April 2016

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April 2016

Suzuki V-Strom XT • Backstage At The Dakar With Scott Dunlavey • Moto-Gymkhana!

Is It Legal To Film Cops? • Nexx XT1 • Weego Jump Starter • Cortech Sequoia Jacket & Pants


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Photo by Clint Graves - 2015

Michael Campos on the Sunday Morning Ride © 2015

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BMW Motorcycles of San Francisco

790 Bryant St. San Francisco, CA 94107

415-503-9988 . www.bmwmotorcycle.com

BMW Motorcycles of Walnut Creek

1255 Parkside Dr. Walnut Creek, CA 94596

925-938-8373 . www.bmwmcwalnutcreek.com

April 2016 | 2 | CityBike.com


News, Clues & Rumors

Volume XXXIII, Issue 4

Publication Date: March 21, 2016

On The Cover:

Apparently no one rides to this place in the rain.

Photo: Surj Gish

Contents:

NCR. ........................... 3

Pitstops ........................ 5

New Stuff ....................... 6

Uneasy Rider .................... 7

Locals Only. ..................... 9

Events. ........................ 12

Tricksy, He Is ................... 13

Xtra Tough ..................... 14

Hyperactivist ................... 17

Scott Dunlavey .................. 19

Devine ........................ 20

Doc Frazier ..................... 21

Maynard ....................... 22

Hertfelder ...................... 23

Classifieds ..................... 24

Slappy McSlapperson ............ 26

Last Page Photo ................. 27

Spring Foward Take Chances ....... 29

Find us online at:

CityBike.com

/CityBikeMag

/CityBikeMag

/CityBikeMag

CityBike Staff:

PO Box 18738

Oakland CA 94619

Phone: 415.282.2790

Editorial: editor@citybike.com

Advertising / Business: rftc@citybike.com

Editor in Chief & Jackass of All Trades: Surj Gish

Master of Puppets & Layout: Angelica Rubalcaba

Senior Editor: Robert Stokstad

Contributing Editors: John Joss, Will Guyan,

Courtney Olive

Chief of the World Adventure Affairs Desk:

Dr. Gregory Frazier

Staff Photographers: Robert Stokstad,

Angelica Rubalcaba

Illustrations: Mr. Jensen

Operations: Gwynne Fitzsimmons

Road Scholars:

J. Brandon, Sam Devine, Jeff Ebner,

An DeYoung, Max Klein

Contributors:

Dan Baizer, Craig Bessenger,

Blaise Descollonges, Dirck Edge, Julian Farnam,

Alonzo Fumar, Will Guyan, Brian Halton,

David Hough, Maynard Hershon, Ed Hertfelder,

Otto Hofmann, Jon Jensen, Bill Klein,

David Lander, Lucien Lewis, Larry Orlick,

Jason Potts, Bob Pushwa, Gary Rather,

Curt Relick, Charlie Rauseo, Mike Solis,

Ivan Thelin, James Thurber.

Alumni (RIP):

John D’India, Joe Glydon, Gary Jaehne,

Adam Wade

Back Issues: $5, limited availability

Archived Articles: We can find stories and send you scanned images for

$5/page. No, we will not mail you our last copy for free just because your

buddy Dave was on the cover. Please know the name of the story and the

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or maybe 1994” we will buy a cheap latex adult novelty and mail it to your

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For back issue and archive requests, please mail check made out to

CityBike magazine to PO Box 18738, Oakland, CA 94619 or send money

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©2015, CityBike Magazine, Inc. Citybike Magazine is distributed at over

200 places throughout California each month. Taking more than a few

copies at any one place without permission from CityBike Magazine, Inc,

especially for purposes of recycling, is theft and will be prosecuted to the

full extent of civil and criminal law. Yeah!

CityBike magazine is owned by CityBike Magazine, Inc and has teams of

sleep-deprived, coke-addicted attorneys ready to defend it from frivolous

lawsuits, so even if you see Lucien Lewis doing one of his wheelies on

the cover and decide you want to do that too and then you hit a parked car

and your bike is wedged under a van and it catches fire and the Vallejo FD

has to come and extinguish the resulting blaze and four cars and your bike

are melted into slag and you suffer permanent trauma including a twisted

pinkie, sleeplessness and night terrors, it’s not CityBike Magazine Inc.’s

fault and we don’t have any assets so just suck on it. You know better.

Photo Of The Month: CityBike

At The Taj Mahal

An adventurous, anonymous (other than

this photo, of course) CityBike

reader snuck a copy of our

January 2016 issue on to the

grounds of the Taj Mahal.

Apparently, security measures

were extra strict, and when our

hero headed for the entrance,

the guide said, “What’s that?

Oh no, leave that paper

behind, it will not be allowed.”

Not to be deterred, Mr.

Anonymous Reader put on

his best dumb and innocent

face, and as the guards

were tending to some other

security breach, quickly

posed for this photo in front

of the Taj Mahal, with the

best damn moto-mag in the

world.

We’ve got a letter (paper old-timey style, of

course) on its way to whoever it is in India

that told security to keep CityBike out of

sacred Indian landmarks. Presumably,

our strongly-worded letter will persuade

the haters to change their hatey tune, and

future CityBike readers won’t experience

such profiling.

I’m Ok, You’re Ok… But Not If

You’re Filming Cops

CityBike readers, as thoughtful, wellinformed

intellectuals and moto-activists,

are certainly aware of the recent decision

in Fields vs. the City of Philadelphia, which

stated:

“We have not found, and the experienced

counsel have not cited, any case in the

Supreme Court or this Circuit finding citizens

have a First Amendment right to record

police conduct without any stated purpose

of being critical of the government. Absent

any authority from the Supreme Court or

our Court of Appeals, we decline to create

a new First Amendment right for citizens

to photograph officers when they have no

expressive purpose such as challenging

police actions. The citizens are not without

remedy because once the police officer takes

your phone, alters your technology, arrests you

or applies excessive force, we proceed to trial

on the Fourth Amendment claims.”

Never mind the bollocks, here’s the key

thing: “we decline to create a new First

Amendment right for citizens to photograph

officers when they have no expressive purpose

such as challenging police actions.”

Whoa whoa whoa. How

about the expressive

purpose of

documenting

police actions in

case they need

to be challenged

later? Isn’t

that the exact

purpose of the

bodycams that

some cops are

wearing, but the

other way? Just in case,

right?

This is relevant for us riders because we

like to collect video evidence—whether

the case is a crash or profiling is moot. Why

do the police get to film us to cover their

honda.com: ALWAYS WEAR A HELMET, EYE PROTECTION, AND PROTECTIVE CLOTHING.

NEVER RIDE UNDER THE INFLUENCE OF DRUGS OR ALCOHOL, AND NEVER USE THE STREET

AS A RACE TRACK. OBEY THE LAW AND READ THE OWNER’S MANUAL THOROUHLY. For rider trainging

information or to locate a rider training course near you,call the Motorcycle Safety Foundation at 800-446-9227

NO FILMING

asses, but we don’t get to film them to cover

ours? We know there’s no expectation of

privacy in public places, so saying we the

people can’t record video of the police—or

anyone—out in the world means we’re

granting special treatment to the guys

who usually have more guns on ‘em

than most of us.

We were so astounded by this

obviously backward bullshit decision,

that we called our lawyer, or rather

emailed our pal Chris Scranton of

Scranton Law Firm, our go-to guy for

the constant string of “what the fuck”

questions we seem to have.

He was as pissed as we were—and here’s

what he said:

“This is a bit of an anomaly and in my

opinion, isn’t something for people in

California to worry about too much. It’s

not real authority on the subject and the

previous US Supreme Court decisions are

still the law of the land, although there does

not seem to be a case on the exact issue. The

Philadelphia case is being appealed and I do

expect that it will be reversed on appeal as the

result is simply wrong.

Taking video or photos in a public place

of things that are plainly visible is a

constitutional right and that includes police

carrying out their duties. If you are in a public

place and lawfully there, you have

every right to record video of

anything in plain view. This

also acts as public oversight

of the government.

The police can’t

confiscate or demand to

see your video without

a warrant. There are

extreme circumstances

where there may be

exceptions but I’m not

getting into that here.

Police can order citizens to stop

activities that interfere with legitimate

law enforcement operations and good cops will

recognize that and act accordingly. Common

sense should be enough for the average person

275 8th Street,

San Francisco, CA 94103

Open 7 Days a Week

www.sfmoto.com

415-255-3132

April 2016 | 3 | CityBike.com


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trademark of the Piaggio Group of companies. Obey local traffic safety laws and always wear a

helmet, appropriate eyewear and proper apparel.

to identify when you are interfering with some

police drama.

The case law on this side of the country seems

to allow the filming of police doing their thing.

Infringing on one’s 1 st Amendment right to

freedom of speech is something to be taken

seriously by both the public and the courts. If

you think your rights have been violated call a

lawyer and get an opinion.”

Chris also shared some tips on how to act if

you’re taking photos or recording video—

not interfering—and an officer of the law

tells you to stop.

1. Be cool.

2. Ask if you are free to

go. If not, you’re being

detained and that is way

more significant. Your

next call should be to a

lawyer.

3. If you are being

detained, continue to be

cool, and ask why you are

being detained.

4. Remind the cop that

taking photos or video

of the police is protected

under the 1 st Amendment.

The Dubbel-crew.

Dubbelju’s New Digs

Seems like we’ve so much bad shop news to

report here in News, Clues and Rumors—

shops closing, shops being forced out of

the city—that we’d started thinking about

a name change for this section of the mag.

News, Blues and Rumors anyone?

Dubbelju, home of lots of different bikes

available for rent (and great route advice)

for twenty-five years, has managed to

buck this trend. Moving? Yes. Out of San

Francisco? Hell no.

The new place? 174 Shotwell Street, just

‘round the corner from South Van Ness and

16 th . Three blocks from BART, a quick hop

from SFO.

With so much cool stuff exiting The

City—or just going away—it’s great to see

an iconic local moto-biz keep on keepin’ on

in San Francisco.

San Mateo Honda / Suzuki /

Royal Enfield Closed

Damn, it’s starting to feel like the years

right after the last bubble burst, with all

these shops shutting down. The latest

is San Mateo Honda / Suzuki / Royal

Enfield, who had a “closed, and not just for

the weekend” sign up when we stopped by

to deliver our March issue.

We don’t have any more information,

but we’ll take this opportunity to point

out (again, like we’ve done all along) that

when the community spends its money

elsewhere, like say, on the internet, it

shouldn’t be a surprise that local bike

shops—where people who actually ride the

same treacherous streets as us work—have

a tough time, and sometimes wither and

dies.

Jason Pullen Gets Married:

Wheelies & Wedding Bells

In February, one of the world’s most

talented wheelie-ers married his longtime

stoppy-ing sweetheart. After years of

popping wheelies, Jason Pullen popped the

question to Angela Delgado, a fine stunter

in her own right.

The nuptials were marked by many a

burnout and bike stunt and quite possibly

the world’s first example of a bride standing

on a rubber-burning Harley.

Congratulations to the happy couple!

- Sam Devine

BAMS 2016 Scheduled For

Never

Bay Area Motorcycle Superfest, home of

the best damn swap meet CityBike ever

sponsored, at least last year, is off for this

year. Our “Hey, what happened?” email

went unanswered, so we can just

go by what was posted on the

BAMS Facebook page:

“After much thought we have

decided to pull the plug on BAMS

2016 and for the time being do not

have any idea if the show will be

back at all.”

Too bad. Editor Surj was looking

forward to signing autographs in

the swap meet area again this year.

Santa Rosa Mile Is Back!

We were super bummed about

the cancellation of the Calistoga

Half-Mile last year, and eagerly awaited

the announcement of the 2016 AMA Flat

Track schedule. When the schedule came

out, The ‘Stogie wasn’t on it, as we reported

last month, but now we have good news

that not only will there be another NorCal

race on the AMA Flat Track schedule this

year, it’ll be a mile!

That’s right—the Calistoga Half-Mile

has been replaced by the Santa Rosa

Mile, again promoted by Terry Otton, of

Ramspur Winery and Steve DeLorenzi,

of SDI Insulation, who put on a damn fine

race in 2014, and had big plans for 2015.

The Santa Rosa Mile will be a three day

event from Saturday September 23 rd to

Sunday, and will be the last race (the finale

if you’re fancy) of the 2016 AMA Flat Track

Pro season.

SEMA: EPA All Up In Ya

In early February, SEMA (Specialty

Equipment Manufacturer’s Association)

sounded the alarm about proposed

regulation by the Environmental

Protection Agency, an obvious attempt

to better control the use of “closed course

only” accessories and modifications on

Photo: Bob Stokstad

April 2016 | 4 | CityBike.com


street-going vehicles. SEMA took the

proposed language, which they somehow

found in a 629-page proposal drafted by

the EPA in July 2015, as an attempt to

prevent conversion of street vehicles to

racers.

While the rest of the motorsports world

predictably flipped the fuck out, Road

Ed Milich.

and Track provided a thoughtful and

comprehensive analysis of the situation

(“Hey, we should do that now and then!”

we said) which you can check out at

RoadAndTrack.com/motorsports/news/

a28135/heres-what-the-epas-track-carproposal-actually-means.

Most important

are the EPA spokesperson comments,

clarifying that this is—as noted above—

about people removing federally mandated

emissions equipment from street vehicles,

not race vehicles.

These issues are complex and we’re not

going to resort to the all-too-common

“Fuck the EPA!!!” antics. Remember, it’s

their job to—among other things—keep

the air we breathe clean. Yes, that means

that we—as people who tend to remove

emissions equipment without a second

thought and do stupid shit like burnout

contests—often end up on the short end of

an uncomfortably pointy stick, but really,

is that such a surprise? And yes, some of

the EPA’s efforts have arguably targeted

minutia and been painfully expensive

for companies that broke the law. But

also: clean air is awesome, and rather than

engaging in kneejerk bitching in response

to attempts to keep our lungs from turning

into a 24/7 Dirtbag Challenge, maybe

we ought to be a little less self-centered

every once in a while. Is that evap canister

really killing your lap times on the Isle of 9,

McGuinness?

Members of Congress responded

promptly to this egregious human

rights violation, penning the woefully

facepalmily-named RPM (Recognizing

the Protection of Motorsports) Act of

2016, which would explicitly exclude

vehicles used solely for competition

from certain provisions of the Clean

Air Act. Presumably the “we don’t need

no more stinkin’ laws” people will be

protesting this bill, because it is, after

all, another law that we just don’t need.

Poetry & Prose

Ed Milich and Jack Lewis did three

readings from their new books last

month. I attended the event

at Piston & Chain and

was pleased to hear what

wonderful words these two

riders weave. It’s safe to say

that Milich is the world’s

foremost motorcycle poet,

while Lewis’s motorcycle

chronicles transcend the

genre, falling into good old

tough-guy banter. You’re

not just a motorcyclist or a

biker or a rider when you

read Lewis’s stuff (or hear

it read). Instead, you’re that

same excited young person

you once were, looking at

that thing with two wheels

and thinking: “Gosh, that’d be fun to try

to wrangle.”

Photo: Sam Devine

The event was rather informal. Milich

was reserved, a cagey but deep soul.

“Motorcycle poetry,” he said. “Huge

market, as you can imagine.” Without

much ado, he began reading his motorcycle

poetry, including pieces from his new book

Bottom Dead Center.

His poem, “Enlightenment,” ended with:

“Go forth and pursue every motorcycle

That makes your heart palpitate and your

palms sweat.

Go chase every red-painted hussy

heartbreaker rocket ship

Until your wallet is empty and your blood

vessels burst.

Look at the glorious bike photos on eBay

until lust consumes you

And you drain your bank account in

pursuit.

Remember, though,

Bikes are bought and sold, and, in between,

they break.

They’re all piles.

Keep this thought close by,

And no motorcycle will ever truly

disappoint you.”

After hearing this poem, I decided not to

regret the ridiculous effort I have put into

fixing a dirtbike that I came into cheaply.

I’m a broke-ass, so when I acquire bikes

Jack Lewis.

Smoke ‘Em If You Got ‘Em

This is gonna sound like we’re encouraging bad behavior, which we’re going to deny.

But we do love burnouts, so why not have an ongoing—rolling, if you will—contest?

Send your burnout pics to rftc@citybike.com and you’ll win—drum roll please—

not a damn thing! Other than eternal infamy and streed cred. Put that shit on your

LinkedIn profile, son!

We should probably have some rules, so rule number one: as noted, we’re not

encouraging bad behavior, so don’t do anything stupid. We’ll have the final word on

what constitutes stupid, because we know stupid

well. If you get thrown in the pokey for doing a

rolling burnout down the sidewalk in front of

City Hall while singing smooooke on the asssphalt,

we’re not gonna send our team of lawyers to bail

you out. You’re on your own. Rule number two…

well, there’s just the one, it seems.

To kick things off, here’s a photo—closed course,

of course—of our man Fish finishing up the rear

on the MotoMorphic SV650, quite possibly the

baddest SV that ever existed. To make things

more interesting, this bike was featured on the

cover of our April 2002 issue, smoking the rear

in front of a police truck, if you can believe it.

Photo: Sam Devine

April 2016 | 5 | CityBike.com


“Is your father still with us?” I asked as we

all filtered out after the reading.

“Yes,” he replied. “For about twenty

minutes at a time.”

“Well, my dad died of Alzheimer’s when

I was nineteen, so for what it’s worth…”

I offered, hoping to brighten Lewis’s

perspective, imagining what I’d give for

twenty minutes.

And bless his heart, Lewis chuckled and

said, “My dad was still kickin’ my ass when

I was nineteen—and I was a soldier by

then!”

If you’re interested in some of the best

words available on motorcycling, do

yourself a favor and pick up both of their

books.

- Sam Devine

One & Never Done

February 12 th I took the Amtrak Coast

Starlight train from Oakland bound for

the One Motorcycle Show in Portland. It

would be my first big custom bike show,

and with over a hundred unique and

diverse bikes promised, along with a whole

through the curtain to see the very first

light on snow-blanketed Mount Shasta.

The sunrise over the high-mountain

plateaus and tunneling through thick pine

forests was enough to keep me stoked all

weekend. If you have to travel without your

motorcycle, do so by train.

Arriving in a drizzly Portland, I headed

straight to the Southeast industrial district

brimming with breweries and eateries and

every manner of art and creative business

you can think of. A nice primer for walking

into a building full of ingenuity and skill.

For all the fun that’s made of Portland

being a place where “young people go to

retire,” it is hard to balk at what they have

been able to do with a little more space and

time and freedom from an exorbitant cost

of living. Though that last bit is changing,

say many residents.

