing Sportmax D211 GP-A tires, and the sport-focused Sportmax Q2. Dunlop says IRP technology uses a steep “tread drop” – the height measured between the tread center and the shoulder edge – to put down a bigger footprint at extreme lean. The objective with this new profile is to allow greater selection in line choice while cornering, as well offer linear steering at various lean angles.
Another enhancement to the RS II is what Manning called greater “hoop strength.” In lay terms the carcass was stiffened somewhat in order to prevent premature wear in the rear tire’s center tread.

A Dry Ride, Four Years In The Making
A miserably cold downpour greeted us on ride day for the first Roadsmart in 2008. This time, for the Roadsmart II, we had nothin’ but blue skies and bone-dry roads. Morning temps were brisk, hovering in the upper 40s, but this meant we’d have an opportunity to get a sense of how quickly the new tire would warm to operating temps.
A diverse selection of motorcycles, including GSX-R600s and 750s, Honda’s NT700V and VFR1200 and BMW’s new full-boat tourer K1600GTL, as well as other standard-style and sport-tourers, were fitted with the new tire. The variety of bikes was Dunlop’s way of implying the new tire’s ability to serve a variety of roles: from sport riding to touring, the RS II aims to please an array of riders.
From city surface streets to freeway droning to long runs through the canyons, our ride route included everything a street-going motorcyclist might encounter. No matter which bike I rode, the Roadsmart II provided quick warm-up and reliable grip; a lack of trust in the tires was never an issue. The RS II stuck like glue while zipping around sweeping canyon roads, even at speeds that caused the heavier sport-tourers like Yamaha’s FJR1300 or Kawasaki Concours 14 to occasionally drag a footpeg.

And courtesy of the Connie 14 and its hyper-fast engine I had a few opportunities to sample the RS II’s stability characteristics during tripl… er, high-speed runs. The big Concours remained steady and true, never once exhibiting disconcerting shudders or weird vibrations, while front-end feel was consistently positive rather than vague. The bike was equally stable during heavy braking.

Dunlop development rider Rich Conicelli said that one of the goals for the new Roadsmart II was lighter and quicker steering feel. I can’t say any of the motorcycles I rode felt quicker steering than usual, but neither did they feel heavier steering than what I was used to.

Stints down the Super Slab at typical L.A.-freeway cruising speeds aboard the big bomber BMW K1600 was the perfect setting to get a sense of the tire’s comfort level – its ability to absorb bumps. The K bike sailed smoothly down the highway; the Roadsmart II gobbling up expansion joints and crummy pavement along the way, but not at the cost of a lower degree of feel or a squirmy ride.
After riding the various types of motorcycles during the day I was inclined to think the heavier bikes might’ve had just a little more ride comfort than the lighter weight bikes – ride quality on the smaller machines occasionally felt firmer. I attributed this sensation to the tire’s increased carcass stiffness, which for the heavier motorcycles should mean increased life – approximately 20% more than the previous Roadsmart according to Dunlop. Of course, tire durability is heavily influenced by the type or riding you’ll do.
After a full day’s ride the most prominent impression I was left with, beyond the RS II’s good grip and overall feel, was how linear steering action was when transitioning from full upright to full lean. This equates to a wonderfully predictable tire, and a predictable tire can instill confidence in the rider. And a confident rider is happy rider who’s not thinking about tires, but is focused on, and enjoying, the motorcycle and the ride.

Roadsmart II Sizes
120/60ZR 17 (55W)	Front
120/70ZR 17 (58W)	Front
110/80ZR 18 (58W)	Front
120/70ZR 18 (59W)	Front
160/60ZR 17 (69W)	Rear
160/60ZR 17 (69W)	Rear
160/70ZR 17 (73W)	Rear
170/60ZR 17 (72W)	Rear
180/55ZR 17 (73W)	Rear
190/50ZR 17 (73W)	Rear
190/55ZR 17 (75W)	Rear
160/60ZR 18 (70W)	Rear
MSRPs on the fronts will range from $201.59 to $213.54 and rear tire MSRPs range from $266.62 to $292.95. Actual prices at retail will vary.

Related Reading 
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2012 Honda CBR1000RR Review [Video]

If it weren’t for the reshaped, more angular front end, you probably wouldn’t have known that the HondaCBR1000RR you see here is new for 2012. The truth is, you’re half right. While a few of its competitors have forged ahead with new versions of their flagship literbikes, including traction-control systems and other assorted electronics, Honda has forged ahead with the tried and true CBR1000RR that’s remained relatively unchanged since 2008.

