2018 Updates

If you are one of the few regular readers of this blog you must be wondering what happened to my posts, as we now reach almost one year without a new post. I don’t have an answer, except that I did try to start making YouTube videos, and I actually made a few videos, and will likely make some more, but not sure about making it a regular thing.  It takes time, something that is difficult to find these days.

The Multistrada and the newcomer, the 1967 Jeepster Commando

I like to communicate, though, so I figure writing is still the best alternative for now, if making videos challenges the communication process.  Meanwhile, I did slow down on my riding, partly due to work, partly due to enjoying other things other than riding, like a 1967 Jeepster Commando, basically all original.

The Jeepster being delivered

Before the Jeepster, though, I did get a 1980 Honda CBX500 that would be a flat-track or urban scrambler project, and is now semi-abandoned. Well, I did give up on that build.

Meanwhile, I’ve been riding and I’ve been attending moto events as much as possible. I did attend the Portland One Moto show, for example. Nice motos!

One moto show 2018

One moto show 2018

One moto show 2018

I did go to a fourth visit to the Death Valley, that adventure-riding Disneyland.

The CB500X on Echo Canyon, Death Valley

The CB500X continues to impress, this time it conquered the Lippincott trail.

The CB500X just before getting on the infamous Lippincott trail.

And I did take my Multistrada to the coast just recently.

The Multistrada, back to the Oregon Coast

Finally, I did attend the 7th Annual Giant Loop ride, two weeks ago, which was the 10th anniversary of this adventure riding brand.

Somewhere on the East Steens, during the 2018 Giant Loop annual ride

With so many toys and so little time, it should be time to start re-thinking the garage.

So many toys, so little time…

More to come!

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If I had to have only one motorcycle, what would it be? (reflections on a trip to the coast)

Today, September 17th, as I’m finalizing this post, it is raining outside.  This is the first real rainfall since June, marking the end of summer in the south Willamette valley.  This post describes a motorcycle ride I’ve taken back in June, at the beginning of the summer.


Riding down from the coastal range towards the coast

That was a long time ago, so much has happened since then.  There is a new-to-me (=old) motorcycle, a 1980 Honda CX500 which I may turn into something else. A tracker? Cafe Racer? Who knows. And then there was the eclipse in “totality” form just north of Eugene. Then we’ve had lots of forest fires, some are still burning as of this morning, let’s hope this rain will end all these fires. It has been an unseasonably hot summer for our region.   Then there were several work-related trips. Then there are the unfinished Death Valley reports, which I still plan to complete. And then the summer is over.

Although summer is over, there is plenty more to happen, the riding season is not over.  But let’s get back to the present time and complete this post, we can talk about the rest later. Also, please note that I have a video at the end of this post, which matches this ride.

A trip to the coast, June of 2017:

Our local BMW shop, together with its sister shop in Tigard, organized a motorcycle ride to the coast.  The announcement mentioned a shrimp boil to be served, free of charge, to all riders at the destination on Fogarty Creek State Park.  Free food?  I’ll be there!  The ride was well organized with four group rides, four options to reach the destination, one street and one adventure route starting from each shop.


Rest stop at northwest side of Table Mountain: Adventure route from Eugene store

I opted for the adventure route and volunteered to assist with the ride starting from the Eugene store.  EMCWOR‘s Scott asked me to be a sweeper for the ride.  Besides being the sweeper, I was doing my regular self-assigned job as photographer, videographer, drone-operator and story-teller.

View of the Pacific from Table Mountain

The sweeper on a ride is the guy who makes sure no one is left behind, makes sure everyone arrives safely at the destination.  It is not an easy job on a motorcycle ride and it gets yet more difficult when it is a dirt ride where there is more chance for things to go wrong, or for people to get lost.  The complexity increases yet some more when there is a larger number of riders involved, which was our case, with a group of 13 riders.

Upfront I can report that despite one flat tire, a small crash, and a fumble here and there on my job as a sweep, we all made it to the coast.  We were the last of the four groups to arrive at the beach, but we had great fun on the way, it became a real adventure route, that’s what adventure riding is all about, right?  On top of that, we rode through some great roads over the coastal range with great views.  It was a great selection of roads, Scott!

Riders getting ready!

I was busy with work that week, lots of complex document analyses and report summaries to be completed and which spilled over to the weekend.  Determined to make it to this ride, though, I woke up very early Sunday morning to complete my reports and upload my last files.  I managed to get the bike ready and made it to the shop as Scott was half-way through the ride briefing.

More riders getting ready

However, I had a problem. I was not able to upload the route on my GPS, as my Garmin Oregon 400 expired, so I used my street GPS, which cannot upload tracks (I just purchased a Montana 680T, more on that later as well).  I did manage to see the route on my computer, I learned about its major intersections, the total distance, but on a dirt road there are many minor intersections. As a sweeper, I should have had a GPS with the track of the route we would be riding on. This, together with a communication problem, would delay us a bit later on.

Honda CB500X, my choice for the ride

There were 12 riders at the shop when I arrived, I was number 13. I knew a couple of the riders from seeing them at the shop, but I’d never had a chance to meet them or have a conversation with them, let alone ride with them.  Practically all of them were riding BMW GS’s (besides me, there were only two other riders on non-BMW motorcycles).

From a quick observation, however, I noticed most of the bikes had seen their fair share of dirt, they had that wear and tear patina you only see on adventure bikes that have been used properly, you know it when you see one.  That was a very good sign, and I hoped this would make my sweeper job easy. It turned out to be the case, even the riders who were on dirt for the first time did an awesome job at it!  It was a great group for an adventure ride!

The route was 129 miles long.  We left Eugene via River Road and from there we took back roads going past Junction City, to 99W towards Monroe from where we got to Alpine road.

From Eugene to Fogarty Park with some dirt roads on the way

If you are from this area and ride motorcycles, you know Alpine Road.  This is a short but great road, especially when it becomes a single-lane road, with great pavement and lots of nice tight curves with mild elevation changes at the east side of the coastal range.

Enjoying Alpine Road

After having some fun on Alpine Road’s tight curves we had our first planned stop at the Alsea Falls, still on Alpine road.

Quick stop at Aslea Falls.

From there we went towards Alsea and got on 34 towards the coast for a short while until we would make a right on a dirt road to start the adventure portion of the route.  During these section of 34, however, the group split into two.  I’m there, the last man on the line, patiently going at the speed this last group was comfortable riding.  This was not a problem at all, I was enjoying the ride and the road at the end of the string of riders.

When we arrived at the Cr-714, also known as Fall Creek road, when we would hit the dirt and gravel roads, the first group had been waiting for us at that cross of roads for a while already and as soon as they saw us coming, and verified we were all there, they took off immediately, and so did everyone on my slower group as well.  I had to change a battery on my helmet cam and did not have a chance to tell anyone I had to do it…

It took me what, some 5-10 minutes to do the job, which included removing the helmet, so I rushed to get to the group, but they had already sent someone looking for me because there was a fork on the road in less than a couple of miles already.  That was the result of a conflict between being a sweeper and trying to capture video as well, the group had to wait for me.

Group waiting for me on a Fall Creek bridge

These roads were great. Well, I love gravel and dirt roads, so I’m biased in thinking very gravel road is good.  From Cr-714 we got into SF52, got on the Siuslaw National Forest and started climbing towards Table Mountain. During this climb we got into two situations.

The first was when we had a quick stop to re-group.  As we were there chatting, we realized one of the bikes had a flat tire.  So here goes a question for you: how many BMW riders does it take to fix a tubeless flat tire?  I’ll let you do the count…

How many BMW riders does it take to fix a flat, tubeless, tire? (can you imagine how many it would take if it was a tubed tire?)

Nonetheless we had a great amount of laughs while fixing this tire, plenty of electric tire pumps were made available, for example (each one claimed to be more powerful than the previous).  We also got a lesson on using plugs when Scott came to the rescue with the right tools for the job and the right technique to fix it in one try, a fix that lasted the entire ride (as far as I know).

Scott showing how to get it done

The second issue happened right after we started going again, when the last rider of the group, the rider just ahead of me, lost connection with the rest of the group on one of the many forks on the road.

The fork on the road… that little speck of light on the left is the rider waiting for me

When I got to this fork he was waiting for me, some 50 yards into one of the roads, and told me he had not seen anyone when he got to the fork.  Because I did not have the track on my GPS, I was relying on motorcycle tire tracks to find the right way on these seldom traveled roads.  I did not see motorcycle tire tracks on the road he was in, so I told him I was going to “check for tracks” on the other road and turned around, back towards the fork.

In retrospective, I should had been more clear with him. I should had said “wait here, I will check for tire tracks on the other road”.  I say this because as I turned around and started going down the road back to the fork I saw him taking off on the other direction, continuing on the road he was in. I wrongly assumed he was going to find a spot to turn around. I got to the other road and very quickly saw the motorcycle tire tracks and knew this was the right road.

Clear, fresh motorcycle tire tracks on the other road

I waited for the rider… and nothing.  Maybe he is waiting where I saw him last time? So turned around again and went back to tell him what was the right road and… and where was the guy?  I couldn’t believe he would continue on his own, and to summarize my reaction to this, when I kept going and not finding him, hill after hill, when I topped a larger hill about half a mile into this other road and there was no sign of him I heard myself exclaiming out loud “puta que o pariu” in Portuguese, which, loosely translating to English, means “oh dear”.

I rode about another mile until I found him stopped at the next intersection.  I helped him turn his bike around and we got to the right road just when we encountered someone coming back looking for us.  That was a failure on my job as a sweeper. At the same time, one thing that happened a few times on this ride was that riders failed to use the important rule of group rides which is to wait for the following rider, make sure they see you, at all intersections.  Well, we were on an adventure route, right? This is what makes a ride interesting, but certainly it is something that can be avoided.

Lost rider waiting for me at intersection

We got back with the group and continued climbing, traveling around the west side of Table Mountain and arrived at a clearing on the northwest side of the mountain, where we had a stop to enjoy the nice vistas.


We could see the Pacific Ocean from there, always a nice and welcome view in my book.

Nice view of the coast range and the Pacific Ocean

From there we continued our way down towards the coast.


Group leaving, going down towards the coast

That’s when we had a small incident, when Scott stopped to check something on his bike, one of the riders did not manage to stop on the gravel road.  It was a steep descent, and this rider’s bike had street biased tires.  The good thing is that it only caused minor material damage, the rider was okay!


Picking up fallen motorcycle

After picking the bike up, checking the rider for his well being, certifying that all was good with rider and bike, we continued our way down towards Toledo.  At some point we got into some nicer and wider gravel roads, those roads that are perfect for throttle sliding, and we finally hit pavement very close to Toledo.


Going through downtown Toledo

On the other side of Toledo, instead of traveling to Newport and taking 101 we continued north along the Siletz river, on a road that goes parallel to 101 until the Siletz river turns west toward the Pacific, where we reached 101 a few miles north of the Fogarty Creek park.  At this point I considered my job done.  I waited for some riders at the entrance of the Fogarty Creek park, and a few other riders were taking a long time to arrive.  I figured they knew where to turn.  I did check that they arrived.


Many riders from the other three groups had already left by the time I got there

And that was it, when I got to the parking lot, many riders had already left, going back to Portland or Eugene, or whatever was their home base.  The good thing is that, despite being the last group to arrive we had had a great adventure and, most importantly, there was still plenty of food left.  Thanks Madelyn!


Plenty of food left for us, the last group to arrive

I didn’t stay long on the beach, soon after eating I got back on my bike and rode home, going south on 101 to Florence and from there taking my old friend, highway 36.  About my job as a sweeper, well, what can I say, I would give myself a low grade.


