On Suzuki magazine

ON SUZUKI ON SUZUKI - OCTOBER 2016

The Official Suzuki Owner’s Magazine

THE

SPORTBIKE

KING

Plus:

+ 40 Years of Suzuki & Superbikes + Motorcycle Camping + 2017 Suzuki VanVan 200 + Sisters Centennial Ride Cover 5.indd 1

2017 Suzuki GSX-R1000 Series

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U N DAU N T E D

The all-new Suzuki SV650.

650ccs of smooth V-Twin power and a sexy growl to match. Abundant low-end torque that builds progressively through the rev range. An exquisitely crafted trellis-style frame as beautiful as it is functional. Innovative Low-RPM Assist for smooth launch control. Available ABS. Don’t just be bold. Be undaunted.

Discover the SV650 at SuzukiCycles.com

Suzuki, the “S” logo, and Suzuki model and product names are Suzuki Trademarks or ®. © Suzuki Motor of America, Inc. 2016.

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TABLE OF CONTENTS

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Departments

05 06

President’s Letter The Wait Is Over

News Lane-Splitting Laws,

Suzuki Factory

Museum, Stop EPA’s

4-Gallon Rule, More

High-Mileage Owner Stories

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Vision Spectacular Suzuki Sightings

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17

Great Ride Circus Clowns & Cheeseburgers

52 56

Racing Racing News

Tech Gearing Up

Features

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49

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Great Ride Celebration of Sisters Across America

Great Ride Burgman Endurance Rally

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Track Days How & Why – Track Day Thrills

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Racing History 40 Years of Superbike and Suzuki

49

Camping Prepping For The Ultimate Camping Ride

Product Focus

27 28

V-Strom 650 Better Adventures

GSX-R1000R Lighter. Quicker.

Smarter.

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SV650 One-Upping An Original

VanVan 200 Funky Street Style

RMX450Z Trail Riding Perfection

KingQuad Four-wheel Favorites

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ON SUZUKI

ON SUZUKI The Official Suzuki Owner’s Magazine October 2016

EDITOR & PUBLISHER Glenn Hansen HansenHouse Communication CONTRIBUTING WRITERS Mitch Boehm, Queena Deschene, Dave Griffin PHOTOGRAPHY Glenn Hansen, Enrico Pavia, Shane Petersen ART DIRECTOR Dave Palacios PRODUCTION ADVISOR Mike Velez Recon Media, Inc. Chino Hills, Calif.

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 Traction Control System is not a substitute for the rider’s throttle control. It cannot 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.

Depending on road surface conditions, such as wet, loose or uneven roads, braking distance for an ABS-equipped vehicle may be longer than for a vehicle not equipped with ABS. ABS cannot prevent wheel skidding caused by braking while cornering. Please drive carefully and do not overly rely on ABS.

THE WAIT IS OVER

D

epending on your experience with Suzuki, that headline – The Wait Is Over – will mean everything or perhaps little to you.

If you’ve been a Suzuki motorcycle owner for years, you know I’m talking about the GSX-R1000. But if you’re new to Suzuki, you may read that and think, “What is he talking about?”

For the sportbike fans: Yes, the new 2017 GSX-R1000 is here. We presented the new GSX-R one year ago as a “concept,” and the production model will be in dealerships soon.

You know the importance of this motorcycle for Suzuki, and we are very proud of the new model. We hope you get to ride one soon.

This special sportbike – and special brand – represents three main things for Suzuki.

First, it’s about our passion for engineering.

When we launched the GSX-R line more than 30 years ago, our engineers fulfilled a vision of “born of the racetrack” engineering that lives today, in this bike.

Second, this new sportbike represents our commitment to keeping the GSX-R ahead of the pack. We believe in this motorcycle like we believe in the people who designed, developed and will deliver it to you.

Third, this new GSX-R represents our vision for the future of powersports. Even for those who will never ride a GSX-R, this motorcycle will impact other Suzuki products. That’s been true of previous GSX-Rs; the engineering in these motorcycles show the future of so many Suzuki motorcycles, scooters and even ATVs. That is why we’re so excited about the new GSX-R – and I can’t wait to ride one.

For those who don’t know about the GSX-R story, just know that the 2017 Suzuki GSX-R1000 is a special new sportbike, that it is Suzuki’s flagship motorcycle, but it’s also just one of an increasingly diverse line of Suzuki vehicles in dealerships nationwide. And while I’m personally thrilled with the new GSX-R1000, I’m also eager to ride the updated V-Strom 650, and I love the 2017 VanVan 200 we introduced a few months back.

Look, Suzuki has a growing line of motorcycles, scooters and ATVs to satisfy the varied interests of American powersports fans. We are also hoping to create new powersports fans; Suzuki offers a huge variety of street bikes, from V-twins to inline fours, from classic cruisers to lightweight DualSports and a whole lot more.

We’re glad you’re a Suzuki owner; we’re excited about 2017 – and beyond – and you should tell your friends!

Tak Hayasaki

President Suzuki Motor of America, Inc. OCTOBER - 2016

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SUZUKI NEWS CC image by Raymond Shobe via Flickr

LANE Could Your SHARINGState Be Next?

B

ecause it was never technically illegal, lane splitting or lane sharing – where motorcyclists ride between cars and two designated traffic lanes – has been the traffic advantage of California motorcycle riders for years. California’s

Assembly Bill 51, sponsored by Assembly member Bill Quirk (D-Hayward), intends to create guidelines for safe lane sharing.

The bill passed through the California State Senate in a unanimous 38-0 vote, and was signed into law by California Gov. Jerry Brown on Aug. 19. As stated by Quirk’s office, “AB 51 defines lane splitting and makes it clear that CHP has the authority to draft educational guidelines for safe lane splitting.”

According to the Los Angeles Times, AB 51 resulted from public outcry against the

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California Highway Patrol’s lane-splitting guidelines, which had been posted on the CHP website. Those guidelines advised “motorcyclists who are competent enough riders to lane split, should … travel at a speed that is no more than 10 mph faster than other traffic,” among other things. Motorcycle groups upset with these guidelines said that the Highway Patrol office is not a law-making body.

The bill, interestingly, now authorizes the Highway Patrol to develop guidelines, stating, “This bill would define ‘lane splitting’ as driving a motorcycle, that has 2 wheels in contact with the ground, between rows of stopped or moving vehicles in the same lane, as specified. The bill would authorize the Department of the California Highway Patrol to develop educational guidelines relating to lane splitting in a manner that

would ensure the safety of the motorcyclist, drivers, and passengers, as specified. The bill would require the department, in developing these guidelines, to consult with specified agencies and organizations with an interest in road safety and motorcyclist behavior.”

While some automobile drivers might think that lane splitting is more dangerous for motorcyclists, an analysis conducted by researchers from UC Berkeley’s Safe Transportation Research and Education Center (SafeTREC) found that lane splitting is relatively safe if done in traffic moving at 50 mph or less, and if motorcyclists do not exceed the speed of other vehicles by more than 15 mph.

Could lane-splitting laws travel beyond California’s borders? Lawmakers in neighboring Nevada, Oregon and Arizona are reportedly working on such bills.

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Back to School Suzuki supports the Motorcycle Safety Foundation (MSF) Basic Rider Course benefit program for new riders.

It’s a great way to get the most enjoyment from your first motorcycle, or from your new bike if you’ve been away from motorcycling for a few years.

When you complete the course and purchase any new Suzuki Scooter, Street, or DualSport Motorcycle (regardless of model year), Suzuki will give you $100 back. Check with your Suzuki dealer for details.

The MSF works with the National Highway Traffic Safety Administration (NHTSA), state governments, the military and

other organizations to improve motorcyclist education, training, and operator licensing.

It’s not just for rookie riders, either. Courses are available for advanced street riders, and even for high-performance track riding. For the ‘Rider Course’ nearest you, check with your Suzuki dealer, or visit www.msf-usa.org.

The ATV Safety Institute (ASI), a not-for-profit division of the Specialty Vehicle Institute of America (SVIA), was formed in 1988 to implement an expanded national program of all-terrain vehicle (ATV) safety education and awareness. ASI’s primary

goal is to promote the safe and responsible use of ATVs, thereby reducing crashes and injuries that may result from improper operation by the rider. Ask your dealer, or visit atvsafety.org.

The Motorcycle Safety Foundation’s DirtBike School is a hands-on, one-day training class for off-road motorcycle riders aged six and older. The course focuses on basic skills for the inexperienced rider and covers responsible riding practices, the importance of wearing proper safety gear, and environmental awareness.

For DirtBike School locations, call 877.288.7083.

Bringing Motorcycles & ATVs to You Suzuki Motor of America, Inc. is proud to be a part of the traveling powersports experience called the Progressive International Motorcycle Shows (IMS). Beginning in Long Beach, Calif. in November, the IMS tour is a seven-city event that brings all the latest motorcycles and accessories to enthusiasts nationwide.

The IMS events run through February, and interested motorcyclists from new riders to veterans can see and sit on the newest Suzuki motorcycles. Check the schedule below and visit motorcycleshows.com for details and ticket information.

Long Beach, Calif., ....................................... Nov. 18-20 New York, N.Y., .............................................. Dec. 9-11 Washington, D.C., ......................................... Jan. 6-8 Dallas, Texas, ................................................ Jan. 13-15 Cleveland, Ohio, ........................................... Jan. 27-29 Minneapolis, Minn., ..................................... Feb. 3-5 Chicago, Ill., ................................................... Feb. 10-12

HAPPY

ANNIVERSARY

Suzuki owners are served by great dealers all across the country. Some of those are brand new to the Suzuki family, just beginning to sell Suzuki vehicles and accessories.

Still others have grown along with Suzuki for years, seeing the evolution of the products and helping generations of Suzuki riders.

Check out the lists here, maybe your favorite Suzuki dealer is celebrating a significant anniversary this year.

Congratulations to these dealers for achieving 25 and 50 years of successful business with Suzuki.

North’s Services, Lenox, Mass., 50 years Cycle City, Rochester, Minn., 50 years Grants Pass Suzuki, Grants Pass, Ore. Smitty’s Suzuki Center, Buckhannon. W.V. Gatto Cycle Shop, Tarentum, Penn.

McCune Cycle World, Mansfield, Ohio Hudson Valley Motorcycles, Ossining, N.Y. Cycle City Corp, Newport News, Vir. Fator’s Motorcycle Sales, Redding, Calif.

Bromley Motorcycle Sales, Trevose, Penn.

Cycle Country Suzuki, Salem, Ore. Granny’s Motorsports, Sarasota, Fla. Mid-Way Suzuki, Thomasville, N.C. Carter Powersports, Las Vegas, Nev. Dutchess Recreational Vehicles, Poughkeepsie, N.Y. South Bay Motorsports, Chula Vista, Calif.

Big Boys Toys, Ogden, Utah East Suzuki, Maumee, Ohio Suzuki of Antigo, Antigo, Wis. Askew’s Cycles & Watersports, Elizabeth City, N.C. Barger’s Allsports, Waco, Texas Reynolds Motorsports, Buxton, Maine Kent’s Suzuki, Abilene, Texas Sunrise Auto & Cycle Sales, Norfolk, Vir.

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SUZUKI NEWS

From The Factory: Keeping Stories Alive

The Suzuki Motor Corporation headquarters in Hamamatsu, Japan is also home to a museum that helps keep alive so many great stories about Suzuki’s origin and about important machines along the way.

Suzuki Loom Works

The Suzuki Motor Company was founded by Michio Suzuki, a son of a Japanese cotton farmer. In 1909, at the age of 22, he constructed a pedal-driven wooden loom, and started to sell his product, founding Suzuki Loom Works. As the business grew, Michio Suzuki further developed his machine for the silk industry, and the company continued to develop more sophisticated looms for export throughout Asia. The high-quality looms from Suzuki proved too durable, however, and demand for new looms waned.

1952 Suzuki Power Free E1 motorized bicycle Launched in late 1951, the Power Free helped kickstart a booming business and recreation opportunities throughout Japan. Just after its introduction, the Japanese government changed the requirements to be allowed to ride a small motorcycle. No driver’s license was needed to ride a bike with a 4-stroke engine up to 90cc or a 2-stroke engine up to 60cc. The Power Free used a 36cc two-stroke engine that made 1 horsepower. The bike’s double-sprocket gear system allowed the rider to either pedal with the engine assisting, pedal without engine assist, or disconnect the pedals and run on engine power.

