THE CUSTOM & STYLE ISSUE TESTED

TRIUMPHS

AMERICAS LEADING MOTORCYCLE MAGAZINE

EXCLUSIVE TECH DEVELOPMENT STORY BY KEVIN CAMERON

INDIAN STORMS FLAT-TR ACK

A SEASON ON SUZUKI!
DECEMBER 2016
MAN IN A VAN WITH A PLAN RACING
CYCLEWORLD.COM MOTOAMERICA SUPERSTOCK 1000
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Find the right model for you at CANAMSPYDER.COM

 DECEMBER
2016

60.
MAN IN A VAN
WITH A PLAN
PHOTO BY BRIAN J. NELSON

26. 36. 46. 54.

THE INDIAN FTR750
FLAT-TRACKER
A close look at the race-
only 750 flat-tracker that
Indian hopes will change
the face of American
dirt-track racing.
By Kevin Cameron
SPECIAL CUSTOM & STYLE SECTION FULL TEST: TRIUMPH TOTALLY COMMITTED
Sometimes its good to break away from the ordinary. BONNEVILLE T120 Mother Nature rains on
To be different. Here is proof in the form of a group of bikes, Buyers remorse after Triumph Motorcycles most
old and new, that are unique and special in their own way. shelling out for a new recent land-speed attempt
FULLER MOTOS SHOGUN By Paul dOrlans Bonnie? Not for our at Bonneville, but the team
MICHAEL LAFOUNTAINS KAWASAKI W1 By John L. Stein Editor-at-Large. isnt giving up anytime
REVIVAL CYCLES RICKMAN-VELOCETTE By Paul dOrlans Not a chance. soon. Nor should they.
ROYAL ENFIELD HIMALAYAN By Joseph Gustafson By Peter Egan By Bradley Adams

IGNITION COLUMNS DEPARTMENTS

8. FIRST RIDE: 2017 HARLEY-DAVIDSON STREET GLIDE 5. UP FRONT 6. INTAKE
SPECIAL By Mark Hoyer 56. SERVICE
Hitting the open road on Harley-Davidsons Milwaukee- 20. BIKE LIFE 67. SHOWCASE
Eight-powered Street Glide Special By Peter Jones
70. SLIPSTREAM
12. GEAR: Essentials for a rainy ride 24. TDC
14. EVALUATION: Arais new Quantum-X and Signet-X helmets By Kevin Cameron
R A C E WAT C H
16. RIDING SKILLS: Did you know that long-term noise exposure 60. MAN IN A VAN
inherent in riding can contribute to permanent hearing loss? On a well-executed plan
Here are four strategies for protecting your hearing. By Mark Hoyer

ON THE COVER: Looking for a daily fix of great moto coverage? Visit cycleworld.com every day for a fun mix of two-wheeled news, features, and videos!
Indians FTR750 flat-tracker basking
in the Santa Rosa sunlight.
Photo by Jeff Allen Online: cycleworld.com | Twitter: @cycleworldmag | Facebook: facebook.com/cycleworld | Instagram: @cycleworld

CYCLEWORLD.COM 3
 CYCLEWORLD.COM
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 UP FRONT EDITORS LET TER
INDIAN COMES IN BIG.
WHAT HAPPENS NEXT?
ts hard to argue with Indians Scout
I FTR750 flat-tracker launch program:
rational design, as much testing
as could be fit in, and a concept
turned into metal in less than one year.
Well, not just turned into metal but into
a true racebike that transferred right to
the main and won the Dash for Cash in the
hands of 47-year-old Joe Kopp at its Santa
Rosa Mile Grand National debut. Kopp then
finished the weekend by leading the first lap
of the main and finishing seventh. Stellar
results that border on unbelievable. Indian
will presumably spend the off-season test-
ing and refining the bike andtooling up
to manufacture FTR750s for saleprice,
and number of units produced, yet to be
determined. I overheard one experienced
tuner say hed like to buy several! How many
Indians will line up alongside the three full-
factory Wrecking Crew bikes of Brad Baker,
Bryan Smith, and Jared Mees? And did you
read that last sentence? If the scratch-built
bike didnt show commitment enough, hir-
ing the three most talented and successful
riders in the pit (who filled the podium at
Santa Rosa in that order) ought to send chills
through H-Ds racing departmentand any-
body else planning to line up in the 17-round
American Flat Track (rebranded such by
AMA Pro Racing) series planned for 2017.
What will Harley-Davidson do? We were
excited early this year to hear that H-D was
finally going to begin campaigning the
XG750R Street-based flat-tracker, but we
have been puzzled somewhat by the appar-
ent lack of commitment. Even the secret
launch at the Austin round in conjunction
with MotoGP was odd. Like, why would
you race the XG750R but then park it in a
closed tent and not talk about it? At the only
race in the US where the entire worlds most
influential motorcycle racing journalists
would be assembled, and which was run-
ning alongside a race series with the likes of
Valentino Rossi and Marc Marquez, the two
most famous and successful
racers in the world who also happen
to use American dirt track for training?
I do understand why Harley-Davidson
would choose the XG750 production bike
as a basis for its new racebike. Because why
wouldnt you want to lavish the historic
dirt-track racing glow of the XR-750 on your
liquid-cooled, 60-degree V-twin streetbike of
the same displacement?
The XG racer does look good. But what THIS
Id always dreamed of was an XR-750 2.0. MONTHS
S TAT S
Maintain 45-degree vee, go short pushrod or
DOHC four-valve heads with perfect ports,
liquid-cooling, plain-bearing bottom end,
maintain overall look, flywheel placement,
and inertia and be Harley-Davidson. The
JEFF ALLEN
Street is neat, but its not the companys core
identity, and unless Harley-Davidson seri-
ously fast-tracks development, 2017 is going
to be challenging.
Indian Motorcycle, at (Im estimating)
less than a tenth of the overall motorcycle
sales volume, has shown 100 times the com-
3
GNC CHAMPIONS HIRED
mitment to this great American sport that BY INDIAN TO RACE
FLAT-TRACK IN 2017
only still exists in its national level form
because of Harley-Davidsons ongoing invest-
ment in the series.
I wrote a Race Watch story for the Febru-
ary 2000 issue that was all about Super-
Trackers, production 1,000cc-based dirt-
zero
RECORD RUNS AT THE
track racebikes ruled into existence that BONNEVILLE SALT FLATS
was an attempt to revitalize the series. At
the Del Mar Mile in late 1999, I stood with
Willie G. Davidson, who said, To me, this
is the best racing in the world. A dirt mile
BRIAN J. NELSON
Theres nothing more exciting.
It was true then and its true now. And
shorttracks and half-miles and TTs too. The
rest of the world is finally noticing. Lets
hope Harley-Davidson comes back big in
2017. We know it can do it. Will it? Some of
the best racing in the world will only be the
better for it.
46,000
MILES DRIVEN IN 2016 BY
MARK HOYER CW S HAYDEN GILLIM, MAN IN
EDITOR-IN-CHIEF A VAN WITH A PLAN RACER
CYCLEWORLD.COM 5
 A DIFFERENT ADVENTURE  ELECTRIC-START SUGGESTIONS  BUY A CAR?  MILWAUKEE-EIGHT MATERIALS
I think your Making It comparison
test of adventure bikes didnt quite
make it for me. If your comparison
was directed toward something not
as expensive and lightweight, then
why didnt you include the BMW
F800 or the Triumph Tiger 800
instead? Most of these big bikes will
never get off road much more than
a hard-packed gravel anyway. The
adventure bike market is popular now
BOLDLY WE MARCH INTO 1975
I just read about Peter Egan selling off
his Norton Commando and buying a
new Triumphbecause the Commando
did not have an E-start button. I would
like to tell him that in 1975 the 850 Com-
mando came with electric start that
works very well. There is also a retrofit
system for his 1974. He is going to miss
the Norton.
GEORGE GOULD
GALVESTON, TX
George, thanks for the tip. Please see page 46 to
6 CYCLE WORLD DECEMBER 2016
KICKSTART THE CONVERSATION
because a lot of us like the big-bike
performance, long-travel suspension,
and the upright seat/ride position. I
still want some horsepower but dont
need the latest GSX-R, nor do I need
to go that fast! As for the expert-level
KTM, Ill take one. A better bike can
make a better rider. KTM 1290 Super
Adventure for me.
DENNIS KALTHOFF
COLD SPRING, MN
read how little Egan is missing his Commando.
LOVES REGULARITY
Not that youve been totally gone, but a
promise of regularity is a good thing for
me, as years advance.
Ive also enjoyed riding the Buell
Ulysses, though my favorite of the
Sportster-engined models is the tube-
frame Lightning.
But, for the love of god, at least get an
Alton-France electric-starter conversion
for your Commando. Would also suggest
a single-Mikuni carb conversion
Dammit, I just read the jump page on
the column where Egan says he sold the
Norton. If twere done, twere best done
quickly. Pass the starter/carb advice on
to the new ownertime comes for us all.
Youll enjoy the new Bonneville. Still
havent forgiven you for selling the
Lotus Elan.
RUSSELL BUONASERA
HOUSTON, TX
MILWAUKEE 8 THE HEAT
Love the Milwaukee-Eight article. It
was very well written. After reading how
smooth the engine is and with the elimi-
nation of the heat, I feel like I just need
to buy a car and take the windshield out.
Just hope Harley doesnt forget where it
came from and who got them there.
HERB GASKIN
CYCLEWORLD.COM
Herb, its true, a nice Shovelhead will make
you feel truly alive.
Reading through the Milwaukee-Eight
article by Kevin Cameron, I started to
wonder about the lack of valve adjust-
ment. If one tubular rocker actuates two
valves, how do they plan to allow for dif-
ferences in seating height of the individ-
ual valves and differences in component
wear rates with apparently no adjust-
ment method for the individual valves?
Maybe their materials engineering and
manufacturing processes are predictable
enough that it is not a concern?
LYLE MATHER
CALGARY, CANADA
Yes, Harley-Davidson says that seat and valve
material are such that deviation in wear
between the paired valves on the single rocker
will not be an issue.
JEFF ALLEN
Comments? Suggestions? Criticisms?
Write us at intake@cycleworld.com.
 TOTAL
VERSATILITY
FOR DEMANDING
CONDITIONS
THE VALPARAISO 2
DRYSTAR JACKET & PANT

TH E W ORL D W ITH MO T ORCYCLES

ALPINESTARS.COM/TOURING
 MILWAUKEE-EIGHT MILES  RAIN GEAR  STREET-FOCUSED ARAIS  LISTEN UP

Ignition THE RIDE STARTS HERE


THE HARLEY WAY:
As more brands remove
personality to satisfy regula-
tions, Harley-Davidson has
pleased the Harley faithful
with a cleaner and better
bike for everybody.

8 CYCLE WORLD DECEMBER 2016 ACTION PHOTOGRAPHY BY Tom Riles

 t wo 30
7
BY THE NUMBERS

THUMBS-DOWN: For a pre-production PERCENT:

engine tested with heavier balancer MPG: Fuel mileage we managed Reduction in
and less vibration, which Harley over the course of our week- clutch pull over
owners (and non-owners) turned away end on the Street Glide outgoing model

C W FIRST RIDE
Building the
2017 HARLEY-DAVIDSON faith without
disappointing
STREET GLIDE SPECIAL the faithful
By Joseph Gustafson

H
arley-Davidson motor- adjust valves. A new flywheel has The Milwaukee-Eight is ready
cycles are synony- been reweighted to increase iner- to make an impression. Like a
mous with history. To tia by 20 percent, and then theres gangly high schooler who becomes
own one is to immerse the big change: Harleys switch to a graceful supermodel adult,
yourself in the tradi- four-valve heads and new combus- gone is the frizz, awkwardness,
tion of the American tion chamber for faster, more effi- and rudeness of the Twin Cam.
pioneer, from pilgrims to astro- cient burn. And although power delivery is
nauts. You dont change; you The result? A slew of incremen- smoother, the hallmark engine
change the world. And you chose a tal performance enhancements. vibration remains, albeit toned
bike that does the same. Theres 10 percent more torque down carefully, precisely to give
Whether youre willing to available as soon as you want it, so you just enough.
accept it or not, however, certain the new models are two or three Theres always been torque, but
things do change: wants, needs, bike lengths quicker to 60 mph now theres noticeably more of it.
and laws. That point brings us than the old model and maybe one The engine is vastly more flex-
here, to Washington State, for a or two faster from 60 to 80 in ideal ible. Rather than groaning near
ride aboard Harley-Davidsons conditions. Exhaust temperatures redline, it lunges at it. Passing
new Milwaukee-Eight-equipped are said to be 100 degrees lower maneuvers that caused a second
Touring models. These bikes have than the outgoing models, so thought on a Twin Cam, specifi-
the lofty mission of bringing the youll be more comfortable too. cally ones at 60 mph or above, are
H-D experience forward into new
regulatory and market environ-
ments while retaining the classic
H-D look, sound, and feel. Do
they keep the flame lit without
disappointing the faithful? We
jumped on a 2017 Street Glide
Special with Milwaukee-Eight
107 engine to find out.
First, Chief Engineer Alex Boz-
moski walks us through the M-Es
changes, showing us how model-
ing advances have allowed Harley
to decrease tolerances every where
and go back to a single cam,
reducing noise. A switch to a new
knock sensor ensures more pre-
cise firing, while hydraulic lifters
remain and remove the need to

CYCLE WORLD 9
 IGNITION FIRST RIDE

just a throttle pull away. On back bags are just big enough for a small Still, it has never been easier CLUTCH PLAY:
roads, that flexibility lends to backpack and change of clothes. to convert to the church of Har- The slipper/
more playfulness and speed. And the fairing is just tall enough ley. To buy a Harley has always assist clutch is
A big part of the bikes improved to cover the brunt of the wind but required shifting your priorities. narrower for
competence relates to the revised not so expansive as to keep you You wanted that attitude, that reduced engine
suspension, which includes a new from the feel of cutting through it. heritagethat feelingand were width at the
Showa 49mm fork featuring dual Of course, cornering clearance willing to sacrifice function to get clutch cover. The
benefits are an
bending valve fork technology is still limited, and the bike feels it. But with the new Milwaukee-
easier reach and
and emulsion shocks that increase heavy in parking lots. Also, the Eight, theres less compromise
less heat felt
preload capacity by 30 percent. brakes are a weak point, with little than ever before. Its not good for when foot down
A ton of effort was put in to give initial bite and feel. a Harley. Its good period. at a stop.
riders more comfort and capability,
and it shows.
The fork itself is better at soak- THE MECHANICAL
ing up pavement irregularities and
CHATTER OF THE TWIN
transmitting much less shock to
CAM IS GONE.
the bars. Theres more feel from the
front end at high speeds, less wob-
ble at low speeds, and improved
confidence all around. The bike
holds a line easier and doesnt wal-
low in transitions.
The Street Glide itself gives you
the highlights of the Harley expe-
rience, without the hardship. The

2017 HARLEY-DAVIDSON STREET GLIDE SPECIAL

E NG INE T Y P E DISPL ACE M E NT SE AT HE IG HT FU EL C APACIT Y CL AIMED WET WEIGHT BAS E P RICE
Air-/oil-cooled V-twin 1750cc 27.0 in. 6.0 gal. 830 lb. $23,699 (Vivid Black)

10 CYCLE WORLD DECEMBER 2016

 Its the ride
;,!;1!'89W
When the sun meets the
horizon and theres nothing
in front of you except the
open road. Thats the only
way to live.