The One Show is a good example of this.

In its seventh year, the team of organizers

and volunteers had to institute more

security (by order of police and fire)

oversight than in years past. The show is

so well attended, some reported having

to wait two hours just to enter at different

times throughout the weekend. See See

they almost invariably need work. I like to

get them better—at least temporarily—if

I can.

And while I’m no poetry connoisseur, I can

tell you that Milich’s poems speak to me,

and probably to anyone that’s tried to fix or

race a bike. To hear him describe the corner

workers at the race track or accidentally

stabbing himself with safety wire, and

detailing the unsung life of the guy at the

parts counter—to hear his poetic take on

all that is to know that you’re not the only

weird kid obsessed with bikes, trying to fix

something up and hoping to ride well on

Sunday.

Next, Lewis read several pieces from his

new book, Head Check. My favorite bit was:

“The definition of the edge is that you fall

off it when you stop paying attention. No

car has ever been that kind of test. What

good is a vehicle too stupid to kill you when

you’re drunk?”

After reading a touching chapter about

losing a friend, Lewis opened up even

further, sharing an unpublished story about

his relationship with his father. “Are you

scared, Jack?” His father had asked him

before a hill climb event. “No,” he’d lied

at the time. And now, years later, with his

father in a hospital bed, Lewis held his

father’s hand and lied again.

“Are you scared Jack?”

He held the same hand that taught him to

shake, now small in his own, and said, “No

way, Dad.”

weekend of events, races, music, coffee,

beer and pizza, I was giddy as a prospector.

I didn’t sleep much in my overnight coach

seat, next to a large snoring man, cold as we

wound our way up through the Cascades.

But as I awoke with the rustling of other

passengers at about six o’clock, I peeked

Photo: Michele Appel

Motorcycles and BMW Motorrad USA

managed to maintain the edgy allure, and

celebratory atmosphere by bringing in a

diverse array of bikes, vendors, art, and

music. Not to mention, the show is still free

to both attend and show a bike.

Despite it being rainy and cold, most of

the outdoor park vendors stuck it out,

M

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Motorcycle & Scooter

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(Pre-1975? Come on in!!)

Moto Garage

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April 2016 | 6 | CityBike.com


and those inside dealt with the crowds

gracefully. The art and vintage exhibits

added some historical and cultural

perspective alongside the local food, drink

and music.

One such vendor that brought sunshine to

the rain was Matthew Allard of Inked Iron.

He teamed up with MotoLady, from Los

Angeles, and Hinterland, from the North

Bay, to showcase t-shirts, prints, and handdyed

shop rags—a show favorite that he’s

happy to say sold out entirely.

Matthew tried something different this

year, and went more colorful. Overall, there

was a cheeky and delighted vibe to much

of the art. Like Wendy Dyk’s blown-up

film reel lampshades. Or the See See show

merch itself. I spotted the bright orange,

blue, and yellow One Show beanies all over

Portland the rest of the weekend.

And the best part, it was affordable for a

wide range of folks. Allard said that is the

best feedback he’s gotten and remains

a mission of his company. “Remember,

I was the one who couldn’t afford art in

the first place, and that’s how this whole

thing started. So I keep it reasonable for

people like me.” In transitioning from other

industries, this fact keeps popping up in

my experiences in the motorcycle world.

Sure, people need to make money. But

nobody organizing, vending, or advertising

at the show prioritized status and sheen

and commercial gain. They prioritized

creativity and community.

Emily George, on the core team of

organizers that puts the event together said

it simply, “It’s everybody’s show.” Nichole

Vella, a volunteer at the merch counter

explained, “See See is all about friendship,

family, and bringing people together for

something that everybody loves.”

Allard was as enthusiastic: “The Portland

scene is amazing. They are creative in

everything they do. Thor is an amazing

guy and constantly thinking outside the

box with his projects. The One Show, in my

opinion, is one of the most epic weekends

in the custom motorcycle scene. Perhaps

I’m biased, but seriously, it’s unique and

supports the industry without any agenda

beyond that.”

Of course, the crowd is impressive, but the

bikes are what keep people coming, and

dreaming of their own creations.

From Moto Stuff ’s CR250R, that rocketed

a solid few back to their youth, to Kick Start

Garage’s “Taco Truck”, a 1971 BMW with

a Bultaco as sidecar; to the vintage cove

of restored bikes as old as a 1938 Indian 4

by Project Moto, people were practically

jumping up and down. Some technical and

mechanical modifications that tickled my

fancy were the 1979 Honda CBX modified

for a parapalegic, a 1977 Vespa from Patrick

Fitzgibon modified with a watch and

TomTom Satellite technology to capture

stats like ambient temperature, elevation

changes and lap times. Even an electric

bicycle.

Oddly absent from the spotlight, and

somewhat hard to track down in the

informal atmosphere of this show, the

builders are the real stars of such an event.

I spoke with young Colin Cornberg, of

Number 8 Wire Motorcycles. His ‘81

Yamaha Virago caught my eye for its

simplicity and functionality. It was one of

the few bikes in the show that looks like

anyone could ride it, without a problem.

Which was, he said, the point.

Originally from New Zealand, Cornberg

moved to Missoula, Montana for school in

his early twenties. Becoming disillusioned

with school and

bicycle racing, at

twenty-three years

old he started

teaching himself

how to work on

and customize

motorcycles, as well

as run a business. He

opened as Number

8 Wire in honor of

early New Zealand

settlers who used

the versatile piece

of wire to “do it all”

when they hadn’t

access to many

goods and services.

The One 2016 was his first big show and

he is going strong at the shop with a solid

workload, all generated by word of mouth.

I asked him what he would say to a person

with aspirations to build their own bike or

Isolation Mounts

I end up in other cities without a bike

pretty frequently, and thus require a rental

car—I know, so shameful. I generally

go with whatever just-bigger-than-asardine-can

thing they have, unless they

have RAV4s, because those are good

general purpose vehicles, sort of the SUV

equivalent of a good tall-rounder with

luggage.

Last month, in Portland, I ended up

in a Ford Focus. The hipster and the

Kardashian wannabe working the Budget

counter tried to upsell me on getting a

BMW X3 for $25 a day more, which I

declined. The difference between the

Focus and the X3 is nearly immaterial,

at least in the short term, although

Kourtney-esque exclaimed “What? I’d

totally get the X3! It’s worth it!”

Jeez. Two paragraphs in and I’m already

veering off topic, headed for the hay bales

in turn 2.

I’m glad I ended up in the Focus, not

because I saw that light and realized it’s a

super cool car or something, although it

is perfectly functional. I’m glad I ended

up in the Focus because it really put this

whole electronics-instead-of-old-tech

thing into uh… focus for me.

There are almost no physical switches or

linkages in this thing. Electronic locks,

windows, seat… sure, that’s the norm,

although perhaps a smidge surprising for

a car in this price range. But like so many

new vehicles, other things are isolated too.

open a business such as his. Or to follow

any other crazy dream, for that matter. He

said, “It’s fucking scary and I’m broke all

the time. I wouldn’t recommend it.” He

paused for a moment, then added, “But if

you want to do it enough, you can make it

work.”

I can’t think of a better way to sum up the

essence of The One Show. Go check it out

Jean-Philipe Default, the man behind I Am This Motorcycle.

next year. Or better yet, start building a

bike.

- Michele Appel

The little wheel for the heater / AC fan?

It’s an infinity-spin wheel that lights up to

let you know where you are in the range.

Soft-touch switches abound, and the

stereo, err… entertainment system makes

our complaints about the complexity of

menus on bikes sound like millennials

complaining that they don’t eat cereal

because washing the bowl is too much

work. The steering wheel has no less than

twenty-two buttons on it, not counting

the horn.

Yeah, yeah… this isn’t new. Physical

switches and linkages have been steadily

making their way to the big junkyard in

the sky for some time. But check this out:

the Focus’s e-brake is an electronic switch.

Let’s ignore how crayfish-bananas that

is on the surface for now—like, what

happens if that system fails? Your e-brake

suddenly became a o-brake, as in “oh shit,

no brakes!” But this level of isolation is,

for me at least, pretty astounding. The

only physical connections that remains

in this car is the door handles, and

presumably the steering. Maybe the shift

linkage, although I doubt it.

Bikes are limited in making “progress”

in this march toward abstraction—

there isn’t as much room to hide the

components required to isolate function

from controls. And let’s not forget how

conservative and change-fearing we

motorcyclists are as consumers. We’re

getting closer, though.

A good example is ride by wire.

When done right, we can achieve an

Photo: Sam Devine

I Am This Motorcycle: Smaller

Show, Great Art, Numerous

Stories, Fewer Beards

It’s almost seven o’clock on Heron and 8th

street and the crowd keeps pouring into

Heron Arts for the “I Am This Motorcycle”

opening party. Out front, there’s a giant

pink Goldwing that looks like someone

turned the Barbie Corvette into a

motorcycle. Next to that is

a fully polished aluminum

and chrome Thruxton that

belongs to Michael Sturtz

of Alameda. Turns out it’s a

2009. “It looks old,” he says

“But it actually starts and has

good brakes.”

Inside, people circle around

a 1975 Moto Guzzi 850T

that’s laid out in pieces on a

white rectangular platform.

It’s titled “UMC 023 Work

In Progress” by Hugo Eccles.

This isn’t the first show bike

I’ve seen that didn’t run, but

it is the first one that’s not

even a roller. And yet, it’s very telling of the

effort that goes into a custom bike.

A nearby coffee table is covered in stickers

reading “#IamThisMotorcycle” and

incredible level of control, with no real

downside. We’ve had ABS for some time,

although it’s just starting to really get good

the last couple years, and traction control

can be a genuinely helpful addition. But

ride by wire offers near-endless tweaking

of throttle response with no kowtowing

to the limitation of a physical throttle.

And you don’t have to worry about that

cable breaking six million miles from

Amazon Prime. So while—like many

riders—I have a deeply entrenched, moreemotional-than-intellectual

resistance

to giving up control of the hardware, and

I find the idea of an electronic switch

triggering my e-brake absolutely insane,

things like ride by wire and cornering

ABS serve as proof that it’s not all

pointless tech for the sake of tech, like hill

start assist and keyless sidecase locks.

Next month, we’ll talk about the goal

behind all this abstraction: safety, and

examine differences between the safe

driver and the engaged rider.

April 2016 | 7 | CityBike.com


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“#FuckYouRideMe.” By the end of the

night, most of the “#FuckYouRideMe”

stickers will be gone.

• Flow Bench Testing • Competition Valve Jobs •

The event organizer and artist, Jean-

Philippe Defaut, moves through the crowd,

chatting and waving, seeming to know

everyone. He shows me the jeans that were

cut off him after he hit an embankment on

Mines Road. They hang cut apart, splayed

and framed on the same wall as posters of

the Wild One; a Captain America comic

book (who’s battling the “Satan’s Angels”);

a beautiful picture taken by Tom Miller of

the engine from Defaut’s Ducati 900ss.

Grabbing a Fort Point beer and a teainfused

whiskey from August Uncommon

Teas (It sounds kind of namby-pamby until

you try it. My initial reaction was: “Well

it’s about damn time someone did this.”),

I wander through the show. Portraits of

riders with their most trusted steeds line

two walls. Each with a quote. Amongst

them, I find the pink Goldwing again. It

belongs to D Baby, of Marin City. “My

mom passed away and I found the connect

with her when I’m riding my bike,” reads

her quote.

There are other conceptual art pieces:

a gas tank wrapped in denim, titled

“Tank Top” by Jean-Philippe Defaut and

Ulrich “Ubi” Simpson. There’s a goldleafed

CB750 titled “750 Super Gold”

by Londubh Studios and Defaut. And

there are several tires with gold writing

on them. “Fuck Failure,” reads one, “I

Am This Motorcycle,” another. The one

that resonates the most with me reads:

“Nowhere. Fast.” There’s simply too much

to take in, so I go back a few days later and

talk with Defaut.

“This was called ‘I Am This Motorcycle’

because really, that’s what you are,” he

explains. “The bike doesn’t exist without

the road or the rider. On its own, it’s just a

nice object.”

Not wanting to have to go to all the way to

Portland to scratch my bike-art itch, my

first question to him is: Will you do this

again?

“I’ve wanted to put this together for a while.

It’s taken a long time to photograph a

hundred and twenty motorcyclists between

London, Paris, New York, LA, Portland

and then San Francisco. It takes a while

to put that together. You can tell the story

in thirty of them, which is what we’ve got

here.”

The portraits were the impetus for the

show and Defaut plans to release them in

a book. But like all good art, the project

looks deeper, examining motorcycle

ownership on many levels. A guiding

inspiration for much of Defaut’s work

has been Zen and the Art of Motorcycle

Maintenance. One display, titled “Pure

Truths” is composed of 27 copies of the

book, their covers fading from pink to blue

over the years.

“I’ve probably bought 400 in my time,”

says Defaut of the novel. “I give them to

people. I do a creative mentoring program

in London for troubled youth. And as part

of that connect, I look for a way into their

world. You’ve got a sort of sixteen-year-old

kid who’s self-harming or anorexic or doing

drugs or just depressed because they’re

glued to the X-Box. You’ve got to find a way

to connect with them.”

We walk over to a table that displays

motorcycle ephemera from Defaut’s

personal collection.

“Everything has a point,” he says of what’s

been displayed. He gestures from book

to book. Starting with How It Works: The

Motorcycle, he says: “I had this book when

I was a kid and my mother used to read it

to me. That’s a classic read that I think’s

really important. Know Thy Beast, the

Vincent guide. One Man Caravan is written

by an American guy who had a Douglas

built in the Thirties in England and rode

around the world in the Thirties… That’s

an exceptional read. Hell’s Angels, Hunter S.

Thompson—a must read.”

“This is much more in keeping with Zen

and the Art of Motorcycle Maintenance,” he

says, pointing at Shop Class as Soul Craft.

“It’s basically looking after your bike,

spiritually. If you fix your own shit, you

walk away with some real feel. Like, you

know. If you don’t and you pay someone

else to do it, then who’s responsible when it

breaks down?”

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Next we go over to the portraits of bikes

and their riders.

“All these portraits happen on the back of

a conversation. Never before. Can’t do it.

They’re not gonna trust me. Who the fuck

am I to demand their moment?”

Defaut points to a portrait of Steven Dewey

Colman, who draws on a cigarette, one

eyebrow raised, leafless trees and a train

yard behind his long brown hair and beard.

He wears a black leather jacket and has

a hand tucked into his black jeans. He’s

standing next to a raked-back CB 750

chopper with an orange frame and a grey

coffin gas tank. Brown saddle bags hang

below a King and Queen saddle and a black

leather backpack and white Gringo helmet

perched against a high sissy bar.

“That’s all he owns,” says Defaut. “So when

it comes to zen and the art of motorcycle

maintenance, he understands. He’ll show

up somewhere and it will break down and

he’ll just need a week or two to fix it…. He

owns that in every sense.”

- Sam Devine

New Stuff

Hard Core(tech): Sequoia XC

Adventure Touring Gear

By Sam Devine

Well, you finally did it: you finally pulled

the trigger on that dual-sport adventure

bike, and you and the pals are going to

hit the road for a week of camping and

carousing on back roads and in bars. But

your credit card is maxed out and your

bank account is almost bone-dry, leaving

barely enough money for beer, roulette, a

steak dinner, campground fees, gas, trail

mix, and a few crumpled dollar bills for the

gentlemen’s club.

The coup de grâce comes after checking

the weather and discovering that your

old rain gear has somehow shrunk in the

closet. Curses! After demolishing the piggy

bank and flipping the couch cushions, you

scrounge a lint-laden $561 (including taxes)

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Johnson Leathers Textile Jacket

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to put towards road-worthy garments

without having to skimp tips to those hard

working single moms at Rosalinda’s in

Jamestown.

The fine folks at Cortech understand your

plight (though they surely don’t condone

your activities, you scoundrel, you!). Their

Sequoia XC jacket and pants zip together

into a cross country suit that will get the

job done and do it on a budget that shames

the competition. With a few tweaks, this

two-piece suit can handle almost any

two-wheeled situation you can fling at

its abrasion-resistant 600 denier rip-stop

Carbolex fabric, 1680 denier ballistic

polyester, and removable Rainguard liners.

Giving the most bang for the buck right

out the gate, the jacket comes with an

integrated hydration backpack. That’s

right, this $350 jacket is equipped with

a water-delivering bag that can also hold

hiking essentials like Clif bars, beanies,

baby wipes, band aids and Neosporin.

Wouldn’t hurt to throw some mountain

money in there either (by which I mean

toilet paper, rookie).

The one issue I had with the backpack

was the bite valve for the hydration pack:

it wasn’t very inclined to keep water

inside the pouch and was prone to pulling

apart into several pieces. I recommend

purchasing the Osprey brand bite valve,

which is the only one I’ve found to be easily

operated with one hand. Buying it at REI

will set you back $6. Sorry about the tip,

Brandine.

“But why is it called an integrated pack?”

Good questions—that feature is the piece

de resistance of the Sequoia XC, which can

slip its backpack straps through holes in

the jacket -- one of the best innovations

to riding gear since Kevlar. How many

times have you struggled to get straps

over shoulder armor, surely seeming to be

mid-seizure to those watching at the gas

station? And how many times have you

wanted to shed your jacket without having

to carry the damn thing around like some

pretty boy holding his tennis sweater

on a hot day? And how many times have

April 2016 | 8 | CityBike.com


you accidentally singed your coat whilst

slinging it over the gas tank at a rest stop?

The integrated strap design solves these

problems, allowing you to easily take both

jacket and pack on and off together or shed

only the jacket, leaving it hanging from the

backpack like a rip-stop nylon cape. The

one downside is having to remove your

coat to get to your Clif bar, but it’s still

easier than a conventional jacket/backpack

set up.

The ability to wear your jacket like a

backpack will help you air out on warm,

rainy days when the breathability of the

Cortech suit will leave you a little damp

from body

sweat. Yes, unfortunately we still have yet

to meet a rain barrier besides GoreTex

that can fully vent body humidity. But

after riding to work in the tumultuous

downpours at the beginning of March,

I must admit that the Rainguard liner

does a damn fine job. The outer shell of

the Sequoia XC is water resistant but not

waterproof. And since it is nice to keep

the rain out of, you know, everything, we’re

planning to use a waterproofing aerosol on

the shell. There goes another $10. Sorry,

Crystal.

For protection, the Sequoia XC setup

comes with CE level 1 armor for knees,

shoulders and elbows. There are also nonrated

hip and back pads I plan to upgrade

after the inaugural expedition is over—

can’t miss out on that prime rib!

