Minnesota Motorcycle Monthly - September 2015 by Minnesota Motorcycle Monthly

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Minnesota Motorcycle Monthly® #169 September 2015

Minnesota Motorcycle Monthly®

Table of Contents September 2015

PUBLISHER

From The Hip

Victor Wanchena

MANAGING EDITOR

All The News That Fits

Bruce Mike

EDITOR Guido Ebert

Geezer With A Grudge Change Is Gonna Come

COLUMNISTS Thomas Day

CONTRIBUTORS

Tales From The Road Argonauts In Wisconsin

Photo By Bruce Mike

Paul Berglund Kevin Clemens David Harrington Harry Martin

From The Hip

WEBMASTER Julie S. Mike Minnesota Motorcycle Monthly® is published nine times a year by: Hartman Press, Inc. 7265 Balsam Lane North Maple Grove, MN 55369 Phone: 763.315.5396 email: bruce@mnmotorcycle.com www.mnmotorcycle.com Subscriptions are available for $14.00 a year (U.S. funds). See subscription form below. Advertising inquiries: sales@mnmotorcycle.com 763.315.5396 Minnesota Motorcycle Monthly encourages your submissions. M.M.M. will edit all accepted submissions and retains nonexclusive, multiple use rights to work published in M.M.M. Minnesota Motorcycle Monthly will return submissions only if accompanied by an SASE. “Minnesota Motorcycle Monthly” is a registered trademark. Copyright 2015 by Hartman Press, Inc. All rights reserved.

By Bruce Mike

n early August my lovely bride and I went on our first significant motorcycle trip since her accident. Two years ago we were headed home from a week long ride through the Smoky Mountains when she was hit by an inattentive driver. She broke her wrist which required a couple of surgeries. She will probably never get all the strength back and will most likely have pain for the rest of her life. Needless to say, we haven’t done nearly as much riding as we used to. We went on this recent adventure with two couples we have done several trips with and who we have great fun travelling with. Our “Road Captain” on this ride is a GPS geek and does an amazing job leading. He rides at a good pace and is very mindful of those who are following. He also does a great deal of planning and routing which takes us on amazing roads with easy to accomplish daily mile totals. He makes these trips really easy for me because all I have to do is show up and follow. This particular trip took us up to Copper Harbor, across Michigan’s Upper Peninsula, over the Mackinaw Bridge, down to Muskegon and across Lake Michigan, on a Ferry, to Milwaukee. We left early on a Thursday and returned the following Tuesday in the evening. It was a great trip totalling about 1600 miles. I think we had about 50-75 miles of rain, temperatures in the mid 70s to low 80s and a ridiculous number of amazing roads. The road on this trip I was most excited about is The Tunnel Of Trees Road (M-119). It starts in a small town southwest of Mackinaw City called Cross Village. It ends in another small town called Harbor Springs. It’s a little over 20 miles long and your speed is between 15 and 30 mph. It’s a very narrow road but the pavement is good. It truly is a tunnel of trees and with the vast variety of them I’m sure the road is a parking lot when the leaves start to change color. If you are ever in the area, drive the road. It was well worth it. We ended the trip in west central Wisconsin in Hillsboro. It’s near the Kickapoo and Baraboo rivers as well as Wildcat Mountain State Park. Again, if you’ve never ridden this area you should check it out. There are miles and miles of twisties and hills. If you’re a “leafer” this would be a great place to spend a fall weekend. We spent our last night on the road at the Blue Highway Motorcycle Lodge. I didn’t think it would be my kind of place. I tend to look for cheap lodging when I’m on a bike trip because I’m normally not looking to spend a whole lot of time there. As it turned out, this was the perfect place. Each couple had their own cabin with a king size bed, whirlpool tub, gas grill and outdoor fire pit. We all gathered at one cabin for dinner and a fire. It was a great final day of our trip. The couple who own the lodge are motorcycle enthusiasts themselves and opening this little resort was their way out of the rat race. They have six cabins that are available only to motorcyclists. I’m not normally big on exclusivity but staying somewhere where there aren’t a bunch of kids running around was really nice. Each of the cabins has covered parking for your bikes as well as a hose and bucket if washing them is important to you. If you’re looking for a home base for two or three days, in an area with some amazing riding, the Blue Highway Motorcycle Lodge would work great. Check them out at www.bluehighwaymotorcyclelodge.net MMM

Road Rash Calendar

8-9

Bike Review 2015 Triumph Tiger 800 XCx

10-13

Special Section Electric Bikes

Motorcycling In Minnesota St. Peter to Faribault Loop

Random Scootering Best Commuter – Scooter or Motorcycle? Cover photo Guido Ebert 2015 Triumph Tiger 800 XCx Provided By: Belle Plaine Motorsports 908 East Main Street Belle Plaine, MN 56011 Phone: 952.873.4500 bpmotorsports.com

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Minnesota Motorcycle Monthly® #169 September 2015

All The News That Fits driving record review and a training course to receive a motorcycle road guard certificate, 2) meet safety and equipment standards outlined in the law, 3) only act as a flagger for group rides with 20 or more motorcycles, 4) notify each statutory or home rule charter city through which the ride is traveling, and 5) receive consent from the chief of police of city of the first class through which the ride is traveling.

Dungey Earns Another #1

Drivers stopped by a certified road guard must obey the flagger’s instructions and stay stopped until they are given the “all clear” signal from a flagger or police officer. Road Guards are not allowed to hold traffic for longer than 10 minutes.

Photo By Cudby S.

Minnesota’s Ryan Dungey continues his domination of the dirt by clinching the 2015 Lucas Oil Pro Motocross Championship. It’s his third 450 Class title in six seasons. Dungey, riding for Red Bull/KTM, took home the Edison Dye Cup on Aug. 15 following the penultimate round of the season at Miller Motorsports Park in Utah. It was his sixth overall win of the season. The 12th and final round of the Lucas Oil Pro Motocross Championship took place Aug. 22 at Ironman Raceway in Crawfordsville, Ind.

Royal Enfield Transitions Biz Classic Motorworks’ import and distribution of Royal Enfield (RE) motorcycles in the U.S. is being transitioned to Royal Enfield North America, a wholly owned subsidiary of Eicher Motors Ltd. of India.

Kevin Mahoney, owner of Faribault-based Classic Motorworks, began importing Royal Enfield motorcycles in 1999. Royal Enfield North America is led by Rod Copes, who spent nearly 20 years with Harley-Davidson and last served as senior VP global sales and customer service. Copes joined Royal Enfield last July, and has spent the past year with Mahoney meeting the brand’s nearly 100 dealers and learning how the business operates in the U.S.

The new sales, marketing and administration headquarters will be moved from Faribault to Milwaukee, and vehicle distribution will be moved from Virginia to what Copes described to the Milwaukee Journal-Sentinel as a more central location.

Buell Back? Atlantic Metals LLC of New Jersey purchased Erik Buell Racing’s motorcycle manufacturing assets, which includes machinery, tooling, inventory, accounts receivable and intangible assets, for $2.25 million. India’s Hero MotoCorp., an investor in the former EBR, recently purchased the consulting assets of the business for $2.8 million.

Bruce Belfer, CEO of Atlantic Metals Group LLC, reportedly said he wants to

get Buell manufacturing motorcycles again, bring back employees who want to return to the company, and keep Erik Buell on as president.

Iowa Dealer to Auction Classic Honda Greenfield Honda closed in 1992 when the owners retired and walked away from the business leaving approx. 100 motorcycles inside. This month, on Sep. 6, the contents of that Iowa business – among the first Honda dealers in the U.S. – will be up for auction. Former owner Clyde Frizell and his business partner’s widow are liquidating the contents with the help of Randy Baxter of Baxter Cycle in Marne, Iowa.

The collection up for auction includes about 100 vintage Honda motorcycles. Among the treasures is a 1975 Gold Wing complete with the previous owner’s CB radio and bubble compass, an ’84 Gold Wing with low mileage, a 1962 Benly, a 1979 CBX with 43 miles, three CT70 Mini Trails, a pair of ATCs and a pair of BSA from the 1960s. There’s also crates of new engines, boxes of new fuel tanks, advertising signs, literature and posters, helmets, clothing, tools and parts.

The auction is set for 9:30 a.m. Sept. 6 at 409 NE Sixth St. (Iowa Highway 25), Greenfield, Iowa.