Mostly our group, enjoying the food

I realized this was my first time taking the Honda to the coast.  I will need to take it back there for a more adequate introduction.  The bike performed really well on this trip, it did about 260 miles on this loop, it sipped fuel, and it showed it can play with the big guys.


Back home, another mission accomplished (I need to tidy up this shop!)

However, no matter how much I like this little Honda, from my experience riding BMW R1200GS’s, from what I saw on this ride, and what I’ve seen on other rides with friends of mine on these bikes on all sorts of terrains (Mengel Pass comes to mind), I can see how these BMW’s do everything very well.

Yes, they are heavy beasts, riders may need some help maneuvering their bikes on tight trail spots, or lifting them from the ground when they drop them.  But once they get going, they basically traverse any terrain with ease.  They have that strong down low torque offering great tractability at slow speeds, they are engaging on pavement, and they tour well offering great comfort and pack all sorts of riding technology.

My Honda does not try to do all of that, and I have other motorcycles for when power or comfort are required. However, if I had to have only one motorcycle, and it needed to do it all, I have no doubt, it would be a water-cooled BMW R1200GS.  It remains top of the heap for touring and adventure riding. In 2020 I may go on a trip to Alaska, a BMW Rallye could be the ideal motorcycle (if it will still be made by then).

Here is a video of this trip to the coast:

Thank you for reading (and viewing the video).

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Going to the middle of nowhere! (A Motorcycle to have a beer with!)

I know, sentences should not end with prepositions. Would you prefer if it read “a motorcycle with whom to have a beer?” No, right?  And second, I know motorcycles are inane objects, and hence have no “soul” and no capacity for empathy, let alone the capacity to have a beer. And third, yes, the beer is only for me.

2015 Honda CB500X Rally Raid

The point is that this motorcycle is unique in many respects, especially when adding the Rally Raid adventure kit.  It is reliable and it is light enough to be picked up should/when I drop it on solo rides. It manages traffic speed on two-lane roads well, it likes curves with very light and fast response on turn ins, it is comfortable and it does not vibrate too much with its parallel twin motor at cruising speeds (60-75 mph). You can travel long distances with it.  It can basically do everything other adventure bikes do in terms of travel and conquering rough terrain, and it sounds good and is enjoyable to ride on top of that.  And it does all of this without breaking your bank account.

2015 CB500X at Santiam Pass

If you want to find faults, yes they are there. One of them is that it is not too engaging on pavement. With its 48 hp it can manage speed, but it won’t taunt you to go faster.  And travel on free-ways could be a problem, if traffic is flowing at 75-80 mph.  It will do it, but the motor becomes a bit strained past 75 mph if that is the desired cruising speed.  And if you want to travel two-up, well, than it will depend on your size how much you both weigh to see if the bike can manage it. It will be cramped especially if that includes travel gear. But its real downfall, let’s face it, is that it won’t score you any points when you park it in front of your local Starbucks.  I like it exactly because of that, it is an underdog in the adventure riding world.

CB500X at the Santiam Pass, Oregon

This post is about a trip I took to a campground in the middle or nowhere, the Barnhouse Campground, a few miles east of Mitchell in the middle of the state of Oregon.  A beautiful location, close to several historical and geologically important areas, but on itself the area of the campground is just a patch of woods on the side of a tall hill, surrounded by miles of beautiful nothing.

View from 100feet above the Barnhouse campground, looking north

This trip served as one missing test on the CB500X:  how will the CB500X behave on a long riding days when loaded with full camping gear?

At the Barnhouse Campground, near Mitchell, Oregon.

Aside from an opportunity to ride the CB500X, the inspiration for this trip was to meet friends of mine, from the time I lived in Ohio, on a campground location somewhere in Oregon.  This is something we’ve been doing every year since we moved to Oregon in 2005.  The plan for this year was to camp somewhere in the Snake River but after we learned some areas would be closed due to snow we moved the meeting to the Ochocos area.


Bird’s eye view of the area, from the campsite.

The last time I’ve been on this area was in 2008 when I used to ride the BMW F650GS Dakar. I had forgotten how beautiful this area was, with plenty of nice vistas with the scale that gives that perspective of big sky.  Any deviation from the main roads of the region will give you the sensation of being in the middle of nowhere.


Beautiful nothing for miles and miles

The round trip total was 457 miles in two days of travel.  This was a reasonable distance to test this motorcycle’s capacity to handle 200+ miles daily distances with varied sets of roads and carrying camping gear.  On the way in I mostly took regular two-lane highways (126 and then 26) and on the way back I picked some gravel roads and one-lane country roads (forest roads 12 and 42 before returning to 26 and then 126).  The bike handled everything very well.

Traveling on Highway 26, close to Mitchell

I wanted to take Highway 242 but it wasn’t open for the season yet.  Later on in the Summer I will have have to go back that way with this bike for the traditional shots I take with my bikes with the Sisters mountains on the background.  The alternative was to stop at the Santiam pass for some snow capped mountain shots.  Not the same thing, but it will do for now.


At Santiam pass

I left the house at 11am with about half tank of gas, and at more than 200 miles ridden with one tank of gas I stopped to re-fuel in Sisters. The bike took 4 gallons of gasoline averaging more than 50 mpg. Not bad for the mountain climb. Speeds were between 60 and 70 mph, mostly 65 mph. I continued the trip and arrived at the campsite at 4pm, just about time to have a nice cold beer which I carried on a small ice box on the left pannier.


Will the beer be good after 200 miles of travel on this bike?

See, I had to test this important capacity as well (will the beer arrive in good condition for drinking)? The answer is yes!


Just perfect!

I set the tent, and enjoyed a great time with my friends. By sunset we walked to the edge of the hill, to capture some images.


Drone shot of the sunset

I didn’t realize until the sunset that Mount Hood was visible more than 100 miles away.

Mt Hood visible more than 100 miles away

That was a short visit. The next morning I started my travel back to Eugene.  I went back using country roads per recommendations of a riding friend who had been on this area before, following state forest road 12 south from the campground until I hit 42 from where I turned west towards Prineville.  I was surprised by the beauty of the area, the road follows a ridge and goes through open fields alternating with areas of sparse trees and areas of forests.


State Forest Road 12

When still on gravel roads, I was basically by myself the entire time.  The road was well groomed allowing good speeds.  I went past a few patches of snow on the sides of the road, at about 5,700 feet of elevation, which worried me a bit.  If it turned to be impassable I would have to return and go back via 26.

Patches of snow on the side of the road at 5,700feet elevation

It turned out not to be a problem, travel went on very smoothly. Once I hit 42 I turned west, toward Prineville.

State forest road 42

Pavement started on 42, first as a single-lave road, as we descended from the ridge. Always nice landscapes.

Windy road, with good portions rated G1 on Butler maps (“steep climbs, tight switchbacks, deep canyons and million dollar views”).

State route 42 is rated G1, G2 and G3 on Butler maps, which are considered best roads for riding motorcycles.

Still on state route 42

From single-lane it turned to two-lane, I started seeing more traffic, bu the road was still nice and surrounding beautiful landscapes.

On 42, at this point perhaps straight south of Mitchell

Continuing on this road, as some traffic appeared, the motorcycle had not problems overtaking slower vehicles.

Overtaking slower traffic No problems.

In no time I was back on 26, then Prineville, Redmond and Sisters, where I refueled again, after 222 miles with one tank and 3.8 gallons of fuel.

The bike and the three sisters.

Because it was the end of the Memorial Day weekend, I found a lot of traffic leaving Sisters, when all roads converge for about 30 miles into one road to go over Santiam pass. It took quite a while for traffic to move freely, and once again one has to think why, oh why lane filtering (splitting lanes) is not allowed in Oregon.  I had to constantly check my mirrors for who was following me, worried about the sudden stops of traffic, with fear of being run over by a distracted driver on those highway stop and go moments.

Heavy traffic leaving Sisters

Anyway, we made it home.  The bike proved to be very nice for these long trips.  It was loaded with camping gear, photo equipment, including a drone.

Made it home!

In total, we traveled 457 miles (730 km), with an average of 49 mph moving speed.  Maximum speed was 85 mph, when passing a row of cars on the climb to the Santiam pass on a passing lane (that was the speed of all cars that were on the passing lane – I was just following traffic, officer, either that or they would run me over).

457 miles

Before unloading the bike, and firing the grill for a celebratory barbecue, I served a cold beer to review video and photos from the trip.

Having a beer “with the bike”

As the bike, still seating outside the shed, still with all gear on, appeared to be looking on, I cheered it for the great adventured it had taken me on.  This little bike, an underdog of sorts in the adventure world, is a great machine, like a good friend with whom you want to have a beer after an adventure.

Yes, it is small and yes, it would be great to have some 20 extra horse power…  If it were to be my only motorcycle, I would consider 48 hp to be a problem. For now, should the urge for HP come knocking, I have two options at an extra 30-something on the Triumph or an extra 100 hp on the Ducati.

In the middle of nowhere with the CB500X!

Outside of that, and for the time being, this is the bike I look forward to riding when the idea is to have some fun around town or on a camping trip in the middle of nowhere.  Meanwhile we keep and eye on Yamaha and KTM, should they deliver something special (as light as the CB500, but with about 26 and 45 more hp respectively).

Thank you for reading!

Posted in Riding the Honda, The Book | Tagged , , | 5 Comments

A Perfect Motorcycling Sunday (The 2017 Oregon Vintage Motorcyclists Corvallis Show and Swap Meet)

I’ve been researching and writing about motorcycles for years and I’m still a newbie when it comes to general motorcycle knowledge and history.  Last weekend was perfect to remind me of how much I don’t know about motorcycles when I attended the Oregon Vintage Motorcyclists (OVM) show in Corvallis.

Oregon Vintage Motorcyclists Show – May 2017

Last Sunday was also a perfect day for riding, the warmest day of the year so far around here, and it turned out to be a perfect opportunity for me to learn more about Indian motorcycles, the featured marque at this year’s OVM show.

OVM Featuring Indian Motorcycles in 2017

I’m privileged to have met very knowledgeable motorcyclists from whom I’ve been learning about motorcycles.  Last weekend I spent time with Doug and Carl as they prepared and loaded two very special and rare Indian motorcycles to take to the OVM show in Corvallis.  Besides talking motorcycles, spending time with them gave me an inside perspective on what it means to own an older motorcycle.

OVM 2017

My participation in the action started Saturday, when I helped them load their motorcycles to take to Corvallis.

Loading the 1921 Indian

We took Doug’s 1921 Indian to Carl’s, where he was setting up his 1958 Royal Enfield Indian for the show. Every load and unload of the bikes followed a lot of conversation about motorcycles. Just to unload the Indian it took us about 30 minutes. It was one minute of actual moving the bike and 29 minutes of story telling. Great stuff, my friends.

Doug and Carl unloading the Indian took 30 minutes: 1 minute to unload, 29 minutes of stories

This 1921 Indian is quite a piece of machinery.  It was great to take a closer look at this bike, learn how builders took care, in the 1910’s and 1920’s, of mechanical challenges we take for granted today.  There was a time we worried about how manual chokes on cars and motorcycles operated.  New riders and drivers of today probably don’t even know what a choke is, let alone what it does, as the basic concept of managing fuel and air on a cold start motor is managed by computers.  And to think that on this 1921 motor, where you manually injected a dab of fuel in each cylinder head on cold starts, a manual choke would had been a high-tech, luxury item?

What about the oil pump? It is manual. Chain adjustment? Move the transmission or the rear wheel, depending on what chain you need to adjust and adjusting the one that goes from the engine to the transmission will require you adjust the one going to the wheel. A distributor? The bike requires manual adjustment to advance or retard the spark. Brakes? Only rear brakes, and then it is not much better than what we used to find on bicycles 20 years ago.

