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Around the world with The Bear | Part Seven | Nepal & India

Around the world with The Bear – Part Seven

The King of Every Kingdom – Around the world on a very small motorcycle

With J. Peter “The Bear” Thoeming


We left our heroes last week as they readied to fly out of Bangkok in Part 6. Will Nepal welcome them with open arms?


Nepal

I enjoy flying with Thai, not only for the free scotch and champagne but also for the friendly cabin crews. We had a relaxing trip and arrived at Tribhuvan Airport in Kathmandu in good shape, where I discovered that I had not only packed my ticket in the pannier but my passport photos as well. The pleasant Immigration man shrugged, waived the requirement of a photo for the Nepalese visa and let me through.

The Bear Around The World Part QuoteAn amiable three-hour wrangle with Customs followed about the bikes. They finally accepted our Carnets and we were free to pick up the machines. ‘Pick up’ was right, too. Our carefully constructed pallets had disintegrated and the bikes were on their sides, Charlie’s leaking acid from the battery.

A friendly bystander brought us back a gallon of petrol from town and we wobbled off on near-empty tyres looking for a service station. We finally found air at a tyre shop. Service stations don’t stock it in Nepal.

Which reminds me, don’t ever ask for air in Malaysia when you want air. Air means water. So the Malaysian air force is actually the navy. True! Would I lie to you?

Around the world with The Bear Peter Thoeming Part
Some Nepalese roads are better, some are worse.

Once in Kathmandu, we parked in Freak Street and looked for accommodation where the bikes could be parked off the road. A young Australian woman, a computer programmer turned trekking guide, recommended the Blue Angel. Being Marlene Dietrich fans, we checked in there. It was roomy and clean and had a carport where the bikes could be chained up.

Despite being one of the most unsanitary collections of buildings in the world, Kathmandu is a comfortable, relaxed town. It’s fashionable to think that all places are spoilt in time, but Kathmandu seemed better to me in 1978 than it had in 1970, when I’d last been there: fewer out-and-out derelict hippies, apparently less hard drug usage and a less frenetic street life, but all the little chai bars and restaurants were still playing Dark Side of the Moon.

I introduced Charlie to the peculiar Nepalese idea of European cuisine. We ate things like mashed potatoes with mushroom sauce, buffalo steak, lemon pancakes like citrus-flavoured inner tubes and cast-iron fruit pies. Not as bad as it sounds, actually.

Gives your jaws a workout and it’s bound to be healthy. Restaurants with names like Hungry Eye, New Glory, Krishna’s and Chai ‘n’ Pie still abound. The New Eden reminded me of an exchange I’d listened to in there a few years back:

American voice No. 1, in front of counter: “Ah, how much are the cakes, man?”

American voice No. 2, behind counter: “Chocolate two rupees, banana two rupees, hash one rupee.”

No. 1: “Ah . . . how come the hash cakes are cheaper than banana cakes, man?”

No. 2: “Because hash is cheaper than bananas.”

One morning we got up very early to ride out to Nagarkot, a hill station near Kathmandu. We had hoped to get there before the mists rolled in and hid the Himalayas, but I got lost on the way, and all we saw was an enormous wall of cloud with Everest somewhere in the middle. Other daytrips went to Bodnath, the monkey temple; to the giant stupa at Swayambu; and to the river temples at Dashinkali.

Around the world with The Bear Peter Thoeming Part
The mountains are ever present no matter where you are in Nepal.

We also ‘conquered’ Pulchwoki, a 9050-foot hill behind town, on the bikes, travelling on a 14km dirt road up to the top. Wherever we went in the countryside, the sealed roads were covered in freshly harvested grain sheaves. The locals thresh in the simplest way possible—by letting the traffic run over it.

There was a bike shop near the Blue Angel. I peered in one day and was invited to inspect the premises. The tools consisted of a screwdriver and a complete set of shifting spanners.

We secured visa extensions and took off for Pokhara, Nepal’s second city. The road was awful, more potholes than tar, until we passed the turn-off to Birganj and thence India.

After that it improved dramatically and was serviceable even despite the occasional mud slide or washaway. It was built by the Chinese and follows the shoulders of the river valleys over three low passes until it gets to the plateau that holds Pokhara. Charlie went off trekking, walking up in the mountains along the paths that serve the local people as roads.

I checked in at a small, two-storey mud hotel and took it easy, bartering with the Tibetan pedlars, reading and writing. Tibetans are magnificent-looking people, like idealized Red Indians. They also have a great sense of humour. Or seem to, anyway.

Around the world with The Bear Peter Thoeming Part
The grain in the middle of the road is being threshed by the tyres of passing traffic.

I couldn’t understand their jokes, being totally ignorant of Tibetan, but their laughter was nice and inclusive and I never felt as if they were laughing at me. Could have been wrong about that, of course…

Being a little worried about drinking the water, I asked for a glass of boiled water at the hotel. I got it, too. A glass of boiling water—not quite what I’d intended, since I wanted to drink it. After that, I collected water from the roof during the frequent thunderstorms.

The family running the hotel was very kind and kept offering me places in the buffalo stall for the bikes. I didn’t think that was really safe; those buffs might have been good-tempered enough but they were also enormous. The thought of one of them sitting on or leaning against a bike was a bit worrying.

Pokhara itself is a long, narrow town as yet little touched by modernisation. At one end it runs through large mango trees down to Lake Phewa, where the small hotels and shops catering for Europeans are.

Around the world with The Bear Peter Thoeming Part
Our landlady’s young son was absolutely stoked to wear my helmet.

My shoulder was finally recovering, even though the torn muscles were still sore, and I just wandered around quietly. There was a lot to photograph, from the farmers arriving at the lakeshore in their dugout canoes to Machupuchare and the Annapurnas lifting their peaks high in the clear morning air.

It’s easier to see the mountains from Pokhara because the town is higher than Kathmandu, although you can’t see Everest, which is too far away.

Charlie returned refreshed by his days in the mountains, and we took to the Siddhartha Highway, heading down to India. Nepalese friends had warned us that the road was ‘not very good’: built by the Indian government, they shrugged.

How right they were. The road is a nightmare of once-tarred dirt and gravel, but the scenery is superb—I think it is, anyway. As we came down through the deep river gorges, I wasn’t often game enough to take my eyes off the road to admire it. Might want to go back there some time, like when I think it’s time to shuffle off this mortal coil.


India

The Nepalese customs man glanced at the souvenirs we’d bought and asked, ‘Where’s the hash?’ with a grin and waved us through. We had donned our safari suits and the Indians were duly impressed; nobody asked for driving licenses, insurance, vaccination cards or anything else except our passports—we were through in minutes.

As we rode along shaded by great mango trees we diced with the traffic as far as Gorakhpur. Indian roads are alive with every kind of human, animal and motor powered transport imaginable. The truck drivers, being Sikhs, are pretty well unbluffable and all else moves too slowly to be worth bluffing.

The Standard Hotel provided a welcome cool room. A gentleman I took to be the owner insisted on buying us breakfast next morning and involved us in a political discussion. It was his theory that Indians are so keen on politics because they can’t afford any other kind of entertainment— politics is free. It also uses relatively few calories.

The Bear Around The World Part QuoteWe passed a funeral on the road that morning, the body wrapped in gold brocade from head to toe—a rather sad display of affluence among the drabness and obvious poverty. But each to his own. If you gotta go, go in gold brocade!

In Ghazipur we had intended to change some money, and consequently went looking for the bank. Despite repeated sets of directions, we couldn’t find it. Eventually someone took us right to the door. We’d been past it several times, but there was no indication that it was a bank. It looked like army barracks.

Around the world with The Bear Peter Thoeming Part
India, with the erotic carvings of Khajuraho.

