Hotshots
HOTSHOTS
Perfect Sport-Tourers
So, Peter Egan is “still waiting” for the perfect sport-tourer? (Leanings, December, 1999.) That’s odd, because he used to own one. It’s Kawasaki’s still-dazzling ZX-11. Fresh out of the box, the Super Ninja is virtually perfect, though tweaking brings it perilously close to PST status.
Imperfect touring capacity? Givi’s hard luggage gulps as much as 150 liters in three cases, while Bagster’s zip-linked, double-decker tankbag adds another 20. Imperfect ergos? Handlebar risers and lower footrests would transform long hauls for the only slightly mellowing Egan. Imperfect perch? Corbin should be Pete’s seat choice if it already isn’t. Imperfect handling for the big guy? Race Tech’s shock revalving and Gold Valve fork emulators grant steeper lean angles and far better pothole composure. Imperfect power-toweight ratio. I don’t think so.
David Walsh Silver Spring, Maryland
Peter Egan, you blew it, man. All the bikes you mentioned in your Leanings “Sport-touring” column, including your new Beemer, are fine machines, but the Kawasaki Concours should be your ride. Great handling, great power, less pork, and costs way less $$$. Pat Sprague
Luray, Virginia
Hey, Jay!
Britbike-hating Jay Ibold would do well to expand his horizons a little (Hotshots, November, 1999). Such crass statements (“old British crap”) diminish history and achievement in motorcycling.
I remember standing on a damp, windswept WWII bomber airfield as the late George Brown fought “SuperNero,” his blown fuel Vincent sprinter, through the timing traps at the end of the flying kilo at 232 mph! Or how about 192 mph, with a sidecar-same bike, same rider, at 55 years old.
Then there was Brian Chapman pushing the envelope in the late ’70s with “Mighty Mouse,” a blown fuel Vincent Comet Single, running 8.60second ETs at 160 mph, not to mention Clem Johnson and his “Barn Job” Vincent (see photo) posting mid-9s at 160 in the early Sixties. Fast enough for you, Mr. Ibold?
Remember, these were people with little sheds in the backyard or basement with no big books of aftermarket chrome parts.
Where bikes are now is in no small part due to efforts like these.
Pat Neal Fall River, Nova Scotia, Canada
Tell “well under 50” Jay that he needs to work on his attitude. My first rides in 1949 were on BSAs, Triumphs and an Ariel Square Four. A standard drip pan under the crankcase was just a convenient reminder of how much oil you needed to add each week.
I now ride an 883 Sportster when I’m in a hurry, but I still enjoy riding a BSA 441 Victor and a Hodaka Super Rat. So lighten up, Jay. When you’ve ridden for 50 years, maybe you will have learned to enjoy them all.
Bud Richards (well over 60) Springville, Alabama
Hey, Jay, what you do with “crap” is throw it away. So, go to any motorcycle salvage yard and just try to find a British bike... Donn Donnelly
Oakhurst, California
French postcards
The “Parlez-Vous Mikuni?” story by Allan Girdler was great. I loved the descriptions of getting his bike to Germany and riding it in Europe while encountering some of the awkward parts of foreign travel. Glad to discover that he found many “guardian angels” along the way who came to his rescue. Great paint job, too.
On a trip I took two years ago, I also lost the license plate from my Ducati while it was parked overnight in front of the hotel. Apparently, U.S. plates are collectors items. I rode for the next two weeks with never a comment from the gendarmarie for being plateless! Don’t try that at home.
Burt Richmond Lotus Tours Chicago, Illinois
Good stuff
After my monthly Egan fix, I began paging through the rest of December’s articles when a word that is always an attention-grabber caught my eye: NAKED!
Being the proud owner of a 1985 Yamaha Maxim X 700, and a true devotee of the super-standard body style, I am always on the lookout for something different. Anything that is a departure from the plethora of repliracers, V-Twins, and this sudden explosion of retro-Britbikes (sorry Pete) is more than welcome in my book.
