On Suzuki July 2015

ON SUZUKI ON SUZUKI - JULY 2015

The Official Suzuki Owner’s Magazine

GSX-R BEGINNINGS

30 YEARS OF PERFORMANCE PLUS:

New for 2016

+ Quality Quads + Sport-Tourers + Moto Masters + and more!

Great Rides:

+ California + Minnesota + Missouri

Factory Tours:

+ Yoshimura R&D + Suzuki’s ATV HQ

BRED for the STREET 2016 GSX-S1000 NEW

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TABLE OF CONTENTS

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Departments

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Editor’s Letter Inline With History

News Suzuki Expands Amateur Race Programs, Six-Wheel V-Strom, 100K Suzuki, Stewart Signs Again

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Great Ride The Ride of Frankenstein

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Great Ride Mississippi Cheese Run

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From The Factory Deep Inside Suzuki Manufacturing of America

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Vision Spectacular Suzuki Sightings

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From The Factory Ricky Carmichael Tours Japan

Tech Tires: Be Smart & Buy Right

Features

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Respect The Middle The Finest Motorcycle Roads in California

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Track Days New York’s Wilzig Racing Manor

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30 Years of Performance How The GSX-R Came To Be

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Factory Tour Getting Up To Speed with Yoshimura R&D

Product Focus

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GSX-S1000 Series Sport-Bred. Street-Tuned.

Bandit 1250S ABS Welcome Back Bandit

RM-Z250 Tuned To Win Titles

KingQuad ATVs Nothing’s Built Like a KingQuad

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DualSport Rides Street-Legal.

Road Optional.

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ON SUZUKI FROM THE PRESIDENT’S DESK

GOOD OLD DAYS, THEN AND NOW

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e celebrate anniversaries to remember the past with admiration, and to be glad for how far we’ve come. That’s the spirit of our 30 Years of Performance recognition this summer. We recall the launch of the GSX-R750 with enthusiasm. The introduction of this sportbike in America changed the landscape of racing and street riding. But we are even more excited about what the GSX-R means today, and where it’s brought the entire line of Suzuki motorcycles.

I have a fondness for old motorcycles. Suzuki’s early inline four-cylinder four-strokes – even before the GSX-R750 – are among my favorites. I have a 1980 GS750E back in Japan; I don’t get to ride it often, but I always treasure just owning it. It’s a beautifully simple bike that still feels powerful and is fun to ride. The smooth power of that motorcycle’s engine – Suzuki’s first inline four-cylinder – is hard to beat.

Today’s inline four powerplant, as the basis for modern GSX-Rs, has come a long way, but it’s still an inline four. Even the new GSX-RR MotoGP race machines use that engine configuration. Suzuki took some time off from that international race series to refocus its efforts, and the first year back in the challenging MotoGP series looks promising for the Suzuki team.

Also promising – and certainly accessible to far more motorcycle riders! – are the newest Suzuki GSX-S750 and GSX-S1000 motorcycles. Offspring of the GSX-R family, these street-focused sportbikes are bringing that performance heritage to a new place. It’s an exciting time for Suzuki, for Suzuki dealers and for Suzuki riders.

If you haven’t experienced a new Suzuki motorcycle, check our website’s Events page - visit SuzukiCycles.com/Events - and see if there is a Demo Ride coming up soon at a Suzuki dealer near you. Go visit and take the time to ride a new bike or two.

Suzuki is about more than inline fours, for sure. V-Twins and singles? You bet! From V-Stroms to Suzuki Boulevard cruisers, from RM-Z motocross bikes and DualSports to Suzuki KingQuad ATVs, Suzuki knows where to put the right engine for the performance needs of the bike and the rider. Still, this summer, I’m feeling sentimental about the inline four. I’ll cruise on a V-Twin Suzuki Boulevard and we can talk about low-rpm torque next time.

We’ll be out at races and events this summer and fall, and I hope to see you.

I always enjoy connecting with Suzuki riders.

See you on the road!

Tak Hayasaki

President, Suzuki Motor of America Inc.

We hope you enjoy On Suzuki magazine. And if you do, visit OnSuzuki.com to sign up for your subscription.

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ON SUZUKI The Official Suzuki Owner’s Magazine July 2015

EDITOR & PUBLISHER Glenn Hansen

HansenHouse Communication Chino Hills, Calif.

CONTRIBUTING WRITERS Jim Auckley, Ricky Carmichael, Guido Ebert, Avery Innis PHOTOGRAPHY Chris Auckley, Guido Ebert, Glenn Hansen, Enrico Pavia, Jay Rawlins ART DIRECTOR Dave Palacios PRODUCTION ADVISOR Mike Velez - Recon Media, Inc. ADVERTISING SALES Glenn Hansen HansenHouse Communication glenn@hansenhousecommunication.com

For your safety, always wear a helmet, eye protection, and protective clothing when riding any motorcycle or ATV. Never ride under the influence of alcohol or other drugs. Study your owner’s manual and always inspect your Suzuki before riding. Take a riding skills course. For the MSF street course nearest you, call 1-800-4469227. Off-road riders can enroll in the DirtBike SchoolSM by calling 1-877-288-7093. ATV riders can call the SVIA at 1-800-852-5344 and we’ll even pay for the training. Suzuki engineered the GSX-Rs™, GSX1300R, LT-Z400 and LT-R450 for experienced riders.

The QuadSport LT-Z90 may be used only by those aged 12 and older. Always supervise riders under the age of 16. All other Suzuki ATVs may be used only by those aged 16 and older. On any ATV, avoid paved surfaces. Never ride on public roads. Avoid excessive speeds. Never carry passengers or engage in stunt riding. Along with concerned conservationists everywhere, Suzuki urges you to Tread Lightly!® on public and private land.

Suzuki, the “S” logo, and Suzuki model and product names are Suzuki trademarks of ®. © Suzuki Motor of America, Inc. 2015.

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SUZUKI NEWS Ralph Lundberg, Carson City, Nev.

Aaron Evans, Las Vegas

’BUSAS STAMPEDE THROUGH SOCAL

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or the second year in a row, dozens of Hayabusas stampeded Southern California roads and highways during the 2015 Busa Stampede. This seventh annual event, held from June 24 through June 28, brought together Hayabusa owners and riders from throughout the region to enjoy each other’s company and the one-of-a-kind motorcycle they love.

Event creator and leader Scar (Thomas Michael White) launched

the Busa Stampede events as riding-focused gatherings that celebrate enjoyment of adding miles to Suzuki Hayabusas.

The first five Stampedes were held in northern Nevada, with the most recent two taking place in Southern California.

Hayabusa owner Ralph Lundberg, of Carson City, Nev., has attended every Stampede, with the first five events held near his home. “Scar organizes a great event,” said the 64-yearold Busa owner. His 13-yearold Hayabusa is a faithful ride.

“This is the 17th street bike I’ve owned,” he said, “and it’s the longest I’ve ever owned one

bike.” Lundberg raved about the Busa’s mechanical integrity, saying, “I’ve never even had to adjust the valves; check them often and they’re always fine.”

During the Stampede, event participants experienced several of Southern California’s best motorcycle roads, including the Angeles Crest Highway, the Pacific Coast Highway, as well as roads around Julian, Calif., Lake Arrowhead, Palm Springs and more. Hayabusa owners from a variety of local riding clubs also joined the Stampede riders at select events, creating a true Suzuki stampede.

Riders met on the opening

night at a Bike Night event in Santa Ana, Calif. hosted by the Twisted Ryders, a local riding club.

The well-attended event also benefitted OC Autism, a support organization for individuals with autism and their families.

Also at the bike night, and eager to get out on the roads with fellow Stampeders was Aaron Evans. “I’ve attended every one of the Busa Stampedes,” said Evans, a Las Vegas-based Busa owner. “I come for the great rides and the fellowship of Hayabusa owners, plus meeting new people and sharing stories.

I love my Hayabusa, but the people are the main thing.”

Take a Demo Ride This Summer!

Suzuki has a new ATV truck hitting the road, and it just may bring a fleet of KingQuad ATVs to a Suzuki dealer near you. Plus, with street-motorycle demo rides planned at dealers across the country, now is the perfect time to find a Suzuki demo ride in your area. Check SuzukiCycles.com for schedules and information.

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Swap Meets Are Back

James Stewart Commits to Yoshimura Suzuki Factory Racing

Breaking News! The Internet failed to eliminate swap meets! In spite of eBay and Craigs List, swap meets are back and becoming more popular. Partly due to the growing popularity of vintage bikes, and partly due to an interest in craftsmanship and do-it-yourself projects, swap meets are again filling parking lots nationwide with boxes of junk you just might need.

While the typical swap-meet experience can turn into a needle-in-a-haystack search, you can find the parts you need at good prices if you do a little research.

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Arrive early. Swap meets are getting serious and the good shoppers will be ready when the gates open.

But you might also need to stay late, because that’s when the best deals are had.

2.

Show up with more than just curiosity.

Know the part numbers of stuff you need, especially for brake parts or spark plugs. The better vendors will have part numbers for their wares.

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Offer the lowest price you can for an item without insulting the seller.

It’s a test; be smart and not just cheap. Many sellers won’t list prices, so be ready to deal intelligently, not emotionally.

See You at the Brickyard Suzuki’s 30 Years of Performance parties continue at the Redbull Indianapolis MotoGP races August 7-9 at The Brickyard – Indianapolis Motor Speedway. Suzuki will have a significant display at the race circuit, with Hospitality for Suzuki owners and riders.

This location always brings out the finest historic Suzuki motorcycles, and Suzuki will have some of its own on display at the event, too.

The Yoshimura Suzuki Factory Racing Superbike team will also compete at Indy this weekend, during the MotoAmerica AMA/ FIM North American Road Racing Series event. Yoshimura Suzuki racers Roger Hayden and Jake Lewis will compete aboard their GSX-R1000 superbikes, and will be on hand to sign autographs for fans as well.

oshimura Suzuki Factory Racing has reached a multiyear agreement with James Stewart to contest both AMA / FIM Supercross and AMA Pro Motocross Championships. The multi-time Supercross and Motocross champion will compete aboard a Yoshimura Suzuki Factory Racing RM-Z450 beginning with the Redbull Straight Rhythm event in Pomona, California on October 11, and the Monster Energy Cup in Las Vegas on October 17. Stewart also plans to compete in the AMA Supercross and Motocross Championships beginning in 2016.

“I’m happy to finish out my career with Suzuki,” Stewart said.

“The team has been very supportive and I can’t wait to get back on that bike and be around my guys each weekend. I’m really looking forward to coming back to racing.”

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SUZUKI NEWS

Suzuki Increases Support of Amateur Racers

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uzuki recently announced an overhaul of its amateur race support program.

With a new, more powerful support structure, Suzuki is excited to help build future champions, and to reward Suzuki racers for their efforts along the way.

With an all-new RaceSuzuki.com website, Suzuki Motor of America, Inc. (SMAI) makes it even easier for racers across the country to tap into the millions of dollars of contingency support it provides.

Powered by Hookit, a digital platform created to support motorcycle racers and athletes in a range of action sports, RaceSuzuki.com allows Suzuki amateur racers to track racing opportunities and share racing accomplishments and photos with the Team Suzuki community. Through the new website, Suzuki racers can make the most of SMAI’s champion-approved Contingency Program. Racers can map out Suzuki contingency-paying events, track their contingency earnings, and locate Suzuki dealers where they can redeem rewards. Suzuki’s Contingency Program for 2015 is offering nearly $4 million in support delivered through numerous U.S. motocross races, series and events – including Arenacross.

Trackside Support Truck

Aiding amateur racers at tracks around the country, Suzuki’s Trackside Support Truck carries a supply of parts available for riders in need at discounted prices. A qualified Suzuki technician staffs the truck and helps answer rider’s questions. Trackside Support is currently scheduled to attend the major events listed below, and others will be added throughout the season.

AMA Amateur National Championship, Hurricane Mills, Tenn., July 26 - August 1, 2015 Soaring Eagle MX, Soaring Eagle Casino, Mt. Pleasant, Mich., August 30, 2015 New Jersey Race of Champions, Old Bridge Township, N.J., October 4, 2015 Victory Sports Suzuki Top Gun Showdown, Blountville, Tenn., October 11, 2105

Suzuki Camp Carmichael

This opportunity – for Suzuki racers only – lets amateur racers train with 15-time MX/SX Champion Ricky Carmichael at The Carmichael Farm, RC’s private training facility in Cairo, Ga. By registering for the 2015 MX Contingency Program and racing a Suzuki RM or RM-Z, racers earn points throughout the year for the opportunity to attend the two-day camp. During the event, Ricky helps riders improve their riding and racing skills, and covers topics such as fitness, training, and bike set up.