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1965 Suzuki X-6, or T20

When Suzuki introduced the X6 in 1965 it caused an immediate stir, especially among lovers of lightweight high-performance engines.

The small 247cc air-cooled, parallel twin two-stroke engine was capable of almost 90mph and the motorcycle was surprisingly sophisticated. Quite popular around the world, there was also a Scrambler version of this bike. In stock form, the bike weighed 316 pounds dry, and the engine produced 29 hp.

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EPA Proposes (Again) 4-Gallon Minimum Fuel Purchase

Review your Owner’s Manual for information on octane and ethanol content that is recommended for your vehicle.

In 2012, the U.S. Environmental Protection Agency (EPA) attempted to enact a fourgallon minimum fuel purchase at gas pumps that dispense both E10 and E15 (a fuel blend of 10 or 15-percent ethanol), as an effort to increase ethanol fuel use. The American Motorcyclist Association and other organizations worked successfully against this proposal then, and are now re-igniting their efforts because the EPA is proposing a similar rule.

In “E15 & Flex Fuel Retailer Roadmap” for fuel retailers, a pro-ethanol group advised: “E15 can be sold on the same hose with gasoline (E0 to E10) using this configuration: Require a minimum purchase of four gallons and apply a label stating ‘Minimum Fueling Volume 4 Gallons. Dispensing Less May Violate Federal Law.’” Gasoline blends higher than 10-percent ethanol can be harmful to engines in motorcycles, ATVs and scooters, as well as

lawn mowers and other devices. And when E10 fuel is pumped from a “blender” pump where the previous customer dispensed E15 fuel, as much as 1/3-gallon of E15 remains in the pump hose and will be pumped into a motorcycle’s fuel tank.

Powersports enthusiasts whose vehicles hold less than four gallons will be unable to buy the required minimum of four gallons.

Even motorcycles with larger tanks could end up filling their tanks with a blend of more than 10-percent ethanol.

The key takeaway for motorcyclists: If you pull up to a fuel pump that offers E10 and E15, play it safe and look for the legally required pump that only dispenses E10. If you have an older or vintage bike, you need E0 – fuel with no ethanol – and that can be difficult to find depending on where you live.

According to the EPA, less than 1% of gas stations have gasoline pumps that that dispense BOTH E10 and E15 from a single

hose or nozzle. The four-gallon fueling minimum for E10 is only required for these “co-dispensing pumps” and is there to protect consumers. The four-gallon minimum ensures engines that are not allowed to use E15 (like those in motorcycles) do not inadvertently get too much ethanol in the tank. To comply with EPA regulations, most stations with co-dispensing pumps put up a sign that says the co-dispensing pump may only be used for passenger vehicles and separately offer a dedicated E10 pump for motorcycles and other engines that cannot use E15. Motorcycles or other types of vehicles and engines that require E10 in volumes of less than four gallons should not have a problem finding E10 in any volume they need.

Motorcyclists can take action on this and other rights issues by visiting the AMA website at americanmotorcyclist.com, then check Rights, and AMA Action Center.

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SUZUKI NEWS

HIGH MILEAGE

90 Miles/Day. For Days

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ow do you get a motorcycle to last 400,000 miles? First, you have to be ready to ride 400,000 miles. Not all at once, but an average of 90 miles a day. For more than 4500 days. That’s how Kith Burkingstock rang up more than 400K on his 2003 Suzuki V-Strom 1000.

The Georgia native’s motorcycle adventures are bucket-list type, and he’s done several. From Florida to Alaska, Newfoundland to California, Kith and his V-Strom have been there, at least once. Here’s how his V-Strom has performed, and continues to.

255 quarts of oil (64 gallons) 85 oil filter changes 56 tires (23 front, 33 rear) 22 brake pad sets (15 front, 7 rear)

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19 chains 20 spark plugs 9 sprocket sets 8 wheel bearings (4 front, 4 rear) 4 batteries 4 fuel filters

We asked Burkingstock if he’s had any real problems with the V-Strom. “I purchased the extended 4-year warranty,” he said, “and never got to use it! Reliability-wise, only three things have broken: two front brake switches (one at 100K, one at 397K), 1 impeller (at 329K) and 1 stator (at 172K).”

“I have incurred some

parts needing replacement due to wear such as the front rotors, front brake bracket and brake pad pins, rear brake bracket and rear axle. Other parts needing replacement include the water pump seal, wheel bearings, and various rubber o-rings, and a few other things.”

“Other than removing the engine top covers for

valve checks, and the side covers for water pump seal/impeller replacement, the engine has not been opened for any repairs.

The transmission shifts positively and it seems that the engine is running like it should. I have not had any electrical issues.”

When his bike hit 200,000 miles, he learned that the odometer on this 2003 model only counted to 199,999. “Suzuki replaced the original cluster with one that started from zero. Soon I get to see if the second odometer will also stop.”

Burkingstock reports that his V-Strom no longer looks showroom new.

“The plastic bodywork is cracking, the fuel gauge doesn’t show all of the bars, the OD light comes on at will,” and the bike has some tape and zip ties.

“I can say this bike held up much better over the miles than my 363,500 mile ‘91 FXR Harley did. The list of what broke, fell off, blew up or disintegrated is just too long.”

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Editor’s Note: Do you have a high-mileage story to share? In past issues, we’ve covered odometerspinning KingQuad owners in Michigan’s Upper Peninsula, Boulevard riders in Florida, plus a longdistance Burgman owner from Texas.

If you have a story about your longrunning Suzuki ATV, motorcycle or scooter, email it to us! Send to ShareYourStories@ SuzukiCycles.com

Money’s Worth About 7 cents per mile, maybe a little less.

That’s the cost paid by one high-mileage Hayabusa owner, to date, if he had paid by miles on the odometer. “Yes, I sure got my money’s worth,” said the creator of the International Suzuki Hayabusa Owner’s Collective (I-SHOC) simply known as Scar. He named the bike Wasabi.

His 2008 Suzuki Hayabusa – “the first model year of the Gen2 Hayabusa,” he adds – has now traveled nearly 190,000 miles. That’s a distance equal to nearly eight trips around the Earth at the equator.

“People frequently ask about Wasabi’s reliability,” said Scar. “It runs the original engine, and I’m the original owner. To date, there have been few mechanical issues.” Scar cares well for the Hayabusa, administering routine and preventive maintenance. “The bike is just built to last.”

Scar documents his riding adventures and his time with Wasabi through his Facebook page. “A friend recently commented after he posted a picture of Wasabi’s odometer, “you’ve certainly gotten your money’s worth out of that bike.”

“There is no replacement of any kind for the experiences you have on two wheels,” he said. “My objective is to have as many of these experiences as possible, and in doing so share them with as many good people as I’m able. The Suzuki

Hayabusa is permitting me to do just that.

An infinitely reliable travel companion.”

The Missouri resident has enjoyed riding Wasabi from coast to coast, covering back roads, canyons, even on the race track. “The Hayabusa just keeps motoring along.”

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VISION

Mt. MX

The Italian Alps make a stunning backdrop for an MXGP race as Team Suzuki racer Ben Townley competes during the race at Pietramurata in Trento, Italy.

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Professional rider in closed course conditions.

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VISION

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The King

The all-new GSX-R1000R shines in the evening light as testing wraps up at the race track.

Model shown is European specification. U.S. models will vary.

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VISION

GP Party!

Maverick Vinales celebrates his first MotoGP victory, and the first for Team Suzuki ECSTAR at the Silverstone race in England.

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GREAT RIDES

FERRY RIDES. CIRCUS CLOWNS.

And Fine Wisconsin Cheeseburgers

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he good people of Wisconsin didn’t plan it this way. But their state, especially the southwestern quadrant, is home to miles of beautiful motorcycling roads. Yes, there’s a factory of some note in southeastern Wisconsin,

Ride Reporting and Photos by Dave Griffin

Dave Griffin’s Boulevard C50T rests next to Devil’s Lake and an eastside bluff, typical of the scenery in the area.

and a popular football stadium up in the northeast. Many of the state’s motorcycling treasures, however, are seemingly protected by the Wisconsin River in the state’s lower left corner.

For example: Hop on State Highway 60 near Lodi, Wisconsin and follow the Wisconsin River west. How good is this road? It’s a designated “scenic byway,” and has its own Facebook page, so there ya go. When you hit the town of Spring Green, go south on 23 to Frank Lloyd Wright’s House on the Rock, an impressive architectural draw.

Scenic 60 continues west to Prairie du Chien, Wis. on the Iowa border.

Or, farther north, Wisconsin State Highway 33 is gaining the moniker “Little Deal’s Gap” for its pleasurable and twisty stretch of riding. From Reedsburg, Wis., 33 winds for more than 70 miles to La Crosse, Wis. on the Minnesota border. You’ll ride past postcard-perfect Wisconsin farms and even a stretch of Amish country. Respect the buggies and the horses pulling them, and watch for the road apples they leave behind.

Devil’s Loop One of the best area rides? We got a hot tip on a 60-mile loop that includes a ferry crossing, ice cream, cheeseburgers and circus clowns, and it ends at a Wisconsin winery. But don’t be scared; we call this ride Devil’s Loop only because it runs through Devil’s Lake State Park.

Fire up your engine in Prairie du Sac, near the Wollersheim Winery, mainly because that will be the perfect place to end this ride. Little Highway 188 runs north and east; your reason for being here is to reach the Merrimac Ferry. This will get you a free and entertaining ride across Lake Wisconsin. You could skip this ferry excursion, but it’s fun riding your Boulevard onto a ferry, and you’ll pass the Merrimac Scoop ice cream parlor too. Turn left when you disembark the ferry and continue on State Highway 113.

After just a few miles, keep your eyes open for the entrance to

The Merrimac Ferry takes motor vehicles across Lake Wisconsin during spring, summer and fall. There are other ways to cross this lake, but none as interesting.

Devil’s Lake State Park. You could explore the surrounding bluffs for some time, but a cheeseburger awaits you, plus a circus museum.

In the late 1800s, Baraboo, Wis. housed the headquarters of the Ringling Brothers circus, and others, that’s why the Circus World Museum resides here today. You can also visit the International Clown Hall of Fame, but if your stomach is growling like a 90 cubic inch V-Twin, just head to the Baraboo Burger Company on 4th Ave – great burgers and nice people.

Just around the corner, Broadway St. turns into South Blvd. (guess which direction?); follow it to County Road W. If you feel like hiking off that burger and fries, stop at Pewit’s Nest Nature Area just outside of Baraboo.

From here you get into the “alphabet roads,” where the more letters in the road name, the more remote and twisty they

often become. As you head west, look for County Road PF, it will feature some of the best motor cruising around. You’ll pass through scenic hilly farmland as you ride south toward Leland, home to the Schelter Bar. This motorcycle hangout hosts all sorts of events in season. Road PF continues

its half-circle tour and leads you right back to Prairie du Sac and the winery. Shut off the bike and hang up the keys, this winery features a new distillery, too.

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GREAT RIDES

CELEBRATING SISTERS, MOTORCYCLES & AMERICA

The Sisters Centennial Motorcycle Ride

By Queena Deschene

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n a hot summer weekend in July, 40 women, each on two wheels departed from Brooklyn, N.Y. starting the ride of their lives. One hundred years earlier,

Adeline and Augusta Van Buren began a motorcycle journey across America on a campaign to advocate for women as motorcycle couriers to support World War I efforts. Their ride created a stir across a barren 1916 American landscape; they rode across unpaved roads and unfamiliar terrain in post-Victorian society – surely a much different experience than the one we encountered in our attempt to honor them.

The Sisters’ Centennial Motorcycle Ride took place July 3-23, 2016 in tribute to bravery, sisterhood and a pioneering spirit, retracing the epic ride from New York to San Francisco made by two sisters.