Side valves

Riding skills at the time guys were racing these bikes were of a different sort than today’s. It required the rider knew enough mechanical knowledge to keep the engine running, and knowledge to make it perform at its best, a heavy dose of courage mixed with high levels of insanity, and then, yes some riding skills as well.

In contrast, today’s riders often complain about bikes with traction control, ABS, “too many nanny features” they say, as they ride motorcycles with excellent and linear acceleration, sticky tires, and disk brakes that can stop the motorcycle with a one finger operation.  They should be riding a motorcycle with no front brakes, to adjust their feel to what really are “nanny” features on today’s bikes. Where do you draw your line?

1921 Indian: a race motorcycle of the time, power plus motor on a Scout frame

The bottom line is that innovation is inevitable and we all ride safer today and require lower insanity levels to conquer the hills.  What we take for granted today (or complain about today) is exactly what gives especial value to these older motorcycles and the riders of that time.

This 1921 Indian, which actually is not a production motorcycle but a motorcycle built for racing, can be considered very primitive, but everything that made it run fast was well thought out. Today it is a working piece of art, a quick study of its details will teach you a lesson in motor operation, and I bet you will find beauty on the solutions they invented to made it work. It is a photograph, a frozen image, documenting where we were in technological development 100 years ago.

Carl’s 1958 Royal Enfield Indian is on another level of innovation, it is another picture of technological development of another era.  Motorcycles by this time were more popular and when compared to the 1921 Indian they are high-tech what with the manually operated choke, drum brakes, front forks with integrated springs and shock absorbers.

1958 Royal Enfield Indian

One of the interesting aspects about this motorcycle was to learn the marketing strategies of those days were not too different than what we see today. Royal Enfield badged their motorcycles with the Indian brand as a strategy to expand its presence in the American market.

The Indian badge

Royal Enfield Indians were exported with the Indian badges beginning in 1955 and through 1960, from what I learned, although Royal Enfield motorcycles were being sold by Indian dealerships already before that time.

21K miles, very low miles!

Carl’s motorcycle is a 500cc twin, built on the Royal Enfield Constellation frame.

1958 Royal Enfield Indian

On my internet search to find out more about these bikes I came across a slightly different model, a 1958 Indian Woodsman, which was an American dealers request for a scrambler version of the Royal Enfield Indian.  Although this is also a 500 cc parallel twin, there are many differences between this bike (photo below) and Carl’s bike.

1958 Royal Enfield Indian Woodsman (photo from “Bring-a-trailer” site

These bikes are part of the “scrambler” movement of that time, which included Triumph, Ducati, and Honda motorcycles among others during that time.  Ducati’s Scrambler line was also an American dealership request, brought to market in 1962. Which reminds us of how much power dealers had, during those days, in shaping what the motorcycles looked like. Today motorcycle companies have marketing departments, design teams, it is a much more sophisticated operation.

Anyway several hours of story telling later we managed to spare 10 minutes of time to load the two bikes into the trailer.

Bikes loaded, ready to go!

Sunday morning Carl drove the bikes to Corvallis.  I joined Doug, riding to the OVM in Corvallis.  Because Doug was going to ride his 1000 3C Laverda, a triple cylinder motorcycle, I decided to take my triple as well, so the Triumph Tiger 800XC was prepped for the trip.

Getting the Triumph Tiger ready, first ride of the year: check oil, chain lube, tire pressure

I met with Doug at the Friendly’s market.

At Friendly’s market, the Laverda 1000 C3 (looks great, sounds great)

Soon other riders showed up, the Friendly’s market is a gathering point for Sunday rides in Eugene, and we became a group of five riders going to Corvallis.

Leaving Friendly’s market

On the way I worked with the guys to take some drone shots but I failed miserably. The drone was reading a “magnetic proximity” error when I tried to start it from the motorcycle, and did not operate properly.  I managed to untangle the drone issues in Corvallis.

On the way to Corvallis – stop to film with the Drone, fail!

At the Oregon Vintage Motorcyclists Show

We made it to Corvallis after the drone fiasco.  This was my second time attending this event, great to see so many nice motorcycles available for display, bump into old friends, and enjoy the overall atmosphere.  Here are a few photos.

The Indians




Various other motorcycles










These are just a sample of the many interesting motorcycles that were shown at this year’s OVM.  It was well attended, as always, which makes the parking area an interesting area to look at bikes as well.

The president’s choice for this year’s OVM was the 1912 Indian.

1912 Indian, President’s Choice for this year’s show

And Doug’s bike got the popular vote for best in the featured marque for this year’s show.

Doug’s 1921 Indian was voted best motorcycle of the featured Indians

And that was it.  We rode back home and went through a similar process to unload the bikes: a few minutes of action, lots of minutes of motorcycle stories.

Unloading the motorcycles: More story telling, little action.

It was a perfect day, including an Indian Pale Ale and a nice burger at Meiji’s with great friends after all bikes were unloaded, the trailer was parked, and all gear was put away.

IPA at Meiji’s

And I concluded the action with a walk back home, crossing the train tracks into the wrong side of town.

More Sundays could be like this one.

Thank you for reading.

Posted in Random Thoughts, The Book | Tagged , , , , | 2 Comments

KTM 790 R and Yamaha T7 / 700XTZ Ténéré: Are Hardcore, Adventure-Rally Motorcycles Finally Coming to Market?

Are you ready to acquire, right off the showroom floor, a light weight, twin-cylinder, hardcore adventure motorcycle? Something that you can take on a long adventure ride but which you can also engage on a rally-style ride if you so desire?

Yamaha T7: will it be the first to deliver a true adventure-rally machine?

Ladies and gentlemen, I think we are closer than ever to finally have this option available.  I’m not telling anything new here, we all know Yamaha and KTM have officially informed they are working on adventure motorcycles that are light and built for the off-road.  We also know these two companies are serious when it comes to designing and producing adventure or dual purpose motorcycles.  Therefore, there’s hope at least one of these two bikes, hopefully both of them, will be what we’ve been waiting for a long time.

One of these bikes is the Yamaha 700XTZ Ténéré, based on the T7 concept Yamaha presented at EICMA 2016.

2018 or 2019 Yamaha Ténéré XTZ700

The other is the KTM 790 R, or adventure, which will be built around the new 800cc parallel twin motor developed for the KTM 790 Duke, presented at EICMA 2016 as a concept.

2018 or 2019 KTM 790 Adventure or R

The names I’m using for the Yamaha (700XTZ Ténéré) and the KTM (790 R) are educated guesses based on how these companies have named their bikes in the past. T7, the official name of the Yamaha concept, an obvious short version for Ténéré 700, could as well become the official name of the production motorcycle.  I assume the KTM will have an R or SE R (super enduro) version of this adventure model.  The “R” would be similar to what KTM offers on the 1090 and 1290 adventure lines.  The SE is a reference to the super enduro version available in the KTM 950 line in 2006-2008. That would be something, right?

We don’t know much about these bikes at this point, we will likely come across more information about them along the way and we will report it here.  Otherwise we are left to our own devices to speculate at will.  Here goes a brief description of the long journey it took the industry to finally hint at building these bikes, my thoughts about why we are getting these kind of bikes now, and what I expect these bikes will realistically deliver.

The long journey… Unicorn or new Goldilocks?

Will these two bikes be what we (well, realistically speaking, some of us, maybe a few of us) have been expecting for a long, long time?  On the adventure riding world the term unicorn has been used to describe that elusive light-weight, multi-cylinder, rally-ready motorcycle which is also ready for adventure.

We are talking here something that weighs 400-440lbs (under 200kg) ready to ride, with great off-road performance, built around a twin-cylinder motor, with reasonable power (my numbers would be 70-90 hp), and capable of reliable long distance adventure riding.  That’s my set of numbers, my goldilocks set of numbers, what would make this bike just right for me.  I’m not looking at a single cylinder motorcycle, nor looking at something that is heavier than 200kg. Hopefully less than 200 kg, something that is not currently available as a production motorcycle.

Dream on, it is impossible to build such a motorcycle, what you want lies only on your imagination, a Unicorn, go get a single-cylinder motorcycle many in the riding community have said. 

Some riders have defied the general opinion that these bikes cannot be built and managed to create their own motorcycles.  Perhaps they have paved the way to changes in the industry we may be witnessing today.  By actually building something themselves, they prove it can be done.  That’s the case of a few mechanically skilled, independent creators here and there who have built one-off rally machines based on existing motorcycles and motors.

One favorite motor for these builds is Honda’s 470 cc, 48 hp, parallel twin, 180 degree crank motor of the Honda CB500 (a bit low on power but actually plenty good on a light weight frame and even on the CB500X itself).  There are at least three builders as far as I know who have put the Honda CB500 parallel twin motor on a Honda 250cc dual-purpose frame (CRF250L) and they claim great results from those applications.

The bike depicted below, built by Michael Kozera, weights around 360 pounds.  48hp matched with that lower weight seems like an extremely reasonable match, great power-to-weight, and then you add the reliability of a Honda motor, and the smooth operation of this motor and voilá, you have a great hardcore adventure machine which should be capable of long distance travel as well.

Michael Kozera’s CRF500L (CRF 250L with CB500X motor)

There are others with less radical approaches to resolving this issue, like Rally Raid in the UK, produces kits and accessories to modify existing motorcycles.  One set of kits was designed for the Honda CB500X, turning it into another option for this missing link on the adventure motorcycle spectrum.  This kit uses a Honda CB500X as a base and from there it provides a 19-inch front wheel, better suspension, and spoke wheels among other strategically designed accessories. Modifying an existing motorcycle will likely not produce a seamless result, but it shows people are working on solutions, proving that if something is not available, it doesn’t mean it can’t be done.

2015 Rally Raid Honda CB500X

The CB500X with the Rally Raid kit, level 3, the most “adventure” kit they make, does very well, extremely well actually, power slides on gravel roads are easy and fun when you can twist the throttle with abandon.  The bike does two-track roads very well, manages sand superbly, and travels on deep gravel well enough.  I know, I’ve taken it twice to the Death Valley, it has done the infamous Mengel Pass and a few other rough canyons in that area!

However it has the limitations inherent from being based on a street bike: its clutch’s narrow friction zone especially when tied to the street motor’s narrow torque band and the weight of the motorcycle, besides the absence of a 21-inch front wheel, and the although improved, still narrow suspension travel makes it hard to ride it on technical terrain. So yes, there are limiting factors, it is not a rally machine, but these factors could had been resolved by Honda if they had built this bike from the ground up with an enduro/rally application as the end goal.  Rally Raid proves it can be done.

I don’t have Michael Kozera’s skills for building a machine like what he built, therefore, and despite its limitations, the Rally Raid Honda CB500X is my compromise for now, as there is nothing out there yet, around 200kg (440lbs) or less, with two cylinders, that would take its place in my shed if the focus is rally, adventure, or back-country riding. At about 440lbs the CB500X is light enough to allow for plenty of adventure riding and it is still very comfortable on long road rides. It is a solid motorcycle that delivers good fun.

CB500X Rally Raid Level III kit: Ready for adventure – at Titus Canyon, Death Valley 2017.

Let’s not forget Aprilia. They have built multi-cylinder enduro bikes in the past, the RXV 450 and 550.  They are perhaps the best example of what can be done with two-cylinder motors while still keeping it light enough for off-pavement adventures.  These bikes have a 77 degree V twin motor matched to a dirt bike frame and vocation.  These bikes were short-lived, and the few people who owned them say these bikes were/are great, as long as they worked/work (they were famous for not being reliable, but that is another issue).

2009 Aprilia RXV 450 V-twin

Finally, at the extreme end, you would have KTM’s 950 SE and BMW’s HP2 Enduro.  Those bikes were the closest thing ever made by a manufacturer as a hardcore adventure machine.  At about 450lbs, both were on the heavy side.  But still, rated at 90+ hp and with an off-pavement purpose these bikes were plenty good.  Both were short-lived. The KTM being available for only three years (model years 2006 to 2008).