It might just as well have been one, too; they would only accept US dollars, which we didn’t have. Not even Sterling, and this in the land that remembers the Raj so fondly! We revised the name of the town, in our minds at least, to Khazipur and left. “Khazi”, I understand from a British ex-soldier friend, is British Army slang for toilet.

On into the increasingly hot day to Varanasi, where one of the banks had a ‘late branch’ in a hotel. We spotted a sign saying ‘cold beer’ just outside, and Charlie was dispatched to investigate while I changed money. Not much luck for either of us.

The bank clerk tried to give me rupees for $40 instead of the £40 I’d given him and turned quite nasty when I pointed out the ‘slight’ discrepancy, and Charlie discovered that the beer shop hadn’t had an ice delivery for a couple of days and all the beer was warm.


Next installment, discover why tea is not the ideal go-to drink when you can’t get cold beer!

Source: MCNews.com.au

Babes Ride Out 7

Babes Ride Out 7
Babes Ride Out 7 attracted women on all flavors of motorcycles — cruisers, sportbikes, ADVs and more — to the golden hills of central California. Photos by the author.

A women-only rally celebrating the camaraderie of two wheels.

It all started, like these things often do, with two friends who just wanted to share a newfound love of riding motorcycles. They planned a “girls’ weekend” of riding and camping in California’s Mojave Desert, and thought it might be fun to invite some of the fellow women riders they’d been connecting with on social media (but had yet to meet in person). Playfully, they dubbed it Babes in Borrego. The year was 2013, and to their surprise 50 women showed up, some having come from as far away as New York and Oregon. They were all there for one simple reason: they loved to ride motorcycles. 

The next year Anya and Ashmore, the two founding friends, stepped up their game for what they were now calling Babes Ride Out, renting a private campground near Joshua Tree, California. They expected 150 women; instead they got 500. The next year, 1,500. That same year, 2015, they hosted their first off-road-oriented event, called (of course) Babes in the Dirt. In 2016, Babes Ride Out — or BRO for short — expanded to the East Coast and then to the UK. Anya and Ashmore had tapped into a powerful force: women who were passionate about riding and who craved the camaraderie that only a gathering of motorcyclists seems to provide, without egos or expectations — and, incidentally, without men.

Babes Ride Out jacket
Sorry, gents. There’s only one rule at BRO: no boys allowed. Well…two rules. The other is have fun!

BRO is a female-only event, and 2019 was my second one. My first time, in 2017, I wasn’t sure what to expect. As someone who was never one of the “cool girls” as a teenager, I was actually pretty worried it would feel like a bigger, scarier version of the junior high school lunchroom. It turned out to be the complete opposite. The whole event was infused with an energy of inclusiveness and fellowship, unlike any rally I’d ever attended. I knew I’d be back.

For 2019, BRO made a location change for the first time, from the desert to the rolling golden hills south of Paso Robles in California’s Central Coast wine country. Most everything else stayed the same; BRO has always been a riding-centric event, and on Saturday the camp empties out as everyone hits the road one on of the pre-planned routes (sponsor Biltwell provided printed maps) or one of their own devising.

Big Sur motorcycle ride
BRO has always been a riding event first and foremost, so on Saturday the camp empties out as everyone hits the scenic California roads. My group chose to cruise up Highway 1 to Big Sur for lunch, not a bad way to spend a Saturday!

Most of the pre-planned routes are short, a few hours or so, to give riders a chance to return to camp and take part in welding or leatherwork workshops hosted by Real Deal Revolution (co-founded by the late Jessi Combs), Harley-Davidson demo rides, M1GP minibike knee-dragging seminars, bike games and more. In the evenings, there is karaoke, live music (this year was Twisted Gypsy, a Fleetwood Mac tribute band), vendors and craftswomen, a tattoo station, free beer and whiskey (“till it runs out!”), telescopes for stargazing and food trucks for late-night grub.

Entrance to the private venue is secured 24 hours a day, and they take the “no guys allowed” rule seriously. Most of us camped in the big open field, but plenty of women brought RVs and there are even some available for rent. For those who wanted to camp but don’t own all the gear or couldn’t transport it on their bike, items like tents, sleeping pads and sleeping bags are also available to rent.

Babes Ride Out camping
The private venue, which has 24-hour security, included a huge open field for camping. Meeting new friends is a large part of the BRO experience, so even if you roll in alone you’re likely to have a neighbor stroll up and introduce herself.

There was a lot of smiling, a lot of laughter, dancing like no guys are watching, fantastic riding in California’s Central Coast and, of course, the warm camaraderie of a couple thousand women coming together to celebrate the passion we all share. Consider me a Babes believer; this is a special experience and I encourage female riders of all persuasions to attend at least one if you can. You won’t be disappointed. 

BRO East typically takes place in early June; BRO West takes place in mid-October; Babes in the Dirt takes place in late April. See websites for locations and updates.

Babesrideout.com / Babesinthedirt.com

Keep scrolling for more photos!

Babes Ride Out barn
The barn was the center of the action each evening, with a karaoke contest the first night and live music by Twisted Gypsy, a Fleetwood Mac tribute band, the second night.
Babes Ride Out Twisted Gypsy
Babes Ride Out
The barn also hosted several female artisans offering their crafts, like custom embroidery and helmet pinstriping. A raffle included items like hand-painted helmets, jackets, camping gear and more.
Real Deal Revolution
Between daytime rides and in the evenings, attendees could sign up for Real Deal Revolution workshops including leatherwork, welding, painting and more. This year was bittersweet, as the event paid tribute to Real Deal co-founder, land speed racer, television personality and all-around awesome lady Jessi Combs, who tragically died in a land speed record attempt in August.
Real Deal Revolution Babes Ride Out
Christina with Real Deal Revolution hosts a leatherworking workshop, making keychains participants got to keep.
Real Deal Revolution Babes Ride Out
The hands-on experience continued with welding classes. Real Deal Revolution’s self-stated mission is to “revolutionize the perception of skilled trades…and women’s role in them.”
M1GP Babes Ride Out
Most of the ladies in this picture had never dragged a knee before today, but after our M1GP minibike seminar we were all feeling like professional racers.

Source: RiderMagazine.com

Around the world with The Bear | Part Six | Exploring Thailand

Around the world with The Bear – Part Six

The King of Every Kingdom – Around the world on a very small motorcycle

With J. Peter “The Bear” Thoeming


Last issue The Bear made the journey from Malaysia into Thailand, which wasn’t without it’s mishaps included a motorcycle crash and broken shoulder blade. Now the trip continues in Thailand.


You know how people are always saying, “You should have been in Bali (or wherever) back in the day”? Well, you should have been in Patong.

Hangovers abating, we rode through country like a Chinese woodcut with giant, almost unbelievably steep limestone outcrops flanking the road. Entertainment at our lunch stop was a couple of local lads trying to teach us how to pronounce Phangnga. You try it!

Around the world with The Bear Peter Thoeming Part
Parking in the hallway of a hotel, up country Thailand. Quite normal service.

They were agog when we lit our pipes. The Governor of the province, it seemed, smoked a pipe, so no one else did—the neighbours might think they were getting above themselves. We had another beer in the Governor’s honour and then the lights went out—just a power failure, not a sign of official disfavour. Well, I guess.

The next day we rode on to the ‘Holiday Paradise’ of Phuket Island, where we got directions for Patong Beach, the alleged hippy hangout, and rode out along an atrocious dirt track for a few miles. Right at the end was Patong Beach; we knew it was that because there was an enormous neon sign saying ‘Patong Beach Hotel’.

The hotel was inhabited by Germans on package tours, but we checked in at the rather more modest Palmgarten and invaded the bar pavilion to sample some more Mekong—some people never learn—and watch the first squalls of the monsoon bending the leaves of the palms.