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My Ride With Sisters

I enjoyed this celebratory Sisters Ride on a 2015 Suzuki V-Strom 650 XT ABS. The V-Strom’s upright adventure-bike style was completely new for me; I ride sportbikes mostly. Behind the V-Strom’s windscreen and surrounded by two large aluminum panniers, my “cabin” felt like a knight’s shield. After an easy straddle on the long seat and quick adjustment of the mirrors, off I went into the hills of the Northeast. Taking off from the ride’s official start in Springfield, Mass., I felt the rumble and enjoyed the embracing pitch of the V-twin engine. Little did I know all the fun I was going to have on

this sweet machine in the weeks ahead.

Each day’s route was set to mimic, as best we could, the winding roads the Van Buren Sisters covered in 1916 on the Lincoln Highway (Route 6), America’s first transcontinental road. We left New York on the Fourth of July weekend with a healthy dose of unwavering star-spangled pride; each light pole we passed boasted a neat, new flag honoring America. It was crazy to think of the Van Buren sisters viewing the same stooping oak trees and riding through the same winding river valleys a hundred years ago.

Our route took us west through New York and Pennsylvania and into Ohio for a stop at the AMA Vintage Motorcycle Days in Columbus, Ohio. Riding through New York’s fertile Hudson Valley was like looking through

a vivid, green visor. We rolled down two-lane highways nestled in the crevice of bobbing emerald hills, a beautiful landscape a bit unfamiliar to a girl from Southern California.

Vintage Days For A Vintage Event

Billions of corn stalks filling outstretched plains greeted us as we entered the Midwest.

This was a section of the trip I really looked forward to: visiting the Motorcycle Hall of Fame followed by the AMA Vintage Motorcycle Days at the Mid-Ohio Sports Car Course in Columbus. This was the third or fourth moto museum we had visited along the route,

“Each day’s route was set to mimic, as best we could, the winding roads the Van Buren Sisters covered in 1916 on the Lincoln Highway”

Reaching the summit of Pikes Peak made for an epic ride. Can you imagine doing it in 1916?

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GREAT RIDES

“For a majority of the ride, the weather was clear and the hot sun roasted us consistently at 80 degrees or more.” and I was eager for more. I’m that curious plaque-reader who consumes all the museum details I can. But even better than reading historical plaques, we fired up our engines to take a Lap for Victory on the Mid-Ohio race track! To this point, the V-Strom’s tires had done well gripping the highways and I couldn’t wait to scratch up the tire’s side walls. I decided to add a passenger too, one of the trip’s photographers who fit comfortably in the pillion position.

The V-Strom was easy to steer with precision, and the power delivery to the rear wheel felt solid as I arced through the track’s corners. The 650 V-Twin has a long torque curve, and its fuel-injection responded quickly to my throttle inputs and micro-adjustments. Meanwhile, our track companions were a beautiful bunch of rattle cans, also known as “vintage

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bikes,” some with two-stroke motors in rusty decades-old frames. What a highlight of this ride adventure, and the ride itself had only just begun.

On the lawn near the track, I came across Suzuki staff working the event, and I even got to meet the Grand Marshall Wes Cooley. I asked him his most memorable race, “Winning the Suzuka 8-hour race on the GS1000 in 1978,” he said. His eyes gleamed nostalgia and he also recalled his pride riding his superior race bike in AMA Superbike racing with Yoshimura Suzuki.

Days On The Road

For a majority of our crosscountry ride, the weather was clear and the hot sun roasted us consistently at 80 degrees or more. In some humid spots

and river valleys we rode through light drizzles, nothing the V-Strom’s Bridgestone tires couldn’t handle. My all-weather jacket was a lifesaver, keeping my three layers below dry as I focused on maintaining a clear visor under highway splashes of rain. Of course, this silly California girl didn’t think it would rain in July, and my ignorance was brought to light early on in the journey.

Through the trip’s first several days, each of us was working on a system for strapping down gear, packing and re-packing, and figuring out what to un-ravel before the long night’s rest. By the fourth night, many of us deserved gold stars for our newly discovered packing skills. Or did we just pack too much stuff! Girls?

Crossing each state border revealed gradual changes in scenery. We motored down

the interstates in staggered formation, with a few interesting landmarks along the way for the curios. Some groups visited tourist hot spots like the Danish Windmill, others found a random biker shop, some posed with oversized animal statues roadside, and a few veered off the route to yet another little-known motorcycle museum. I personally was on a foodie mission on the days I had energy after arriving in the next town. I scoured grocery stores to look for fresh fruit absent in most hotel breakfasts, or local delicacies like rhubarb pies, or ice cream shops to satiate an oversized sweet tooth. And every night you’d see dozens of motorcycles parked anywhere we went, like it was our own travelling bike night.

I had an awesome surprise when I got to McCook, Nebraska, after a long day in scorching

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heat. A fellow V-Strom rider, also from Los Angeles, came out to say Hello. James shared stories about amassing 90,000 miles on his V (one generation older than my 2015), and the annual trek he takes around various states in mid-America. Loaded with side bags, camping gear and a carefully planned route, his solo adventure included much more nature and dirt than mine!

The author aboard a 1979 JR50 Suzuki at the National Motorcycle Museum in Anamosa, Iowa.

Peak Of The Ride

With about 2,300 miles on the odometer, we moved from corn fields to sky-high mountain ranges. Before we entered Colorado for a planned ride up Pikes Peak, we were warned about the dangers of altitude sickness, and many had qualms about reaching the summit at over 14,000 feet above sea level. Luckily, I had gone to the International Hill Climb just weeks earlier, so already knew what to expect from both a 650cc bike, and of myself.

The summit was an especially important highlight for the trip because the Van Buren Sisters had chosen to ride up the mountain, but back then it was raw dirt and not paved like we had seen. They were the first to ride up in 1916, and we happily reached the top in 2016. I was curious how the V-twin engine would handle at high elevations, and at no point did the bike hesitate. The V-Strom was so happy; it purred along without a single hiccup.

Heading into the final leg of our trip, I was glad to see familiar mountain roads; the roads leading to Reno, Nev. felt like those around Southern California’s Big Bear Mountain.

Tall trees sprinkle a steeply elevated hillside, your nostrils filled with a clean air that came right off the forest dew. The switchbacks of ski resort woods lead to the opening border of

California where we were met with heavy westbound traffic on a Saturday morning.

S.F. Bay Bridge

As we approached San Francisco, I was hit with the bay breeze and I knew it was California.

Instantly, my fatigue brought me near tears reaching the western coastline. Dozens of bikes began arriving on the lawn with a view of the Golden Gate in plain sight.

The San Francisco Motorcycle Club had a detailed route to lead us through the spectaculars of the city, and over to their historic club house. How symbolic, the first club to ever allow women voters before the concept was even passed nationwide

was our host to support the finale of our adventure.

When it was time for all of us to ride with our fellow Sisters, we rode slowly, leisurely, smiling.

I was in the first dozen, and got to see the mile-long train of lipstick and lashes glimmer behind me. We were staggered, side by side, a snake of bikes for blocks on end, protected by the kind friends of the SFMC guarding us at intersections.

That evening, the slide show captured so many fun moments from the 17 cities we crossed, the hundreds of sights we saw. I felt it was only a hint for those who don’t ride, or so many who didn’t witness the friendships that formed.

I was happy to ride the V-Strom 650 all the way to

Any motorcycle shop is a good place to hang out, like this one in Omaha, Neb.

San Francisco, it made the ride comfortable and easy. We saw amazing roads and memorable pieces of America along the way. I can only imagine the adventures the Van Buren sisters experienced. At least we shared motorcycles. Girls? Who’s up for the ride back to New York?

The AUTHOR Queena is an avid sportbiker born and raised in California, a weekend warrior seen with a huge grin in her helmet as she enjoys California’s canyons and coastal scenery. She also coaches women’s mini bike clinics with M1 Grand Prix, and spends quality track time with the California Superbike School.

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GREAT RIDES

BURGMAN ENDURANCE RALLY

This One Is All About The People

By Glenn Hansen

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otorcyclists compete in a variety of ways. Classic bike competitions.

Show-and-shine contests. Plus a range of closed-course competitions and timed events. And though the vehicles vary greatly from dirt bikes to supersport motorcycles, one thing stays constant. The riders. We all love motorcycles, but it’s the riders we treasure.

Here’s a perfect example: We attended a motorcycle event recently, met some riders and didn’t even see the bikes in action. And we were totally fine with that.

This event was so much about the people, in fact, it didn’t matter who performed the best time in this rally. Well, to the winner it mattered, but not to us.

But this one was about the people. It was about Stan, Lauren, Tim, Alan (especially Alan), and even Marta (despite the fact she rides an Italian bike).

L to R: Alan Spears, Stan Scott, and Lauren Knapp, and their trio of Burgman 400 scooters. Inset, Tim “Looper” Scott and his Burgman 200.

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GREAT RIDES Motor Scooter International Alan Spears has been an endurance rider since the 1960s. He’s raced a wide range of motorcycles at racing circuits throughout the west. At 67 years old, he still competes on a variety of motorcycles, but this weekend it’s about his Suzuki Burgman 400. That’s also the largest displacement bike in his stable, his competitive scooter stable. Spears has loved scooters for years. And he’s not alone.

We met Spears and fellow Hell’s Loop riders in Barstow, Calif., the afternoon before this 419-mile timed endurance rally. Preevent interviews like this are easy when most of the riders and the event director fit in the same Motel 6 room, I mean “event

headquarters.” The staff had the foresight to prepare for the meeting with a spread of chips, dip, and a variety of cold beverages in aluminum cans.

Note: I’m not taking shots at this event.

Just the opposite in fact. I’ve worn all the press credentials, Supercross, Superbike, and MotoGP. I’ve conducted interviews in fancy team haulers and meeting rooms complete with glimmering Italian espresso machines. They’re no better than this – bigger indeed, but no better. Actually, I’d rather interview Alan Spears and hear about his upcoming scooter adventures than try to have a discussion with some pro athletes.

Competitors like Spears are closer to riders like me. It’s the same reason I enjoy watching Speedway racing on Wednesday nights near my house. But I digress.

“This is the fourth running of this event,” Spears told me before the endurance event. “But this is my first time riding my competition-prepped Suzuki Burgman 400,” he added to pitch the Suzuki connection. “I usually ride either a Gilera FXR Malossi 175cc, or my Kymco S9 Malossi 70cc,” said the proud motorsports veteran, and president of the Motor Scooter International Land Speed Federation (MSILSF), created by Spears as the governing body of the sport he loves.

The competitors help Alan Spears, seated, with last-minute bike prep at ride headquarters.

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The green flag flies and the field takes off to start the Hell’s Loop Endurance run.

But Why Compete On Scooters?

“I just like doing it. There is no long answer,” said Stan Scott. The 67-year-old from Tucson, Ariz., races a 2004 Burgman 400, and it’s his regular ride too. “This is a 400-mile event, but I’ve done 300 miles just to go to lunch. I really enjoy riding.”

We wanted to hear more about the “why” aspect of scooter endurance events. Sure, we know that racers drag knees off highly modified scooters racing on closed-course venues in Europe and Asia. Even with 50cc scooters, customization and high performance mods are big business in much of the world.

But endurance on scooters in America?

“It’s your own challenge,” said Marta Woodfield, a 66-year-old rider from Hesperia who has earned the respect of her fellow competitors for consistently strong race results aboard her Vespa 150.

Woodfield is another motorcycle veteran, and even completed the famed Barstow to Vegas ride on a 100cc Hodaka.

Scooter endurance rides present riders with several challenges. But mostly it’s about the route. For this contest, riders could choose to loop the 419-mile circle in a clockwise or counter-clockwise direction. “Different routes are allowed,” said Spears, “only at this event.” Personal

preference aside, choosing a route is about safety and fuel-refill opportunities.

While these riders bantered about route options – Woodfield is thinking clockwise; Spears likes counterclockwise – Lauren Knapp kept it serious.

“Everybody needs to know the course well. We don’t want anybody stranded.”

“I got stranded one time,” Spears chimed in. “Good thing I had that sat phone!”

Even the fuel-sipping Burgmans need gasoline refills on these longer rides.

“I’m hoping I can do it in two stops,” said Knapp; he’s riding a stock Burgman 400.

And sometimes you just need to stop. “I ride this scooter a lot around town, just to get more time in the seat. You need to get used to sitting that long on a scooter.”

“I need three stops,” said Scott, referring both to his Burgman 400 and to himself. “I’m either putting something in the scooter or letting it out of me.