KTM 950 Super Enduro R

The KTM 950 SE R, the BMW HP2 Enduro, the Aprilia RXV series, the Rally Raid effort based on the Honda CB500X, as well as the individuals who have put twin cylinder motors on dual-purpose bike frames show that, technically speaking, it is possible to build light-weight multi-cylinder rally machines.

If it can be done, then why manufacturers don’t build them?

If it is not a technical issue, then what is preventing us from having a production-based, light-weight rally-adventure (or adventure-rally) beast? The answer can only be a market issue, likely in association with an industry bottom line issue.

First, perhaps most important of all, we haven’t had enough customer interest to justify building such a bike.  Such a bike would certainly be too expensive for its size and displacement.  Go to the motorcycle forums and you will see people already comparing these speculated bikes from Yamaha and KTM to Suzuki’s V-Strom 650, or talking about wanting a low price adventure motorcycle. Nothing wrong with a V-Strom, or low price motorcycles, but it is not what some of us want. I fear we have been a small number of riders in the world who want such a light weight hardcore adventure machine.  That is why production motorcycles such as Aprilia’s RXV series and KTM’s 950 SE-R series did not last. There is a strong following for these motorcycles, but it is coming from a small group of riders, not large enough to justify their continued production, to take these motorcycles from being a niche product to a mainstream product.

KTM 950 Rally, the last twin cylinder to win Dakar, 2002

Second would be the Dakar race, which is the inspiration for what has become the adventure motorcycle sector, limiting motorcycles to single-cylinder 450 cc motors. This could be playing a major role here, eliminating the industry’s incentive to produce twin-cylinder middle-size rally-style motorcycles.  It would help with the important cool, hardcore factor for such motorcycles, something that could move them from niche to mainstream.

Third, there is no question, the Charlie and Ewan Round the World and Long Way Down series has pushed the adventure riding community toward the larger displacement motorcycles.  Maybe they have created the large adventure motorcycle community, they certainly inspired many to think about the BMW 1150 and then 1200 GS models to be the end all be all motorcycle for round the world travel!  We are still on the shadow of the impact from those nice videos, although they are becoming a thing from the past.  Nothing wrong with Charlie and Ewan, I enjoy watching and re-watching both series.  Just that some of us (and maybe more are joining our team now) have always wanted  something different, more nimble, more hardcore.

Fourth, and probably related to all the above statements, we know the industry relies on profit, nothing wrong with that either.  Manufacturers maximize profit by selling upscale machines or on volume of sales of popular machines (or a combination of both along a gradient towards more upscale motorcycles). Niche products that are not on the top of the scale do not get a space under the sun in this very realistic, financial bottom-line scenario.  We all know this, and we understand how this works.

Therefore, unless something changes on this scenario, nothing is going to happen. I’m betting on a change. Reasons 1 and 3 on the above scenario are probably the ones making this happen.  That is, midsize adventure machines may have a new popular machine in the Yamaha and a more fashionable, cool machine in the KTM.  These bikes will be less of a niche, and hence there is a build up for the economies of scale needed for the industry to justify the investment on such motorcycles.

A new vision of what is goldilocks for an adventure motorcycle would start making sense to more riders out there.  Having said that, I hope these bikes won’t be watered down for the larger population and disappoint the few of us who want something special and are willing to pay the price for that.  But how are we getting there?

A Detour on a Tipping Point Example

Just recently I started hearing the term goldilocks in reference to motorcycles, starting with the Ducati SuperSport and the KTM 790 Duke concept.  In the Ducati case, goldilocks was used to describe it as a sports motorcycle with non-radical sport riding ergonomics, with reasonable power (not too much, not too little, just right, at its 113 hp), easy handling, and sufficient level of electronic riding aids (three levels of ABS, Ducati’s typical 8-level traction control, and up and down quickshifter with throttle blip on the downward action) and on top of that, it looks like a real sports bike (it carries clear hints of a Panigale in its design). It is just right for many riders out there! Heck, I want one based only on the reviews I’ve read and seen so far.

2017 Ducati Supersport S – Just Right?

The KTM 790 Duke concept is another example.  With the new 800cc parallel twin motor expected to deliver close to 100hp, it has been described by KTM themselves as a new direction, away from the top displacement and power machines, this machine is about more focus on light weight and handling. Here is text from Motorcycle Magazine, describing and agreeing with KTM’s direction:

As KTM rightly points out, with the 1301cc 1290 Duke already in its line-up, there’s not much point in trying to go bigger or more powerful. So instead the 790 Duke focuses on light weight and handling. And when the production version shows up in around a year’s time it looks like it might be able to hit a Goldilocks zone in terms of power, weight and price. Not too much. Not too little. Just right.

Maybe the KTM 790 and the Ducati Supersport are a great sign that leading motorcycle manufacturers, and riders alike (because as I mentioned earlier, we are the ones who buy the products and ultimately decide whether they are a success or not), are reaching some level of agreement, of the tacit kind perhaps, that there is room for common sense, after all.  We may be tilting to more interest on mid of the road numbers for horse power, weight and performance.  But these bikes need to be cool, they need to deliver performance.  This is where technological advancements play a role, as these machines  deliver usable performance and riding enjoyment for a greater number of riders.

KTM 790 Duke Concept: 800cc Parallel Twin

This is what I’m reading between the lines of the reviews of the Ducati Supersport. The great majority of journalists have written very positive reviews about  this Ducati, no one criticized it for being too easy to ride, or for not having enough power. Quite the opposite as a matter of fact, it seems all of them welcomed those very concepts as positive remarks about this motorcycle.  I project the Supersport will sell very well for Ducati. The 790 Duke should follow the same path both on journalists’ reviews and on sales.  And this is paving the road for a new cool and still hardcore group of machines.  It is where common sense meets performance.

You may see this as a compromise. In my case, the fun of riding (not the fun of owning a motorcycle, necessarily) does not reside on the portion of the performance and power band I never use (the one I don’t have the skills to use), instead it is based on how well the motorcycle delivers performance where I can afford to use, which is at the middle and top end of my comfort zone. I like motorcycles which I can use most of the power and performance it offers, which happens to be the motorcycle’s sweet spot. This motorcycle still needs to offer a margin of performance for me to explore my riding boundaries, go faster or learn new tricks.  It needs to challenge me but not overwhelm me.  I feel like I’m cheating when riding something that has a performance limit I will never reach. Worse yet are the high performance motorcycles which actually limit how much riding I can do with them.  I don’t want a motorcycle for others to think how good a rider I am, I want a motorcycle to maximize my joy of riding.

If these two mid of the pack motorcycles, the Supersport and the Duke 790, are indicators of a change taking place in the sports and naked bike world, where motorcycles which fall within a revised, new perspective of what is a goldilocks zone in terms of power, weight, performance, and price, and they become the new wave of popularity in their fields, could that also happen in the adventure world?  If so, what would the equivalent “just right” motorcycle be in the adventure world?

The goldilocks approach for adventure motorcycles for me, mind you, will be a mid-size adventure motorcycle that:

  1. It is not necessarily an entry level motorcycle as price goes.  That is, being lighter and more compact should not equate with it being a lesser bike, quite the opposite, actually.  I’m not looking for an adventure-styled motorcycle built with inexpensive components that best suit street riding.
  2. It has compromises, because the machine is geared for riders who want it to perform well on off pavement roads, even ride rally style if they so desire and have the appropriate skills.  Meaning it will have spoke wheels, suspension travel, good quality components, engine/clutch performance for technical riding, but will be light.  At a minimum it needs to have the bones (low weight, twin cylinder motor, suspension travel and wheel size) to be made into an adventure/rally machine using bolt-on parts.

To summarize, I’m not looking for a less expensive adventure-styled motorcycle that is more appropriate for city riding (we already have the Honda CB500X, BMW F700GS or Suzuki’s V-Strom 650) or a heavy or middle weight motorcycle (such as the BMW F800GS or Triumph Tiger 800XC and all the larger adventure motrcycles).  I’m looking at a motorcycle which was designed from the ground up to deliver solid adventure and rally performance.

Perhaps the Panigale and the Super Duke needed to exist before the new Ducati Supersport and the KTM 790 Duke would make sense the same way a BMW R1200GS, a Yamaha 1200 Super Ténéré or a KTM 1290 R needed to exist before something else at a smaller scale would make sense in the adventure world.

What is the tipping point that will make this happen in the adventure motorcycle world? These bikes certainly need to be cool, as mentioned before.  They also need to be hardcore enough for people to spend the money considering they are not going to be the largest or the most powerful motorcycle out there, but will not be inexpensive either. People need to see value on what this bike can deliver, when they compare it to a BMW R1200GS or a KTM 1290 Adventure.  Something like what Honda Africa Twin has shown the world, but smaller, leaner, meaner.  Definitely more hardcore.

The BMW GS and the Africa Twin Effects

The industry has its financial bottom line and they have to pursue it, we know this  already, that’s how they survive.  I understand that and the sales numbers clearly indicate larger adventure motorcycles were or still are the sweet spot in their perspective. Nothing wrong with that. But very few of us ride large machines like Chris Burch does and we still want some of the power and the comfort these larger bikes deliver.  They will likely always have their space under the sun.

The Honda Africa Twin came very close to be that lighter machine we have been talking about, and for many it is what they were expecting.  Honda advertised it as the “True Adventure” motorcycle, and they certainly made their point about it. Although it is heavier than many anticipated, I believe it has ignited a change in the industry for being a motorcycle with better dirt vocation than all other large adventure motorcycles out there. True adventure. A believe the Honda Africa Twin is a key element for the tipping point in the Adventure World.  If it did not create the change, it rides that wave rather well.

Honda’s prototype of the New Africa Twin

The industry’s expansion toward the 1,200cc (and beyond) side of this market was a result of the success of the BMW 1200 GS, I don’t think anyone can dispute that. This is what I call the BMW effect, with new models being launched every year by many manufacturers to compete with the BMW, the yard stick of large adventure motorcycles. As a result, basically every manufacturer has a 1200cc or larger “adventure” model in their line up.  That’s where “cool” has resided for the last 10-15 years.

There are plenty of options at this high end of the market with some branded words associated to their names such as Enduro, Rally, Rallye (that “e” makes it special right?), SE, NTX, R.  This is marketing at work for which is the coolest and most hardcore adventure motorcycle.

It defies technical logic when the heavier motorcycles are the ones with all the off road components while the lighter motorcycles, which seem just right for rally riding in terms of weight and size, would be the ones brought to market with less off-road equipment.  Maybe others are starting to see it the same way I do? If you want real rally performance, the average rider, and even the great rider, needs something different, not 160hp attached to almost 600lbs of weight. Maybe 80hp attached to a 400lbs machine is a good number?

When the Africa Twin was introduced, although it was larger and heavier then most expected, it actually showed to be more seriously destined to off-pavement riding than all these other larger motorcycles.  It may have been what shook things up on this top motorcycle market, since the Africa Twin has been selling very well in Europe.

Honda Africa Twin – may have a true adventure competitor soon!

Maybe now we are experiencing the Africa Twin effect. Since the Africa Twin was in the works and then introduced, coincidentally or not, KTM has bifurcated its 1190 adventure line into the 1090 R and the 1290 R models.  The 1090 R being the more appropriate off pavement machine and closer to the Africa Twin in size and performance. BMW has slightly modified its 1200GS line to make room for the R1200GS Rallye (yes, that’s the one with the “e” mentioned earlier).

There is something good here, this is a sign of a reaction, which makes me think we are on the verge of changes for the better.  Both the KTM 1090 R model and the BMW Rallye could be interpreted as manufacturers reacting to the Africa Twin presence and making their machines more off-pavement ready.  But that is not enough.  Or will not be enough.  More action is needed than putting lip stick on a pig, pun very much intended.