Road Guards Hit The Streets Minnesota motorcyclists are now able to stop and control traffic for large grouprides. But there’s a catch: These “Road Guards” must 1) successfully complete a

More than 400 Minnesotans have passed the Department of Public Safety Minnesota Motorcycle Safety Center Road Guard Training Course since the Motorcycle Road Guard Law was signed into law in 2012. The Road Guard Training Course is $30 and is offered through October. For more information or to register, visit motorcyclesafety.org.

Bonneville Cancelled The 2015 Bonneville Motorcycle Speed Trials/AMA Land Speed Grand Championship, scheduled for Aug. 29-Sep. 3, has been canceled due to poor conditions at the Bonneville Salt Flats in Utah. Parts of the dry lakebed are under at least a half-inch of water, said event manager Delicate Promotions LLC.

“We evaluated moving the course, such as last year, and could not find better conditions to support two courses or a viable alternate pit location,” Delicate’s Delvene Manning explained.

Skirting Rochester At 135 mph The Minnesota Department of Public Safety (DPS) says law enforcement wrote 16,410 speeding tickets and 2,101 seat-belt citations during an annual statewide enforcement effort from July 10-26.

and the loss of their licenses for being clocked in triple digits.

Sturgis Attendance Up for 75th Although official attendance numbers are yet to be released, organizers of the 75th Sturgis Motorcycle Rally say they suspect that nearly one million people roared into South Dakota’s Black Hills for the event. The previous attendance record of 633,000 people occurred at the 60th anniversary in 2000.

The attendance count starts on the weekend before the rally’s official Monday kickoff and ends the following Sunday. Among the tools used by organizers are traffic counts by the state transportation department, vendor reports, the amount of trash collected, and attendance numbers from Mount Rushmore.

Malcolm Smith Tells His Tale Malcolm Smith’s long-awaited memoir, appropriately titled Malcolm! The Autobiography, is now available. Malcolm teamed with longtime motojournalist Mitch Boehm for the two-year project that culminated in a 400-page, 11 x 11inch hardbound book.

“It took us a while to finish the book, but it’s really good,” the famed 74-year-old motorcycle racer said in his typical modest style. “There’s a lot here. Ten chapters, over 100,000 words worth of stories, and hundreds of photographs, many of them never seen before. It’s an amazing book if I do say so myself.” Stories include Malcolm’s early days along Canada’s Pacific coast, his childhood in San Bernardino, California, his first bikes, his racing efforts in the U.S., Baja, Europe and Asia, his business life, the iconic movie On Any Sunday and his family life.

For immediate order (and October delivery), visit www.malcolmsmith.com or www.themalcolmbook.com. Retail price is $49.95.

The fastest? Two motorcycles captured at 135mph on a county road near Rochester. Olmsted County Sheriff ’s Capt. Vince Scheckel told the StarTribune he’s never encountered speeders going so fast in his 21 years in law enforcement. The two men face a mandatory court appearance

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Minnesota Motorcycle Monthly® #169 September 2015

Change Is Gonna Come

Geezer With A Grudge

By Thomas Day

ev Pearman, formerly of MMM, sent a discussion group a link to an announcement from The Motor Company about their prototype electric bike, Project Livewire. Expressing his Geezerly self better than me at my worst/best, Sev concluded, “I have zero interest in electric vehicles; pitiful range is but one of [my objections].” My reply to that was, “The only thing that keeps me off of Zero’s new bikes is the purchase price. Price per mile crushes internal combustion engines, but I don’t have to worry about a motorcycle with a power train that could last 250000 miles. I won’t live or ride that long. 150 miles is enough range for 90% of what I do and a 6 hour charge is fine. In a few years, capacitors should replace batteries, charge times will drop dramatically, weight and range will expand nearly exponentially for the size and weight, power and performance are already comparable to or superior to internal combustion, emissions will finally be as good as cars or better, and that fuckin’ noise bullshit will be history. If you don’t like maintenance, electric motors are the bomb. A bike you can tweek to your performance standards through a USB port is right on target with the current and last two generations of possible motorcyclists.” Sev’s response was, “Blah blah blah No offense, Thomas, but this is the same ‘in the very near future...’ song that I have been hearing for 40 years. I distinctly remember reading this in both Popular Mechanics and Popular Science in the early 70’s. Sorry, color me skeptical.” Obviously, I’m comfortable with skeptical. In fact, when it comes to the blathering of economists, southern politicians, the major media talking heads, and any so-called “authority figure.” However, when scientists and engineers talk, I listen with a relatively open mind and some expectations. The fact is, no one writing for Popular Mechanics or Science was talking about semi-permeable molecular capacitors, lithium polymer batteries, lithium ion batteries, or even nickel-metal hydride batteries 40 years ago. Hell, sixty years ago Popular Mechanics and Science were babbling about flying cars and computers small enough to fit into a basketball gym and powerful enough to add really big numbers reasonably accurately. Today, Westinghouse, GE, and a collection of

foreign competitors are on the verge of making small liquid metal modular reactors available for applications from small electric engine power to portable electric generators and everything in-between. It could be a dealbreaker for the oil companies and revolution-

bon content. A real war on the world’s terrorists, begun back in 2001, would have crushed the oil cabal, launched the US into the 21st century with a vengeance, and revitalized our technology industries like nothing since the 1960’s space race. Instead, we choked, took the easy way out and invaded Iraq hoping for a quick fix with that country’s “oceans of oil” and blew two decades on militaristic decadence. Catching up is much harder than staying ahead, in any kind of race.

“I don’t have to worry about a motorcycle with a power train that could last 250,000 miles. I won’t live or ride that long”. ary for electrical generation, but most people are fixated on Three Mile Island, Chernobyl, and the false cold fusion story. Stay tuned, electrical generation could be the new cheap energy. Ballard Power Systems, a Canadian fuel cell manufacturer, is contracted with Volkswagen’s fuel cell development program and a couple of large bus manufacturers with working prototypes in service, not to mention providing the power for Toyota’s corporate offices in Torrance, CA. All kinds of science fiction stuff is happening right now and almost none of it was predicted or promised 40 years ago. About the only prediction that has been reasonable useful from the last 50 years has been Moore’s Law. (“The complexity for minimum component costs has increased at a rate of roughly a factor of two per year . . .”) Gordon Moore’s succinct technology estimate has been reasonably accurate for at least 30 years and there is every likelihood that it will be revised upward with new technology.

Technology and change don’t depend on American exceptionalism and all of those technologies we ignored are going ahead without us. Just ask the remnants of the Ottoman Empire and the struggling descendants of the world’s great powers of the past: Greece, Italy, Spain, Portugal, France, England, Russia, and, even, China (only now crawling out of the ruins of its 4,000 year old civilization). Semiconductor density is not the only technology experiencing exponential change. You know that bullshit small print thing stockbrokers hope you don’t read regarding the odds that the stock they just conned you into buying will produce a profit (for you)? “Past performance does not necessarily predict future results.” Ray Kurzweil called this the “Law of Accelerating Returns.” The technology development required between the printing press and the telescope (a 200 year interval) was insignifi-

cant compared to going from what existed at the start of the space race to our world of cell phones, personal computers, and the Internet (20 years). The same comparison will be made between the last days of hydrocarbonbased energy and whatever comes next. The technological growth rate of the last decade will look absolutely stagnant compared to the next ten years. Back to electric motorcycles, the only thing that keeps me off of one is the cost. Certainly not the cost of operation, but the cost of ownership. At 66, I can’t justify a $10,000 motorcycle of any sort. I don’t expect to live long enough to consider that a rational expense, especially in Minnesota where half of the year is lost to rotating my battery tender from the V-Strom to the WR250X. Zero claims As idiotic as it sounds, $5,000 is a whole different game. Zero’s 2015 battery pack is expected to live for 2,000 charge cycles (at least 200,000 miles) before it deteriorates to 80% of new capacity (probably the recommended replacement point) at 185 city miles or 94 highway miles per charge. At the current 6-8 cents per kilowatt, Zero’s 1.4kW charge requirement makes for pretty cost-effective transportation. You just have to have a 200,000 life expectancy to justify going electric. I do not. If you are a decade or three younger than me, you better start thinking about what your first electric motorcycle is going to be, because that’s very likely going to be a big decision in every motorcyclist’s life in less time than you expect.