So what’s different on the 2012 model? The most noticeable difference is its front end. Instead of the stub-nose front fairing, criticized for looking like someone who got punched in the face, the new model has a comparatively pointed front section which needs to be seen in person to fully appreciate. Honda also claims the new bodywork has been tweaked slightly in the form of a “layered fairing” to improve cooling.

The next visual clue this model is different are 12-spoke wheels that replace the three-spoke design of past models, which gives the CBR a much more striking appearance.

Honda says the new wheels are stiffer than before and thus improve rider feedback, but it wasn’t highlighting the fact these hoops suffer a combined weight gain of nearly 1 pound. However, our rep emphasizes the additional weight comes almost entirely from the hub sections, thereby minimizing its effect on rotational inertia. Indeed, after testing them back to back, I couldn’t notice a difference in its agility.

After that, the visual clues become harder to spot. Of note, however, is the upgraded suspension at both ends. The desirable Showa Big Piston Fork seen on supersports from both Suzuki and Kawasaki now grace the Honda. Out back is what Honda calls a “balance-free” rear shock, also from Showa.

The significance of this new shock is best explained by the pictures and graphs, but in essence, on the 2011 shock, during the transition from full extension to full compression there was a small dead zone as the shock reached its mid-way point. This momentary pause lasts a fraction of a second, but also compromises rear traction, however minute that difference might be.
The balance-free shock eliminates this dead zone, as the shock now damps in a smooth, linear curve across its entire stroke which improves rear grip and keeps the rear end more composed under aggressive riding.

The Glaring Question: Where Are The Electronics?
For those hoping the new CBR would come with fancy electronic rider aids derived from MotoGP like traction control or a seamless-shift transmission, it doesn’t. You’ll have to settle for a freshened-up gauge pack of the LCD variety, similar in scope to the RC51 from a decade ago. Only this one is slightly more advanced, featuring a programmable tachometer and shift lights. Its display is also clearer and easier to read than that on the RC51.

When asked why the new CBR doesn’t feature TC, Honda reps say the company’s philosophy isn’t to merely add a feature simply because it’s fashionable. Corporate speak or not, it’d be foolish to think Honda isn’t currently testing electronic rider aids, and it’s a safe bet that we’ll see a sophisticated electronics package, along with other major upgrades, when the CBR1000RR finally does receive it’s significant overhaul, perhaps in 2014.

An all-new LCD gauge cluster replaces the analog/digital display on the old model. Note the five-way adjustable shift lights and gear indicator.

Electronic improvements on the new CBR consist of revised fuel mapping to address one of the few complaints Honda received about the old version. Apart from that minor improvement, the engine remains the same torque-happy unit we’ve enjoyed since 2008, with no reports of horsepower increases or other advancements.

C-ABS returns as an option on the 2012 CBR, this time tuned to provide less front-end braking when the rear is applied. It’s important to note that only the rear brake is linked to the front, so clamping down with your right hand instead of your right foot won’t activate the rear binder. A 26-pound weight penalty is the price you pay for such technology, though lighter versions — as little as 5 pounds — are currently being tested by factory race teams worldwide.

A Step Forward
To judge for ourselves the significance of these improvements, Honda invited the moto press to Sonoma, California, to put the new CBR1000RR to the test around Infineon Raceway and also the surrounding streets. As an added bonus, and to confirm the press-kit hype, we were able to ride a few 2011 models back-to-back to really feel the differences in fueling and suspension responsiveness.

My first impression upon spinning some laps on the 2012 model was, “This doesn’t feel much different.” Engine power as well as stopping power from the dual 320mm discs and radial-mount Tokico four-pot calipers remain unchanged. The new CBR is quick to switch direction, and does so with minimal effort, but then again, so did the old one.
The solution, I figured, was to ride both of them harder. I blame my timid riding in the morning to the cool December day in northern California. Ambient temps were pretty chilly and some fog cover had made its presence felt in the morning. This made for cool track temps and limited visibility. The first issue proved to be inconsequential thanks to the superb Dunlop D211 NTEC rubber — the same tires used in AMA racing — Honda fitted for the track portion of our test. Standard tires are either the Dunlop Qualifier Q2 or Bridgestone’s new Hypersport S20. Adhesion levels were high, and the few slides I had from the front were completely predictable. There wasn’t much I could do about the vision issue but wait for the fog to clear.