Overall, although we have more “Rallye” and “Enduro” names attached to motorcycles and we have the Africa Twin as a middle of the road machine, we are still talking about 500lbs or heavier machines! Far from being the Unicorn, these machines, however, may be changing the locus of what is the Goldilocks for an adventure bike.

Maybe this new focus is what is making room in the market for true rally-ready machines?  We go from adventure to true adventure to rally and true-rally, perhaps? Hopefully it will open the space for the smaller machines that will be a lot more capable for off-pavement riding.  That’s where the T7 concept and KTM’s 790 Adventure (or whatever it will be named) come to the conversation.

Yamaha T7 Concept: Unicorn or Goldilocks?

The Yamaha T7 Ténéré 700 XTZ, or KTM 790 R or…

Are we ready, as consumers, to act on such level of common sense and buy motorcycles that are smaller, that may be expensive for their size, but which could potentially be commensurate with the title “rally” for the first time? If so, a new Goldilocks for adventures motorcycles seems to be just around the corner.

Let’s talk about the Yamaha T7 first, which seems to be further ahead in development than the KTM offering.  Yamaha calls the T7 a concept and defines it as follows:

Created using the race-bred DNA that has made Yamaha one of the most successful names in the Rally world, the Yamaha T7 Concept is a fully functioning prototype developed to achieve a perfect balance between road and off road capability.

This lightweight machine is based on an all new chassis that has been designed to complement a specially developed version of Yamaha’s highly acclaimed 700cc CP2 engine, delivering strong torque and an easy power delivery for perfect traction in all conditions.

Equipped with an aluminium fuel tank, 4-projector LED headlight, a carbon fairing and skidplate, and a custom made Akrapovič exhaust – as well as high specification KYB front suspension – the T7 is a vision of the ideal adventure machine, and is playing a major role in the development of Yamaha’s next generation adventure models.

A new chapter from the book of legends will be on the street – and on the dirt – from 2018.

The Yamaha T7 was presented at EICMA as a concept based on the 700 cc parallel twin, 270 crank, 74hp motor found in the MT/FZ07 and its derivatives. The motor is a well know machine. This bike could be just the right machine, 74 hp is the right amount of power, its torque curve is great and this combo could deliver sane but plenty of fun, at the right weight, and perhaps even the right price.

Yamaha T7 Concept, EICMA 2016

Of course, Yamaha made it clear that the T7 , as a concept, is only a “vision of the ideal adventure machine” and then it says it is “playing a major role in the development of Yamaha’s next generation adventure models”.

Yamaha T7 Concept, EICMA 2016

The spy photos already show many differences from what we’ve seen on the T7 concept to what may be coming to market.

Yamaha’s 700 Ténéré – 2018?

However, what we know is that it has the right bones: a light weight motor, plenty of power at 74 hp, a compact frame, the right wheel sizes (21 front / 18 rear), and plenty of suspension travel.  That means, at a minimum, we can make it look like the T7 in appearance and in function.  Right, Yamaha?

Yamaha T7 Concept at EICMA 2017

The FZ-07, where this motor resides, is rated at 182 kg, or 400lbs.  The XSR 700, which also has this motor, is rated at 186 kg, or 410 lbs.  I’m not sure these numbers are correct, but if they are close to reality, it seems Yamaha can produce an adventure motorcycle based on this compact motor,  which could weight about 440lbs, which is what we have on the CB500X with the Rally Raid kit.  Now add 26 hp to this equation, a 270 degree crank on the parallel twin (as opposed to the CB500X 180 degree crank), the right wheel sizes, and this is an awesome machine already.

The KTM 790 R is probably going to start from a different perspective. It is likely being developed already and will be based on the new KTM 800cc parallel twin which is expect to deliver power, in KTM-style, at the upper 90’s, if judging by what has been speculated about the machine that already has this motor, the KTM 790 Duke.

KTM 790 Duke – Concept or Prototype?

Knowing KTM, we can assume this motorcycle will be “ready to race” in adventure style, meaning it will be as “rally ready” or better than the defunct 950/990 line. It will likely be light from the start, and it will come with great suspension from the start as well. It will likely be expensive but it won’t require much to be added to it to make it ready for adventure-rally riding.

KTM 790 R (or Adventure)

If the spy photos are anything to go by, the bike will be compact.  Similar to the Yamaha 700, it has the right wheel combo (21 front, 18 rear).  The spy photos also show WP suspension, which I bet will be better than what Yamaha will offer.  Check that swingarm, it talks about serious, and light. And the machine doesn’t look to be tall and still has good ground clearance.

KTM 790 Spy Photo

Finally, as a wild card, we have the revised F800GS.  I’m not sure which direction BMW will take on their 10-year revision of the tired F800GS, if they will go towards the Africa Twin and make it heavier but more off-pavement oriented than the motorcycle being replaced, or whether they will make it a lighter-weight, more rally focused machine.  I would prefer the latter, of course.

The F800GS has only had minor updates in its almost 10 years (it will be 10 years if the new F-type GS will be ready for MY 2018).  We hear this new F bike will have an 850 or 900cc motor, final drive (chain) on the left side (hence not the rotax motor consequently not the Nuda motor as many had anticipated), tank on a regular position (not under the seat), new aluminum frame (hopefully fixing the infamous shock bolt problem), and tubeless wheels.

The motor looks to be a twin but more compact than the current F800GS motor and as it has become popular these days, we hear it will have a 270 degree crank (the current Rotax motor is a 360 degree crank with a balance shaft).  The motor looks to be compact, but since most people have been referring to it as an F850 or 900 GS, it could be heavier than the current F800GS.  If the frame is being discussed as aluminum, then maybe it will compensate for the weight of a larger motor? My bet is that it should be closer to the Africa Twin in function and purpose, hence size and weight.  Let’s keep it as the wild card for now.

2018 or 2019 BMW F800GS replacement

Based on the tradition of what Yamaha, KTM and BMW deliver, based on what we know about these bikes so far (not much), we could speculate the following from these new bikes (and using the Africa Twin as a comparison):

If these bikes are launched as described above, which could be considered more wishful thinking than anything else, I would be in serious doubt whether I would get the Yamaha or the KTM.  Yamaha offers great reliability, on the other hand it could cut some corners on critical components, delivering less off-pavement performance and more weight to be on a lower price point and target more volume sales.  However, it has a known motor which is compact, so we know Yamaha can organize this bike around a steel frame and sub-frame and still be light enough.  Yamaha will likely cost less than the KTM, BMW, and also the Honda Africa Twin.

Yamaha’s potential Ténéré 700 XTZ

KTM is likely to produce something that is ready for the action, hardcore adventure off the showroom floor. However, we know there will likely be reliability issues – it is a new motor, and a new motorcycle.  Certainly it will be the coolest of the machines, especially if you’ve been addicted to the orange cool-aid or having been tempted to try it. It will be the first KTM for many (I could be on that list). And it will have great power to weight, as it is expected from KTMs.

KTM 790 R (or Adventure)

It would be a great but difficult choice to decide among the Yamaha or the KTM should they come to the market (and very likely will come to the market).  The BMW is very much an unknown factor at this point.  It would be great if they turned the F800GS into a true off-pavement contender.  BMW has had such off-pavement history with models such as the HP2. The F800GS has been a forgotten model in their adventure line up (and as consumers’ choice), with no serious upgrades since its launch in 2008 (MY 2008 in Europe, MY 2009 in US), except for the larger tank on the F800GS Adventure and details here and there.  Therefore, who knows where their priorities reside.  The R1200GS Rallye is pointing towards a more dirt worthy machine in their line up.  Is that going to be the case for the new F800GS?

Finally, the Africa Twin deserves an honorable mention.  It is not completely what I was expecting, but I have to say Honda did deliver a “true adventure” motorcycle.

Although it won’t be available outside of Italy, Honda is going to deliver a limited number of Africa Twins in a “Rally” dressing.  It is said this bike in rally version will weight 7 kg (15 lbs) less than the current models.  That will bring the Africa Twin to 488 lbs in non DCT version.  It still is a heavy machine, but once again it shows the interest of the industry in moving towards a rally focus.

Honda Africa Twin Rally

Four parallel twins with 270 degree cranks… and off-pavement vocation, which one would I get?

Based on what I know, which is not much, of these four motorcycles, my number 1 choice is the Yamaha Ténéré if it will look anything close to the T7 concept. I don’t have my expectations high about that, though.  It will still work if I can upgrade the components (suspension primarily) to fit my riding expectations.  It will have to have the bones, such as light weight, a strong frame with sub-frame, and the appropriate wheel sizes for that to happen. I think it will check all these boxes. The motor is well known, it is light, which is a very positive element, and 74 hp is plenty good.

MT-07 (FZ-07) 700cc parallel twin motor, compact and light!

The KTM 790 is my second choice. I do have hopes KTM will deliver something good, usable for the average rider and still hardcore enough to be taken on rally rides off the showroom floor, by experienced riders. The true goldilocks.  I think this will be the game changer motorcycle, this will be the new effect motorcycle.  What if KTM manages to make it weigh the same as the T7 (Ténéré 700) and then delivers 20 extra horses?  That will be tempting. We will know more about this motor when the KTM 790 Duke becomes available.

KTM 790 Duke concept, EICMA 2016

The Africa Twin is my 3rd choice.  This bike is already a known factor.  The reviews about this bike from journalists and owners have always been positive.  Too bad we won’t have access to its rally version outside of Italy, although it barely makes a difference on its weight.

The BMW is a wild card, mostly because the spy photos showed up with no information from BMW themselves on their intent with the change, therefore we don’t know the direction BMW will take.  It could go either way, as a variant to the Africa Twin or a lighter weight, hardcore machine.  This bike seems to be completely different than the current F800GS. Let’s hope BMW will have the courage to make something lighter and more hardcore out of this line.

Spy photo of the replacement for the F800GS

There could be others in the run, such as Triumph, for example.  Their problem in positioning themselves for a potential lighter weight fight is their own success factor, the triple motor.  It is heavy and offer low torque at low RPM when others are bringing compact and torquey parallel twin motors and making them behave and sound as if they were V-twins (270 degree crank).

Finally, it could be that these bikes may be introduced to the market in their standard or “popular” versions, and we may need to wait for their rally, enduro, R, or whatever they will call their more off-pavement versions, to show up a few years down the road.  Time will tell.

Meanwhile, the 2017’s EICMA will be interesting for the adventure world with some critical new models being launched or presented for the first time.  2018 might be the year when, for the first time, we will be able to buy a true adventure-rally machine in a long, long time, if ever.  Times may be changing.

Thank you for reading.

Posted in Bike Reviews | Tagged , , , , , | 97 Comments

Death Valley 2017 Edition – Getting to California

Traveling with a trailer was a new adventure for me, and I learned many things about RV’ing on this five-day trip. However, in preparing for it there was only one question that kept coming back and again, which really worried me, which was whether my old truck would make the 1,700 miles round trip to California with the loaded trailer, going over the several mountain passes, winter storms, and strong winds along the way.

The old truck in the Death Valley.

I had tested the truck’s towing capacity with the empty trailer. At slow, city speeds there was barely a change in pulling or stopping power.  At highway speeds I could tell there was something dragging behind it but overall the truck felt good and solid.


Going up Willamette Pass, March 2017

However, there were two conditions where I did not test the truck ahead of this trip due to lack of time and which worried me:  how the ruck would pull the fully loaded the trailer (two motorcycles and the riding gear, tools, and what I need for the five days effectively doubled its weight, I estimate the loaded trailer was at about 3,000lbs); and on top of that, how would it manage going up and down the steep passes that I need to go through on this trip?  While 3,000 lbs is within the truck’s towing capacity (3,500lbs for the 1996 five speed, 4×4, 302 V8, Ford F150), that towing limit was rated for a new truck in factory condition, I would say. 21 years later several horses have certainly escaped the barn.