Amateur Suzuki racer Ashton Hayes of Michigan is one to watch.

What Is Hookit?

A couple guys with an RV at motorcycle races; that was the start of Hookit, a digital domain designed to connect athletes with supporters, increasing opportunities for motorcycle racers and other athletes. Scott Tilton and RJ Kraus, former competitors, knew that cash and sponsorship support are vital to motorcycle racers, so the two built Hookit into a networking and marketing platform that helps hundreds of athletes, and has the support of brands such as Suzuki.

Visit the Hookit.com site and build a profile. The web tool provides the opportunity to expand a network, share information about race results and upcoming events, and connect with brands that might provide support.

Thor Winter Olympics, Gainesville, Fla., November 23-28, 2015 Ricky Carmichael Daytona Amateur Supercross, Daytona Beach, Fla., March 2016

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See & Ride Suzuki in Florida Suzuki has committed its support and attendance at the 2015 American International Motorcycle Expo (AIMExpo) with product displays and demo rides on motorcycles and ATVs. Suzuki was the first major motorcycle/ATV manufacturer to support AIMExpo’s kickoff show in 2013, and is now the first to commit to a two-year contract with the event that is becoming an important calendar happening for powersports fans and professionals.

Suzuki’s presence at the 2015 AIMExpo will include demo rides on the most popular street and sport motorcycles, including GSX-R,

40 Years and Growing

GSX-S, Boulevard, Burgman, V-Strom and more, as well as Suzuki KingQuad ATVs, all organized at the expanded AIMExpo Outdoors! venue.

Inside the main show hall, Suzuki will hold a premium display space to present the latest 2016 line of motorcycles, scooters and ATVs. The third-annual event returns to the Orange County Convention Center (OCCC) in Orlando, Florida, this October 15-18. Dealers, media and industry professionals can register now for the show’s Trade & Media days, Oct. 15-16. The AIMExpo then opens to motorcycle and ATV enthusiasts and the general public for Oct. 17-18.

After 40 years of selling motorcycles in New Jersey, the Motorcycle Mall is nothing like the original – and it’s exactly the same as the original. The business has grown considerably, now occupying a 100,000-plus square foot operation in Belleville, N.J., but the family run enterprise maintains its founding commitment to deliver products and service that exceed the expectations of the local community of powersports enthusiasts.

John Resciniti opened the Motorcycle Mall in a humble shop in Newark, N.J. in 1975 with that same commitment. He moved the business a few miles north to Belleville in 1977, and in 2011 John Resciniti Jr. and John Resciniti III opened the current mega-dealership that today sells hundreds of Suzuki motorcycles, scooters and ATVs to enthusiasts across New York, New Jersey and Pennsylvania. The

Rescinitis celebrated the 40th Anniversary of the Motorcycle Mall with a grand party on April 11, 2015.

While the 60,000 square-foot showroom and 10,000 square-foot service department are impressive, Motorcycle Mall is more than just big.

The business is focused on serving riders in the area with opportunities to make the most of the powersports lifestyle. The shop hosts bike nights, supports riding groups, and assists with safety education and training events as well.

As further proof of the business’s excellence, Dealernews magazine named Motorcycle Mall the #1 Dealer in the U.S. for 2014. Congratulations to the Motorcycle Mall!

Welcome New Suzuki Dealers

We’re proud to welcome all these new Suzuki dealers to the family.

They’re ready, willing and able to serve you with the latest vehicles, parts and service – all supporting your Suzuki experience. They join the hundreds of Suzuki dealers serving owners across the U.S. Action Powersports, Bethany, Oklahoma C & D Motorsports, Robinson, Illinois CNY Powersports, Cortland, New York Coyote Powersports, Boerne, Texas Eastland Motorsports, Lanark, Illinois

Fun Mart Cycle Center, Moline, Illinois

Fayetteville Powersports, Fayetteville, North Carolina

Hidden Trails Motorcycles of Charleston, Charleston, West Virginia

Five Star Powersports, Duncansville, Pennsylvania

Pittsburgh Cycle Center, Pittsburgh, Pennsylvania

Sports Plaza, Fairview, Oregon Suzuki of Countryside, Countryside, Illinois

Keller Bros Motorsports, Lititz, Pennsylvania

Reading Standard Motorsports, Reading, Pennsylvania

Langston Motorsports, Perris, California

Robins Cycle Center, Warner Robins, Georgia

Team Charlotte Motorsports, Charlotte, North Carolina

Freedom Powersports Decatur, Decatur, Texas

Mountain Motorsports, Kennesaw, Georgia

Wayne Cycle Shop, Waynesboro, Virginia

Freedom Powersports Hurst, Hurst, Texas

Mountain Motorsports, Lawrenceville, Georgia

Rock Hill Powersports, Rock Hill, South Carolina

Fun Center, Durango, Colorado

Mountain Motorsports, Roswell, Georgia

Shaggy’s Power Sports, Broken Arrow, Oklahoma

Sun & Fun Motorsports, Iowa City, Iowa

World Powersports - Bloomington, Bloomington, Illinois Yankton Motorsports, Yankton, South Dakota

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SUZUKI NEWS

TURNING

100

on a Suzuki A few months ago, we received a letter and a few photos from Mark Kraemer. We’re glad Mark and his wife Natalie, of Leesburg, Fla., shared this tale of their love of motorcycling.

Thanks Kraemers! – Editor

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n 2008, I decided to get my motorcycle endorsement. I took the

course at a shop that sold used bikes, and I noticed a 2004 Suzuki Volusia Limited (Gunmetal with ghost flames on the tank). I completed the course, got my endorsement, then bought the Volusia and was riding her the next day. I knew nothing about motorcycles, and just kept wondering if I had made a good purchase. The bike had 9,742 miles on it.

Last summer, that odometer turned over 100,000 miles. Other than usual maintenance and normal wear-and-tear repair, I have not had a single major repair done to this bike. At about 50,000 miles, one mechanic told me the bike sounded like it needed a cam chain tensioner.

I did a lot of research, went on several motorcycle forums, and some folks will strike fear in your heart over these tensioners!

Then another mechanic told me, “Don’t worry about it.” He said it would probably last the life

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of the bike. I took his advice and opted not to have the engine torn down for this expensive repair.

Glad I took his advice. She’s still running with that tensioner and she runs like a champ.

Good maintenance goes a long way. I change the oil around every 5,000 miles, and I change the air filter every 10,000 miles or so. I change the final drive oil every 10,000 miles, and have the valves adjusted at intervals.

I put on new tires as needed.

Other stuff? Sure, some carb adjustments, a new battery, brake pads, and one engine seal that needed to be replaced at 96K. After six years and more than 90,000 of my own miles, I can say I definitely made the right decision on my first motorcycle.

This bike is great for the first time buyer as well as the veteran rider. This Volusia is my commuter vehicle as well as my fun-to-ride vehicle. I commute to work 90 miles round trip per day, so she regularly gets several hundred miles a week (depending on the rain). She sees the back roads and her fair share of the

Florida Turnpike. I will highly recommend the Volusia (now the Suzuki Boulevard C50) to anyone considering a motorcycle purchase. The C50 is an excellent quality product for the price.

A year after I bought my ‘04, my wife got the “Bike Bug.” For her 40th birthday, I bought her a black 2007 Suzuki Boulevard C50T, and we’ve been a Suzuki family ever since.

Highly satisfied customers, Mark and Natalie Kraemer, and Phillip Leesburg, Florida

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RIDE SWIM

BIKE RUN

RIDE

One Long Trip on a Motorcycle with 6 Wheels

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n weekends, some people do triathlons.

Others go for long motorcycle rides. Chad Kimbrell combines the two – to the extreme.

Chad’s fiancé Candace earned a spot in San Francisco’s “Escape From Alcatraz” triathlon. One of the most popular tris in the country, competitors enter through a lottery – that’s how Candace got in – or by raising a good chunk of money for a charity. Chad got into Alcatraz (that sounds funny) via the charity method, raising a significant amount of money for ZeroCancer.org.

Candace boarded a plane for the California race from her home in Aiken, S.C. Chad hopped on his Suzuki V-Strom 1000 ABS, a creatively loaded V-Strom, that is.

“I had the V-Strom loaded down,” says Chad, “with several bags and the two triathlon bikes.”

A North Carolina company called 2x2 Cycles makes bicycle carriers that mount to a motorcycle’s rear rack or fender.

To make these single-bike

systems meet Chad’s two-bike requirement, he added a Givi bag mounting kit for extra support. “It worked like a champ,” he says.

“On the way out, my goal was to do the first 1,500 miles in 24 hours,” says Chad, qualifying him for Iron Butt club entry. Most of those miles were uneventful. “I hit a little rain as I got into Oklahoma that night,” he recalls, “and I had to take it easy with the conditions, the low light and deer in the area.

Then I ran out of gas at 3 a.m., and had to push my bike a couple miles. I made my goal with six minutes to spare, and checked an item off my bucket list.” From that point on, Chad thought, “I’m going to enjoy the ride.” And he did, with

a stop at the Grand Canyon, and a ride up the California coast from Cambria, Calif., to San Francisco.

In San Francisco, the tritransport V-Strom got a lot of attention. Maybe too much, actually; Chad’s triathlon bikes were stolen from his V-Strom a day before the race. Word spread on social media, and on the local news. The bikes were not recovered in time, but Candace was able to borrow a race bike, and Chad rented a bike that allowed him to finish the race.

While a significant financial loss, the theft meant that Chad got to ride the V-Strom back home without the load of two bicycles.

Chad covered the 3,000+ miles

home in under 50 hours.

“The bike was really comfortable,” said Chad, “even with the stock seat. I ran the Suzuki fog lights, and they worked great. The bike had the stock tires, and all I did was check air pressure at each gas stop.” His gas mileage was in the mid to high 30s on the way out, and mid-40s on the way back without the drag of the two triathlon bikes.

Why did he do it? Because he could. Why did he choose the V-Strom 1000 ABS? “I bleed yellow, I guess,” says Chad.

“I’ve ridden Suzuki motorcycles for many years, from Katana to GSX-R, and even a Cavalcade.

Being a rep for Tucker-Rocky Distributing, I’m around bikes all the time, and I could have chosen a BMW or a Triumph.

But something always calls me back to Suzuki.” Chad bought the 2015 Suzuki V-Strom 1000 ABS at Aiken Motorcycle Sales.

Chad’s total trip mileage was 6,584 miles in nine days – not including the triathlon’s 1.5mile swim, 18-mile bicycle ride, and eight-mile run.

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VISION

Be Colorful

The Suzuki V-Strom 1000 ABS adds a nice stroke of color to this mountain road in Southern California.

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VISION

Professional racer in closed-course conditions.

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Pullin’ Through Blake Baggett, Yoshimura Suzuki Factory Racing, rails a rut at the famed Glen Helen Raceway.

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VISION

Rubbin’ Elbows Professional racer in closed-course conditions.

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Maverick Vinales, Suzuki ECSTAR MotoGP racer, lowers the GSX-RR at Circuito de Jerez in Spain.

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GREAT RIDES

RESPECT THE MIDDLE

We Found California’s Sweet Spot & The Perfect Motorcycle For It Story & Photos by Glenn Hansen

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he middle seat. Middle of the road. And the middle finger. Nothing in that trio gets a lot of respect. The same is true for much of California’s middle portion. The southern coast – with Hollywood and beach cities – gets the spotlight. Northern Cal – San Francisco, wine country and Silicon Valley – delivers tech advances and top-rated grape juice. The middle?

Most people get no closer than 30,000 feet.

That’s fine – for motorcyclists anyway. Less cars on the area’s fine and twisty roads.

California’s mid-section has some of the best motorcycle roads in the state. In fact, I’m gonna step way out of the middle ground here and say that the Middle California ride I mapped for these pages may be the finest amalgam of moto roadway in the lower 48.

Prove me wrong.

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S.F.

L.A.