The Sequoia suit also gets bang-for-thebuck

points in versatility. It kept me

warm and dry (enough) during some

cold, wet days in February, but I’m really

anticipating an even better performance

from it this summer. With large removable

sections on the front and back, the Sequoia

XC turns from a cold weather rain coat into

a summertime mesh jacket.

Photos: Max Klein

There also

decent vents

on the sleeves,

which are

actually

removable

for “suns out,

guns out”

good times

once off the

bike. This is

a nice feature

considering

you’ve kept

your camera,

keys, lighter,

handkerchief

and

headlamp

in all the same pockets on this trip so

far. Why should you have to change things

up just because you’re going on a day

hike? (You may want to check out George

Carlin’s “Stuff ” bit as you properly fill your

pockets with stuff. Don’t want to wind up

with more places than stuff or you’ll have

to go out and buy more stuff! And that

could cut into

the gambling

budget.) The

back padequipped

vest

could also help

you bring back

break dancing.

Be careful with

the removable

panels,

shoulder pads

and liners

around the

campsite,

though. They

all come off

in individual

pieces that would be

regrettable to leave at the end of a long road

that you have no plans to head back down

till next summer. Fortunately, I found that

all the removable pieces of the suit—liners,

pads, and vent flaps—could be stowed

snugly in the back pack.

Lastly, this inseam challenged gentleman

of the club tested out the Sequoia pants

in the “Medium Short” and found them a

fine fit. They can be made to function as

an overpant but are purposefully designed

to be a dedicated riding pants. The fit of

the jacket was good as well, with adjustable

tension straps taking up the slack when the

liner was removed.

All in all, The Sequoia XC suit is a

reasonably priced adventure-oriented set

of riding gear that can be made even better

without breaking the bank.

Locals Only

There’s Something Different About That R... What?

By Surj Gish

Photos by Surj Gish

I met Ken at last year’s Dirtbag Challenge, as the result of a sidelong glance at what

looked like a nice clean R6… “What the hell?” My confusion was followed by a short

discussion, culminating with Ken setting loose the screaming two-stroke demons. I

struggled to reconcile the typical Yamaha appearance with the very atypical sound it

made as I flipped him a fancy CityBike biz card: “Call me maybe?”

Ken’s blue bike (there are others, of course) is a conundrum—it kinda looks like a

plain old modern middleweight if you’re not paying much attention. Start at the front:

standard sporty-ness of the good-looking Yamaha persuasion. Move back a bit…

something’s different about the tank, for sure… is that a kickstart? And those pipes…

What the hell’s going on here?

Months later, at Ken’s house in Livermore, he tells the story: the “R6” is actually an

‘85 Japan-market Yamaha RZV500 with aluminum frame, originally sold in Canada.

He found the RZV in Salinas 2011, “hacked” and for sale for “a lot of money.” He

brought it home, put it on the stand, started it, then tore it apart, every last nut and

bolt.

He sent the engine off to renowned RZ (and RG) guy, Rick Lance in North Carolina,

and then set to work making the bike right, fabricating little pieces to make the

bodywork work, changing up the rear suspension, the oil tank, and so on. He tried

some “eighties, kinda racy” track bodywork, then ’06 R6 fairings, before settling on

the ‘09 bodywork that’s on it now.

“It really was a struggle… a big struggle. The fairings have been on and off this thing

hundreds of times, for cutting and filing and drilling.

So it wasn’t easy? “No. Not at all. Not for me. You can see my machine shop… I have

that drill press and a vise, and I have a belt sander and a band saw… that’s it.”

Ken waves his hands at the RZ6500V (my name for it, sorry Ken!), indicating all the

work he put into it. “There’s a gazillion little brackets on this bike. It was endless, the

brackets. I make ‘em and they don’t work quite right so I start over… nothing bolted

on to this bike for me.”

All that remains of the RZV are the frame, engine and tank. Bodywork, fork,

swingarm, and wheels are from an ‘09 R6. The most amazing thing is how right it

looks—the lines flow perfectly between the tank and fairing, in spite of the 24 years

between them.

April 2016 | 9 | CityBike.com


Jacket $349.99, pants $164.99. Learn more

and find out where to buy at Cortech.net.

Nexx Best Thing: XT1 Raptor

Helmet

By Poll Brown

A few months ago, Editor Surj asked if I’d

like to test a new helmet. I thought about

the helmets I owned and wore: two dual

sport helmets from those nice chaps in

Portland, one of which I had ridden

face first down a trail somewhere

in Mississippi shortly before an

uncomfortable ambulance

ride and an overnight stay in

hospital; the other well worn

and grimy from my daily

commute across the bridge

to The Shitty. There’s the

“vintage” helmet purchased

from a dubious if efficient

online source in Hong

Kong—at least it’s new and

full faced, I tell myself. And two

actual vintage open-faced lids,

one not quite as old as I am, that

I use rarely for putting around

on ancient motorcycles; the other

I never wear but keep for sentimental

reasons—a glorious gold metal flake

affair that a friend’s father used to smash

in the face of another old biker during an

argument at a swap meet some years ago.

Yes, I most certainly would like to test a

new helmet.

I’d never heard of Nexx, a relatively young

company out of Portugal, where they make

all of their products. They appear to be

quite a forward-thinking outfit, with heavy

emphasis on technology and a range of

specific lines for men, women and children,

with a helmet for just about everyone:

dirt, street, race, adventure, vintage, retro,

hipster, dork.

“Do you have any color preference?”

asked El Jefe. I requested something low

Photo: Angelica Rubalcaba

key, black if possible, maybe a sexy

gunmetal or satin graphite—a plain, subtle

color; sensible, grown up. In the days that

followed, I pored over the Nexx website. I’d

chosen a street helmet, the XT1, but all the

offerings looked mighty: lots of flat black

/carbon / space age /ninja /road warrior

options.

When the XT1 showed up a week or so

later, I realized that I had been fussy,

wanting a groovy, ego-boosting, tough

guy color scheme. I realized this because

the helmet that showed up was carbon

and white, with insane neon green with

bright blue accents. A perfect match

for a Kawasaki sport bike, less so my

conservatively gray V-Strom 1000.

But the XT1 is a sweet helmet in any color,

made of carbon fiber and weighing in

at a scant 1,400 grams—just over

three pounds to you Americans—

you can barely feel it on your

head. A wide eye port provides

excellent peripheral vision

and the optical quality of

both the face shield and the

slide-down internal sun

visor is excellent.

Bells and whistles are

numerous and include a

fancy ratcheting buckle,

something like those

on dirtbike boots,

chin curtain, breath

guard and spoiler, and

vents everywhere. The

removable, CoolMax

liner is washable, and the

cheekpads pull out in the

unfortunate event of a

serious crash. The helmet’s shell even has

a removable “door” to allow easy addition

of Nexx’s X-com communication system—

very nice.

I’ve got a bit of a narrow oval head and

for me, the fit of the size small XT1 was

near-perfect, and can be customized

somewhat further with the included Ergo

Padding System (fit adjustment padding

bits). The liner is quite delicious with no

scratchiness or tickling labels, something

other manufacturers could learn from. I

also experienced a complete lack of swamp

neck—that uncomfortable sweatiness

below the occipital which I often get on

even the chilliest of rides. I put this down to

high quality materials and those excellent

vents.

It’s not all roses though. Although Sam

found the operable bits on the Nexx XR2

(“Nexx, Please: Nexx XR2 Trion” – New

Stuff, February 2016) easily manipulatable

even with gloves on, I found the slide for

the inner sun visor clumsy in any gloves.

Maybe this gets easier with time, but it’s a

pain.

Also, for a crash helmet, the face shield

is remarkably fragile. One fall from seat

to pavement—unintentionally perfectly

targeted—rendered the face shield useless,

breaking the small retaining pin molded

into the Lexan. Luckily, you can ride with

just the sun visor if you don’t mind it a

bit breezy, but a replacement shield made

things hunky dory again.

Hopefully this issue with the shield

mounting is a small hiccup in the

manufacturing process because other than

that, the XT1 is a comfortable, high quality,

lightweight helmet.

$399.95, $499.95 as tested, Raptor style.

Learn more and find out where to get your

own at NexxNorthAmerica.com.

April 2016 | 10 | CityBike.com


Weego=Get Going Again

By Surj Gish

My daily rider is a dirty BMW R1200R,

and the goddamn thing, while an excellent

all- (not tall-) rounder, eats batteries like…

well, like I eat pizza. Positively voracious.

Not only do I have to keep it on a

trick-charging battery shepherd,

if I turn kill the motor without

immediately turning the key to

off and saying a quick prayer, odds

are that I’ll be push-starting the

sumbitch when I return, probably

on an uphill one-way street. I don’t

know why, mostly because I’m good

with the push-starts and I’m too

busy to troubleshoot that shit. I’ll

figure it out some day—or maybe

Triumph will bring their new Tiger

Sport to the US and some other

sucker will end up dealing with it.

In spite of being the perfect use case

for these jump start in a tiny box

products, I’ve sort of scoffed at the

concept. “Why, in my day, we just pushed

the bike down the street, and if it didn’t

start, we pushed it home. Uphill, in the

goddamn snow. Kids these days!”

But Weego packs a lot of power (groan)

into their little boxes. I tested their JS-12

Heavy Duty jump starter: a smallish black

box, just a smidge bigger than my first

cell phone back in the nineties, which was

coincidentally just a smidge bigger than the

current crop of mega-phones, but thicker.

Weego says its capable of jump starting a

gas engines up to 6.4L, and diesels up to

3.2L, in case you’re one of those suckers

with one of them there “clean diesel”

V-dubs.

In addition to jump starting, it can charge

USB devices and laptops, and even includes

an LED flashlight with strobe and SOS

features. It comes with a USB charging

cable with three tails: new iPhone (AKA

Lightning), micro USB, and old school

iPod; a passel of laptop charging tips (sorry,

everyone in SF—no MagSafe) and charging

cable; wall and car chargers, a carrying case

and oh yeah, jumper cables, the cutest little

ones you’ve ever seen.

Remember when you used to buy stuff,

and instead of just a sinking “I need to

buy more stuff for this…” feeling, the

box would contain a bunch of accessories

and miscellaneous other bits and bobs?

Opening the Weego box is like that. We

like that better than the current “you’re

lucky we even included a charging cable,

sucka” trend. Much better.

All the cables in the world don’t mean a

thing if you can’t swing a leg over a running

bike, though. Can you jump start a bike

with this li’l thing? To find out, we left a

couple bikes turned on

in the CityBike Clean

Room Testing Facility,

and waited for the

batteries to die.

Actually, we left the

CBR300R we’re testing

turned on and just

looked at my R1200R

funny a couple times.

The CBR kept its

headlight burning

for some time, while

my R1200R gave a

deep retirement home

sigh and died a quick,

Photo: Surj Gish

painless death. We also

left the Zero SR turned

on, but that wasn’t part of this experiment,

technically speaking, and it turns out you

can’t jump start an electric bike anyway, in

case you’re wondering.

Anyway, the Weego works. It provided

enough power to jostle the big Beemer’s

jugs back to life several times, with plenty

left over to start the li’l CBR a few times.

There was even enough juice left to power

the onboard flashlight for the (felt like)

30 minutes I spent searching the floor

under the various bikes for the CBR’s seat

bolts, which I dropped while jump starting

the cute little thing. I gave up before the

flashlight did. While it lacks the defense

characteristics of a proper Mag Light, the

light part of the flashlight works just fine.

Complaints? Like regrets, I have a few.

Actually, quite a few, but we’ll limit the

scope of that discussion to keep our print

bill from getting out of control. The jumper

cables are sorta chunky and tricky to clamp

on to the often semi-hidden terminals on

bike batteries. They’re also about a foot

long, so if you’re jump starting something

like a Connie, where the battery placement

is about as convenient as a 7-11 at 11:30

PM (imagine it’s the Seventies, when 7-11s

were open from 7 AM to 11 PM, instead

of 24 hours) and you don’t have a place

to set the Weego, you’ll have to hold the

Weego in one hand and thumb the starter

with the other, which is probably going to

result in the clamps popping off the battery

a few times before you pull off that dance

successfully. But only if it’s raining—if it’s

dry out, you’ll probably be fine, because

that kind of exasperating bullshit only

happens when it’s raining and you’re not

under some kind of roof, right?

All in all, pretty sweet. The JS-12 weighs

just under a pound, and Weego says the

12,000 mAh battery only loses 2-5% of its

charge per month when stored. At $129, it’s

not exactly cheap insurance, but it’s small

enough (6.25″ x 3” x 1”) to stow under the

seat on many bikes, and won’t take up much

space in your backpack or luggage if not.

$129.99. Learn more and get your-go at

MyWeego.com.

BMW Motorrad

USA

Authorized Dealer

The Ultimate

Riding Machine

©2016 BMW Motorrad USA, a division of BMW of North America, LLC. The BMW name and logo are registered trademarks.

DON’T JUST

SEIZE THE DAY.

LEAN INTO IT.

MAKE LIFE A RIDE.

Not everyone takes the chance. Even fewer have the passion

and the courage to make the most of it. But for those who

can, for those who do, there is the 2016 BMW S 1000 RR.

For more information, visit bmwmotorcycles.com.

CalMoto

BMW OF TRI-VALLEY

952 North Canyons Parkway

Livermore, California 94551

925-583-3300

calbmw.com

CALIFORNIA BMW

2490 Old Middlefield Way

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650-966-1183

calbmw.com

April 2016 | 11 | CityBike.com


EVENTS

April 2016

2nd Sunday of each month: Santa Cruz

Scooter Club Monthly Group Ride (Fin’s

Coffee, 1104 Ocean Street, Santa Cruz, CA

95060)

Meet at 11:00 AM. Route depends on who

shows, the weather, and how much time

folks have. Rides will be cancelled due

to rain. SantaCruzScooterClub.com /

facebook.com/SantaCruzScooterClub

3rd Sunday of each month: Northern

California Moto Guzzi National Owners

Club Breakfast (Putah Creek Cafe, 1

Main St, Winters, CA 95694)

Meet at 9:00 AM for breakfast and good

times. More information: contact Northern

California MGNOC Representative, Don

Van Zandt at 707.557.5199.

April 8-10: California Nitro National

Hillclimb (Carnegie SVRA, 18600 Corral

Hollow Rd, Tracy, CA)

The 29th annual Nitro, and opening

event of the 2016 NAHA Pro Hillclimb

Series, happens

at Carnegie

April 8-10.

SkipsPromotions.

com

April 14: Ladies

Night 2.0: Gear

Up For Adventure

(Scuderia, 69

Duboce Ave, San

Francisco, CA,

94103)

Stay a little after

closing, enjoy

appetizers and

beverages, first

speaker at 7pm sharp.

ScuderiaWest.com

April 16: Crosscut Family Timekeeping

Enduro (Cow Mountain Recreation Area,

3300 Scotts Creek Rd, Lakeport, CA,

95453)

Precursor to the Sawmill. Camp at Cow

Mountain and do both! NorthBayMC.org

April 17: Sawmill Qualifier Enduro

(Cow Mountain Recreation Area, 3300

Scotts Creek Rd, Lakeport, CA, 95453)

Round 1 of the SRT District 36 Nor-

Cal Championship Enduro Series.

NorthBayMC.org

April 24: Pacific Coast Dream Machines

(Half Moon Bay Airport, Half Moon Bay,

CA, 94019)

10 AM to 4 PM at the Half Moon

Bay Airport, just 20 miles south of

San Francisco. DreamMachines.

MiramarEvents.com/index.php

April 30: Brain Day At Road Rider (2897

Monterey Highway, San Jose, CA, 95111)

Road Rider will have reps from Shoei,

Bell, Arai, Schuberth and Nolan on site,

awesome deals on helmets and gear, and

other fun stuff. Can’t make it on Saturday?

Stop by Friday through Sunday for a killer

deal on a lid. RoadRiderMCA.com

May 14: The Quail Motorcycle

Gathering (Quail Lodge & Golf Club,

8000 Valley Greens Drive, Carmel, CA

93923)

The 8th annual Motorcycle Gathering

celebrate the 40th anniversary of Superbike

and feature pre-1916 motorcycles,

BMW classics, along with the usual

categories such as Japanese, British,

Italian, competition bikes, and more.

10 AM to 4 PM on Saturday, May 14th.

General admission tickets are $75.

SignatureEvents.Peninsula.com/en/

Motorcycle/Motorcycle.html

May 6-8: International Female

Ride Day Weekend (Fresno

Ramada, 5090 E. Clinton Way,

Fresno, CA, 93727)

No men allowed! Hosted by

Lady Bikers of California,

who chose Fresno as the

location closest to the

center of CA, with lots of

good riding within range.

LadyBikersOfCalifornia.com

May 21-22: Sheetiron 300

Dualsport (Stonyford, CA)

The Sheetiron is a two-day,

non-competitive ride hosted

by the OMC. Riders of

all abilities are welcomed. Applications

will be accepted starting April 1st.

OaklandMotorcycleClub.camp9.org/

event-2147772

May 21: Hanford Vintage Motorcycle

Rally (Kings Fairground, 801 South 10th

Ave Hanford, CA 93232)

Head to the 48th annual Hanford for

150+ vendors of fun at one of California’s

premier vintage motorcycle events.

ClassicCycleEvents.com

May 21: Sacramento Mile (Cal Expo,

Sacramento, CA)

AMA GNC flat track action in The Sac.

Free motorbike parking! Tickets start at

$29. SactoMile.com

June 20: Ride To Work Day (Everywhere,

dammit!)

Ride to work on the 25th annual Ride

To Work Day (and hopefully some other

days too) to help increase public and

governmental awareness about the benefits

of moto-commuting and riding in general.

Stay tuned for some kind of contest from

your friends here at CityBike. RideToWork.

org

June 25-26: Bungee Brent’s Backroad

Bash (Long Barn, CA)

The CityBike Wrecking Crew has gone to

the Backroad Bash two years in a row, and

its one of our favorite events. We’ll be there

this year, and you should be too. Seriously.

OaklandMotorcycleClub.camp9.org/

events

July 7-9: Reno Rendezvous (Grand Sierra

Resort, 2500 East Second St, Reno, NV)

The Gold Wing Road Riders Association

hosts this thing, but you don’t have to be

on a ‘Wing to attend. Great riding—street

and dirt—and proper gambling, too.

RenoRendezvous.org

July 11-16: International Norton

Owners Association (Plumas-Sierra

County Fairgrounds, Quincy, CA)

The Northern California Norton Owners

Club (NCNOC) will host the 41st

gathering of the INOA July 11th-16th in

Quincy. Rides, food, coffee, beer, rally

shirts, Norton tech sessions, speakers,

field events, and even live music, plus tent

camping, clean bathrooms and showers.

