We also have some sad news to report. We did not know this at the time of testing, but found out that MotoMarin in San Rafael, CA shutdown just last week and is no longer in business. Our best wishes go out to the former employees.

Please pick up our 2011 Annual Issue due out soon to read the full article.

Check back here often for more updates or log on to KTM Boards for more KTM fun.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

At the slowest speeds, around parking lots, or making u-turns, the 848 Dark is easy to keep under control. The clutch is easy to operate to keep the massive 849.4cc L-twin engine from stalling. Like previous models of the 848, the 2010 Dark version still suffers from the hand-pinching inability to turn the wheel to full lock. With delicate finger placement on the outer edges of the handles and some clever body positioning, it is possible to nimbly maneuver the 848 Dark in tight spaces. Three-point turning is a classic fallback skill that will still need to be employed in some situations.

On the open road is where the 2010 Ducati 848 Dark starts to shine. The desmodromic controlled 134 horsepower engine can start to breathe and propel the rider to adventure. Zero to forty disappears in an unadvised blink of the eye. You might have gone to 60 or 80 MPH if you had blinked both eyes, but eventually you will need to shift into second. The same easy action clutch level that allowed for easy low speed cruising works effortlessly with the shift lever to make changing gears a dream. Despite an aggressive body position and the forward pitch of the seat, the rear sets are in an unusually comfortable position preventing fatigue and strain when shifting gears or weighting the pegs.

While there is no 848S edition with Ohlin suspension upgrades, the forks are available as an upgrade. The stock 41mm Showa shocks still do a good job reducing wheel hop, and front end diving. During heavy braking, utilizing the twin semi-floating discs and Brembo calipers, the Showa shocks hold their own reasonably well. It is not as static upfront as it could be, but you never feel like you are going to slip off the front.

In addition to the carbon fiber mudguards and tank panels that are available as Ducati brand accessories, there is also a windscreen that is 30mm taller than stock. This may seem like a boon, saving your head from the wind noise and improving the aerodynamics of the motorcycle, but you would be wrong. When you are riding on city streets, it is not practical to be in a full tuck with your chin on the gas tank, eyes peering up through the windscreen. The visibility of the road around you is slightly impaired by your lower eye level, and you stick out as a target for police.

These are just minor concerns compared to what you are giving up in the jet stream, wind resistance. It is counter conducive for top speed and acceleration to want to increase wind resistance, but for comfort and long-term riding, it is worth losing the one-eighth second from your quarter mile. As you are riding down the street, with your abdomen resting on the shrewdly sculpted gas tank, taking your weight off your back, your helmet floats just above the stock windscreen. The wind resistance blowing on your visor and embracing your head lifts the weight off your straining neck muscles, relaxing your upper back, and allows you to ride fatigue free for hours.

While we are all eagerly awaiting the next generation of changes to the Ducati 848, visit Ducatist and take part in some exciting motorcycle discussions.

Stay tuned for more updates.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Hundreds of motorcyclists journeyed to Ace Motorsports in Concord for their chance at a test ride and the riders here at Inline Performance Magazine were no exception. The escorted demonstration rides lasted around 35 minutes and took riders through the crowded city streets of Concord, and a few curvy backroads.

Some of the models Ducati brought for test rides were the Hypermotard 796, Hypermotard 1100 Evo and Evo SP, the Monster 696 and 1100, the 848 Dark, and a black Streetfighter S. A pre-production Multistrada 1200 S Sport Edition was on display, but not available for demonstration rides. That would not stop Ace Motorsports’ Parts Manager Jim ‘Big Jim’ Florshinger, who, after some clever hacking of the PIN locked keyless ignition, started up the Multistrada and took it for a joyride around the parking lot.

Triumph was not to be outdone and showed up in force with a multitude of models. The models making a classy appearance for Triumph included the Daytona 675, the Street Triple, the Speed Triple, the Tiger SE complete with luggage boxes, several Bonneville’s, a Thruxton, and a Scrambler. Also in attendance were an America, a Speedmaster, a Thunderbird, and the Rocket III Touring model.