Plus, it’s nice to get off the bike every 100 miles or so. I think it’s safer.”

It’s a good idea to carry a small amount of additional fuel on the bike in a well-sealed container; most of these riders carry an extra gallon or so. Some endurance racers will use auxiliary fuel tanks equipped with a manual fuel-petcock switch for on-the-fly

refueling. While that level of modification could be especially helpful for this remote geography and its limited fuel stops, none of the entrants went to that level for this ride. Spears, for one, is saving that for the super bowl of scooter endurance – this fall’s Cannonball Run from San Diego to Maine.

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GREAT RIDES The Looper

As we started to talk about longer-distance events, Tim Gron showed up, as if on cue, from Illinois. His Chevy truck rolled into the parking lot carrying his newly acquired, but slightly used Burgman 200 in the bed. Gron is a Looper, that means he’s completed the Lake Erie Loop race.

This event is for any motorcycle with a 250cc or smaller engine, and race classes separate 50cc bikes, vintage scooters, and others. A “touring” class is open to any size motorcycle, but that’s the fun-run only.

Gron has completed the 650-mile Loop race 10 times. “I got first in my class once on my Suzuki DR200. I screwed up on fuel or I would have won the overall,” said Gron, smiling.

“It’s fun,” said Gron. “It’s competitive too, but it’s mostly fun. There is no tech inspection, no tear downs at these events.”

For the record, Stan Scott is also a Looper. “I did it once, mostly because I wanted to say ‘I’m a Looper.’” The Lake Erie Loop is one of the oldest scooter endurance ridees in the country, and it is secondlongest to the upcoming Cannonball.

Scooter of Choice

Two thirds of the podium finishers and

half the field chose Burgman scooters for this Hell’s Loop endurance event.

Okay, there were only eight entries, but half is still half, and the preference for Suzuki scooters is clear.

“I got my motorcycle license,” said Knapp, “then went to a dealer who had two scooters available – a Yamaha and a Suzuki. The Suzuki had dual caliper front brakes and I bought it,” he said, of his Burgman 400. A former competitive cyclist, Knapp has only been in the competitive scooter game for a few years, “but now it’s in me. I really like it.”

A retired electrician, Gron was eager to test his Burgman 200 during this circuit around Death Valley. “This is the fastest 200 anywhere,” he said. Something of a motorcycle collector – “I have about 35 motorcycles, I just get attached” – Gron has owned several Suzukis. Along with his DR200 Looper, Gron now owns two Burgman 200 scooters (he likes the bike that much) and recently purchased a Burgman 650 Executive for use in the Cannonball race.

He plans to ride that one from Illinois to the San Diego start, run the race to Maine on the 650, then ride it back home.

Spears is focused on the Cannonball too, and is prepping his Suzuki for the coast-to-coast competition. He’s working up the auxiliary fuel setup plus a variety of modifications to give him the performance edge.

Who Won?

Forget what I wrote at the beginning; of course it matters who won the Hell’s Loop ride. The guy who invited me to cover this event. The most vocal promoter of scooter endurance events. The rider with the most stickers on his Burgman. Alan Spears set a new course record on his way to the checkered flag in the Motel 6 parking lot.

Congratulations to all the participants.

And since I “participated” by helping tell the story about this event, they graciously presented me with an event trophy. It was an honor to meet all these racers and to share their story. Cannonball, here we come.

1st Place:

Alan Spears (Cedar Glen, CA) Suzuki Burgman 400 2nd Place Overall: Lauren Knapp/Suzuki Burgman 400 (Westminister, CA) 3rd Place Overal: Brian Schraver/Piaggio BV250 (Phoenix, AZ)

INDIVIDUAL RESULTS: Vintage: 1st Place: Kevin Stram/Vespa P200 (San Diego, CA) 2nd Place: Curtiss Burnett/Vespa 156 Malossi (Yuma, AZ)

Class IV: 1st Place: Marta Woodfield/Vespa P150 (Hesperia, CA)

Class III: 1st Place: Brian Schraver/ Piaggio BV250 (Phoenix, AZ) 2nd Place: Tim Gron/Suzuki Burgman 200 (Seneca, Illinois)

Class II: 1st Place: Alan Spears/Suzuki Burgman 400 (Cedar Glen, CA) 2nd Place: Lauren Knapp/Suzuki Burgman 400 (Westminister, CA) 3rd Place: Stan Scott/Suzuki Burgman 400 (Tucson, AZ) The modifications Spears made to his winning Burgman 400 are mostly for comfort and safety.

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BEHIND ‘BARS

2017 V-Strom 650

More V: Versatility, Value, adVenture!

In a thoroughly updated package, the 2017 Suzuki V-Strom 650 and V-Strom 650XT provide riders with improved power, comfort and control. The adventure-bike category is growing, and with these updates, the V-Strom 650 line proves Suzuki is a leader in both performance and value.

Roam In Control

For 2017, the V-Strom 650 features an updated 645cc V-Twin based on the one powering the sporty 2017 SV650. The liquidcooled engine uses new camshafts and low-friction pistons to boost torque output in the low to mid-rpm range while maintaining smooth and strong top-end pull.

The fuel-injection package uses the Suzuki Dual Throttle Valve technology on the 39mm throttle bodies. The goals of this fueldelivery system are consistently quick throttle response, and overall combustion efficiency that produces strong power with reduced fuel consumption and low-level emissions. The dual spark plug cylinder head helps achieve those goals, as does the state-of-the-art engine management processed through the electronic control module.

Suzuki equipped this V-Strom with its patented Idle Speed Control to further lower emissions. This system also incorporates the Low-RPM Assist feature; it seamlessly adjusts engine speed during takeoff and low-rpm riding for smoother output and less chance of stalling the engine.

This bike also gets Suzuki’s Easy-Start System, which lets the rider fire up the engine with a quick press of the start button, even without pulling in the clutch when the engine is in neutral.

Increasing the 650’s adventure capabilities, this V-Strom is now equipped with Suzuki’s advanced three-mode Traction Control System*, letting the rider control the throttle with more confidence in varied riding conditions. Mode 1 is low-sensitivity and is best for road conditions with good surface grip. Mode 2 is high-sensitivity for road conditions with more limited grip. Riders can also turn the system off completely to disengage all traction-control assistance.

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BEHIND ‘BARS

LIGHTER. STRONGER. SMARTER.

The King of Sportbikes is Back

A

year ago, we called this a “concept.” Now, we call it the most powerful and best-handling GSX-R ever manufactured.

Yes, manufactured, not just designed, not just a concept. Long live the King of Sportbikes.

Engineers focused on three main goals when designing the 2017 Suzuki GSX-R1000: stronger acceleration; more precise handling; better braking performance. Big goals indeed. To hit these marks, Suzuki started fresh. New chassis.

New engine. New and highly advanced electronics. This is not a “refreshed and updated” GSX-R. It’s a new motorcycle ready to set a higher standard for sportbike performance. Who better to do that then Suzuki, the manufacturer that set the original benchmark?

The 2017 GSX-R1000 is available in three different models.

The GSX-R1000, the GSX-R1000 ABS, and the GSX-R1000R whose special features include ABS and an advanced suspension.

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Big Data: More Advanced Electronics While this new GSX-R is replete with advancements to its engine and chassis, a great deal of development time was focused on electronics features that help this sportbike reach even higher performance levels. Using MotoGP experience, Suzuki implanted an Inertial Measurement Unit (IMU) that provides information about the bike’s position, in six directions and three axes, for better overall performance and safety. The bike’s new 32-bit, dual processor Engine Control Module (ECM) gets information from the IMU and six other sensors (front and rear wheels, crank and gear position, plus throttle and throttle grip position).

With this data, the ECM manages ignition timing control and the electronic throttle bodies so the fuel-injection system can maximize performance for conditions specific to the track or the street.

The 2017 GSX-R debuts Suzuki’s ride-by-wire electronic throttle bodies precisely managed by the ECM to match the throttle grip rotation of the rider’s hand. The result is strong and seamless power output from idle to redline.

For more precise and personal power control, engineers updated the Suzuki Drive Mode Selector (S-DMS) system that lets riders choose from three different power-delivery modes to best serve the riding conditions.

The bike’s IMU is a contributing factor for

the new and exclusive 10-mode Motion Track Traction Control System (MT-TCS); this system gives riders adjustment options for the amount of electronics influence that will best suit their riding ability and certain surface conditions.

Specific to the new 1000R model, the Suzuki Launch Control System helps racers take off from the starting line with a competitive edge. Using all the ECM’s sensing functions, the Launch Control lets riders focus on clutch operation. The system disengages with a shift into third gear, or when the rider closes the throttle.

The R model also delivers the advantage of the Suzuki Bi-directional Quick-Shift System allowing racers to shift faster than ever before.

With ignition-timing manipulation on upshifts and electronic throttle body guidance on downshifts, this system’s clutch-less shifting helps racers gain more consistent lap times.

Inspired by the dash panel on the GSX-RR MotoGP race machine, all three 2017 GSX-R1000 models feature a new LCD multi-function instrument panel designed to give the rider the information they need in an easy-to-access system – even at racetrack speeds. This panel is a critical interface that provides information on the GSX-R1000’s electronics aids.

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BEHIND ‘BARS A Better Body: New Chassis Before 1985, many sportbikes had fast engines in unresponsive frames; riders often had to fight them around racetracks. The original GSX-R made cornering a focus for sportbike riders, greatly improving both racing and street riding.

In that spirit, this 2017 GSX-R1000 is built using an all-new chassis that is lighter, more compact and more aerodynamic than ever. All three of the new GSX-R1000 sportbikes feature this chassis crafted using lessons learned during Suzuki’s MotoGP development.

The new aluminum frame was designed using Finite Element Analysis to identify areas that need strength and to lighten others. Frame spars are set 20mm (nearly an inch) closer together, improving aerodynamics and rider comfort. Engineers rotated the engine in the chassis backward by 6 degrees, allowing a longer swingarm, increasing chassis stability and further improving aerodynamics. The new aluminum swingarm uses equalized bracing for balanced support, and better shock absorber movement for consistent performance. On the GSX-R1000 and 1000 ABS, the fully adjustable SHOWA remote-reservoir shock absorber connects to the swingarm with GPdeveloped links. A fully adjustable SHOWA Big Piston Fork delivers the

damping force needed to maintain front tire contact and precise control at a variety of speeds and surface conditions.

At the front of the chassis, new Suzuki Ram Air Direct (SRAD) intake ducts are set closer to the center of the bike where air pressure is highest under power. By using the compact LED headlight, Suzuki was able to make the intake ducts larger, too.

BREMBO monobloc radial-mount brake calipers provide powerful braking with superb control and feel. The new T-drive brake rotors absorb more braking energy. New six-spoke wheels are lighter to reduce unsprung mass, and they’re designed to handle the braking and drive forces created by this powerful new package.

Along with a narrower chassis and bodywork designed for improved comfort, the GSX-R’s fuel tank is placed 21mm lower overall, allowing the rider to tuck in more deeply on a racetrack straightaway.

GSX-R1000 ABS The GSX-R1000 ABS model is equipped with the new Motion Track Brake System that provides the appropriate amount of braking force for the available traction.

The system picks up chassis position input from the IMU; when it detects rear-wheel lift during extreme braking forces, the ABS control module adjusts front brake pressure appropriately.

This ABS model gets all the same great features found on the GSX-R1000, and it’s available in Blue and Red.

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GSX-R1000R With the new “R” designation following the GSX-R1000 name, this 2017 sportbike draws a lot of attention. Starting with all the great new features on the GSX-R1000 ABS, the “R” model gets SHOWA Balance Free Rear Cushion lite (BFRC-lite) shock and the SHOWA Balance Free Fork (BFF). This ultra-performance suspension combination uses racetrack-developed technology.

The BFRC-lite shock uses an innovative design to control damping force outside the shock body, smoothing suspension action over rough surfaces and when the chassis is pitched during braking. It provides a new level of suspension response for both racetrack environments and for more comfortable street riding. On the front end, the SHOWA BFF works to control damping force outside the spring’s chamber so the fork can maintain consistent damping and precision performance throughout its stroke. The 1000R also uses a race-ready upper triple clamp in conjunction with the BFF, plus a compact, weight-saving battery.