'; 3;38$@$'
-29<8!2$';3&!@W

Motorcycle
geico.com | 1-800-442-9253 | /RFDO2IFH

Some discounts, coverages, payment plans and features are not available in all states or all GEICO companies. GEICO is a registered service mark of Government Employees Insurance
Company, Washington, D.C. 20076; a Berkshire Hathaway Inc. subsidiary. Motorcycle and ATV coverages are underwritten by GEICO Indemnity Company. 2016 GEICO
 IGNITION GEAR

NEW IDE AS

RIDERS ON THE STORM

Essentials for a rainy ride By Don Canet
1
3

1 2 3 4 5

WET BUT READY FINGERS FIRST RAIN RUBBER RAINY-DAY DENIM LIGHT IT UP

Getting caught in an Proper gloves can eradi- Maintaining good Theres no beating Become more vis-
unexpected shower cate dreaded dishpan footing on wet roads a hazmat suit for ible when riding in
shouldnt put a damper hands when riding in wet neednt cost an arm or a staying dry, but how poor weather with the
on your ride. Designed conditions. The Rukka leg. Dunlop Sportmax fashionable is that? Admore SMT Lightbar
to be worn over riding Harros GTX Glove GPR-300 ($121.42 The REVIT Orlando ($199.99), which uses
gear, the ISX Saint Rain ($199) is constructed of $160.37) claim to offer H2O Jean ($319.99) is high-intensity LEDs to
Jacket ($79) and match- goatskin leather and Cor- a balance of grip in wet made of a poly/cotton provide supplemental
ing Croix Pants ($59) dura with a waterproof or dry conditions with stretch denim with a taillight, brake light, and
are lightweight, 100-per- and breathable Gore-Tex longer wear. The sport 100-percent-waterproof progressive amber turn
cent waterproof, and lining. It has padded radial is available in two hydratex membrane signals. The universal kit
breathable. The jacket knuckle protection and a front and four rear sizes inner laminate. Theres features several user-
features adjustable collar combination of Outlast designed to t bikes double layer abrasion- congurable options,
and cuffs, while the and light thermal insula- from 250cc/300cc to resistant fabric in seat including an adjustable
pants have zippered leg tion for warmth without the open class. and knees along with accelerometer-activated
and drawstring waist. the added bulk.  (800) 845-8378 CE-Level 1 hip and knee brake-light function.
 (561) 571-1900  (866) 501-0510 dunlopmotorcycle- protection.  (877) 564-8100
isxusa.com rukka-usa.com tires.com  revitsport.com admorelighting.com

12 CYCLE WORLD DECEMBER 2016

 MY MOM DIDNT HAVE MANY OPTIONS.
TODAYS LUNG CANCER PATIENTS DO.
Twenty years ago, my mother
was diagnosed with lung
cancer. She had very few
places to turn, and lost a
diffi cult struggle.
Today, we are on the brink
of real breakthroughs in lung
cancer research and there
are signifi cantly improved
treatment options.
Tony Goldwyn
Stand Up To Cancer
Ambassador
Photo Credit: Kevin Lynch
And yet, more than 30% of all
lung cancer patients still dont
know about the therapies,
specialists, and clinical trials
available to them.
Lung cancer is a formidable
foe, but we are fi nding new
ways to fi ght it. Please visit
SU2C.org/LungCancer for
questions to ask your health
care professional and to
learn about options that
may be right for you.
Stand Up To Cancer is a program of the Entertainment Industry Foundation (EIF), a 501(c)(3) charitable organization.
SU2C.org/LungCancer
 IGNITION EVALUATION

C W E VA LUAT I O N

ARAI
QUANTUM-X
AND SIGNET-X
HELMETS
Perfecting fit for all
By Sean MacDonald
QUANTUM-X

T
he Quantum-X
and Signet-X enter
Arais lineup as its
top offerings for the
more street-focused
rider. Technology all
comes from the race-inspired
Corsair-X, but these helmets
use some lower spec materials
to keep the price down (with
the unfortunate side effect of
adding a little weight).
Each helmet gets the new
VAS shield and latch system
from the Corsair-X, which SIGNET-X
simplifies swapping the new
VAS Max vision visor. Both
get a new shell shape, which snug and comfortable for a
allows for more room at the rounder head.
snout, and revised chin and Similarly, the Signet-X is ARAI QUANTUM-X
forehead air ducts and rear for us long-oval-head-shaped & SIGNET-X
exhaust channels that make people. The interior shape
for better flow-through of the Signet-X allowed me araiamericas.com
performance. to drop down a helmet size, PRICE: $699.95$829.95
The helmets are identical in which results in a quieter ride
features, so why two models? with less buffeting and wind
UPS
Fit. Arai knows that, after noise. Also, a more snug fit
passing safety standards, fit results in improved protection
+ Easier-to-operate air ducts
is the second most important in the event of impact.
+ More room for your schnoz
thing when choosing a Find yourself in between
+ Cool new visor options
helmet. The Quantum-X and the two? Arai says that using
DOWNS
Signet-X are the same helmet, the long-oval head liner from
Heavier than Corsair
ACTION PHOTO BY DREW RUIZ

created to fit two different the Signet-X in the rounder

head shapes.
The Quantum-X is for
you round-oval people
and is closer in shape to
Arais original fit. Its shell
and internal padding have
been developed to be more
Quantum-X shell results
Still not great for really
round heads
in a fit in between the two
helmets and has a fit similar
Visor-swapping system
takes some getting used to
to that of the Corsair-X.
Top-notch finish and
featuresand now the
perfect fit.

14 CYCLE WORLD DECEMBER 2016

 IGNITION RIDE SMART
LISTEN TO A GOOD DOCTORS ADVICE
SAY WHAT?
Hearing damage is motorcyclings elephant in the room By John L. Stein
U
nlike those lane-
splitting lunatics
and front-flipping
freestylers, you
eschew needless
risks. You also wear safety
gear and dont ride buzzed
or overtly speed. Minding
risks is a great way to enjoy a
lifetime of injury-free riding,
right? Sure, when it comes to
busted wrists. But surprise:
Long-term noise exposure
inherent in riding can signifi-
cantly contribute to perma-
nent hearing loss.
16 CYCLE WORLD DECEMBER 2016
Dr. Phil Scheinberg is a
licensed otolaryngologist
(ear, nose, and throat physi-
cian). He is also a longtime
car racer, a former streetbike
rider, and all-around motor-
sports fan. The inner ears
delicate hair cells (stereocilia)
vibrate in response to sound
pressure stimuli, starting the
elegant process of turning
acoustic energy into electrical
impulses your brain inter-
prets as specific sounds, he
explains. Unfortunately,
these hair cells are vulnerable
to the high sound pressure
from race engines, wind
blasts, Motrhead concerts,
shop equipment, or Dirty
Harrys .44. Once damaged,
there is no surgical remedy.
Hearing loss often begins
as the inability to discrimi-
nate high-pitched tones or
even conversation clearly
and may be accompanied by
ringing of the ears (tinnitus).
Logically, Dr. Scheinberg rec-
ommends people at risk wear
hearing protection and also
get annual checkups. And
since damage is cumulative,
if youre a parent of kids who
ride, make them wear hear-
ing protection so their motor-
cycling wonder years dont
precede adult hearing loss.
Here are four strategies for
protecting your hearing today:
USE PROTECTION. Store-
bought foam earplugs can
substantially lessen sound
pressure in your ears. If
theyre uncomfortable, have
an audiologist fit you with
custom-molded earplugs;
these may not offer more pro-
tection, but if youll regularly
wear them, you win.
FIND A QUIET HELMET.
Schuberth promotes the C3
Pro as one of the quietest
helmets in the world, while
Senas Smart Helmet has
built-in noise-canceling tech-
nology. For dirt riders, the
Quiet Ride Helmets inflat-
able noise-reduction muffs
physically cocoon the ears.
CONSIDER THE WIND.
Among road bikes, nothing
is quieter than a full-fairing
tourer. Thats because the tall
windshield creates a large
pocket of relatively calm
air behind it, in contrast to
minimalist sport fairings
that end to cause buffeting at
helmet level.
KEEP IT STOCK. Want to
hurt your hearing? Swap out
OE intake and exhaust sys-
tems for great-sounding free-
flowing components. Socially,
motorcycling has had a noise
target on its back for decades,
but excessive sound damages
both ears and image.
ILLUSTRATION BY Ryan Inzana
 IGNITION BIKE LIFE
VIRTUAL
COMBUSTION
NOBODY CARES ABOUT THE RAILROADS ANYMORE
BY PETER JONES
A
fair amount of my emotional
relationship with motorcycles
is due to internal combustion
engines. That might be true
for you too. I love the sounds and smells
of engines. Engines are the living symbol
of mans mastery of fire. In fact, many
of my earliest memories of working on
motorcycles are of getting burned. It took
me far too long to learn that cold metal
and hot metal look exactly the same.
Motorcycles wear their mechanical-
ness on their sleeves, so to speak. The
engine is in view and right there between
the riders knees. Even full-fairinged
bikes leave a good bit of their engines
in viewexcept of course for the Ducati
Paso and a couple other historic aberra-
tions. My favorite motorcycles arent even
the ones that fully feel like a vehicle pow-
ered by an engine. I prefer the ones that
feel like Im totally just riding an engine,
an engine that by accident of convenience
just happens to have a couple of wheels
attached to it. Thats because I like to feel
a bit of the raw, fiery violence of my rela-
tionship with motorcycles.
Since childhood, though, Ive known
that the end to the era of the internal
combustion engine is coming. The supply
of dead dinosaurs is limited, and, I admit,
filling the roadways with personal car-
bon factories is inherently flawed.
But knowing theres a worshipping
culture of these creations of the Indus-
trial Age, I used to imagine that the end
of petroleum oxidizers would arrive like
a forced fascist takeover. Military rule
would be declared and soldiers would
come to our houses to pry internal
combustion engines from our cold, dead
hands. Or so I envisioned such a roman-
tic tragedy of epic sadness.
But, alas, history tends to be an evolu-
tion, and only rarely is it a revolution.
Change is slow. Things happen in inch-
ing steps that only become noticeable
20 CYCLE WORLD DECEMBER 2016
when reflecting on the pastafter text-
ing a picture to grandma while listening
to music on your smartphone.
The first engine I dismantled was a
well-worn Ford V-8 flathead. It had about
11 moving parts plus a carburetor. The
motorcycle race engines I built in the
early 1990s had four carbs, two cams, 16
valves, and sleeved cylinders separate
from their crankcases. In those days, BY THE NUMBERS
hot-rodding a racebike was a popular
sport in itself, involving planing heads,
adjusting timing, polishing crankshafts,
five-angle valve jobs, boring cylinders.
In the second half of the 1990s EFI
arrived. And then Nikasil coating. And
coils were piggybacked onto spark plugs
with the E of the EFI highly evolving.
Now literbikes are ultra smooth, with
zeroTHE NUMBER OF
so much power and such complicated MILLIMETERS OF FREE
electronics that amateur hot rodding is PLAY IN THE VOLUME
impossible. The hammer, screwdriver, CONTROL KNOB ON
and crescent wrench that I used to MY STEREO
rebuild that flathead are worthless today
against a six-plane sensor box, ride-by-
wire, variable cam timing, and so on.
1.5
So now, even when I can see a new
motorcycles engine, I can also see that
the days of having an interactive rela-
tionship with it are long gone. Some-
where hidden beneath an electronic
management system, and layers of rider THE NUMBER OF
controls, there is still an internal com- MILLIMETERS OF FREE
bustion engine, but its an item of tech- PLAY ENGINEERED
nological prowess beyond an enthusi- INTO A FLY-BY-WIRE
asts interactive comprehension. Todays THROTTLE
most modern of modern motorcycles are
basically sophisticated robots on wheels,
with broad ranges of user interfaces.
While, as enthusiasts, we might think
that were evaluating modern motor-
cycles, actually our motorcycles are
100
evaluating us. Next week it might be an THE TOTAL PERCENTAGE
electric motor between our knees, and THAT I OPEN A THROTTLE
we might not even notice. AT LEAST ONCE EVERY
I now miss the modesty of a Ducati SINGLE TIME I RIDE A
Paso. Those bikes never judged me. MOTORCYCLE
PROGRESSIVE.COM 1-800-PROGRESSIVE
 IG NITION TDC
RUBBER
CHEMICAL REACTIONS REPLACE SIMPLE
MIXTURES IN RUBBER COMPOUNDING
BY KEVIN CAMERON
S
ince 1990 the compounding of tire
tread rubber has undergone a pro-
found change. As former Dunlop
engineer Dave Watkins put it in
2012, Before, tire compounds were mixtures.
But today chemical reactions are the key to
compounding.
In former times, polymers, reinforcing
carbon black, processing oils and waxes,
tackifiers, and a suite of cure agents were
charged into the top of a large and frighten-
ing machine called a Banbury mixer.
By a process of vigorous shearing, driven by
electric motors up to 50,000 hp, the Banbury
distributed the carbon black and other mate-
rials into the rubber to produce a uniform
plastic mass, which could be forced through
an extruder to produce green (meaning
unvulcanized) tire tread.
Long-chain polymers such as styrene-
butadiene rubber (SBR), butyl (BR), or
natural rubber (NR) provide the necessary
elasticity. Processing oils and waxes ease
and accelerate mixing and provide control
of softness. Tackifiers provide stickiness
that allows tire elements to be assembled.
Cure agents convert gooey rubber into
an elastic solid by vulcanization, which
employs heat and sulfur to chemically
cross-link rubber chains to each other. Car-
bon black reinforces the rubber chains by
attracting them to its surface via so-called
short-range forces. Imagine a pot of steel
bead chains of the kind used as light-pulls:
The chains are free to slide over each other
just as rubber chains are in unvulcanized
rubber. The fine particles of carbon black
are like myriad tiny magnets, mixed into
the pot of bead chainby attracting the
chains to their surfaces, they reinforce the
whole, improving abrasion, cut, and tear
resistance. For many years, the progressive
improvement of rubber required produc-
tion of ever-finer carbon blacks and finding
ways to uniformly mix such fine blacks
24 CYCLE WORLD DECEMBER 2016
combine grip-enhancing softness (soft rub-
ber more easily squeezes into intimate, large- BY THE
area contact with pavement texture) with NUMBERS
high-tensile strength (necessary to transmit
high grip force into the tire). That drove the
effort to use ever-finer carbon blacks.
Carbon black is not the only reinforce-
ment used in rubber. In photos from before
1910, cars rolled on white tires, reinforced
with zinc oxide. Another possibility has
17
T HE S TANDARD W HEEL
DIA ME T ER, IN INCHES, IN
always been very fine silica, which is essen- MOTOGP A S OF 20 16. A
tially common quartz sand. It had the prob- RESULT OF T HE NE W SPEC-
T IRE SUPPLIER, MICHELIN,
lem that during mixing with rubber, it could WAN T ING T ECHNOLOG Y
clump together, resulting in unsmooth OF R ACE T IRES TO MORE
tread extrusions. E A SILY T R ANSL AT E TO
The rubber business is research-inten- PRODUC TION TIRES.
sive. During the 1980s, means were dis-
covered to prime the surface of silica or
to terminate rubber chains with so-called
functional groups that gave them affinity
for a silica surface. This made it possible to
6.25
M A XIMUM MOTOGP
chemically bond rubber to silica particles, RE AR W HEEL W ID T H, IN
rather than making do with the weaker INCHES, A S ME A SURED
BE T W EEN T HE INNER FACES
forces that underlie the association of rub- OF T HE RIM FL ANGES.
ber chains with carbon black particles. The T HE SA ME W ID T H AL SO
higher strength of such chemical bonding APPLIED TO 500 GP T WO-
S T ROKES BEFORE 2002.
meant that relatively little silica could pro-
vide the desired durability. The result was
rubber that remained soft at lower tempera-
turesjust the thing for the winter rains of
Europe. Silica chemistry now became the
basis of racing rain tires. The 1992 Japanese
63
T HE A M A ZING ANGLE
GP was won in rain by Mick Doohanthe OF LE AN (IN DEGREES)
OF T EN SEEN IN MOTOGPS
first such use of Michelins new silica rub- BRIDGES TONE SPEC-T IRE
ber reinforcement technology. Soon after ER A (200920 15). Y E T T HIS
that, racing engineer Erv Kanemoto noted Y E AR, ALTHOUGH LE AN
that Michelin was beginning to move some ANGLES ARE A BIT LESS
ON MICHELIN T IRES, L AP
rain compounds onto dry tires. T IMES ARE A S FA S T OR
The driving force behind this research FA S T ER T HAN BEFORE.
 TDC IGNITION