Stability while leaned over is good, but we’ll have to pair it with the rest of the 2012 class of literbikes to see where it stacks up.

Once it did, riding the old and new CBRs with more intent became a much easier task. The first thing I noticed was the new model’s composure under braking. With the BPF front end, charging corners hard on the brakes results in far less drama compared to the standard cartridge forks on the old model. As I’m not the smoothest braker anyway, it was nice to know my sloppy braking wouldn’t upset the chassis as much anymore.
As I never had much of a complaint about the old shock on the CBR1K, I’ll admit it was difficult for me to tell a difference with the balance-free unit. However, an area I did notice a tiny difference was under acceleration exiting slow-speed corners, as I had a better understanding of my rear grip exiting Infineon’s tight chicane. For me, the feature I like best about the new shock is its ease of adjustment compared to some traditional shocks. Both compression and rebound clickers are easily accessible from the external reservoir.
Fueling at slight throttle openings indeed is improved over last year’s model. Again, this is best noticed exiting slow-speed corners, especially after riding both bikes back to back. A slight hesitation when cracking the throttle on the old bike is now supplanted by power application in a smooth, linear fashion.

Cracking the throttle open on corner exit, like in this picture, produces no more dead spots or hiccups in the fueling.

A gear indicator has finally been added to the instrument cluster at the request of customers. While definitely a welcomed feature, its presence is tucked away in the left corner of the display and is difficult to see at a glance. Inspired by the gauge cluster of the RC213V MotoGP machine, the new LCD display is easier to read than previous versions — even in harsh sunlight — but I still personally prefer to view an analog tachometer through my peripheral vision.
That said, the new display is filled with new features including lap timer, with a fastest-lap recall mode, five-level programmable shift lights, fuel consumption, and four different tachometer displays. A rider can change the way the bar graph on the tach reads, counting from left to right or right to left, and it includes a bar indicator of the highest revs reached during a trip. The new dash is definitely trick but can also be a bit overwhelming at first.


Race Inspired, Street Friendly

Damp roads like this are easy to navigate thanks to the smooth power from the torque-rich engine.

We’ve long been fans of the CBR1K on the street as its abundance of mid-range grunt is far more useful during the everyday grind. Sure, peak horsepower is impressive on paper, but accessible power is king on the street. Now with the improved throttle response at slower speeds, the CBR has further cemented its gentle giant status for the street.
An overnight rain shower left the roads of our street ride wet, and this presented a good test of the CBR’s slow-speed fueling. After riding both the 2011 and 2012 models back-to-back, the difference is definitely noticeable. Like at the track, power delivery is more linear on the new machine — though this would be difficult to notice if I hadn’t ridden the old model immediately before.
Another subtlety between the 2012 and 2011 is the suspension. None of the settings for either model were changed from our track ride the day before, yet the BPF and balance-free shock provided a stiffer ride compared to the suspenders on the old CBR. It’s an interesting phenomenon a few other journos noticed as well. Thankfully, a smoother ride is available via a few turns of the adjusters.
Ergonomically, the 2012 CBR is unchanged from the previous version. Featuring one of the more upright ergo packages in the literbike market, the ride could arguably be deemed “comfortable.” There’s plenty of room in the saddle for my five-foot, eight-inch frame to move around, though I did notice the seat was unusually slick — something I’ve noticed on past CBRs as well, both 600 and 1000.

Riders of all shapes and sizes will feel comfortable on the CBR, as its riding position is relatively roomy for a supersport literbike.

Riding at slower street speeds makes noticing the gear indicator easier. In fact, the entire dash layout is easy to read. Though, just as it was at the track, it’s difficult to determine the engine speed with just a cursory glance.
Honda had just six new models available for the 12 journos at the event, forcing the other six to alternately ride last year’s versions. Of those, two were ABS models (which come only in red). In my limited time on the ABS model, I noticed I could confidently use more rear brake, free of concern for it locking. This could be felt by a greater amount of squat when slowing. Despite the fact the C-ABS adds 20-some pounds, it doesn’t notably slow its handling and provides a nice safety net when braking on slick roads.

Our particular test bikes were equipped with the new Bridgestone Hypersport S20 tires (Dunlop Qualifier Q2s are the alternate rubber). They handled the varying wet/dry conditions of the street ride very well.