Santa Rosa Creek Road

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GREAT RIDES

MID-CAL, DEFINED

Technically, the “middleCalifornia” designation probably belongs to Fresno. Near the western edge of Yosemite, Fresno is a fine place and can be the start of a good motorcycle trip. For this story, “middle” means coastal; I’m talking about Pismo Beach, Cambria, and nearby San Luis Obispo (SLO). Any of these towns could be your home base for days of riding and exploration in the area.

For miles around this region, you’ll find every type of road imaginable, from cruiser stretches to sportbike twisties

to DualSport dirt. I wanted to ride them all, and I only brought one bike. It just happens to be the perfect bike for this road mix; it’s a V-Strom 650XT ABS. Having explored this area on a variety of motorcycles – from cruisers to scooters to sportbikes – I’ve often had to pick the right road for the bike.

Not this time.

I came up from Southern California, and this ride starts to get interesting in a town called Taft. I’m sure it’s a nice town, but all that really matters is this: Taft has the Chicken of Oz restaurant (get the Tri-

Tip), a good gas station, and proximity to Highway 58. This paved piece of heaven heads west over the hills that separate California’s Central Valley (America’s garden) from our coast destination. It’s one of those roads that, even though you have to get somewhere, you’ll make a U-turn so you can enjoy the twists, corners and undulations of its smooth pavement. Hwy 58 is on every California rider’s list of “5 Best Roads.” The V-Strom handles 58’s sweepers and switchbacks as well as any sportbike. Even if not in exactly the proper gear

for a tight corner, the torquey V-Twin pulls easily back into its broad sweet spot.

From just north of Taft, Hwy 58 spans about 70 miles to Hwy 101 near the coast. But because I was riding a V-Strom, and I wanted to get to the Pozo Saloon, I turned south off of 58 onto Pozo Road after about 45 miles. This was a first for me; Pozo Road is one of those that requires zooming way in on Google Maps. After just a mile or two, I learned that it’s good to zoom in far.

Perfectly Pozo

The first road sign I saw said, “Rough winding road not advisable for campers or trailers. Next 12 miles.” It could have just said, “V-Strom road.” Without shoulders or lane-marking paint, Pozo Road is a V-Strom playground, with aging but super-grippy pavement, at least until the pavement ended. Just a few miles in, Pozo turned to dirt. It’s graded and mostly smooth, but still dirt. My roadmates were now Jeeps and old Toyota trucks, and drivers greeted me with a wave or thumbs-up like they were riding motorcycles, too.

After 10 miles of winding, climbing, twisting and descending, Pozo found its pavement again, and I shifted the V-Strom up another gear or two. With its stock tires and fully loaded luggage – not to mention my 200 pounds – the V-Strom handled the sometimes-sandy gravel admirably. My reward was the Pozo Saloon and the best burger I’ve had in a long time – enjoyed in Pozo’s homey backyard setting. I joined two DualSport riders who arrived at Pozo from the south via Hi-Mountain Lookout Rd. (That’s on my list for tomorrow.)

Riding a Boulevard cruiser, GSX-R or Burgman scooter? You can get to the Pozo Saloon via pavement. And it’s a great ride. From nearby Santa Margarita, Calif., West Pozo Road winds gently – paved and fully maintained – around the south side of Santa Margarita Lake. For a twistier and more rural option, take Park Hill Road around the north side of the lake.

Combined, they form a 40-mile loop of pavement that would entertain for a couple hours.

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Pozo Road

Smooth With A Side of Rough

About 40 miles north of the Pozo Saloon and its best-burgerever lunch sits Paso Robles, Calif., another great town in the “middle” that could serve as homebase for these rides. I passed through, however, just to access Peachy Canyon Road.

Okay, it’s only 10 miles long from Paso Robles to the juncture with Vineyard Road, but it’s a perfect 10 miles of meandering on smooth pavement under a canopy of old growth. It’s lined with wineries, which means potentially bad car drivers, but if you time this one right you’ll avoid wine-tasters and you’ll want to double back for more.

I kept heading west toward the cozy coast town of Cambria to find a long-time favorite called Santa Rosa Creek. Highway 46 is the easy way from Paso to Cambria. Peachy Canyon and Santa Rosa Creek – using 46 as a short connector – combine to form the best route to Cambria.

From Hwy 46 and heading west, turn right onto Santa Rosa Creek and prepare for a rollercoaster of rural beauty. While Peachy Canyon’s smooth surface will welcome all motorcycles, Santa Rosa Creek Road is a rough patchwork of cracking pavement and potholes. No wineries on this road, just a few hobby farms, vultures overhead, and wild turkeys running about.

Seldom straight and always interesting, this 16-mile route climbs and falls more than 2000 feet before depositing you in Cambria. The V-Strom’s confident stance and ground clearance is an asset on this rough but rewarding road.

Peachy Canyon Road. photo: Jay Rawlins, Bestrides.org

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GREAT RIDES Cruise The Beach Cities

Following the rough stuff on Santa Rosa Creek Road, even the V-Strom appreciates miles of smooth pavement, so I head south on California 1 for some classic coastal cruising.

Shifting up to sixth gear and hitting the speed limit, the V-Strom’s V-Twin is super smooth at about 5000 rpm. No vibration, and I’d positioned the adjustable wind screen to the top for protection. If this story

were not about the “middle,” I’d turn to the north and stay on 1 all the way to Monterey.

That 100-mile trek is a mustdo, just not for this story.

The beach towns of Cayucos, then Morro Bay, are a short ride south, and either is worth a stop, but we’re headed a few miles inland to San Luis Obispo. Treelined Higuera St. is the town’s de facto Main St. and is home to stellar coffee shops, a wide

Higuera St., SLO

range of restaurants, bars and stores to keep you entertained off the bike. My favorites include the SloCo Pasty Co. (get the chicken pot pie pasty), Bliss Café (for unique vegan treats) and the Kreuzberg Coffee Company (best cappuccino and a darn good breakfast).

If you’d rather have a beachfront home base for this ride, try Pismo Beach just a few miles south. This old-school beach

town is a motorsports favorite, with the Oceano Dunes State Recreation Area serving sandduners and campers. And for breakfast, there is nothing better than sitting at the counter at Penny’s All-American Café. For dinner, ride 12 miles south to Nipomo. There is not much here except Jocko’s, a barbecue and smokehouse mecca. Arrive early and expect to wait two hours for a table; the wait will be worth it.

Pismo Beach

Pick Your Pavement

I found one more section of the middle to explore; you’ll have to zoom in again to find these two roads. Just northeast of Arroyo Grande, Calif., follow the signs to Lopez Lake, and the wonderfully curvy Lopez Drive. California’s drought has shrunk Lopez Lake to about a third its normal size. It’s a sad sight, but it means less trucks hauling boats on the twisty two-lane road.

Off the east side of Lopez Lake is Hi-Mountain Road, my narrow and curving destination. This country lane runs past scenic farms and ranches.

After about 10 miles, I spot a bright “Pavement Ends” sign, meaning the real adventure begins for me and the V-Strom.

Somewhere along this snaking dirt road, its name changed to Hi-Mountain Lookout. This Adventure rider’s heaven runs for another 10

miles or so, rolling and winding through woods that are home to a range of creatures. The dirtbike riders I met the day before at Pozo Saloon spotted a herd of elk on their ride in. I hoped to see that, but only glimpsed a few deer along the way. The V-Strom handled it all with its usual confidence. I took it slow, second and third gears mostly, due to some sandy sections of road.

I circled back south on Hi-Mountain Road and into Arroyo Grande for a cup of coffee and an assessment of options to get out of the “middle” and back to Southern Cal. Since the V-Strom and I had experienced many miles of tight twisty tarmac, I opted for high-speed cruising. Highway 166 begins north of Santa Maria and slices east, climbing over the hills as it heads back toward the Central Valley.

Until Next Time

We’re out of the middle now, though there are still a couple fun options before the madness of Southern Cal freeways. I’ll save that for another time. Maybe I should just circle back to Taft, grab some Trip-Tip at Chicken of Oz, and start the middle all over again. And I’ll be sure to ride a V-Strom – maybe the V-Strom 1000 ABS model next time!

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GREAT RIDES

THE RIDE OF FRANKENSTEIN

By Jim Auckley | Photos by Chris Auckley

Missouri

T

he crack of the bat and the smell of yeast are never far away in St. Louis, a vibrant city – kingdom of baseball and beer. It’s home of the National League Cardinals and the historical site of the nation’s largest brewer, the Anheuser-Busch Brewery. This ride from St. Louis to Frankenstein is an easy escape from the metro area into a lightly populated rural setting with fun roads and little traffic. Wineries

Best Bike for This Ride?

The Suzuki Boulevard C90T would be a perfect choice for this stretch of middle America. It delivers road-going comfort, good gas mileage, and stylish low-slung cruising.

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and German food are an added treat.

Highway 94 first sweeps the Weldon Spring Conservation Area, which includes two large tracts of woods, fields and ponds dedicated to outdoor recreation and is cut by the Missouri River west of St. Louis. The rolling twolane soon becomes curvaceous.

The Katy Trail, a biking and hiking path on an abandoned rail bed, parallels the highway in places.

Head west on 94 for 35 miles, and you’ll find the historically German town of Hermann, an enclave of good food and locally produced wines. Side roads near here (sometimes in the hills atop the river bluffs, sometimes in the floodplains in the valley) alternately twist and turn, then break out in fast straightaways. The scenery varies

from pastoral (hilltop pastures, sprawling corn fields) to forest in places where trees seem to press both sides of the road.

Take Highway 19 south of Hermann a short distance, then turn west onto Highway 100. On a path that follows the Missouri River west, some 15 miles of undulating riding lay ahead before the road dips into the floodplain for a 10mile stretch of mostly straight riding that allows “airing-out” a warm engine. An aging power plant rising out of the cornfields here looks like a great setting for a sci-fi flick.

Highway 100 climbs into the hills before coming to a junction with County Road C. Turning onto “C” is my favorite part of the trip, narrow blacktop with awesome twisties and hill country scenery. There is a second-gear turn at the corner of the Frankenstein Catholic Church. It takes but a moment to ride through a town that time seems to have forgotten. Only about 30 people live here. The town has nothing to do with the monster of Mary Shelley’s 1818 novel, or Universal Studio’s 1931 black-and-white film. Rather, the town of Frankenstein is named after an early settler.

From Frankenstein, head south to Highway 50, and follow that

west to Jefferson City. Cross the river on Highway 54 (back to the north side of the river) then quickly turn east on Highway 94. Much of the road is in the floodplain, but there is a great eight-mile stretch of hill riding near the little town of Portland. It is 50 miles back to the junction with Highway 19 where you can head back to Hermann, or stay on 94 to return to St. Louis.

More Great Roads Nearby

The Missouri Division of Tourism also recommends Missouri Highway 21, which is a hilly and curvy road through the scenic Ozark Hills. It passes several popular parks, including Elephant Rock State Park near Bellview.

A stretch of the famous Old Route 66 (now Interstate 44) runs through Missouri. A popular stopping point is the community of Devil’s Elbow on the Big Piney River, where visitors can cross the historic Devil’s Elbow Bridge.

Jim Auckley is a freelance motorcycle journalist.

A longer version of this Great Rides article, titled “The Road to Frankenstein: Riding the Big Muddy,” originally appeared in Rider magazine.

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GREAT RIDES

MISSISSIPPI RIVER

CHEESE

RUN

By Guido Ebert

Minnesota + Wisconsin

T

he picturesque bluff country of southeastern Minnesota and western Wisconsin serves as a mecca for motorcycling day-trippers from in and around the Twin Cities of Minneapolis and St. Paul.

This loop begins unofficially in Red Wing, Minn., (yes, Red Wing boots and Red Wing Pottery) and travels south on The Great River Road – US-61 on your map.

Situated on the Mississippi River roughly 45 miles southeast of

Best Bike for This Ride?

Guido's SV has served him well touring the upper Midwest, but a new 2016 Bandit 1250S ABS would be an even better ride for the Great River Road.

the Twin Cities, Red Wing is on the National Trust for Historic Preservation. Start your trip at the St. James Hotel; this tourist hot-spot dates back to 1875.

Carved out by the Mississippi River – etched into earth by Great Ice Age glaciers – the landscape offers well-maintained roads that undulate over creek gullies and wooded ravines, pass horse farms and hay fields, and roll along the River’s shore. This road’s first section is wide and fast at times, and offers riders a good mix of curves, scenic beauty, and interesting rest stops.

