Cycle World Long-Term Update
CYCLE WORLD Long-Term Update
KAWASAKI Z100
Stone throne be gone
WHEN LAST WE UPDATED OUR long-term Kawasaki Z1000, we vowed to seek cures for our saddle sores and tingly fingers. To that end (sorry), we first contacted the folks at Corbin (www.corbin.com) and ordered up one of their color-matched seats ($259). We're quite pleased with the saddle's build quality, and our choice of-carbon-fiber-laminated leather cover with red welting has truly enhanced our Z1000's appearance. The shape also of-fers a vast improvement over stock, spreading the load over a broader area and keeping us from sliding into the gas tank. Corbin says it takes 1000 miles for the Comfort Cell foam to conform to the rider's shape, but having passed that mark, we still feel it's on the firm side. It might have helped if a single rider had performed the break-in.
Next, the bike’s tubular handlebar was filled with a carton of brass BBs in a low-buck ($6) attempt to alter its resonance frequency. Kawasaki uses some mean threadlock on the bar-end weights, and it looked like we were literally screwed until sheer determination and an impact driver got the job done. In
truth, the BB treatment only slightly reduced vibration, which has us thinking that lead buckshot or sand might work better. Then again, there’s a product called the Bar Snake that claims to cures handlebar shakes. Hey barkeep, hook us up!
$8499
TRIUMPH DAYATONA 600
Union Jacked
IF A PICTURE IS WORTH A THOUSAND words, the one shown here should fill this column nicely. Having complained about the racetrack performance of our long-term Triumph Daytona 600 in its initial update, we took it to an MTC track day (www.mtctrackday.com) at the Streets of Willow Springs in an effort to sort it out. And were making reasonable progress when we experienced a setback of the ground-sky-ground variety.
“I’ve always said that crashing isn’t
that bad as long as you can learn something from it, but in this case, I have no idea what happened,” related the culprit, Executive Editor Brian Catterson. “All I know is the first time I tried riding the Triumph like the Suzuki GSX-R600 I’d been switching back and forth on, it tried to throw me off the high side at 120 mph!”
Fortunately, the Caiman didn’t highside, but he did get tossed off the lowside at a speed in excess of 100 mph, doing comprehensive damage to the right side of the bike.
Determined to make the bike better than it was before (“We can do it, we have the technology”), we’ve been investigating various aftermarket parts. Already, boxes have shown up from Hyperpro and Micron. Don’t be surprised if our D6 returns looking suspiciously like the factory-backed Valmoto machines that compete in the British Supersport Championship!
$7999
VICTORY VEGAS
Substantially stylish
O R MAYBE THAT SHOULD BE STYL ishly substantial? Either billing fits our long-term Victory Vegas, which just happily spun its odo past the 5000-mile mark.
You may remember that the Vegas-the first major redesign for five-year-old Victory Motorcycles-took Best Cruiser honors in CPTs Ten Best Bikes balloting last year, winning us over with its 71 rear-wheel horsepower and new, Nessinspired looks. But you don’t live with a dyno sheet or a styling statement. How would the Vegas hold up as a motorcycle, how would it handle the day-to-day grind, the occasional long-weekend tour, the Sunday-morning two-up breakfast run?
So far, pretty damn well. Nothing untoward to report on the maintenance front, though we’re about due for an oil change. The rear Dunlop Elite SP is looking a little treadbare and will need replacing soon, while the 21-inch Cruisemax up front has some life left. After a four-day coastal jaunt at speed, we’re about to order a fly screen windshield to lessen the Victory’s “sail-in-thewind” riding position, and our favorite co-riders have requested a low-rise backrest for more secure passengering.
Otherwise, it’s gas ’n’ go for the longterm Vegas. □
$14,999