I knew I would only test the truck’s capacity in the real application, like many projects I do.  Therefore I had a plan B, should I have any problem with the truck, which would be to rent a truck.  And if this would be an issue, the long term plan would be to buy a newer truck, with an automatic transmission (better towing capacity with a torque converter).


Trailer almost fully loaded.

Meanwhile one thing I learned is that the trailer made loading everything for this trip a breeze. That ramp was perfect for loading the bikes, the riding gear, and everything else I needed to “live” in this trailer on this five-day trip. At first I thought the two bikes would not fit side by side, requiring some strategic thinking to load the bikes, instead, they fit well and it was very easy to load and secure them (no wheel chock, by the way).

A second lesson I learned about having a trailer is that I took with me a lot more than what I really needed for this trip. The old saying “if you build it, they will come” may have a version that says “if you have the space, you will use it”. I made some mental notes about this issue so that on the next trip I can make sure I only bring with me what I really need and may downsize on other items.

Survived the first pass (Willamette Pass @ Hwy 58)!

I good portion of my worries about the truck’s capacity to do this job were dismissed as I started my drive south.  I took highway 58 towards Willamette Pass, which was my first test of the truck’s towing capacity.  It went up the pass with the appropriate downshifting, sometimes down to third gear. On those circumstances I was traveling at about 45-50 mph, a similar pace as to the tractor-trailers, which was important.  But other than climbing or going down hills and mountains, the truck behaved as if I was not towing anything.

For the most part I had to look back and make sure the trailer was still there

The real challenge, however, still remained for when I got to the Death Valley itself. On the way there, though, all was good and I was glad there was no snow on the road and especially at the passes along the way. However it rained and rained a lot all the way to California and then some.

Rain all the way in Oregon and in Northern California

Just north of Susanville the weather cleared and from there it was smooth sailing all the way to Bishop, CA, where I spent the night.

Just about getting past the last rain shower on the way south

The Death Valley 2017 Edition involved five groups of people, four of them from California.  We were a total of eight people, six riders for this adventure.  Three of these groups met in Bishop, CA, before going down to Death Valley, repeating last year’s stop at the Paiute Casino RV parking area.

Just getting there is already part of the adventure. Nice views on Hwy 139.

Eugene to Bishop is a 630 mile journey, about 1,000 km, which took me about 12-13 hours with the loaded truck. I left Eugene past 11am and arrived in Bishop past midnight.  The other two groups were there already, on the Paiute RV parking area just north of town.  I spread my pad and sleeping bag between the bikes and slept in the trailer for the first time, surrounded by the bikes and all my gear.  It was really cold, my 32 degrees sleeping bag with an extra liner did not do a good job in keeping me warm.  I had extra blankets in one of my gear containers, but I was too cold and too lazy to go look for them in the middle of the night.  I just slept in the cold as much as I could. Another lesson learned is to be better prepared for sleeping with the trailer loaded, keeping all the “on the trip” sleeping stuff together and with easy access.

Bishop is a nice location to spend the night for this long trip simply because it is close enough to the Death Valley.  If you leave Bishop by mid-morning you arrive in the Death Valley in time to check in and go for a ride before night fall.  As it has become a tradition on these pit stops, in the morning we stopped at the Schat’s Bakery for a cup of coffee and get some bread and pastries supplies.

Erick Schat’s Bakery, Bishop, CA

I highly recommend this bakery if you are driving through Bishop. Since then, however, I’ve heard of another good bakery south of town, the Great Basin Bakery, which is supposed to be really good as well. I will give it a try next time.  After coffee we got back on the road.

Beautiful area of this country!

We stopped for fuel (fuel is very expensive in the Death Valley) and continued south and east, and in no time we arrived at the Death Valley park under clear and sunny skies.

The convoy of three arriving at the Death Valley National Park

The truck did well so far, but it still would need to go up the steepest climb of this trip, the real challenge, which would be climbing up and down the mountains that are part of the Panamint Range inside the park.  The truck did it, however I had to take it down to second gear.  At a speed of 25 mph, with the air conditioning turned off, it was a long and slow climb.

On the way back, on these same climbs, the engine light came on.  I stopped, checked everything, all fluids looked good, I did not see anything out of place. Eventually, after a few stops, with the ignition key being turned on and off several times, the engine light turned itself off.  Who knows what triggered it, except that some key engine information went beyond its expected parameters.  And I guess it was a temporary situation.

Climbing these steep mountains inside the part, second gear at 25 mph

Back to the trip, all teams arrived at about the same time, we got settled on our camping area (Stovepipe Wells), we unloaded the bikes, and without much ado we were out for a ride towards Skidoo mines and then Aguareberry Point for the sunset.  It was really warm in the valley, which leads me to another lesson:  windows are not enough to manage hot days in the trailer, I will need to install a roof vent.  I already looked into this, and when I complete this task I will prepare a complete post about the cargo trailer turned into a toy hauler travel trailer.

Bikes unloaded, ready for the first ride!

What I can say is that my worries about this trip were dissipated, the old truck made it.  Besides the engine light, the only other problem I noticed was that the truck pulled to the right when braking hard with the weight of the trailer.  I need to investigate that.  And gas consumption varied from 9 to 11 mpg, down from its usual 12-15 mpg.  I assume this is normal for a V8.

I plan to keep this truck for as long as it can make these trips.  The day it doesn’t make one of these trips or something else major happens to it, that will be the time to get something newer and more capable.  For now, it does all right and in my mind it would be a waste of resources to spend money on another truck.

A very good truck.

On the next post I will document our first ride of this trip, when we visited the Skidoo mining area and the Aguereberry Point.

First ride of the trip: Coming down from the Skidoo mining area in the magic hour.

Stay tuned and thank you for reading.







Posted in Riding the Honda, Riding the Yamaha, Travel | Tagged , , , | Leave a comment

Death Valley 2017 Edition – Part 2 – Getting stuff ready for the trip

I worked on three main items to get ready for this year’s trip to the Death Valley:  got a trailer and prepared it for the trip; performed a couple of upgrades on the Honda; and a couple of upgrades on the Yamaha.  Let’s start with the Honda.

The Honda CB500X Adventure in the Titus Canyon, Death Valley, March 2017

Getting the Honda Ready

Last year I bought the Honda CB500X and turned it into an adventure motorcycle by installing the Rally Raid level III kit.  This year all I had to do was fine-tune the bike’s adventure fitness by installing auxiliary lights (Denali DR1), adjusting the compression on the rear shock, and adding the double-take mirrors. That was it!

Denali DR1 lights installed on the CB500X, February 2017

There is no question there is quality on these Denali lights. They come in a nice box, with a proper wiring kit, with great instructions, and they have a list of mounting accessories and lens filters.  I bought these lights based on reviews from other riders and the ratings on their light beam type and reach. I was looking for something powerful enough to make riding at night safer, especially when riding off road, something I would encounter on this year’s trip if judging by last year’s adventures (and it was confirmed on this year’s ride).

These lights are powerful…

But are these fancy lights worth their price? Let’s check the Ebay made-in-china lights I installed in the Yamaha, I will compare their prices and the results of both sets later on and will compare them in more detail on another post. First let’s continue with the installation on the Honda.  Denali DR1 lights have a set of accessories, as mentioned earlier, including universal mounting brackets which will fit most any motorcycle brand and mounts that are specific to a motorcycle model, as is the case for the brackets I got.

Mounting bracket, a perfect fit.

The instructions were very easy to follow, the wiring is obviously made for motorcycles by people who understand how motorcycles operate, and the kit comes with everything you need for a complete and professional installation.

Straight forward installation.

It helps that the Honda offers enough space to route the wires alongside the tank and inside the fairing all the way to the front of the bike, and the bike also has plenty of space under the seat for the fuse and the relay.

There was even a place to screw the relay under the seat of the Honda

The final assembly looks good and “official”!

Denali DR1 lights installed.

And to complete the job, I added caps to the lights which are actually lens filters.  I opted for the transparent “flood” option, which diffuses the light (they come in spot light or flood options, transparent or yellow).

Denali snap-on filter lens

It is basically a plastic cap that fits on top of the light and, for my application in the desert, with all the gravel and rocks, also serve as a lens protector.

The final result of installing the Denali DR1 lights was a much improved field of vision at night. On top of that, they are great looking lights and when using the filter caps to protect the lens, these lights are perfect for adventure riding.

Thumbs up for these lights.  However, they are expensive… The Denali DR1 was $350 for the set of lights, $60 for the mounting bracket, and $40 for the lens filters (caps), for a total of $450.  Looking in retrospect, and based on what I installed in the Yamaha, I would not recommend buying the Denali set (or any similar and expensive set) unless you worry about how the bike looks. As mentioned before, I will compare the two sets on another post.

This bike is all set for adventure.

The next job on the Honda was to adjust the rear shock.  The main objective was to adjust the pre-load, get the bike on the proper sag, which required a simple adjustment to the shock’s lock nut, something I should had done last year.

By the way, the tool that came with the Rally Raid kit specifically included to adjust the lock nut by the round holes in the collar of the shock is not very appropriate, as the shock collar material does not have the strength to support the torque of the required turning force.  I ended up having to use a different tool that embraced the entire nut to be able to turn it properly.

I did not have a chance to test ride the bike after the adjustment before until I rode it in the Death Valley. My very first impression when I first turned a wheel on the bike after the adjustment was that my rear tire was deflated, so soft the bike became. As a result, the bike was almost an inch lowered, more comfortable, and still handled great on gravel roads. Thumbs up for the Rally Raid rear shock!

Adjusting the shock

The final touch was to install the double take mirrors. Easy job on the installation, they look better and are more appropriate than the OEM for the adventure application, but with mixed practical results.  They were constantly needing adjustment, I was never able to tighten them firm enough, it seemed.  But at least I could re-tighten them easily and on the go, as opposed to the OEMs, and eventually after so much clamping force was applied to it that it deformed the ram ball mount enough for the mirrors to stay put.  Therefore, I’m not convinced this is a permanent solution yet. Anyway, at this point this bike is all set for adventure, it is ready to go on a trip around the world.

Ready for adventure. This bike has proven that it can ride on all types of roads.

Getting the Yamaha Ready

Now let’s talk about the Yamaha.  In terms of auxiliary lights, my original plan was to install auxiliary light wiring kits on both bikes and transfer the Denali DR1 lights to the bike I would ride.  After I finished the work on the lights for the Honda I thought some more about this and decided for a different set of lights for the Yamaha.

The Denali sets are too expensive for the Yamaha, I concluded.  There is nothing wrong with the Yamaha, mind you, just that it is a bike that is set for trail and technical riding and therefore more prone to being dropped… It turned out to be a very good decision in hindsight, but that is for another chapter.  Therefore, I chose a cheap set of lights for the Yamaha, some Chinese-made knock offs of Kawell sets (which already are cheap sets of auxiliary lights) called Liteway.  They are 4-inch diameter sets rated at 27w (the Denali DR1s are rated at 10w).

No-brand LED lights for the Yamaha

The lights came on generic boxes, with the minimum you need to install them (a set of screws and a mounting bracket that allows angling the light right/left and up/down).  I had to purchase the wiring harness separately, but for about $15 for the harness, it was a deal.  The lights themselves are less than $15 a pair, so I bought two sets, one called “flood” the other called “spot” but to be honest with you, I don’t think they are different at all.  Anyway, I installed one flood light and one spot light on the bike, for maximum lighting potential, and now I have a back up set of lights.  For a final tally, two sets of lights and the wiring harness (which is very similar to the harness for the Denali) cost $45, which is exactly 10% of what I paid on the Denali DR1.