NortonRally.com/inoa-rally-2016

July 16: OMC Three Bridge Run (OMC

Clubhouse, Oakland, CA)

Annual poker run through SF and Marin

then back to the OMC clubhouse for

prizes, music, and dancing. There’s a new

alternate southern route this year as well.

OaklandMotorcycleClub.camp9.org/

event-2147776

Want your event in our calendar? Send a note

to editor@citybike.com with details like

who, what, when, where, why and we’ll add it.

Maybe. If it’s something cool. Send your stuff

early—more notice is better.

editor@citybike.com

PO Box 18783

Oakland, CA 94619

Ride to The Quail With

CityBike!

Don’t want to ride to The Quail

alone? Go with us! We’ll meet at

Helimot (45277 Fremont Blvd #7,

Fremont) first thing the morning of

May 14th, where we’ll have coffee

and pastries with Helmut and

Linda before heading out for the

Motorcycle Gathering at 8 AM.

Go to our Facebook page for more

details, and to RSVP:

facebook.com/CityBikeMag

AFM 2016

Season

Schedule

Get more details

at afmracing.org/

schedule.

Round 2: April 30-May 1

Sonoma

Round 3: May 28-29

Thunderhill

Round 4: June 25-26

Thunderhill

Round 5: September 3-4

Sonoma

Round 6: October 1-2

Thunderhill

Round 7: October 22-23

Buttonwillow

NorCal Short Track

Tentative 2016 Schedule

Nor-Cal Short Track’s mission is

to encourage participation in flat

track racing and nurture youth

involvement, and to keep the racing

fun, family-friendly, competitive,

accessible and affordable.

NorCalShortTrack.com

Round 1: April 17th

Round 2: May 1st

Round 3: May 15th

Round 4: June 12th

Round 5: June 26th

Round 6: July 24th

Round 7: September 18th

Round 8: November 12th

Rain make-up date: August 21st

Ducati Bike Nights!

All brands and models of motorcycles are welcome. Get

more information at NorCalDoc.com.

1st Monday of each month: Mill Valley

6:00 to 10:00 PM at The Cantina, 651 E. Blithedale Ave,

Mill Valley. More information: 415.378.8317.

1st Wednesday of each month: San Francisco Ducati

Bike Night

6:00 to 10:00 PM at Pier 23 Seafood Cafe, Pier 23,

The Embarcadero, San Francisco, CA 94111. More

information: 415.362.5125.

1st Sunday of each month: North Bay

6:30 to 9:30 PM at Benissimo, 18 Tamalpais Dr, Corte

Madera.

2nd Monday of each month: South Bay

6:00 to 10:00 PM at Pizza Antica, 334 Santana Row,

#1065 San Jose. More information: 408.557.8373.

2nd Tuesday of each month: East Bay

6:30 PM till whenever at Pizza Antica, 3600 Mt Diablo

Blvd, Lafayette. More information: 925.299.0500.

3rd Wednesday of each month: Emeryville

6:00 to 10:00 PM at Hot Italian, 5959 Shellmound Street,

No. 75, Emeryville. More information: 510.652.9300.

4th Monday of each month: Sacramento

6:00 to 10:00 PM at Hot Italian, 1627 16th Street,

Sacramento. More information: 916.444.3000.

4th Monday of each month: Mid-Peninsula

5:00 to 10:00 PM at Sixto’s Cantina, 1448 Burlingame.

More information: 650.342.7600.

4th Friday of each month: Concord

6:00 to 10:00 PM at Lazy Dog Café, 1961 Diamond Blvd,

Concord. More information: 925.849.1221.

4th Saturday of each month: Novato

6:00 to 10:00 PM at Boca Pizzeria, 454 Ignacio Blvd,

Novato. More information: 415.883.2302.

April 2016 | 12 | CityBike.com


Experiencing Moto-Gymkhana

competitively closer to home, that was still

safe, and moto-gymkhana made sense to

him from a training perspective.

even engaged in some heads-up racing

with me on the unoccupied second course

Saturday.

By Fish

Photos by Steven Fooshee &

Kevin Tong

If you have the internet, you’ve probably

heard the word “gymkhana.” Ken

Block singlehandedly brought the idea

into mainstream culture with his stunt

driving-infused television commercials.

Gymkhana actually has its roots in

horseback riding contests and predates

the modern, motorized interpretations by

Photo: Steven Fooshee

Yellow cones are deployed in pairs, and

form gates you must pass through. Plain

orange cones are out in force as well, but

are simply boundaries that you must stay

within.

By the way, you can’t put your foot down

while negotiating all this.

Traditional competitions are formatted as

a sort of time attack. You get a course map

and an hour to walk the course, and then

Motorbikes are alluring, but not enough

of us talk much about training or practice.

Skills developed in the fun, safe gymkhana

environment translate to both street and

track. While most of the riding is low

speed, first-gear type stuff, focused on tight

turns, you still learn to truly trust your

tires and explore the real limits of your

equipment.

Unique to this sport is the variety of

bikes that are both fun and functional to

compete on. I rode my Harley FXR to the

first two events, and I had a blast. I also

shed roughly thirty pounds of foot peg

and exhaust pipe. The pig was shockingly

competent for such maneuvers as long as I

didn’t concern myself with the signatures

left in the asphalt and the sweet sound of

American iron being ground away.

This time, circumstances forced me to drag

my venerable SV650 to the M-Gymkhana

course. Lined up among the supermotos,

ADV bikes, a VTX sporting a car tire on

the rear, and the KTM-supplied Duke

390s, it’s clear that this is an event for

anyone with any bike.

I should make this very clear: motogymkhana

is not intended for side-by-side

antics, and unless you have a damaged

sense of self-preservation you should stick

to single file. Luckily, Grant was not only

foolish enough to partake in my nonsense,

he swapped bikes with me and we went

multiple rounds with only a few nearincidents.

The result of this high-risk, hardhitting

moto-journalism was the discovery

that the XRL was the faster bike when

ridden by either of us.

We backed off of the madness on Sunday.

I rode more seriously and actually logged

my lap times, which I won’t share because

I got my ass handed to me by a Ninja 250. I

may have also been beaten by someone test

riding a Duke 390. I take comfort in the

fact that I didn’t go down and how cool I

looked when I backed it in on a few turns.

My weekend included four different cone

mazes that varied from full lock, low speed,

rear brake-dragging turns to threshold

braking from 2nd gear pulls. My new tires

have nothing resembling a chicken strip.

Look, you’re probably not gonna crash—

Fish and his not-so-stock SV650. James Bush breaking it down for the riders. So much for that “dark-siders can’t turn” thing.

Photo: Kevin Tong Photo: Steven Fooshee Photo: Steven Fooshee

thousands of years. I’m sure many equine

enthusiasts feel like their version was good

enough, but it actually wasn’t.

Let’s be honest: engines can improve

almost anything, and so gymkhana has

been adopted by both automotive and

motorcycling enthusiasts and molded into

a killer, yet compact competition. Much

like Tom Waits, it’s big in Japan but hasn’t

really caught on stateside.

Moto-gymkhana events are based around

timed runs through an obstacle course

marked with different colored traffic

cones. The boundaries are not clearly

defined—instead, the color of the cone you

are approaching indicates the direction

you must travel past it. It’s like translating a

secret code, while trying not to crash.

A blue cone must pass on your left, while a

red cone must pass to your right. In order to

further complicate things, should the blue

or red cone have a yellow top, you must

orbit a minimum of 270 degrees around it

before proceeding.

you line up. Before you get to the start box,

you stage by riding a figure eight to warm

up your tires and ready your mind. The

best time wins.

Bikes are classed by displacement, and

riders by experience level. No special

equipment is required.

Confused? M-Gymkhana (m-gymkhana.

com) created the MGX (moto-gymkhana

experience) just for you: less focus on

competition, more on skills development

and having some of the funnest fun you can

have on a motorcycle.

Organizer James Bush lays out a course and

give you a guided walk-through, followed

by a lead / follow ride through the maze of

pylons. No previous experience needed, no

special skills required—just show up with

your bike, and James guides you through

it all.

James started M-Gymkhana as an answer

to the lack of tracks in Southern California

where he’s based. Motivated by what

he saw online, he wanted a place to ride

I spent Saturday pushing the limits of my

SV. I learned a lot about the effectiveness

of its rear brake while brushing up on my

supermoto skills. The relaxed atmosphere

and free-form structure of M-Gymkhana

lets you make the most of the day based

on your own skills and goals. Keep the

asshattery to a dull roar and you’re good to

go.

If you like trading bikes with others, there’s

no better place. I rode five other bikes,

including a Ninja 250 and an XR650L

supermoto. The XR’s owner, Grant Boysen,

there’s nothing to hit—and no one

will make fun of you, so if you don’t go

try M-Gymkhana at least once, there’s

something wrong with you. KTM has even

supplied James with two Duke 390s that

you can sign up to test ride while you’re

there. The cost? $75 per day, including

lunch.

Fish spends his time lowering property values

and educating kids (these days) about the evils

of carburetor-less engines. He wrote this on a

piece of sheet metal, with a blunt Sharpie.

Photo: Steven Fooshee

April 2016 | 13 | CityBike.com


Pragmatic Adventure:

2016 Suzuki V-Strom XT ABS

Photos by Max Klein

If you’ve ever talked

to someone that

owns a V-Strom

sidecases, is just $8,499. That’s $1,900 less, in my garage to find the $5,500 buy-in for

650, you’ve almost certainly gotten an which will get you nice cases and crash a 1000 ADV, but Sam’s already started

earful of the “best bike ever” zealotry that protection of your choice, unless you like pawning his Furbee collection to fund his

the Wee inspires—so much so that riders the really expensive stuff—in which case, own XT. And here’s the thing, putting it

actually decided the 650 was better than you might be on a different bike, Boorman. into that context, $8,499 for the XT versus

the 1000. Seriously.

$13,999 for the ADV-Strom makes it sound

Coincidentally, and perhaps nonsensically

kinda stupid. Does the 1000 get you $5,500

We’ve put a lot of miles on the most recent (hey, we report, you decide or whatever),

more worth of fun? Maybe—but it doesn’t

1000cc Stroms, both the standard and the $1,900 is the difference between a KLR650

come with those sweetly spoked tubeless

ADV versions, and they’re both very good and the XT. Although the KLR mafia—

wheels, which serious adventurers know

bikes—good enough that we’d seriously basically the single-cylinder equivalent of

are critical to serious adventuring.

consider either one as an all-round single the ex-Strom-ists—would have you believe

bike solution, even over more expensive that a KLR is eminently more capable - Editor Surj

tall-rounders. Also seriously.

off-road, if we’re talking about adventure

touring, the reality is that the KLR ain’t so The Sensible Strom

hot when the going gets really dirty, and the

Strom gets you more capabilities all around

with just 42 more pounds of ass to haul

(curb weight: 473.9 versus 432 pounds).

Further reality check: you can actually

haul ass on a Strom, plus you get ABS and

6 speeds, which even the goddamn FJRs

have now.

We’ve also had our wandering adventurer

eyes on the XT, since Suzuki released it

in 2015 with crash bars, Suzuki-labeled

Trax aluminum cases, and tubeless

spoked wheels—but surprisingly no skid

plate to keep that oh-so-exposed oil filter

and exhaust combo protected from the

adventures such rigging is intended to

inspire. We never got to ride that bike,

though, and when the XT finally came

to us, it was in 2016 trim, in other words,

stripped down to the essentials.

We’re inclined to bitch about that, but

mostly because we’re just inclined to bitch

about stuff. Did we mention there’s no skid

plate on the 2016 XT either? No? We will.

But here’s the thing, going back to basics

on the XT saves some serious scratch. The

2015 was $10,399, while the 2016, sans

The long and the Strom of it: yeah, it’s nice

when bikes come with good luggage (and

that Trax stuff is good) from the git-go,

since then you don’t have to do the hard,

hard work of turning a few bolts to mount

it yourself. But even in its 2016 clearheels

form, the XT is a compelling bike, a

utilitarian tall-rounder.

Personally, I’d probably sell all my seldomridden

“extra bikes” like the cursed

Nineties 900SS (SS for Super Stationary)

April 2016 | 14 | CityBike.com

By Sam Devine

The first moment I realize that I like the

XT is changing lanes on 580 while heading

back into The City. I look over my shoulder,

noticing I have a nice, tall view of the

highway. I gas it, not expecting much, but

am surprised to find a power delivery that

my 175 pounds of bone, muscle and beer

fat can live with. This is the beginning of

an on-going argument between me and the

2016 V-Strom 650 XT about whether or

not I need to purchase a V-Strom 650.

While the ADV-Strom 1000 came with a

ton of accessories—crash bars, luggage,

plastic skid plate and dashboard power

outlet—the Wee XT comes bone stock

and farkle-free—just metallic black paint

and a windshield. Looking it over, tires

aside, the first accessory it needs is a skid

plate since the bike’s oil filter is perched

precariously close to the ground and near

the front wheel. It’s so fully exposed that

an enraged redneck would have fairly high

odds of picking it off with a target rifle from

100 yards. “Git off muh land!”

But this is a budget-savvy ADV bike and

it would be easy enough to pack a spare

oil filter until one saved up enough box

tops from Suzuki-Os for the mail-in Mr. T

skid plate offer. “I pity the fool who don’t

go motorcycle adventuring!” (That is not

a real thing. Please do not ask Suzuki or

Mr. T about breakfast cereal promotions.)

There also aren’t any saddlebags or luggage

included, but then, most people like to pick

out their own bags or already have their

own lying around. There’s always that

dusty set of leather saddlebags at the back

of the garage. They’d work for camping

trips until you save up for a set of locking

Touratech boxes.

The bike is just a little odd looking, in

a typical V-Strom way, but that could

be a selling point depending on your

personality. The front fender is built off

the cowling, extending in a beak-like

protrusion that evokes that spectacularly

eccentric muppet, Gonzo the Great.

“Tonight, ladies and gentlemen, I will eat

this rubber tire to the music of the Flight of

the Bumblebee!”


I leave CityBike World Headquarters and

turn the V-Strom onto the narrow streets of

Oakland. It has a wide bar, but the counter

steering feel isn’t way-out like on last

month’s Guzzi Griso. It handles about how

I would expect it to, no strange surprises,

lots of steering lock. I stand up to ride over

the speed bumps that keep the side shows

to a minimum in front of our HQ , and

that’s when the surprisingly abrupt engine

braking I’d been warned about nearly sends

me into the windshield.

It reminds me of the snappy throttle on the

V-Strom 1000. I remember coming back

towards Lake Berryessa and standing up

to get over bumpy roads and having a hard

time keeping the throttle from chopping.

The upright position on either Strom is

comfy as all hell. Possibly the comfiest

I’ve experienced. It makes short work

of westbound 580 at 9pm. While the

XT doesn’t rip your eyelids back with

acceleration, it will do 40 mph uphill in

first gear, and can even be coaxed to 60 just

before it red lines in second gear.

For its size, it’s not that much lighter than

the 1000 (only about 30 pounds less

according to spec sheets—the CityBike

moto-scale is on the fritz again. Must be all

that cash we had piled on it). But the 650

is also about $5,500 less than the V-Strom

1000 ADV, which is a lot of gas and

campground dues.

The warbling poppity-pop noise of the

engine reminds me of the Wonka-wash. It

is an oddly quiet engine, not just in volume

but in timbre as well. It just gives a muted

purr that heightens to a subtle growl. My

neighbors would love it if I owned this bike

instead of some others I’ve had.

Controls are mostly straightforward: a left

hand trigger button changes the odometers

and a single button on the dash resets them.

The XT’s turn signal switch sticks out from

under the communication cluster and is

amongst the longest I’ve dealt with. It’s easy

to find in my slightly-too-big winter riding

gloves. Is it weird that the switch reminds

me of the little pecker on the rabbit we

found in the woods? It kept trying to fuck

the dog…

No other bells and whistles to speak of.

There’s no fuse under 10 amps, but there

also aren’t any dashboard power outlets.

The 1000 ADV’s dash-mounted power

outlet had a 5-amp fuse that wasn’t good for

much more than charging a cell phone—

meaning I couldn’t hook up heated gear

without some additional wiring, but I could

complain about it via my well-charged

phone.

Since this is an “adventure touring”

motorcycle, I feel obligated to get some dirt

under its tires. Waking up extremely early,

I head to a short stretch of dirt road near

Bolinas and ride back and forth several

times, taking pictures and enjoying the

morning sunshine and glistening waves.

There’s about a mile of unpaved road

leading up to the Palomarin Trailhead, so

I figure going back and forth five times is

kinda like getting ten miles of dirt riding

in. Can’t imagine the Point Reyes Bird

Observatory is very happy about it, but it’s

making my day.

The last time I was here, a friend and I

hiked out to Bass Lake and swam briefly

before rushing back in time for work. It’s

simply gorgeous, with dragonflies darting

around between the water and the willow

trees. This is the type of experience a

V-Strom 650 puts at the end of otherwise

city-bound fingertips: morning jaunts to

mountain lakes near sleepy seaside towns.

The road was mostly dusty washboard the

last time. Now it’s been hard-packed and

pock-marked by rain and tires, with a few

patches of mud and a small trickle of water

running across the road at the bottom of

a gully. The XT handles this all easily. It’s

still no “proper dirtbike,” but after a few

passes, I’m handling the bike comfortably

in the low thirties, except for the hard,

downhill left turn, where I’m slowing down

to avoid having to call Editor Surj with my

well-charged phone.

The stock suspension takes a few of the

potholes well enough; no bolt-persuading

shudders through the frame, only a solid

thwack against the tire and a little jarring

of the handle bar. I tease the ABS in this

casual, cruising situation to see where it

starts to chatter, finding it surprisingly

smooth.

The decent torque and gradual power

delivery don’t threaten any traction loss

under reasonable acceleration, and the

bike is easy enough to turn around on the

narrow dirt roads.

Coming back from Stinson beach I only

encounter two cars. Curling up the PCH

I’m happy to find the Wee-Strom a fun,

competent toy in the twisties. It’s certainly

not the snappiest, but it’s no slow bear

either. A lot of the turning is done from

its wide, 32.9-inch handle bar, but its

standard-positioned footpegs offer solid

input as well.

One of the cars I get stuck behind is a

BMW X3 SUV with dealer plates. It’s being

piloted by a near-first-time driver who—

afraid of the cliffs—has decided the safest

way to traverse the blind turns up towards

Mt. Tam is to keep the car’s license plates

positioned as close to the double yellow as

possible.

