Zero Test Rides Mission Motorcycles, Daly City words and pics by Glen Coddington Aug 8, 09 The van covered with the cool Zero graphics stopped at Mission Motorcycles, Daly City, bringing three of their four current models. Riders could sign up for a test ride led by Mission’s own Ray, who leads the shop’s monthly gas-burning new bike test rides. A short loop test ride made you rethink your riding, no need to clutch out, downshift into corners, etc., cornering felt good. While the bikes took a break to recharge, lunch was served; chips, sodas, with Teresa slicing the biggest sandwich I’ve ever seen from Little Luca’s. If you missed the Zero test rides, no worries, Wendy’s shop will have some bikes in stock to try out. Whether it be dirt or street, Zero Electric has a bike for you to skip the pumps. · Zero Motorcycles · Mission Motorcycles

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Leslie Kaye Added: Aug.27.2009

KTM RC8 Superbike Race Ready at Thunderhill Raceway by Derek LaFontaine I got to spin a few laps during Pacific Track Time at the fast Thunderhill Raceway last month on both the RC8 and Tri-Valley Moto’s newest addition to their racing team, the 2008 990 Super Duke. The Super Duke is a relatively unheard of animal to be outfitted with racing trim, and laying down fast laps on Northern California’s racetracks. Cal Moto/Tri-Valley Moto dealerships are known for their innovative race bikes. They have Catalyst Reactions Dave Moss piloting a Triumph Daytona 675 on challenging AFM racetracks and he has done an amazing job developing the Daytona 675 into a formidable opponent. The KTM RC8 is an all-new, purpose-built motorcycle for the serious motorcycle enthusiast. Staying with the KTM tradition of providing off-road motorcycles with the latest and greatest technology, the RC8 was given everything it needed to be a “race ready” sportbike, from riders’ comfort choices for rear-sets and seat height, to fully adjustable suspension and geometry. With the sex appeal of a European motorcycle, this bike seems to have everything. I warmed up in the morning with the 990 Super Duke, then took to the track right after lunch on the RC8, fitted with the ultra-grippy Dunlop N-tec series tires. Swinging a leg over the RC8 was easier than expected, due to its narrow frame and compact chassis. I noticed right away that the bike felt much narrower than my 2005 Kawasaki ZX-6r racebike. 600cc sportbikes are always easy to ride; I’m not sure if it’s the narrow chassis or because they feel well-balanced and light. Whatever the combination, the RC8 has it. The ease of ride and feel helps you pilot your way through the technical sections of Thunderhill. Entering on to the track was as easy as swinging my leg over the bike; the eleven hundred and ninety ccs came to life quickly and with little effort from the pilot. Since the track was already hot, I needed to get up to race pace quickly to enter Turn 1 safely. Staying off of the race line, I tipped the bike in with the ease of a 250 cc GP bike. In fact, I applied too much foot pressure to my inside leg and found myself turning in tighter than expected. A twist of the throttle and we’re right back on the line and heading over the hill out of Turn 1. Turn 2 usually provides a bit of front wheel chatter on most motorcycles, due to the significant amount of lean angle and speed you’re carrying through this turn. However, the RC8 was firmly planted and asking for more and more throttle input. Exiting Turn 2, was a quick shift of the weight to the right and you’re touching back down, railing through the off-camber and precarious Turn 3. Entering and exiting Turn 4 on the RC8 was smooth and predictable, giving you plenty feedback from the front tire. Up the hill into the entrance of Turn 5 and the monster Brembo monobloc calipers and twin 320mm rotors grabs a hold of the front wheel with enough force to slow you down in time for the tight left hand turn, allowing you to trail brake all the way through the apex and exit. The exit of Turn 5 was a surprise to me on the RC8, due to the serious downhill, on-camber right hand sweeping turn. This turn puts a ton of weight on the front tire and forces you to dig deep into the tank with your knees. However, the well-balanced chassis and responsive suspension made the downhill, right-hander easy to manage at speed and with next to no risk of tucking the front tire. Another easy hip flick to the left and you’re right back over and into Turn 6. This is where I really noticed the RC8’s horsepower and torque come alive. With just a slight roll on with the throttle, you’re blasting through Turns 7 and 8 leading up to the hill for Turn 9. I had to remind myself going up the hill to Turn 9 that the RC8 turns in with minimal effort, which means that I can go deeper into the braking zone, without any risk of tucking the front or having the bike push. So, I spotted my brake marker for Turn 9 and with a slight bit of pressure to the inside foot, I had the bike on its side, aiming for the top of the hill. Normally at the top of the hill, I’m shifting my weight to the back and lowering my torso onto the tank to keep the front tire from lofting to the sky, but with the RC8, there was no need! The bike just simply rolls over the hill at speed and with just a subtle hint of front tire lift. Even more impressive, was the fact that when the tire did touch down, there was no head shake whatsoever. Oh, and if you’re wondering if I had to maintain a neutral throttle while cresting the hill, no way, the RC8 gave the signs that it wanted the throttle cables twisted to its limit! Down the hill into Turn 10 and we’re back on the Brembos and trail braking deep into the apex, pushing for a big drive into Turn 11. By now, this bike feels as though I had been riding it all year, it was incredibly predictable at speed and stable while on the binders, which translates into pure enjoyment. Turns 11 through 13 posed no trouble for the RC8 and it once again pleaded with me to twist the throttle to its limit. However, the bike was just about unobtanium at this point in time and I reluctantly kept the throttle in check. Coming out of the back straightaway with enough speed to carry us through the corner, the superbike tipped into Turns 13 and 14 with all of the corner speed that you would want from this thing. To finish off our turn out of Turn 14 and to get the bike stood up, only took a bit of outside foot pressure and we were back on the gas! SERIOUS BIKE by Wade Boyd This is a serious bike that wants to go fast — not slow, it ain’t no slouch! The brakes are very nice, and so is the power. With all the adjustments, one can get the road racer feel or almost a dual-purpose feel. Our bike was set up for the track and the seat was at it highest with the bars lowered and widened. The seating position was very relaxed and comfortable while riding normal or in a full race tuck...and it wants you to stay in the tuck...and gas it... don’t let your competitor get away! It is nimble in the corners and forgiving, giving you a choice for a couple of possible lines. But you have to be precise while bombing into a tight apex, like a hairpin. When shifting down into first, say, maybe there’s a bump. That throttle gets pretty sensitive. It might think you’re trying to go slow...and it doesn’t do that too well! No going slow or you may grab some throttle by accident on that bump and it will jump until one gets used to the package of such a brute of a bike. The suspension can be a little hard til one adjusts it to their liking. And one will find out when to get out of the saddle on that big bump or hole – because it’s a ball buster otherwise. But get it on a smooth road, where you can gas it and go, and its very impressive! We had friends and fans, checking out the bike wherever we rode it. It was a big hit everywhere. We want to thank Jim and the gang at Ace Motorsport for loaning us this bike, a fine piece of kit (as they’d say across the pond). The KTM factory wants to be a real competitor on the track and with the major bike manufacturers, and this RC8 is a good next step. This bike is a must see and it’s got a lot of trick bits on it including tank sliders. Check it out online or at Ace Motorsport in Concord. Or you can just wait till you see one flying by...and try to catch it, if you can! As is, the KTM RC8 is looking for the podium, or the podium donut on your ride. It’s a big tough competitive twin, with some sharp angles, and a badass attitude, that’s fun, too! Some of the Ducati guys may think their big ducks have more muscle, but we’ll see. There’s a new kid in town, it may be down to the rider now. KTM RC8, the next contender is here, go find one and see it for yourself! PICTURED ABOVE 1: Derek dragging a knee at Thunder Hill Raceway, on the KTM RC8. Photo by GotBlueMilk.com 2: Wade Boyd’s signature wheelie on the KTM RC8. Photo by Clint Graves