The lines were long, and some models quickly filled up for the entire day. On the first day, the skies were clear, the weather was warm, and the sounds of excitement and rumbling exhausts filled the atmosphere with fun. On the second day, a few patches of rain stopped the tours in the midday after a few rounds of early morning rides. The rain would eventually let up and the roads dried out for a few more guided runs around the road course in the afternoon.

Check back frequently over the next few weeks as we will be posting individual reviews of the motorcycles we were able to sign up to ride.

As always, visit our motorcycle forums at Ducatist and Triumph Boards to take part in some exciting motorcycle discussions and start some of your own.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

The Kawasaki guys gave us a quick run-down on the kinds of behavior that’d get us kicked off the ride – wheelies, endos, etc. – and then took us over to get acquainted with our machines. ZX-6Rs, ZX-10Rs and ZX-14s stood there in a neat line; only the big “demo ride” windshield sticker and the copies of our drivers licenses back at the booth stood between us and Arizona. Pushing away any thought of making a break for it on my ebony ZX-10R, I began a quick run-through of the bike’s controls. Clip-on handles with plenty of room, an Ohlin’s steering damper up top, a nicely visble HUD that was nonetheless a bit hard to read, hidden as it was up in the front end.

Despite being 386 lbs (dry) and fairly compact, the ZX-10R is not the kind of machine you automatically gel with. All I could think was, How far am I going to need to lean over in order to turn the damn thing?

As it turns out, not very far. In the initial low speeds of our test drive (leading up to a 90mph takeoff up a nearby on-ramp) she handled absolutely agreeably. Smooth clutch, a beautiful purr thrumming forth from the altogeter-too-silenced exhaust, very responsive all around.

It was when we hit that on-ramp five minutes later, when the machine subtly launched me up to speed so effortlessly, that I realized the allure of this overgrown, 998cc Ninja. This is the sort of motorcycle that’ll shove your stomach into your spine and your face through the back of that tractor-trailer, 500 yards up, before you can say “Holy Tokico brake calipers!” The ZX-10R accelerates beautifully.

Her powerband is fat and happy, too, owing to the bike’s quartet of top-end-optimized cylinder heads. She’s also set up to give the rider a plenty of feedback, with lots of contact areas to help you corner with precision. I’m not a huge fan of the Ninja’s styling (“uninspired” is a nice way of putting it), but for an easy $12,000 MSRP, who cares? Your friends will only see a blur (an ebony, lime green, or candy burnt orange blur). If you could open the exhaust up a bit, they might even hear you, too.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

After picking up the motorcycle at, Scuderia West, we headed out on the highway for some open road action on our way to the sweepers in the nearby hills.

Check out my video, as well as the video by Andrew, for some interesting high-speed footage and our initial thoughts and opinions on how the two motorcycles compare.

Looks like we almost killed Michelle there as she was strying to get some shots of the two bikes. As you saw, I chose the Shiver over the Street Triple.

Also, keep a look out for our full opinions and some revealing insights in a future print edition of Inline Performance Magazine. There, I will defend my choice of the Aprilia Shiver over the highly modified Triumph Street Triple.

Stay tuned.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Right away, the Aprilia Shiver makes herself known with a big frame that suits a taller rider very comfortably. For a naked sportbike, she is noticeably jaunty, baring her 750cc V-twin and angular 2-in-1 exhaust for all the world to see.

The Shiver does perform very, very nicely, though her ride-by-wire throttle introduces a few idiosyncrasies in the controls, which can take getting used to. However, it was fun toggling between the bike’s Touring, Rain and Sport modes, which deliver markedly different acceleration profiles and adapt the Shiver’s overall personality to a wider range of riding conditions than the single-purposed Triumph Street Triple which we pitted her against. Apparently, the Shiver’s electronic throttle control also adjusts valve aperture based on your gear selection, engine speed, throttle grip position and movement speed, temperature and (mountain climbers take note) atmospheric pressure… if the Shiver played Blackjack, I’m pretty sure she’d count cards, too.