“This doofus is going to get us all killed!” I

think, riding their bumper like a carousel

pony and praying to the Great Spaghetti

Monster that they’ll use a turn-out.

“Perhaps I should hang way back. Hmmm,

no, no, that’ll just leave us stuck on the

wrong side of their burning wreckage, and

then we’ll be late for work.”

So, after watching several turn-outs pass

by unused, I resolve to the safest, timeliest

option and pass them handily. The Wee-

Strom has no problem producing enough

uphill grunt for the situation, but then the

SUV was practically stopped, straddling

the double yellow like a fat man on a broken

bicycle.

Leaving work in rush-hour traffic, the

V-Strom isn’t the skinniest lane-splitter.

But what it lacks in narrowness, it makes

up in height. Standing on the pegs, revving

the 90-degree v-twin, traffic doesn’t exactly

part like the Red Sea, but it does take note.

The bike’s height offers a proper view of

the rush hour chaos, getting one out of the

trenches and above the bumper-to-bumper

stupidity enough to breathe.

The V-Strom also comes ready to facilitate

a passenger, with a wide, cushy seat that

extends to the rear axle and curving

hand grips that dovetail with the design.

So I take my girlfriend, Mary, on a brief

morning ride. The bike handles pretty well

two up and doesn’t show any significant

lag off the line like other middleweights

I’ve ridden. We pop through Golden Gate

Park, taking 25th Ave to the Presidio and

past Baker Beach. I take it easy in the turns,

but it’s still enough to give a fright to an

experienced passenger.

In Sausalito, I circle around for a parking

spot, finding the bike stable at slow speeds

even with a passenger. Mary hops off the

bike with nary a wobble, which speaks

highly of the passenger footpeg positioning

as well as the agility of a woman on her

third motorcycle ride ever. Heading back to

The City, the bike keeps a good clip and I

drop her off and zip into work on time.

But it’s the photo shoot that really tests the

XT. After several weeks of grueling travel,

we’ve finally made it to the Super Secret

CityBike Dual-Sport Proving Grounds a

few minutes from Max’s house.

The V-Strom is fun on the gravel road,

despite how much gravel moves around

in unpredictable ways. We ride up to the

peak where I enjoy whipping the Strom up

a shale rut. On the way back down, Ygnacio

Valley Road gapes far below, ready to

swallow us like a wood chipper. The gravel

road is steep enough to make the ABS

chatter, so I lay off the rear brake and ride

second gear down the hill.

But attempting the dirt road after the rain

was like trying to roll a boulder up a pile

of baby food. Standing in a pile of cow

shit with a stalled engine, I use the clutch

to back the bike slowly down the minor

incline. The rear wheel keeps sliding down

a rut, sabotaging the three-point turn I’m

attempting. I finally give it an aggressive

lean, holding more of the bike’s 473 pounds

than I really want to in slippery mucous

mud. It works and I throw a leg back over,

start the engine and ride back to a flat

patch.

I’m drenched in sweat. I shed my jacket

and eat some golden delicious apple slices.

I’m enjoying the cooling effect of the brisk

air until a cloud covers the sun and I’m

reminded of snowboarding, suddenly quite

cold.

April 2016 | 15 | CityBike.com


The knobby tires on Max’s KLR were

barely up to the task of paddling through

the melted ice cream not-so-rocky road.

The Bridgestone Trailwing sorta-dirt,

mostly-street tires that come stock on the

V-Strom are suitable for riding through a

few feet of the stuff, but not much further.

I was already getting wander from both

wheels when we decided to turn around.

“Damn,” I think, standing on the hillside,

looking at the black V-Strom against a

backdrop of green grass, white cows and a

red barn. “If that was my bike, I wouldn’t be

so worried about dropping it. And if it had

some different tires, it might just make it up

that slime trail.”

As of press time, I’m still looking for a

good reason not to sell off the rest of my

motorcycle stable and buy a brand-new

V-Strom XT. In addition to a seriously

bitchin’ bike, I’d have room to set up the

drum kit in the garage…

Sam is our SF-based columnist. He’s looking

for buyers for various motorcycles that aren’t

V-Strom XTs. Check out his latest column on

page 20.

I Strom, You Strom, We All

Strom For V-Strom

By Max Klein

I’ve been the back-and-forth-to-LA bike

delivery boy for the past few months (these

bikes don’t magically materialize here!) and

out of pity, Editor Surj gives me first dibs

on taking one home with me after I come

back with fresh batch o’ bikes. The XT was

so high on my Gotta-Ride-O-Meter, that I

don’t even remember what the other bike in

the truck was.

The Cult of Strom has painted such a

glorious picture of this machine (Suzuki

gave them a good platform to rave about)

that I had to get a leg over it as soon as

I unloaded into the cavernous CityBike

World Headquarters Garage.

Despite it being a cold and foggy night

when I left for home, I made my way up

Grizzly Peak to The Wall and quickly

found out what the fuss was about.

Don’t get me wrong—it is far from the best

bike I have ever ridden, but for an “entry

level ADV” machine Suzuki got quite a bit

right, simply by leaving stuff off the bike.

Cheap ass single use handguards? Missing,

and thank Baby Jesus. “Adventure” bikes

coming with these flimsy throwaway

handguards seems to be the soup de jour

(that’s a phrase, right?) and come off—

probably literally in a crash—as a joke. I

was stoked to see them left off.

Plastic bash plate? Non existent, but hear

me out. This bike needs a bash plate if

you are going to do anything off-road.

The oil filter and header pipe are one

raised root or wayward rock away from

absolute devastation. The traditional one

hit wonders (shout out to “that thing you

do”—I’m probably the only one that gets

the joke) that many manufacturers include

instill way too much confidence in their

ability to provide any real protection. It’s

like using dollar store condoms: it’s all good

until things get a little rough.

That being said, there were a couple of

things missing that I actually… uh…

missed. Luggage, crash bars, and heated

grips would have been nice. And oh yeah:

centerstand, centerstand, wherefore art

thou, centerstand?

The good news is all of that is readily

available from Suzuki and in the world of

aftermarket. The better news? Without all

that being included, the base price falls into

an affordable $8,500-ish, leaving you a fat

stack of cash so you can put on stuff you’re

actually going to use.

The stuff they included—honestly, just the

bike—was no slouch. The proven 645cc

V-Twin had me bookin’ down the freeways

above the limit with minimal vibration,

and provided more than enough grunt to

power me out of some of my favorite East

Bay twisties. The suspension, while not

fancy-spec, worked well for me both on

road and off. I didn’t do anything other

than groomed fire roads when I did leave

the tarmac, so the paces I put it through

were basically the Cliff ’s Notes of dualsport

riding, but honestly how many people

are going to take these on truly technical

runs?

Before you start writing that strongly

worded letter to Editor Surj, consider that

you are probably the exception. Here’s your

trophy, slick.

Good looks, functionality, and affordability

all in a package that’s more fun than a

bike this utilitarian, at this price, has any

business being. Strom me up!

Max is the SF Chapter Director of the AFM,

and in spite of owning a properly broken-in

KLR, is still open to riding other bikes.

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April 2016 | 16 | CityBike.com


Who Cares About Motocyclist Rights?

Dennis “Budman” Kobza

(we hope you do too)

By Surj Gish

Photos by Surj Gish

California is the biggest—and

arguably best—motorcycle state

in the union. With over 800,000

registered bikes, almost 1/10 th of all the

bikes in the US, we dwarf most other states

and best the number two state, Florida

(take that as you will) by over 30%.

And yet the relationship between

the number of bikes and the level

of moto-stuff sometimes seems off

compared to other states with fewer

bikes and riders. I’m talking both

governmental / institutional and

individual involvement. Some may

prefer a lassez faire, keep your laws

off my bike approach to government

involvement, but consider that the

CMSP (California Motorcycle Safety

Program) has nearly eleven million of

our moto-dollars—$10,978,000 for

the 2014/15 fiscal year, as we reported

late last year (“Let’s Talk About

California Motorcycle Safety This One

Time Each Year And Not Really Tell

Anyone” – Pit Stops, December 2015).

That money comes from motorcycle

registrations, and is earmarked for new

rider training and motorcycle safety

programs—it’s even in the name, duh.

The problem is that the fund grows quite a

bit each year (by over $1.3 million dollars

over the previous two years) meaning a lot

of the money isn’t being spent on keeping

riders safe.

It’s not just The Man that doesn’t care:

among individuals, many riders are

uninformed about legislation, or take a

separatist approach: “That just affects

Harley riders, not me.” “It’s just those

damn crotch rocket guys.” Sure, people

join the AMA or ABATE or other MROs

(Motorcycle Rights Organizations), or

bitch about how these organizations don’t

reflect their views—but attend a CMSP

meeting and you’ll see just how little

involvement there is from the unwashed

masses. CityBike goes every year and it’s

pretty much just the CHP, the advisory

committee, and a handful of gadflies. Sure,

the CMSP ain’t real good at promoting

the meetings (almost like they don’t want

regular people to observe, huh?) but last

time, we warned you all about the next

meeting, and guess who showed up: not

you, gentle reader.

Part of the reason for this is that

motorcyclists, or bikers if you prefer,

tend to be rebellious and individualistic,

and would also rather go ride than stay

home and pore over reams of legislative

horse-puckey. Either way, it turns out that

the majority of the moto-rights work in

California is on the shoulders of a pretty

small group of activists.

While sitting on our pompous asses in the

palatial CityBike offices, poring over the

aforementioned reams of legislation (or

just cruising BARF, depending on who

you talk to), we decided we’d start telling

the stories of some of these people. Not the

institutions—everyone knows what the

AMA does (or thinks they do, well enough

for misinformed whining) and anyway

they’ve got their own damn magazine—

but the grassroots advocates putting their

own time, money, and sweat into watching

out for us riders.

Our original plan was to do a tour de force

of moto-advocacy in California, but a

couple things ruined that plan. First, we

realized that we only have 28 pages most

months, and there’s other stuff we gotta

talk about—give our readers some sugar

with their vegetables, to avoid turning

into ZealotBike. Second, one of our

awesome ideas for that

story was quashed by

some bigwig outside

California (maybe

Ohio?) due to concerns

about perception—

as if anyone who

reads CityBike does

anything other than

laugh and shake

their head. We’re the

zombie court jester

of moto-journalism,

ferchrissake.

So we decided to do

a series of stories

on regular riders,

moto-activists

giving up big

chunks of their lives for

me and you and every other rider here in

the Golden State and beyond. We’ll start

with the same questions, like “what made

you care about this stuff?” and see where

the conversations go, until we run out of

people that’ll talk to us.

So without further ado: this month, we

talked to The Budman, originally known

Photo Eric Le

DENNIS ‘BUDMAN’ KOBZA:

BUILDING COMMUNITY

Six Motorcycling Innovators

Who Are Changing Your World

FALL TOURING AT ITS BEST

to the world as Dennis Kobza. Former

racer turned moto-safety advocate, he also

runs BARF (BayAreaRidersForum.com)

on top of a regular job—apparently motoadvocacy

is a train sorely lacking in gravy.

His story is truly amazing—he’s almost

like a moto-rights Wizard of Oz, the man

behind the curtain, minus the weird

flying monkeys. Many know he’s our

representative on the CMSP Advisory

Committee, some know he is one of but

a few private citizens on the California

Motorcycle Safety Committee, but most

don’t know just how much time he’s

invested into this stuff, and how pivotal

he’s been in keeping lane splitting legal.

Our conversation starts with inspiration—

what got you started in caring about

motorcyclists’ rights

and issues?

November 2015

“I always cared

that we get to

go do our thing.

It started for me

fairly early. When

I was in junior high

school, there was a

proposal to make a

motorcycle park out

here in the Baylands.

“Palo Alto Baylands

was basically a dump,

so the idea was make

it a preserve, make it

a motorcycle park…

I happened to be

the president of the

motorcycle minibike club, and I went up

in front of city council in a shirt and a tie,

and gave a speech supporting the proposal

to make it a motorcycle park… So that got

me a little bit into it. We lost, but that was

kinda important.

“I don’t think it really touched on me again

until later in life, when I started to see other

April 2016 | 17 | CityBike.com


areas closing down. Baylands Raceway,

things that gave us an opportunity to go

enjoy ourselves on a motorcycle, or other

avenues, drag races or whatever… just

because of the political stuff.

“It was really after I took over BARF and

started running that, and all the sudden

we saw this big rash of crashes in the

AMA District 36

Road Rider Clubs

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12/3 Old Timers Dance (Destination Run) SFMC

Bay Area… a bunch of people were just

clamoring, like we should do something!

We should do something! So we had a

meeting, and developed the 1Rider thing.”

Budman tells me about how 1Rider grew

and started doing events at high schools.

“We found that there was some real value

in it, talking to these kids, that they really

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April 2016 | 18 | CityBike.com

didn’t know what a good helmet was, what

leathers were, and that sort of stuff, at

sixteen years old.

“One of my favorite things was that I’d

always have my set of Helimot leathers,

that weigh whatever it is, 35-40 pounds,

and I’d hold them out and say ‘yeah, check

these out’ and hand then to a teenage girl

and let go. All the sudden, the whole thing

would fall to the ground. ‘Holy cow, this

weighs a lot!’

“Well, yeah, it takes a lot to keep you from

getting hurt. Look at these boots, and look

at this…so with that 1Rider thing, I got

invited to the very first ever motorcycle

safety summit, as a speaker!

“I think it was ’09. I’ve still got my tag, it

was sort of a defining moment for me. I

was going, ok, I’ve got a 20 minute slot,

Steve Young is the motivational speaker... I

decided that my 20 minutes was probably

going to be somewhat disheveled if I didn’t

organize it really well. I decided to make a

15 minute video about 1Rider.”

Budman’s video was a resounding success,

15 minutes of footage culminating in “did

that guy crash” cliffhanger, topped off with

live discussion after.

“The then-head of the CHP came up to

me afterward and said ‘That was really

awesome. You’re going to hear from us.’”

That led to an invitation to join the

CMSP Advisory Committee, and

more importantly the CA Mission 12

Motorcycle Safety Committee (now the

California Motorcycle Safety Committee),

which was mostly government employees

at the time: DMV, OTS, Cal-TRANs,

CHP.

“I had no idea how the process worked.

One of the first things that came up in my

first year was lane splitting. DMV said

‘Let’s stop it. We’ll save lives.’”

This part’s important. There are some

riders who’d prefer we all not talk about

lane splitting, Fight Club-style, who

believe that recent attempts to regulate

lane splitting are due to motorcyclists

talking too much about splitting, drawing

attention to it. That’s not true.

The DMV representative on the

committee at the time, the guy that

proposed a ban on splitting, was “very well

connected” and powerful.

“I didn’t really get it, why these guys from

the OTS, different police agencies, the

MSF, were not just immediately butting

heads with this guy.

“So I took my rookie voice and said, hey,

I don’t think you’re right. Stopping this is

going to end up hurting more people than

it helps.

“The next couple days, I got phone calls

from a bunch of these people, saying ‘You

need to speak up. You need to welcome

yourself to the table and really create a

voice right now.’ And I’m like, why don’t

you guys do it? And they’re like ‘He’s a very

powerful man. We’re paid to be here—it’s

our job. It’s a lot easier for you than it is for

us.

“So I go ok… shit. And they basically say,

‘We’ll have your back.’

Budman went up to Sacramento to meet

with the DMV representative, and of

course the subject of lane splitting came up.

“I ended up saying, we should educate, not

legislate. And he got really pissed.”

Budman leans across the table at this point,

getting in my face to demonstrate.

“We were at a pretty big table, like this, and

he got really close to me… saliva was flying

off his mouth, like who are you to frikkin’

tell me what’s going on?

“And he’s like, ‘Who’s going to write this

thing? You? YOU?!?’ And I’m wiping

this shit off my face, and of course, when

someone does that to you… you’re gonna

go, yeah, me! Without knowing that I really

have no hope of accomplish the task. So I

did start it, and other folks helped with it

greatly.”

That was the very beginning of the lane

splitting guidelines. If you’re keeping track

of the timeline here, you know that the

guidelines didn’t come out until several

years later—years of meetings, discussion,

argument, even a lane splitting summit

with law enforcement, BARFers, and

other riders. All this work eventually led to

the publication of the CHP lane splitting

guidelines.

Budman is grudgingly supportive of AB 51,

Assemblymember Quirk’s lane splitting

bill from last year, that is likely to be heard

in the California State Senate later this

year, that would explicitly codify splitting

as legal up to 50 MPH, at up to a 15 MPH

delta.

“At this point, with everything else going

on, I think it’s too much of a benefit to have

it legalized… to say no again. It’s just gonna

keep coming back. There are some folks

that are trying to incorporate one piece into

the legislation which I think is really good,

which would be to revisit the speed limit in

a couple years, with additional analysis… I

still think, if you’re experienced, and you’re

not being a total dumbass, that you can

lane split very effectively at 55-60, up to the

speed limit. Not everywhere! But there are

roads, certainly 280, places like that.”

Stay tuned for our next installment of “Who

Cares About Motorcyclist Rights?”

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Backstage at the 2016 Dakar

with Scott Dunlavey

Photo: Bob Stokstad

By Bob Stokstad

Photos by Bob Stokstad &

Scott Dunlavey

The Dakar is the daddy of them

all—the very Big Daddy of rally

racing. At nearly 6,000 miles,

it dwarfs the Baja 1,000, but “is like a

Baja 500, if you do it for fourteen days

straight,” according to Scott Dunlavey.

He should know—he spent over two

decades providing racing support in Baja

Tight quarters: tents and trucks at the

Stage 6 Bivouac.

for American Honda with Bruce

Ogilvie and then Johnny Campbell,

and recently joined Husqvarna’s

support team at the 2016 Dakar,

held in January in Argentina and

Bolivia. I sat down with Scott

recently in his office at Berkeley

Honda Yamaha Husqvarna on

Gilman Street to find out about

the adventure, the glamour and

the comfort I was sure he’d

experienced.

Bob: So how did you get this gig?

Scott: Just last year, as we were taking

on a Husqvarna dealer franchise, Henk

Hellegers’s racing support company in the

Netherlands—HT Rally Raid—signed

on with factory Husqvarna for the 2016

Dakar. We knew each other from the days

when we were both involved with Honda

racing. On a visit to the US last July, Henk

made a side trip from LA to visit Berkeley

for a few days. Before I knew it, I’d signed

a contract to work for him in Dakar. It

was great coincidence that he and I, both

long-time “Honda guys” gravitated to

Husqvarna at the same time.

Bob: What was your job?