This is a somewhat melancholy occupation, but in a good way. A few days of it convinced us that we’d better move on or be rained in, so we said goodbye to Sai Jai, the Thai lady in charge, and her assistants.

Charlie had become rather, shall we say, friendly with one of these ladies and left her an esoteric Australian T-shirt. Both of us felt better for the rest and made an impressive 573km to Thap Sakae on our first day. On my bicycle tour, I had inadvertently spent a night in a brothel here, which had turned out to be a good hotel as well. I couldn’t find it again, so we settled for another lovely old timber hotel, all the wood lovingly oiled and spotless.

Around the world with The Bear Peter Thoeming Part
Leading by the nose…

By the time we got to Bangkok, I had something else besides my shoulder to worry about—sunstroke. How do you get sunstroke while wearing a crash helmet? By exposing the base of your neck to the sun in the space below your helmet, that’s how.

I had been wearing only a singlet on top and the vicious sun had cooked my spinal fluid. It sounds worse than it was, actually; I just felt deathly ill for a few days and couldn’t keep any food down. One way to lose weight. After I recovered, Charlie picked up a case of Bangkok belly. Another way to lose weight.

The city itself was, and I imagine still is, slowly disintegrating. Roads and footpaths were crumbling, the klongs or canals were stinking cesspits and as for the power lines… there was a bit of a thunderstorm when we arrived, and some of the power lines were being blown together by the wind and were fusing, spitting sparks across the road and writhing in the air as they melted.

Most street corners have their tangle of old, discarded wires aloft, ends waving in the breeze. Who knows which ones are live? We booked into the pleasantly third worldly Sri Hualampong Hotel at the main railway station and our bikes once more found a home in the lobby, the desk clerk lovingly spreading newspapers under them.

While I was getting over the sunstroke, I lay in bed and listened to the frequent rainstorms drumming on the tin roof of the factory next door. I also drank gallons of the fresh tea that comes with the room.

Once recovered, I sat downstairs in the lobby restaurant drinking beer and making occasional forays out into the city. Strange as it may sound, Bangkok is a stimulating, fascinating place even though it is falling apart or perhaps because it is….

Around the world with The Bear Peter Thoeming Part
When these guys are not tied up they’ll steal the tools right out of your hands.

The only thing that really makes it possible to live in Bangkok is the fact that it’s inhabited by Thais. No one else could possibly be so stubborn and yet so gentle and relaxed in the insane traffic. No one else would be cool enough to survive. My hat goes off to the lot of them.

Not being Thais, we were quite glad to be taking the road out and heading north to Chiang Mai. Within the first 30km we counted four buses that had dived into the rice paddies by the side of the road. One of the locals with whom we discussed Thai road safety – by pointing and shaking an open hand – indicated to us that that was life. Or not, of course. Mai pen rai.

After that, as we turned off to the ancient capital of Ayutthaya, traffic eased up a little. So did the rain. Ayutthaya is worth visiting for its more or less well-preserved temples and Buddhas, monuments to the lavish devoutness of Thailand’s Buddhist rulers. But don’t buy the soft drinks.

Being located at a major tourist stop, the refreshment stand charges up to ten times the prices common elsewhere…

For some reason I developed a craving for a tomato sandwich on black bread during our ride on to Tak. Thai tomatoes are weedy, weevil-eaten woody midgets and Thai bread is dry, sweet and indescribably awful. So that was one impossible dream.

Around the world with The Bear Peter Thoeming Part
Markets are a daily thing, so you can always buy fresh food.

Our hotel in Tak was another of those marvelous all-timber buildings, the wood hand-polished and lacquered; probably a dreadful fire risk, but so lovely. We reached Chiang Mai the next day after dodging in and out of the clouds along the mountain road between Thoen and Li.

Like most Thai roads this one was quite well surfaced and twisted enough to make for interesting riding. It was also lined with forests of dripping, ghostly mountain bamboo.

I’d love to know why they put direction signs so far past intersections in Thailand. Why not right at the crossroads? This way, you never know if you’ve taken the wrong turn until you’re a hundred yards past the fork, where you have to turn around and try your chances on another track, and go through the same thing again. It’s like a game. Hey ferang, you think you’re so smart?

Our base in Chieng Mai was the Chumpon Guest House, a spotless building with a common room, a garage and constantly available iced water. They did our washing for us, too. We found ourselves a tailor in town and ordered polyester safari suits with long sleeves. You think this is weird? It is not.

I have this theory that you get better treatment at borders when you dress up, so we were taking advantage of the cheap tailors. A couple of days passed pleasantly with visits to the working elephants, who unlike the ones in ‘ elephant refuges’ in Malaysia seemed pretty well off and content, the waterfalls and the endless ‘antique’ shops that dot the town.

Around the world with The Bear Peter Thoeming Part
Fishing boats are fishing boats, no matter where you are. Well, kind of.

I bought a Buddha’s head which, I was assured, was a genuine antique. When I expressed concern about being allowed to take a genuine antique out of the country, the salesman assured me that it wasn’t that kind of genuine.

A reminder of a few years earlier when I was shopping in Chicken Street in Kabul and overheard a salesman insisting that “Of course it is a genuine antique! I made it myself!”

The night after we picked up our suits, we went on a spree. This mainly involved having dinner at the Chalet, a ritzy French restaurant. We felt we deserved it, and what’s the good of new clothes if you can’t show them off?

Dinner was a huge success with pepper steak and steak Dijonnaise set off beautifully by a ’73 Medoc. It cost a fortune, but we felt like kings when we walked out. This sort of thing is highly recommended on any bike trip. Get out there and live it up every now and then, and a tent in the rain will be all the more acceptable for it.

I sent my mother a buffalo leather cutout figure from a shadow puppet play. The Australian Customs opened it, I later discovered. I wonder what they thought I was sending my saintly old mum from Thailand?

On the way back down to Bangkok we visited another ancient capital, Sukothai—Thailand is lousy with ancient capitals—which was pretty, with the ruins all laid out in a grassy park that rather reminded me of Khajuraho in India.

Around the world with The Bear Peter Thoeming Part
I hate to think how much air pollution is due to joss sticks…

At the entrance, a policeman showed a rather unhealthy interest in the contents of my camera case. I fought off his increasingly stern demands to let him dig through it and was greatly relieved when we got away.

At this stage, apart from my spark plug burning out and being replaced and a slight oil leak around the head gasket on Charlie’s bike, we had had no mechanical problems. That wonderful state continued, too.


But while the bikes did their job well, our riders didn’t always… read about it next installment….

Source: MCNews.com.au

2019 Husqvarna Svartpilen 701 | Road Test Review

2019 Husqvarna Svartpilen
With a taller, wider handlebar than its sportier Vitpilen siblings and reasonably placed footpegs, the Svartpilen puts the rider in position to comfortably tackle both traffic and twisties alike. Photos by Kevin Wing.

Different is good. What would our world be like if the only ice cream flavors were chocolate and vanilla? A life without Denali Mint Moose Tracks or Cherry Garcia would be rather bland indeed. And that’s why bikes like Husqvarna’s Svartpilen 701 excite me: it’s a refreshing antidote to the homogeny we can often detect creeping into our lives.

Husqvarna, founded in Sweden in 1689 as a manufacturer of guns and, since 1903, motorcycles, is probably best known for its off-road models, but after its motorcycle division’s acquisition by KTM in 2013 it decided to make a return to the street bike market — with a decidedly Scandinavian flair. Its current lineup of four street models includes the café racer-styled Vitpilen 401 and 701, the Svartpilen 401  scrambler and the Svartpilen 701.

Powered by the 693cc liquid-cooled single used in KTM’s 690 Duke and 690 Enduro, the Svartpilen 701 might be best described as a Swedish street tracker, complete with vestigial number plate on the right side, and its 18-inch front, 17-inch rear cast wheels are shod with the same Pirelli MT60 RS tires as those found on other street-oriented but off-road-flavored bikes like Ducati’s Scrambler lineup.