As one road tester described, “The Shiver’s V-twin delivers a wonderfully raspy and very Italianate song….” Well, unfortunately I couldn’t quite hear that song over the Street Triple’s trademark triple burble, and the roar of the twin Remus exhausts, but I’m assuming the writer was referring to the Shiver’s nonetheless throaty purr.

Because of her jaunty measurements – more trail, more rake than the Street Triple – the Shiver handles more smoothly, even despite a 750cc V2 setup that ought to have her leaping out of the gate. Instead, it’s the Street Triple and its 675cc 3-cylinder inline that’s rearin’ to go. Is it because the Shiver is a full 50lbs heavier? Or does that ride-by-wire throttle actually read your mind?

In the end, my vote goes to the Triumph Street Triple as the better naked sportbike, despite its aggressive, hypersensitive throttle and unfortunate lack of concern for rider comfort. Adds to the streetfighter allure, I say.

The Shiver, meanwhile, is plainly too competent for its own good.

Be sure to look for the full article in one of our future print issues. In the meantime, for more Triumph and Aprilia fun be sure to check out, Triumph Boards and Aprilia Boards.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

This is only my third weekend with IPM. The first had been a mock-shootout between my ’06 Shadow and a crazy Soviet-era MZ Skorpion. The second weekend, we fitted an ingenious device beneath the nose of a 675cc track bike in the hopes of eliminating all front-end wobble. This weekend, I have no idea what is in store – so you might understand my extreme glee when IPM’s editor announces an impromptu shootout between the mag’s 2008 Triumph Street Triple and a brand new Aprilia Shiver, courtesy of the goodly motorheads over at Scuderia.

First, we had to go pick up the Shiver, which meant photographers Dan, Jon and Paul, hopped into a Subaru and figured out directions while I began getting acquainted with the Street Triple. Ignition, display, engine cutoff switch, clutch, brakes, signals. Short wheelbase, very light. Hyperactive throttle. Pipes that make you feel like you’re red-lining at all of 4000 rpm. It was a completely uneventful ride down to Scuderia – and that was just fine by me. They say that in an emergency, you can only handle three or four tasks at once. Well, just between my two hands and a completely unfamiliar shifting pattern, I had more than enough to worry about.

Down at the dealership, we fill out paperwork while one of the younger reps, Abby, brunette, gives us the run-down on the Aprilia Shiver. “Now, she is not broken in,” she says for the first of fifty times. “The bike only has two miles on her. Her tires are new. I can’t stress this enough.” Before walking off to process our insurance, she explains the root of her concern: somebody had gone for a test drive on and promptly dropped the very same model bike just the day before. I mean, the Shiver is a pricey machine, in all of its 750cc, ride-by-wire dual overhead camshaft V2 glory. But dropped? Knock a thousand bucks right off the MSRP. No wonder the hesitation. You’ve gotta have a big heart to leave $9,000 in the hands of a pack of yahoos like us. Luckily, Scuderia and IPM are on a first name basis!

Out behind Scuderia, we find a couple alleys covered in amazing graffiti, so we decide to take the Triumph and the Aprilia out back for some photos before the shootout. There’s one wall adorned with a massive, stylized skull, which more or less meshes with the spirit of the naked sportbike, so we stand them up on the curb in front of it and let Dan, our photographer, go to work.

Standing beside each other, the Street Triple and the Shiver are night and day – despite their similar price tags. The Triple’s 675cc inline three cylinder engine versus the Shiver’s brawny 750cc V2 illustrates plenty, but why stop there? The Shiver is plainly a bigger bike. She’s tall and jaunty, even with the slimming effect of her “Competition Black” paint job. She measures in with a 4.29in (109mm) trail and 25.7-degree rake, compared to the compact Triple’s respective 3.75in (95.25mm) and 24.3 degrees. The Shiver’s wheelbase is 1.79 inches longer than the little Triple’s, and though I’d later swear it wasn’t so, the Shiver also weighs 50 lbs more. She’s big enough that a rider who measures in the 6′-6’2″ range doesn’t feel cramped – and that’s a rarity indeed.