was that until this time, high-grip
rubber compounds depended on
their internal friction, or hys-
teresis, for much of their grip,
but government regulation was
forcing vehicle makers to improve
fuel mileage. The high rolling fric-
tion of high-hysteresis rubber was
unacceptable. Would its grip have
to be given up to reduce tire roll-
ing resistance?
The answer was no. Thanks to
something known as the Payne
effect and the proper applica-
tion of silica reinforcement, the
internal friction of rubber could
be made frequency dependent. At
the low frequency of tire rolling
flex (zero to 20 cycles per second)
the new rubber could flex with
low energy loss, giving reduced
rolling resistance. But at the much
higher stick-and-slip frequencies
at which rubber generates grip
against pavement, hysteresis
remained at full strength, giving
its usual higher dry and wet grip.
In rubber reinforced only by ITS EASY when he said rubber compound-
carbon, straining the rubber TO MAKE ing has become a process of
caused some chains to be dis- DURABLE chemical reactions rather than
placed from their positions on car- HARD of simple mixtures prepared
bon particles, or even to be pulled in Banbury mixers.
right off, consuming energy that
RUBBER This is complex technology
could not be immediately given
THATS because changing one variable
back when the strain was relaxed.
WHAT affects all others. Which silanol
This internal energy loss was the TAXIS AND coupling agent for bonding rubber
mechanism of hysteresis, and DELIVERY and silica interferes least with the
in late 1950s auto racing, grippy VANS RUN mixing process? Which silanol
high-hysteresis rubber gave ONBUT gives best bonding between rubber
higher corner speeds, but its high AT SOME chains and silica particle surfaces?
rolling resistance could cut top SACRIFICE Should the silica be primed with
speed by 5 mph. This hysteresis OF GRIP. silanol before mixing, or can that
was present at all frequencies. WHATS extra step be eliminated by just
But with rubber chemically HARD IS TO pouring the silanol into the mixer?
bonded to silica particles, such COMBINE Every variable had to be worked
rearrangement or release of rub- GRIP- out by testing at laboratory scale
ber chains became possible only at ENHANCING then validated at industrial scale.
the greater energy levels of high- SOFTNESS Tires are so very much more
frequency strain cycling. This WITH than round and black. The
gave silica-reinforced rubber com- HIGH- technology hidden inside them
pounds lower rolling resistance TENSILE can keep us upright and safe in
without losing the grip-boosting STRENGTH. conditions in which tires of an
effect of hysteresis. earlier era would have sent us
This was what Watkins meant sprawling.

THESE ARENT TYPICAL RIDERS.

STUNT RIDERS ERNIE VIGIL AND NICK APEX TUNE WITH POWER COMMANDER.

FUEL INJECTION MODULE

SUPERIOR OPTIONS - PRECISE CONTROLS
W W W. P O W E R C O M M A N D E R . C O M
This product is intended to be used only on racing vehicles on closed courses, and
not for use on roads or vehicles otherwise subject to emission control requirements.
2016 DYNOJET RESEARCH
CW EXCLUSIVE INDIAN FTR750 FLAT-TRACKER

INDIAN
THROWS
DOWN
THE
GLOVE
 WILL INDIANS NEW
F L AT-T R ACK ER CH A NGE
THE FACE OF AMERICAN
DIR T-T R ACK R ACING? By K e v i n Ca m e r o n
Photography by Je ff Al l e n

CYCLEWORLD.COM 27
 CW EXCLUSIVE INDIAN FTR750 FLAT-TRACKER
ndian is challenging the
I
weight of history by building
a race-only 750 dirt-tracker
for AMA Pro Grand National
events. Since Bill Tuman won
Indians last Grand National
Championship by topping
the Springfield Mile on a Scout in 1953,
Harley-Davidson-mounted riders have
won the GNC 50 times. How do you like
those odds? Indians challenge is its 109-
hp V-twin FTR750 flat-track racebike,
based on no production model. There is
nothing more American in motorcycling
than its century-old fairgrounds flat-
track racing. Indians challenge asks,
Who is the most authentically American
manufacturer?
When I search for a similar long shot,
I think of Honda who, with the help
of Gene Romero and others, turned its
unlikely CX500 engine sideways and
transformed it into the RS750, which won
five AMA GNCs.
Indian management heavies made
their remarkable decision late in 2015.
28 CYCLE WORLD DECEMBER 2016
I went to see the chassis with rapid-proto-
typed (plastic) engine and bodywork
in the second week of May and spoke
by phone with engineer Urs Wenger of
Polaris/Swissauto. In early June, I flew to
Switzerland to see the 106-pound engine,
both apart and running on the dyna-
mometer, and in July I attended a closed
Indian test of the complete machine in
the hands of Jared Mees, at the Charlotte,
North Carolina, Half-Mile. That is fast
development of a kind that takes full
commitment and serious R&D capability.
Why would Indian executives back
this? Maybe for the same reason that
Honda entered European motorcycle
GP racing in 1959: to establish its name
worldwide in capital letters.
Who will answer this challenge?
Harley-Davidson must, for to do otherwise
after so many years of success would risk
more than competing does. The other suc-
cessful engine in the series is the Kawa-
saki Ninja 650 twin, originally developed
to first 698cc and then 749cc displacement
by former Harley-Davidson flat-track crew
chief Bill Werner, the mechanic and team
leader behind 13 XR-750 Grand National
Championships. The Kawasaki is now
kept in the limelight by Bryan Smith on
the Howerton Crosley bike, who won the
2016 championship in a fight to the end
with Jared Mees. Does Kawasaki help
teams racing its engine in AMA Pro? Who
knows, but a position has been attributed
to Kawasaki in paddock conversation. It
says No, we cannot race a 750 in a series
that permits 1,000s to compete, especially
since 750s are limited to a 38mm throttle
body while 1,000s get 55mm.
Its worth knowing why the 1,000s
havent worked so far (they were added
to the class in hope of making low-buck
teams competitive). The basic answer is,
big ports, big cams, and big power. That
means the 1,000cc builders are fighting
the very same problems Kenny Roberts
faced on the 1975 Indianapolis Mile, rid-
ing the two-stroke Yamaha TZ750too
much power, hitting much too hard.
Riders today, faced with uncontrollable
power, try to tame it by modulating the
back brake until the disc glows red and
the pads wear down to the steel, spark-
ing furiously.
How do you enter a racing series in
which you have zero experience? You
begin by studying existing best practice:
Harley-Davidsons aluminum XR-750
that has been evolving since 1972. You
measure winning chassis, locate major
components, analyze swingarm squat/
antisquat geometry. You dyno the best
engine you can lay hands on, to under-
stand the amount of power required and
the shape of its torque curve.