The harder you look at it, the more oddities — or art, per the eye of the beholder — you see. The engine is clutched within a tubular steel trellis frame — nothing outlandish there, but everything from there up (and back) is rendered in a futuristic blend of straight lines and curves, a departure from the origami angles of its KTM cousins.

2019 Husqvarna Svartpilen
Love it or hate it, you’ve gotta admit the Svartpilen 701 looks like nothing else on the road. Bonus: it’s a hoot to ride too!

Greg’s Gear
Helmet: Nolan N86
Jacket: Fly Racing Airraid
Pants: Fly Racing Terra Trek
Boots: Fly Racing Milepost II

The hard, nearly 33-inch-high seat makes ample use of the straight lines, including on its edges: uncomfortable at stops but surprisingly livable with feet on pegs and hands on the wide, slightly swept-back handlebar, at least for an hour or so at a time. No matter, you can’t even pretend that this is a touring bike, and at its intended purpose — carving up city traffic and twisty, technical roads — it succeeds in spades.

Fully adjustable WP suspension, though it boasts 5.9 inches of travel front and rear, is stiff and sporty, even at its softest settings. The throttle-by-wire EFI, pushing high-octane fuel through one big 50mm throttle body, prefers a heavy hand and higher rpm; a couple of times I felt some herky-jerkiness rolling back on out of a corner if I let the engine speed drop too far. There’s a slipper clutch if you like to keep your left hand active, plus an up/down quickshifter if you don’t, and traction control and ABS can be disabled if you so choose, although it’s all or nothing; you can’t disable/enable them separately. 

The 4-valve single spins out an entertaining 72.4 horsepower at 8,200 rpm and almost 51 lb-ft of torque at 6,800, making the lithe 368-pound Svartpilen 701 gobs of fun and very easy to toss around, even for someone my size. Speaking of which, you may be looking at these road test photos and wondering if I ate the wrong mushroom in Wonderland, gaining several inches and more than several pounds. Not to worry, that’s Senior Editor Drevenstedt riding as my body double, since I was finishing up a European tour when the photo shoot occurred.

2019 Husqvarna Svartpilen
Wrapped in a steel trellis frame, the 693cc liquid-cooled single spools up quickly and the key to the engine’s smoothness is dual counterbalancers.

The Svartpilen and I got to know each other on the twisty roads of the Santa Monica Mountains, where I became smitten with its ruthless efficiency and seemingly effortless handling — as long as we were keeping the speeds below about 75 mph. Not a touring bike.

And as its looks might suggest, the Black Arrow (in Swedish, svart = black, pilen = arrow) isn’t without its quirks. For starters, fit-and-finish is a bit hit-or-miss…for example, both the Brembo front brake lever and Magura hydraulic clutch lever are adjustable, but the neighboring switchgear feels cheap and plasticky. The LED headlight and taillight are svelte and modern, but the single round LCD instrument is poorly lit with small numbers that are hard to read at a glance, and the buttons to change/reset the display are difficult to use. I also found the fuel gauge to be a bit pessimistic, with the range to empty requiring about a mile of riding after the bike was shut off/restarted before displaying again.

2019 Husqvarna Svartpilen
LCD instrument contains plenty of useful info, but is difficult to read and sticks out like a designer’s afterthought.

As personality traits go, these are quirks, however, not fatal flaws, and they disappeared pretty quickly when I was barreling up the canyon with a grin plastered across my silly face. For something so lightweight, the Svartpilen conveys a reassuring stability even as it’s flung left-to-right-to-left, the 72-ish horses being enough to keep an experienced rider entertained without feeling shortchanged by things like speed limits. A big 320mm front brake disc with 4-piston radial Brembo caliper and 240mm rear with a single-piston Brembo are more than up to the task if you do feel things getting out of hand.

After the fun is done, parked at the beach with the sun slipping under the pier and into the Pacific, I could sit and admire its rear three-quarter profile until darkness sent me home. Yes, different is good, and in a vanilla world it’s nice to get a bowl of Sea Salt Caramel now and then.

2019 Husqvarna Svartpilen
Admiring the sunset over the Pacific after a day of canyon carving on the Svartpilen 701.

2019 Husqvarna Svartpilen 701 Specs

Base Price: $11,999
Warranty: 2 yrs., 24,000 miles
Website: husqvarna-motorcycles.com

Engine

Type: Liquid-cooled single
Displacement: 693cc
Bore x Stroke: 105.0 x 80.0mm
Compression Ratio: 12.8:1
Valve Train: SOHC, 4 valves
Valve Insp. Interval: 6,200 miles
Fuel Delivery: EFI w/ 50mm throttle body
Lubrication System: Wet sump, 1.8-qt. cap.
Transmission: 6-speed, hydraulically-actuated wet slipper clutch
Final Drive: X-ring chain

Electrical

Ignition: Electronic
Charging Output: 300 watts max.
Battery: 12V 8.6AH

Chassis

Frame: Chromium-molybdenum tubular steel, aluminum swingarm
Wheelbase: 56.5 in.
Rake/Trail: 25 degrees/4.7 in.
Seat Height: 32.9 in.
Suspension, Front: 43mm USD fork, fully adj., 5.9-in. travel
Rear: Single link-type shock, fully adj., 5.9-in. travel
Brakes, Front: Single 320mm floating disc w/ radial 4-piston caliper & ABS
Rear: Single 240mm disc w/ 1-piston floating caliper & ABS
Wheels, Front: Cast, 3.00 x 18 in.
Rear: Cast, 5.00 x 17 in.
Tires, Front: 100/80-R18
Rear: 160/60-R17
Wet Weight: 368 lbs.
Load Capacity: 403 lbs.
GVWR: 771 lbs.

Performance

Fuel Capacity: 3.2 gals., last 0.7 gal. warning light on
MPG: 91 AKI min. (low/avg/high) 53.6/58.4/63.2
Estimated Range: 187 miles
Indicated RPM at 60 MPH: 4,000

Source: RiderMagazine.com

Randy Mamola’s Cagiva C589 Racer

With Phil Aynsley


The Cagiva brothers began their quest for 500cc World Championship glory in 1978 with a modified RG500 Suzuki as the base machine. This was followed at the final race of the 1980 season with the C1 – a bike built around a much modified Yamaha TZ500 motor.

Cagiva Randy Mamola PA CagivaC
Randy Mamola’s Cagiva C589 Racer from 1989

It wasn’t until 1981 that a completely in-house design appeared, the 2C2. It featured a transverse four-cylinder motor (outside cylinders reversed) with four disc-valves mounted above the gearbox and driven by toothed belts.

Cagiva Randy Mamola PA CagivaC
The C589 produced 150hp with the bike weighing just 122kg
Cagiva Randy Mamola PA CagivaC
Cagiva had started with an RG500 powerplant, before using a modified TZ500 and finally their own powerplant in 1981.

1982 saw the troublesome straight four dropped mid season for a new square-four design and resulted the team’s first top ten finish – by Jon Ekerold at Hockenheim.

Cagiva Randy Mamola PA CagivaC
Originally a straight four Cagiva moved to a V4 in 1982 halfway through the season
Cagiva Randy Mamola PA CagivaC
Randy Mamola on the C589

1985 saw the introduction of Cagiva’s first V4 design in the C10. The 90 degree motor used twin crankshafts and was housed in a frame similar to the Yamaha’s Deltabox. The V-angle was reduced to 58 degrees for 1987’s C587 which enabled the whole bike to be more compact. Didier De Radigues scored a fourth place finish in the Brazilian GP.