It may also be worth noting that, brand new, she’s pretty argumentative when it comes to shifting to neutral; and neutral is the only gear in which you can thumb the bike’s ride-by-wire throttle over from “touring” to its sport and rain settings.

Although, come to think, Abby specifically prohibited us from doing anything of the sort.

Over the next hour, we drove the bikes around a couple hundred meters of deserted warehouse parking lot with Dan snapping photos and Jon rolling with a handheld digital camera. It is a lot of fun, and I’ll err against blathering on and on about what you need in order to have this kind of fun (an M-class license, insurance, a good set of protective gear, free weekends, miles of trust, more insurance) and simply say that I look forward to these weekends with an unhealthy degree of anticipation! The Shiver handles very, very well – new tires and all – and it doesn’t take long to get comfortable carving around the parking lot debris and drainage grates. Having signed over my firstborn to Abby that I’d keep the tachometer under 6,000 (like I said, more insurance), we don’t get as full a look at the Shiver as we’d have liked… but we definitely got a look. I’m sure she’s worth the price tag, but this is a machine that belongs in a different class than the hooligan Street Triple. I don’t get the same urge to devour the pavement, to haul ass across the city,to zip, zoom, weave and eventually succumb to the pull of the ego-inflating engine of self-destruction.

The Aprilia Shiver is a shiny beacon to the more responsible among us, and unlike the Street Triple is surely deserved by the more reckless. On it, I want to tackle the Pacific Coast Highway at inadvisable speeds, to attack the bucking roads leading south out of Monterey. Maybe this one gets chalked up to taste.

Look out for the full article in our second annual print issue in the near future! Stay tuned!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

In addition to the joys of riding, motorcycles are also fascinating machines. In an era of black box engineering where the physicality of a machine is reduced to plastic shrouds and electronics, even the most advanced motorcycle still expresses its ‘machine-ness’.

My current ride, a 1995 MZ Skorpion Sport, is as visceral as modern machines get. It’s large diameter steel tube frame, compact wheelbase, and 660 cc single-cylinder engine comprise all that is needed to straighten out US 1, Skyline Drive, or any number of other great Bay Area roads. MZ, now defunct, had a great tradition in fast and nimble bikes. Prior to WWII, MZ dominated Grand Prix racing and is credited with perfecting the two-stroke racing engine.

Unfortunately, MZ lay east of Berlin and was relegated to cranking out basic oil-burning commuters until the Berlin Wall fell. The Skorpion line was conceived to put MZ back on the map in the West as a producer of mechanically simple yet character-rich bikes.

My mods have been carefully selected to enhance the simple BSA Gold Star Cafe Racer mentality of the MZ: braided brake lines, billet clip-ons, a SuperTrapp slip-on exhaust can, Pirelli Diablos, 100% synthetic fluids, and lowering the front end 5 mm. The MZ’s 660 cc single-cylinder, liquid-cooled powertrain is made by Yamaha, with various other bits like the headlight and pegs are interchangeable with mid-90’s Yamaha FZR parts. I’m currently researching how an FZR front end would install…

Stay tuned.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

For this test, I only took the two bikes on the street. No track riding for this test. While the 849cc Ducati is a v-twin, it is often compared to a 599cc inline-four Japanese bike. So, for this street test, the obvious winner is the Zx6r. Although it was close. It was the seating position of the 848 that killed it. The aggressive positioning put so much pressure on my wrists that I always dreaded stopping at a light.

In addition, the rumble of the v-twin shook the front end like a jack hammer. Add the rumble and shaking of the full system exhaust, and you have some uncomfortable dealings with the clip ons.

Let us mod the bikes some more, and test them against each other again. Till next time guys, ride safely.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

In the looks department, I will have to say hands down the Daytona wins by a big stretch. As you all know, I am not a fan of the naked street bike look. The Daytona looks sleek, streamlines, and aggressive compared to the street fighter look.