CYCLEWORLD.COM 29
 CW EXCLUSIVE INDIAN FTR750 FLAT-TRACKER
Jared Mees,
three-time
GNC1 champ,
tested the
new Indian at
Charlotte.
This showed that winning bikes have
95 to 100 rear-wheel horsepower, with
peak torque that begins around 7,000
and hangs on forever. Winning torque
curves have no dips or peaks, just nice
smooth delivery that a rider can count
on as he or she feels for grip on what
dirt-trackers call that 70-hp tire. That
set the goal at 110 crankshaft horsepower
at 10,000 rpm. Another thing: If youre
geared to come off the corners strongly,
your engine hits peak horsepower rpm
well before the next corner. To get there,
it has to over-rev the peak without
either falling on its face or hurting itself
mechanically.
Numbers for the new Indian Scout's
steel-tube chassis are classic: Wheelbase
is 55 inches with a nominal steering-head
angle of 25 degrees (with 2 degrees of
adjustment). Trail is 3.9 inches but can be
altered by changing the offset between
the fork legs (an hlins unit of the type
being used in flat-track) and steering
axis. Standard offset is 53mm. The frame
has an adjustable swingarm pivot height
(this controls the squat/antisquat behav-
ior of the rear suspension as the rider
feeds throttle to accelerate off the turn).
The goal is to keep machine attitude
where the rider likes it, neither squatting
down (causing front push) nor topping
30 CYCLE WORLD DECEMBER 2016
(which stops suspension movement).
Under a tank-shaped cover are a 2.2-gal-
lon fuel tank up front and an intake air
filter case behind (with its intake through
louvers in the top and visible to the rider).
Everything has been made adjustable
to allow best engine position, overall ride
height, and rider fore-and-aft position
to be found. Steel tubes look spindly to
sportbike riders, but dirt tracks arent
smooth, and suspension can never do the
whole job, giving value to chassis flex.
First engine run was scheduled for
May, and such a fast pace dictated what
Wenger called low-risk design. That
meant eliminating experimental materi-
als or concepts whose failure might cause
delays. No exotic materials are used.
The 106-pound engine was designed
as a 53-degree V-twin with the goal of
making it narrow and compact enough
to allow wide option of placement in
the chassis. The narrower the V angle,
the more a V-twin shakes like a single.
The less buzzing there is, the better the
rider can feel what the tires are saying,
so vibration had to go. When an engine
has 50 percent of its reciprocating mass
balanced by weights on the crankshaft,
the original up-and-down shaking force
of its pistons becomes a largely constant
imbalance vector, rotating opposite to
the crank. This can be canceled by creat-
ing an equal and opposite imbalance,
also rotating opposite to the crank. This
was provided by incorporating eccentric
weights into the two cam drive reduc-
tion gearsone on the right for the front
cylinder and vice versa. A smooth engine
also stops the long and lamentable tradi-
tion of vibration-cracking of parts.
Unlike the XR-750, whose rolling bear-
ings now give it very short crank life, the
new Indian has all plain bearings with
side-by-side split-and-bolted connecting
rods on a single crankpin (front cylinder
links to the left con-rod). As in F1 prac-
tice, oil enters the end of the one-piece
crank. Target engine runtime between
services is 30 hours.
The time-honored Harley-Davidson
XR-750 is a two-valve design, but today
four lighter, smaller valves driven by
GREAT DEBUT:
Ageless Joe Kopp
won the Dash
for Cash at the
Santa Rosa Mile.
overhead cams are the choice for deliver-
ing flat torque and surviving over-rev.
Why? Its easier to accurately control the
motions of smaller, lighter, paired valves
than it is a larger single one with a push-
rod and rocker.
Wenger said upper-end design was a
matter of sizing the valves for the airflow
of an engine making 110 hp at 10,000
rpm. That set the bore at 88mm, and to
give 750cc displacement that implied
a 61.5mm stroke. Valve included angle
(the angle at which intake and exhaust
valve stems tip away from each other) is
determined by the size of the modified
production Scout cam chain sprockets.
The 33.5mm intakes tip away from bore
centerline at 10.5 degrees and the 30mm
exhausts at 12.5, for a 23-degree included
angle. The resulting shallow chamber is
fully machined to control piston-to-head
clearance at TDC and provide the planned
14.0:1 compression ratio. Each valve has
its own inverted-bucket-type tappet from
the production Scout with valve clearance
set by selective fit, eliminating valve
shim spitting.
Each head has an intake and an
exhaust cam, driven by silent chain that
is fully controlled by contact with arc-
shaped plastic-faced chain guides.
Harley-Davidson's XR-750 is air-cooled,
but air-cooling forces engine temperature
to rise and fall with the thermometer,
possibly being pushed into heat-driven
detonation on hot days. Liquid-cooling
was the choice for the FTR because it
enables use of very high compression
ratio without inviting either piston
cracking or detonation.
When I asked Wenger whether
Computed Fluid Dynamics was used
in design of this cylinder head, he said
that while CFD is valuable for emissions-
regulated engines, race-only designs
dont require it.
A 60/32 gear primary drives the usual
multi-plate clutch and a right-hand shift
four-speed gearbox (adequate for dirt-
track). In AMA Pro flat-track, part of
CYCLEWORLD.COM 31
 CW EXCLUSIVE INDIAN FTR750 FLAT-TRACKER
STEEL TUBES
LOOK SPINDLY
TO SPORTBIKE
RIDERS, BUT DIRT
TRACKS ARENT
SMOOTH, AND
SUSPENSION CAN
NEVER DO
THE WHOLE JOB,
GIVING VALUE
TO CHASSIS FLEX.
race drama is the starting of engines
with Indy-car-like external starters. But
Wengers FTR engine, weighing only 70
percent as much as the XR, could eas-
ily have carried a starter. He said with
amusement, If we have an integrated
starter, everyone will be pissed off!
A much-admired feature of the XR is
its big steel crank wheels, whose rota-
tional inertia smooths power delivery.
One rider observed that crank inertia
does help hook-up on slippery or loose
surfaces but may sacrifice acceleration
on higher-grip tracks. Therefore the FTR
has been provided with three weights of
easily changeable external flywheel.
Dyno running impresses because the
test engine seemingly hammers and
bellows, but a look at the control console
tells you all is normaleverythings in
the green. Through testing, cam pro-
files and intake length have required
no change. Wenger says, If the client
is willing, I like to run a 24-hour full-
throttle test to chase out any gremlins.
At the Charlotte test I observed in
July, it was 97 degrees. A tech poked
the external starter into the left side
32 CYCLE WORLD DECEMBER 2016
of the FTR engine and it barked to life
instantlyevery time. Throttle response
was immediate. This is a fuel-injected
engine, using stock Scout injectors.
On the track, a banked half-mile bowl
of red clay, the exhaust note booms and
changes register as the engine acceler-
ates. When the rider is satisfied that all
is well, he runs blocks of laps. At each
stop, six technicians move through a
test protocol. In racing, test sequencing
resembles a computer
program, with inter-
rupts and ifthen
decision points.
Im watching the rear
tire as the bike enters
turn three. With 20
psi in the tire, there is
little rear wheel patter-
ing despite the wash-
board from last nights
National. I follow the
wall deeper into three,
and can see that the rear
tire leaves a trace that
tells the suspensions
story. On a smoother
line, the width of the trace varies but
contact is continuous. Up higher, the tire
leaves a dotted line. During heats and
racing, riders constantly seek the fast-
est surface as it moves up or down and
changes character.
Grand National twins rider and Cycle
World contributor Cory Texter was given
two exits on the bike. He has, he told me,
ridden most types of bike in the class,
so he has real basis for comparison.
After his first run he said, Power feels
between a Harley and a Kawi. These are
the best brakes Ive ever used! I really
liked the chassis.
After his second go: Im just spinning,
just slightly, off the corners. Man, it
handles really good.
Indian first raced the FTR750 at the
Santa Rosa Mile, the final round of the
2016 GNC season. The goal all along,
according to Indian Product Director
Gary Gray, was to have a bike that tells
its rider whats happening next (Feel), a
bike that hooks up and stays that way
(Traction), and a bike that doesnt break
(Reliability). The team explored its pos-
sibilities with the adjustable nature
of the bike. What you see in racing
flat-track when two riders push each
other to the limit is each ones constant
search for some slight advantage, for
ways to extract just a bit more from a
bit better match of bike to dirt. Timed
laps in closed tests have value, but the
ultimate value of what Indian has cre-
ated emerged at Santa Rosa in actual
racing. Past Grand National Champion
Joe Kopp, now 47, qualified by finish-
ing second in his heat (wheelying off of
turn two on the opening lap!), won the
Dash for Cash, and finished seventh in
the main after getting the holeshot and
leading the first lap. Kopp was also one
of only four riders in
the main to turn a sub-
40-second lap.
The result of this
strong showing was
teams lining up to buy
the new bike, which
will be for sale next
year at an as-yet-to-be-
determined price.
On that day in Santa
Rosa, Indian showed its
commitment to Ameri-
can flat-track racing
changed for good, in
all the senses that can
imply.
 Indian FTR750
Is On Track
CYCLE WORLD S
RESIDENT
AM A PRO FL AT
TRACK GNC1
RACER TESTS
POLARIS NEW
P UR P O S E-B UILT
V-T W I N AT T H E
CHARLOTTE
HALF-MILE

B y C o r y Te x t e r
P h o t o g ra p h y b y
Je f f A l l e n

WHEELIE PRONE: At the Charlotte Half-Mile, Indians FTR750 would

want to wheelie down the straightaway. Thats horsepower, baby!

W
hen you think of
two heavyweights
competing toe to
toe for the title of
best in the world,
you cant help but remember The Fight
of the Century between Joe Frazier
and Muhammad Ali. Coined the great-
est match in the history of boxing, the
15-round event in Madison Square Gar-
den was the first time two undefeated
boxers fought each other for the heavy-
weight title.
If you translate that to an engine and
two wheels, there has been no greater
rivalry between two heavyweight
champions than Harley-Davidson and
Indian. Both brands were formed in the
early 1900s and, like Frazier and Ali, went
toe to toe, fist to fist. When Indian left
the game in 1953, Harley-Davidson took
control of the American market and, in
large part, flat-track racing. Well, Indian
has returned and the gloves are off.
I had an opportunity to ride the new
Indian FTR750 at the Charlotte Half-
Mile, a test I approached with just one
goal: make sure I was faster than Indian
test rider and friend Jared Mees. No, I
am totally kidding. My objectives were
to keep it on two wheels and have fun.
Mission accomplished.
Between the paint scheme and mod-
ern-looking chassis, the FTR750 looks
like a caf racer on steroids. I couldnt
stop staring at the engine and how pre-
cise every component appeared. When I
heard the planning for this project only
started at the beginning of 2016, I shook
my head in astonishment. If Polaris
engineering team can build a bike like
this in half a year, why did it take so long
to make my iPhone water-resistant?
Like other aspects of this motorcycle,
the sound of the engine is unique. When
the team started it, I had a hard time
comparing what I was hearing to any
current twin. The liquid-cooled power-
plant has a deeper sound than the Kawa-
saki Ninja 650-based 750 that I normally
race, and that distinctive note carries on
as rpm increases.
From the very first lap, I felt comfort-
able in the saddle of this motorcycle. I
was impressed with the chassis. The
swingarm on this motorcycle is more
of a tube-style design, which gives the
bike a bit of an old-school look. But at the
same time, its functional.
Charlotte is a technical clay track. I
rode the bike in the middle of a summer
day, and lap after lap, performance was
consistent. The front end went through
ripples like a Cadillac. The rear wheel
stayed in line on corner entry, and I was
able to pick up the throttle a split second
after I pitched the bike into the turns.
I was most curious about the engine,
which is claimed to make 109 peak

34 CYCLE WORLD DECEMBER 2016

 horsepower. That much power is never
a bad thing on a mile, but it can make
hooking up on a clay half-mile difficult,
especially in the heat of the day.
I have ridden almost every brand of
engine around a dirt track, and this
one impressed me more than any of the
others. I initially rode the bike in third
gear, but it was screaming too much, so I
upshifted to fourth. Delivery was smooth
and controlled on the dry racetrack.
The triple-digit horsepower starts
to show when you get the bike on the
straightaway and twist the throttle.
Its a rare experience for me to have a
bike wheelie down the straightaway on
a track this size, but I had a hard time
keeping the front end on the ground.
Thats a good thing.
When I heard that Indian intended to
be a championship contender right off
the bat, I shrugged. New bikes need a lot
of development and go through plenty
of teething. Well, I am now changing
my mind. After spending an afternoon
on this Indian, I believe this prototype is
already capable of winning races, maybe
even the AMA Pro Flat Track GNC1 title.
Indian might have already picked its
riders for next year, but I made sure the
boss had my phone number before I left.
This bike is that good, and a lot of peo-
ple are going to want to ride one.

KOPPS PERSPECTIVE THE WRECKING CREW

The 47-year-old semi-retired Grand National
Champion tells us what its like to race the new
Indian FTR750
BARRY HATHAWAY
Indian signs the three top riders in the series, plus two top tuners
When Indian Motorcycle threw
its hat into the American flat-
track game, it went big. No
hedging of bets on its purpose-
built bike or the riders: 2016
Grand National Champion Bryan
Smith, 2013 Grand National
Champion Brad Baker, and
three-time Grand National
champion Jared Mees.
at the Santa Rosa Mile with
a dominant win. So while he
hasnt had the results since his
GNC title in 2013, its a big coup
for Indian to take Baker from its
rival in Milwaukee.
The reality is, no racer really
likes having a teammate, but
Smith understands Indians vision.
Every racers out for themselves,
and any racer who would
say any different is
lying, Smith said.
So its hard to have
a teammate, but on
ities of how good it was and how
good of a [development] team
they had behind them, I wanted
to go forth with being one of the
riders for 2017.
After all the testing and
watching Joe Kopp ride the
FTR750 so successfully in its
first race, Mees is more on board
than ever. I couldnt imagine
being with anybody else, Mees
said. Were excited for the pro-
gram. Im really excited for [my
tuner] Kenny Tolbert more than
anything honestly, that hes able

the other hand Im to get going with something

Piloting the Indian Scout FTR750 for its historic
racing debut was 2000 Grand National Champion
Joe Kopp. The flat-track faithful were as inter-
ested in how the bike would do as they were to
see how the veteran would fare in his first Mile
race in five years. As it turned out, pretty well.
Straight out of the gate, Kopp was running with
the likes of Brad Baker and Bryan Smith, he
finished second in his heat, and took the Dash for
Cash win. In the main, he was up there with the
frontrunners but ultimately dropped back in the
rough conditions to finish seventh.
The bikes awesome, Kopp said. Its better
than me right now! In the main event, the bike
was perfect. I had a hard time pushing it at that
level, really. The intensity picked up a little bit
in the main with Brad [Baker] and Bryan [Smith]
when they went by me. They were just taking
chances that I wasnt comfortable doing. It was
a good day before that. I could have sat down
after the first practice and been happy with
everything that went on. The bikes awesome.
Its going to be a major contender next year.
What does Kopp think of the FTR750s
power and feel? Its definitely an in-between
of appeal, Kopp explained. It puts the power
to the ground, kind of like a Harley XR-750,
but it keeps revving like a Kawasaki and makes
good top-end power. Its a new benchmark,
really. Weve always had the XR-750 as a
benchmark, but people are changing that, I
promise you. The Indian is going to be the bike.
Andrea Wilson
open-minded enough like this because he did the best
to know Indian wants job out of anybody on the XRs
BRYAN SMITH BRAD BAKER to have the opportunity the last three or four years, no
to win any weekend. doubt. Tolberts numerous GNC
C AMP 1: titles are proof of his genius.
SMITH & BAKER CAMP 2: Earlier in the year, Mees was
After successfully developing a JARED MEES looking forward to putting the
Kawasaki into a championship There are three championship FTR750 up against Smith and
winner, Smith and tuner Ricky winners on the Indian team, Howertons Kawasaki, but he
Howerton signed up to race with but only one has won three now looks forward to facing his
Indian in 2017. Why? A mixture of GNC1 titles. main rivals on the same machin-
economics and legacy. Howerton Jared Mees raced a Harley- ery. The more I think about it,
Motorsports and Smith were Davidson XR-750 this year, but its better for me to be on the
not a full factory effort. Weve he gave up his Screamin Eagle same exact stuff because theres
won on Miles, weve won on money for a contract as a test no excuses, Mees said. Id
Half-Miles when they said you rider for the Indian Scout FTR750. rather get beat by a straight-up
couldnt, and now weve won the Mees made that jump with Indian rider than a machine, thats
championship, Smith said. So in the beginning because he saw for sure. I feel like if I could put
its been really cool to do it, but the companys dedication and more of the result in my hands,
with Indian theyre going to back eagerness to win. After testing thats going to be better for me.
us as a team, so much so that the bike and knowing the capabil- Andrea Wilson
its hard to say no. And legacy?
Smith grew up around one of the
all-time greats, Scott Parker, and
also being from flat-track racings
epicenterFlint, Michiganmak-
ing a mark on the sport means a
lot to him.
Another change is having
a teammate. And not just any
teammate: Brad Baker, who
has long been seen as one of
the sports top up-and-coming
talents. The 23-year-old has
been plagued with injuries and JARED
mechanical breakdowns on his MEES
XR-750 during his tenure at the
factory Harley-Davidson squad,
but he capped off the season