Scott: Basically, logistics—make sure

everything’s ready when the bikes roll

in late in the afternoon. Then make sure

everything’s ready the next morning when

they roll out. I was middle management

at the start but before long was also

wrenching with the mechanics, as we were

short handed.

Bob: How does the Dakar course compare

to Baja?

Photo: Scott Dunlavey

Scott: Well, it’s an El Nino

year so there’s way more water

and a lot of creek crossings,

way more mud. [The first

stage and a later one had to

be cancelled because of heavy

rain.] Fast fire roads, similar to

Baja but wider and smoother.

And they have the great sand

dunes. We spent two and a half

days at high elevation—over

12,500 feet. The

weather varied

widely, including

a couple days

at over 100 degrees with 90

percent humidity. A lot of

rain, thunder, lightening,

sandstorms, tornadoes—you

name it.

Photo: Husqvarna

Bob: What was

your typical day like?

Scott: Get up at 4 am, make sure

all the bikes are warmed up,

prepared, and that everything’s

perfect. They were, basically,

brand new bikes every day. After

the last rider left—typically by

5 am—we’d pack up the tents

and everything else. Once

we’d loaded the trucks, we

would drive from five hours

up to sixteen hours to the next

bivouac, catching some sleep in the trucks

whenever possible. By the way, it’s a little

unnerving that they paint your name and

blood type on the door of the truck. On

arrival we’d put up the tents, get the tools

and parts out so the mechanics would have

their stuff; work into the night to 1, 2, or

3 am repairing and prepping the bikes for

the next day’s stage; catch a little sleep if

possible before the 4 am wake-up: repeat,

repeat. We went through three all-nighters

in four days because guys fell down or had

broken an engine. It’s like following the

Grateful Dead for two weeks.

Bob: What were the bivouacs like?

Scott Dunlavey with his Pikes Peak bike, at Berkeley Honda-Yamaha-Husavarna.

April 2016 | 19 | CityBike.com

Scott: A giant tent city. You sleep in tents;

a sleeping bag and a blow-up mattress.

They have food—buffet style—and it’s

good. Outhouses, of course, and showers,

which are ahhh… so-so. When done

working at 2 am, you’d go to shower

because they weren’t crowded at that hour

of the morning and end up standing under

a cold-water shower head next to some

Russian truck driver.

It was, well, pretty

primitive. But with

this level of communal

living, you do get to

meet people. There

was a guy from Marin

who was supporting two

riders from the States—

name’s Dave Peckham.

Real nice guy. He had

bought the remnants of

Charlie Rauseo’s operation.

The company is Rally

Management Services.

Pablo Quintanilla

Photo: Scott Dunlavey

Bob: What was your worst day?

Scott: Day 4. The overnighters were tough,

but on Day 4 we worked till 1 am and it was

lightning, thunder, rain like I haven’t seen

around here in twenty years—brutal rain.

It’s cold, and we’re working under E-Z Ups

with water rolling through ‘em. Crazy. But

you’ve got to do it because the organizers

have said they’re running the next day and

the bikes have to be ready. And then, at 2

am to crawl into a damp sleeping bag to get

two hours sleep—that was a bit rough. It

builds up, and sleep deprivation becomes

the hardest thing.

Bob: What sticks most in your mind from

these two weeks?

Scott: For Husqvarna, getting a third

place over all was really a big thing. [Pablo

Quintanilla of Chile finished just ten

minutes behind the second place rider]

They’re new and getting back into the

game, here. So to pull a third over all was

huge. And this, after their top factory rider,

Ruben Faria, broke his wrist in Stage 6.

This group did a super job. They were one

of the premier groups in being organized,

right up there with KTM and Honda.

For me, it’s the workload and the pace of

it all. It’s not like Baja. After day 9 or 10,

you’re kind of sick of it and have a tendency

to want to let your standards drop. But

you can’t, because the end is in sight and

you have to keep pushing. To keep up that

level—not only personally but the whole

team—that was the hardest thing.

Bob: So, would you do it again?

Scott: They asked me at the final dinner if

I’d come back next year. I said, ‘Call me in a

month.’ Let the dust settle. Juliana [Scott’s

wife] thinks I will. We’ll see.

Bob started at CityBike in 2004, taking

photos and sweeping floors. He crept up the

corporate ladder at a snail’s pace, finally

garnering the ambiguous title of Senior (as in

“old fart”) Editor after three successive EICs

couldn’t figure out what to call whatever he

was doing.

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sam DEVINE

Sure we tell our glory tales but we don’t

usually indulge much malarkey.

We can usually smell a

bullshitter from a mile off...

which reminds me of this

national race we’re all

watching.

A

wide-eyed kid comes into the

shop, looking for a full set of riding

leathers. Great. I show him some

street jackets and he says: “Yeah, these

would be perfect.”

“Cool, what are you riding?” I ask.

“Oh, uh, it’s a, a Ducati. A, uhm, nine, nine,

uh, ninety-nine.”

Ok, dude doesn’t seem clear on what bike

he’s riding. That’s weird, but actually not

unheard of, especially amongst the newbies

and folks eating from silver spoons. He’s

dressed casually but doesn’t seem scruffy.

Brown jeans, t-shirt, work boots and a red

bandanna tied around his neck.

“Yeah,” he continues, “my team just cleared

me to race again.”

“Oh, cool. Who do you race with?”

“Red Bull.”

Illustration by Sam Devine

“Ok, well, that’s really a street

jacket, so did you need something

that zips together? Or are you

doing street racing?”

“Uh… street racing.”

Ok, now I would never claim to

know more than a small fraction

about the world of motorcycles,

but I’m pretty sure this dude is full

of shit. The Red Bull Street

Racing Team? A team that

doesn’t wear

ziptogether

gear?

Pretty

sure that’s

not a thing…

“Well, let me

show you some of the other

stuff,” I say, walking him over to some

track-ready leathers.

“Ok. Oh, yeah, that’s more like it, man,

cause I’m gonna be going, like, like, you

know like two-twenty an’ shit, you know.”

“Oh, wow, you ride fast, man. You’re

probably gonna need some boots, too,

huh?” I ask, noticing that his pupils are

wider than a mid-westerner’s waistline.

“Naw, I got boots.”

“Oh, yeah? What do you have?”

“You know, size 10, standard strap.”

“Oh, great.”

Some people would choose this moment

to call the inebriate on his bullshit. But

years of living as well as bartending near

Haight Street let me develop a technique

for this situation: simply stare into the

distance as though you have forgotten

what you were just talking about and wait

for the addlepated shyster to run out of

shenanigan fodder. Confrontation can lead

to bad scenes. Better to let the wookie win.

Furthermore: I get it, he’s riding some

synthetic high and wants to pretend that

he’s a well-paid street-fighting moto-man.

Who am I to remind him he’s just some

lying brat hopped up on hallucinogens or

trailer-park uppers?

“So could I come pick everything up on

Monday?” He asks.

Pick what up, dude?! You looked briefly at

three things and then lied to me about your

top speeds and footwear! You haven’t even

tried anything on!

“Oh, sure,” I say even though we’re closed

on Mondays. “What name should I put it

under?”

The kid gives a far-fetched name and

starts to walk out, promising that either he

or “big-ass, yoked dude” will be back on

Monday.

Weeding out people like this in the bar

scene was always a constant challenge.

Trying to figure out ahead of time if

someone was going to actually pay for their

drinks. But the motorcycle world is pretty

self-correcting. Perhaps it has something to

do with preferring a vehicle that falls over

if you don’t pay enough attention to it; the

bike is either rubber side down or you’re

in a ditch. There’s no room for hogwash

and blatherskites. Biking is a meritocracy

where we judge one another on our

accomplishments and not our statements.

There’s this

one racer

that we’re

all

listening

to, and

he’s

talking

about

how

he’s going

to make

everything great

again, even though

he’s never actually raced

before. And he says he’s going to win

because he’s got a ton of money. He thinks

his experience in business qualifies him to

rocket through twists and turns as hairy as

the Iran-Contra situation. He says he’ll do

what’s best for the common people even

though he was born into a wealthy family,

which is kind of like a person that’s never

actually ridden a bike deciding what’s best

for motorcyclists.

Meanwhile there’s this other racer that’s

a little long in the tooth but who’s been

racing for years, regularly winning smaller

races. He’s talking about things like helping

one another and offering health services to

everyone. But a lot of people think he’s too

far-fetched. Maybe it just sounds like a lot

of work, a lot of change.

It’s easy to see why people want to root

for the braggadocious bully. We all want

to kick ass and be the best on the course.

But I always end up finding out what my

skills actually are and what I really need to

work on. I get humbled and have to admit

to myself that I’m not the best -- far from it.

I’m good at keeping my eyes up and I pull

decent lines, but my body positioning still

has a long way to go. But it feels good to let

go of being the best and focus on the work

I have to do.

It makes me think of that national race

again. We’re so concerned with being the

best, betting on the top dog. I wonder if

we’re accepting the work we need to do to

actually improve this country, or if we’re

too busy fantasizing about being number

one.

And I think about this as I sign the release

forms and roll into the pits at the track. I

unload my bike and set up my folding table

with snacks, water and tools. I’m about to

head to the bathroom when my neighbor

comes over and introduces himself, saying:

“Well, we’re pitted together, so you know,

we’ll help each other out.”

A smile goes across my face. “Sounds good

to me, man.”

Sam is our SF-based columnist. He

motorbikes, kitesurfs, and picks guitars.

Get a copy of his book, “Fifty Rides,” at

SamDevine.com.

“Shut up and ride.” Yah know?

April 2016 | 20 | CityBike.com


dr. gregory w. FRAZIER

Chief, World

Adventure

Affairs Desk

Camaraderie of motorcycle

travelers being electronic gizmo’d

away? Sandra and Javier Kaper,

proprietors of Dakar Motos in Buenos

Aires, Argentina answered, “Yes, no

question about it.”

Ten years earlier I spent several days with

the Kapers as they were beginning to move

their South America “home of overland

bike business” from a small sidewalk

entrance repair shop to a larger facility to

accommodate more repairs and storage.

They were also adding a camping and

cooking area for travelers, which included

use of their shop wifi.

Lunching in Buenos Aires recently, they

lamented having to close the larger facility

but explained their expediting the shipping

of motorcycles in and out of South America

had drawn them away from repairs,

storage, and the maintenance of camping

and cooking facilities for travelers. Sandra

added, “It’s OK. They don’t want to talk to

each other anymore. They want to connect

with the Internet, put in their ear buds and

do all their social media stuff instead of

socializing in person.”

As I navigated the second stage of The

Great Around The World Motorcycle

Adventure Rally (bit.ly/1QhmgA1) I’d

noticed the same trend. A similar route

nearly 20 years earlier, even a second 10

years ago, found the camaraderie amongst

motorcycle travelers missing. In 1997-1998,

if I saw another traveler coming, going,

or parked, we would stop and verbally

communicate, sometimes taking the same

campground, hostel or hotel for the night

to carry on our trading of information and

road tales.

One such road connection, in Rio Gallegos,

Argentina, in December, 1997, was with

Grant and Susan Johnson. They were

pondering the birth of what became the

world’s largest motorcycle traveler website,

Horizons Unlimited. Our chance meeting

and immediate camaraderie resulted in

spending the better part of the next day

exchanging ideas and discussing travel

content, publishing and motorcycling

experiences. Their luggage included

a laptop computer, a gizmo I found

interesting, but far outside my economic

and carrying weight limits—any jonesing

for digital feeding while traveling could be

fed at an occasional Internet café.

Javier Kaper, reflecting on travelers

he’d observed at their former shop, said,

“They’d come in, pitch their tent and

connect to the Internet, sometimes before

eating or taking a shower. They would

even use our office computer when we

weren’t around, until we put a sign on it

that said, ‘If You’re Using This Computer

You Should Not Be!’” I looked towards

the ceiling, and then

said, “I can remember,

before I quit abusing

my liver, that often the

first thing I did after

setting up my tent was

hammer down some

alcohol, many times

with other travelers

and occasionally before

eating or taking a shower,

sometimes skipping both

before falling asleep.”

Sandra laughed and then

added, “The newer travelers

were nice enough, but they were

more into Facebook or posting

their photographs and writing

blogs than drinking beer or

talking face to face.”

Twenty years after meeting

the Johnsons, I had upgraded

to carrying a clunky old

laptop, but was still using

my free AAA map of South

America on my tank bag

to navigate, and would go

days without wifi, or even

an Internet café. At the

other end of the digital

and electronic motorcycle

travel luggage/equipment

scale were those using

GPSs, smart phones,

Bluetooth communicators,

tablets, and emergency electronic tracking

devices.

One traveler I met at a hotel was carrying

two smart phones (“in case one quit

working”), a GPS, one Fire 8, one Kindle

(combined with the Fire having 5,000

books and 200 movies), a back-up battery

pack, digital camera and electronic

tracking device. Looking into his opened

tank bag overflowing with wires was like

looking downward into a den of twisting

multi-colored snakes. I dubbed him the

Gizmo Adventure Rider, since his priority

Repair & Service

April 2016 | 21 | CityBike.com

Illustration by Mr. Jensen

seemed to be the adventure of using and

keeping alive his electronics.

The Gizmo Adventure Rider stated

what he thought was a poor choice of not

bringing his heated gloves and jacket liner.

I pointed to the snake pit of colored wires

in his tank bag and jokingly said, “No

worries. When you get cold, reach in there

and pull out a thick wire or two, stick them

in your mouth and bite down. You’ll warm

up like a Christmas tree given the 30-40

amps your 12 volt alternator and back-up

battery supply are putting out.”

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Most often the motorcycle travelers I saw

recently would at least wave or nod. The

days of us stopping or turning around were

gone, not because I wouldn’t, more because

I could not catch up as they moved onward.

Many of the travelers I did meet were at gas

stations, hotels or in lines at borders. Once

I stopped to talk with one who was parked

on the side of the road, seemingly not

broken down or lost. We agreed to travel to

the next town, find a gas station for a fill-up

and coffee and, like years before, spend

time trading road tales and information.

I dubbed him Surfer Boy. He was circling

the globe, carrying his surfboards to ride

waves, on less than $800 a month, using a

motorcycle the same age as mine (1983),

and carrying a vintage laptop computer

as old, or older, than mine. That was

the extent of both our gizmos, each of

us employing paper maps and neither

having a phone smarter than ourselves. He

signed on to the Global Adventure Rally,

but qualified his entry by saying, “I’ll not

finish first, probably not in the top 100, but

I’m determined to finish. Don’t look for my

progress digitally posted anywhere, and it

might weeks before I answer your e-mail.”

As my meeting with the Dakar Motos

owners came to a close, we promised to

see each other again, whether in South

America or somewhere else on the planet.

Agreeing that the digital age and Internet

had killed, or seriously wounded, the

element of the camaraderie of the road, we

succumbed to the wave of electronics and

social conformity as one of us said, causing

all to laugh, “In the meantime, I’ll see you

on the Internet.”

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maynard HERSHON

I

don’t care very much about the new

Royal Enfield Himalayan or the new

Ducati XDiavel. I certainly don’t care

enough about them to write about them as

bikes, either of them.

It’s difficult to imagine two more different

motorcycles, both, in my view, destined for

low annual mileage. Neither, in my view, is

for anything, but feel free to disagree. Email

me (via rftc@citybike.com) a photo of your

30,000 mile Diavel.

The two recently debuted models are

examples of how new motorcycles are

advertised today. The process of preparing

us for their respective releases is much

the same. Online magazines, British and

American, hungry for anything remotely

(!) newsworthy, do the manufacturers’

marketing work for them.

By new model release time, a bike maker’s

customers, connected every waking

moment as we are, have been learning

about the new model in detail for months

via items in online magazines. They know

From 3:14 Daily

Valencia @ 25th

415-970-9670

all about the new bike long before

they can buy one.

Let’s look for instance at the new

Ducati cruiser. Do you want one? Can you

get excited about a “sophisticated” cruiser?

How sophisticated must a cruiser be to find

its way to a rustic roadside tavern?

Cruisers have found that same watering

hole since Indian Scouts were

sporty 750s with one-fifth the

horsepower of an XDiavel. I suppose

XDiavel owners congregate only at

sophisticated rustic roadside taverns.

Because I’m seldom in such a place,

I may never see an XDiavel. I

certainly do see article after

article and one regurgitated

press release after the

other. Newsless news

items, you could say.

It’s easy to watch this marketing strategy

at work when you don’t care about the

product even a little, isn’t it? Life is more

transparent when you don’t have a dog in

the fight. And maybe it becomes yet more

transparent when the motorcycle brand is a

“magical” one, one that advertises without

a whispered word your discriminating

tastes.

I like Japanese bikes. They work great.

And if a non-rider asks across a dinner

table about what you ride, and you answer

Honda, Yamaha, Kawasaki or Suzuki, the

conversation does not falter while your

Illustration by Mr. Jensen

guests gasp for breath in admiration. I get

along fine without all that gasping.

Here’s the 21st Century moto-publicity

cycle as I see it. Feel free to plug in the

model name Himalayan for XDiavel if you

like.

First, we read a

series of “news”

items proclaiming

that perhaps there will

be something called an XDiavel at some

point in the future. It’ll be so good we’ll

hardly be able to believe it, is the message.

We’re not ready to see it in its “street”

glory. Instead, we see a short video of a

motionless black bike shot against a black

background. We hear music. Not one detail

is revealed.

Bear in mind that each “news” item or

teaser video will incorporate a link to

the manufacturer’s web site. Someone,

somewhere, is counting the clicks and

knows from whence they’ve come.

We may soon see a blurry photo of the new

world-beater in camouflaged, test-mule

form. Weeks later we see a more sharply

focused photo, closely cropped—of the

new bike’s instruments.

Then we read that an XDiavel is actually

forthcoming, probably, in the next modelyear.

Followed by an item stating that an

XDiavel will be featured as an exciting new

model in such-and-such an issue. It’s real!

By this point, I am done with and disgusted

by the new Ducati cruiser, X-whatever it’s

called.

But I still read an XDiavel pre-test analysis,

raving at article-length about the new

bike’s superiority to the old, tail-betweenits-legs

Diavel and all the so-called similar

motorcycles, mere pretenders.

Then we see a photo essay about the

option kits available for the new XDiavel

to convert it (for an additional quarter of

its oh-my-god original price) to a Great

Escape replica, a Wild One replica, an Easy

Rider replica or a Hipster matte-gray brat

replica, whatever a brat is or was.

What is a brat?

Eventually, finally, we read an “actual”

road test, done almost certainly on a preproduction

XDiavel, the

minor flaws

of which will

surely be

corrected on

the first ones

to roll off the

line.

Why print a

brochure? Your

customers, Mr.