As you all know, the Street Triple was equipped with the Beringer brakes in the front. That gives it the win in the brakes department. Hands down. No contest. That and it is connected with custom Melvin steel braided brake lines from MaxMoto, and Galfer wave rotors. The rear is an oem unit off a Daytona.

Overall, I would give the 675 the win. With pretty much identical set ups, except for the front brakes and riding position, it pretty much came down to personal preference and road conditions. I prefer the Daytona.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

In the looks department, I would have to declare the 848 the winner. The Zx6r is not too shabby but for 2008, I think the Ducati broke the mold with the Italian Japanese look. The new front end, the return of of the dual underseat exhausts, and the single-sided swingarm killed the Kawi’s awkward look.

As far as the stock brakes go, I would have to give it to the Brembos on the 848. But don’t get me wrong, the Nissins on the Zx6r were not bad, they just didn’t give enough feel as the lower spec Brembos. And remember, there is a lot more Ducati to stop than there is Kawasaki.

Now, here is the interesting part, I actually rate the suspension on both bikes equally well. At first I thought the stiff and unadjusted forks and rear shock on the 848 would make Kawi the clear winner. However, as i started to push the Ducati harder and harder, I actually realized that the suspension worked better in those conditions.

You all know from the specification sheets what the horsepower and torque numbers are, so I won’t get into that here. We did however, do a zero to sixty run and the 848 barely squeaked by. Rider error perhaps? When we did a sixty to a hundred run, the 848 also came out on top. Not sure what we can attribute this solely to. I am sure the extra 150cc’s (yes, a 150. zx6r has 599 and the 848 has 849) helped. Or maybe the full titanium system on the 848 and the lack of an exhaust can on the Zx6r. And again, I believe rider error had something to do with it as well.

All right guys, that’s my two cents. See you next time!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

So, we pit the Ducati 848 against the Triumph Daytona 675. Being that it was freezing cold, we were only testing cornering, top speed, and torque. Sorry, the ground was partially wet so we decided against testing the brakes. Enjoy!

That’s it for now. We’ll have to wait until the Spring to give you a more comprehensive analysis between the two bikes. But, you all know I’d take the 675 over the 848 any day! Screw exotica! Stay tuned guys!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

That’s okay, I had a blast on the test ride by myself. The RC8 is a really rough and strong sportbike. I am fully confident that it is able enough to catch up to and eat Japanese 750cc bikes, but I doubt it could hang with the Japanese liter bikes. In many ways, it has almost the same feel as riding a Ducati 1098. You get the air of European sophistication, but lack the sheer power of the Japanese Big Four.

The gauge offers too many functions. I didn’t really have time to play with it so much but at a quick glance, it has a lap timer, the most popular function on superbikes right now. And also according to the techies and the pamplet, the instruments are connected to the engine management and electrical system.

In twisties, the KTM RC8 is not as nimble as the 848. The motor felt a bit sluggish. Don’t get me wrong, this is by no means a deal breaker. I am just trying to find fault in a very well designed bike. With the hype this thing has been given, it’s really difficult to not find fault. The riding position was also a bit half cool. What do I mean? Well, it’s not like riding a Ducati or a comfortable Japanese bike. It’s just… different.

Anyways, I had a difficult time pushing the RC8 on the twisty roads in the UK. Us Yankees are not used to the roads being “backwards.” I was pretty nervous. Everytime I was in the left turn lane, I had to deal with blind turns. And then for right turns, I had to stay in the middle. I wasn’t able to fully concentrate on testing the bike to its potential.

In addition, I only had a chance to ride it briefly because it was a big event packed with many magazine staffers. So I didn’t have much time to get comfortable. The KTM RC8 will arrived in the U.S. in February 2009. Price for the KTM RC8 in the USA will be around 19,999 MSRP so we’re talking about 21k-22k OTD!! IPM will be waiting eagerly for our longtermer. When that time comes, we will give you the full review. Aite guys peace. Now, where’s Alex?