Leslie Kaye Added: Jun.28.2009

Yamaha R1 Dan Rubenstein A quick mirror check and I see the last headlights disappear. I open the throttle. The R1 accelerates hard pulling past 160 in a few seconds, tearing at the edges of a cool summer night. I come up on a car so fast I can’t tell if it’s a Hyundai or a cop car. It’s crazy and I back off, exit the freeway and head home, impressed and full of respect for this amazing machine. Welcome to the Urban Moto R1 – an AMA Superstock race bike with lights. The 2007 R1 features fly-by-wire throttle and variable-length velocity stacks, making it the most sophisticated liter bike to date but a problem with this novel system can cause the bike to stall unexpectedly. Many owners have reported this problem on various forums and although Yamaha responded with an updated ECU to cure an unrelated 5500 RPM second gear stumble, the stalling issue remained on our bike. The R1 would stall every time I slowed down below 20 MPH, requiring constant blipping of the throttle to keep it running. While annoying, the fix is simple and can be performed by anyone with basic mechanical skills. The procedure involves removing the fuel tank and locating the small brass throttle body sync screws, which face rearward. Using a small, flat blade jeweler’s screwdriver, the screws are turned counter-clockwise 180 degrees, allowing more air into the engine. As far as I can tell, the ECU compensates by adding extra fuel to maintain the correct mixture, thus eliminating the sudden cut out. The half hour I spent adjusting the air bleed screws was well worth it and the R1 now holds its low, lumpy idle just fine. I’d solved the problem and now had two weeks to explore a balls-out race bike and live to write about it. Although the motor is stock, the R1 is down geared and its quarter-turn throttle makes it very touchy. Slight wrist movements see the R1 shoot forward with an abrupt jerk, requiring a very steady hand to achieve smooth progress. Combined with the weight the low clip-ons place on the wrist, fine throttle control quickly becomes tiring and it’s easier to leave it in third gear and exploit the bike’s decent midrange torque. Like an animal straining on its leash, the R1 wants to be set free. The growling exhaust note of the Graves titanium slip-ons, occasional backfiring and hollow “patunk!” heard while downshifting remind you that this is a race bike and it feels special. Getting frisky with the throttle lifts the front wheel easily as the revs pass 5000 RPM. Self-control is needed on this bike. The Ohlins TTX36 shock and Supersport fork kit work so well that even racetrack stiff settings didn’t feel out of place on the street. Firm but not harsh, the R1 remains composed over almost any surface. Mid-turn bumps seem to disappear and you are free to play with different lines. Slower steering than a GSX-R 1000 or ZX-10, the R1 likes aggressive, deliberate inputs but rewards its rider with great stability. It’s as if the R1 keeps whispering, “Go faster – You’ll be fine!” I came to trust the R1 and it never let me down, delivering one thrill-ride after another. The Urban Moto R1 was raced last spring by Lance Williams in AMA Superstock and achieved ninth overall and fourth in open class. PICTURED ABOVE Lance Williams races the UM R1 at Laguna Seca AMA 07 Photo by Glen Coddington

Leslie Kaye Added: Jun.28.2009

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