Cagiva Randy Mamola PA CagivaC
Mamola would claim the team their first podium in 1988 in Spa on the C588
Cagiva Randy Mamola PA CagivaC
Features included a banana swingarm as seen here on the C589, alongside a stronger frame

The team’s first podium came in 1988 with the C588 at Spa with Randy Mamola. He also had three other top ten places. The bike featured a ‘banana’ swingarm together with a stronger frame, more compact motor and a new ‘one piece’ bodywork design by Massimo Tamburini.

Cagiva Randy Mamola PA CagivaC
The sealed ‘one-piece’ bodywork continued to the C589 in 1989
Cagiva Randy Mamola PA CagivaC
The horizontal rear shock absorber layout proved a mistake

The C589 seen here continued with Tamburini’s sealed bodywork (foreshadowed by his Ducati Paso design), but the chassis employed a horizontal rear shock absorber layout which proved to be a mistake as it compromised both the steering geometry and weight distribution making it difficult for the riders to get the motor’s higher power output to the ground.

Cagiva Randy Mamola PA CagivaC
With the rear shock limiting the ability to get power to the ground, results were below expectations, finishing 18th
Cagiva Randy Mamola PA CagivaC
The shock layout did help Mamola deliver spectacular wheelies throughout the season

As a result Mamola finished the season in 18th and spent most of the season pulling spectacular wheelies to entertain the crowd (his best result was seventh in Yugoslavia).

The Cagiva C589 had a dry weight of 122kg and made 150hp at 12,000rpm.

Cagiva Randy Mamola PA CagivaC
Randy Mamola’s Cagiva C589 Racer from 1989
Cagiva Randy Mamola PA CagivaC
Randy Mamola’s Cagiva C589 Racer from 1989
Cagiva Randy Mamola PA CagivaC
Randy Mamola’s Cagiva C589 Racer from 1989
Cagiva Randy Mamola PA CagivaC
Randy Mamola’s Cagiva C589 Racer from 1989
Cagiva Randy Mamola PA CagivaC
Randy Mamola’s Cagiva C589 Racer from 1989
Cagiva Randy Mamola PA CagivaC
Randy Mamola’s Cagiva C589 Racer from 1989
Cagiva Randy Mamola PA CagivaC
Randy Mamola’s Cagiva C589 Racer from 1989
Cagiva Randy Mamola PA CagivaC
Randy Mamola’s Cagiva C589 Racer from 1989

Source: MCNews.com.au

Around the world with The Bear | Part Five | Malaysia to Thailand

Around the world with The Bear – Part Five

The King of Every Kingdom – Around the world on a very small motorcycle

With J. Peter “The Bear” Thoeming


We last left The Bear in Malaysia in Part 4, having retrieved their bikes and continued their journey through south-east Asia, now heading for Thailand. You can find Part 1, Part 2 and Part 3 here.


Pay attention to the road. That’s a basic rule that I forget in this instalment… A bit of bad luck (and bad riding on my part) rather marred our next day. Just out of Kuantan, I glanced down at the map on my tank box. Charlie braked at exactly that moment for a large pothole and I ran into the back of his bike.

Never look at maps on the move…. By the time we’d picked ourselves up, it was obvious we were in a bit of trouble. Charlie looked as though he’d just been subjected to the amorous attentions of a sandpaper python and my arm and shoulder hurt abominably. Charlie had also lost a lot of skin and had a deep cut over his hip.

The locals could not have been more helpful and transported us to hospital. There they sewed Charlie up and put my arm in a sling, dismissing my claims to a broken shoulder blade. Never self-diagnose; it annoys doctors.

Around the world with The Bear Peter Thoeming Part
Time for a fresh drink by the side of the road. That parang is sharp!

It surely did the Peace Corps American surgeon who saw me. I dragged myself off to bed feeling like death warmed over and still sure I had a broken shoulder blade. When you’ve broken as many bones as I have, you know the signs.

Charlie commandeered a truck from the nearest bike shop and went out to get our steeds. Everyone was marvelous, from the chap who drove us to the hospital to the people who looked after the bikes. They were fixed cheaply and well while we convalesced. One night, we went to the local fleapit to see Romulus and Remus with—guess who—Steve Reeves.

The film was looking its age, and seemed to be intercut with snippets of at least half a dozen other movies. Kuantan was a pleasant enough town, but it did become a little boring, and we filled in the time with eating and drinking—mostly steamed dumplings and fish, washed down with the local Guinness or Tiger beer.

The locals take Guinness advertising very seriously and drink the stuff for its alleged health-giving properties, and every night they collected in a small crowd that marveled at the healthy pair of Australians with their table full of empty Guinness bottles.

Around the world with The Bear Peter Thoeming Part
We saw these sardines come off the boat – as fresh as, bro.

Then Charlie had his stitches out, and we were off again. Significant parts of his anatomy were still swathed in bandages and I couldn’t lift my left arm. I had to use my right hand to put the left on the handlebar. We must have looked a fine sight rolling up to the first army checkpoint on the road to Raub.

There had been an attack on a police station and the army obviously thought us likely suspects, because they searched the bikes from stem to stern. But we were carrying neither explosives nor Communist Party membership cards so we were allowed to proceed.

Once out of range of all the hardware being waved around, I started breathing again. I hate guns, and I make a special effort for Armalites pointed by what looked like 10 year olds. Oh. All right, 12 year olds.

In Raub, we were invited to park our bikes in the kitchen of the hotel. Then we went out and had a magnificent Chinese dinner, peering out of the windows at the army and what I took to be militia, who were riding around on Yamaha 70s with fierce-looking shotguns slung over their shoulders.

Around the world with The Bear Peter Thoeming Part
This is not one of the locals, just one of thousands of temple statues.

Charlie went out to the hospital in the morning to have his wounds dressed, and on the way out of town we were nearly run over by an armoured car.

There was an even more obliging parking space for the bikes the next night, in Kampar: the hotel clerk’s living-room. He had his own bike in there as well. Another visit to the movies rewarded us with The Buccaneer, a 1958 epic featuring Yul Brynner with hair.

When we got back, the disco downstairs was going full blast. They were boogying to Rudolf the Rednosed Reindeer and Auld Land Syne. Funny town, Kampar.

The road to Penang was a main highway, with ferocious traffic that ignored our poor little XLs completely. I kept expecting to have to choose between ramming an oncoming and overtaking bus in the grille or ploughing into a gaggle of schoolkids on pushbikes. Tough luck, kiddies…

Once off the ferry in Penang we checked into the New China Hotel, of which I had pleasant memories. I’d stayed there seven years before, on my way back to Australia from Europe by bicycle and public transport. I even got my old room back. Then it was back to the hospital and another X-ray. I wasn’t going to put up with the agony for much longer.

‘No wonder you are in pain,’ the radiologist said in that wonderful Peter Sellers accent. ‘You have a crack as wide as my thumb in your left shoulder blade…’ So I was strapped up and grounded for a week, and Charlie chauffeured me about on the back of his bike.

Around the world with The Bear Peter Thoeming Part
Heavy transport. That’s a 50cc Stepthrough.

We filled in the time pleasantly with Magnolia ice-cream, coconut drinks and lashings of satay with peanut sauce. As well as getting our Thai visas, Charlie had a new rear wheel spacer made up for his bike. The old one had worn away to a slim circlet of metal. We would have more trouble with that later… should have got more spare ones.

There were some other bikers staying at the hotel, including a German bloke on a Honda 500/4 and a Dutch chap called Frank, who had ridden a Harley WLA with a sidecar to Nepal and stored it there while he and his lady looked at Malaysia. I amused myself scribbling puerile philosophy in my diary. It’s amazing what your mind will turn to when you’re not feeling on top of things.