Engine type l-c, 75-deg. V-twin
Valve train DOHC, 8v
Displacement 1148cc
Bore x stroke 103.0 x 69.0mm
Compression 12.5:1
Fuel system Keihin EFI
Clutch Wet, multi-plate
Transmission 6-speed
Horsepower 155 bhp @ 10,000 rpm
Torque 88.5 lb.-ft. @ 8000 rpm
Frame Tubular-steel trellis
Front suspension 48mm WP inverted fork, adjustable for spring preload, compression and rebound damping
Rear suspension WP shock, adjustable for spring preload, high/low-speed compression and rebound damping
Front brake Dual Brembo four-piston Monobloc calipers, 320mm discs
Rear brake Single Brembo two-piston caliper, 220mm disc
Front tire 120/70-ZR17 Pirelli Dragon Supercorsa Pro
Rear tire 190/55-ZR17 Pirelli Dragon Supercorsa Pro
Rake/trail 23.3/3.5-3.6 in.
Seat height 31.7-32.5 in.
Wheelbase 56.3 in.
Fuel capacity 4.4 gal.
Dry weight 413 lbs.
Colors Orange, white
Available Fall
Warranty 3 yrs., 36,000 mi.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

So, in summation, the new 2008 Ninja 250 does the following for me:

Who is the bike for: Newbie riders.

Who I would advise against: Also newbie riders. The 08 version is more difficult to ride. It is not as comfortable as the previous generation’s. It looks a whole lot better, but I’s stick with the older version if you are just learning how to ride.

Sum: Still the best bang for your buck if you are new and have the money to spare. But come on, please don’t expect much, it’s just bike for new riders.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Also another problem we had was figuring how to open the trunk seat. Myself as well as the three other people I was riding with could NOT figure it out for the life of us. Finally when we returned to the dealership, it took the dealer about five minutes to figure it out himself. In the end, it made no sense because the entire driver seat had to come off in order for the passenger seat to be opened, which seemed to be more of a hassle rather than a quick access like some of Suzuki’s other bikes.

Other than that, the shifting was completely smooth, and though I did shift up to third and fourth gear, I never really needed to. All in all, if you’re into sport touring, this bike is definitely made for you, I’d highly suggest it. However, if you like to drag your knee on Moto GP tracks, you probably won’t like this Suzuki as much.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

Read more of my test ride below, after the video.

The B-King first appeared as a concept back in 2001 with a supercharged motor. Though the production model doesn’t come with the supercharger, the 1340cc Hayabusa engine gives more than enough power to propel even the heaviets of riders forward with blistering speed.

The first thing I notice when the B-King fired up was how quiet it was. With pipes like that, I expected a much more annoying rumble.

First gear was even more of a surprise, as I accelerated to almost 60 miles per hour, while still in first! And let me tell you, it was smoooth! As I blipped through all the gears on my street test, I wondered how I could ever go back to riding my Speed Triple or Hypermotard!

I stayed pretty much in the second, third and forth gears on my test ride around the Corte Madera bay.

My supposed ten minute test ride streched to almost half an hour! I was amazed at how confidant the combination of the engine, riding positon and smooth transmission i was on the B-King. I entered corners at speeds my humble riding experience, and better judgement never allowed me to before.

This is a very user friendly motorcycle. The engine is forgiving if you decide to re-engage the engine in the wrong gear. most bikes will howl in protest and attempt to jerk you off, but not the B-King. Not only will it continue at along your intended path, it’ll go at the appropriate speed.

I know I had previously swore off japanese bikes, but the B-King has it’s eyes set on replacing my Speed Triple. Watch out Speedy, here comes the new (B) King!

Special thanks to Juda and Hoss at Marin Cycleworks for allowing us to test ride the 2008 Suzuki B-King.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

As I started to ride the bike slowly on the street, I noticed again what I always notice when riding new Triumphs, the clutch comes from the factory too loose. I stall, or “bitch it” a number of times initially in the video becuase of this problem. You can see that I pull over in the video to give a quick on the fly adjustment. The adjustment is made on the clutch lever, tightening it all the way.