Your first planned stop should be in Lake City to see grand Lake Pepin (okay, it’s really just part of the River). Roughly 19 miles southeast of Red Wing, Lake City sits on Lake Pepin’s western shore. In 1922, an adventurous 19-year-old named Ralph Samuelson modified a pair of eight-foot-long pine boards and invented waterskiing. Stop at the marina for your photo op of “The Birthplace of Waterskiing.”

Motor another 14 miles south to Wabasha, the setting for the movie Grumpy Old Men and home of the National Eagle Center. Winter is the best time for eagle-viewing, but you’ll spy them year round.

Ride another 45 miles south to the university town of Winona and its most noticeable physical landmark of Sugar Loaf – a rocky pinnacle that rises from one of the many bluffs that line The Great River Road. Hungry? Grab a donut at Bloedow’s Bakery (closed on Sundays), and some fig cookies, too. Now cross the river on MN-43/WI-54.

In this part of Wisconsin – you’re heading north on WI-35 – the roads are narrower, the towns are smaller, and the cheese is cheesier. Quaint stops like Fountain City and Buffalo City will lead you to Alma, located next to Lock & Dam Number 4. Visit the Castlerock Museum, a collection of arms and armor from the times of the Romans to the Middle Ages.

You’ll hit small and interesting towns every 10 miles or so along the peaceful two-lane road.

Nelson, for example, is home of the 100-year-old Nelson Cheese Factory. The town of Pepin (you’re now opposite Lake City), is the birthplace of author Laura Ingalls Wilder. Maybe more interesting, the Harbor View Café has some of the best food for miles. These little villages can interrupt the cruising, but they make for a very entertaining day on and off the bike.

Finish your ride in the unincorporated Hager City, then use Hwy 63 to cross the Mississippi River back to Red Wing.

Guido (that’s “Gee-doe”) Ebert is editor of Minnesota Motorcycle Monthly, and said he purchased this 2005 Suzuki SV1000S “for its V-twin power delivery, sporty yet comfortable rider triangle and triple black appearance. Over the last 10 years I’ve run up 52,000 miles of urban commuting and weekend sport-touring during Minnesota’s brief roadbike season.”

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ESTIMATED REPAIR COSTS:

Instrumentation $600* Cables $300*

Frame $2,200* Seals & Gaskets $480*

Steering $440*

Rear Suspension $360*

Electrical $550* Fuel Injection $1,200*

Transmission $2,400*

Front Suspension $700*

Engine $3,800*

Brake Components $230*

are based on average repair costs. Your repair cost may vary.

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7/7/15 10:16 AM

SPECIAL FEATURE

TRACK DAY Wilzig Racing Manor

By Glenn Hansen

Inspired by the the Ascari in southern Spain, the Wilzig Racing Manor is designed to be free of barriers.

“Just the beauty of pavement surrounded by nature,” said Wilzig. “It can exist in harmony with nature and not look like an airport.”

“So what do you do?”

You seldom hear that question when talking to another motorcycle rider.

“What do you ride?”

Yes, of course; that question makes sense. That’s what really matters. You do whatever you do so you can ride what you want to ride. Let’s talk about that.

Alan Wilzig is a guy who can answer both questions incredibly well. But even after I spent a few hours with him – spread between an introductory in-person meeting and recent phone calls – the “what do you do?” query never came up between us. We talked about motorcycles.

Y

ou may recognize the name “Alan Wilzig” if you’re a sport-bike rider from the eastern U.S. He’s best known

in motorsports circles as the guy with the private race track. Not just any private race track, but a paved circuit in his yard at his home in upstate New York. Here’s how Wilzig describes it: “The 1.1-mile track is bi-directional, 40-feet wide and has nine turns. The grade ranges from flat downhill curves to a 20-degree super-elevated banked bowl. It can be an exhausting ride. And it’s the most fun place ever.”

Wilzig Racing Manor, as he calls it, is the largest (maybe the “only”) backyard private paved race track in America. The

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275-acre property in Taghkanic, New York, also includes a few miles of wooded trails for dirt bikes and ATVs, plus open fields for snowmobiles and rally cars, and a small private lake.

When I first met Wilzig about 10 years ago, he was the new property owner with big plans. He spent a few years battling for the right to build his track (against one particularly spiteful contingent called the Granger Group). Wilzig won, obviously, earning the right to be the envy of every trackday motorcyclist in America – no trackday fees, no trucking your bike to the paddock or erecting an EZ-Up under which you’ll enjoy a PB&J sandwich and a Monster between laps.

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Rich Motor Guy?

“This is just another example of the importance of motorcycles in my life. Karin had zero experience with motorcycles, but she loved it right away. And we just never stopped riding.”

If you can’t shake the feeling that Wilzig is another rich guy with a powersports obsession, you’re partly correct. But he’s not “that guy.” Yes, he’s well-todo, having sold a business for millions.

He’s a philanthropist, an entrepreneur and partner in a venture capital firm.

Most importantly, he’s a genuine guy, a caring father and husband, a motorcycle nut, and an approachably friendly person. He has his critics, but that comes with the territory.

And he’s a motorcyclist. Wilzig was perhaps most excited to share with me a 20-year-old copy of a magazine that had printed his letter and a photo of him and his wife Karin. In 1995, Wilzig submitted a letter to the magazine, a Suzuki-published periodical focused on DualSport riding, as part of a “family riding stories” contest. His tale of riding his Suzuki DR350S on the beach, and proposing to his girlfriend (the same Karin) won the hearts of Suzuki staff.

He’s still enamored with that ageyellowed magazine, with his wife Karin of course, and with Suzuki motorcycles.

He just rides faster motorcycles now.

A Life On Track

The Wilzig Racing Manor track was built specifically for motorcycles, sportbikes in particular. “We paved it in November 2010,” said Wilzig, “and it was ready in 2011. But I got so into car racing right when the track was finished that it sat mostly unused for a couple years.” Wilzig was racing cars in the International Motor Sports Association (IMSA) series, “and when I was home in between races, I was practicing in carts and prototype cars. If I did ride motorcycles, I was hesistant to lean a bike over because if I hit some goose poop and went down I could have a simple injury that would screw up a costly racing season.”

No longer an active car racer, Wilzig is back to motorcycle track riding. “Last year, I put in 90 days on the track,” he said, “I was totally immersed in riding.”

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SPECIAL FEATURE Wilzig turned 50 last year, and has been riding motorcycles for more than 20 years. “I’ve had some of the best instruction possible at other track days, riding schools and on my own track.

It’s a little embarrassing that I have all these motorcycles and this track, and I’m not a better track rider. I want to be as good as I can possibly be on a track bike. I always enjoyed riding on the street, but have gotten frustrated on the track because I’m not better at it.”

His pursuit is admirable. He’s less concerned about how fast he rides, and far more concerned with how well he rides. A safety-focused technician, Wilzig’s pursuit of track-riding proficiency has him analyzing photos and video of his on-bike technique in search of ways to become a better and safer rider. He has several trackday clinics planned this summer where he’ll bring in professional riders to help him and his friends improve.

A consummate student of riding, Wilzig is able to quote lesson plans and specific instruction points for a variety of track conditions. It is not just about lap times. “Safety is the biggest concern here” he said. “I constantly remind people to be careful. And just taking the safety car out and parking it on pit lane is a great reminder of the safety needs.”

He uses the track to evangelize, as well, spreading his passion for motorcycling to business associates and car-racing pals. “I’ll teach new riders from scratch on a tiny 50cc sportbike,” said Wilzig. “This is one of my greatest joys. We take it all very seriously, even though it’s all very serious fun. With the responsibility of ‘this is my own backyard,’ we’re all fully leathered and armored. We don’t take anything for granted, always scanning the track for pebbles, and adequately warming up.”

He loves car racing, and his auto friends – and he has an enviable car collection – but he’s a motorcyclist first and always. “The car thing is cool,” said Wilzig, “but all of our grandmothers drove cars, too. They did not do sportbike track days. It takes a little more education, coordination, and enthusiasm to do this on two wheels.”

Wilzig has no lack of enthusiasm.

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Billy Pitts, East Hampton, New York (yellow and black GSX-R); Alan Wilzig (center, Rizsla GSX-R); Peter Uber, Wilzigs Director of Motorsports (blue and white GSX-R)

Suzuki GSX-R600 His affinity for Suzuki motorcycles runs deep, but Wilzig has not always been a fan of inline four-cylinder engines. “I didn’t like them at first,” he said. “they just felt too smooth and highrevving. I always thought I had more desire for the European

V-twins. Then Peter, my director of motorsports, let me ride his Suzuki GSX-R750, and I said, ‘Oh, this is the ticket.’

Having tested them all and ridden all sorts of bikes headto-head, Wilzig has found his ride. “These GSX-Rs – with gearing specifically tuned for

our track – are near perfect for Wilzig Racing Manor. I appreciate the Gixxers for being nearly perfect machines.

Now, when I go to other tracks, I’m bringing a Gixxer, or borrowing a Gixxer. I just want to ride this same bike over and over again.”

This sketch shows how Wilzig’s newest GSX-R will match his Lotus race car.

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BEHIND ‘BARS

2016 Suzuki GSX-S1000 Series Sport-Raised & Street-Tuned

S

porty. Serious. Street smart.

Stunning. Are we overdoing it? Look at the new 2016 Suzuki GSX-S1000, GSX-S1000 ABS, and GSX-S1000F ABS, and you decide if these bikes can live up to the hype. All three of these bold new motorcycles tie directly to the legendary heritage of Suzuki inline-four performance and design.

Whether you prefer the naked-

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appeal of the GSX-S1000 – with or without ABS – or the fully faired style of the GSX-S1000F ABS, these performers are designed for the streets of your hometown.

All three GSX-S1000 models are powered by a 999cc inline-four based on the longstroke 2005 GSX-R1000 engine; its power and torque delivery is ideal for street riding performance. Making big power through the low-end and mid-range, this engine uses

cams optimized for a street-legal adrenaline rush. The engine’s precise fuel injection features the performance-tested Suzuki Dual Throttle Valve (SDTV) system. It’s known for top performance, reliability and fuel efficiency.

All three bikes feature the Suzuki Advanced Traction Control System which lets the rider control engine performance for more confidence in a variety of street conditions.

Using a handlebar-mounted switch, the rider can easily choose among the three modes, or turn off the system completely.

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Each bike’s suspension setup consists of 43mm KYB inverted front forks, and a link-style single rear shock absorber that balances sport-performance and road-going comfort. The forks feature adjustable rebound and compression damping plus spring preload, and the shock is completely tunable using a cam-style preload adjuster plus adjustable compression damping.

The GSX-S1000 and GSX-S1000 ABS models set a striking pose with angular radiator shrouds that enhance their aggressive image and aid cooling performance. For riders who desire a full fairing on their street sportbike, Suzuki also offers the 2016 GSX-S1000F ABS, which takes the performance of the GSX-S1000 and adds a fairing, a short windscreen, and a dual-headlight face. A 31.9-inch seat height and comfortable ergonomics are ideal for relaxed or sport riding.

The GSX-S1000 and GSX-S1000 ABS are available in Metallic Triton Blue and Metallic Fibron Gray. The GSX-S1000 carries a suggested retail price of $9,999, while the GSX-S1000 ABS will retail for $10,499. The GSX-S1000F ABS is available in Metallic Triton Blue or a Sparkle Black / Pearl Mira combination. It retails for $10,999.

Key Features Of The GSX-S1000 Series The 999cc long-stroke fourcylinder powerplant brings enhanced throttle response across the entire rpm range.

Finely tuned fuel injection with four 10-hole injectors plus the Suzuki Dual Throttle Valve system for more complete combustion, reducing fuel consumption and exhaust emissions.

Lightweight and compact curved radiator helps maintain ideal engine operating temperatures, along with a liquidcooled oil cooler.

Three-mode traction-control system* lets the rider choose the optimum engine-timing setup for their riding style.

New lightweight and compact twin-spar aluminum frame.

Renthal aluminum Fatbar handlebars are lightweight and reduce vibration.

Dual front disc brakes feature top-of-the-line radial-mount Brembo monobloc calipers.

The Antilock Braking System (ABS)** helps the rider stay in

directional control even during hard braking (GSX-S1000 ABS, GSX-S1000F ABS).