What is it they say about all good things having to end? I loaded myself up with painkillers, gratis from the hospital, and we took to the road again. I must say, despite the slight misdiagnosis at Kuantan, that the Malaysian hospital system is absolutely first class—and free, except for a nominal registration charge. Just as well, really. Neither of us had travel insurance.

Around the world with The Bear Peter Thoeming Part
Tyre pressure check at a country service station.

On our way up to the border we passed Butterworth Air Force Base with only a slight pang of homesickness at the Australian flag flying over the gate. It’s an Australian base, the only overseas one our forces have, and I guess it’s designed to protect the Malaysians from … err…. yeah, well, maybe Dr Mahathir.

The road to the border was enjoyable, with a good surface and long curves through hills covered with rubber plantations and carefully concealed gun emplacements. It looked exactly the way it had all those years before when I came through in the opposite direction on my bicycle.

There was comedy at the border. The Customs man wanted our Carnets. We told him about the bloke at the Singapore border and he started tearing his hair out. Of course we needed them! What did those clowns think they were doing?

We left him still distraught before he could think of impounding our bikes, which he could have done, and headed for the Thai border several miles farther along the road.


Thailand

There was more comedy at Sadao as we filled out handfulls of forms that made the Singapore Paper Tiger seem like a tabby. This is the Paper Dragon. One form had eight carbons, all but the first two totally illegible. Each copy required a duty stamp, with the total charge being somewhere around 12 cents.

The Bear Around The World Part QuoteThen several officials had to see, stamp and sign the forms. Most of these gentlemen were out to lunch, so we joined them. A tip for you—the coffee shop across the road from the Sadao border post gives an excellent exchange rate. Tell ‘em The Bear sent you and go “ooga, booga”. They’ll know.

We managed to get away in the end and ride the few miles to Songkhla, the first large town in Thailand. After finding a cheap Chinese hotel we rode out to the beach for drinks and dinner, which was not the smartest thing either of us have ever done.

Around the world with The Bear Peter Thoeming Part
The scenery, whether in Malaysia or Thailand, is wonderful

We sat in deckchairs out on the sand and had drinks. Many drinks, I think. We were drinking Mekong, the well-known Thai whisky, which allegedly gets its name from the river because it looks and tastes like it.

It does have a little more alcohol than the river water; at least I think so because the scenery moved in a rhythmic kind of way. We may also have eaten something. Later, very much later, we tore ourselves away from the pretty little ladies who had been serving us—if truth be known, they closed up and left us—and rode back to our hotel.

Very slowly, very carefully, very crookedly and cursing the inadequate lighting on the XLs. Don’t ever drink a lot of Mekong; it’s not particularly strong, but the hangovers are awful.

The banks were closed the next day—it may have been Sunday—but we did manage to change some money at a large hotel and get out of town. Had Yai, which is the railhead for Songkhla, was dusty and confusing and we were glad to get back to the highway, but not for long. We were now open to attack from the huge Isuzu trucks that infest Thai roads, and spent quite a bit of time on the dirt escaping from them.


Never mind the Thai roads: there are other things that are much more enjoyable. Read about them next installment…

Source: MCNews.com.au

Retrospective: 1983-1986 Honda VF1100C V65 Magna

1985 Honda V65 Magna
1985 Honda V65 Magna. Owner: Van Krebs, Fresno, Ohio. Photos by Jason Keller.

The motorcycling world looked upon this machine in absolute amazement — a cruiser putting out more than 100 horsepower. Unheard of! Sure, sportbikes like Honda’s CB1100R were knocking out that many ponies, but those were for riders who liked leaning into corners at insane speeds. But a cruiser with feet-forward pegs and wide handlebars — and a shaft drive no less? This was nutso!

If this bike could be put in a category, it would be Power Cruiser. Harleys were the standard cruisers of the day, and they were lucky to get 55 horses to the rear wheel, using a pushrod V-twin that had been around for the better part of half a century. Whereas this bruiser was a V-4 with two overhead camshafts and four valves per cylinder. And liquid cooling to boot, so no worries about overheating when cruising down Main Street on a crowded Saturday evening. Except for that mildly unaesthetic radiator up front.

1985 Honda V65 Magna
1985 Honda V65 Magna.

What was Honda thinking? The company had a whole bunch of bikes in the showrooms that year, 40 different models covering all the bases, from shopping-friendly Passports to huge Gold Wing touring platforms. Even a V-twin cruiser, the 750 Shadow. And a second V-4, the 750 V45 Magna, introduced the year before.

This all began with Soichiro Honda’s wanting to again be celebrated for putting an entirely new machine on the market. The world remembers (although this may be news to some of the younger generation) when he introduced the overhead camshaft, in-line four back in 1969, beginning the evolution of the UJM — Universal Japanese Motorcycle. Now the V-4 would do it again…he hoped.

But the backroom boys wanted to create a jaw-dropper, knock the American public back on its heels, as they used to say. The 750cc V45 was just a starting point for creating a machine the likes of which the motorcycle crowd had never seen. The V65’s majorly oversquare engine, with a 79.5mm bore and 55.3mm stroke, would cheerfully rev to 10 grand, with maximum rear-wheel power of 105 horses coming on at 9,500, redline at 10,000. A lot could go wrong with 16 valves popping up and down 10,000 times a minute, but Honda’s engineers made sure nothing untoward would happen.

1985 Honda V65 Magna
1985 Honda V65 Magna.

These horses came from using some appropriate fiddling inside the head, with the four valves having a rather narrow 38-degree included angle. This and the shape of the combustion chamber effectively put the fuel as close to the spark plug as possible, compressed 10.5 times. Bang, bang, bang, bang — and the crankshaft spins.

Four constant-vacuum 36mm carbs, by Keihin, were accessible by lifting the gas tank. These had an easily changeable paper air cleaner. Fuel consumption was less than 40 mpg, but range was no problem as most riders wanted to get off after an hour or so. And at the time the U.S. was blessed (cursed?) with the 55-mph speed limit, so highway riders on the V65 had an excuse for not going very fast. With the V65 ergonomics city traffic was preferable to the interstates.

Power ran via straight-cut gears back to a hydraulically operated clutch. This had a diaphragm spring as an essential part of the device, which the engineers knew would be much abused, with the single diaphragm offering more consistent control than a multi-spring unit.

The gearbox had five speeds plus an overdrive sixth. If the bike could have pulled 10 grand in sixth gear, its top speed would be better than 170 mph. A more practical (!!) top speed was 140 in fifth. If the rider could hang on!

1985 Honda V65 Magna
1985 Honda V65 Magna.

A full-cradle frame, with double downtubes, held this unit-construction herd semi-firmly in place, as rubber mounts were used to keep any vibrations hidden away. Which were few as the 90 degrees between the two pairs of cylinders presumed good balance, enhanced by that short 55mm stroke. A shaft final drive went out the left side, so those Levi’s would be nice and clean on cruise night, not having to put up with an oily chain. An air-adjustable 41mm fork suspended the front end, with an anti-dive unit. Rake was a pretty lazy 30.5 degrees with more than four inches of trail, and while this was OK in town, it was best not to get too optimistic out on the twisties. At the back a pair of shock absorbers had all the adjustments: spring preload, rebound and compression damping. The fork had almost six inches of travel, the swingarm a little more than four inches. Axle to axle measurement was just shy of 63 inches.

Cast wheels were 18 inches at the front and 16 at the back, with two discs at the front and a single at the back, all three squeezed by twin-piston calipers.

This power cruiser was designed by the Los Angeles boys for the American market, because the rest of the motorcycling world was not much interested in cruiser styling, preferring standard or sport. Honda hoped that the numbers would blow the Harley riders into the weeds.

Which they did. Quarter-mile times? Don’t even think about them. The 1,338cc Harley was in the 14-second category, and couldn’t break 100 mph. While the 1,098cc V65? In the 10s!! At 125 mph! More numbers? At $4,000 this V65 was at least three grand less expensive than a Harley.