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

The little bike felt weightless under me as I split through traffic. The burble of the 675 engine sang happily as I revved through the gears. It is indeed the perfect offspring of the Speed Triple and Daytona 675. The combination of street riding comfort and the 675 engine equals miles and miles of fun!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

The Spyder has 3 wheels, but they are arranged a little differently than what motorcylists are used to. BRP Can-Am has developed what they call “the Y factor,” and based the design of the Spyder around it. There are two wheels up front, and one in the rear. This makes the spyder not only one-of-a-kind to look at, but definitely one of a kind to ride.

I arrived at Barney’s at about 9am, which gave me plenty of time to get through registration and get a good look at this enigma. Here are a few of the pictures I managed to snap while I was waiting:

After the registration and a small briefing on the operation of the Spyder, I set off with nine other riders to experience the it for the first time. My initial response was confusion. Many of my habits from riding a motorcycle were useless. First of all, there is no front brake lever. The brakes are integrated into one pedal. Also, I did not have to put my feet down when I stop, which I did, almost every time! And of course, leaning on a 3 wheeled vehicle is pretty much useless. These habits were very difficult to break, which leads me to believe that a motorcycle rider may be at a disadvantage when first riding a Spyder.

One of my biggest concerns of the Spyder was its handling. I would say that it was the most difficult aspect to rate as well. I found that the Spyder handled incredibly well… for a sports car. It was quite horrifying when I took my first shot down a twisty road. I felt that the handling seemed a bit off. Having two wheels up front eliminates your lean factor and makes it much more like a car with handlebars. On a motorcycle, you lean into your turn with little to no resistence. On the Spyder, the force of the turn, pushes you in the opposite direction of which you are trying to turn. Now that doesn’t stop it from ripping through corners like there’s no tomorrow. The big issue is that as a motorcyclist, leaning away from where you are turning is an immediate red flag and its difficult to get past that mentally.

After we made a few sweeping turns, we headed for the Gandy Bridge, which is a nice long stretch of flat road that really gave me an opportunity to reach a nice quick cruising speed. As the group got to the bridge, we starting picking up the pace, and before I knew it, we were all pushing 80 to 85 mph with ease. The Spyder didn’t strain one bit. It was obvious that there was still plenty of power to play with, but I don’t think the corporate guys would appreciate anyone doing much more than 80 mph on their expensive prototype vehicles.

The Spyders we were riding are different from the production ones. The ones we see on the showroom floors are evened out for comfort. I can say that aside from being super spooked in my first few corners, my only disappointment was the super narrow bar grips. They made it painful to hold on to the throttle for more than a few minutes. Now the good thing is that this issue has been fixed on the production models and the grips are nice and cushy.

All in all, I am completely impressed by the engineering that went into the Spyder. Ten years of research and development served them well. But, my honest opinion is that the Spyder would be best suited for someone looking to enter the world of “cageless” transportation, as opposed to a seasoned rider. Nonetheless, it is a breathtaking piece of machinery. I look forward to seeing more of them on the road. But with a $15,000 price tag, riders may be hardpressed to choose it over the lastest rocket sportbike they can get for less. But once people realize that the Spyder is about a lot more than power, I know it will get the appreciation it deserves. Here is my scorecard. However, l say that your best bet on interpreting my score is to find a participating dealer and demo one for yourself.

MotoTestRide Score Card
Performance
Handling
Fun Factor
Comfort
Price
Overall score:

That’s all for this now, thanks for reading and keep your eyes out for the next review on MotoTestRide.com and Inline Performance Magazine. If your dealership would like a motorcycle or scooter reviewed on mototestride.com, please contact us at Requestreview@mototestride.com

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

I have to admit that when I arrived at Fletcher’s Harley Davidson in Clearwater, FL, I was a little nervous to finally saddle up on Buell’s revolutionary 1203cc dual-sport Ulysses. It just has a commanding presence that seems to let you know ahead of time that you are in for a ride like no other. If you look at the specifications, the numbers coming from the air/oil cooled v-twin can be intimidating. For starters, the 84 ft. lbs. of torque at 6,000 rpms is enough to make you think twice of riding it.