If the USA was driven more by technologies than by idle and incompetent corporate backstabbers and lazy and corrupt old technology billionaires, we’d be enjoying a whole new world of high efficiency transportation and putting a serious dent in the atmosphere’s car-

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Minnesota Motorcycle Monthly® #169 September 2015

Tales From The Road

Argonauts In Wisconsin warm and our pace was leisurely. Our camping expert was setting the pace somewhat slower than the rest of us would have liked to ride, but we were all having lots of fun. At 5:00 we broke out the map and found a campground that wasn’t far from the route. It was a state park and camping was $5 per person. We were all getting over 50 miles to the gallon with our bikes, so this was turning out to be a cheap way to travel. Once the tents were pitched we went into town for some Mexican food. We lit a camp fire back at the campgrounds but once we sat down to watch it, we all found that we were very tired. Off to our separate tents, me with my deluxe mattress, and we were all asleep instantly. At 5:00 am a light rain woke me up. I decided to get up and start packing before it got heavy. We all had the same idea. We packed, mounted and road off to find coffee. It rained off and on all day. The scenery was fantastic. Southwestern Wisconsin is one of the prettiest places on earth. If you transported humans from any time in our history, from any part of the world to the lush green valleys here, they would think it to be paradise. Even in the rain. Day two ended when we reached where I 94 crosses Wisconsin. We were all tired and wet so we pupped out and got hotel rooms. The next day was warm and sunny again. The challenge for day three was sand. The gravel roads were now sand roads. An hour into day three and the sand got the best of our camping

expert. The bike high sided and she landed on her shoulder. Here’s my theory. People who haven’t played sports like hockey or football, or made a habit of crashing dirt bikes like I have, are shocked by the violence of being thrown from a motorcycle. It hurts. What gentle, non-stupid people lack is a gauge for how badly they are hurt. Those of us who do stupid things often find ourselves standing on shaking legs, trying to guess if our nose, thumb, arm or other body part is broken. Our equally stupid friends will insist that it isn’t broken, we should rub some dirt on it and get back on the bike. That’s just how we roll. This was our camping experts first crash. She was standing next to her bike with a concerned look on her face. I didn’t know what to do because she didn’t know what to do. We all stood there looking at each other. No one wanted to be the first to tell her to rub some dirt on it and get back on the bike. So I asked if she wanted to go to the emergency room. She said yes. That ate up the rest of the day. Turns out she was fine (till the bill came, it was three times what she paid for the motorcycle she was riding). Our adventure was over. I jumped on the freeway and rode home. I got my station wagon and trailer and went back to pick up the rest of the gang. We’ll have to finish the second part of the Trans Wisconsin Trail another time. MMM

Photo by Paul Berglund

By Paul Berglund

might have mentioned, or you might have inferred, that I have a delicate posterior. I’m all “princess and the pea” when it comes to motorcycle seats. So when my dear friend asked me if I wanted to ride the Trans Wisconsin Trail with him, I hesitated. It would be a fun trip, but it would mean riding my dirt bike, with it’s dirt bike seat for hundreds of miles over several days. All day long. Oh, and by the way he also invited a woman and an actor to join us. Did I mention we would be camping? My dirt bike is a KTM 500 EXC. KTM makes horrible seats. I’m talking about their street bikes. The “seats” that they put on their dirt bikes aren’t meant to be sat on. I’m not kidding. My friend owns a KTM dealership. He goes to the KTM dealer meetings in Mattighofen, Austria. Two years ago he was in attendance and after they had introduced the new models for the year, they asked the dealers if they had any feed back for KTM. One dealer stood up and asked if they could put better seats on their dirt bikes? He said his customers were complaining about how uncomfortable they were. The man from KTM responded angrily that if his customers where siting down while they were riding their KTMs, they were doing it wrong. Sitting on a KTM is officially doing it wrong. So that black vinyl covered wedge that I assumed was a seat on my KTM, was in fact not. I would be better off sitting on mercury laced florescent shop light bulbs. Less chance of injury that way. So I ordered up a real seat. I chose one from Seat Concepts. (http:// www.seatconcepts.com, 951-487-0195) My next task was to figure out what to bring to “go camping”. I’ve not been motorcycling and

camping at the same time. Especially not in the company of a woman or an actor. What would that be like? I do own a tent for some reason. Well, I do know why. It was on clearance at Cabela’s and it’s orange. A combination that I can not resist. I don’t like to be uncomfortable when I sleep either, so I also own an inflatable, air and foam camping mattress. I have spent a few nights on it and found it to be very un-KTM like. I stopped by Sportsman Guide and bought an orange sleeping bag out of their clearance bin and I was set to go. When my new seat arrived, I bolted it on and tried to pack all my gear onto the bike. My bike looked like the Joad’s truck in the movie The Grapes of Wrath. It seams that comfortable air mattresses do not roll up very small. The whole rig looked ridiculous, but I would be prepared and I would be comfortable. I’ve been around women all my life. I throughly enjoy their company. This woman that would accompany us used be a guide in the Boundary Waters. She was a motorcycling novice, but a camping expert. Her skills would be a valuable asset on our trip. I wasn’t too sure about the actor. On the appointed day, the four of us set off on our adventure. The ride down to the start of the Trans Wisconsin Trail was over two hundred miles. I was delighted with my new seat and my traveling companions. However annoying you would guess a person who makes a living as an actor would be, this actor was less so. Once we found the start of the route at the Wisconsin and Illinois border, we turned north. Most of the roads are paved at the beginning. As the day wore on, more of the roads turned to gravel. The day was sunny and

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Minnesota Motorcycle Monthly® #169 September 2015

Calendar Ongoing 2nd Monday of the month, 7:00pm Vintage Japanese Motorcycle Gathering Diamonds Coffee Shoppe, 1618 Central Avenue Northeast, Minneapolis, MN. Not Necessary To Be a Member to Attend Gathering.

1st Thursday of the month, 5:00 pm Dulano’s Pizza Parking Lot Party

607 W Lake St, Minneapolis, MN

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3rd Thursday of the month, 6:00 pm Blue Cat Motorcycle Third Thursday

460 Prior Avenue North, Saint Paul, MN, bluecatmotorcycle.com Two wheel block party. The action starts at 6:00 PM.

September

Sep 10 - 13 — Adventure Motorcycle Rally In The Minnesota Northwoods For more info: northshoreshindig.com Sep 11 - 12 — Mississippi Mayhem La Crosse Interstate Fairgrounds N4985 County Road M West Salem, WI 54669 For more info: mississippimayhem.com

Sep 12 - 10:00 am - 4:00 pm — 12th Annual East Central Iowa Sidecar Rally National Motorcycle Museum, Chamber Drive,

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Anamosa, IA. For more info: John at Sidecars Unlimited 319-846-2619, iowasidecar@aol. com Sept 19 — Fall Flood Run For more info: floodrun.net

Sept 26 — 7th Annual Cruise For Troops Running Aces Casino & Racetrack 15201 Running Aces Blvd, Columbus, MN For more info: cruisefortroops.com

Sept 20 — Viking Chapter Fall Swap Meet MN State Fair Grounds (North Parking Lot) Sept 26 - 27 — Bobs Cycle Trailpalooza Huntersville State Forest

October Oct 4, 10:00 am — Slimy Crud Café Racer Run For more info: slimeycrudrun.com/

November

Nov 1, 8:00 am —22nd Annual Minnesota Swan Ride Fury Motorcycle, 740 North Concord Avenue, South St. Paul, MN 55075 For more info: mnswanride.com See the most current event listings on our website mnmotorcycle.com. Hosting an event? MMM will list your motorcycle event for free as a service to our readers. Email bruce@mnmotorcycle.com

Minnesota Motorcycle Monthly® #169 September 2015

2015 Triumph Tiger 800 XCx A

By Dave Soderholm

dventure Bikes… Welcome to the SUV’s of the motorcycle world. This category has exploded lately and for good reason. The versatility found within it is remarkable. Need to do some heavy off-roading? There’s a bike for that. Need to cross the country? There’s a bike for that. Need to have a comfy alert ADV riding position for conquering the street grind? There’s a bike for that. Need one to do a mix of all? Well, Triumph has got a bike for that. In this case, a 2015 Tiger 800 XCx. Versatility personified. The Tiger 800 line was launched in 2010 and was an instant success. Triumph broke the Tiger line into 2 different models aimed at both ends (street and dirt) of the increasingly widening market segment, the standard Tiger and the Tiger XC. For 2015, Triumph gave an “X” version to each of their Tiger 800’s (now dubbed XR and XC). The X model versions are fitted with three riding modes (Road / Off Road / Custom) to control throttle maps, ABS, and traction control. Cruise control, an advanced trip computer, hand guards, and an additional auxiliary 12V power socket also come standard on “X” models. All 2015 Tigers get Ride by Wire technology, a refined 800cc triple, switchable ABS and traction control.