On the second page of your article, “Naked in Milan,” I was drawn to a photo of a beautifully designed Honda. My jaw went slack. The XI l has everything I like in a motorcycle: aggressive stance, inline-Four, sweet lines and a riding position that is a tad less than fetal. I was totally intrigued.
So, you can imagine my disappointment when I discovered (unfortunately to no big surprise) that this was yet another in a long line of “look but can’t touch” Euro-only super-standards. This leads me to my question: Why?
It seems to me that with all the to-do floating about in regards to the huge chunk Yamaha took out of Honda’s gluteus maximus last year, Honda would be making every effort to take some of it back. The XI1 would help. Perhaps if enough of us super-standard lovers banded together, we could send the message: “Hey, send some of that good stuff our way!” Scott R. Hoyt McCook, Nebraska
Baja Harley
Regarding Jimmy Lewis’ “Baja 100” article (CW, November, 1999): In the late ’60s and early ’70s, I was an active enduro/MX rider of modest ability. I was acquainted with an H-D engineer who was charged with putting together a three-man enduro team to ride Bajas in Michigan’s 500mile Jack Pine enduro. There was me, Jeff Bumby and Alan Fish. Jeff and Alan were very good riders; I was mostly enthusiastic. Our 100s were stock with the exception of Yamaha pistons, larger fork tubes and different fork valving.
My racing experience with the Baja was “checkered” to say the least, but there was never a motorcycle I could ride as fast through the woods as that Baja 100! Jim Baxter
National Motorists Association Waunakee, Wisconsin
Twins explained
Kevin Cameron’s “Why Twins, Why Now?” piece in the October issue was outstanding, and put into words very well the essence of owning, riding and appreciating the character of Twins. After having spent years on a Triumph Bonneville and a BMW flat-Twin, my super-smooth K75S just felt too “sterile,” in spite of being an all-around great bike. It wasn’t until a test ride on an oilhead Beemer that I knew what had been missing, and my subsequently acquired R1100RS exemplified all the attributes in Kevin’s article. Long live Twins of every flavor!
John Weicht Hanover, Pennsylvania
The clone question
As CEO and founder of Big Dog Motorcycles, I’m always interested in the media’s perception of my company as well as the motorcycle industry overall. In our early years, Big Dog, as well as some of our competitors, were labeled as “clones.” While this name is always angering, I must admit that in our early years there was some truth to it. Our company became a reality thanks to the huge shortfall of Harley production in the mid-’90s. Since we used aftermarket components that were designed to upgrade stock Harley-Davidsons, it was only natural that our early bikes had many similarities to the traditional Harleys. Yet we were always trying to upgrade and improve both the styling and performance.
Our world at Big Dog changed about three years ago. We started designing more of our own parts, finding new suppliers and took out styling in new directions. One look at the Big Dog motorcycles of today and it’s immediately obvious that the differences between Harley and us have become quite distinct.
It is true that our engine a is 45-degree V-Twin. If this is the reason for us being called a clone, why aren’t all the car manufacturers using V-Eights called clones? The applicability of the name disappeared several years ago, but unfortunately the media continues to use the term.
During the last six months, I’ve noticed many new additions to the Harley line-items that resemble things we have done for several years. With their new wide-tire Softail Deuce, the réintroduction of the “custom” FXR and other strategic component introductions (at least better brakes!), I am amused as to who is cloning whom.
Sheldon Coleman, CEO Big Dog Motorcycles Wichita, Kansas
Egan exposed!
A couple of weeks ago, I picked up a copy of Road & Track as part of my reading matter for a long flight. To my amazement, Peter Egan was portrayed as . a clean-shaven, unbespectacled, shorthaired person who restores clappedout Jaguars. I’m used to reading Cycle World, where Egan appears as a gray-bearded, bespectacled (pretty strong prescription judging by the size of his eyes) “biker type” with rather unkempt hair. Since Egan never does the cameo comments in road tests that most other editors do, we never actually see high-resolution images of him in CW. Perhaps you should expose the real Egan in black and white.
Rick Weber Arlington Heights, Illinois
Will a snapshot in living color do? And, yes, Egan has since gone beardless.