Planted Power: New Engine

Engineers focused on stronger acceleration, and the final outcome is a whole lot more.

The new 999.8cc in-line four-cylinder engine delivers top-end power gains plus strong low-end and mid-range punch. It begins with a new Suzuki Racing Variable Valve Timing System (SR-VVT) that increases high-rpm power without sacrificing low-end or midrange power. Proven in GP competition, the system uses centrifugal forces to rotate the intake camshaft’s drive sprocket so valve timing is optimal at any engine speed.

The entire valve train system incorporates lighter components and more precise operations to reduce friction and improve valve response and higher engine speeds.

Ride-by-wire throttle bodies enhance the highly respected Suzuki Fuel-Injection system for smoother and more precise throttle response. Complementing the throttle bodies’ four primary fuel injectors, four top-feed injectors spray fuel from the top of the airbox directly into the intake to improve combustion for higher peak power and overall efficiency. Aluminum pistons, designed with Finite Element Analysis and race-proven testing, are

cast for optimal rigidity and weight.

On the air intake side, Suzuki equipped the new airbox with special intake funnels for the #1 and #4 cylinders, resulting in a top-end boost and no low-end loss.

The improved SRAD intake ducts in the new chassis increase the overall air flow into the airbox, with exponential increases as riding speeds increase.

Engine cooling is managed by a more efficient radiator that is lighter and more compact, and uses less coolant to reduce weight overall. Additional heat is pulled from the engine by an air-cooled oil cooler mounted below the main radiator.

A six-speed transmission delivers engine power to the wheel. Suzuki updated its slipper-clutch-like Clutch Assist System; the system smoothes engine braking and lightens clutch-lever pull.

Package Perfection

The King of Sportbikes is back, thanks to years of focused racing development and engineering determination, creating three new GSX-R1000 models that are lighter, faster and quicker.

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BEHIND ‘BARS

2017 SUZUKI SV650 One-upping An Original

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lot of motorcycle riders have “SV” stories. Me too. So last fall, when Suzuki started touting the return of the SV650, the company grabbed the attention of many who knew the original V-twin

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streetbike. Me too.

It can be difficult, marketing-wise, to boast about the “return” of a product. People start to wonder, “where did it go?” And, “when it does return, will it be ‘better’ or will it simply be ‘back?’” Those are fair questions.

We’ll give you a little bit of history, then we’ll answer – most importantly – the latter question. And if you don’t trust us, look at how the mainstream motorcycle press judged the new SV following first-ride testing (see “How Does It Ride?”).

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Born In 1999, Or Was It 1997?

The original Suzuki SV650 was the 1999 model, with its 645cc 90-degree, liquidcooled V-twin engine. That original was fed by carburetors and the engine featured dual overhead cams and four valves per cylinder.

Naked, this bike exposed its silver aluminum trellis-style frame, and a simple single, round headlight lit up the night.

The 1997 reference looks back to the high-performance TL1000S, and the 1998 TL1000R race machine. An engineering company with a focus on high-performance inline four-cylinder engines, Suzuki created these V-twins for a few reasons, but mostly as a platform from which to build reliable, performance-focused V-twins for street

motorcycles. As a racing company, Suzuki moved away from the TL-R to focus its attention on the GSX-R750 and the liter-bike Gixxer coming down the line.

For years, motorcycle enthusiasts rode, raced and rallied around the original SV650, making it well known as a do-everything street-sport bike. When the 2003 SV650 came with fuel-injection and a revised trellis frame, the SV increased its club-racing potential.

The SV family also gained a 1000cc mate.

Meanwhile both the 650 and 1000 V-twin engines were re-engineered as needed to serve adventure-bike fans in the growing V-Strom family.

In 2009, the SV650 became the SFV650, or Gladius in some world markets. It gained engine enhancements such as twin sparkplug cylinder heads and a new liquid-cooled oil cooler, as well as a new look aimed at

appealing to a wider range of motorcycle riders worldwide. The trellis frame was redesigned again, now in high-strength steel.

It’s Back, And More

More than just “back” in the Suzuki lineup for 2017, the SV650 brings a long list of improvements designed to improve its performance, and refocus it on the simple thrill of riding a V-twin. It’s like the original, only better – much better.

Suzuki engineers focused on three goals with the new-again SV650: Enhance engine power; improve the chassis for a more agile and fun-to-ride feel; and maintain the overall value. The 2017 models – ABS and non-ABS versions – are fitted with more than 140 new parts, 80 of which are chassis components.

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BEHIND ‘BARS Updates: Engine Power

This 650 V-twin engine has become legendary in motorcycling circles. Its easy-to-access powerband makes it a pleasure to ride for entrylevel motorcyclists. Plus, its shape, size and power capabilities have made it a choice of customizers and racers, from dirt-track to club road race enthusiasts.

Suzuki wanted to maintain the competitive strengths inherent to this V-twin – compared to parallel twin configurations. That includes its low-vibration output with no balance shaft needed, its narrow construction helping keep the motorcycle compact, and its unique sound and feel. Using some 60 new parts, the 2017 645cc V-twin delivers an additional 4 horsepower, just as much torque, and wallet-pleasing fuel economy. Here’s how: New pistons and rings.

Using Finite Element Method analysis, Suzuki produced new pistons and rings of optimal rigidity and weight.

Special coatings not used before on Suzuki motorcycles (or others in this class of bikes) help reduce friction and increase durability.

New airbox. Redesigned to match the SV650’s increased intake capacity, the new airbox improves throttle response and mid-range torque.

liquid-cooled oil cooler – like on the GSX-R750 – further aids cooling.

is lighter and is engineered for increased flow to help boost peak performance.

Light-weight exhaust. The two-into-one exhaust system

New radiator. For improved cooling performance, the new radiator is 20mm wider. A

New spark plugs. Still using two plugs per head, the SV650 now uses projectiontype NGK plugs for improved combustion efficiency.

Updated SDTV FI. The highperformance Suzuki Dual Throttle Valve fuel-injection system uses new longtip, 10-hole fuel injectors shooting into the new 39mm throttle bodies.

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Updates: Chassis Design

Five words – light, simple, compact, low, fun. Those were the goals of the chassis engineers. Lighter is better – the new SV dropped pounds, not just ounces – helping make the most of new engine power for one thing. A compact motorcycle, especially when it can be narrow in the mid-section, helps improve the bike’s handling capabilities. And a low seat height can welcome additional riders to the SV family. Here are the chassis updates: Light weight. The 2017 SV650 weighs 15 pounds less than the most recent SFV650.

combine to give reduce the SV’s girth for improved comfort and more agility.

Slim and trim. Narrower bodywork, a seat that’s 1.2 inches slimmer at its widest point, and a reshaped fuel tank (2.5 inches less width)

Low seat height. Bodywork changes, in addition to the improvements mentioned above, reduce the SV’s seat height; it’s now the lowest in

the class.

Combined for more fun.

Reduced weight and improved comfort help make the SV more fun to ride.

The rear shock’s spring preload is 7-way adjustable and easy to manipulate for a passenger or cargo.

Comfort & Convenience Updates New “Suzuki Easy Start” system. This was introduced on the 2016 GSX-S1000, and it eases engine starting with just a momentary press of the start button.

New LCD instrumentation. A full panel of information is well presented on the compact LCD display. And the rider can adjust the level of illumination.

New two-up seat. The passenger gets additional room on a longer seat for 2017. Below the lockable seat is a pair of handy luggage straps.

New accessories available. Riders can add a race-styled frame cover, a color-matched meter visor, frame protectors, wheel-rim decals and much more, from the factory-tested line of Genuine Suzuki Accessories.

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BEHIND ‘BARS

How Does It Ride?

We will let the U.S. motorcycle journalists tell you what they thought after first tests of the 2017 Suzuki SV650.

“I’m happy to say the magic is back.” – motorcycle.com “Throttle response is perfect and thrust is strong off the bottom and abundant everywhere in the rev range” – motorcyclistonline.com “It rips along, pulling strong from 5,500 rpm all the way to the 10,000 rpm redline with enough grin-inducing power for all riders to enjoy.” – Revzilla.com “The Best SV Yet” – UltimateMotorcycling.com “… a reborn-cult classic offering more performance, practicality and modern refinement than ever.” – Cycleworld.com “Together with being easy to ride, it is fast and fun. The v-twin also offers that unique, endearing character.” – MotorcycleDaily.com “…the 2017 Suzuki SV650 is simply a great all-around bike.” – Ridermagazine.com “Quite simply, the SV handles like a dream. It possesses almost every handling quality you desire in a road bike: from agility, to cornering grip, stability, and plush, favorable ride quality.” – SuperStreetbike.com

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MX Champion.indd 1

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Professional rider in closed-course competition.

Suzuki, the “S” logo, and Suzuki model and product names are Suzuki Trademarks or ®. © Suzuki Motor of America, Inc. 2016.

SEE THE 2017 SUZUKI RM-Zs AT SUZUKICYCLES.COM

It’s the 2016 AMA Motocross Champion. And for 10 years, Suzuki has been the winningest bike in the premier class. In a decade of dominance, more pro riders have won more races on the Suzuki RM-Z450 than any other bike.

THE #1 BIKE IN MOTOCROSS

BEHIND ‘BARS

2017 Suzuki

VanVan 200 Go Go for Funky Fun

D

on’t stare. Well, you can if you want to. The 2017

Suzuki VanVan 200 is certainly worth a second or third look.

After you’ve taken it all in, close your eyes and envision all the places you could ride the VanVan 200. Take your time.

The VanVan 200 is new to Suzuki for 2017. The freshest member of Suzuki’s RV motorcycle family, the VanVan 200 is designed for recreation – pure and simple – and that

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includes everything from urban adventures, dual-sport trail riding, city exploring and college campus commuting.

As a 125cc motorcycle, the VanVan was a hit in Japan and Europe for years. With its grown-up engine, the funky 200 splashes onto American shores just as riders in the States clamor for smaller motorcycles. And with a retail price of $4,599, the VanVan 200 will be an accessible first motorcycle, an affordable second motorcycle, or a “oh I just have to have one” third bike in your stable.

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Engine Features Classic, air-cooled 199cc, 4-stroke, single-cylinder, engine is built for durability and excellent throttle response.

Precise manual clutch feeds a five speed transmission with gear ratios that provide brisk acceleration and smooth cruising.

Advanced, compact EFI system features an integrated fuel pump/ injector assembly for precise fuel delivery that results in outstanding performance and economy.

Do These Tires Make My Bike Look Funky?

Good things come in small packages, and with fat tires.

If you’ve seen mountain bikes lately, fat is the new black.

Mountain bikers call ‘em “plus” tires, and the additional girth serves a few benefits, including improved traction and comfort.

It’s similar on the VanVan. The 180-width rear tire is paired with a 130-width front on an 18-inch wheel to deliver a grippy and pleasing ride that smoothes cobbled streets, gravelly backroads

and even soft sand.

Those tires are just one “plus” built into the VanVan 200. The bike’s wide and spacious seat works in conjunction with the low ride height to make this RV comfortable for one or two, and easy to handle for riders of any size.

Tucked inside the diamond-type steel frame is a 199cc single-cylinder, fuel-injected engine with push-button electric start. The compact cylinder is finished

with the Suzuki Composite Electrochemical Material, like many of Suzuki’s highperformance street bikes, and it uses a two-valve head. The Suzuki Fuel Injection system is tuned for quick throttle response, high fuel efficiency, and overall ease of ownership.

The narrow fuel tank holds 1.7 gallons of gas, fuel economy is estimated at up to 85 mpg.

With these features and specs, the VanVan 200 is both a practical runabout and a funky fun motorcycle.

Chassis Features Strong, steel diamond-style frame is the foundation for low-slung fun.

Slim shaped 1.7 gal. (6.5L) fuel tank is low and out of the way when riding while providing great range.

The wide 18-inch 130/80 front tire on an aluminum rim wheel and extra-wide 14-inch 180/80 rear balloon tire, enhance the VanVan’s classic retro look and add to its unique character.

Front disc brake with two-piston caliper and rear drum brake provide strong stopping power.

Wide, spacious and generously cushioned seat has a low 30.3 inch (770 mm) seat height that delivers a

comfortable experience for both the rider and passenger.