New 43mm KYB inverted front fork gets adjustable rebound and compression damping, plus spring preload adjustability.

Link-style single shock has a cam-style preload adjuster and adjustable compression damping.

LCD instrument cluster has speedo, tach, odometer, dual tripmeter, clock, water temp gauge, gear position indicator, average and

instant fuel consumption readout and more. * The Traction Control System is not a substitute for the rider’s throttle control. It can’t prevent loss of traction due to excessive speed when the rider enters a turn and/or applies the brakes.

Neither can it prevent the front wheel from losing grip.

** ABS is a supplemental device for brake operation, not a device for shortening stopping distance. Always remember to reduce speed sufficiently before approaching curves and corners.

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7/7/15 10:25 AM

BEHIND ‘BARS

2016 Suzuki Bandit 1250S ABS Welcome Back Bandit

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ames such as GSX-R, V-Strom, RM, they carry great importance for many motorcycle riders. No matter how many different brands of motorcycle you’ve owned over the years, these model names are instantly recognizable – and still hold powerful memories.

Add “Bandit” to that list – Suzuki Bandit – and be glad you did. Never owned one? Here’s your chance

34

to create motorcycle memories.

The big Bandit is back, refined to deliver a high level of sport-touring performance and an even greater level of everyday riding value. And it’s built to roam, whether that means a daily commute, a meandering weekend escape, or a vacation tour. With its fuel-injected engine in naked view below a new wind-breaking half-fairing, the 2016 Suzuki Bandit boasts long-ride capabilities for sport-touring fanatics.

Powering the new Bandit is a 1255cc

liquid-cooled and fuel-injected inline fourcylinder engine using dual overhead cams to generate peak torque from relatively low in the rev range. Plus, it delivers a long curve of high-rpm power for confident highway cruising. A high-capacity radiator and liquid-cooled oil cooler keep the engine performing at its best. Power is delivered through a 6-speed transmission using gear ratios chosen to suit the broad character of this motorcycle, from city commuting to freeway cruising.

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The Bandit’s state-of-the-art Suzuki Dual Throttle Valve (SDTV) system complements the digital closed-loop fuel-injection system to deliver superb throttle response, silkysmooth power delivery, improved mileage and reduced emissions. Suzuki’s proven PulsedAIR (PAIR) system lets fresh air flow from the airbox into the exhaust ports, igniting unburned hydrocarbons to slash emissions. A catalyzer, built into the high-volume exhaust silencer, further cuts hydrocarbon, carbon monoxide and nitrogen oxide emissions.

The Bandit 1250 ABS features a refined halffairing; it adds wind protection that improves its aerodynamics and sport-touring capability, while keeping the bike’s eye-catching engine on display. A fairing vent at the base of the headlight reduces wind buffeting. A new side vent further improves airflow past rider and passenger, while whisking away engine heat.

The Bandit’s chassis is engineered to provide the balanced rigidity that gives it sporty

performance along with touring stability. The bike’s single rear shock works with a progressive, risingrate link system designed to respond smoothly to road irregularities. Rear shock rebound damping and spring preload are adjustable.

The stout yet compliant 43mm front forks are spring-preload adjustable for precise steering and suspension action.

Braking is handled by fully floating 310mmdiameter dual front discs with four-piston calipers, and a 240mm-diameter rear disc with a single-piston caliper. Digital Anti-lock Brake System (ABS)* monitors wheel speed, and matches stopping power to available traction.

Increasing the comfort potential, the Bandit features a seat-height adjustment that allows the contoured seat to be raised or lowered 20mm (0.5 in.) with a simple change of mounting spacer positions.

The 2016 Suzuki Bandit 1250S ABS will be available in Red or Black, for a suggested retail price of $9,899.

Key Features The 1255cc liquid-cooled fuel-injected four-cylinder engine uses dual overhead cams and delivers extrasmooth acceleration.

The 6-speed transmission has carefully selected gear ratios for strong acceleration and relaxed highway cruising.

Suzuki Dual Throttle Valve (SDTV)-equipped fuel injection brings better response feel, smoother power output, and reduced emissions.

Liquid-cooled oil cooler augments the aluminum radiator to help keep the engine running cool.

Antilock Braking System (ABS)* monitors wheel speed, and matches stopping power to available traction.

43mm-stanchion-tube front forks, stout yet compliant, and single rear shock absorber are both spring-preload-adjustable.

Convenient center stand is standard equipment.

The Bandit’s classic tubeframe chassis is engineered to provide excellent balance between sporty handling and highway cruising comfort.

Fully floating 310mm-disc dual front brakes with 4-piston calipers. The rear brakes use a 240mm disc with single-piston caliper.

The sleek half-fairing has an integrated multireflector headlight and an effective windscreen.

Just below that screen, an analog tachometer, LCD

digital speedometer, plus an LCD fuel gauge, clock, and indicator lights provide easy-to-read information.

Seat height can easily be adjusted up or down 20mm (0.5 in.).

* ABS is a supplemental device for brake operation, not a device for shortening stopping distance. Always remember to reduce speed sufficiently before approaching curves and corners.

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7/7/15 10:21 AM

BEHIND ‘BARS

2016 Suzuki RM-Z250 Tuned To Win Titles

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he competition is fierce – for you and Suzuki. It’s about getting ahead and staying there. The new 2016 Suzuki RM-Z250 is designed to get you out in front and keep the lead until the checkered flag flies. With more than 40 years of off-road racing leadership, Suzuki has the engineering skill and racing experience to deliver a competition machine that scores holeshots and stacks up race wins.

Developed, tested, and refined with the help of Suzuki’s top professional racers, the 2016 RM-Z250 features a new three-stage version of the Suzuki Holeshot Assist Control (S-HAC), a system that helps riders blast from the starting gate no matter the gate conditions. Riders choose between two launch modes with a simple push button on the left handlebar, selecting the best option for their skill level and starting surface conditions, or they can turn the system off.

Originally introduced on the 2014 RM-Z450, engineers updated the system which now incorporates a three-stage launch sequence. This helps riders at the moment of launch, when crossing the gate, and through acceleration to full speed.

The system’s “A Mode” is designed for hard surfaces or less-than-ideal conditions at the starting gate, and “B Mode” is used when there is better traction and riders desire a more aggressive launch. Riders can also choose no S-HAC support for a standard power launch. Proven on the RM-Z450 and factory race bikes, the S-HAC is a racer’s favorite for holeshots.

Suzuki engineers gave the 2016 RM-Z250 major suspension upgrades, including a new KYB PSF2 Pneumatic Spring Fork that delivers superb performance, simplified tuning, and reduced weight compared to a traditional spring fork. With no coil springs, this fork uses a larger damper cylinder for greater response and more stable performance, while reducing weight.

The new KYB shock uses improved damping adjusters for tuning rebound, high-speed compression – now adjustable by clicks – and low-speed compression. The adjusters are now positioned on top of the shock for easier adjustments.

The RM-Z250 features a new frame designed to amplify the benefits of the suspension updates. The frame delivers improved control through braking bumps, has a lighter feel, and maintains the RM-Z’s cornering mastery. Overall, frame weight is reduced by 2.5 percent, but it incorporates the larger steering pipe from the RM-Z450 to create a good foundation for the new KYB fork. Together, the chassis and suspension updates help this remain the best-handling MX bike.

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Key Features The 249cc, 4-stroke, fuelinjected, DOHC engine is compact, light and powerful The Suzuki Holeshot Assist Control (S-HAC), a selectable three-mode system, helps riders launch from the starting gate no matter the gate conditions New KYB air fork delivers improved performance, simple air-pressure and damping tuning adjustments, and reduced weight New KYB shock uses redesigned damping adjusters for tuning rebound, high-speed compression – now adjustable by clicks – and low-speed compression New front brake caliper is 10 percent lighter than previous model Revised frame geometry delivers improved control through braking bumps, has a lighter feel, and keeps this 250 the best handling MX bike in the class

Suzuki engineers redesigned more than 80 internal engine parts on the RM-Z250’s 249cc fuelinjected four-stroke engine for 2016. The piston, its pin and rings are all updated for increased durability and power range. Redesigned camshafts and intake valves contribute to smoother power delivery. The RM-Z250 has reduced engine-braking force thanks to reduced crank inertia, increased magneto inertia and a redesigned crankcase that improves oil circulation. These engine improvements help the 2016 RM-Z250 deliver increased mid-range power and torque, without loss of top-end power. Other engine revisions directly improve starting, so the prior model’s hot start lever is no longer needed.

The 2016 Suzuki RM-Z250’s retail price is $7,699, and the bike is available in a Champion Yellow / Solid Black body.

The advanced battery-less fuel-injection system features a 44mm throttle body with progressive throttle linkage and a 16-bit computer Renthal aluminum Fatbar – standard equipment – has more strength and less vibration than aluminum straight handlebars Two couplers are included for quickly adjusting the fuel setting to suit the riding conditions. One is for a richer fuel setting than the stock setting and the other is for a leaner fuel setting. Rider can change the fuel setting to suit the riding conditions by just connecting either coupler.

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BEHIND ‘BARS

2016 Suzuki KingQuad 750AXi Nothing’s Built Like a KingQuad

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uzuki built the first fourwheeler; you’ve heard that before. And you know that fact alone is not the reason to ride a Suzuki ATV. It’s more than just being first. It’s about designing and manufacturing ATVs that deliver the best mix of performance for work and play, utility and sport. Look at the 2016 Suzuki KingQuad 750AXi ATVs, and you’ll see why we say, “Nothing’s Built Like a KingQuad.”

The 2016 Suzuki KingQuad 750AXi returns with the hard-working utility-sport features that make it a class leader, plus enhancements including a new front grill design, a redesigned speedometer cover, new tires, and an updated side cover that eases access to the oil dipstick.

Available in standard and Power Steering models, the KingQuad 750AXi comes in Red, Green, and True Timber XD3 Camouflage finish.

A Special Edition model for 2016 features Matte

Black body work along with Power Steering and the rest of the KingQuad’s top-grade features.

The KingQuad 750AXi’s single-cylinder four-valve fuel-injected engine is big on torque and delivers the right balance of low-end grunt and top-end power. The engine’s twin-spark-plug cylinder head improves combustion, eases cold engine starts and allows for consistent performance.

A QuadMatic fully auto transmission delivers powerful response when you need it.

Suzuki pioneered independent suspension, and the 750AXi models feature independent front and rear suspension with rider-adjustable spring preload shocks that can be set in seconds. It’s engineered for the comfort you need at work, and the control you demand on the trail. The machine maintains a low center of mass because its fuel tank is positioned low beneath the comfortable T-shaped seat.

The KingQuad 750AXi ATVs and their engines are assembled with pride in America at the Suzuki manufacturing facility in Rome, Georgia.

750AXi Power Steering and 750AXi ATV Features 722cc liquid-cooled, 4-valve engine features fuel injection and dual overhead cams to produce massive low-tomid range torque along with strong high-rpm output.

The engine’s top end is canted forward 48 degrees, helping give this KingQuad the lowest seat height in the class.

The twin-spark-plug cylinder head uses iridium projectiontype spark plugs for better cold engine starts and more stable performance.

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Reverse and differentiallock limiter monitors vehicle speed so a higher engine RPM can be used when getting out of mud or loose ground in reverse and differential-lock mode.

Compact and lightweight electric power steering delivers lighter steering in a variety of conditions to reduce rider fatigue.

(LT-A750XP/XPZ powersteering models only) The torque-sensing front differential has three modes

– 2WD, 4WD or differentiallocked 4WD – and they’re easily selected with a handlebar-mounted button.

Fully independent suspension system. All four shock absorbers are adjustable for five different preload settings and can be easily adjusted out on the trail.

LCD instrumentation includes speedometer, odometer with twin tripmeters, clock, hour meter, gear indicator, fuel gauge, temperature alert, and drive mode readouts.

Front dual hydraulic disc brakes plus a sealed oilbathed multi-disc braking system in the rear deliver strong and consistent stopping performance.

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2016 Suzuki KingQuad 500AXi

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he Suzuki KingQuad 500AXi ATVs are equipped with many of the same high-quality features as the KingQuad 750AXi. These full-size ATVs run the same chassis, suspension and brakes as the 750AXi KingQuad models, and are powered by a 493cc fuel-injected four-valve engine, delivering highly capable utility-sport ATVs at a lower price. The QuadMatic fully automatic transmission uses a durable V-belt and centrifugal clutch for consistently efficient performance.