Manufacturer,

know all they need

to know about your

new bike. How did

that happen? How

did a bike that still

has not reached the

dealers’ floors become

so familiar? My guess

is through press release

saturation, meaning

any empty news item,

however insignificant, to

generate a click or two.

The magazines are doing their

share to sell new bikes, just as if the writers

and editors were in the employ of the

manufacturers. The press releases and

teasers look like the magazine put them

together. They are more effective than ads,

and make the reader feel that he is part of a

community of clued-in motorcyclists.

There’s nothing he doesn’t know about the

new XDiavel. Or Himalayan.

The editors know that the buyers of

those new bikes will continue to read the

magazines. Bike owners will rely on them

to impart information (of questionable

value) about even newer bikes and all sorts

of riding necessities. Ten ways to put on an

open-face helmet, perhaps.

Is it just the constant need for news items

(or press releases masquerading as news

items) that brings us so much empty

information and so many bits of clickbait?

Or do magazines have to run all those junk

items so manufacturers will give them test

bikes? If the manufacturers withhold test

bikes for less-than-perfect cooperation in

the sales effort, for insufficient clicks, what

will happen if the magazine is critical of

one of its test models?

Who’s in charge here? Who’s looking out

for us?

April 2016 | 22 | CityBike.com


ed HERTFELDER

Illustration by Mr. Jensen

Most people wouldn’t call

McDonald’s an adventure in

fine dining, but to a motorcycle

competitor with a cooler full of warm water

and dead ants, McDonald’s can definitely

be an interlude in good grazing.

Say what you will about cholesterol,

salt, sugar, fried foods and what part of a

chicken “nuggets” come from, I don’t care

about any of that stuff when the adrenaline

starts wearing off and starvation takes over.

What I mainly look for anytime I’m a gas

tank from home is what McDonalds has;

big glass picture windows.

After all, if the only means I have of

getting home is loaded with $4,000 worth

of motorcycle, a stereo with speakers

designed to mask 196,000 miles of rattles,

and a CB setup, I want to study it while I’m

eating.

When I was at a McDonald’s in Idaho, they

laughed at my concern and told me all the

crime problems are back east. I sat with

one eye smearing the window glass anyway

because the shifty looking guy in the

corner with the double order of fries could

be from “back east,” for all we knew. It was

even likely. In Idaho you don’t have to go

to a fast food store for potatoes; they have

them growing in their backyards.

After an enduro, I usually stop at the first

McDonald’s I see, hopefully before rigor

mortis sets in and I have to climb out of my

van one limb at a time…

The time for rigor mortis to set in varies

with the score I posted. If I managed to hit

the finish checkpoint within 15 minutes

over the hour I was supposed to be there,

the glow of satisfaction will last two hours

and ten minutes. Luckily, I’ve found

it’s impossible to drive anywhere in the

continental U.S. for two hours and not pass

a McDonald’s.

This must be a source of severe

embarrassment for Home Economic

teachers.

Lord only knows how the folks who make

kitchen stoves feel.

When I drove away from a Dallas,

Pennsylvania enduro, I had almost no glow

at all because I’d been riding so poorly that,

at the gas stop, they’d already loaded my

gas can, chain lube and fried egg sandwich

back on the truck. Then they really hurt my

feelings by offering to take me back on the

truck.

Such insolence is almost expected from the

average gear truck driver who provides a

necessary service but also expects a certain

amount of adulation for his long forgotten

motorcycle performances.

By the way, I drove the Six Day Of

Michigan gear truck for ten years because

I was the only one available to drive the

stick-shift rentals.

Now I ride with a great deal of confidence

that if I picked up 49 minutes and they

threw out the first four checkpoints I could

win overall.

And while the shock might kill me, I can’t

think of a better way to die.

Well… maybe one better way.

I found the next McDonald’s in the third

town with no sidewalks south of Dallas. It

had three in driveways and it looked like

the out went up a one-way street behind

the firehouse.

Rigor mortis was just beginning to set

in. I had to reach across my body with

my right hand to open my door then

lift up my left leg, with my hand,

and swing the leg out of the van

to get the rest of my body started

out. This level of incapacitation

might, I suspect, qualify me for

handicap parking but I wouldn’t

want a test case on it, at least without

the appropriate documents in hand.

While waiting to order I developed an

excruciating pain in my left shoulder which

felt like an injection of battery acid from a

Ford with a bad voltage regulator. I had to

ask the gent standing behind me to get my

wallet out of my hip pocket.

I left the 35 cents change for the counter

girl. I wasn’t suddenly the last of the big

time tippers—I just couldn’t get my fingers

to pick up anything smaller than a quarter.

The fellow who helped with my wallet

followed me to a booth and unloaded my

tray for me. He probably thought I was

brain damaged—and maybe most enduro

riders are. I told the fellow that I was

afflicted with the enduro disease and lately

I had to go to events a day early just to find

the location.

I told him that most of the maps they

sent to help find the location looked like

chicken scratches as seen thru the bottom

of a cracked Coke bottle.

The fellow nodded in agreement and

allowed that he’d traveled a bit and also

found fault with hand-drawn maps. He said

that he’d seen north everywhere except at

the top of the page. My personal opinion of

this phenomenon is that local mapmakers

see the world opposite to whatever

direction his mother was facing when he

was born. If she was facing South we are

blessed with a map-maker who sees the

world right-side up.

I think some steps should be taken in

hospital delivery rooms to aligns all the

stirrups to face South.

It was with pride that I told

my dining assistant how many

enduro clubs give us a break and send

maps leading to enduros from nearby

major intersections, often from the

exit tollbooth on turnpikes. They then

place arrows on telephone poles high

enough so they aren’t buried under garage

sale signs.

Sometimes, I told him, we follow arrows

and wind up at some darn dog-and pony

carnival.

“Fella.” He said, “I go to more enduros than

you do.”

“Well, what do you ride?” I asked.

“Nothing.” He growled. “I run a carnival

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April 2016 | 23 | CityBike.com


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2014 Harley Davidson XL883N Sportster 883 Iron - $7,495

2014 Harley Davidson XL883N Sportster 883 Iron - $7,995

2014 Harley-Davidson XL883N Sportster 883 Iron - $8,495

1998 Harley Davidson XL1200S Sportster 1200 - $4,795

2012 Harley Davidson XL1200X Sportster Forty-Eight - $9,495

2013 Harley Davidson XL1200V Sportster Seventy-Two - $9,495

2003 Harley Davidson V-Rod Anniversary - $7,995

2014 Harley Davidson V-Rod Night Rod Special - $13,995

Honda

2005 Honda Nighthawk 250 - $3,495

2006 Honda CB900F 919 Hornet - $4,995

2007 Honda VFR 800 Interceptor ABS - $7,495

2007 Honda VFR 800 Interceptor ABS - $7,495

2011 Honda CBR250R ABS - $3,995

2013 Honda CBR250R ABS - $3,995

2002 Honda CBR600F4i - $3,495

2006 Honda CBR600RR - $5,995

2008 Honda CBR600RR - $7,495

2008 Honda CBR600RR - $7,695

2011 Honda CBR600RR - $8,995

2006 Honda CBR1000RR - $7,495

2001 Honda Rebel 250 - $2,495

2001 Honda Rebel 250 - $2,495

2002 Honda Rebel 250 - $2,795

2002 Honda Rebel 250 - $2,995

2001 Honda Shadow 750 ACE - $3,995

2008 Honda Shadow 750 Aero - $4,495

2007 Honda CRF250R 290cc Big Bore - $3,495

2008 Honda CRF450R Supermoto - $4,495

Kawasaki

2014 Kawasaki Ninja 300 - $4,495

2014 Kawasaki Ninja 300 SE - $4,995

2014 Kawasaki Ninja 300 ABS - $4,995

2014 Kawasaki Ninja 300 ABS - $4,995

2013 Kawasaki Ninja 650 ABS - $6,995

2014 Kawasaki Ninja 650 ABS - $6,995

1995 Kawasaki Ninja ZX600-F ZX-6R - $3,995

2007 Kawasaki Ninja ZX-6R - $5,995

2012 Kawasaki Ninja ZX-6R - $8,495

2012 Kawasaki Ninja ZX-6R - $8,495

2013 Kawasaki Ninja ZX-6R 636 - $9,495

2007 Kawasaki Vulcan 900 Classic - $4,295

2011 Kawasaki Vulcan 900 Custom - $5,995

KTM

1997 KTM 200EXC LE JackPiner Limited Collectors Edition - $3,995

2013 KTM 1190 Adventure - $12,995

2003 KTM 450 SX - $3,495

2008 KTM 990 Super Duke - $8,495

MV Agusta

2014 MV Agusta F4 1000 ABS - $15,995

Polaris

2015 Polaris Slingshot SL - $21,995

Suzuki

2007 Suzuki GSX-R600 - $6,495

2007 Suzuki GSX-R600 - $6,995

2009 Suzuki GSX-R600 - $7,495

2012 Suzuki GSX-R600 - $8,995

2012 Suzuki GSX-R600 - $9,995

2012 Suzuki GSX-R600 - $9,995

2013 Suzuki GSX-R600 - $9,495

2007 Suzuki GSX-R750 - $6,995

2011 Suzuki GSX-R750 - $8,495

2009 Suzuki GSX-R1000 - $9,495

2011 Suzuki GSX1250FA ABS - $7,995

2006 Suzuki SV650S - $4,495

2008 Suzuki Boulevard S40 - $3,995

Triumph

2014 Triumph Street Triple R ABS Team Empire Special Edition - $9,495

2014 Triumph Thunderbird Commander ABS - $10,995

Yamaha

2006 Yamaha YZF R6 - $6,495

2008 Yamaha YZF R6 - $7,995

2006 Yamaha YZF R1 - $6,995

2013 Yamaha YZF R1 - $11,995

2009 Yamaha FZ6R - $4,495

2012 Yamaha FZ6R - $5,995

2012 Yamaha FZ8 - $7,495

2015 Yamaha Bolt R-Spec - $7,295

2002 Yamaha V-Star 650 - $3,795

2005 Yamaha V-Star 650 - $3,995

2012 Yamaha WR250F - $4,495

April 2016 | 24 | CityBike.com

800 American Way, Windsor CA. Open Tue-Fri 9-6, Sat 9-4:30.

Phone 707-838-9100 x 2. After-hours text 707-837-6121

SantaRosaBMW.com

We proudly offer some of the best used motorcycles in the area. We’re

fussy about the condition of the machines we take in for resale and make

sure all the maintenance is up to date before offering them to the public.

Call us for pictures or more info. Here are a few of the great used bikes

on our lot:

USED INVENTORY

2013 BMW R1200GS Adventure Approximately 17k, too many extras

to list—call for a list of accessories. Priced below KBB with options at

$17,195.

2015 BMW R1200GS Like new, less than 1600 miles! Cruise Control,

ABS, Heated Grips, Traction Control, Hand Protection, Ride Modes, Gear

Shift Assist Pro, AND the BMW Navigator V for a low price of $17,997.

2006 BMW R1200RT Runs phenomenally well, 57k miles. Plenty

of factory-installed options plus a BMW top case, Comfort Seat, etc.

$7,600.

2014 TRIUMPH BONNEVILLE Around 3.2k miles, pristine condition!

2-tone white/blue version looks extra nice. Includes Triumph Accessory

Silencers, rear rack, lower aftermarket handlebars. Just $6,600!

2015 BMW K1600GTL Just 2K well cared for miles, excellent condition.

Engine guards and BMW Navigator V, fresh service. A mere $24,000.00

gets you this almost new motorcycle.

2010 TRIUMPH THUNDERBIRD ABS Set up for comfortable longdistance

travel with several nice extras such as Triumph saddlebags,

windscreen, floorboards, “Comfort” seat with rider backrest, and more.

Has the factory 1700cc big-bore kit. A few minor cosmetic blems but in

nice shape overall. Only 16.5k miles. Just $7,500.

2007 MOTO GUZZI BREVA 1100 20.9k miles, excellent condition,

great all-around bike with character. Includes Guzzi windscreen and Joe

Rocket tailbag. Just $5,245.00!

2014 DUCATI DIAVEL STRADA .8k miles and in showroom condition!

Thousands of dollars in extras from Ducati Performance, Rizoma, Sato,

Clearwater, et al. Looks stunning! Just $15,750.

TRIUMPH SPECIALS

We a number of NEW ’14 and ’15 Triumph motorcycles that need to find

a new home NOW! Prices are ROCK BOTTOM, and cannot be combined

with any other manufacturer or dealer incentives. Freight and Prep

charges are included in all prices below. Delivery available!

2014 America 2-Tone – $9,644, now $7,585!

2015 Speedmaster 900 – $9,444, now $7,600!

2015 Rocket Touring 2300 – $18,544, now $14,900!

2015 Street Triple 675 ABS – $10,444, now $8,400!

2015 Street Triple RX – $12,244, now $11,000!

2015 Speed Triple 1050 ABS – $13,844, now $11,000!

2015 Dayton 675 ABS – $13,044, now $10,400!

2015 Daytona 675 R – $15,044, now $12,000!

2015 Explorer 1200 – $16,944, now $13,740!

2015 Explorer 1200 XC – $18,544, now $15,000!

2015 Trophy SE – $20,544, now $16,680!

2015 Bonneville T100 2-Tone – $10,644, now $8,400!

Note: Current manufacturer/dealer incentives. Contact us for further

details.

Prices shown do not include taxes, DMV fees/electronic filing, doc, CA

tire fee. All motorcycles are subject to prior sale, so do not delay!

275 8th Street at the corner of Folsom

San Francisco - 415-255-3132

www.sfmoto.com

USED INVENTORY

All used motorcycles come with a 3 month warranty / 12 month roadside

assistance. We thoroughly inspect our used inventory. If brakes are worn

over 60%, new pads are installed. If tires are worn beyond 60%, new tires

are installed. If chain & sprockets have too much play, we install new

chain & sprockets.