The Everyman’s Superbike

Former Daytona 200 winner and longtime Honda rider Jake Zemke was on hand to ride with us journos. And that’s our GoPro video camera capturing Jake’s wild lap!

When designing the 2012 CBR1KRR, Hirofumi Fukunaga, the Large Project Leader for the CBR900/1000 line for many years, had a simple goal in mind: to create “a supersport bike for everybody.” It had to appeal to seasoned riders as well as those new to liter-class power. In fact, since the first CBR900RR was introduced in 1992, 445,280 CBR900/1000s have been produced with that very goal in mind.
This latest iteration without question hits the mark. While not ground breaking or Earth shattering as far as new model updates go, the combined package of revised fueling and upgraded suspension enhance what was already a great all-around literbike.
The 2012 CBR1000RR retails for $13,800 (add another grand for the C-ABS version) and is available in red, black or the HRC-inspired pearl white/blue/red, It’s scheduled to hit dealerships at the end of January 2012.
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2012 Honda CBR1000RR Preview
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2010 Honda CBR1000RR C-ABS Review
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2012 BMW G650GS Sertao Review

BMW has a well-deserved reputation as a maker of rugged, all-terrain-conquering motorcycles that also serve as capable, good-mannered street machines. These days the bike that fills that image in most motorcyclists’ minds is the R1200GS. And for good reason: the big GS (and up-spec Adventure model) is a sales volume leader for the venerable German motorcycle manufacturer.

But the success of BMW’s two-wheeled adventuring ways doesn’t result solely from the glory-grabbing 1200GS or even the successful F800GS. There’s a humbler member of the Beemer family that’s contributed substantially to raising the profile of the GS lineup of motorcycles.

The 650GS Sertão: Even More GS in the Littlest GS
Modestly appointed by comparison to the 1200, the G650GS – powered by a 652cc Single – has been the first step into GS-land for lots of riders, starting way back in 1993 when this single-cylinder, chain final-drive (a serious break from the traditional BMW twin-cylinder platform at the time) was first born as the F650 Funduro.
For 2012 BMW has amped up the GS portion of the G650GS Kevin Duke recently reviewed, by creating a more off-road inclined stablemate, the G650GS Sertão. Named after the dry, hot region in Northeastern Brazil of the same name, BMW wanted to re-infuse the current 650 with the same adventurous spirit it gave to the F650GS in 2000 when the F650GS Dakar was crafted in honor of BMW’s successes in the Paris-Dakar Rally. BMW says the Sertão is the new Dakar.

The humble but able 652cc Thumper has been at the heart of BMW’s 650 single-cylinder lineup for almost 20 years.

The Sertão retains the same frame, brakes, instrumentation and 652cc Single from the standard 650GS. But giving the Sertão greater advantage in unpaved environments is: 8.3 inches of suspension travel (nearly 2 inches more than standard), spoked wheels (21-inch in front), hand guards, a 5.0-inch taller windscreen, steel lower engine guard and a 33.9-inch seat height (2.4-inch increase). A fork brace was added and the lower/inner fender removed, while the 1200GS-esque upper fender beak is a tad longer. And, for those counting, the Sertão’s 426-lbs wet weight is 4.0-lbs more than the standard G650GS.
While the standard G650GS is a known quantity to us on the street, BMW invited the moto media to a day of mixed riding environments to sample the Sertão. The day-ride started at the now famous and successful RawHyde Adventuresriding school located near Castaic, Calif.
RawHyde focuses almost exclusively on creating anew, or improving upon, the off-road riding talents of motorcyclists, catering especially to BMW GS owners. Founder and proprietor, Jim Hyde, created the school in 2000 initially as a dirt bike/dual-sport training camp, but over the years Hyde discovered that within the GS community few owners of the world-traveling Beemer possessed the skills necessary to allow them to fully unleash the potential of the GS.
After years of successfully teaching off-road and adventure-type riding to the GS community, RawHyde became an official BMW training facility in 2008 – one of only nine BMW-endorsed schools in the world. Known as the BMW Off-Road Academy, RawHyde offers three levels of adventure-riding training, as well as a number of multi-day excursions, including the Continental Divide Ride – a nine-day journey along the spine of the Divide.
Hyde and his team have competed in the Dakar Rally, and plan to do so again in the 2012 event.