The XCx we tested has additional standard features worthy of it’s off road intent. Brush hand guards, engine guards and a heavy-duty aluminum bash plate protect the XCx. Additionally it is fitted with spoked 17” rear and 21” front tires. Finally, the XCx comes standard with excellent WP suspension. It’s worth the price of admission by itself.

Walking up to this thing for the first time I was extremely impressed by the quality and “completeness” it exuded. It’s loaded with good stuff and everything that Triumph put on it looks purposeful and high quality. Triumph mixed that high quality appearance with ready to rumble bad a$$ looks. Seriously – I would expect this bike in stock appearance to pop up in movies like Mad Max. It’s that

Photo by Guido Ebert

It’s an Adventure Bike. You choose the adventure, it will take you there. tough and strong looking.

Jumping on the Tiger did take a little effort. The seat height of 34.4 inches is way up there. There is a lower seat available, and the XR version is lower yet. Both seats are adjustable also. I loved the tall seat. It created an amazingly open and spacious riding position that allowed easy transitions to standing like when riding off road. The seat itself is fantastic. Firm enough to support well, but plenty forgiv-

Photo by Guido Ebert

Clean easy to read instrumentation and cruise control.

ing for long stints in the saddle. In fact the whole riding position is great. You sit tall, with a commanding view and your weight is well distributed. It’s ideal for piling on the miles.

My first stint was riding home from work All freeways. I initially thought that this was going to be a less than ideal combination. A dirt worthy Tiger and a never ending slab of asphalt. 24 miles later I chuckled about how wrong I had been! The cockpit provided good clean airflow. The 800cc triple purred. Suspension was silky. Seat….great. But the star of the show….the standard “X” cruise control. It’s excellent - and a first in the middleweight ADV bike category. Set it and forget it. Take either hand off the bars to shake’em out at your leisure. Some may scoff at the idea of “CC” on any motorcycle, let alone an “ADV” bike. Well…….you’re wrong! Try it and see. The next day I left early for work to take a few gnarled up back roads with some gravel mixed in. This was the first time I realized how special the WP suspension on this bike was. It has the most controlled and plush suspenders I’ve ever street ridden on. Wash board ripples, wash outs, pot holes, culvert passes under driveways in ditches and almost any other bump you’re likely to encounter just don’t exist or phase the rider while on this bike. I got lost on some sketchy dirt roads while riding in to work and ended up hitting some fairly gnarly (by street standards) stuff. The Tiger sucked it up with ease, moving with an eager purposeful stride and ready for more. It’s much more capable off road than I am. The drivetrain also shined that morning. The 800cc triple is an absolute sweetheart of an

engine. Beautifully controlled fuel injection along with the traction control allowed for fun drifting on dirt roads. I’m no Kenny Roberts, but I felt totally in control and comfortable sliding around on a bike that wasn’t mine. Our bike had the optional Arrow exhaust and sounded amazing. I have a 2012 Street Triple R with a 675cc version of this engine and the Tigers feels like its brawnier torquier brother, perfect for its role. Not as quick revving, but oh so much more versatile and muscular. By the way, I averaged 51 mpg with this engine. Riding home from work that night, I decided I would find out if this thing can handle a more spirited street pace on a twisty backroad. Surely that skinny looking 21” front tire couldn’t hold up to that! Pulling into my driveway well past dark once again proved how wrong I was. This Tiger unwinds back roads almost as easily as my Street Triple. Neutral, secure and nimble describes the experience. Go anywhere in the corner, ignore the bumps (those fabulous WP’s again) and use that excellent 800 cc triple to put the permagrin on your face. I also had the chance to sear the night with those great twin headlights. Never fear the night with these things at your disposal again. This thing has versatility in spades. Ride the freeways and the bike is happy. Go off road and the bike is happy. Hunt down some sportbikes in the twisties and the bike is happy. Load it down and cross the country and the bike is happy. Are you getting the picture? The Tiger does it ALL well. One bike replaces a garage full – done!

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MMM

Minnesota Motorcycle Monthly® #169 September 2015

x — A Conduit to Adventure “W

By Guido Ebert

hat? No knobbies?” I asked Mike from Belle Plaine Motorsports upon my first glance at the 2015 Triumph Tiger 800 XCx ($13,499) I’d be riding for the next few days. After all, this “Adventure” model otherwise comes outfitted with an aluminum bash plate, engine cage, hand guards and trick WP suspension. The use of 90/90 series front and 150/70 series rear Bridgestone Battle Wing rubber left me puzzled. “It has the 21-inch front and 17-inch rear wheels, so you could mount a pair if you wanted, but it’s really a road bike,” he said in what I deem an entirely fair reply. As Cruiser model manufacturers attempt to do with the H-D Sportster, the growing Adventure bike market is a result of OEMs attempting to grab a few sales from BMW’s successful and big dollar GS line. Just look at the Triumph Tiger 800’s most direct rival: the BMW F 800 GS/Adventure ($12,190/$13,695). I have used the analogy before, but will repeat it for new readers: These Adventure bikes are akin to the automotive world’s Sport Utility Vehicles (SUVs): They’re filled with technology, capable of light off-road travel, but mostly used by Adventure-hopeful owners for traveling our paved highways and byways. So that’s where I took it.

My first clue to the truth of Mike’s statement about the Tiger 800 being a road bike came from the bike’s general proportions. It’s huge,

and not something my 5’9” frame would enjoy – or even be capable of – wrestling through any sort of technical off-road terrain. Too tall and too heavy. I came to that conclusion when, while mounting the bike, I swung my kneecap into the passenger left side grab rail and found myself writhing in pain (in full riding gear) on the garage floor while cursing the short inseam God gave me. Avid off-road riders will be used to the high seating arrangement, but short-legged road riders like me will not. The seat moves to a “lower” position, but the actual width of the seat also comes into play. You also can adjust the handlebars and levers. Another clue to the Tiger 800 being more road than terrain came with its engine characteristics. Flick the starter. Whhhiiirrrr – that’s not the tractor-like sound of an off-road bike. The powerplant’s quiet and smooth operation gives it more of a sport bike character. Click the shifter into 1st gear and release. A super light clutch effort and highly responsive ride-bywire throttle further support the notion.

Once mounted, with feet on pegs and underway, the Tiger feels and behaves wonderfully. The seating position really couldn’t be any more comfortable. My problem came during morning and afternoon commutes, when crawling traffic and stoplights forced a crotch slip off of the seat so I could plant my right foot when at a standstill. In normal traffic conditions, clipping gears as speed dictates, you’ll find yourself short-shift-

ing up through the transmission, riding around in 3rd with the engine spinning between 3,000 and 5,000 rpm.

Ultimately, though, there’s no doubt the WP suspension fore and aft is what allows this “road bike” its off-road capabilities.

On the street, that 21-inch wheel and 43mm fully adjustable WP fork don’t care what you’re riding over. Encounter potholes in Minneapolis? This bike allows you to charge over them without nary a worry for your kidneys. Visiting a friend’s place on a dusty gravel lane in Corcoran? Stand on the pegs and take it to the roadside scrub.

MMM

Depart from a stop sign in 2nd gear, travel in 3rd and leave it in gear rounding surface street corners. Gobs of low-end grunt will have the bike respond smoothly.

Where the Tiger truly shined, though, was out on the open road, when the nearly 95hp created with a 10,000 rpm redline could be fully tapped.

Traveling at 70mph in 6th gear saw the engine spinning at 5,000 rpm, twisting to 80mph showed 5,900 rpm. Drop the hammer and The Ton comes up quick, the bike proving perfectly stable into triple digits. Triumph claims the XCx achieves 54mpg at a steady 75mph. Combine that figure with the bike’s 5-gallon fuel tank and you’re looking at a 270 mile range. That’s Travel bike territory.