CYCLEWORLD.COM 35
 THE
SAMURAI

36 CYCLE WORLD DECEMBER 2016

CODE
FULLER MOTOS
SHOGUN CUTS
THROUGH BONE

B y Pa u l d O r l a n s
P h o t o s b y Mi c h a e l Li c ht e r

CYCLEWORLD.COM 37
 T
heres a lot of loose talk about motorcycles as well-done CB caf racer. Zoom in on the details, though, and
art in this red-hot custom-bike moment, but youll have a pleasant sequence of, Oh, st, moments. Intri-
sometimes the shoe fits. The very best builds cate dragons carvednot cast or paintedon wheel rims and
have tremendous artistry applied, and a very engraving on the interior of the hubs. Those were the first
few transcend the motorcycle genre, rising to parts Fuller sent to Herrera, which he promptly refused. Tay
the realm of art. said, Nope, cant reach it, cant be done, Fuller admits. We
Bryan Fuller of Atlantas Fuller Moto thinks argued cross-country for three weeks, and he still says carving
hes finished with his Shogun, but after eight years of col- the hubs was near-impossible.
laboration between three artisans at the top of their game, per- The imagery Herrera carved was Sharpied onto metal by
haps (like DaVincis dictum about art) the trio has merely aban- Totem, as Fuller finished parts and handed them to his fellow
doned the Honda CB550 in an exceptionally beautiful state. Atlanta artist. The kanji is all about the art of metal, Fuller
Fuller wont add up the hours explains. On the forks legs,
involved, nor the expense of one side is art of, the other
working with a top-tier com- side is steel. The headlamp
mercial graffitist (Totem) and says illumination, the igni-
master engraver (Tay Herrera) tion cover is speed, the clutch
for so long. He only claims, cover is power, the seat says
This is the most expensive CB the god of winda little joke.
Honda ever. Even the hand- The Samurai on the tank is
grips, each thread woven then fabricating in metal; on one
plaited by a traditional samu- side hes cutting, on the other
rai sword maker, took two hes welding up a koi fish,
years of patience from Japan. portraying the four things
We havent seen this level of you can do with metalbeat,
attention to two wheels since cut, bend, join.
Ian Barrys Falcons. The bones of the Shogun
Like Barrys outrageous are pure Fuller Moto and
creations, the Shoguns overall built for speed, using his own
shape is not the pointsquint custom chrome-moly frame
your eyes and its another and swingarm and hand-

38 CYCLE WORLD DECEMBER 2016

formed tanks. The engine was pumped to 600cc and the head
flowed by John Kaase Racing. When the project has been com-
plete enough to ride, Fuller has ridden it as a work in progress.
I rode it to Sturgis eight years ago as a caf racer, before that
was common, Fuller says. I was worried the Harley guys
would beat me up! Four years later, tank and seat finished,
he returned to Sturgis for the Ton Up! caf racers exhibit I
co-curated with Michael Lichter, and the Honda was already
impressive.
It took four more years to make the Shogun a masterpiece.
Thats hardly a viable production schedule, but to Fuller, that
wasnt the point. The essence of building something really
great is taking the time, Fuller declares. The Shogun is now THE ESSENCE
for sale, but it was never about the money for Fuller. It was the
remarkable collaboration with Totem and Herrera. All three of OF BUILDING
us are in our mid-40sweve apprenticed, weve been trained, SOMETHING
and the bike is a combination of three mature artists, which is
really unusual. But its still really raw; there are a lot of flaws, REALLY GREAT
but people arent perfect, and art isnt perfect. Those wavy hand- IS TAKING
carved lines, hammer dings, and scratches give the Shogun a
wabi-sabi perfection and make it irresistible to the eye.
THE TIME.

CYCLEWORLD.COM 39
 The Requiem
FOR SEVEN YEARS,
BIKE-BUILDER MICHAEL
LAFOUNTAIN L ABORED TO
T U R N A C A S T- O F F K AWA S A K I
W1 TWIN INTO A MYTHICAL
W1R RACER. THE JOURNEY
N E A R LY D R O V E H I M M A D .
B y J o h n L . S t e in P h o t o g ra p h y b y J e f f A l l e n

E
xpressionist artist Edvard Munch, who painted
1893s haunting The Scream, went so mad
during his career that he nearly lost his soul.
A heavy price for art, but fabricator Michael
LaFountain understands. After all, he expe-
rienced similar stressors while building this
replica of an obscure but beautiful Kawasaki W1R, a period
factory GP racer based on the production 1966 W1 streetbike.
LaFountain stumbled across a blurry photo of the racer while
researching W1s and it stuck with him. Actually, the picture
of that W1R burrowed in like a demented woodland tick and
would not let go.
A veteran builder with his own Southern California shop,
Raccia Motorcycles, LaFountain specializes in turning
production Japanese motorcycles into British-looking caf
racers. That he would discover the W1 in 2009 was fate. It had a
beautiful engine, which gave LaFountain an idea. The ultimate
Japanese-to-British bike transformation would be to turn one
into the W1R, Kawasakis equivalent of the Matchless G45.
If performing this particular bike-amorphosis wouldnt be
hard enough, LaFountain leapt into the abyss by deciding to
use only original Kawasaki parts in the process. The reason?
He didnt want to build a wannabe G45 or some fiberglass
flight of fancy but a real Kawasaki that could have, should
have, and inarguablyas a single grainy photograph proved
did once exist. And so began the clinically insane part of this
heros journey. The process started with the fuel tank. Simple,
right? Not really. LaFountain reworked four Kawasaki tanks
over as many years trying to find the right look, ultimately
settling on a 1982 GPz750 unit transformed through many
hours of cutting, heating, hammering, welding, and finishing.
Turns out the tank was only the first waypoint in a mile-
deep black hole filled with twinkling inspiration, brooding
problems, solutions that didnt work, new ideas, solutions that
did work, roadblocks, redos, despair, money and more money,
inventiveness, self-doubt, passion, anxiety, persistence, stress,
and joy.
Ultimately, LaFountain used genuine parts from 25 different
Kawasaki models from 1966 to 1985. Highlights? The centrally
mounted oil tank is crafted from two late-model 750 Mach

40 CYCLE WORLD DECEMBER 2016

IV side panels. The handgrips are new-old-stock 350 Avenger
parts. The throttle is from a Greenstreak F21M scrambler.
The frame is W1, the twin-carb cylinder head and carbs are
W2SS, and the exhaust headers are also W2, grafted onto
reconfigured KZ1000 police-bike mufflers.
The brakes are W1, with the front hub machined, polished,
and painted to emulate the look of a conical hub. The seat pan is
from an F9 enduro bike, the tachometer is from an F11 enduro,
and the tank-attachment springs are actually 1985 KX250
sidestand springs. Feeling the obsession yet? Before final
painting, plating, and assembly, LaFountain put 200 miles on
his Kawasaki unicorn. Its pretty solid feeling, really beefy
almost like an early Sportster, he notes. The motor has a lot of
powermore than youd think would come out of a Kawasaki
four-stroke back then. Basically, it rides like a Japanese bike with
the guts of a Norton. And the sound is ridiculous.
In the end, LaFountains W1R replica became way more
than just a cool buildit was cathartic. The project took
so long and was so difficultit sometimes felt like my own
personal Mozarts Requiem [a work left unfinished at the
composers death], he admits. It dragged me through such a
deep zone of humility and was such a lifes lesson that Im a
better builder now because of it. And now that its done, I feel
totally free!
CYCLEWORLD.COM 41
 The New T he Rickman brothers
made their name in the
late 1950s by embar-
Caf
rassing the British motorcycle
industry in motocross by
building their own brazed-
up lightweight, nickel-plated
Racer chrome-moly frames. Road-
racers were the natural evolu-
tion, and these of course made
Paradigm
it to street use, where a Rick-
man-anything was a glittering
attraction wherever parked.
The silhouette is enshrined
in the pantheon of classic caf
REVIVAL CYCLES racers, though the quality of
the final machine build varies
RICKMAN-VELOCETTE greatly. Tipping the sad end of
B y Pa u l d O r l a n s the scale was this Rickman-
Velocette as it was delivered to
Austins Revival Cycles: three-
bend exhaust pipe, chopper-
worthy kicked-up Velo fishtail
muffler, tossed-spaghetti
wiring, and wonky bodywork.
Revivals Alan Stulberg says, It
wasnt cohesive. Hes just being
diplomatic. Okay, it was pretty
ugly. I took it on to show the dif-
ference between an off-the-shelf
custom and what we do, which
is a coherent design from first
principles. Now its a completely
42 CYCLE WORLD DECEMBER 2016
different motorcycle.
The light, narrow Rickman
frame, although beautiful,
still got its seat loop chopped
shorter. The alloy tank was
reworked to allow the alloy
seat unit to slide underneath
for a continuous bodyline.
A Ceriani roadrace fork rides
in custom triple clamps, while a
magnesium Fontana four-lead-
ing-shoe brake rolls up front,
paired with a Norton Manx
conical rear hub. The Miller
bicycle headlamp rim barely
protrudes from Andy James
lovely aluminum bodywork.
The Velocette Venom motor is
built from replica cases, mated
to a standard close-ratio four-
speed gearbox, and exhales
through Revivals continuous-
taper megaphone exhaust,
which follows the line of the
frame exactly, just as it should.
Youd be hard-pressed to find
a more beautifully integrated
Rickman chassis, but it's got
enough roadrace grit in its soul
to compel a good hammering
down a twisty road, expense
be damned. Revivals recent
customs masterfully evoke
this visceral, speed-horny
response from a caf racers
soul, and its silver
machines are excel-
lent inheritors of the
Rickman mantle.
 CAREY HART

There are unlimited ways to customize the look

of your bike. But
only one option for getting superior performan
ce everytime you

Visit belray.com to learn more.

/belraycompany @bel_ray @bel_raycompany #belray

 Little Bike, Big Promise
T HE HIM A L AYA N IS ONE S M A LL BIK E F OR A DV EN-
R
oyal Enfield has a lofty goal: become
T URE S , ONE GI A N T LE A P F OR ROYA L ENFIELD the leading middleweight motorcycle
company in the world by bringing
By Joseph Gustafson Photos by T wo Gents Digital fun and accessibility back to motorcycles. This
begins with the all-new Himalayan, a bike built
for the sole purpose of expanding the companys
reach and conquering the Himalayan mountain
rangeregardless of your skill level.
At 410 pounds, the Himalayan is not light, but
the weight is carried low in its all-new frame,
so maneuverability is great and gravel antics
are fun. The air-cooled, carbureted, 410cc single-
cylinder UCE engine is willing to rev and is
smooth in its delivery. Running amok in gravel
lots, it flatters your riding without surging
your adrenaline. Its average in the nicest use
of the word, in that it doesnt make a fuss of
being throttled, and it doesnt vibrate you to
numbness.
The basic suspension and brakes wont make
headlines. Thats okay. This is a scrambler in the
truest sense of the term. And while the Royal
Enfield Himalayan is not perfect, it succeeds in
POTENT PRICE POINT: Royal Enfield only hints at price and availability for the Himalayan being simple and accessible while injecting a bit
but estimates the bike will be somewhere in the realm of $4,000 to $5,000. A bargain. of adventure into your daily rides.