What Honda had failed to realize was that in the cruising world of the 1980s, style was far more important than performance. Power cruisers would be a passing fancy, whereas Honda’s Fury model of today is a V-twin.

One final note: apparently somebody in the 1980s was selling a supercharger kit for the V65 Magna. Boggles the mind!

Source: RiderMagazine.com

Best Budget Brake Mods

motorcycle brake hacks and tips
Your motorcycle’s brakes are one of the most important components, and routine maintenance is essential to keeping the braking system operating at its best. There are also a few easy hacks to improve braking performance, like replacing stock pads with aftermarket sintered pads and swapping rubber OE lines with stainless steel. Photos by Spenser Robert.

We all like to talk about our motorcycle’s acceleration and handling capabilities, but when you really think about it, being able to stop efficiently is probably the most important thing your motorcycle has to do. Your brakes are critical, but unfortunately brake componentry is often where manufacturers skimp on quality to help keep a motorcycle’s MSRP down. The result can be a soft lever, poor initial bite, crummy modulation, fading under hard use or just plain lack of stopping power.

Not all issues are caused by less-than-ideal componentry, however, which is why the first suggestion for addressing underwhelming brake performance is to bleed the system.

Bleeding your brakes is actually just regular maintenance that your owner’s manual will probably suggest doing every 24 months, and if you ignore it then brake performance may suffer as a result. That’s because over time, brake fluid will absorb moisture out of the atmosphere and air can creep past the seals, making the fluid more compressible and lowering its boiling point. Both of those are bad things for your brakes and can lead to a brake lever or pedal that feels squishy or cause the brakes to fade as they get hot.

So if you’re not satisfied with your bike’s brakes, it might just be time to bleed the system. Make sure you’re using the appropriate DOT fluid — it’ll be printed on the master cylinder lid — lay down plenty of paper towels to protect your paint, and keep pumping that lever until every last bubble is pushed out and you see fresh, clean brake fluid.

If bleeding the brake doesn’t do the trick, the next step is to start replacing parts. And the easiest components to upgrade are your brake pads. Many stock pads are of the semi-metallic variety and designed for general use with a gentle bite for a friendlier feel. That’s fine if you’re primarily commuting or touring, but if you ride your bike hard on twisty roads and want more bite and power when you pull the lever, upgrading to sintered pads is going to increase the friction rating which will net a strong initial bite, more stopping power and better resistance to fading. For more in-depth info on sintered pads, check out DP Brakes’ website. It specializes in sintered pads and has a robust FAQ section online.

OE vs sintered brake pads
Many motorcycles come stock with semi-metallic brake pads (bottom). These pads offer a gentle bite, quiet operation and a progressive feel. They’re good all-around pads, but don’t have as strong an initial bite or as much stopping power as sintered brake pads (top).

Sintered pads will likely be a little pricier than OEM replacement pads, but they’re a simple upgrade and easy to rationalize if your stock pads are worn out. It’s always a good idea to scrub your rotors with 400-grit sandpaper or Scotch-Brite pads before installing new brake pads so the friction material has a fresh surface to bed into. Also keep in mind that new brake pads will need to be broken in with a series of progressively harder stops over the course of 50 to 100 miles.

cleaning brake rotors
It’s important to clean your rotors any time you install new brake pads. A pulsing brake lever — often caused by material buildup on the discs but frequently misdiagnosed as a warped rotor — can also be easily remedied with a quick scrub-down with 400-grit paper.

Another potentially beneficial mod is installing adjustable brake levers. The more the piston in the front brake master cylinder strokes, the more pressure is applied to the back of the brake pads. Installing an adjustable-reach front brake lever can enable you to reposition the lever for increased lever stroke as well as a more comfortable reach. Installing a matching set (brake and clutch levers) boosts your bike’s aesthetic as well as your comfort on the controls.

adjustable brake lever
More lever stroke means more brake pressure, so an adjustable lever with greater reach can net you better braking. Adjustable levers also offer more comfort than non-adjustable stock units, as well as a lot more style and refinement.

After bleeding your brakes, swapping pads and upgrading your levers, things start to get increasingly expensive and complicated. One popular modification is to replace OEM rubber brake lines with braided stainless steel hoses, but you’re not likely to notice any improvement unless you regularly brake in the 90th percentile. Riders that say stainless lines made a big difference are usually just experiencing the benefits of having fresh, bubble-free fluid in the brake system. Additionally, brake lines can be a pain to install, especially on bikes with ABS which often have complicated hose routing.

rubber vs stainless steel brake lines
Stainless-steel brake lines (bottom) don’t flex under pressure and are impervious to heat. However, you’re not likely to benefit from a set unless you are seriously aggressive on the brakes. Replacing the hoses on modern bikes — especially those with ABS — can be a pain.

Likewise, you can upgrade your master cylinder to one with a larger, radial piston or slap on some full-floating rotors, but those are pricey parts, and probably not a good investment for most street riders.

One final — and free — recommendation for squeezing more performance out of your brakes is to practice squeezing the lever — hard! The fact is, lots of people don’t know the limits of their bike’s current brakes, which — even if the lever feels squishy or there’s crummy feedback — are likely pretty powerful if you really bear down on them. So go find a clean, dry parking lot and practice some hard braking. It’s great training and a good way to learn what your brakes are actually capable of.

Source: RiderMagazine.com

17th Annual Blue Ridge Gatherings

Blue Ridge Parkway
The gently curving Blue Ridge Parkway helped us get to the Blue Ridge Gathering — and lots of twisty mountain roads that aren’t so well known. Photos by the author.

The Blue Ridge Gathering is an annual meeting of sport-touring riders in western North Carolina, one of the best regions in the U.S. for motorcycling. In October 2018, riders came from as far as Newfoundland to ride some amazing mountain roads.

“I dug through the archives and the first records are from 2002, so this must be the 17th annual Blue Ridge Gathering,” said Phil Derryberry of Nashville, Tennessee, one of the event’s founders. “The original goal was to bring together Honda ST riders in these mountains, but it’s simply become a gathering of people who like to ride here. It’s not about what you ride, just that you do ride.”

Newfoundland license plate
Just how good are the roads in these parts? Good enough that Jim G. Gow rode from York Harbour, Newfoundland — 2,400 miles one-way — just to get here.

Phil is a self-described 7th generation Tennessee hillbilly. “The first Derryberrys were Adam and Eve — yes, really,” he smiled. “They settled there before Tennessee was a state. Both of my grandfathers were moonshiners and bootleggers at one point in their lives.” Though he’s a software developer and highly accomplished pianist, Phil embraces his hillbilly roots. Part of that, he told me, is knowing the best mountain roads, and he says they’re in these parts.

“People come to the Blue Ridge Gathering with a goal of riding some great roads they’ve never seen before,” he explained by a blazing campfire. “I study maps and explore, so it changes every year. If you’re not from around here, you’re not likely to find the roads that I found.” 

Moonshine Creek Campground in Balsam, North Carolina
Moonshine Creek Campground in Balsam, North Carolina, is ideally situated for easy access to some of the region’s best twisty mountain roads.

I can attest to Phil’s talent finding roads. These aren’t the ones you’ve heard of, like the gently curving Blue Ridge Parkway or the 11-mile stretch of U.S. Route 129 known as the Tail of the Dragon (which crosses into Tennessee). Such roads are fun, but they’re also tourist attractions that get crowded. Phil finds roads that most people wouldn’t, ones with unexciting monikers like Lower Flat Creek Road and Macedonia Church Road. They are challenging, technical and demand each rider’s full attention. 