The 500AXi family includes standard and Power Steering models, and all are available in Red, Green, and True Timber XD3 Camouflage finish. A Special Edition 500AXi model for 2016 features Matte Black body work along with Power Steering and the rest of the KingQuad’s top-grade features.

The KingQuad 500AXi ATVs and their engines are assembled with pride in America at the Suzuki manufacturing facility in Rome, Georgia.

500AXi Power Steering and 500AXi ATV Features 493cc liquid-cooled, 4-valve engine features fuel injection to produce outstanding lowto-mid range torque along with strong high-rpm output.

The twin-spark-plug cylinder head is designed for optimal combustion. It uses iridium, projection-type spark plugs for better cold engine starts and more stable performance.

Multi-hole fuel injectors deliver a fine-spray fuel-andair mix. And the engine’s pulsed-secondary AIRinjection (PAIR) system and a catalyst-equipped muffler

to deliver clean emissions.

Reverse and differential-lock limiter monitors vehicle speed so a higher engine RPM can be used when getting out of mud or loose ground in reverse and differential-lock mode.

Compact and lightweight electric power steering delivers lighter steering in a variety of conditions to reduce rider fatigue. (LT-A500XP/XPZ power-steering models only) The KingQuad’s advanced engine-braking system helps the transmission

control speed on descents and when pulling a load.

A torque-sensing front differential has three modes – 2WD, 4WD or differentiallocked 4WD – and they’re easily selected with a handlebar-mounted button.

Fully independent suspension system. Shock absorbers at each corner of the ATV are adjustable for five different preload settings and can be easily adjusted out on the trail.

Front dual hydraulic disc brakes and rear sealed oil-bathed multi-disc braking system deliver strong and consistent stopping performance.

LCD instrumentation includes speedometer, odometer with twin tripmeters, clock, hour meter, gear indicator, fuel gauge, temperature alert, and drive mode readouts.

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BEHIND ‘BARS

2016 Suzuki KingQuad 400ASi and KingQuad 400FSi

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ith the KingQuad 400 ATVs, Suzuki gives you the choice of a fully automatic QuadMatic transmission, or a five-speed manual transmission with auto clutch. The fully auto version (the ASi model) features high- and low-range settings plus reverse, and Suzuki’s advanced engine braking feature to minimize free-wheeling when you’re off the throttle and descending. The semiautomatic five-speed (the FSi model) is ideal for riders who prefer foot-shift control and the freedom of not operating a clutch lever.

Either way, these KingQuad ATVs feature fuel-injected 376cc four-stroke, four-valve

2016 Suzuki QuadSport Z90 engines that deliver hard-working power and trail-response fun. Suzuki’s class-leading fuel injection contributes to smooth power output, especially in the mid-to-high range, as well as more consistent cold starts. The fuel-injection system uses 3-D ignition maps for optimum ignition for crisp throttle response and a clean burn that produces low emissions.

The KingQuad 400FSi model comes in Green or Red. The 400ASi is available in Green or Red, and a True Timber XD3 camo finish, and a Special Edition in Matte Black. Every KingQuad is assembled with pride at the Suzuki manufacturing facility in Rome, Georgia.

400ASi and 400FSi Features Fuel-injected 376cc 4-stroke 4-valve engine has specially selected cam timing and a refined internal muffler to produce powerful and efficient performance with smooth power delivery, especially in the mid-to-high rpm range.

The powerplant is air-cooled with SACS, Suzuki’s well-proven, efficient air/oil-cooling system.

Easily selectable drive modes let riders switch into 2WD or 4WD using a handlebar-mounted lever.

Torque-sensing limited slip differential provides maximum traction and light steering effort when in 4WD mode.

Highly efficient iridium spark plug contributes to better combustion and

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cleaner emission. Engine starting at low temperatures is also improved.

The ECU has slip control logic applied to the ignition timing, which improves drivability and grip on loose/slippery conditions.

Reverse mode monitors vehicle speed so higher rpm can be used when getting out of mud or loose ground in reverse mode.

Independent front A-arm suspension with a swingarm rear suspension featuring unique dual shock absorbers for outstanding ride comfort.

Lightweight and strong plastic skid plates are sturdy enough to withstand pounding of trail hazards yet slippery to help let obstacles slide below.

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he QuadSport Z90 - manufactured

by Suzuki – gets durable and reliable performance from its compact 90cc four-stroke, air-cooled engine. It features electric starting plus a backup recoil starter for its clean-burning four-stroke engine.

A seamless CVT automatic transmission provides easy operation that allows the rider to focus on riding instead of shifting.

QuadSport Z90 is designed for adultsupervised riders age 12 and older, and is available in White.

QuadSport Z90 Features Low 25.6-inch seat height is comfortable for smaller riders.

19x7-8 front and rear tires are made for a smooth ride and help keep the machine going nicely down the trail.

Suzuki’s trademark T-shaped seat allows easy body positioning especially for corners.

Large full floorboards contribute to rider confidence on the trail.

Child-size control levers allow the rider to control the ATVwith confidence.

The drive axle has double oil seals for long-life performance.

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BEHIND ‘BARS

Suzuki’s 2016 DualSport Street-Legal Bikes with Road-Optional Attitudes

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oughly 25 years ago, Suzuki created the “Don’t Fence Me In” category of motorcycles – better known as DualSport bikes.

You still see the Suzuki DR350S on trails and backroads as riders enjoy the simple pleasure and rock-steady reliability of this versatile ride. Suzuki continues to lead the industry with a diversity of DualSport motorcycles serving a range of interests and price points. If your focus is “Street Legal and Road Optional,” then Suzuki has the bike for you.

2016 Suzuki DR650S

This rock-steady performer is ready for all road conditions, from potholed city streets to dense tree-lined trails. Powered by a reliable, air-cooled 645cc single-cylinder four-stroke with the Suzuki Advanced Cooling System, the DR650S was made for marathons, not sprints. The bike’s high-quality suspension delivers long-ride comfort too, with modular front forks plus an aluminum-body rear shock with piggyback-style reservoir and adjustable compression damping. Disc brakes front and rear add to full-range DualSport performance.

Riders can adjust the seat height of the DR650S; lowering it by more than 1.5 inches from the stock height, riders adapt the bike to their preference (by following the instructions from a Suzuki Accessory side-stand kit). The electric-start engine uses a lightweight battery for consistent, easy

starts. This DR features floating-disc front brakes with a 2-piston caliper and a rear disc brake with a 2-piston caliper. The tires are designed to handle street and off-road conditions, and a full on-road lighting system uses a bright 60/55W halogen headlight.

The 2016 Suzuki DR650S, available in Black/ Iron Gray, carries a retail price of $6,499.

2016 Suzuki DR-Z400SM

Merging dirt bike style with street legal credentials, this Suzuki SuperMoto performs on the pavement like nothing else. The DRZ400SM is made to handle tight city contours and twisty canyon corners with similar ease.

A 398cc liquid-cooled, four-stroke engine pumps out strong low-rpm torque and crisp throttle response all the way up to a healthy top-end speed. It also features performancefocused components like magnesium alloy covers and dry-sump lubrication.

The key difference between the DR-Z400SM and the DR-Z400S is in the SuperMoto’s RM-converted inverted forks, contributing to less unsprung weight and improved overall handling. Plus, this DR-Z runs on gold-anodized Excel 17-inch rims front and rear mounted with wide, sticky radial tires that are ideal for carving up pavement.

Its Renthal tapered aluminum-alloy handlebars reduce the amount of vibration reaching the grips, while providing superb control. And the DR-Z400SM comes with front and rear axle sliders that help prevent axle damage, and up the bike’s racing image.

The 2016 Suzuki DR-Z400SM has Black/

Iron Gray bodywork, complementary graphics, and a retail price of $7,199.

2016 Suzuki DR-Z400S

A master of all riding styles, the DR-Z400S serves adventure-seeking trail riders as well as those taking short trips through town and back. A liquid-cooled 398cc singlecylinder four-stroke DOHC engine produces a respected mix of torque while also delivering commuter-friendly fuel economy. The DRZ400S features weight-saving components like magnesium-alloy clutch, magneto and cam covers. The performance-oriented dry-sump lubrication system is designed to keep the engine compact and well-fed.

This DR-Z’s suspension is tuned to deliver ride comfort over rocks, roots and roughedup roads. Long-travel cartridge forks allow adjustment for compression/rebound damping and preload. The rear shock uses progressive linkage and adjustable compression/rebound damping for superior comfort and control.

A favorite feature of off-road and DualSport riders is this bike’s multi-function instrument gauge. The digital instrument package includes a speedometer, odometer, dual tripmeters with addition/subtraction functions, a clock and stopwatch, and the ability to adjust the tripmeter to match tires with more aggressive tread. This DualSport runs on an 18-inch rear wheel and 21-inch front with DOT-approved tires ready for light off-roading.

The 2016 Suzuki DR-Z400S features Black/Iron Gray bodywork, and it carries a retail price of $6,599.

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SPECIAL FEATURE

A GS

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GSX-R IS BORN 30 Years of Updates,

Testing, Racing,

Development, Championships,

& PERFORMANCE

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“

n 1985, I got to ride the GSX-R750 for the first time in a 200-kilometer race with Graeme Crosby as preparation for the Suzuka 8 Hours. I was immediately impressed with the bike’s performance even if it was a big change for me going to clip-on handlebars from big, dirtbike-style handlebars.”

That’s Kevin Schwantz recalling his start with the Suzuki GSX-R, the motorcycle that has flourished through 30 Years of Performance. Schwantz’s roadracing career was just shifting into high gear when Suzuki’s GSX-R750 saw its first green flag. As a Yoshimura Suzuki Superbike racer in the mid-80s, Schwantz’s seat time surely aided development of the bike; the Yoshimura team and the Suzuki factory have kept a close relationship for many years.

“During our first two seasons with the GSX-R750 race bike,” said Schwantz, in the Foreword printed in ‘Suzuki GSX-R: A Legacy of Performance,’ “we made many small changes and requested more. I was always impressed with the factory’s response.”

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SPECIAL FEATURE BEFORE GSX-R

“In 1985 (GSX-R-750s) were not sold in the U.S. That became a sore spot for our dealers,” said Mel Harris, former Vice President of American Suzuki. “Part of the reason the bike didn’t come here was the International Trade Commission (ITC) tariff on bikes 700cc and above. We had to pay the tariff in 1986, but it wasn’t as high as it would have been in 1985. The retail price with the tariff would have been too high.” The tariff placed a heavy financial burden on imported motorcycles of greater than 700cc. Japanese manufacturers were allowed to bring in 6000 bikes per year on a quota system without the tariff. But when signed into law in 1983 by President Reagan, this tariff imposed stiff sanctions on bikes 700cc and larger. The first year into law, the tariff was a staggering 49.4 percent. In subsequent years, the tariff would be reduced to 39.4 percent, 24.4 percent, 19.4 percent, and 14.4 percent, respectively.

For most of the manufacturers, this rule required expensive changes to the existing 750-class machinery so they would fit under the 700cc rule.

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“Sportbikes will soon be divided into two categories: before the GSX-R, and after.” That’s a Cycle magazine quote from March 1985, following the writers’ first ride on the new bike. It’s easy to look at the history of the Suzuki GSX-R today and track its dominant evolution. The 30 Years of Performance is recorded history, while it’s also alive for riders and racers today. But what gave Suzuki engineers the ability to design and build such a bike? What gave them the courage and foresight to do so?

Are you curious how the Suzuki GSX-R came to be? What follows is a story about the Suzuki GSX-R from roughly 31 years ago.

(Quotes in this text are taken from the same book - ‘Suzuki GSX-R: A Legacy of Performance.’)

Understand that sportbikes of the 1970s would not be considered sporty in today’s terms. Most were big-engine heavyweights in steel-tube frames that were much more about power than about handling. Still, these were the day’s race bikes. Thanks to the tuning

expertise of Pops Yoshimura, the 1978 Suzuki GS1000 won the ’78 Daytona Superbike, the ’78 Suzuka 8 Hours in Japan, and the AMA Superbike national championship in 1979 and 1980 under the expert pilotage of Wes Cooley. Historically, this GS1000 was the best-handling of the era’s sportbikes, but it still weighed nearly 550 pounds and made less than 80hp. Great at the time, but the times were about to change.