On Sale at these Premier Retail Locations

1525 Holiday Ln 550 W. Rancho Vista Blvd CONNECTICUT 846 North Military Trail LOUISIANA 388 Tarrytown Rd OREGON 1677 Gallatin Pike N WASHINGTON
Fairfield Palmdale 63 Tolland Turnpike W Palm Beach 4855 So Sherwood White Plains 8930 S.E. Stark St Madison 1210 Auburn Way N
ALABAMA 707.426.5688 661.273.6113 Manchester 561.697.2660 Forest Blvd 914.368.6974 Portland 615.612.6234 Auburn
8922 Memorial Pky SW 1391 S. Lemon St 2611 Bechelli Ln 860.647.1022 GEORGIA Baton Rouge NEVADA
503.257.7047 6343 Summer Ave 253.876.9999
Huntsville Fullerton Redding 527 Boston Post Rd 722 Collins Hill Rd 225.293.5860 344 S. Decatur Blvd 180 Lancaster N.E. Memphis 4210 196th St SW
256.883.1691 714.525.4205 530.223.9007 Orange Lawrenceville 2926 Johnston St Las Vegas Salem 901.371.9692 Lynnwood
1930 Edwards Lake Rd 6920 Chestnut Street 1326 El Camino Real 203.891.0716 678.225.0131 Lafayette 702.877.4327 503.589.1515 TEXAS 425.640.3003
Trussville Gilroy Redwood City DELAWARE 11230 Alpharetta Hwy 337.264.0352 6280 S. Pecos Rd. 3137 Gateway St 10900 Gulf Fwy 5727 East Sprague Ave
205.655.5055 408.847.1810 650.365.1100 1273 Quintilio Dr Roswell MARYLAND Las Vegas (E) Springfield Houston (A) Spokane
22249 Mission Blvd 5400 Date Ave Bear 770.752.1820 14219 Baltimore Ave 702.435.0635 541.747.1575 713.941.3364 509.535.4330
ARIZONA
1040 S. Country Hayward Sacramento 302.832.7270 2441 Cobb Pky Laurel NORTH CAROLINA PENNSYLVANIA 9070 Research Blvd 2501 S. 38th St
Club Dr 510.888.9100 916.338.1649 FLORIDA Smyrna 301.490.3490 544 N McPherson 2229 Lehigh St Austin Tacoma
Mesa 15021 Goldenwest 4240 Kearny Mesa Rd 1808 W. International 770.272.9873 MASSACHUSETTS Church Rd Allentown 512.302.0700 253.475.5444
480.969.5555 St., Huntington Beach San Diego Speedway Blvd IDAHO 345 Washington St Fayetteville 610.791.9880 1424-F Airport Fwy 11505 NE Fourth Plain
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602.971.1630 949.581.7444 415.487.2710 Jacksonville ILLINOIS MISSOURI 704.824.1820 3462 Paxton St. Fort Worth WISCONSIN
15643 N Reems Road 2040 Pacific Coast Hwy 1515 Parkmoor Ave 904.564.9800 6905 W 159th St 10897 Saint Charles 3407 High Point Rd Harrisburg 817.696.9700 19035 W. Bluemound Rd
Surprise Lomita San Jose 4834 N. University Dr. Tinley Park Rock Rd Greensboro 717.773.4324 10998 North Freeway Brookfield
623.474.3335 310.530.3500 408.288.5051 Lauderhill (708) 263-4648 Bridgeton 336.297.4250 160 Baltimore Pike Houston (G) 262.649.1999
2 West Grant Rd 1521 N. Carpenter Rd 445 B Madonna Rd 954.746.2172 695 E. Golf Rd 314.298.7222 11328 B East Springfield 281.448.3700 4104 E. Washington Ave.
Tucson Modesto San Luis Obispo 1765 NE 163rd St Schaumburg NEW JERSEY Independence Blvd 610.328.9811 2301 N. Central Expwy Madison 608.234.5153
520.882.8111 209.576.0201 805.783.2660 N. Miami Beach 847.310.4800 2052 Lincoln Hwy Matthews (Ch) RHODE ISLAND Plano
ARKANSAS 26755 Jefferson Ave 630 Nordahl Rd 305.944.1632 INDIANA (Rte 27) 704.846.0440 1400 Bald Hill Rd 214.473.8044 Retailers
1001 S University Ave Murrieta San Marcos 5032 E. Colonial Dr (317) 913-9213 Edison 336 Tryon Rd Warwick 9975 IH-10 West MINNESOTA
Little Rock 951.600.0097 760.233.2299 Orlando 732.248.7737 Raleigh 401.262.5037 San Antonio
6024 East 82nd St. Bobs Cycle Supply
501.663.2250 24510 Lyons Ave 3011 Santa Rosa Ave 321.299.9903 Indianapolis 2070 East ROUTE 919.329.7858 SOUTH CAROLINA 210.558.8700 65 West Viking Dr.
Newhall Santa Rosa 1540 Wells Rd 70, Cherry Hill OHIO 817 St. Andrews Rd 7204 Southwest Fwy St. Paul
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661.255.6522 707.522.1320 Orange Park 856.874.8766 Columbia Houston (S) 651.482.8181
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Lenexa North Olmsted OHIO
661.831.2026 Oxnard Victorville 7201 US Highway 19 N 913.307.0420 Hasbrouck Heights 440.249.7591 2017 Wade Hampton Blvd UTAH Kames Sports Center
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3236 N Rock Rd #140 OKLAHOMA
Canoga Park 5749 Pacheco Blvd 2226 S Mooney Blvd 727.521.6018 NEW MEXICO 2717 Northwest Exy 864.322.6626 Draper Ave. NW
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Sanford 316.854.1097
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Albuquerque 405.842.0111 N. Charleston VIRGINA 330.499.4558
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925.251.1110 703.940.0958
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 CW TEST 2016 TRIUMPH BONNEVILLE T120

T R I U M P H

T120 B O N N

ANOTHER GRE AT LE AP FORWARD FOR HINCKLE Y

AND THE MERIDEN SCHOOL OF FINE ART AND DESIGN
E V I L L E

By Pe t e r E g a n Photography by Nick B erard

Well heres something you dont see every day

a late adopter like yours truly actually coughing up $12K (plus tax, licensing, etc.) of
his own money for a motorcycle weve not yet tested here in the magazine.
Yes, last month I went out on a limb and bought a new 2016 Triumph Bonneville T120
right out of the crateand took it in just yesterday for its 500-mile break-in service. Which
was actually a 640-mile break-in service because I couldnt stay off it for a full weekend.

46 CYCLE WORLD DECEMBER 2016

 CW TEST 2016 TRIUMPH BONNEVILLE T120
Truth be told, this was not completely
a blind impulse purchase. Id previously
visited our local Triumph dealership,
Team Triumph in Janesville, Wisconsin,
to take a look at the first of these new
liquid-cooled 1,200cc Bonnevilles when
it came in. It was Cranberry Red and
Aluminum Silver.
I sat on the bike and was relieved to
find a little more legroom than I had on
my old 2008 Bonneville, as the seat was
about an inch and a half higher relative
to the pegs. Nice bars too. A little flatter
and lower.
Also, the overall level of finish had
taken a pleasing jump in quality (as it
well should have, for the approximate
$3K price hike), and it came stock with a
centerstand, passenger grab rail, heated
grips, ABS, and stock mufflers that
actually sounded rich and euphonious,
rather than stolen off a Lawn-Boy. Also,
the engineers had taken the dreaded
kink out of the exhaust system. It
seemed complete, in need of no costly
options.
So first impressions
were good, but of
course I would have to
politely ask for a test
ride before making
any expensive
decisions.
At that moment a
sales associate named
Kristi Hall came out
of the office and hung
a Sold tag on the
handlebars.
A man who looked
48 CYCLE WORLD DECEMBER 2016
at this bike yesterday just called and said
hed take it, she explained.
So much for my theoretical test ride.
Are you getting another one in this
color? I asked. The other options were
solid red or black tank with contrasting
shiny bits, or the none more black
version for that matte Gothic look, but I
was sold on the traditional red-scallop-
on-silver paint scheme, reminiscent of
the 1969 and 70 Bonnevilles.
I dont think so, she said. Maybe in
the fall, when the 2017s come out.
Bummer. My shoulders slumped and
I tried to radiate an aura of abject defeat
and depression.
It apparently worked because two days
later Todd and Darcy Ligman, the owners
of the shop, called to say they might be
able to get a red and silver bike out of a
dealership in northern Illinois, if they
made a rather complex three-way trade
involving a red and black bike and maybe
some Manchurian Railroad bonds. Was I
still interested?
TO PARAPHRASE PONTIUS
PILATE, I CAN FIND
NO FAULT WITH
THIS MOTORCYCLE.
SO FAR.
 Oh, boy, the pressure was on.
Yes, I said, after giving it five or six
seconds of deep thought.
Luckily, by the time the Bonneville
arrived a few days later, theyd also gotten
in a black T120 demo bike, so I was able to
give that a pretty long test ride on some
of my favorite roads along the Rock River
before finalizing the deal. I returned
suitably impressed and said, Where do I
sign? Or words to that effect.
And 640 miles later?
Without sounding too effusive,
I would say the only new bikes Ive
enjoyed this much in the first month of
ownership were my 1975 Honda 400F
and my 1991 Ducati 900 Supersport. To
paraphrase Pontius Pilate, I can find no
fault with this motorcycle. So far.
Its as if someone at Triumph had asked
owners for a list of all the things that
could be improved on the last-generation
Bonneville (of which Ive owned two) and
then acted on it. First, the engine.
Its gone from 865 to 1,200cc, and a
1,200 is a big, beefy engine for a bike
this sizeold-time Harley FLH bigbut
now with liquid-cooling, fuel injection,
overhead cams, and four valves per
cylinder. The magazines test T120 put
CYCLEWORLD.COM 49
 CW TEST 2016 TRIUMPH BONNEVILLE T120

pleasantly easy to ride on a winding

out 72 bhp at 6,330 rpm and 72 pound-
feet of torque at a mere 3,280 rpm, a
torque increase of 54 percent from the
last generation. What these numbers
dont really get across is the smooth,
effortless, do-everything hustle of
this engine. In town, its docile and
sweet running as a low-compression
Triumph Twin of the 50s, but when you
roll on the throttle it moves out with a
muscular, locomotive force and a deep,
throaty purr from the exhaust. Kind
of like a cat the size of your house. Its
not a two-stage engine that suddenly
comes up on cam but a refined, willing
powerhouse that simply does whatever
you ask it to do, without any fuss.
Traditionalists have complained that
it no longer has a 360-degree crank,
like its many predecessors, and that
the 270-degree crank lacks that snotty,
ripping sound of yore and makes it
sound too much like a V-twin. It does
have a more laid-back shuffle than
previous Bonnies, butmated to the
new six-speed transmission with taller
gearingthe sound is a lot less busy and
tiring on the road. Personally, I like it.
On my last Bonneville, I was always
looking for a sixth gear that wasnt
there; with this one I often find myself
cruising serenely in fourth or fifth on
the highway only to realize (properly
embarrassed) that Ive got a gear or two
left. At 70 mph, its turning an effortless
3,100 rpm, with almost 4,000 left on the
tach before redline. The engine doesnt
mind revving, but after about 5,500 rpm
theres not much need. Its a smooth
torque-monster on the highway, and
around town it shrugs off lugging and
lazy shifting.
Speaking of which, the new six-speed
may be the slickest and most precise-
shifting gearbox Ive experienced on
a bike. This and a nicely weighted,
progressive clutch and powerful but
linear dual front brakes make this bike
back road, as if youre using just your
fingertips to control the bike. This sense
is enhanced by the neutral/friendly
handling characteristics.
I went on a ride last week with my
friend Mike Collins, who now owns
my 2008 red-and-silver Bonneville,
and we both agreed after back-to-back
rides that the old bike has a slight
gyroscopic resistance to turn-in, while
the T120 simply heels over and goes
exactly where you think it should. Mike,
incidentally, said he will probably buy a
new Bonneville this fall. The old bike is
still fun, charming, good-looking, and (I
think) has more of a traditional, direct
mechanical feel, so making that trade is
not necessarily a slam-dunk option, but
both of us were won over by the power
and solid, unified feel of the roomier
but slightly heaviernew version.
Also improved is the suspension,
which I would rate as being in the firm-
but-compliant school. The T120 doesnt
get the fully adjustable Showa fork of
the caf-racier Thruxton R, or that bikes
hlins rear shocks, but its still a step up
from the last generation in damping and
road feel through the fork.
So the basic functional architecture is
there for a bike that handles, stops, and
goes. My main complaint with the last
Bonneville was that cramped seating
position for my long legs, and I thought
a modern 865cc bike should have more
poweror at least be as quick as, say, a

50 CYCLE WORLD DECEMBER 2016

Ducati 620 Monster. Also, I didnt like
that bent exhaust system. If Triumph
had fixed just those three things, I
would have been happy to buy another
one. Well, the Hinckley company did,
but it has also gone far beyond those
improvements. Let us count the ways.
There are stock heated grips, for
instance, with a neat two-position
switch on the left handgrip. These are a
big deal when you live only a few hours
from Lambeau Field, home of the frozen
tundra. Not to mention cheerleaders.
Also on the left bar is an Information
button that cycles effortlessly through
overall mileage, present fuel mileage,
overall fuel mileage, two trip odometers,
and a digital clock. Its so simple even
I can use it, intuitively. The almost
invisible ABS takes the stress out of
sudden stops at sandy or gravel-strewn
intersections.
Then theres liquid-cooling. I winced
a bit when I first heard this, but the
engineers did a nice job of blending in
the flat-black radiatorwhich is only
a little bigger than the old oil cooler
and theres much to be gained, such
as mileage. Triumph claims mpg is up
36 percent in this generation, and my
T120 cruising Wisconsin back roads has
delivered about 55 mpg versus the typical
45 on my old (admittedly carbureted)
T100. The nutters testing at CW HQ
turned in a 47-mpg best, which suggests
they should relax and enjoy the scenery a
bit more. Nonetheless, with its 3.8-gallon
tank, the T120s range comfortably
approaches 175 miles before fear and
foreboding set in.
I suppose liquid-cooling will make
the bike more complicated to restore
30 years from now, but my doctor has
promised me I wont live that long. In the
meantime, I like that radiator.
For those hooked on big, rangy
adventure-tourers or pure, high-
horsepower sportbikes, this is obviously
not one of those. Its basically a standard
motorcycle that brings a lot of fun back
into riding by being both versatile and
easy to live withand easy to park and
move around the garage, sort of like a
sophisticated Honda CB350 on steroids.
But its also a standard that has upped
the game in performance, finish, and
refinement, taking the concept to the
next level of modernity, where all the
components cooperate with the will of
the rider. Its a complete motorcycle, with
no lingering list of should-have-dones.
Oddly, the more modern the Bonneville
becomes, the more it generally resembles
those 60s versions I admire. It has fuel-
injection throttle bodies that look like
old Amal Monoblocks (sans cables), the
best-looking exhaust system in years
with a catalytic converter hidden under
the engineand a nicely finned head and
cylinders with a camouflaged radiator
in front of them. Yet it looks clean and
simple and works better than any British
twin Ive owned.
As an heir to the original 1959 Bonne-
ville, has it become too refined and
painless to use, without enough hair-
shirt edginess?
Not for me. I love the new Bonneville
T120. But then I generally have an old
British bike in the garage to restore
and work on when I need to bask in
the elegant simplicity (and occasional
heartbreak) of the past.
In the meantime, I like to ride as much
as possible while the sun is still shining.
Preferably on a bike I enjoy looking at
when its parked. 
CYCLEWORLD.COM 51
 CW TEST 2016 TRIUMPH BONNEVILLE T120