When riding these roads in a group, it helps to have a simple approach that keeps the group united while everyone rides their own ride. Phil is a proponent of Drop and Sweep. “Some guys who come to the Blue Ridge Gathering have skills close to pro racers and some are relative newbies,” Phil explained. “If you ride to the lowest common denominator, it’s not good for everyone. With Drop and Sweep, you ride your own ride at your own speed, but the group remains a group, just spread out. It’s a safer way to organize a group ride because it relieves dynamics based on skill level. I learned it while I was touring in England and it worked so well I started to use it here.” (To learn more about Drop and Sweep, visit unclephil.us/groupride.htm.) 

touring motorcycle riders
After breakfast, people joining the group ride review the simple rules for Drop and Sweep.
touring motorcycle riders
To learn more about Drop and Sweep, visit unclephil.us.

After riding several of Phil’s roads, I sat down at a coffee shop in Marshall, North Carolina, and asked Blue Ridge Gathering riders about their experiences. “All of us are at least a day’s ride from this area and we think nothing of riding here to ride these roads,” said Ashley Horn, a Honda ST1300 rider from Jacksonville, Florida. “I came here in my pre-motorcycle years for hiking and wished I had a motorcycle. My wife then was a big ‘no motorcycles’ person, so I got a new wife — and a motorcycle. This is my happy place.”

“I first came up here in my car to visit friends,” said Dave Doolin, also of Jacksonville, who came on a Honda Gold Wing. “They didn’t ride and when I was up here in their truck and saw the roads, I was fit to be tied without a motorcycle to ride. Ever since, I come on a motorcycle. This region has become an important part of my life.”

motorcycle camping
Honda ST1300s are still the most commonly seen bikes at the Blue Ridge Gathering, but all riders and bikes are welcome.
motorcycle camping
The Blue Ridge Gathering has always been primarily a camping event.

Wayne Efthyvoulou, a long-time sportbike rider from Easthampton, New Jersey, was on his first long tour aboard a purpose-designed sport tourer, his newly acquired Honda ST1300. He was succinct: “It’s great here.” 

The Blue Ridge Gathering is not a commercial event so riders only pay for a campsite or cabin, meals and gas. (Fair warning: you’ll eat up tires faster than usual!) “What makes the Blue Ridge Gathering different is we take roads that aren’t on anybody’s radar,” said Phil. “Most don’t make the ‘Tour North Carolina’ maps. They’re steep, twisty, challenging mountain roads unique to this part of the U.S. I’d love for people who come to have a great safe ride, enjoy some scenery, talk around a campfire after dark and leave feeling like they learned something. And that’s about it.”

For more information, visit blueridgegathering.com.

Macedonia Church Road (State Route 1326) in Rosman, North Carolina
Steve Efthyvoulou and his son Wayne, both from New Jersey, rest along wonderfully winding Macedonia Church Road (State Route 1326) in Rosman, North Carolina.
Macedonia Church Road
Speaking of wonderfully winding Macedonia Church Road…here it is.

Source: RiderMagazine.com

2019 KTM 1290 Super Duke GT | First Ride Review

KTM 1290 Super Duke GT
Cornering lights get progressively brighter as lean angle increases. Photos by Kevin Wing.

KTM’s 1290 Super Duke GT is a sport tourer that checks all the right boxes. It has a powerful, torque-rich, visceral V-twin, high-tech yet easy-to-use electronics, transcendent semi-active suspension, 30-liter locking saddlebags and enough comfort and wind protection for long-haul days, all in a svelte, lightweight package. Acceleration is addictive. Handling is sublime.

When the GT debuted for 2017, we gushed. EIC Tuttle described it as “nearly flawless, the perfect sport-touring bike for a rider who doesn’t want to give up sportbike levels of engine performance and handling.” The superlatives continued following our six-month, 3,500 mile test: “the GT is designed to excite you more than pamper you…few bikes feel so eager, so ready to take your breath away” (also in Rider, April 2017). No surprise, then, that it was on our short list for 2017 Motorcycle of the Year.

KTM 1290 Super Duke GT
Among the updates for 2019 is a full-color TFT display with Bluetooth and navigation.

Updates for 2019 gave us an excuse to request a new 1290 Super Duke GT for our indulgence…er, I mean, testing purposes. Its liquid-cooled, 1,301cc LC8 V-twin has new lightweight titanium inlet valves and intake resonator chambers for smoother low to midrange torque delivery. Its WP semi-active suspension, which has three modes (Sport, Street and Comfort), has been revised. Other newfangled newness includes an LED headlight, hand guards, cruise control switches moved to the left handlebar, a reshaped windscreen with a manual height adjuster, a redesigned front fairing and the 6.5-inch, full-color TFT display with KTM My Ride navigation we’ve seen on other models. As before, the GT has riding modes, multi-mode cornering ABS and traction control, an up/down quickshifter, keyless ignition and fuel filler cap, heated grips, tire-pressure monitoring and a 6.1-gallon fuel tank.

Even though it’s gained a few pounds (our 2019 tipped the scales at 533 pounds, up from 524), the GT’s on-road performance is every bit as thrilling as it was before; it goes fast, turns fast and stops fast with a level of precision and control that’s hard to beat. On Jett Tuning’s dyno, the 2019 GT cranked out 157 horsepower at 10,100 rpm and 92 lb-ft of torque at 7,400 rpm at its rear Pirelli Angel GT sport-touring radial. Being tall of gear, the 1290 chugs along at 60 mph in top gear at just 3,200 rpm. Set the cruise control and leave your worries behind. Or exit the highway, find a sinuous road and watch the TC light flash as it tames the torque that easily lifts the front wheel on every brisk corner exit.

KTM 1290 Super Duke GT
Deep-lean corners are where the 1290 Super Duke GT really stands out. Its light weight, compact dimensions and stout chassis impart intuitive handling.

Issues we raised in earlier tests — a speedo that reads too high, a low-fuel warning that comes on too early and excessive engine heat on warm days — have yet to be resolved. The first two are easy to live with; the engine heat can be a real drag when you’re stuck in bumper-to-bumper traffic in August, but such may be the price for having such a potent engine right between one’s knees. To my eye, the 2019 styling refresh was a step backwards. All of the sharp angles and surfaces on Kiska-designed KTMs have always been fine by me, but the GT’s new proboscis is too disconnected from the windscreen above it. I’ve always been more of a function-over-form guy, so all it takes is a twist of the throttle to make me forget about aesthetics. Bring on the blurred scenery!

KTM 1290 Super Duke GT
KTM’s 1290 Super Duke GT is a high-tech, high-speed sport tourer that sends 157 horsepower and 92 lb-ft of torque to the rear wheel.

2019 KTM 1290 Super Duke GT Specs

Website: ktm.com
Base Price: $20,499 ($20,599 for 2020 model)
Motor Type: Liquid-cooled, transverse 75-degree V-twin, DOHC, 4 valves per cyl.
Displacement: 1,301cc
Bore x Stroke: 108.0 x 71.0mm
Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch
Final Drive: X-ring chain
Wheelbase: 58.3 in.
Rake/Trail: 24.9 degrees/4.2 in.
Seat Height: 32.9 in.
Wet Weight: 533 lbs.
Fuel Capacity: 6.1 gals., last 0.9 gal. warning light on
MPG: 91 AKI min. (low/avg/high) 35.2/37.3/40.5

Keep scrolling for more photos…

KTM 1290 Super Duke GT
The 1,301cc LC8 V-twin, which gets new titanium inlet valves and intake resonator chambers, churns out huge heaps of torque and a blistering top-end rush.
KTM 1290 Super Duke GT
The 30-liter saddlebags are easy to remove, re-install and pack.
KTM 1290 Super Duke GT
Massively strong Brembos are backed up by multi-mode cornering ABS.
KTM 1290 Super Duke GT
A new headlight arrangement mimics other KTM models, but its overall execution leaves something to be desired.

Source: RiderMagazine.com