What about a mounting bracket to install these lights on the bike?  It happened that I had L-brackets in my shop supplies and those brackets worked perfectly with the bike’s reflector bracket.  For better looks I cut the horizontal side of the L-bracket to match the lights support bracket length, and bent the vertical side of he L-bracket to match the reflector bend (and added another bolt hole to the bike’s bracket – it had only one). These lights are not motorcycle lights, they are made for off-road trucks.  The wiring harness I bought was also not made for motorcycles so I had to cut it shorter.  The result was a perfect and solid enough fit!  It looks a bit, let’s say, industrial, not to say rigged, but it worked perfectly well.

Generic L-bracket bolted to bike’s reflector bracket was perfect for the “Liteway” lights installation.

The Yamaha has very limited space in its frame, under the plastic fairing, and under the seat to install the wiring and the relay.  It was tight but it worked!

Wiring harness – tight spaces to fit it on this bike.

Because these lights are made for trucks, they are disproportionately large for the motorcycle.  At the same time, they look a bit rugged (let’s say they are not fancy-looking or sophisticated).  They probably wouldn’t look too good on the Ducati, or maybe the Tiger, but they would fit the Honda well enough, I would say.  In the Yamaha, it looks like a perfect fit to me, especially if they can do the job for under $45. Actually, under $30 (since $45 was the price for the wiring kit and the two sets of lights). And the lights worked very well in a real application in the Death Valley, as I will document later.  Thumbs up for the Liteway LED auxiliary lights set!

Testing the lights on the Yamaha

Another task for the Yamaha was to get a new rear tire.

Getting it ready for a new rear tire

I opted for the Michelin T63 just because it was the only tire available on the size I needed for this bike at my friend Rod Johnson’s shop (Cycle Parts).  By the way, if you are in this  area, buy tires at Cycle Parts, they will install them for free (if you bring the wheels only and not the entire bike).  As a policy, I will always try to buy things directly at the local shops instead of online or on franchise stores.  I know, it seems like a lost cause these days of online shopping, but while these local shops are operating I will support them by giving them a first option!

The Yamaha on top of Mengel Pass

Besides the tire, the only other item to install for this bike to be ready were the double take mirrors (same set as in the Honda, just different RAM ball base so I did not need to change those from bike to bike). Oh, yes, and an oil change, of course.

Bike parked at Ballarat.

Buying the trailer and getting it ready for this trip and beyond

The final and most labor-intensive item for this trip was the trailer.  It is something I’ve been thinking about for a while – a simple trailer that makes it easy for me to load the bikes on my own, and at the same time I can sleep in it. I did some research, looked around for a while. I wanted a trailer that could be pulled by my truck, a 1996 4×4 Ford F150 with the 302 motor (5.0L V8), matted to a 5-speed transmission and a 3.55 rear axle ratio.  While an automatic Ford F150 of the same vintage and with the same specs can pull more than 6,000 lbs, the 5-speed is limited to 3,500lbs.

1996 F150 towing capacity

Eventually I will upgrade this truck, but I need a very good reason for doing it first. I paid slightly more than $5,000 for this truck about 10 years ago, it was such a deal, I just find it to be a complete waste of money to get rid of considering it works really well, it doesn’t burn any oil, the air conditioning blows cold air.

Even if this truck had a larger towing capacity, I would still prefer to have a smaller trailer rather than a larger one.  I was looking for something that would be as manageable as possible (easy to maneuver, hook it up, and store) and also as inexpensive as possible – after all, I didn’t want the trailer, a tool in my opinion, to be more expensive than any of my motorcycles.

Therefore, the parameters were set. It would be an enclosed trailer that would be the lightest and smallest trailer that would: 1) fit two motorcycles; 2) have a ramp door to easily load the bikes; 3) once the motorcycles were unloaded it could accommodate a cot, a table, and a cooking/sink area; and 4) be tall enough for me to walk inside it without hitting my head on the ceiling, so the interior height needed to be taller than 6ft (but not too much taller than that to minimize air displacement when moving).

That’s all I needed and I stuck to the minimum necessary.  Looking at all options available, I decided for a 6×12 enclosed trailer, with a single axle.  These trailers weigh about 1,500lbs with a carrying capacity of another 1,500 lbs with the gross weight rated at 3,000lbs. Perfect to carry two motorcycles and gear (or even three motorcycles).  I looked at used trailers but not much could be found in this area. Therefore I chose what was available locally, a brand new Interstate Victory available at Trailer Plus.  Chris and Brandon, from Trailer Plus helped me with the purchase process and were very patient with my many questions and ideas.  They contributed to this built by offering ideas and suggestions. Thanks guys!

6 x 12 Interstate Victory at Trailer Plus

This trailer has the perfect size to fit two motorcycles (as mentioned earlier, I could squeeze three bikes if needed), it has a nice loading ramp, and the perfect height.

Loading ramp, side door, a blank canvas at this point.

I had no interest in turning it into a bug-out or stealth camping trailer, so the guys at TrailerPlus installed three windows to make it as livable or enjoyable as possible, and  three sets of etracks (one set on the floor and two sets on the walls) which allows me to organize the bikes and cargo on several different ways.  They also installed a full electric hookup (120 volts) with one light fixture and two double outlets.

Building it to my specs

And then I organized the front of the trailer to accommodate a bench area for cooking, I installed a sink, which connects to a gray water tank, and installed a refrigerator.

Building the shelves for the front of the trailer.

The refrigerator will be used at my shop as well, when not in use at the trailer. I also organized some fabric to serve as curtains. And it was done!

All set: 5-gallon water with fixture for sink, 5-gallon gray water tank, 5-gallon reserve water, Coleman stove top, Coleman cot, refrigerator.

The bikes fit very well with plenty of space left for carrying other travel gear and equipment on the sides (cot, table, chair, riding gear, chairs, etc).  And I was able to lay my pad and sleeping bag between the bikes to sleep on the way in and back on the trip to the Death Valley.

Plenty of room!

When the bikes were unloaded, I installed a folding table and chair on the back of the trailer, perfect to work on my computer (manage the photos, videos) and charge cameras, etc.

What else do I need for a travel trailer?

Perfect set up.  What else would someone need, right? Okay, what about a hammock? Check!

Now you are talking!

I will prepare a post dedicated to the trailer where I will discuss in more detail the choice of trailer and the build after I finish the Death Valley set of posts (it has a couple of other features I did not include here and one other accessory that I will install to make it a nice and complete travel trailer, toy hauler).  All I can say for now is that it worked very well, it did its job, it completed its first 1,700 miles providing four nights of service and safely carried two motorcycles.

Leaving Bishop, CA, going towards Reno, NV.

As always, I had a great time in the shop, getting things ready for the trip.  This time I had this small heater to help take the edge of the cold nights while I worked on the bikes.  This thing goes through canisters faster than I go through beers…

Mr Heater to the rescue on the cold winter nights at the shop

Talking about beer, I usually drink Indian Pale Ale beers, my favorite kind of beer, perfect for an Oregonian (I’ve been living here longer than 10 years, I should qualify as Oregonian by now for the time invested here or for my taste of beer, whichever is more important).  But I had some left over Pabst Blue Ribbons from a barbecue with friends at my house and had to finish this supply. They taste like nothing but are light, perfect to accompany me in my work on the bikes.  Note: I do not recommend anyone to drink and operate power tools, machinery, or to work on anything that require fine dexterity (of course and don’t drink and drive or ride).

PBR company

That was it for this portion of my Death Valley 2017 Edition report.  Stay tuned for the next chapter when I will report my trip to the Death Valley, my impressions about the 1996 Ford truck and how it handled the fully loaded trailer going up and own passes and dealing with heavy winds.

Thank you for reading.

Posted in Riding the Honda, Riding the Yamaha | Tagged , , | 1 Comment

Forget about motorcycles!

Forget about motorcycles, let’s do something else for mechanical entertainment.

It is not an April fool’s joke, neither a permanent decision.  It reflects, however, the need to get my lawn mower ready for the grass growing season. And why not use the motorcycle lift to work on it?

Well, I did wash the Honda this morning, before it started raining.  I will continue that work on the Honda and then the Yamaha, the two bikes that went to the Death Valley, tomorrow. For now, let’s do the basic maintenance on the Troy Bilt / Honda lawn mower and let’s start spring the right way.

I will continue my report on the Death Valley trip very soon as well. The next chapter will be the work for getting ready which includes fun activities (well, they are fun for me) such as installing auxiliary lights on the Honda and the Yamaha, buying the trailer, and working on the trailer.

Trailer almost ready for action, March 2017

Fun work!  More on that soon!  Thank you for reading.

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Death Valley 2017 Edition, Part 1

I would guess everyone has a short list of places they like to visit multiple times.  The Death Valley is one of these places for me.  Geographically speaking it is large enough for me to experience new places every time I’m there.

On top of Mengel Pass with the WR250R, March 2017

That’s not the main reason to return to that park, however.  I don’t mind going back to the same roads and places every time, I don’t mind riding on the same roads.  Just being in such a challenging location is plenty good. Each time there is a chance to learn a bit more about human endeavors in general, how much humans are willing to risk in such inhospitable conditions for the expectation of making good money.

Skidoo mine area, March 2017

Or how people use the Death Valley area simply to hide from the rest of the world as was the case for Charles Manson who envisioned an apocalyptic race war which he called Helter Skelter (after the 1968 Beattles’ song from The White Album), and while committing a long list of other crimes, hid out at Barker Ranch just a few miles up from Ballarat off of Goller Wash.

Charles Manson truck, Ballarat, Califonia, March 2017

If that is not enough, it is guaranteed, roads and landscapes will look different from year to year depending on the time of the day you travel through them, the weather conditions you will experience at the moment you visit locations in the park will be different from year to year, or the roads you know well will be different according to how they have been impacted by winter storms.

Stripped Butte, something I completely missed last year when trying to outrun a rain storm right at this same place.

Last year we experienced rain storms and sand storms.  This year it was above the average hot for this time of the year, temperatures were hitting the mid to upper nineties during the day at the bottom of the valleys, and everyday followed the next with clear blue skies.

Arriving at West Side Road. Last year this view was not possible, as we were covered by a sand storm.

Of course, traveling back and forth from Oregon to the Death Valley is already part of the experience.

Getting close to Susanville on my way south, March 2017

I did some minor work on the bikes preparing for this trip.  The large ticket item being auxiliary lights on both bikes, which proved very good on this year’s ride.

The CB500X and the WR250R got auxiliary lights, February 2017

The biggest preparation however, which was part of the planning for this trip and hopefully will work for other motorcycle adventures, was the purchase of an enclosed cargo trailer and setting it up to be a motorcycle trailer and sleeping quarters for these trips.

Electricity, windows and e-tracks installed on the trailer. February, 2017

My biggest worry about this trip was whether my 1996 Ford F150 truck, with the 5.0 Liter V-8 (302 motor) would be able to pull this trailer which would be about 3,000lbs fully loaded.  But it made it, no problems.  There were some moments, such as climbing out of the valley of the Death Valley at 90 degrees temperature when the truck would not go past 2nd gear and 25 mph, but other than that, it did very well at normal highway speeds, when the wind did not blow too hard.

The old truck made it to the Death Valley and back, once again. March 2017

This time around I met with two of the riders from last year’s trip and three other riders joined the group, and then two other friends joined us on a very nice and new Ford Raptor.

The riders of the Death Valley 2017 edition

On the following posts I will be describing the preparations for this trip and the rides we’ve taken on the 2017 edition.  We had a great time, the riders were all very good.  If counting the crashes and bike drops, I would be rated the worst rider of the group, as the WR250R had its chance to show how strong it is, surviving very creative crashes.  The CB500X survived unscathed, meaning I did not drop it or crash it and it ran flawlessly.