EDITORS NOTES TRIUMPH BONNEVILLE T120

SPECIFICATIONS

GENERAL SUSPENSION & TIRES

PRICE FRONT SUSPENSION
LIST PRICE: $12,000
MANUFACTURER: Kayaba
IMPORTER: Triumph Motorcycles America TUBE DIAMETER: 41mm
Limited CLAIMED WHEEL TRAVEL: 4.7 in.
385 Walt Sanders Memorial Dr. ADJUSTMENTS: none
BR A DLEY A DA MS Newnan, GA 30265
A S S O C I AT E E D I T O R REAR SUSPENSION
CUSTOMER SERVICE (678) 854-2010
PHONE:
 I would have fallen in love with the Triumph T120 had WARRANTY: 24 mo./unlimited mi. MANUFACTURER: Kayaba
I not already given my heart to the Thruxton R earlier TYPE: twin shocks
CLAIMED WHEEL TRAVEL: 4.7 in.
this year. The T120 looks great, runs strong, and, like the ENGINE & DRIVETRAIN ADJUSTMENTS: spring preload
rest of Triumphs lineup, it perfectly integrates modern ENGINE: liquid-cooled, four-stroke
parallel twin TIRES
technologies into a classically styled package. Still,
having ridden sportbikes my whole life, I dont mind the BORE & STROKE: 97.6 x 80.0mm FRONT: Pirelli Phantom
Sportscomp 100/90-18
Thruxtons more aggressive riding position, and I actu- DISPLACEMENT: 1197cc REAR: Pirelli Phantom
ally appreciate the bikes more committed demeanor. COMPRESSION 10.0:1
Sportscomp 150/70R-17
RATIO: PERFORMANCE
VALVE TRAIN: sohc, four valves per cyl.,
shim adjusters 1/4 MILE: 12.63 sec. @ 103.79 mph
030 MPH: 1.4 sec.
VALVE ADJUST 12,000 mi. 060 MPH: 3.8 sec.
INTERVALS: 090 MPH: 8.4 sec.
0100 MPH: 11.0 sec.
INDUCTION: (2) 44mm throttle bodies
TOP GEAR TIME TO SPEED
OIL CAPACITY: 4.0 qt.
ELECTRIC POWER: 558w 4060 MPH: 5.1 sec.
6080 MPH: 5.2 sec.
BATTERY: 12v,10ah
DON C A N ET ENGINE SPEED @ 60 MPH: 2905 rpm
RO A D T E S T E D I T O R CHASSIS
FUEL MILEAGE
WEIGHT
 Triumph has faithfully re-created the retro experience HIGH/LOW/AVERAGE: 47/43/45 mpg
and has done so without sacrificing a bit of modern TANK EMPTY: 518 lb. AVG. RANGE INC. 171 mi.
TANK FULL: 541 lb.
refinement. The fork gaiters, tank badges, kneepads, RESERVE:
flat saddle, rear grab handle, and sweet note from dual FUEL CAPACITY: 3.8 gal. BRAKING DISTANCE
peashooter-style mufflers all sing the hip lyrics of the WHEELBASE: 57.2 in.
FROM 30 MPH: 32 ft.
1960s. Whats more, this ride-by-wire parallel twin is RAKE/TRAIL: 25.5/4.1 in. FROM 60 MPH: 129 ft.
tuned for a mountain of smooth torque delivery with a
SEAT HEIGHT: 31.3 in. SPEEDOMETER ERROR
ride quality to match. It truly is the epitome of Magic
Carpet Ride. Let the sound take you away. GROUND 6.2 in. 30 MPH INDICATED: 30 mph
CLEARANCE: 60 MPH INDICATED: 60 mph
GVWR: 999 lb.
LOAD CAPACITY 458 lb.
(TANK FULL):

80
CORRECTED REAR-WHEEL HORSEPOWER

70
TORQUE IN POUND-FEET

60

50
M A R K HOY ER
E D I T O R- I N - C H I E F
40

 I stop and sigh when I walk past the front window of 30 OFFICIAL DYNAMOMETER OF CYCLE WORLD
my house and see the T120 parked in the yard, the sweet
light of the waning day caressing the bikes beautiful 20 71.8 HP @ 6,330 RPM
lines. It seems to induce some kind of moto-endorphin 10 72.0 LB.-FT. @ 3,280 RPM
that soothes the stressed-out soul. Its even better from
the saddle, with so much easy torque and fine fueling 1500 2500 3500 4500 5500 6500
from those carburetors. Despite its retro style, this is RPM X 1000
one of the sweetest all-around standards on the market.
52 CYCLE WORLD DECEMBER 2016
 Totally Committed
MOTHER NATURE
RAINS ON TRIUMPHS
LAND-SPEED ATTEMPT
AT BONNEVILLE,
BUT THE TEAM ISNT
GIVING UP SOON
B y B ra d l e y A d a m s
P h o t o g ra p h y c o u r t e s y o f T r ium p h

54 CYCLE WORLD DECEMBER 2016


TOTAL TEAM EFFORT:
The Triumph Motorcycles
Land Speed team worked
on the Triumph Infor Rocket
Streamliner from sunrise to
sunset. If any team should
be rewarded for their
efforts, its these guys.
had just checked in at the airport of power and, in this case, longer nights spent
I when my phone rang. It rained
last night, muttered a dejected
David Price, press officer for the
Triumph Motorcycles Land Speed
Record project. Well be here, but
if you dont want to come out, we completely
understand. Wet salt at Bonneville meant
the chance of setting a new motorcycle land-
speed record was narrowing, but Triumph
reapplying decals to the carbon-fiber shell of a
battered streamliner. Its supreme dedication,
and its not throwing in the towel, even when
others think you should.
Triumph has yet to prove it has built the
worlds fastest motorcycle, but having seen
first hand how dedicated it is to the project,
I have to believe it will. The streamliner is a
thing of beauty and continually evolving, the
was committed, and so I was too. Ill be there team still hunting down every last advantage
in a few hours, I responded. it can find. This time, it was coils that were
Unfortunately, it was all for naught. Course tested and offered a better spark, for a cleaner
conditions during the 2016 Mike Cooks burn and better tuning. Who knows what it
Bonneville Shootout never improved to a point will be next. But it will be something.
that Triumph could get a clean run. Making Why keep trying? Because these guys
matters worse, Guy Martin crashed the are true competitors. Theyve set a goal, and
Triumph Infor Rocket Streamliner twice due theyre not giving up until they reach it. They
to course conditionsonce under tow, at mile just didnt reach it this year, thats all.
two, and again the following
day, in the early stages of his
FIM-required certification run,
which would have been limited
to 300 mph.
A lot of people would consider
the week a failurea waste of
Triumphs time and resources.
But I dont, and Id like to think
Triumph doesnt either. Thats
not how racing works. Racing
isnt always champagne bottles
on the top of podiums or paper
slips with record-breaking
speeds printed on them. Its long
days spent finding every last bit
CYCLEWORLD.COM 55
 THE SKINNY ON TIRE SIZE  THERMO STATS CORRECTION  NUMB KNUCKLES  SHIVER ME TIMBERS

BY RAY NIERLICH

LOW-OCTANE CAPACITY

Q: I picked up my Victory Octane this April. I now

have more than 5K miles on it, and Im having more
fun than a barrel of monkeys with it. I only have
one complaint: The small tank is a royal pain. What can I
do? Will a Harley tank fit with some modifications? Can
my existing tank be modified? Will I have to carry a gas
can with me the rest of my life? Im sure the aftermarket
will have a solution some day, but I cant wait. Im 70.
Time is running out.
MARCEL THOMAS
HOBART, IN

You must like getting into bar fights. Putting a

A:

PHOTO BY JEFF ALLEN

Harley tank on your Indian? Really? My suggestion:
Ride with a friend on his Interstate Norton Com- ably be harder to modify your tank than to just make a cus-
mando and youll never be out of range. Sorry to say I know tom one from scratch. Find one of the talented fabricators
of no current bolt-on solution for your bike. It would prob- and get him to take pity on you, or wave hundreds at him.

IF THE SHOE FITS ROCKET MAN ROAST temp or cooling stress being placed on

Q: I bought a 2007 Kawasaki Ninja

ZX-10R. There are a few service
and maintenance things that I
want to do while the bike is away for
Q:
Triumph Rocket 3 touring bike?
the cold New England winter. One of
those things is new tires. This bike
currently has a 180/55ZR-17 on it, but
everything that I see says the OEM tire
What do you suggest to reduce
the heat coming from the exhaust
pipes off of the engine of the
ANDREW RAY
CYCLEWORLD.COM
You are aware you chose a bike
the motor. Is it normal for a bikes temp
gauge to change by a few degrees even
when steady-state touring? This fluc-
tuation in the temp gauge seems more
pronounced during the stifling heat of
a Virginia summer! (BTW: Great maga-
zine. I have been a subscriber for years!)

is a 190/55ZR-17. Is there any benefit to
having a 180 instead of a 190? Isnt a
190 wider than a 180? Wouldnt I want
a wider contact patch for traction and
stability?
JEREMY ANTUNES
BRANFORD, CT
A smaller-section rear tire will
A:
with a monster 2,300cc engine
as its central feature? You could
always build a custom carbon-fiber frame
and put the engine behind you. While
youre at it, add a second engine, turbo
them both, and head to Bonneville.
Seriously, there isnt much to be done, but
you might get a small improvement by
uncorking the exhaust. Start here: r3own-
WALT TAYLOR
RICHMOND, VA
Bike engines being smaller phys-
A: ically, almost exclusively made of
aluminum, and hung out in the
breeze, shed heat way more quickly than
any car. In some cases bike cooling sys-
tems arent as sophisticated as the typi-
cal cars, since space and weight are at a

A: quicken the handling slightly.

Some sporty riders prefer to fit a
180 instead of an OE 190. Your ZX-10 is on
ers.net/threads/r3t-derestricting.16023/.

the sharp-handling end of the scale and
sports a formidable powerplant, so any
extra stability may be welcomed. Keep
the stock tire sizes and also keep the same
brand and model of tire front and rear.
TEMPERAMENTAL GAUGE
Q: Why is it that my liquid-cooled
motorcycle temp gauge will soar
or register the true temp? At a
stoplight my car temp gauge stays at the
same level no matter what the outside
premium. Modern cars must meet strict
emissions standards, requiring steady,
higher-running temperatures. They also
have A/C systems that add extra heat
into the radiator and must have enough
extra capacity to handle that when
used in the most severe conditions. Car
gauges are typically heavily damped so