Etsuo Yokouchi, head of

engineering, wanted something more, and he knew his engineering team could product just that.

Knowing the “sportbike” market of the day, Mr. Yokouchi was determined to make a sportbike that was lighter and more powerful.

“I knew that light was the right direction,” he said. “We had a voluntary 100PS [approximately 100 hp] limit. We were getting close to having 100PS already, so the only avenue open for better performance was to reduce weight.”

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Suzuki GSX-R Through the Years 1986

1988

It wasn’t enough, he knew, for a sportbike to be powerful. It had to be lightweight as well.

“I asked the engineering team to bring in a GS750E4 [the 1984 air-cooled GS750E in the U.S. market] and take it completely apart,” he said. “I had them paint components that we had no trouble with – no breakage or durability issues – in blue. I had them paint parts that had broken in the field in red. When we brought all the parts together, they were almost all blue! We were building the bike too well; nothing ever broke. As an engineer, I say this is wasteful. We have become too conservative.”

BE CREATIVE

Mr. Yokouchi maintained three rules for his engineers: One, don’t copy. Two, go for new technology. Three, avoid conventional wisdom. The last is probably the most persuasive; conventional wisdom of the day was that you could not build a durable, street-legal bike the weight of the GSX-R.

1992

1996

He set his team on a course to develop 100PS from a 750cc engine in a bike that weighed around 379 pounds (176kg), that was 20 percent less weight than the bikes of the day that weighed roughly 480 pounds (220kg).

Engineers first gave serious consideration to air cooling; they wondered if it alone would be sufficient. Remember, they demanded more horsepower than an air-cooled engine might generate reliably. And their weight goals bumped into production limitations that

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2006

wanted to force extra weight on the machine. They turned to a system already on the bike, its oil lubrication. The engineering team determined a way to use oil to help remove heat from places it liked to stay in air-cooled engines, like the top of the combustion chamber.

They developed a new cylinder head and valvetrain plus a system to circulate oil that could pull heat and return to the sump for lubrication uses.

At the same time, the chassis development team was told to

2012

2015

lighten the load. They did not have big budgets to work with, but they were given creative freedom. Sticking to his goals of lightweight design, Mr. Yokouchi was convinced that race bike dimensions would translate to the street. “The motorcycle doesn’t know where it is being ridden,” he said – good handling is good handling.

Later, a story is told of Mr. Yokouchi admitting to an American journalist that he was circumventing the normal development process.

“We were developing a race bike,” Mr. Yokouchi said. “We had to pretend that we were making a street bike. At the end of development, we had a race bike and then had to make minimal changes to prepare it for the street.”

The styling team did no such pretending. “There are many approaches to styling, but this is a racer replica,” says Testumi Ishii, styling designer of the GSX-R. “What is most important is to keep the feeling of a racer replica.

We wanted the racer look.”

THE RESPONSE “What Suzuki has done with every part of this machine,” wrote Kevin Cameron in the May 1985 issue of Cycle, “is what has had to be done with every part of GP and endurance-racing machines several times a year, and the technique works; detailed design with critical thought to preserve or enhance function while simplifying and adding lightness. Suzuki has done more even than that – the company has brought this kind of reasoned design to the marketplace at a competitive price. And

that is the best integration of design and manufacturing technology seen so far.”

Yoshimura’s Don Sakakura remembers the GSX-R’s impact in the paddock. “Back then, Superbike racing was based off a production bike. Suzuki would supply us with production motorcycles in the crate. They’d require extensive modifying of the chassis and the suspension, including strengthening of the chassis.”

“With the GSX-R, we got the aluminum chassis and the engine performance;

from that point it made our job that much easier. We didn’t have to go all through it, strengthening the frame. It worked really well as a production bike for the track.

Most of what we did was to make changes to make the rider comfortable rather than wholesale changes in the engine and chassis. It was just a very balanced package that worked well everywhere. The engine we continued to develop, but the chassis we left alone. It was a huge advantage.”

Huge advantage. That sums it up.

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FROM THE FACTORY

My Trip To Japan

A Photo Essay By Ricky Carmichael

rider zuki factory Thanks to Su translate all ng lpi he for Atsuta e RCU. rds during th the moto wo

I

travelled to Japan recently to watch MX racing, conduct my RCU riding school in Japan, and attend the launch of the new 2016 Suzuki RM-Z250. We brought U.S. moto media along for the trip, and they were able to turn laps on the new bike as well as the Factory bike. That’s an experience not many people get the opportunity to do. I hope you enjoy my photos and memories of this great trip to Japan.

The Japan RCU was a great success. I was most impressed with the level of talent that the Japanese riders showed. And because there is always room for improvement in any rider, we worked hard on a number of skills, like head-to-head starts.

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Thanks to all of these Suzuki riders for coming out to the first ever RCU Japan!

ssive. I learned a lot about the The Suzuki museum is so impre s to motorcycles; that’s cool! loom From ry. histo its company and

It was g reat to get out we were and see in Japa some si n. The and it w ghts wh temple as fun ile s were learnin very inte g abou resting t the Ja panese culture .

I’m glad the US motocross media joined us for the trip. We had lots of fun on the sightseeing trips. Dirt Rider, Motocross Action, Vital MX, Transworld and Racer X. And we couldn’t have done it without the help of Suzuki’s Chris Wheeler!

and ng. It’s a huge Tokyo is amazi ll. organized we it’s t bu y, cit dense you couldn’t t bu , an cle And it’s so can anywhere! find a garbage

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FROM THE FACTORY

Suzuki ATV Factory Tour

Here’s Why Nothing’s Built Like a KingQuad Suzuki Manufacturing of America Corporation

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few years back, the 100,000th ATV assembled at the Suzuki Manufacturing of America Corp. (SMAC) facility powered off the production line. Employees celebrated that measured accomplishment, with Suzuki execs, media and city officials - rightly so. Then they went back to the work of building high-quality ATVs, one by one. Suzuki still keeps count of its ATVs – they always have – but far more important is the company’s accounting of quality control. One by one, that tally matters most.

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FROM THE FACTORY

Quality Over Quantity The “Quality Over Quantity” signs hanging above the assembly line, plus the t-shirts printed, are simply the visible affirmations of the group’s focus on producing quality products. “The attention to quality assembly is our main focus area,” says Keith Logue, Plant

Manager at SMAC. He said that focus is found in the details of every step in the assembly process, from the time the steel arrives to become KingQuad frames, through the new engine assembly process, all the way through the crating of each new vehicle.

Well Framed Each KingQuad’s frame is manufactured in house, from bending the tube steel to cutting and hole punching to welding (photo at left) and final powdercoat finish (below). There are “layers and layers of quality checks along the way,” says

Logue. Welds are tested randomly throughout the process using machines that assess the quality of the weld.

Before the powder-coating operation begins, these ATV frames run through a nine-phase cleaning system to remove all

impurities from the metal.

“Powder coating is a very reliable finish,” says Logue, “when it’s done correctly.” Suzuki begins with its “e-coat” primer stage, and the electrostatic “paint” operation continues, with quality-control tolerance checks

throughout the process. The finished product – when approved – is one of the highest-quality finished frames available, helping to keep Suzuki KingQuad ATVs looking their best, and free from frame damage that can lead to corrosion.

Assemble Your Engines When SMAC added the KingQuad engine-assembly operation one year ago, it did so with careful planning.

“We sent team members to Suzuki factories in Japan for four weeks,” says Logue, “and they brought that assembly knowledge back with them.” Logue said they also returned with a Suzuki factory employee who stayed at SMAC for several more weeks to perfect the transition.

When engines were assembled in Japan, it took months for them to arrive at the Georgia assembly line,

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adding to the time it took to complete ATV assembly.

Now it takes just minutes for an assembled engine to be installed in a KingQuad for a complete running unit.

That means improved – and much faster – quality control.

To help ensure quality throughout the engine assembly process, lineworking professionals also use special tools during assembly that are computer controlled to pre-defined specifications for torque, pressure, etc.

Each tool communicates via wireless data transfer

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to a computerized “poka-yoke” system to verify quality specifications of many assembly operations. (Poka yoke is a Japanese term used across manufacturing industries to describe systems that help eliminate mistakes.)

Assembly tools are connected to a red-green light system, and the line continues to run as long as tools and workers complete steps properly – with green lights remaining lit. If one step is completed improperly for any reason, the tools communicate that and a red light illuminates, alerting a line stoppage.

When properly assembled, each engine is run on a “motoring bench” to verify and document proper engine operation as well as various critical engine parameters.

Engines can then be placed and connected to the frames.

Build It The ATV assembly lines features more quality assurance measures, and the operator of the assembly line is a vital one. Any operator can stop the entire line if they find a defect or have problems during the assembly process; they simply pull a nearby Andon cord to stop the line. Multiple quality checks are performed before and during the assembly process, and the Quality Control Department performs a “final inspection” at the end of the line.

Additionally, each unit is started onsite and tested to verify engine operation, gearbox operations (high/low, 2WD/4WD, Forward/Reverse), speedometer calibration and setting (MPH or KM/H) and other measures. One unit per day is pulled from the line for a more detailed audit by

The Growth of SMAC Suzuki opened this ATV assembly plant in 2002, beginning with assembly of two Suzuki ATVs, the 400cc Eiger and 500cc Vinson. The manufacturer expanded the facility in 2004 to add metal fabrication and injection molding for ATV fenders. A growing number of KingQuad ATVs has expanded production over the years.

Most recently, Suzuki celebrated the one-year anniversary of engine assembly at the SMAC plant.

This expansion involved a large investment in training of team members and quality procedures, transfer and setup of equipment from Suzuki factories in Japan, and purchase of new equipment. An all-new assembly line includes various bearing presses, a crankshaft pulling machine, and other equipment.

The SMAC operation now covers more than 130,000 square feet on a 35-acre site in Rome, Georgia, a suburb northwest of Atlanta.

Quality Control.

From start of assembly to starting an assembled Suzuki KingQuad ATV, quality is a key component of the entire process at the Suzuki Manufacturing of America Corporation plant.

That’s why nothing’s built like a KingQuad.

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TECH FOCUS

Be Tire Smart.

Buy Right & Ride Well

By Avery Innis

Like the motorcycles and ATVs they’re mounted to, modern tires combine advanced design with precise manufacturing to do a whole lot for your ride. They transmit force (usually the driving rear wheel) and absorb force (usually braking force at the front tire). On a four-wheel drive ATV, they’ll do both. And they connect the vehicle to the surface of our planet – road or offroad. All this causes friction. That friction means you will need to replace the tires on your motorcycle or ATV. We’re pointing out the obvious here to remind you of particular standards and requirements to follow when getting new tires for your Suzuki. Understand your vehicle’s tires, and make the proper choice when it’s time to replace them.

The Owner’s Manual

Your Owner’s Manual makes it easy to get information about the tires for your motorcycle or ATV; it lists the specifications and alternate equivalents if they exist. You need to know what’s in the manual, and read it, especially if you are not the original owner of your Suzuki, or if you’re unsure if the tires have been replaced before.

If you are missing your Suzuki’s manual, check out www.genuinesuzukimanuals. com for a replacement.

Suzuki Dealer

A Suzuki dealer is the best place to seek out professional information.

Dealership personnel can help you select a tire for proper fitment, one that could

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It’s right about here on a streetbike when you start to demand even more from your motorcycle’s tires. When it’s time to replace them, make sure you think of these times, and buy right.

enhance your riding enjoyment.

For example, your Suzuki dealer can help you select a tire for your RM-Z450 that is well suited for the soil at your nearby MX park. And don’t forget about mounting your new tires.

A Suzuki dealer has access to the proper OEstyle wheel weights (for street-legal vehicles) and can check your vehicle for updates or recalls when it’s in getting re-skinned.

Select Tires Carefully

We will neither recommend nor dismiss online purchases or other methods of buying tires outside of your Suzuki dealer; just make sure you’re an educated rider and wise consumer. Use the information from your Owner’s Manual and more to be sure you’re choosing the right tires before you click “buy now.”