For those of you that think I am speaking a foreign language, torque can be loosely defined as the measure of the force applied to the wheel to produce rotational motion. The more torque you have, the more “get up and go” you are going to experience. In comparison to most bikes in its class, the Ulysses is sitting pretty high on the totem pole with its 84 ft. lbs.

As I rolled this number around in my head and prepared for my journey into the mid-day rush traffic on US19, I approached the bike with more excitement than nervousness. That’s when intimidation set in. As I threw my leg over the bike and stood it up, I noticed that I couldn’t put my feet flat on the ground. Now, I am 6’1″, but I do have a short inseam of only 30.5 inches. The seat height on the Ulysses is 31.8 inches. That slight difference between me and the bike was enough to spook me a little, but not enough to prevent me from comfortably riding the bike. I think what I’m trying to get at is pretty simple. This is not a bike for short people. No disrespect, but stop and go traffic when you can’t touch the ground is going to be a bit of a task, and probably more annoying than anything.

At this point, I have sat for a few moments and looked around at my gauges, and took a moment to enjoy the ergonomics of the bike. The riding position is quite comfortable. You can maintain good posture, and you do not have that epic battle for space between your knees and elbows that can be common on other bikes. So with all that out of the way, I started her up and headed for the road. The initial torque from the bike was quite obvious from the get go. As I coasted to the end of the parking lot and prepared for my entry to US19, I noticed that the akwardness of the seat height seems to vanish while in motion and becomes more confidence inspiring. I sat there a moment noticing that traffic was a little thicker than I am usually happy with, but was prepared to go out anyways.

Now, let’s get down to business. As much as I would love to document every single moment on that bike, I’ll just give you the pros and cons. I will start with the cons, simply because there were very few. A bike of that stature needs to have more steering lock for pulling those super tight u-turns. It had enough to get the job done, but I feel it could be greatly improved with a little bit more. Also, the price tag is a little steep for a bike of this power, coming in at an MSRP of $11,495. However, I would say the fun factor makes up for it.

Now let’s take a look at the pros. The ground clearance of the bike and ride height does allow for an impressive lean angle, and a more commanding position when riding. For those of you that ride lowered bikes, or just something with less height in general, you know what it is like to be doing your best to look past the 3 pickup trucks you have staggering in front of you. The Ulysses gives you a little more of an eagle eye view. Performance wise, i can only really say one thing… “wow. ”

The Ulysses delivers an experience unlike any other motorcycle, and while it is not the fastest bike out there, it’s one of the most adventurous. That’s probably why they gave the Ulysses its own class title known as “Adventure Sport”. If you are looking for your next 2 wheeled roller coaster, but you don’t require something that can obliterate the speed limit on any given highway by 3 times or more, I would reccomend stopping by Fletcher’s and getting yourself a Ulysses. I’m sure every time you pull into your driveway will be similar to my re-entry into the fletchers showroom. I was so excited, my helmet was smiling. So here is the verdict.

MotoTestRide Score Card
Performance
Handling
Fun Factor
Comfort
Price
Overall score:

That’s all for this week, keep your eyes out for the next MotoTestRide Review here in Inline Performance Magazine. If your dealership would like a motorcycle or scooter reviewed on mototestride.com, please contact us at Requestreview@mototestride.com

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.

The only thing not Italian about the Aprilia is its Rotax engine. It is actually from Austria (like our Govenator). It was a hell of a ride! Sits like Japanese bike, nible as one too. Do i love it? Yes. Would I ride it? Hell yes! Would I buy one? No.

RAFFLE WINNER BABY!

If you like this post then please consider subscribing to our full feed RSS or receive new posts by Email.