BMW

F800R with ABS, 2012, Silver, 8,890 miles, $7,998

S1000 RR, 2014, White, 1,521 miles, $13,998

C600, 2013, Silver, 307 miles, $7,498

Ducati

848, 2010, Black, 581 miles, $9,498

Monster 1200 S, 2014, White, 751 miles, $13,498

Monster 696 ABS, 2013, Black, 2,480 miles, $8,498

MULTISTRADA1200/S ABS, 2013, Gray, 21,553 miles, $14,598

Streetfighter 1099, 2011, White, 6,790 miles, $10,998

Monster 796 ABS, 2014, Red, 4,529 miles, $9,498

Panigale 899, 2014, Red, 2,200 miles, $13,498

Monster 796 ABS, 2014, Red, 7,578 miles, $9,298

Hypermotard 796, 2011, Red, 803 miles, $8,495

Hypermotard 821, 2015, Black, 1,657 miles, $10,995

Streetfighter 848, 2012, Red, 3,076 miles, $10,698

Scrambler, 2015, White, 2,055 miles, $8,998

Monster 696, 2012, Black, 3,471 miles, $7,998

Monster 821, 2015, White, 3,329 miles, $11,498

MULTISTRADA1200/S, 2013, Red, 6,026 miles, $16,998

Genuine

Buddy 125, 2012, White, 306 miles, $2,498

Honda

CBR300R, 2015, White, 2,400 miles, $3,998

CBR500R, 2013, Black, 3,242 miles, $4,298

CBR600RR, 2012, Black, 4,018 miles, $9,998

CBR250R, 2012, Blue, 274 miles, $3,498

CBR500R, 2013, Black, 1,507 miles, $5,498

CB500F, 2013, White, 4,605 miles, $5,198

CBR500R, 2013, Red, 1 miles, $5,498

CBR600RR, 2011, Black, 1,901 miles, $8,998

CBR500R, 2013, Black, 1,897 miles, $4,998

CTX700ND, 2014, Black, 3,012 miles, $6,998

CBR250R, 2012, Red, 274 miles, $3,498

CBR500R, 2013, Black, 750 miles, $5,498

CBR600RR, 2008, Black, 9,997 miles, $7,498

CBR600RR, 2012, Black, 1,044 miles, $8,998

Kawasaki

Ninja 300, 2014, Black, 444 miles, $4,698

Versys 650, 2013, White, 884 miles, $6,498

Ninja 300, 2014, Black, 54 miles, $5,298

Ninja 300, 2013, Black, 6,528 miles, $4,998

Ninja 300, 2013, White, 2,621 miles, $4,495

Ninja 300, 2015, Gray, 4,470 miles, $4,998

Vulcan 500, 2007, Black, 8,084 miles, $4,498

Ninja 250, 2010, Green, 7,504 miles, $3,498

Ninja 250, 2010, Red, 13,159 miles, $3,798

Ninja ZX-636, 2013, White, 167 miles, $9,998

Ninja ZX-6R, 2011, Black, 824 miles, $8,498

Ninja ZX-6R, 2012, Red, 5,650 miles, $8,998

Ninja 250, 2007, Blue, 3,275 miles, $2,898

Ninja 650 ABS, 2014, Gray, 2,208 miles, $6,498

KLX250, 2009, Red, 1,876 miles, $3,998

Ninja 650, 2013, White, 4,204 miles, $5,498

Ninja 650, 2012, Red, 5,999 miles, $5,998

Lance

PCH125, 2013, Orange, 663 miles, $1,898

Suzuki

GSX-R600, 2013, Blue, 3,190 miles, $9,998

GSX-R600, 2013, Blue, 948 miles, $9,498

GW250, 2013, Black, 449 miles, $3,498

V-Strom 650 DL650 Touring bike, 2011, Black, 11,166 miles, $5,998

LS650 S40, 2011, White, 2,804 miles, $4,498

V-Strom 650 DL650 Touring bike, 2013, Blue, 1,799 miles, $6,998

DL650 ABS, 2015, Blue, 1,030 miles, $7,498

GSX-R600, 2011, White, 5,886 miles, $8,498

Burgman 400, 2014, Black, 426 miles, $4,998

GSX-R750, 2015, Blue, 2,299 miles, $9,998

GSX650F, 2008, Blue, 2,617 miles, $4,998

Gladius SFV650, 2013, Black, 4,475 miles, $5,998

LS650 S40, 2015, Gray, 1,409 miles, $4,998

SYM

Fiddle 125, 2013, Blue, 804 miles, $1,998

Citycom 300i, 2009, Black, 4,496 miles, $0

Citycom 300, 2009, Red, 140 miles, $3,998

Triumph

Bonneville, 2013, Orange, 8,239 miles, $7,198

Bonneville, 2013, Purple, 1,922 miles, $7,498

Bonneville, 2014, Black, 3,715 miles, $8,495

Daytona 675, 2014, Black, 1,679 miles, $9,998

Daytona 675R, 2014, White, 1,795 miles, $11,998

Speed Triple ABS, 2012, Red, 7,939 miles, $8,998

Street Triple R, 2012, Black, 6,992 miles, $8,498

Daytona 675, 2014, Black, 3,705 miles, $9,998

Daytona 675 R, 2012, White, 4,472 miles, $10,998

Bonneville, 2014, White, 5,303 miles, $7,498

Scrambler, 2014, Blue, 1,040 miles, $8,498

Speed Triple, 2013, Yellow, 123 miles, $9,998

Bonneville, 2014, Black, 988 miles, $8,998

Daytona 675, 2014, Black, 3,495 miles, $9,998

Daytona 675, 2013, Black, 1,672 miles, $9,498

Bonneville, 2013, Gold, 6,804 miles, $7,498

Thruxton, 2010, Red, 5,066 miles, $7,498

Scrambler, 2014, Blue, 5,104 miles, $8,498

Thruxton, 2011, Red, 3,540 miles, $7,998

Yamaha

FZ09, 2014, Gray, 4,689 miles, $7,298

FZ1, 2006, Silver, 7,740 miles, $6,498

YZF-R6, 2015, Blue, 899 miles, $10,495

Zuma 125, 2014, Gray, 84 miles, $3,198

FZ09, 2014, Red, 975 miles, $7,498

FZ6-R, 2013, Blue, 1,509 miles, $6,498

FZ6-R, 2012, Black, 808 miles, $5,998

Vespa

GTS300, 2012, Silver, 4,036 miles, $4,998

NEW INVENTORY

Honda

CB1000R, 2013, White, $10,998

CB1000R, 2014, Black, $10,998

CB1000R, 2015, Red, $11,760

CB1100, 2014, Black, $9,998

CB300F, 2015, Red, $3,999

CB500F ABS, 2015, White, $6,198

CB500F, 2015, White, $5,198

CB500X, 2014, White, $5,498

CB500X, 2015, Black, $5,998

CBR1000RR, 2015, $14,199

CBR300R, 2015, $3,998

CBR500R, 2014, Black, $4,998

CBR500R, 2015, $5,698

CBR600RR, 2015, Black, $11,298

CBR650F, 2015, $8,499

CRF100F, 2013, Red, $2,498

CRF110F, 2015, Red, $2,099

CRF250L, 2015, Red, $4,999

CRF50F, 2016, Red, $1,399

CTX1300, 2014, Black, $14,498

CTX700, 2014, Red, $6,998

CTX700N, 2014, Red or Black, $6,498


Rare Opening at California’s Oldest Motorcycle Tire & Service

Rare and immediate opening for experienced

motorcycle / scooter mechanics. We need an

experienced mechanic, not a “tech” with a

minimum of two years of experience. Must be able

to “think on the go.” Something gets in your way,

you must (just like the U.S. Marines) be able to

“adapt, and overcome.” Sure, there will be lots of

R&R jobs, but we are not your run of the mill

motorcycle service shop.

• Must be able to diagnose & repair mechanical /

structural problems on motorcycles and scooters of

different makes, models and years, fully

understand function / purpose of electrical

components and be able to read wiring charts /

diagrams. High degree of common sense &

CTX700N, 2015, $6,999

Forza, 2015, Red, $5,599

Fury, 2015, CALL

Goldwing F6B, 2015, $20,499

Goldwing, 2015, CALL

Grom 125, 2015, Black, White or Yellow $3,199

Interstate, 2015, Black, CALL

Metropolitan, 2015, CALL

Montesa, 2016, Red, $9,999

NC700X, 2015, $7,498

NM4, 2016, Black, $10,498

PCX150F, 2015, CALL

PCX150F, 2016, Silver, $3,499

Ruckus, 2015, $2,649

Shadow Aero, 2015, Red, CALL

Shadow Phantom, 2015, $7,499

Shadow Spirit, 2012, Orange, $6,998

Shadow Spirit, 2015, CALL

Stateline, 2015, Blue, CALL

Valkyrie, 2015, Red, CALL

VFR800, 2015, White, $12,998

XR650L, 2015, Red, CALL

CTX1300, 2015, Black, CALL

Kawasaki

Concours 14 ABS, 2013, Black, $11,999

Concours 14 ABS, 2015, CALL

KLR650, 2015, Green, CALL

KLR650, 2016, $6,599

KLX140L, 2015, Green, $3,298

KLX250, 2015, Black, $5,099

KX65, 2013, Green, $2,798

Ninja 1000 ABS, 2015, $10,998

Ninja 300, 2014, Green, $4,798

Ninja 300, 2014, White, $4,698

Ninja 300, 2015, Black, $5,098

Ninja 300, 2015, Green, $4,999

Ninja 300, 2016, Red, $4,999

Ninja 650 EX650 New!!, 2016, $7,199

Ninja 650, 2015, $6,998

Ninja ZX-10R ABS - 30th Anniversary Edition, 2015, Green, CALL

Ninja ZX-10R, 2015, Black, $14,299

Ninja ZX-10R, 2016, Black, $14,999

Ninja ZX-6R 636 - 30th Anniversary Edition, 2015, Green, $10,998

Ninja ZX-6R 636, 2015, Black, CALL

Versys 1000LT, 2015, CALL

Versys 650 ABS, 2014, Green, $6,998

Versys 650 ABS, 2015, CALL

Versys 650LT, 2015, Green, CALL

Vulcan 1700 Vaquero, 2015, Green, CALL

Vulcan 1700 Voyager, 2015, Black, CALL

Vulcan 900 Classic LT, 2015, Black, $8,499

Vulcan 900 Classic, 2015, Black, $7,999

Vulcan 900 Custom, 2015, Black, $7,998

Vulcan S, 2015, Green, $6,899

Z1000 ABS, 2015, Green, CALL

ZX-14R ABS 30th Anniversary Edition, 2015, Red, CALL

ZX-14R ABS, 2015, Green, CALL

Vulcan S ABS, 2015, Black, $6,999

Lance Powersports

Havana Classic 125, 2015, Black, Blue or Red $1,899

Havana Classic 125, 2015, White or Black $1,899

PCH 125, 2015, Black, Red, White or Yellow$1,899

PCH 150, 2015, Green, Red or White $2,198

SYM

Citycom 300i, 2015, Gray, Red or White $4,898

HD200 EVO scooter, 2015, Gray or White $3,495

HD200, 2015, Gray or Red $3,495

T2 250i, 2015, Black, $3,799

T2 250i, 2015, White, $3,798

Wolf Classic 150, 2015, Black, Red or White $2,999

ZERO

DS 12.5 Demo, 2015, White, $12,995

FX 5.7 Demo, 2015, Black, $9,998

SR 12.5 Demo, 2015, Red, $14,995

mechanical aptitude required. Must be in excellent

physical condition with good upper body strength,

to push / pick up heavy bikes & put on center

stands.

• H-D experience, arc welding / fabrication skills

are a plus (but not a “deal breaker”). Prior

(honorary) military service—BIG PLUS. Past

racing / track experience is good, but current

racers need not apply.

• WE ARE AN "OLD SCHOOL" SHOP. If you're looking

for someone else to clean your area, this is not the

place for you. Pay directly related to skill,

experience and production level. We offer different

wage structures such as full commission, partial

commission + hourly and straight hourly; plus

USED MOTORCYCLES:

2000 Aprilia Falco

Super nice sport cruiser, only 2,500 miles on the clock, always garaged,

clean title. A true Italian motorcycle, fast and stylish, mechanically in

excellent condition. Derestricted by dealer. Current registration. Asking

$4250. Call Thomas at (510) 812-8331 or email tngbuild@sonic.net

Two Beemers and a CT

2006 K1200S - Mint, all optons

2000 1150GS - Mint, Ohlins

1977 CT90 - Good

Contact cwheck@gmail.com

Ed Meagor’s BSA

BSA 500 Single Empire Star

Cheap $10,000 Firm

Call Old Ed Meagor at 415.457.5423

That’s right! Ed sent his phone number, so if you’ve been wanting to give

him a call about his sweet BSA, now’s the time!

-CityBike Classifieds Editor

HELP WANTED:

Scottie’s Workshop

Vintage and Classic BMW Motorcycle Shop in Santa Clara seeks

technician to repair and service vintage and classic BMWs. We

specialize in repairing, maintaining and restoring vintage BMW

motorcycles. Our tidy shop is a relaxed and pleasant place to work -

close to freeways and lunch spots. Pay is based on experience, skills,

and production. Candidate must have experience repairing 1970-1985

BMW Motorcycles. Send an email with your resume as an attachment

to resumes@scottiesharpe.com. Include your phone number. More

about us at facebook.com/scottiesworkshop

PARTS AND SERVICE

ADVANCED CYCLE SERVICE

*Motorcycle Service and Repair*

• Tires • Service •Insurance estimates

Monthly bike storage available

Come check us out

1135 Old Bayshore Hwy

San Jose, CA 95112

(408) 299-0508

jim@advcycles.com — www.advcycles.com

DUCATI SUZUKI KAWASAKI YAMAHA

Bavarian Cycle Works

EXPERT Service & Repair

Bavarian Cycle Works specializes in new and vintage BMW, modern

TRIUMPH and select motorcycle models. Our staff includes a Master

Certified Technician and personnel each with over 25 years experience.

Nearly all scheduled motorcycle maintenance can be completed within a

one day turnaround time. All bikes kept securely indoors, day and night.

Come see us!

Devils Detail Motorcycle Detailing

Detailing vintage, classic, modern motorcycles

415 - 439 - 9275

www.thedevilsdetailing.com

thedevilsdetail@hotmail.com

established 2007

Greatness can be in your detail!

shared cost Kaiser Health Insurance, paid sick /

vacation days, paid holidays, employee purchases

at cost +15%. Access to full shop tools, of every

kind, though having own basic tools would be

good.

• Prefer non-smokers. No heavy drinkers, hangover

enthusiasts, druggies, party boys / girls.

• Interested applicants please email resume to

kcengineeringsf@gmail.com or mail resume to

KC Engineering, Attention:

Ken, 689 Harrison

St. San Francisco

CA 94107. No

walk-ins / call-ins

please.

Michael’s Motorsports

BMW Motorcycle Service, Repair, Restoration

Air heads, Oil Heads, Hex heads, K Bikes, F Bikes

880 Piner Rd. Ste 46

Santa Rosa, CA 95403

(707) 575-4132

MOTO TIRE GUY

www.MotoTireGuy.com

Motorcycle Tire Services

San Francisco - Bay Area

(415) 601-2853

Order your tires online, Zero CA sales tax plus

Free UPS Ground, then have a Preferred Installer

in your local area do the installation and save!

Please visit website for details.

MOTOR WORKS BMW PARTS

Take a European trip this year!

Visit www.motorworks.co.uk

• Huge range of new and used parts and accessories for all models from

1970 onwards

• UK’s largest independent, 25 years experience

• Competitive prices, fast shipping

• Expert and friendly advice available

• Trade customers welcome

Quality Motorcycles

235 Shoreline Hwy.

Mill Valley CA

(415) 381-5059

We’re not afraid of your old bike.

RIDING SCHOOLS

Sierra Dual Sport/Dirt Bike Rides,

Rentals and Training

Come and ride the Sierras! No dirt experience needed! Dual Sport and

dirt bike rentals. Guided or map your own course. Skill building classes

also available.

Easy access from Highway 50 south and west of Tahoe, this side of the

hill in Camino, CA.

Free secure storage of your car or bike onsite, or we can deliver bikes to

many all day riding areas (additional fee applies for delivery).

Well-maintained bikes and a rider-owned company makes us a great

adventure for the day, weekend or longer.

ASK ABOUT OUR SPECIAL $200 3-HOUR INTRO TO DUAL SPORT

RIDING TOUR/INSTRUCTION! ALSO SCHEDULING WOMEN’S DIRT

AND DUAL SPORT TRAINING CLASSES! **WE OFFER LOWERED DUAL

SPORT BIKES!

530-748-3505- www.sierradualsport.com

April 2016 | 25 | CityBike.com


Tankslapper

Roo Roo Ca Choo

Tim from Colorado, where they aren’t

gonna have lane splitting any time soon,

wrote about our smartass sass on the topic

of kangaroo leather. Apparently someone

takes us seriously, in spite of our best

efforts.

Hopefully 150 people have

already written in on this,

but CB misses the mark

with the ho-hum attitude

towards CA’s Yet Another

Stupid Law Syndrome and

the resulting ban of kangaroo

products in the state.

Kangaroo leather is tougher

than cowhide (digging

around on The Google, I

can’t find definitive info vs.

deerskin, though deer leather is

apparently much more difficult

to work with). Wikipedia says

deer leather can be cut much thinner and

retain a far greater amount of its strength

which is the main Big Deal.

Case in point: I have Held gloves with

kangaroo inner surfaces; the improvement in

control feel is actually astonishing - enough

so that I’d be shocked if anyone is achieving a

similar level of protection and feel with other

materials (the only deerskin gloves I’ve tried

were Lee Parks, a very clunky/chunky design,

so I’ll admit the possibility that someone else

- Helimot as mentioned? - is doing deer gloves

right).

Finally, kangaroo is a pest in its native land,

so use of its leather falls into the “yes please”

category.

Am I alone in finding it ironic that you

take Lanesplitter to task for its journalistic

excellence (agreed in general btw) -on the very

same page?

We hate to disappoint (again) Tim, but

you’re the only person that wrote about

this. You’ve confused us with your Roo

vs. The Deer arguments, but rather than

debate materials with you—because we

don’t care, we’ve got Helimots—we’ll point

out this example of yet another stupid law,

as you call it, is basically one less law. The

Spring Fling

April 18

Thunderhill

Sign up at funtrackdayz.com

“ban on kangaroo products” is actually a

sunsetting of a 2008 law that temporarily

legalized kangaroo leather.

Oh shit! What to do? The “we don’t need

no more stinkin’ laws” crowd actually

Someone claiming to be a one-eyed bandit from Tijuana

sent this shot of CityBike in Daytona. ¡Gracias, amigo!

Photo: Uno-eyed bandito de Tijuana

got what they asked for—one less law.

Seems we can’t have it both ways. There’s

probably a lesson here, but we’re not

qualified to teach it, given our boundless

hypocrisy.

Less Deciding, More Riding

Jack from El Sob wrote in to chastise

Editor Surj for his most recent foulmouthed

“fuck this, fuck that…

something about helmets” diatribe

(“Helmet Laws Might Suck... But It’s

Time To Move On” – Uneasy Rider,

March 2016).

I am a biker and have been for

the past 46 years. I have been a

member of the Modified Motorcycle

Association. During that time I

suffered from finger cramps due

to the number of Anti Helmet

Law letters that we wrote at each

monthly meeting. Here’s what you

apparently didn’t know…it was all about “Let

those who ride…decide!”

Freedom of choice…freedom of choice…for an

adult to choose an activity that involves risk.

Take a second and apply this to many of the

activities some of us enjoy today. Think about

our European brothers and sisters that ride

motorcycles that have horsepower restrictions.

Come be the star of the show!

April 2016 | 26 | CityBike.com

Or about the safety gear, other than helmets,

that could be legislated for our safety. Yes

there are other pressing issues that we all need

to get finger cramps over…but…just like the

ice floes in the Arctic, freedom of choice can

disappear a cube at a time.

Yah…I’ve worn a freakin’ helmet for

the last many years cuz it gets too damn

cold in February (and I don’t want to

damage my Commodore 64 brain).

Try to balance your immediate

frustration with a shot of the long view

of how things could be.

Here’s the thing: we ride, probably

more than most, and we’ve decided

that fighting helmet laws in

California is a waste of time. We’re

also pretty involved in moto-rights

(hey, didja see the cover?) and

informing riders about that stuff,

so thinking about the long view

is exactly where our view on helmet law

noisemaking in the Golden State comes

from—to recap, “the things we say in

Justin Martens, after seeing Tony Spinks featured

in Locals Only last month, sent this pic of the frame

Tony built, with the Suzuki 550 that will eventually

motivate it.

that process, makes us look like

fucking idiots.”

You seem like a reasonable joe, Jack, but

some of your compatriots have a tendency

to talk with mouths that would better serve

the moto-community if they actually had

feet in them. We—motorcyclists—aren’t

taken seriously in conversations about

lane splitting or profiling or whatever when

some of us are saying shit like “helmets

hurt more than they help” and “there’s no

proof that helmets prevent injury.”

Take These Chains

Security-conscious reader Mike wrote in

about our review of ABUS’s burly Ionus

1190 chain / trouble finisher (“Serious

Security: ABUS Ionus 1190” – New Stuff,

March 2016).

I use a disc lock on my back wheel instead of

the front. I figure that with both wheels locked

(steering lock engaged), thieves will have to

carry the whole bike, whereas with just the

front wheel locked, they can put the tranny

in neutral, lift the front, and wheel the bike

away.

And for chains, I like boat anchor chains. You

can get them in any length and strength and

with the links individually vinyl-coated so

they’re as flexible as if they weren’t coated at

all.

Good call on the boat anchor chains, Mike.

If any of our bikes were pretty, we’d want

to protect ‘em from getting screwed up by

chains. As it is, we vacillate between hoping

they’ll get stolen and not caring about the

scratches from uncoated chain.

Of course, we have to keep the press

bikes safe, for which we also use uncoated

chain… in the hands of burly gents with

anger issues.

It’s Only Funny When It’s Not

True

One of our readers wrote in with this

doozy:

Did you hear about the motorcyclist on his

way to the Trump For President Rally who

lost control and crashed because the sheet

slipped off his head and got wrapped in the

rear wheel?

We’re keeping this reader

anonymous, because we all

know how Trump loves to

go after people who criticize

him, and if he becomes

president, he’s gonna “open

up our libel laws” so when

publishers “write purposely

negative and horrible and false

articles,” which we do an awful

lot of, emphasis on horrible,

meaning we’ll be in danger of

someone suing us so they can

“win lots of money.”

And we want to hang on to the

forty-something bucks in our

swear jar. We’re saving up for loud

pipes.

Yell at us (or just say hey) at editor@

citybike.com or talk to us on our Facebook

page at facebook.com/CityBikeMag. You

can also send us an old-timey paper letter,

which we think is pretty damn cool. Those

go to CityBike Magazine, PO Box 18738,

Oakland 94619.

Extra points for crazy / creative shit. What do

those points get you? Let us know if you find

out.

Send Us Your Stuff

editor@citybike.com

PO Box 18783

Oakland, CA 94619


Sam Devine puts our V-Strom XT through its paces at our secret ADV proving grounds.

Photo: Max Klein


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