56 CYCLE WORLD DECEMBER 2016

that fluctuations in the gauge dont con-
cern owners. Many dont have numbers
on the face for the same reason.
Your bike is acting perfectly normal.
(Tell us what bike you have next time!
We all want to know.) When scorching
hot, you are watching the electric radia-
tor fan kicking on and off. When slightly
less miserable out, you might be able to
see some variation when the thermostat
opens and closes.
GIVE US A MULLIGAN, MIKE
In the September Service column some-
one wrote in about a 2015 Versys 1000
running cool and you said that was
an indication of a missing or stuck-
open thermostat. Since I have a 2014
Ninja 1000 (same engine) doing the same
thing, you got me wondering about the
possible problem. I emailed Kawasaki
with the question and received a reply
that the thermostat in that engine begins
to open between 136 and 144 degrees
Fahrenheit and is fully open at 167
degrees. I would suggest more thorough
research before answering and possibly
causing unneeded maintenance and
money for your readers.
MICHAEL SPROSTON
WEAVERVILLE, NC
Michael, I occasionally feel
A:
the need to whiff one to give
loyal readers a chance to show
me youre paying attention. You are
100-percent correct in your analysis. In
my defense, when I discovered (too late)
that in this day and age of tightening
emissions regulations and emphasis
on fuel mileage, Kawasaki runs a 140
degrees Fahrenheit (60 degrees Celsius)
thermostat in lots of its bikes, I was
blown away. I still stand by my answer
to Mr. Gravel. The symptoms he was
experiencing are the symptoms of a
stuck-open thermostat. What I failed to
realize is that Kawasaki has done this
intentionally.
I can only assume (always dangerous)
that Kawasaki doesnt want chugs of
relatively cold water entering the lower
cylinder passages when the engine is up
to operating temperatures. Big tempera-
ture variations from the top to bottom
of the cylinder will cause bore distortion
and poor ring sealing. In warm ambient
conditions the 140-degree thermostats
are basically always wide open. If Kawa-
saki saw fit to incorporate a bypass cir-
cuit in the cooling system, it could
safely run higher-value thermostats.
This would give more consistent run-
ning temps, more even temperatures
throughout the engine, improved mois-
ture dispersion, and better emissions too.
Do check out Bill Watsons site, watt-
man.com. He has a clever Thermo-Bob
bypass fitting that will fix all your bikes
cold running.
GET A GRIP, DUDE
Q: My 2001 Honda CB900F Hornet
is a joy to ride. Its quick, easy to
handle, gets 50-plus mpg, and
is made in Italy, with all that implies.
But the pain in my hands is enough, at
times, to wipe out all the attaboys that
the throttle and brakes have gathered.
Ive already installed BMP extra-heavy
bar-end weights and have tried numer-
ous gummy grips with little, or no,
relief. Over the course of 50 years, Ive
owned and logged more than a quarter-
million miles on 18 motorcycles and a
scooter. In that time, pain in my hands
has never been an issue. The bike would
never have made CWs Best Used Bike
list if everyone experienced the same
thing I do. Help, please.
THOMAS P. DOUGHERTY
CYCLEWORLD.COM
Youre telling us that your
A:
CBR900 (919 in the US) vibrates
worse than the BSA you had
50 years ago? Im assuming you have
engine vibration coming through the
grips and its not the angle of the bars
that is bothering your hands. Different
bars may help. Do you have a wind-
screen attached to your bars? If so, try
it without. If not, maybe you need one?
I would suggest riding a similar bike to
see if the vibes are particular to your
bike. Check your engine mountings to
be sure theyre tight. Also check for a
loose cam chain, though the tensioner is
reliably automatic on these.
Lastly, try fitting your Honda CBR900
with a one-tooth-larger countershaft
sprocket; this will move the period of
the vibes and perhaps make them less
bothersome.
GOT A MECHANICAL OR TECHNICAL
PROBLEM WITH YOUR BELOVED RIDE?
Perhaps we can help. Contact us at cwservice@
cycleworld.com with your questions. We cannot
guarantee a reply to every inquiry.
BEST USED BIKES
APRILIA SHIVER
750
YEARS SOLD: 2008present
MSRP NEW: $8,999 (08) $8,699 (16)
BLUE BOOK RETAIL VALUE:
$4,490 (08) to $7,260 (15)
BASIC SPECS: Built around the in-house-
designed 750 V-twin, the Shiver is one
of the most well-rounded motorcycles
in Aprilias lineup. The DOHC eight-valve
engine puts out 77 hp at the wheel and
has a nice broad spread of torque. Delivery
is easily controlled by one of the first
ride-by-wire systems to be used on a
production bike and features a choice of
three selectable power map modes: Sport,
Touring, and Rain.
WHY ITS DESIRABLE: Aprilia did an
impressive job with the Shiver, which was
conceived as an entry-priced do-all street-
bike. The Brembo brakes front and rear
stop the bike well without being overly
aggressive. The suspension is a bit softer
than that of a full-fledged sportbike,
which makes the Shiver much more enjoy-
able on the street. The hybrid trellis/cast
alloy frame worked well in both highway
and canyon. Fueling in the earlier models
was a bit edgy; thankfully that can be
fixed with a simple software update. Be
sure to have a dealer go over your Shiver
with a diagnostic tool.
THE COMPETITION: There are several
middleweight sport-nakeds on the mar-
ket, including the Suzuki SV650 and
GSX-S750, Kawasaki Z800, and Yamaha
FZ-07/09. While the Shiver will in gen-
eral ask a higher price than its Japanese
counterparts, for the added cost you get
Brembo brakes with steel-braided lines,
well-sprung and well-damped suspension,
engine modes, and proper sportbike-size
wheels. Given that, plus this Aprilia's
exclusivity of ownership, the Shiver is eas-
ily worth the extra cash.
CYCLEWORLD.COM 57
 TEAM CW  MOTOAMERICA  VAN LIFE  PEORIA TT

THE VIEW FROM INSIDE THE PADDOCK

60 CYCLE WORLD DECEMBER 2016

 MAN IN A VAN WITH A PLAN RACE WATCH

MAN. VAN.
PLAN.

Hayden Gillim and Team CW attack

MotoAmerica Superstock 1000 without
forgetting Americas flat-track roots
By Mark Hoyer

ts been said that racing is

life, and everything else is

I
just waiting. And maybe
it is for the fancy guys
who have made it to the
top, flying in on jets and
arriving to factory-run
transporters and perfectly
prepared machinery waiting
trackside. But for thousands
upon thousands of racers around
the world, racing is life and everything
else isloading the van, driving the van,
unloading the van, and then loading it again to
drive some more. And also: sleeping in the van.
Its the ritual thats the foundation of racing,
and youd be hard-pressed to find a MotoGP
world champion who didnt start out in the
back of a van, most likely a white one at that.
Our most direct inspiration for attacking
MotoAmerica Superstock 1000 and a few
choice dirt-track races in the AMA Pro Flat
Track GNC2 class? The image of Mert Lawwill
in On Any Sunday, driving the country in his
white van, roadracing and dirt tracking across
America in his quest for the Grand National
CREDIT

Championship. These days, there is no com-

bined roadracing/dirt-track championship,

PHOTOGRAPHY BY Brian J. Nelson CYCLEWORLD.COM 61

 RACE WATCH MAN IN A VAN WITH A PLAN

THE WHITE HOUSE: but we believe in racing and the
Gillims office for
about 46,000 miles
multidisciplinary approach that
and countless hours of has been the foundation for the
drivingthe Nissan success of Americans national-
NV3500 carried the and world-level roadracing. And,
tools of the racing anyway, dirt track is a good way
trade, but we later to relax while keeping your skills
added a trailer.
sharp, right?
And so, Hayden Gillim, a
21-year-old from Kentucky who
is cousin to a certain Nicky
Hayden and brothers Roger Lee
and Tommy, became Cycle Worlds
Man in a Van with a Plan. Gil-
lims qualifications? He started
roadracing at 10, was selected to
race the MotoGP Red Bull Rookies
Cup Series in the US and Europe,
and won the 2014 AMA Super-
Sport Championship on a Suzuki
GSX-R600. In 2015, he competed
in MotoAmerica Supersport on
an MV Agusta F3 675, finishing
10th in the championship. Hes
spent his life on top of a flat-track
bike and has the sweetest back-
yard dirt oval/TT/motocross setup
you will ever see (visit cycleworld.
com to watch the post-season
training video because its epic).
First off: Ive never driven
this much! Gillim says of the
46,000 miles he put on the van in
seven months. Life in the Nissan
NV3500, its great big V-8 hauling
a pair of GSX-R1000s and all the

PEORIA TT VICTORY:
Gillim landed his first
GNC2-class national
win at the Peoria
Motorcycle Clubs
historic annual race.
Andrew Luker (left)
finished a very close
second, followed by
Jesse Janisch.

62 CYCLE WORLD DECEMBER 2016

 RACE WATCH MAN IN A VAN WITH A PLAN

Gillim admits. As soon as I got ship, returned this year. One of

on the gas out of the pits at COTA
and it popped up into a wheelie,
I was grinning in my helmet the
whole time. Its everything I was
dreaming about when I was rac-
ing a 600.
Rick Matheny, crew chief to
Gillim for his 2014 champion-
NIK WOGEN
the great things working with
Hayden is that no matter what,
hes always fast, Matheny says.
He always makes the bike work
for him, even if it isnt perfect.
And Gillim, on a bike hed never
ridden and that had zero setup
time, finished 13th quickest at

FAN BASE: Gillim says, stuff you need to keep it race OFF TO A GOOD START:
I signed more posters ready, was pretty good. Actually, First race of the year?
this year than I ever a big van wasnt big enough, so Daytona Short Track.
have before. So many Gillim scored a podium
we added a 16-foot trailer. And it finish on his RM-Z450.
people came up to me
was still packed to the roof.
to talk about the bike
and the videos and He got familiar with the
how cool they thought Nissan pretty quickly because
it was to get behind we were late getting the bikes
the scenes like that. prepped for the season. Gillim
Visit cycleworld.com picked up the pair of freshly
to check out the video
finished GSX-R1000s at Attack
series covering the
yearlong racing effort. Performance in Huntington
Beach, California, the day before
the preseason test at Circuit of
The Americas, napping in the
van while they finished the bike.
They woke him up at 3 a.m. and
he drove 24 hours straight to
Austin.
But it was all worth it in what
was Gillims rookie season on a
liter-class bike. Other than doing
a few Cycle World trackdays, I
never really rode 1000s much,

64 CYCLE WORLD DECEMBER 2016

LONG BEACH, CA NEW YORK, NY WASHINGTON D.C. DAL L AS, TX
NOVEMBER 18 20, 2016 DECEMBER 9 11, 2016 JANUARY 6 8, 2017 JANUARY 13 15, 2017

CLEVELAND, OH MINNEAPOLIS, MN CHICAGO, IL

JANUARY 27 29, 2017 FEBRUARY 3 5, 2017 FEBRUARY 10 12, 2017

Participating manufacturers vary at each show and are subject to change

 RACE WATCH MAN IN A VAN WITH A PLAN
the test in the combined Super-
bike/Superstock 1000 classes
and right in line with the class
frontrunners.
After a season running his
own race team from the drivers
seat of a van, Gillim has a new
perspective. I have a big respect
for team owners and managers
now, Gillim admits. I have a
much better understanding of
what they go through. Also for
the truck drivers who spend so
much time behind the wheel!
I also learned that I had to let
people help, that I couldnt do it
all myself.
As ever, Haydens mom Kerri
and dad Frankie were there to
support him. My mom did travel
arrangements, he says. At this
level its really a family affair.
She made sure I was on time!
My dad was parts manager and
helped work on the chassis. Add
in Jon Heinen as mechanic with
crew chief Matheny, and that
was the whole trackside effort.
Mostly, things went smoothly.
66 CYCLE WORLD DECEMBER 2016
Gillim was fast at New Jersey
Motorsports Park and Road
America, getting on the podium
on a dry racetrack at both rounds.
Low point was, surprisingly,
the third round from the end of
the season at Utah Motorsports
Campus. Everything had gone
so well up to that point that when
we got there I expected every-
thing to go kind of the same,
Gillim says. But we were having
bike troubles, couldnt figure
out what tires to run. All the prob-
lems everybody was having on
the team came out and we really
clashed. I knew at the beginning
of the season maybe everything
wouldnt go right, but we felt like
by then with only two rounds left
it should have gone smoother.
If roadracing was a bit up and
down at times, flat-tracking his
RM-Z450 was almost all fun. I
had a good time flat-tracking,
he says. I started off the season
with a podium at Daytona on a
stock bike with just an exhaust
and suspension work.
NIK WOGEN
Then, after winning the non-
national Springfield TT on his
450, Gillim also got to ride an
SV650-based flat-tracker on the
Springfield Mile and finished
seventh in the GNC2 national.
But by far the best race of the
season was the Peoria TT. Gillim
landed his first AMA Pro Flat
Track national victory, squeaking
it out by twelve-hundredths of
a second over Andrew Luker. It
was a hard track, Gillim says.
There were big braking bumps
and a huge rut in turn two. If I
didnt ride as much motocross as
I do, I wouldnt have done as well
as I did.
Why, thats even more multi-
disciplinary training than wed
planned! In all seriousness, Gillim
found his flat-track background
particularly helpful on the Super-
stock 1000 since his GSX-R had no
electronics, and he had to use the
rear brake to control wheelspin
and wheelies. All the rear brake
work I had to do on the 1000 came
from the feel for it from all the
 MAN IN A VAN WITH A PLAN RACE WATCH

flat-tracking, he says. And when results and an

the 1000 gets a little out of control, AMA flat-track
its pretty much always like that on national win, the
a flat-track, so it helps. Honestly, whole MVP effort
both kinds of riding influence had a clear victory:
each other. But I do like left-hand People at every
corners at roadrace tracks a little race come up to
bit better! say how much they
Season result for Gillim was a loved the videos
strong fifth in Superstock 1000 and how much
on what was an aging literbike they love seeing
design. Class champion was Josh whats behind the
Herrin on the Meen Motorsports scenes, Gillim
Yamaha YZF-R1 with eight wins. says. Especially
The GSX-R1000 remained com- trackday guys. It
petitive in Superbike, with Roger was cool to see it
Lee Hayden finishing fourth and because they are
former Moto2 champion Toni the guys going to
Elias finishing third. Yamaha club races doing what Im doing for this story, and I suggested
had another victorious year with and they were glad to see some- he could call me if he thought
Cameron Beaubier topping body doing the same thing and it would be easier. Working on
Superbike for the second time, his running at the front. repoing a car right now so I cant
teammate Josh Hayes finishing Racing is indeed life. The rest? really call, he replied. Thats
second, one point ahead of Elias. Well, for proof that only the lucky grassroots right there. One way
And so, the Man in a Van few get to focus only on the racing or another, Gillim and Cycle World
wrapped up his Plan for the year. life all the time, I was texting with will be back in the MotoAmerica
Aside from solid MotoAmerica Gillim to get some final points paddock.

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SLIPSTREAM

A NORTON MANX REVIVED

Englands Goodwood Revival
celebrates vintage racebikes
(and cars) but really turns the
clock back with period dress
and signage. Is it 1961 or 2016?
Photographer: Amy Shore

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