Our XCx arrived with an Arrow exhaust from Triumph’s Accessories catalog. The exhaust sounds BRILLIANT with the triple at full scream, but annoyed me in around-town traffic. I often found myself at 5,000 rpm, where the exhaust-induced whine made me think the bike needed another gear. At first, I was going to conclude this article by stating that it’d be wise for someone my size not to look at the 487lb. “mid-size” Tiger as the bike you’d choose to serve you during an Adventure, but the bike you could use as a conduit to take you from Adventure to Adventure. Then I took it off-road.

Bush-whacking around on the Tiger 800 in a friend’s “Back 40” acres showed me a completely different side to the XCx.

Standing on the pegs, shifting weight, the big front wheel and built-in rake angle made for easy turn-in no matter the terrain. There’s a stump in the trail. Change direction by rolling onto its surface and accelerate off to the right. Oh, here’s a foot-deep stream made by field tiling run-off. Get ass-back in full tuck for the downhill, stay back on the pegs through the stream, and transition weight forward to climb the opposite ditch face. Clutch & throttle play + 58.2 ft. lb. of torque + tactile weight distribution had the bike performing like a tank crossing trenches.

Photo by Guido Ebert

The 21” front wheel and WP suspension make this bike a pleasure to ride on any terrain.

Braking from the big dual 308mm front and 255mm rear discs is superior for on-road application, but even with the engine map set to “Off-Road” to retard the ABS and adjust traction control, the brakes felt as if they had far too much bite. Of course, that was utilizing the road tires … on field grass. A pair of lugged hoops would’ve change that result.

And that’s where I’m going to leave it. The Tiger 800 XCx is a street bike with a top-flight suspension that’ll allow you to travel to and experience your Adventures.

2015 Triumph Tiger XCx Specifications MSRP:

$13,499

Engine: 800cc liquid-cooled 12-valve DOHC inline 3-cylinder Bore x Stroke: 74.05mm x 61.94mm Output: 93.8hp @ 9,250 rpm / 58.2 ft. lb. @ 7,850 rpm Clutch: Transmission:

Wet, multi-plate 6-speed

Final Drive:

O-ring chain

Rake/Trail:

24.3-degree/3.75 in.

Front Brakes: 308mm twin floating discs, Nissin 2-piston sliding calipers, switchable ABS Rear Brakes: 255mm disc, Nissin single-piston sliding caliper, switchable ABS Front Wheel: Front Tire:

36-spoke 21x2.5 in. aluminum rim 90/90-21

Rear Wheel: Rear Tire:

32-spoke 17x4.25 in. aluminum rim 150/70-R17

Front Suspension: WP 43mm upside down fork, adjustable rebound and compression, 8.6 in. travel Rear Suspension: WP monoshock with remote oil reservoir, hydraulically adjustable preload and rebound, 8.4 in. travel Wheelbase: Height: Handlebar Width:

60.8 in. 54.7 in. (without mirror) 33.5 in.

Seat Height:

33-33.8 in. (32.2 in. accessory seat)

Wet Weight:

487 lbs.

Fuel Capacity:

5 gallons

Instrumentation: LCD multi-function with digital speedometer, trip computer, gear position indicator, fuel gauge, service indicator, ambient temperature, clock, analogue tachometer, and three rider modes (Road/Off-Road/Configurable)

Every issue 1996 thru 2015 — www.mnmotorcycle.com

Minnesota Motorcycle Monthly® #169 September 2015

Electric Bikes

Special Section

Electric Motorcycles: Riding a Wave Into the Future

By Kevin Clemens

ive years ago, if you wanted to ride an electric motorcycle, you pretty much had to build your own. There were lots of small suppliers who could supply tinkerers with parts for their science fair project bikes, and only California-based Zero had an off-the-shelf electric street bike. With a 67 mph top speed and 50-mile range the Zero didn’t exactly inspire confidence that electrics had a future.

Now, just five years later, there are several electric motorcycles available from various small manufacturers, some with a range over 100 miles and a top speed over 100 mph. Racers have also embraced electron drive—electric racing motorcycles have their own class at the Isle of Man TT, lapping the historic 37.733 mile circuit in 2015 at nearly 120 mph average and the fastest motorcycle up Pikes Peak in 2013 was an electric Lightning, beating all of the gasoline bikes. BMW, Honda, Kawasaki, Victory and even Harley Davidson are talking about future product lines that include electric drivetrains. Riding an electric motorcycle is a different experience than riders of traditional gasoline powered bikes are used to. Contrary to what you might have heard, electrics are not completely silent. The lack of any exhaust noise from engine combustion means that the sounds like the whir that comes from the drivetrain, the sounds of the tires rolling on the pavement, and as speed increases, the rushing sound of the wind are what you hear. All of these sounds are of course present on any traditional motorcycle; you just never hear them as they are drowned out by the sounds produced by the engine.

Very few electric motorcycles have any sort of transmission— electric motors produce their maximum torque from zero rpm, so the multiplication of torque provided by a gearbox isn’t really necessary. No transmission means no clutch, so riding an electric is in some ways similar to riding a big scooter with an automatic transmission, only faster. That huge surge of torque off the line makes electrics feel fast, even when they are carrying around a large amount of weight in the form of batteries.

Speaking of batteries, they are what is holding back the electric motorcycle and are probably the reason that you aren’t riding one today. When you think about the amount of energy carried in one gallon of gasoline you begin to understand how hard it is to replace fossil fuels. To carry the same amount of energy in traditional lead acid batteries that is available in one gallon of gasoline would require more than 3,600 lbs. of batteries. Even modern lithium ion batteries, like those used in the latest

Photo Courtesy of Zero

electric automobiles from Tesla, or the Nissan Leaf or Chevrolet Volt would require over 400 lbs. of batteries. A gallon of gasoline weighs just six pounds and can push even the most ordinary motorcycle over 100 mph and cover up to about 50 miles. Refilling the gas tank takes just a few minutes.

The good news is that battery technology is rapidly improving. You can thank your cell phone or hand-held mobile device for much of the initial push to build small, light, powerful and quick recharging batteries. The technology that makes your phone work so well has been applied to giving electric vehicles improved range and performance, as well as reducing the cost of vehicle batteries. Although outlandish claims are made for future battery improvements, costs continue to fall and perfor-

Energica Engages the Ego

mance has improved enough to allow several bikes on the market that are perfectly adequate for day trips and local commutes. Maybe that is all electric motorcycles need to be. It is highly unlikely that gasoline motorcycles will disappear any time soon. That’s just fine. But, with operating costs of around one cent per mile, almost no routine maintenance requirements (electric motors have effectively one moving part), never having to stop at a gas station to refuel, and a different but equally entertaining riding experience, electric bikes are carving out their own growing place in the world of motorcycling. The future may be here sooner than you think. MMM

nergica is a brand from Italy that, so far, appears to have signed only two U.S. dealers: Newport Italian and Hollywood Electrics in Southern California.

The brand’s Ego model is a 568-lb. sportbike powered by a 11.7 kWh battery pack and an oil-cooled permanent magnet AC motor that are said to produce 136 hp from 4,900 to 10,500 rpm, 145 lb-ft of torque from zero to 4,700 rpm, and offer a claimed range of between 60-90 miles per charge. The Ego’s electronic control unit includes four riding modes – Standard, ECO, Rain & Sport – as well as four maps for offthrottle power regeneration – Low, Medium, High and Off – all settings that are accessible via a 4.3-inch TFT color display info system with integrated GPS and Bluetooth. The remainder of the chain-driven motorcycle’s running gear features a 43mm adjustable Marzocchi fork and Bitubo rear mono shock suspension, dual 330mm discs with Brembo fourpot calipers in front and a single 240mm disc with twin-piston rear, switchable Bosch ABS, and 17-inch cast aluminum wheels with Pirelli Diablo Rosso II tires.