An impromptu review of some online retailers showed an absence of tire fitment information beyond size. It can be easy to innocently buy the wrong tires for your motorcycle or ATV. You may save a couple dollars over buying tires from a dealer, then pay more in return shipping, lost riding time or problems when you ride your bike or ATV. Use this primer and your Suzuki’s Owner’s Manual to make sure you select the proper tires for your Suzuki. If you install the wrong size tire, the operation of systems like the speedometer, ABS or Traction Control will be affected or even disabled. Improper tires can affect the handling and braking of your motorcycle so the safety of you and any passenger could be in jeopardy. And if you have questions you can’t answer yourself, seek out your Suzuki dealer for assistance.

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Mr. Dunlop

Tire Talk: Labels & Icons

Required by law and industry standards, various informational labels and icons are embossed on the tire’s sidewall to describe it, its fitment and capabilities.

Manufacturer Name & Model

The brand and the model name of the tire are significant; some tires are jointly developed by Suzuki and the tire supplier (see sidebar). If the tire has a special characteristic for your bike, most common on high-performance models, you need to stay with that tire to maintain the level of performance so your motorcycle handles, accelerates and stops in a safe and proper manner.

Starting with a pneumatic tire he created for his son’s tricycle, Scottish veterinarian and inventor John Boyd Dunlop (1840 – 1921) developed tires to be used in bicycle racing.

Dunlop’s knowledge of rubber medical implements helped him immensely with his work, and by 1888 he had design patents.

Dunlop sold his patents and removed himself from the business, but the owners found manufacturing partners and formed what is known today as the Dunlop Tire and Rubber Company.

(Dunlop continued making drapes; he reportedly made no great fortune from his tire invention.)

Many Suzuki motorcycles are fitted with Dunlop tires, including the D214 tires developed exclusively for the new GSX-S1000 models to provide excellent handling, and to maximize the advanced ABS and Traction Control systems.

This is great example of the importance of using the same brand and model of tire when replacement time arises.

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TECH FOCUS

Size Code

Tire sizing on most motorcycles, including Suzuki models, is measured in metric units.

The size designation generally consists of four alphanumeric groups arranged in this format: AAA/BB CC DD. Looking at the rear tire from a 2016 GSX-S1000 ABS, its size label is 190/50ZR17. The number 190 tells us the tire is 190mm at its widest point.

The second number, 50, tells us the tire’s sidewall height is 50 percent of the width of the tire, or 95mm. The “ZR” is the tire’s speed rating, denoting a radial tire rated to 150 MPH or more. Finally, “17” tells us this tire is for a 17-inch diameter wheel.

Rotational Direction

This simple icon is usually an arrow so the technician fitting a new tire on the rim installs it in the proper direction.

Sometimes there will be additional text indicating the tire should only be fitted to a front or rear rim. Motorcycle tire construction is very specialized and a tire designed to transmit power will not be properly suited to absorb power, in fact that may be an unsafe fitment. If there’s no arrow – like on many ATV or dirt-bike tires – the tire is “non-directional” and can be mounted either way.

Maximum Load & Inflation This important information lists the maximum load of the tire at its maximum air pressure.

Do not exceed these limits.

Often the tire pressures will

ATV Tires Tires fitted to an ATV, especially an ultra-capable model like a Suzuki KingQuad, are built differently than tires used on motorcycles. Immediately apparent is how tall the tire is, there is a great deal of sidewall width between the wheel rim and the outside of

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increase as the load increases or you add a passenger. This rear tire example from a GSXS1000ABS indicates you should not exceed 805 total pounds of motorcycle, rider, passenger and cargo while the maximum tire pressure should be 42 PSI. This area may contain more information about your tires.

For example, many tire makers use Date or Serial codes to note when the tire was built. That’s helpful in warranty situations.

the tire. That’s mostly because these tires provide part of the ATV’s suspension. The early balloon-like tires had to be used because there were no suspension components at all, the frames were completely rigid. Not long after Suzuki’s invention of the four-wheel

Load & Speed Index

Found after the size designation, this threecharacter index denotes the load and speed capability of the tire conveyed as a two-digit number followed by a letter – like the “58W” on the GSX-S1000 ABS. The load and speed index table shows this tire is rated for 520 pounds of load at speeds up to 168 MPH (this is a better definition of speed potential that the “ZR” in the size code because it includes the load). You should not purchase a tire from any source unless you can confirm the load and speed index properly matches the rating for your motorcycle.

Tube or Tubeless Designation

If the designation indicates “Tube fitment,” the tire must be fitted with an inner tube. If the designation indicates “Tubeless,” the tire is designed to be mounted on a tubeless-style wheel with an appropriate valve stem without an inner tube. A common, but unsafe, error is fitting an inner tube into a tire designated as “Tubeless.”

Unless the designation indicates this is acceptable, it should not be done because the interior surface of a tubeless-type tire may damage an inner tube causing a loss of air pressure. In this GSX-S1000 ABS example we can see the tire is designated “tubeless” and should be only used on the front wheel.

ATV, the company debuted the ground-breaking LT4WD, the forefather of the KingQuad.

Fitted with long-travel suspension front and rear plus a fully independent rear drive system, the LT4WD could take advantage of new tire designs that had increased carcass

strength with lugs to create high levels of traction. The high tire aspect ratio was maintained to a point, but it complemented the KingQuad’s advanced chassis, and a new era of capable personal, off-road vehicles was born.

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FACTORY TOUR

GETTING UP TO SPEED

Yoshimura Research & Development of America

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oshimura calls its annual catalog “Book of Speed.” That title tells just part of the story.

Yes, speed is the result many riders want from Yoshimura. The company delivers high-performance results for racers worldwide. But how does Yoshimura get American motorcycle riders “up to speed”? And does it do more than that? That’s a good story.

Chino, California is the humble home of aftermarket performance giant Yoshimura R&D of America. This is HQ for the company’s research and development (shown), plus manufacturing, and race-team offices.

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FACTORY TOUR CHAPTER 1: Speed American Style In the shop he opened in Japan in 1954, Hideo “Pops” Yoshimura repaired and tuned all manner of motors.

But Pops loved motorcycles first, and he had a longing for the Daytona 200 motorcycle race. The Florida competition was on his To Do list.

In 1971, Yoshimura opened a shop in North Hollywood, Calif., still a long distance from Daytona International Speedway, but at least on the same continent.

The story goes that Pops focused his early U.S. race-bike development on Kawasakis, with Wes Cooley behind the handlebars.

Yoshimura made the bikes fast, but getting them to handle with race-winning form was a challenge. Pops made the switch to Suzuki motorcycles in 1978, and earned his first victory in Daytona Superbike with racer Steve McLaughlin on a Yoshimura-built Suzuki

GS1000. The wins kept coming for Yoshimura and Suzuki, and the Book of Speed had its opening chapter – featuring Suzuki.

The timing was right for Yoshimura, with Japanese motorcycle manufacturers working in the early 1980s to develop faster and sportier motorcycles (see GSX-R 30 Years of Performance, page 42).

Meanwhile in Hollywood, racing success meant business growth for Yoshimura; Pops and his son Fujio were outgrowing their R&D of America shop.

They moved the operation to Chino, Calif., 50 miles east (and that much closer to Daytona). Yoshimura R&D of America maintains its full business operation in Chino today – a far bigger shop that includes R&D, manufacturing, and the Yoshimura Racing headquarters. Pops passed away in 1995, and his spirit for speed lives forever.

Technology such as this Faro Scan-Arm helps keep Yoshimura products ahead of the competition.

CHAPTER 2: Yoshimura and Suzuki Today, Yoshimura manufactures close to 1,500 different parts for 12 different manufacturers.

The company supports racers – road and off-road – on a variety of brands. Still, the company has a special relationship with Suzuki in Japan and the U.S. “We support other race teams,” says Don Sakakura, president of Yoshimura R&D of America and Yoshimura Racing, “but we have a close bond with Suzuki.”

Last year, Yoshimura Japan celebrated its 60th anniversary.

In a party of speed held at the Suzuka 8 Hour endurance race in Japan, Suzuki dealers

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plus executives from Japan and the United States were in attendance to watch Yoshimura Suzuki racers compete on anniversary-styled GSX-Rs. The Yoshimura Suzuki Factory Racing Teams in America – both roadracing and off-road – have long histories of championshipwinning teamwork. This story was born in the passion and skill of Pops Yoshimura, and is continued in a growing group of Yoshimura R&D personnel who still long for speed.

The company’s Japanese heritage is visible and clear from its logo, but the Yoshimura

Don Sakakura, President of Yoshimura R&D, started with the company as a mechanic working with Pops Yoshimura. Here he consults with Yoshimura Suzuki Factory Team racer Roger Hayden on lap times.

parts purchased and enjoyed

by American powersports fans are developed and made in America, specifically at the Chino headquarters.

The company’s three main operations – R&D, Racing, and Manufacturing – are separated only by the relatively quiet Daniels St. in Chino. Employees in the separate buildings depend on one another so they can deliver the performance parts people demand.

Directed by Sakakura’s quiet and steady resolve, Yoshimura proudly handles its work inhouse. “We can address quality

and product development issues immediately,” says Erick “Big E” Bartoldus, Corporate Communications Manager. “We don’t have to wait for an outside supplier to handle any issues, and we keep Americans employed right here. In fact, we build all our tooling in-house, too.”

The Yoshimura manufacturing facility uses a wide range of equipment, including a number of CNC machines, plus Faro scanning equipment, prototype modeling tools, laser-cut manufacturing equipment, dynamometers, equipment for producing carbon fiber products, and more.

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All Yoshimura products sold in the U.S., with the exception of the new R11 exhaust, are manufactured at its Chino headquarters.

One of the company’s newest products, the R-11 exhaust, is manufactured in Japan, and is styled to match the exhaust used on World Superbike race machines like that of Alex Lowes of Voltcom Crescent Suzuki. It’s also 50-state compliant for installation on a brand-new bike!

CHAPTER 3: Speed Is Not Easy and It’s Not All When Yoshimura develops new products, speed is just one goal.

And when you ponder the complete list of development and design considerations, achieving that goal becomes increasingly difficult.

“We need to consider performance,” says Bartoldus, “plus sound and emissions, rider feel, fit and finish, and product durability.”

While the attention to many of those design considerations has remained constant through the company’s pursuit of speed, the focus on sound and emissions has increased greatly over the years, and not just in California.

Compliance for emissions and sound is a big issue for Yoshimura, and it should be for every exhaust company in the business today. “It’s not just in California,” Bartoldus says.

“These are 50-state laws based on the Clean Air Act of 1970. And for a performance company bred on a race track, it’s a challenge. But it’s a reality, and we’ve figured out how to deliver high-performance products that meet regulations; many companies can’t say that.”

It may be easy for some to make products perform well, he admits.

But it’s more time consuming and costly to make these products comply with regulations. “This is our opportunity,” says Bartoldus, “to manufacture for compliance and higher performance standards.”

Yoshimura is not focused on making only “EPA-compliant” exhaust systems. The company is fully committed to manufacturing exhaust systems that improve performance, look great, and are also compliant. The difference is more than just marketing-speak. It is, in fact, Yoshimura’s reason to exist in today’s aftermarket environment.

Yoshimura-RD.com includes an “Emissions Compliance Guide” that

explains to shoppers and dealers the company’s solutions to today’s regulatory environment. Suzuki GSX-R1000 owners, for example, can choose between Signature Series, Street Series or Race Series exhaust systems. Race Series parts are for closed-course use only, not street use. A fourth category, Enduro Series, covers off-road and DualSport vehicles. Yoshimura is working hard to educate its dealers and consumers on the differences.

Signature Series products – whether for street bikes, motocross bikes, or ATV/UTVs – are designed to deliver Yoshimura-level performance while keeping the vehicle within federal and state emissions guidelines.

These product classifications are helping Yoshimura dealers provide consumers with products that meet their needs and desires, while helping preserve the riding opportunities in challenging conditions. “Some dealers in California have decided to quit selling full exhaust systems,” says Tim Welch, Yoshimura Research and Development Manager. “They’re afraid of what could happen if challenged by regulators. And when we explain to them about our Signature Series systems, they appreciate the solution we’ve provided. Then they can ask each customer: ‘Are you doing track days only? Then we can sell you this Race Series exhaust.

Do you ride street only? Then we have another system.’”

With more than 60 years of performance-focused experience, proven race heritage, and a business ethic that values longterm relationships, the Yoshimura experience is about more than speed.

“We want to do more than just sell high-performance exhaust systems; we want to make people happy over the long term,” says Bartoldus.

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