Stay tuned!

Posted in Riding the Honda, Riding the Yamaha, The Book | Tagged , , , , | 2 Comments

There’s always a motorcycle that will inspire me…

There is always a motorcycle that will inspire me to write or ride.  Usually they are  adventure or scrambler motorcycles. Every now and then, though, there is a different kind of motorcycle being the source of inspiration. The last time this happened, in 2012, the bike in question was the 2012 848 Streetfighter.  It inspired me, I acquired it, it became an interesting detour in my riding style which culminated with my decision to get my 2013 Multistrada Pikes Peak. I miss that yellow 848 Streetfighter.

The Ducati 848, May 16 2012

The Ducati 848, soon after I purchased it, May 16 2012

Although I did not stay with that bike for too long, I had a great time with it. It turns out, one of my favorite shots of this bike is on the banner of this site, I like keeping it there even if it has nothing to do with the bikes I ride as a rule.

McKenzie Pass, Oregon. July 4th, 2012

McKenzie Pass, Oregon. July 4th, 2012

This winter has been exceptionally hard for me, work has been stressful and then there is the weather; I’m just looking out of the window of my office as I type these words, it is a Sunday morning, March 5th 2017, and it is snowing on my backyard.

I’m writing this post after having watched a wave of Youtube reviews on the new 2017 Ducati Supersport following its launch in Spain three weeks back.  What is interesting about this motorcycle’s reviews is that just about everyone who rode this bike is telling the same story about it.

Was it the Ducati marketing spiel during the press meeting what influenced the reviewers’ opinions? Usually a well made presentation evens up the pitch, you can hear the reviewers regurgitating the same information they had just heard from manufacturer’s officials. On the other hand, perhaps these journalists and riders who had a chance to see it, ride it on road and on track, have all of them perceived it the same way, because that’s the way the bike really is.

The 2017 Supersport has distinctly and officially piqued my interest based on these reviews.  On paper, it seems interesting as well. Now I need to see one and ride one to make my own mind about it. Meanwhile, there is no question, this bike has inspired me.

The 2017 Ducati Supersport S

The 2017 Ducati Supersport S

The 2017 Supersport brings back an evolved view of a Ducati tradition

I do not connect this new bike with its history, the history of the Super Sport line which eventually became Supersport, simply because that history occurred before my time and before my exposure to Ducati motorcycles.  But it is an important historical and iconic motorcycle or line of motorcycles for Ducati.

The 1974 Super Sport model, the first of them, was the result of a confluence of important names in Ducati’s history: Paul Smart’s victory at the Imola 200 in 1971 on a 750 V-twin (the first series of V-twin motors), and the accounts of Fabio Taglioni’s interest in designing something more aggressive, culminating with the 1974 750 Super Sport.  The result was a bike built around that first winning V-Twin motor, created for or responding to a new and growing group of riders, street riders interested in riding sporty motorcycles.  And history tells us this bike represented a new chapter in the Ducati history books.

The 1974 Super Sport

The 1974 Super Sport

You may be interested in looking back at that significance of Paul Smart’s victory, Fabio Taglioni’s designs, and the concept of the Super Sport motorcycle, in case you are new to Ducati and have an interest on this bike.  New Ducati owners, and I’m partly on this group, probably have today a completely different view of what Ducati is all about, which is very much representative of the brand’s evolution, where it is today after so many years of changes.

If you have an interest in the Ducati history, there’s plenty to read about the 70s, when the move from single cylinder to V-twin motors took place, it’s all over the internet, so I will not repeat that information and bother you with it here. However, in case you want to know more or refresh your memory about the Super Sport line of Ducati motorcycles I recommend you read a very recent historical review on these bikes by Bennetts which was written in anticipation of the launch of the 2017 Supersport

Ducati Super Sport

Ducati Super Sport

To summarize, this line of bikes has had several iterations with different levels of success. According to some, the bikes that followed the 1974 SS all remain in its shadow.  Among the several Ducati business “ownerships” during so many years, Claudio Castiglioni (ownership period 1985-1996) changed this line’s name from Super Sport to Supersport.

Some say this change in the name was because the bike had become a tamer version of a super sport bike, which seems to characterize today’s interpretation of the Supersport, a tame, easy to ride motorcycle, according to the reviews following the launch.

And to complete this model’s story, 2006 was the last year a Supersport was produced until the 2017 model.

2006 Ducati Supersport

2006 Ducati Supersport, the last one of the previous series until the 2017 model

In those early 2000’s the Multistrada was a fresh new style, offered a type of riding that was experiencing growing popularity. The popularity of the Multistrada may have been what put the Supersport line into the sidelines, and also the Sport Touring line of motorcycles. I’m not certain about this, but it is a possible scenario to explain why Ducati ended the Supersport and also the Sport Touring lines.  After all, the Multistrada is a multi-roads and styles motorcycle, with its four riding modes: sport, touring, urban and enduro, especially after the 2010 model.

2007 Ducati Sport Touring (ST3)

2007 Ducati Sport Touring (ST3)

Perhaps the day after those motorcycle lines ended (SS and ST) some Ducati fans were already asking Ducati to bring them back to the market.  Instead, Ducati has broadened the Multistrada line which now has three main subgroups (1200, 1200 Enduro, and 950 models, aside from trim levels such as the “S” model and the Pikes Peak).

On the sport side of the equation, Ducati sharpened its sport offerings with the Panigale line which now comes in several versions as well distributed by displacement, purpose, trim levels, and special editions.  These are very specialized, technical machines.

It seems as if a gap opened up on the line up, with on one end the multi-purpose machine around the Multistrada line, which does all things well, but with compromises here and there, or very serious, specialized sport machines with the Panigale line on the other end.

2017 Ducati Supersport S

2017 Ducati Supersport S

Ducati seems to have captured that missing gap, the Supersport and Sport Touring into one package, under the Supersport name.  For some reviewers, the 2017 Supersport represents the return of the Sport Touring bikes, since it can be ordered with semi-rigid panniers, it comes with three-position adjustable windshield, more upright ergonomics for the rider, and a passenger seat.  On the other hand, it obviously is Ducati’s answer for the requests for a Suportsport as well, a more subdued sport line of bikes, if at all, since Supersport is on the name of the bike.

The Multistrada is a good sport touring motorcycle, I know, I own one.  But it lacks the sport line looks, a finesse in design and in behavior.  And the Panigale line is something different, it has always been a family of precise, technical bikes for the track or for road riding, targeted to performance-oriented riders, and hence somewhat challenging to the public at large. Personally, I’ve never considered a Panigale a bike to own, except if I was a collector.

More than filling a gap, the 2017 Supersport opens the door for possibilities.  I do think it will be a good seller.

2017 Ducati Supersport S

2017 Ducati Supersport S

What moves the Supersport

This bike has the same 937cc V-twin motor as the one on the Multistrada 950, the Hypermotard and Hyperstrada line.  Ducati is quoted as saying the motor is different on the Supersport, however, with different crank, throttle bodies, and different heads as the motor is part of the motorcycle frame, similar to what happens on the Panigale.

The bike’s front end is similar to the Panigale line, beautiful indeed, contrasting with the rear end which is more rounded and could be better compared to the rear of the Monster.

The bike comes with Ducati’s “safety pack” with three levels of ABS (Bosch 9 series – not sure it includes the so-called “cornering” ABS), eight levels of traction control, and three riding modes (sport, touring and urban).

It comes in two trims, with the “S” bringing on the goodies such as fully adjustable Ohlins on both ends, up and down quick-shifter with throttle blip on the down shifting, an optional color (silk white besides the Ducati red) and a rear seat cowl.

The motor produces the same 113 hp found on the Multistrada 950 and Hypermotard/Hyperstrada although with slightly different torque specifications.

  • Engine: Testastretta 11°, L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled
  • Displacement: 937 cc
  • Bore X stroke: 94 x 67.5
  • Compression ratio: 12,6± 0.5 :1
  • Power: 113 hp @ 9.000 RPM
  • Torque: 71.3 lb-ft @ 6.500 RPM

This is not earth-shattering power, but the reviews seem to indicate it is enough for this bike.

So, what are journalists and reviewers saying about this bike?

It is interesting that journalists and reviewers seem to agree on the subjective experience about this motorcycle, on matters where usually people differ if not in direction, then on degree.  And what they agree about resonates with what I’ve been wanting on a motorcycle since I sold my Streetfighter and started to enjoy street riding with my Tiger 800XC and Multistrada.

The Yellow Ducati and the Heceta Lighthouse. September 23rd, 2012

The Yellow Ducati and the Heceta Lighthouse. September 23rd, 2012

It took me a while to feel comfortable enough on the Multistrada to eventually make it go faster then my Tiger 800XC.  Of course, the Multistrada is a much more competent motorcycle on the road, has better brakes, better suspension, a lot more power, but it is not as easy and fluid to manage as the Tiger 800 XC, with its slow but steady front end, linear fueling, fluidity of the three cylinder motor, short gears, and drama-free brakes (not efficient brakes, but easy to operate).

The Multistrada has required some getting used to, after two or three riding seasons, however, I was able to extract more of what it is all about and now it is my unambiguous choice when the plan is to reach the mountains and their curvy roads. It is much safer and faster than the Triumph.  Please note, I still consider myself a beginner when it comes to road riding and I definitely do not extract all of what the Multistrada can deliver.

Regular visit to Sisters via McEnzie Pass

Regular visit to Sisters via McEnzie Pass

Going further back on my riding history, my 848 Streetfighter was a tame version of its Streetfighter S bigger brother, but it was still a raw motorcycle in my opinion. It had plenty of power for its size and a motor that really felt good when ridden aggressively. But it was rough on the edges, which I’m sure is great for aggressive riders, but that is not my case.

That’s where the Supersport comes into the conversation.  Journalists have described the 2017 Ducati Supersport as a motorcycle that is easy to ride.  The power, they claim, is in that sweet spot, not too much, just enough.  They claim the bike’s handling is spot on, making it easy for anyone to extract more from what the bike can deliver.

Here are some quotes:

The bike is incredibly agile and easy to handle (…) It feels like a Ducati sport bike for the road, one that you can ride every day. Marc Potter, Bennetts

There are surely aging Ducati fans weary of superbike ergonomics but feel too young at heart for a touring bike. And Ducati thinks that there are sprightly newcomers who want Panigale looks without the terror of 160hp. Makes sense. (…) It’s a stately and venerable concept that deserves to be alive and well. Splits the difference between superbike and sport-tourer, true to the Ducati name. Zack Courts, Motorcyclist

The SuperSport lacks the outright aggression of a more focused bike like the Panigale 959, but on road and track it delivers a magic blend of composure, comfort and sporting agility. And it’s superb on the road; Ducati really has got the handling and ride feel spot-on because it fully delivers across the gamut of the riding and rider its aimed at. Simon Greenacre, Visordown

“Sport riding experience anywhere, anytime.” One of Ducati’s official line on this bike.

Will I buy this motorcycle?

My motorcycle budget for this year has already been topped off, so I know it will not happen this year.  I did not purchase a motorcycle this year, but I did acquire something that will hopefully take me riding to different and more places this year, and which could actually be something to consider for a future purchase of a motorcycle such as the Supersport.  More on that soon.

Having said that, there are three motorcycles on my “would like to own” short list and the Supersport is on this list. Of course, its permanence on this soft list will depend on my own perceptions of what people mean by the “comfort ergos” been talked about in reference to this bike and my take on its performance. I definitely want to ride it, who knows, I might like it too much.

I would certainly welcome an opportunity to better explore road riding – a job that was started by the 848 Streetfighter – with a machine that is suitable to my not so aggressive riding style, and has been filled by the Multistrada and the Tiger, while the adventure duties have fallen into the Rally Raid CB500X and the WR250R.

Thank you for reading!


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