Photo Courtesy of Energica

The Ego earlier this year received NHTSA accreditation and the green light from the EPA to be legally sold in the U.S. Price? Expect to plunk down at least $30 large. MMM

Every issue 1996 thru 2015 — www.mnmotorcycle.com

Minnesota Motorcycle Monthly® #169 September 2015

Electric Bikes

Special Section

H-D Project LiveWire Waiting On The Juice

arley-Davidson in mid 2014 revealed a prototype electric motorcycle that the manufacturer dubbed Project LiveWire, a bike powered by an AC induction motor that develops 74 hp / 52 ft. lb. and has an estimated range of 50 to 60 miles. H-D says Project LiveWire was specifically designed to get insights into the features and experience riders would expect from an electric Harley, and The Motor Company’s demo tour of bikes hand-built at the Willie G. Davidson Product Development Center in Wauwatosa, Wis., ultimately fulfilled more than 6,800 test rides across 30 stops in the U.S. to gauge customer reaction. At the time, H-D said plans for retail availability of the bike would be influenced by the feedback obtained from those riders. Well, don’t expect to pick up your electrified H-D any time soon. H-D CEO Matt Levatich, speaking at the Wisconsin Sustainable Business Council’s yearly confab, suggested brand enthusiasts would have to wait beyond the coming model year

to purchase a production version of Project LiveWire motorcycle. Levatich’s comments, according to the Milwaukee Journal Sentinel, were that the LiveWire “will be ready for the marketplace when next-generation battery technologies are ready.” Right now, he said, the electric bike would travel half the distance buyers want and cost more than what customers said they’d be willing to pay. “This is new for Harley-Davidson,” said Jina Amaro, Harley-Davidson Integrated Marketing Communication Director. “To be truly customer-led, we want a deep understanding into what our customers are looking for and get it right for them the first time.” H-D this year took the Project LiveWire demo experience to Europe, Canada and Asia-Pacific. MMM

Photo Courtesy of Harley-Davidson

KTM’s Freeride Family KTM’s new family of Freeride electric motorcycles consists of an enduro model (E-XC), a motocross model (E-SX) and a street-legal supermoto (E-SM). All three models are powered by a liquid-cooled lithium-ion KTM PowerPack developed with Samsung and brushless permanent magnet motor that produces a continues 15hp but can develop 21.5 hp @ 4,500 rpm and an immediate 30 ft. lb. of torque. That power is sent to the rear wheel with a fixed gear transmission, eliminating the need for a clutch. There’s enough juice for about one hour of riding (depending on riding style and terrain type). Charging takes 80 minutes, or riders can quickly switch out a depleted unit with a fully charged spare PowerPack. Weighing around 240 lbs., the machines are outfitted with WP suspension, Formula brakes, and 18-inch wheels (17-inch on the E-SM). Prices for these three electric KTM start at 11.295 Euro ($12,000+). While these particular models will never make it to market in the U.S., their creation does show the Austrian manufacturer is preparing itself for greater prospects in the EV market. MMM

Photo Courtesy of KTM

Lightning Motorcycles Tracking the LS-218

ightning Motorcycles is a small start-up electric motorcycle manufacturer based in San Carlos, Calif. After more than eight years in development, the company in late 2014 finally delivered its first five examples of the LS-218 to a select consumer group. Pricing for the LS-218 ranges from $39,000 to $47,000. The bike features three battery pack options: a 12 kWh pack offering a range of 100 to 120 miles per charge, a 15 kWh pack offering 120 to 150 miles, and a 20 kWh pack offering a range of 160 to 180 miles. These power packs are mated to a liquid-cooled IPM motor developing 200 hp and 168 ft. lb. of torque. Speed tests have revealed a top velocity of 218 mph, and Lightning claims a charging time of two hours on a Level 2 public charger and – like the Mission R – 30 minutes utilizing a Direct DC fast charger. Running gear on the 495-lb. bike is provided by either a RaceTech or optional Öhlins fork, Öhlins rear shock, Brembo brakes and Marchesini forged magnesium wheels. The first five people who ordered the LS-218 received them in late 2014, with the company tracking what happens with them closely before opening up sales to a wider group. MMM

Image Courtesy of Lightning Motorcycles

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Minnesota Motorcycle Monthly® #169 September 2015

Electric Bikes

Special Section

Lito’s Sora Luxury Electric

ito Green Motion of Quebec calls its Sora, draped in carbon fiber, aircraft-grade aluminum and plush leather, an electric luxury motorcycle. As it should be with a MSRP of $49,000. Weighing in at 573 lbs., the Sora is powered by 12 kWh lithium-poymer battery modules and a liquid-cooled three-phase AC induction motor said to produce 60hp and 66.4 ft. lb. of torque. There’s a CVT transmission, the bike is suspended by an adjustable 43mm inverted fork and Elka fully adjustable rear suspension, and stops via dual 310mm petal discs with radial mount four-piston Eringer calipers in front and a 250mm disc and twin-pot caliper in back. Lito claims a range of 120 miles per charge. Recharging takes approx. 9 hours utilizing the 1.3kW onboard charger. MMM

Photo Courtesy of Lito Green Motion

Mission Slow to Market

ission Electric, formerly operated as Mission Motors and Mission Motorcycles, has been slow to come to market with its electric two-wheel offerings. The company initially made headlines with its track-focused Mission R – of which the firm only sold 40 units – but later promised a more “streetable” version in the form of the Mission RS. Prospective buyers plunked down a sizeable deposit and expected their bikes to be delivered last summer. Now, a year later, they’re still waiting. The Mission RS reaches a claimed top speed of 150 mph via its liquid-cooled three-phase AC induction motor with Mission’s proprietary InfiniteDrive powertrain that spins out 120 kW (163 hp) and 133.4 ft. lb. of torque from zero to 6,400 rpm.

Photo Courtesy of Mission Electric

Weight and travel range is dictated by battery pack size. A bike with a 12 kWh pack weighs 490 lbs. and can travel approx. 105

miles whereas a bike with the 17 kWh pack weighs 540 lbs. and should be able to cover approx. 140 miles. Utilizing the onboard 4.5 kW charger with a standard 110V outlet takes 10 hours for the 12 kWh pack, 12 hours for an offered 15 kWh pack, and 14 hours for the 17 kWh pack. Using Direct DC fast charging allows all three to be fully charged in 30 minutes. As for running gear: The Mission RS stops via dual 320mm front discs with Brembo M430 monobloc calipers and a 245mm rear disc with Brembo two-piston caliper, floats on a 43mm Öhlins adjustable inverted front fork and rear shock, and rolls on 17inch Marchesini forged aluminum wheels wrapped in Dunlop rubber. Mission has been asking for $32,499 to $42,499 for the Mission R and $59,000 for the Mission RS. MMM

Oset’s Electric Trials for Tikes

set USA of Montrose, Colo., offers a range of electric Trials bikes for kids, including the 12.5 Eco ($1,199) and 12.5 Racing ($1,399) for ages 2-5, the 16.0 Racing ($1,999) for ages 5-7, and the 20.0 Eco ($2,599) and 20.0 Racing ($2,899) for ages 8 and older. The manufacturer, Oset Bikes Ltd. of the UK, intends to offer a kids’ size electric motocross model, the MX10, in 2016. For ages 4-7, the MX-10 comes with a 48v Oset drive system with three-stage output adjustability, an adjustable upside-down fork and adjustable oil shock at the rear, 160mm f ront and 140mm rear hydraulic disc brakes with adjustable levers, and laced alloy rims with 10-inch tires. Oh, and a Supermoto wheel/tire package is optional. MMM

Photo Courtesy of Oset

Every issue 1996 thru 2015 — www.mnmotorcycle.com

Minnesota Motorcycle Monthly® #169 September 2015

Electric Bikes

Special Section

Victory Reveals the Empulse TT

ictory Motorcycles recently introduced the electricpowered Empulse TT ($19,999), a bike that borrows most of its parts from the Brammo Empulse R but was supposedly updated with what Victory calls “a focus on performance.” Victory has been working with Brammo since 2011, but in January 2015 Victory’s parent company, Minnesota-based Polaris Industries, acquired the electric power specialist’s motorcycle assets. Since then, Victory says, engineers worked with the Brammo product team to achieve improvements in battery capacity, display function and handling.