Convenient one-piece grab bar with luggage hooks for cargo strap attachment points.

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BEHIND ‘BARS

2017 RMX450Z

TRAIL RIDING PERFECTION

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t begins – as do all good solutions – with a desire. The RMX450Z is for off-road motorcyclists who desire a higher level of performance.

It’s not about race tracks, but it is about competing with yourself, overcoming challenges posed by the terrain, succeeding with a bike that delivers the top

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performance for its environment.

New for 2017, the Suzuki RMX450Z is an enduro punch for trail riders who want that higher level of performance, an RM-Z level of performance. This new off-road achiever shares core componentry with the championship-winning RM-Z450 motocrosser.

It starts with an engine that’s proven ready and is then tuned for off-road uses.

Suzuki engineers modified the engine’s

intake and revised the cam profiles for improved low- to mid-range power delivery.

That’s perfect for off-road environments where low-end power is needed for variable terrain, clearing trail obstacles, and navigating technical situations. The package also includes a larger magnetogenerator for battery charging and to power the headlight. To ease maintenance, the airbox has a quick-access hinged cover.

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The RMX uses an aluminum-alloy twinspar frame that is lightweight and provides the needed rigidity and durability to triumph over tough trails. Fully adjustable SHOWA spring forks and piggyback-reservoir-style shock are off-road focused. Rear suspension linkage geometry combines the RM-Z series’ renowned turning-on-rails abilities with optimized handling performance for trail rides. The RMX runs on black anodized Excel aluminum rims, 18-inch rear and 21-inch front. Wave-shaped disc rotors are standard equipment, improving style and stopping power.

A bright 35W headlight is well-integrated into this enduro’s front number plate. Rear illumination is handled by a small, low-draw LED taillight tucked under the fender. The bike’s frame gets needed protection items such as high-impact guards for fork legs, rear brake rotor and calipers. A full-function instrument panel features sport and standard-mode operation to provide riders with just the information needed for the ride. Sport mode gives you only the information needed for high-performance riding or competition, including a timer, tripmeter,

average speed and tire-diameter correction.

Standard mode also shows speed, time, two trip lengths and voltage. The instrument’s integrated tire-diameter calculator allows precise tuning for different tires to ensure accuracy of the speed and distance displays. The instruments rest on the standard-equipment Renthal Fatbar handlebars – the strong and vibrationreducing choice for high-performance riders.

The new RMX450Z is ready to give trail riders the high-performance edge they desire.

Electric and kick-starting makes the RMX450Z easy and efficient to fire up.

The airbox features a hinged lid for quick air-filter maintenance and better protection from debris.

Strong 5-speed transmission with wide gear ratios and primary/ final drive ratios selected to

are the ideal sizes for proper off-road tires.

The aluminum-alloy twinspar frame combines cast and extruded sections to achieve low weight with high rigidity and durability.

The standard Renthal Fatbar is stronger and reduces vibration better than conventional aluminum handlebars.

Race-inspired waved disc rotors are mounted to black-anodized EXCEL aluminum rims with stainless steel spokes.

The 18-inch rear and 21-inch front wheels

ENGINE Engine:

449cc, 4-stroke, liquid-cooled, fuel-injected, DOHC

Bore x Stroke:

96.0 mm x 62.1 mm (3.19 in x 2.56 in)

Compression Ratio:

11.6 : 1

Fuel System:

Suzuki Fuel Injection

Starting:

Electric, with kick backup

Lubrication:

Semi-dry sump

Transmission:

5-speed, constant mesh

Final Drive:

Chain

CHASSIS

suit various situations from steep trails to open terrain.

RM-Z450-derived trailready suspension uses high-performance SHOWA spring forks with full adjustability. Aluminum, link-style swingarm is descended from the RM-Z line and uses a fully adjustable SHOWA piggyback-reservoir style rear shock.

2017 RMX450Z

DRIVETRAIN

Key Features 449cc 4-stroke, 4-valve, liquid-cooled, fuel-injected DOHC engine is based on the high-performance and reliable RM-Z450. Updates include a modified inlet tract and revised cam profiles to increase low and mid-rpm power. A larger magneto-generator is fitted to charge the battery and power the lights. The increased mass also aids traction.

SPECIFICATIONS

The full-function, dual mode instrument cluster is in a durable, ultracompact housing.

- Sport mode shows timer, tripmeter, average speed and tire-diameter correction (to reduce information during spirited riding or competition).

- Standard mode also shows speed, time, two trip lengths and voltage.

- The instrument’s integrated tire diameter calculator allows fine tuning to ensure accuracy of the speed and distance displays.

Front Suspension:

Inverted telescopic, coil spring, oil damped

Rear Suspension:

Link type, coil spring, oil damped

Front Brakes:

Disc, single

Rear Brakes:

Disc, single

Front Tire:

80/100-21 (51M)

Rear Tire:

110/90-18 (64M)

Fuel Tank Capacity:

1.6 gallons

Color:

Suzuki Champion Yellow / Solid Black

ELECTRICAL Ignition:

Electronic ignition

DIMENSIONS Overall Length:

86.0 in.

Overall Width:

33.1 in.

Wheelbase:

58.5 in.

Ground Clearance:

12.6 in.

Seat Height:

37.4 in.

Curb Weight:

272 lbs.

WARRANTY 6 month limited warranty.

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BEHIND ‘BARS

2017 Suzuki

KingQuad and QuadSport ATVs A Family Of Performance, Fun and Safety 2017 Suzuki QuadSport Z50 & QuadSport Z90

QuadSport Z50

Built for young riders and those just entering the sport, the 2017 Suzuki QuadSport Z50 puts an emphasis on safety and adult control. It’s an ideal choice for younger off-road adventurers.

The vehicle features a keyed ignition and remote tether stop switch to give adult supervisors the control they need. A push-button electric starter makes it easy to fire up the engine when it’s time to ride.

The child-sized controls are adjustable, and a screw-type throttle limiter gives adults the ability to limit maximum

power output for graduated learning. An air-cooled, four-stroke 49cc engine puts out efficient and reliable power, and is sized right to keep the QuadSport Z50 ATV lightweight and low to the ground.

Built in Suzuki’s own factory, the 2017 Suzuki QuadSport Z90 is powered by a compact 90cc four-stroke, air-cooled engine designed for consistent performance, durability and low maintenance. Single A-arm front suspension with twin independent shock absorbers and singleshock rear suspension provide long wheel travel for a smooth, comfortable ride.

Both these QuadSport ATVs feature smooth-running CVT automatic transmissions for easy operation; they let riders focus on riding.

QuadSport Z90

The Suzuki QuadSport Z50 may be used only by those aged 6 and older. The QuadSport 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.

Serious injury or death can result from the improper uses of the ATV. Even though your child may be the right age, ensure that he or she has the size, strength, skills, and judgment to operate the ATV safely. Along with concerned conservationists everywhere, Suzuki urges you to Tread Lightly!® on public and private land.

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2017 Suzuki KingQuad 750AXi Power Steering and 750AXi

The 2017 Suzuki KingQuad 750AXi – Suzuki’s most powerful and technologically advanced ATV – sets the standard for Utility Sport ATVs. This KingQuad is powered by a 722cc fuel-injected, liquid-cooled engine that delivers the right balance of working power and trail-ready performance. A twin-spark-plug cylinder head improves combustion, eases cold engine starts and allows for consistent performance.

The QuadMatic™ CVT-type automatic transmission provides versatility and

convenience with a fender-mounted gate-type shifter for high/low range selection. Its advanced engine-braking system helps control the vehicle during steep descents. Rider friendly, handlebarmounted push-button controls permit easy selection between 2WD, 4WD and differential-lock 4WD modes.

The KingQuad’s easily adjustable independent front and rear suspension gives comfortable control over rough obstacles while still being able to haul

2017 Suzuki KingQuad 500AXi Power Steering and KingQuad 500AXi

The 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 EFI-equipped engine, utilizing a multi-hole fuel injector, provides exceptional performance throughout the powerband with a strong mid- to high-end punch. Its cylinder is canted forward for a low center of gravity resulting in reduced engine height and lower seat height.

The KingQuad’s advanced chassis lets you power over obstacles with ease while still being able to haul or tow what you must to get the job done. It features independent double A-arm front suspension, plus fully independent, A-arm/I-beam rear suspension.

The QuadMatic™ CVT-type automatic transmission provides versatility and convenience with a fender-mounted gate-type shifter for high/low range selection. Its advanced enginebraking system minimizes free-wheeling with the throttle off and helps control the vehicle during steep descents.

Handlebar-mounted push-button controls permit easy selection between 2WD, 4WD and differential-lock 4WD. An override button can be used to override the normal speed limiter when stuck in the mud.

or tow when the job requires it. Braking is handled by dual hydraulic front disc brakes plus a sealed, multi-plate rear brake system. The rear brake’s clutch-type design provides greater durability, reduced unsprung weight, and low-maintenance.

The advanced Power Steering system on the KingQuad 750AXi PS model provides responsive handling, reduces turning effort, and damps vibration to the rider.

The system also permits the use of higher handlebars for more rider comfort.

2017 Suzuki KingQuad 400ASi and KingQuad 400FSi Suzuki offers the KingQuad 400 ATVs in two industry-unique options: The KingQuad 400ASi uses Suzuki’s technically advanced fully automatic QuadMatic CVT transmission. It features high- and lowrange settings and reverse, plus an advanced engine-braking system that minimizes free-wheeling with the throttle off. The KingQuad 400FSi gives riders a five-speed manual transmission with automatic clutch, making it the ideal performer for riders who prefer the control of a foot-shift transmission.

Both KingQuad 400 ATVs feature Suzuki’s fuel-injected 376cc four-stroke, four-valve engines tuned to produce the right blend of hard-working power and trail-response fun. Suzuki’s class-leading fuelinjection system contributes to smooth power output, especially in the mid-to-high range, as well as more consistent cold starts. A handlebarmounted lever permits easy selection of 2WD or 4WD drive modes.

Both models also feature full-size chassis’ running on 25-inch tires with aggressive all-conditions tread. Independent front A-arm suspension offers smooth performance and remarkable ground clearance. A swingarm rear-suspension with twin shock absorbers provides agile handling and plush ride.

All KingQuads and their engines are built with pride in America at the Suzuki manufacturing facility in Rome, Georgia.

Check SuzukiCycles.com for all colors, specifications and retail pricing information.

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SPECIAL FEATURE

WES COOLEY RIDES AGAIN

The 2-time AMA Superbike champ climbs aboard at Mid Ohio, and reminds everyone of Suzuki’s deep Superbike roots

I

By Mitch Boehm Photos by Jeff Guciardo/AMA

t’d been a long time since Wester Steven Cooley had ridden the Yoshimura Suzuki GS1000 Superbike he won the 1979 and 1980 AMA Superbike championships aboard. 35 years, in fact. And as he watched the bike being warmed up on Mid Ohio’s pit lane while buckling his helmet and slipping on his gloves, Cooley definitely felt anxious about the reunion.

“To be honest,” Cooley said later to Cycle News’s Larry Lawrence, “I was a little apprehensive about getting back on the bike. I haven’t really ridden much at all in the last 30-some years.”

Of course, any lingering doubts vanished early into his first set of laps as Grand Marshall of this year’s Vintage Motorcycle Days at Mid Ohio (July 8-10), much the same way Cooley himself used to vanish from most of his competitors during his racing days.

Cooley is, after all, a racer, and a champion.

“Once I got out there,” Cooley said, “the sounds, the smells… it was like going back 40 years in time! I was happy, maybe even relieved, to find that people still remembered.”

Oh, yeah, they remembered. All of

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which was obvious by the way Cooley was stopped constantly as he walked the Mid Ohio grounds with his wife Melody, or the length of the lines waiting for autographs or photos with the Hall of Famer, or the way fans lined up along the fences during his lunch laps taking photos, cheering and waving.

For Wes Cooley, being the Grand Marshall and riding at VMD 2016 was like coming home.

I didn’t attend any of those epic late ’70s or early ’80s Superbike races Cooley was such a part of. I was a motocross racer and emerging street squid at the time, riding my GS1000S and GPz550 and reading all about Cooley, Freddie Spencer and Eddie Lawson in the pages of the magazines during college. But helping bring Cooley back into motorcycling via his Grand Marshall appearance at VMD, something I put together with vintage Superbike collector Brian O’Shea and the good folks from the AMA, I felt as if I’d been part of the scene instead of just a guy who joined the motojournalist ranks in 1985.