Hyde knows the capabilities of the G650GS, as well as the mountainous areas around his facility. A route that included miles of sometimes rough and rutted Jeep-type trails with numerous shallow water crossings along the way proved the proper dirty mixture to go along with plenty of paved-surface riding.
Adventure Worthy
In his review of the standard 650, Kevin refers to the bike as having a “highly cooperative chassis that presents no surprises,” which is aided by a wide, one-piece handlebar providing good steering leverage for “knife-like agility” when dicing up corners. These qualities remain in the Sertão. And despite its additional suspension travel, the front-end doesn’t dive excessively under braking.
Damping in the Sertão’s new long-travel sticks was ideal both on and off-road – impressive considering the fork lacks adjusters – while the 8-plus inches of travel smoothed out even the biggest ruts and rocks I encountered. Good suspension aside, 426 lbs is hefty by dirt bike standards. Yet that streetbike-sized figure didn’t prove a significant hindrance on the trails – the humble engine has the power to pull the bike’s weight out of greasy mud holes or up and over steep inclines, as evidenced by a handful of more daring journos’ antics during the day.
Further impressive, the Sertão’s street-biased Metzeler Tourance tires didn’t prove a serious disadvantage while off-road.

The G650 Thumper is counterbalanced to offset vibration inherent in a single-cylinder engine architecture. At speeds upwards of 80 mph the amount of engine vibes reaching the Sertão rider are minimal – a welcome trait when droning down the interstate.  A flat, plentiful torque curve (44.2 ft-lbs at 7200 rpm as tested) means useful grunt early in the rev range with plenty of pulling power elsewhere, even when lugging along in higher gears.
However, despite near ideal gear ratios for street riding, I found myself wishing first gear had an even lower ratio than it already does when it came to picking my way through tighter, more technical off-road sections.  The sometimes-finicky clutch combined with how quickly the bike can pull away in first gear made it challenging to finesse my way through portions of terrain that demanded near-crawling speeds.
To better enable slow speed maneuvering, first gear in the R1200GS Adventure is 10% shorter than first gear in the standard GS. I’d like to have seen a similar move made here between the Sertão and standard G650GS. However, this is nit picking and by no means a deal-breaker for the new G-GS. Clutch effort is notably light ­ albeit with a too-early engagement for my preferences ­ and the 5-speed trans clicks without a hitch.
A caveat to thoughtful riders says you may want to reposition the shift lever in order to get the toe of bulky motocross-style boots underneath the shift peg for less cumbersome upshifts.
Kevin admired the standard 650’s ergos, noting that its 30.7-inch seat height creates an environment welcoming of riders of shorter stature, especially for a bike with 6.5 inches of travel. The Sertão’s off-road biased suspension creates a seat height far less welcoming of short folks, and you won’t find a low seat option for the Sertão as you will for the standard 650GS. However, there is an optional tall seat (35.4 inches, $239).

The Sertao doesn’t let a little water get in the way of adventure.

I’m not the tallest geezer around, but even with my 30-inch inseam I found the Sertão’s seat height manageable when it came time to dismount or put a boot down during a stop – on and off-road. Additionally, the seat’s width and foam density made it a comfortable place to rest when I wasn’t standing on the footpegs (which offer the added convenience of a removable vibration-damping rubber insert).
Another add-on that may seem pricey when you don’t need it, but soon becomes worth its weight in gold when you do, is the heated grips option. Portions of the ride took us to elevations that saw several inches of fallen snow and near-freezing temps. On the high setting the grips produced enough heat to keep my winter-gloved hands feeling borderline hot. During the frigid route section I realized I would’ve gladly craigslisted something of value in order to have the factory-installed heated grips ($319 if purchased separately) on a Sertão I owned.
The new 650GS’s tall-ish windscreen is a genuine advantage in any scenario, since it offers increased wind deflection while bombing down the freeway, as well as providing some additional protection from debris kicked up by other riders when venturing off the beaten path.

The new Sertão lives up to the GS heritage from which it was born.

Although numerous evolutionary changes to this BMW model over the past 19 years have given us the G650GS we know today, it has nevertheless remained at its core an approachable but highly capable motorcycle from BMW.
The Sertão is worthy of its GS badging.
Look for the G650GS Sertão in dealers in January 2012 with a base MSRP of $8650, or $8950 with the heated grips and power socket package.
Related Reading
2011 BMW BMW G650GS Review
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