Brammo Empulse vs. Victory Empulse The Brammo Empulse and Empulse R were powered by a Brammo Power lithium-ion battery that develops 103.6V and holds a capacity of 10.2 kWh. The Victory Empulse TT is powered by a Brammo Power lithium-ion battery that develops 103.6V and holds a capacity of 10.4 kWh. The Brammo Empulse produced 40kW (54 hp) @ 6,000 rpm and 46.5 ft. lb. of torque. The Empulse R produced 40kW @ 4,500 rpm and 66 ft. lb. of torque. Both had a claimed max speed 103 mph. Range was a claimed 80 miles. Victory says the Empulse TT produces 40kW and 61 ft.-lb. of torque, has a maximum speed of over 100 mph, and delivers a range of between 65 and 100 miles per charge. A Motorcycle Industry Council (MIC) “combined 70 mph highway and city range” test revealed a range of 57 miles. Weighing 470 lbs., the Empulse R featured an adjustable

43mm Marzocchi fork and adjustable Sachs rear shock, dual 310mm discs with four-piston radial mount Brembo calipers, Marchesini wheels, and 120/70-17 front and 180/55-17 rear Continental SportAttack 2 tires. Weighing 470 lbs., the Empulse TT features an adjustable 43mm inverted fork and adjustable rear shock, dual 310mm discs with four-piston radial mount Brembo calipers, updated wheels with a smaller rear, and 120/70-17 front and 160/60-17 rear Continental SportAttack 2 tires. I contacted Victory to learn the brand names used for the fork, rear damper and wheels, but was told they don’t name suppliers.

Brammo ended 2014 by significantly cutting prices on its models, offering the 2014 Empulse at $11,995, down from $16,995, and the 2014 Empulse R at $13,995, down from $18,995. The Victory Empulse TT is scheduled to be available for purchase in late 2015. Will Victory be able to move the bike priced at $19,999? Only time will tell. MMM

Victory says recharging the Brammo Empulse TT using a regular household 120V outlet takes 8.9 hours. Utilizing an optional Stage 2 charger and 240V outlet will recharge it in just 3.9 hours. As with the previous generation Empulse, riders can make the most efficient use of battery power by using the six-speed gearbox – with downshifting helping to create regenerative power – or operated in ECO of Sport modes, with Sport mode offering 20 percent more battery power for enhanced acceleration.

Photo Courtesy of Victory

Zero Leads the Market

ero Motorcycles, based in Scotts Valley, Calif., has been the most successful purveyor of electric motorcycles in the U.S., and for 2015 again offers four models that feature various power outputs.

Zero S

The Zero S comes in three flavors – ZF9.4 ($11,995), ZF12.5 ($13,995) and ZF12.5+Power Tank $16,490) – each differentiated by the capacity of their power system. All three are powered by a Z-Force lithium-ion battery pack mated to a ZForce permanent magnet brushless motor developing 40 kW (54 hp) @ 4,300 rpm and an immediate 68 ft. lb. of torque, and all three supply a claimed top speed of 95 mph. However, while the base model holds a capacity of 9.34 kWh and a claimed range of 113 miles, the others hold 12.5 kWh and a range of 151 miles and 15.3 kWh and a range of up

to 185 miles. Utilizing a standard household outlet for recharging, it’ll take 6.6 hours for the ZF9.4, 8.6 hours for the ZF12.5, and 10.5 hours for the ZF12.5+Power Tank. However, especially neat from Zero Motorcycles is an available high-powered off-board charging system that you can install at home. Zero says it can reduce charging times by up to 75% (taking only 1.9 hours to charge the 9.4 kWh pack, 2.4 hours for the 12.5 kWh, and 2.8 hours for the 15.3 kWh). All three examples are suspended by Showa bits, slow via Bosch ABS-equipped brakes and roll on Pirelli Sport Demon tires. Yet, because of that variable battery pack size, weight ranges from 376 lbs. to 452 lbs.

Zero SR The Zero SR comes in two variants – the ZF12.5 ($15,995) and ZF 12.5+Power Tank ($18,490). Both are powered by a Z-Force lithium-ion battery pack mated to a Z-Force permanent magnet brushless motor developing 50 kW (67 hp) @ 4,000 rpm, 106 ft. lb. of torque, and capable of propelling the bikes to 102 mph. Range of he 12.5 kWh battery pack is 115 miles. The 12.5+Power Tank (15.3 kWh) ups mileage to 141 miles. When using a standard U.S. outlet to recharge, the 12.5 kWh battery pack translates to a charging time of 8.6 hours while the 12.5+Power Tank needs 10.5 hours for full charge.

Photo Courtesy of Zero

Both examples are suspended by Showa bits, slow via Bosch ABS-equipped brakes and roll

on Pirelli Diablo Rosso II tires. Weight ranges from 414 lbs. to 458 lbs.

Zero DS Like the “S” model, the DS model also comes with three varying Z-Force lithium-ion power pack sizes – 9.4 kWh ($11,995), 12.5 kWh ($13,995) and 12.5 kWh+Power Tank ($16,490) – that, together with a Z-Force motor, all produce 40 kW (54 hp) @ 4,300 rpm, 68 ft. lb. of torque, and are capable of propelling the bikes to a claimed 98 mph. The varying battery pack output translates to a range/charge time of 78 miles/6.6 hours, 104 miles/8.6 hours, and 128 miles/10.5 hours. Again, running gear is provided by Showa, Bosch and Pirelli (MT-60 model tires), and bike weights range from 381 lbs. to 457 lbs.

Zero FX The Zero FX is a lightweight dual model. As with Zero’s other models, it too is offered in more than one power pack – 2.8 kWh ($8,495) and 5.7 kWh ($10,990). Utilizing a Z-Force permanent magnet brushless motor with those Z-Force lithium-ion power packs, both bikes achieve 70 ft. lb. of torque and a top speed of 85 mph. The varying battery pack output translates to a range/charge time of 27 miles and 4.1 hours for the ZF2.8, and 54 miles and 7.8 hours for the ZF5.7. Like the other models, the suspension comes from Showa, brakes from Bosch, and tires from Pirelli (MT-90 A/T). Zero ended 2014 by expanding its facility in Scotts Valley and making substantial investments in technology and people. “Highly advanced tools, improved systems and more skilled workers will allow us to continue to increase our production capacity and ensure premium quality,” said Kai Hypko, VP of Operations, Zero Motorcycles.

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Minnesota Motorcycle Monthly® #169 September 2015

Motorcycling In Minnesota DISTANCE: 79.8 miles TIME: 1 hour 55 minutes DIRECTIONS Exit St. Peter via MN-22S and travel 1.5 miles to CR21/Shanaska Creek Rd. Turn left (east) travel 2.6 miles to CR18/ Dog Creek Rd. Turn left (east) travel 4.4 miles to CR18/Lake Jefferson Rd. Turn right (south) travel 0.8 mile and turn left (northeast) to remain on CR18/Lake Jefferson Rd. Travel 3.2 miles to Scotch Lake Rd. Turn right (southeast) travel 0.2 miles and continue onto CR13 for 0.5 mile to CR12/German Lake Rd. Slight left (east) travel 2.8 miles, continue onto CR11/211th Ave. for 0.7 mile. Veer left (east) to continue on CR12/Tetonka Lake Rd. for 6.3 miles to MN-13 S. Turn right (south) travel 2.3 miles to MN-60E. Turn left (east) travel 16.2 miles through Morristown and Warsaw to Bagley Ave. in Faribault. Turn left (north) travel 0.5 mile to Roberds Lake Blvd. Turn left (west) travel 0.8 mile to CR38/Cedar Lake Blvd. Turn left (west) travel 8.3 miles to CR10/Dodd Rd. Turn left (west) travel 3.5 miles, continue on CR2 for 6 miles to CR2/Cannon River Rd. Turn right (north) travel 0.8 mile to CR2/Dodd Rd. Turn right (northwest) travel 5.5 miles to MN-99W. Turn left (west) travel 6 miles to St. Peter. SCENERY

By Guido Ebert

This ride – bordered by the Minnesota River to the west and I-35 in the east – carves through the Southern Minnesota Lakes Region, previously known as the Big Woods. Your route will take you between farmland, across the meandering Cannon River and past numerous lakes, parks and wildlife management areas.

ROAD QUALITY Roadways are largely two-lane cracked asphalt with short straights marked by sweeping corners. Watch for tar snakes, soft shoulders, gravel in the corners, ag equipment and blind turnouts.

St. Peter to Faribault Loop

Photo By BioDork.wordpress.com

NEED ASSISTANCE? Closest motorcycle service centers include Mankato Harley-Davidson, Starr Cycle in Mankato, Luther Mankato Honda, Snell Powersports in Mankato and Faribault Harley-Davidson.

ATTRACTIONS St. Peter In 1851 the Treaty of Traverse des Sioux, later a root motivator for the Dakota War of 1862, was signed between the Sioux (Dakota) and the U. S. Government just one mile north of what is now St. Peter.