For me, the roots of Cooley’s return stretch back years. I’ve been riding, racing and collecting vintage bikes since the middle 1990s, and have always found those early Superbike days immensely riveting. The big power, flexy frames,

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With the help of Wes Cooley and the GS1000S series, Suzuki changed Superbike racing even before the GSX-R arrived.

and colorful personalities made those years very special for baby boomers.

My partner in crime for this whole VMD/ Cooley scheme was Brian O’Shea, who owns a handful of pedigreed Superbike racers, several of which have won championships.

O’Shea and I figured that featuring some of his collection at VMD, along with Wes Cooley and the GS1000, would be an ideal way to honor the Superbike class, which celebrates its 40th anniversary this year (1976 – 2016).

They key would be getting Wes on O’Shea’s GS1000, aboard which Wes won the 1980 title, for some demo laps. Fortunately, O’Shea

PHOTO: GARY YASAKI

got the bike in running order; Wes agreed enthusiastically to be Grand Marshall; the AMA bought in wholeheartedly; and Suzuki pitched in as a sponsor – which is entirely appropriate given Suzuki’s dominance in the Superbike class in the last four decades with its GS and GSX-R models.

Aside from the four bikes O’Shea would bring (Wes’s GS1000, the KZ1000 Reg Pridmore won the ’78 title aboard, the VF750F Freddie Spencer won the 1985 Daytona 200 aboard, and Bubba Shobert’s 1988 AMA Superbike title-winning VFR Honda), Cleveland Ohio’s Ken Edgar would bring the OCTOBER - 2016

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SPECIAL FEATURE

40 Years of Suzuki Superbike

Suzuki has earned more championships in AMA Superbike racing than any other manufacturer 1979, Wes Cooley, GS1000 1980, Wes Cooley, GS1000 1989, Jamie James, GSX-R750 1999, Mat Mladin, GSX-R750 2000, Mat Mladin, GSX-R750 2001, Mat Mladin, GSX-R750 2003, Mat Mladin, GSX-R1000 2004, Mat Mladin, GSX-R1000 2005, Mat Mladin, GSX-R1000 2006, Ben Spies, GSX-R1000 2007, Ben Spies, GSX-R1000 2008, Ben Spies, GSX-R1000 2009, Mat Mladin, GSX-R1000

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Wes Cooley receives special recognition at the AMA Vintage Days event.

1982 Katana Superbike on which Cooley got fourth in that year’s title chase. All in all a stunning, five-bike collection under a big tent, with period graphics and video to boot.

Over and above all the autograph signings and photographs, chalk talks with fans, backslapping and storytelling during the weekend, Wes’s lunchtime laps were epic happenings, and not only for the fans lining the course at noontime each day. O’Shea and I are both longtime roadracers, and the sometimes-tricky process of getting the bike ready, running, and to the spot on the hot pit lane so Wes could hop on and do his thing was amazingly exciting for us. The adrenaline that flooded my gut when we fired the bike up on the hot pit with the Wes Cooley standing nearby … wow. It was almost like being a Yosh pit crewman back in the day on the grid

at Daytona or Laguna Seca. Almost.

“Every lap I’d feel better,” Wes told me afterward with a big grin, “and I’d enjoy it more. Riding my old racebike made me feel like getting back into it, maybe a track day. But I know better … Melody would kill me!”

The smile on Wes’s face when he’d jump off the bike at the end of his stints made all of the hoopjumping we’d had to do during the weekend totally worth it. But it’s what he told me at dinner on the final night that capped off what was already one of the most memorable weekends of my life. “Guys,” he said to me and O’Shea, “this has been an amazing weekend, for me and for Melody. Thank you so much for making it all happen!”

Reuniting Wes Cooley with the Yoshimura Suzuki GS1000 Superbike on which he won two AMA Superbike titles? Amazing. Having him thank you for the opportunity? Priceless.

Wes Cooley lines up on his restored #34 GS1000S for laps at the Mid-Ohio circuit during AMA Vintage Days.

The 1982 Suzuki Katana is still revered for its streamlined style.

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MOTORCYCLE CAMPING

Setting Up Camp Motorcycle Camping Makes Every Bike an Adventure Bike

By Glenn Hansen

H

iking to camp, that’s a whole lotta work.

Car camping? That just seems like cheating.

Motorcycle camping, now that sounds perfect. I set out recently with the V-Strom 650 ABS for a brief but real camping adventure. While the ‘Strom is an ideal choice as a camp-access vehicle, you can use nearly any motorcycle for your own camp getaway. It simply requires the right amount of preparation.

Every camper knows the trip is as much about the gear as anything. A motorcycle camping trip, therefore, starts with saddlebags. Even before choosing your route and destination campground, you gotta know how much you can carry, and carry safely, on your bike.

For me, that was easy, thanks to the complete aluminum luggage kit available for the V-Strom 650 ABS. I ordered this kit and installed it in my garage using simple hand tools, and everything fit like factory design because it is. All three luggage pieces lock securely in place – and they lock shut – plus they’re easy to remove when not needed. The kit even includes longer footpeg feelers that easily screw into the base of the pegs, reminding you of the bike’s limited lean angle with luggage bags locked on. You can also buy a waterproof liner bag – not necessary for me in a Southern California summer.

You don’t need locking aluminum saddlebags; a good set of soft bags can be secured to haul your camping gear on almost any Suzuki motorcycle. Do you ride a Burgman?

You might be able to stow all your goodies beneath the seat! Companies such as Nelson Rigg even make Dry Bag saddlebags that are durable and fully waterproof. Just make

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MOTORCYCLE CAMPING Camping Gear

Make two lists: Must and Maybe.

These lists will vary depending on your level of camping seriousness, and the duration of your adventure.

My “Must” List

Tent Sleeping Bag & Pad Headlamp & Flashlight Hammock Water Snack Wet wipes First-aid kit Camera Gear Backpack Clothes Towel Knife & Multi-tool Cell phone & Charger Bug spray Money Book

My “Maybe” List

Camp Chair Cook Stove Dining Gear Food Portable Speaker iPad Solar Charger Coffee setup Small hammer for tent stakes

Pack prudently, and load wisely, keeping the heaviest objects low in the side bags, and the lightest gear in the top case.

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Before choosing your camping destination, check for nearby stores and restaurants. You might not need to carry and cook your own meals.

sure to install any soft bags properly so they don’t contact hot exhaust components or moving parts of the bike (I’ll tell you that story another time).

With your adventure bike ready, now you need to decide how adventuresome you want to be. My camping trip was a simple one-nighter, and that’s a great way to ease into motorcycle camping if you’re new to it. Southern California is loaded with campsite options, from beach sites to mountain destinations or desert venues. I picked a site near one of my favorite mountain roads so I could play on the V-Strom if campsite solitude bored me – and it did. I shouldn’t have to tell motorcyclists that motorcycle camping is all about the motorcycle and not just the camping. But I just did.

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My chosen campsite – Doane Valley Camp in Palomar Mountain State Park – was remote enough to qualify as a real overnight getaway. It was quiet, well maintained and ideally setup for the camp experience. It had a fire pit, picnic table, food storage options, plus hiking trails nearby. A paved road took me right to my reserved spot; campsite #21 cost me 38 bucks. A fair price for somewhat groomed wilderness. Still, I was less than three hours from home, and under an hour from a resort casino. I had options.

Those options included food nearby. That meant no campsite cooking for me!

More importantly, that meant I didn’t need to carry food on the motorcycle from home. A restaurant and general store about 10 miles away were open limited hours, but I knew the choices existed. (Palomar Mountain Road is a popular riding spot for bicyclists and motorcyclists, and these retailers do well, even with their limited operating hours.) The only thing I brought along from my Maybe list was some dining gear in case I chose to bring my food back to camp. Campsite #21 had the grill and fire pit available so no camp stove needed. And while coffee is usually a “must” for me, I left that setup at home this time.

If I get a good night’s sleep, the morning coffee is less important. Years ago, I invested in a high-quality, lightweight sleeping bag, and a compact two-person tent that packs small and sets up in about two minutes. One dude in a twoperson tent means I have plenty of room for my backpack, clothes and any gear I want with me through the night – book, water bottle, headlamp, teddy bear, you know. You can pack a larger tent if you’re camping with a friend, but just make sure it packs well on your bike. One thing I forgot (probably because it was on my

Maybe list) was the tent-stake hammer. Using a rock to pound tent stakes into California’s terra firma is not the ideal option.

Wearing my riding gloves helped, but a real hammer is better than any caveman-inspired rock tool.

Put that hammer on the Must list.

Important note: Consider the weight of all your gear, and where you’ll pack it on the bike.

Including the weight of the aluminum luggage, my camping gear added nearly 75 pounds to my V-Strom. I kept the lightest items – sleeping bag, pad, tent – in the Top Case. I did my best to load the heaviest gear – camera equipment, book, clothes, water – down low in the side cases.

If you’re packing food plus a stove and fuel, that will add even more weight (plus that hammer), possibly impacting the handling of your motorcycle. Plan ahead with your gear; pack it up and take a local test ride to see how the camping-ready bike handles.

Another advantage of my state-run campsite? There was plenty of affordable firewood nearby, and it was dry and cut to the right size for my site’s fire pit. Of course, if you’re camping out of the family SUV, firewood is easy to pack from home, but not on the V-Strom.

For wintertime camping, or if I head to a state where it actually rains, I’d need to pack good motorcycle rain gear as well. You can find lightweight options that stow into a small space in your luggage. Tour Master sells a nice two-piece rain suit and waterproof boot covers for around $150.

With all I packed in the V-Strom’s aluminum luggage for my one-nighter, I still had room for more of the items from my Maybe list. Plus, I could have carried a backpack full of stuff, or used an expandable tank bag to carry small items. That means, of course, that I’m planning a longer, multi-day camping extravaganza for next summer.

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SUZUKI RACING

Professional rider in closed course conditions.

2016 Motocross Champion!

Suzuki RM-Z450 & RCH Racing R

CH Racing – the team formed by co-owners Carey Hart and Ricky Carmichael in 2012 – has earned its first national championship, thanks to Ken Roczen and the Suzuki RM-Z450. This is the first privately owned team to win a 450 Pro Motocross title.

During the 2016 Lucas Oil Pro Motocross Championship season, which concluded

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with the Ironman Race on Aug. 27 in Crawfordsville, Ind., Roczen won 20 of the 24 motos run, he led 324 total laps during the season, and earned the championship with a remarkable .833 winning average.

Officially, Roczen closed out the 2016 motocross season 86 points ahead in the final championship standings.

“It’s huge,” said Roczen. “If you would have asked me at this time last year what this year would be like, I would have said ‘I don’t

know.’ It’s pretty amazing to see what we’ve done, where we came from and how much we’ve accomplished. We’re the first privately owned team to pull off a 450 championship and those results speak for themselves. I had so much fun this year. The vibe with the team was awesome and my bike was incredible.”

Team co-owner Ricky Carmichael is the first former professional motocross racer to earn championship honors as both a motocross racer and team owner.

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RCH/Yoshimura/ Suzuki Factory Racing Starting with the 2017 AMA Supercross season, the new RCH/Yoshimura/Suzuki Factory Racing will be the premier 450 motocross and supercross team for Suzuki Motor of America Inc. (SMAI).

This newly established effort combines SMAI, RCH Racing, and Yoshimura Racing & Development into a singular racing entity competing in the AMA Supercross and AMA Motocross championships.

“Suzuki has supported RCH Racing since its inception,” said Carey Hart, co-founder of RCH Racing along with 15-time AMA Champion Ricky Carmichael, “and Yoshimura has been an important factor in our success as well. Having just clinched the 2016 AMA Pro Motocross Championship, we have proven that we can win titles. We are excited to bring our strengths to the new RCH/ Yoshimura/Suzuki Factory Racing Team.”

RCH/Yoshimura/Suzuki Factory Racing

will be led by Kyle Bentley as team manager.

The new team will make its debut at the 2017 AMA Supercross opener on January 7, in Anaheim. Riders will be announced later.

“Everyone at RCH is excited about the opportunity ahead of us and the partnerships we’ve created,” added Carmichael. “RCH always strives to be the best team in the paddock and this relationship positions all parties involved to do exactly that. It all starts with hard work, determination and uncompromised support from Yoshimura and Suzuki. With everyone working together focusing on the same goals, we expect to race for wins and championships for years to come.”

“Yoshimura and Suzuki have been racing partners for more than 40 years, both in the US and in Japan,” said Don Sakakura, president of Yoshimura Racing & Development, “and over the past few years,

we have developed a strong relationship with RCH Racing as well. Everyone at Yoshimura is excited to be a part of this new factory effort and we look forward to building an even stronger racing presence.”

This move by SMAI is a continuation of the expansion the company is making in racing and in support of racers nationwide.

“Combining RCH and Yoshimura into a single team is part of our goal of strengthening the Suzuki brand in supercross and motocross,” said Kerry Graeber, SMAI’s Vice President of Sales and Marketing.

“Simultaneously, we are growing our grass roots programs, developing a new 250 team effort, which will be announced shortly, and establishing RCH/Yoshimura/Suzuki as the recognized top rung of the ladder. All of this is being done to increase sales of Suzuki motocross and off-road products.”

Suzuki Wins NHRA Sonoma Nitro Fish / Suzuki Extended Protection Suzuki rider LE Tonglet won for the first time in nearly five calendar years. The firefighter from Metairie, La., who last won at the Brainerd, Minn. NHRA event in 2011, became the second Suzuki rider to record a 6.7-second pass during qualifying and kept up his career-best performances throughout eliminations. This was Suzuki’s first win of 2016 in the NHRA series.

Tonglet ran 6.79s during wins over Katie Sullivan and Hector Arana Sr. As the sun put more heat on the track in the late rounds, brother and crew chief GT made sure the

bike didn’t fall off as much as their competitors, which proved to make the difference in the event. Tonglet ran 6.81s in the last two rounds, which, combined with holeshots over Harley riders Eddie Krawiec and Andrew Hines, put him in the winner’s circle at this event like he was in 2011.

“It has been five years since we have won, and to bring home the Wally after beating Andrew and Eddie back to back is just huge for our team,” said Tonglet.

“We just come out here to have fun, and it wasn’t getting fun. We had to change some things up and started getting round-wins, and it is just great.”

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10/5/16 9:26 PM

SUZUKI RACING

Top Of The World Suzuki racers earned a repeat World Endurance Championship after an exciting and drama-filled deciding round at Motorsport Arena Oschersleben in Germany.

Suzuki Endurance Racing Team (SERT) riders Vincent Philippe, Anthony Delhalle and Etienne Masson raised SERT’s 15th World Trophy aboard their GSX-R1000 after a race-long battle where they fought with several contenders; as just a handful of points separated the main challengers coming into the final event.

Joining SERT on the overall championship podium was Suzuki privateer Team April Motor Motors Events, finishing third overall in the championship standings.

Coming into the final round, SERT was in fourth place overall, nine points behind series

leaders Team April Motor Motors Events. The SERT team was just one point behind SRC Kawasaki and YART Yamaha, but both of those teams forced out of the event for various reasons, ending their championship hopes.

The high-pressure race day got even more

dramatic when some of the leading title challengers dropped out with mechanical troubles. In the end, SERT and the reliable GSX-R1000 successfully defended the title.

The accomplishment marks Suzuki’s 10th World Endurance Title in the last 12 years.

Professional rider in closed course conditions.

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BEHIND ‘BARS

2018 Suzuki V-Strom 1000 and V-Strom 1000XT

Explore In Comfort

With style to match the V-Strom 1000, the 2017 650 delivers a host of new features that advance the bike’s style and improve comfort and convenience for the rider.

The 650’s 5.3-gallon fuel tank maintains its riding-range volume, and is reshaped with a thinner profile where the tank meets the seat for more comfort. The seat itself is new and more spacious, and uses a textured cover that is both smoother and more slip-resistant for both rider and passenger.

The rider sits behind a new three-way height adjustable wind screen; it was wind-tunnel tested to reduce buffeting, noise and rider fatigue. That screen sits atop a new vertically stacked headlight and the beak-style fairing that matches the V-Strom family look while also cutting through the wind more efficiently.

The V-Strom 650 features all-new 10-spoke cast wheels that are lighter and come standard with Bridgestone tubeless radials. Disc brakes front and

rear deliver controlled stopping power, and a compact Antilock Braking System (ABS)** monitors wheel speed to match braking to the available traction.

Road comfort is enhanced by 43mm front forks and a link-type rear suspension with rebound damping and a convenient hand-operated preload adjuster.

The 650 gets a new multi-function instrument panel with brightnessadjustable LCD readouts. The panel’s info package includes an odometer, dual tripmeters, plus a clock, fuel gauge, and displays for traction control, gear position, fuel consumption and more. A 12v DC accessory outlet is now mounted on the dash as standard equipment.

Complete Accessory Range

The V-Strom 650 is a highly customizable explorer, thanks to a complete line of Suzuki Genuine Accessories. The options include touring luggage sets, grip heaters and more.

Note *The Traction Control System is not a substitute for the rider’s throttle control. It cannot 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.

To show the V-Strom’s leadership in this category, Suzuki announces the 2018 V-Strom 1000 and 1000XT, featuring refined systems to improve the bike’s adventure-ride capabilities. Suzuki engineers focused on strong engine performance and great fuel economy while achieving world-wide emission standards. Plus, these 2018 motorcycles feature Suzuki’s new Motion Track Antilock* & Combined Brake System and other features to bring rider-assist technology to a new group of adventure riders.

2018 Suzuki V-Strom 1000 & 1000XT Features A new, five-axis Inertial Measurement Unit (IMU) provides vehicle spacial information to the innovative Motion Track Anti-lock* & Combined Brake System.

Liquid-cooled, 1037cc, V-Twin engine delivers strong engine performance while achieving worldwide emissions requirements without any reduction in horsepower.

New fairing styling retains the vertically stacked headlights, new adjustable windshield, and iconic Suzuki DRBig styling that brings true adventure style and real-world function.

The XT features new spoke-style wheels with tubeless radial dual-purpose tires plus the new, tapered, large diameter handlebars deliver the function that validates their exploration style.

Refined multi-function, illuminationadjustable instrument panel delivers a wide range of vehicle information and aids in selecting the Suzuki Traction Control* system modes.

** Depending on road surface conditions, such as wet, loose, or uneven roads, braking distance for an ABS-equipped vehicle may be longer than for a vehicle not equipped with ABS. ABS cannot prevent wheel skidding caused by braking while cornering. Please drive carefully and do not overly rely on ABS.

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10/5/16 9:34 PM

TECH Q&A

Sinkin’ Your Teeth In Sprocket Knowledge

A

re you gearing up? This may sound like you’re prepping your gear for a day at the track, but we’re talking about sprockets. You “gear up” or “gear down” by changing sprockets to different sizes. The front sprocket should be changed only when it’s worn; keep it at the same stock size and use a Genuine Suzuki sprocket that best fits your RM or RM-Z. Sprockets, or “chainwheels” more literally, are measured by their number of teeth. To determine the final drive ratio, divide the rear sprocket size, say 49 teeth, by the front or countershaft sprocket size, say 13 teeth (like a new Suzuki RM-Z250). In this case, the Final Drive Ratio is 3.77 – the front sprocket revolves 3.77 times to make one complete revolution of the rear sprocket.

If you replace that RM-Z’s 49T rear chainwheel with a 52T – and that’s a big change – your final drive ratio is now 4.00 (52 divided by 13). You just “geared down.” That may sound backward, but the relation is always to the front or countershaft sprocket, and in that relationship, the front sprocket became relatively smaller, so you geared down.

This number is most important when you’re changing gearing. It’s easy and beneficial to be scientific about this.

And when you want to make a change, you should be scientific. Make one small change at a time, document it and test it before considering further changes.

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Why Change the Drive Ratio?

Want the short answer? Gearing down by installing a larger rear sprocket (like with our RM-Z250 example) increases the final drive ratio and reduces top speed, but can increase acceleration. Gearing up, like with a smaller rear sprocket, will decrease the final drive ratio and add more top speed.

(No, you’re not changing engine power, but the bike’s ability to use that power.)

Short answers never tell the whole story, of course. Setting the gearing for your motocross bike presents a trade-off between low-end power delivery and top-end speed. If you like a nice blend of the two and are happy with the power delivery of your vehicle in stock form, then leave the drive ratio alone. Just keep an eye on your sprockets (and chain) for wear.

If you want better top-speed or stronger acceleration – and it’s not easy to get both – then gear up or gear down, and you can do

so for $100 or less (sometimes way less).

If you’re riding a technical track with deep soil, sand or elevation changes, you could benefit by gearing down. This will give you strong acceleration out of corners, and let your bike better use power to pull through the soil or up hills. You may have to shift more often, but you’ll get the strong pull you desire.

If your favorite track is hard-packed with big sweeping turns, then you may want to gear up and make the most of your machine’s top-end power delivery. You will lose access to some low-end power, and may have to use more clutch for low-rpm control. In exchange, you’ll get more of what you want at higher rpm in improved top speed.

Sprocket Construction

Most sprockets are made from either steel or aluminum, or maybe even a mix of the two.

Steel sprockets are generally less expensive, and better for longevity. Countershaft sprockets

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You Need to Know This

When changing your sprockets due to wear, you will need to inspect and perhaps replace your chain. The chain and sprocket relationship is best when the two wear together. Mixing an old chain with a new sprocket – or vice versa – can shorten the life of either. Not a good idea.

And if you make a big change in sprocket size, you may need a shorter or longer chain.

Change the countershaft sprocket only if it’s worn, and only with one of the same stock size. It’s most often best to make gearing changes with the rear sprocket. You get more fine adjustments, and that’s generally desired.

DON’T use a smaller-thanstock front sprocket. On a smaller sprocket, the drive chain must turn a tighter radius, which increases friction and can decrease the life expectancy of the chain.

are often made of steel; they need to be durable and their small-size means the weight of steel is usually not an issue. The best steel sprockets use hardened and heat-treated steel.

Sprockets made of aluminum are significantly lighter, but have a shorter life span,

and are more expensive than steel. For race bikes, the weight savings can be huge, often a couple pounds.

Knowing that you can change the rear sprocket to fine-tune track performance that’s something to sink your teeth into.

Your Suzuki dealer sells factory-tested Suzuki Drive Chain replacement kits, complete with front and rear chainwheels, and the chain. These kits are available for many street and off-road motorcycles.

49T

13T Drive ratio 3.77 (49/13) OCTOBER - 2016

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10/5/16 9:27 PM

GREAT ENGINES DEMAND HIGH-PERFORMANCE OIL

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Suzuki developed the all-new premium line of ECSTAR Oil & Chemical products with that trust in mind. For racers and cruisers, trail riders and commuters, ECSTAR products are made to achieve and maintain the high level of performance you demand from your Suzuki motorcycle, scooter and ATV.

+ ECSTAR R9000 Full Synthetic Engine Oil + ECSTAR R7000 Semi-Synthetic Engine Oil + ECSTAR R5000 Mineral Engine Oil ECSTAR products, and all Suzuki Genuine Accessories, are available exclusively at your local Suzuki dealer. For the Suzuki dealer nearest you, call 714-996-7040, or visit us on the web at www.suzukicycles. com. You can also purchase any available Suzuki accessories through our website at store.suzukicycles.com. Thank you for choosing ECSTAR and Suzuki Genuine Accessories.

Suzuki, the “S” logo, ECSTAR, and Suzuki model and product names are Suzuki Trademarks or ®. © Suzuki Motor of America, Inc. 2016.

Professional rider in closed course environment.

In all performance parameters, from wear protection and stability to piston cleansing power and fuel economy, Suzuki ECSTAR Oils exceed expectations. Suzuki has factory tested every formulation to optimize engine performance.

The NEW ECSTAR Oil line includes three high-performance oils:

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Professional rider in closed-course competition.

EXPERIENCE GSX-R

Maverick ViĂąales and TEAM SUZUKI ECSTAR dominate the British Grand Prix at Silverstone with an unforgettable win.