Two years later Captain William Bigelow Dodd claimed 150 acres along the Minnesota River and named the new settlement Rock Bend. The community was renamed St. Peter in 1855 after a group of St. Paul businessmen interested in promoting the town formed the Saint Peter Company. Among those businessmen was Territorial Governor Willis A. Gorman. Gorman, in 1857, made a failed legislative attempt at moving the Territory of Minnesota’s capital from St. Paul to St. Peter. Instead, ten years later, the Legislature chose the community for the first “Minnesota Asylum for the Insane” (now called the St. Peter Regional Treatment Center).

Waterville Nestled between Lake Tetonka and Lake Sakatah, Waterville (pop. 1,868) calls itself the “Heart of the Lake Region.”

The community began in 1855 when a group of nine men from arrived from Maine, Massachusetts and New York. The Minneapolis & St. Louis Railroad began servicing the area in 1877, and the community was incorporated as a village in 1878 and as a city in 1898. From its earliest days, the lakes and rivers have been vital to Waterville’s economy. Flourmills, sawmills, ice companies, brick making companies, a furniture factory, seed company, fishing and excursion tour boats, and tourists, contributed to its growth. Today, due to the many cabins located alongside area lakes, Waterville continues to attract a healthy influx of tourists during summer months. Check out the Bullhead Days Celebration, typically held the first weekend in June.

Sakatah Lake State Park Sakatah Lake is a natural widening of the Cannon River. The park does not have a designated swimming beach, but there are 62 drive-in campsites.

from Mankato to Faribault through Sakatah Lake State Park. It’s great for hikers and bikers in the summer, and skiers and snowmobilers in the winter.

Morristown Morristown (pop. 987) was founded in 1855 around a Grist Mill business built along the northeast side of town. The mill had a strategic location near a natural dam that formed along the Cannon River. Restored by the MN Historical Society, the mill remains a focal point in town – particularly during the annual Morristown Dam Days, “The Best Dam Fair Around.” Dam Days, held the first weekend following Memorial Day, attracts visitors from throughout the region for a Soap Box Derby, twilight parade, rides and entertainment.

Warsaw Located 3.4 miles east of Morristown and 8.5 miles west of Faribault, Warsaw (pop. 627) is an unincorporated community on the shores of Cannon Lake and directly adjacent to MN-60.

Faribault Located approx. 40 miles east of St. Peter and 50 miles south of the Twin Cities, Faribault (pop. 23,352) is situated at the confluence of the Cannon and Straight Rivers. Evidently, the community was named for Jean-Baptiste Faribault, a French-Canadian fur trader credited with fueling most of the early settlement activity in the area when he established a fur trading post along the Cannon River in 1826. Jean-Baptiste’s son, Alexander, built a house in 1853 that still stands in its original location near the southeastern edge of Faribault’s historic downtown district. By the late 1800s, eight flour mills, saw mills, a wool mill and two grain elevators served as Faribault’s major agribusinesses, making the community second only to Minneapolis in Minnesota’s flour production and shipping.

Today, most of the historic downtown area is listed on the National Register of Historic Places and many of the buildings are being restored to their original appearance. In fact, Faribault has more buildings on the Register than any other city in Minnesota aside from St. Paul.

Cleveland Located 7 miles east of St. Peter, Cleveland (pop. 719) was established as a village in 1854 and incorporated as a city in 1904. The Historical Center is open on Saturdays from 9am to Noon and is located at 303 Broadway St.

If you’re not visiting on your motorcycle, you can utilize the paved Sakatah Singing Hills State Trail that stretches 39 miles

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Minnesota Motorcycle Monthly® #169 September 2015

Best Commuter – Scooter or Motorcycle? By David Harrington “Which is a better commuter - a scooter or a motorcycle?” I have been asked this question more times than I can count and it has been the subject of discussion and downright argument at various shops, garages and bars. Yeah … usually bars.

To make this a valid comparison, I wanted to begin with two machines of similar size and cost. The comparison described here involves older machines. I owned both the 2006 Kymco People 250 and the 2005 Kawasaki Ninja 250 utilized here. Yes, these are nine or ten year old machines, but the comparisons are still valid today. I’ll touch on that point again later. I commute at least 24 miles (round trip) six days per week and sometimes need to cover upwards of a 100 miles in a day. Most days I have the option to select city streets, freeways, or surface roads of varying speeds. I purchased the Kymco People 250 new and have truly enjoyed it. The only thing I did to set it up for commuting was add a topcase. In this case a Givi. It is otherwise stock. The People 250 has a liquid-cooled engine and transmits power to the rear wheel by means of a CVT or Continuously Variable Transmission. The end result is a smooth transmission with no manual clutch for the rider to operate - just twist the throttle and go. The People 250 is very responsive and has a nice powerband with plenty of acceleration from off the line up to about 60 mph. The top speed is about 80 mph and it takes a bit to get there. My fuel economy has ranged from 58 Miles-Per-Gallon to 75 MPG. When ridden exclusively around town and taking it easy on the throttle, the People 250 can get very good mileage. At highway speeds, mileage drops off a good bit. My average for my mixed commute is 62 MPG.

Storage on the People 250 is very good. There is a hook on the inside front leg-shield and I often hang re-usable fabric shopping bags there, resting the bottom of the bags on the floorboards with my legs on either side of the bags. There is lots of storage space under the seat and the addition of the topcase gives me a LOT of places to put things during my commute. I have also strapped a lot of stuff on the passenger seat. The rear luggage rack is standard equipment on the Kymco People 250. I acquired the Ninja 250 machine used with low miles in good condition. With basically the same design in use from 1986 to 2007, there are LOTS of good used Ninja 250s out there.

Often touted as a great beginner’s bike, the ‘lil Ninja in its purely stock form could certainly be pressed into service as a commuter, but I wanted to set the bike up to be specifically focused on this task. Time to get out the toolbox (and credit card). In order for the Ninja to be comfortable for me, it needed a taller windscreen, risers for the controls and some luggage capacity. The Ninja 250 has a high-revving twin-cylinder liquid-cooled

Photo Coutesy of KYMCO

engine that gets power to the back wheel by means of a chain through a 6-speed manual transmission. Like most any other motorcycle, this means shifting - and sometimes lots and lots of shifting. The top speed I’ve verified on GPS was 93 mph - much faster than I’d EVER need to go on my commute. Highway speed passing is no problem as long as one downshifts (often two gears) and revs out the motor. Fuel economy is very good at 55 MPG - 65 MPG. My average during my commute is 58 MPG. I came up with an evaluation system based on relative performance in each category. The “perfect” score in each category is based on suitability as a commuter.

Price/Value - This is the top category and points were based on availability, cost of comparable machines and any modifications needed. The Ninja did better than the People because even with all the extra accessories installed the total price is still lower.

Reliability - Properly maintained, neither machine will let you down - a tie.

Maintenance - The People did better here than the Ninja with fewer required maintenance tasks and ease of performing them. Cleaning the carburetors on the Ninja was a chore - mostly because of how tough they are to get at. It’s pretty simple on the People. Insurance - Both machines have the same coverage with the same rider, but the People costs less than the Ninja. Storage Capacity - Even with the addition of a topcase, the Ninja just can’t compete with the People in this category.

Comfort - Close call, but the People just edged out the Ninja because of the step-through design and upright seating position. Ease of Operation - For commuting, automatic wins out over manual transmission. Fuel Economy - Dead even - both machines get class-leading mileage. Fun Factor - Sorry Kymco People, the Ninja is just plain more fun to ride.

I rode both machines a great deal over several months. Sometimes I would alternate every day, sometimes I would ride one or the other for several days in a row. Both machines saw all kinds of roads, speeds and weather conditions. I kept notes and built the scoring as impartially as possible. The Kymco People 250 was the winner by a narrow margin. I would be happy with either machine as a commuter. The automatic transmission and storage capacity of the People were what tipped the scale.

What about the same comparison “new”? A 2015 Kymco People GTi 300 has an MSRP of $5,399, a Piaggio BV 350 is at $5,899. A 2015 Kawasaki Ninja 300 ABS is $5,199 and a Honda CBR300 is at $4,399. Given the need to add storage to the motorcycles, I’m guessing the results of the same comparison with new vehicles would be about the same. Twin Cities scooterist David Harrington owns and operates JustGottaScoot.com

MMM

Photo Courtesy of Kawasaki

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