“5 Dual-Sport Bikes Take on Death Valley: Test Drive - Popular Mechanics” plus 3 more

5 Dual-Sport Bikes Take on Death Valley: Test Drive - Popular Mechanics
2010 Spyder Three-Wheeler Touring Bike Crossover: Test Ride - Popular Mechanics
Milwaukee woman killed in Sunday motorcycle crash - Milwaukee Journal Sentinel
Crowne Plaza lands conference; downtown's loss - Milwaukee Journal Sentinel

5 Dual-Sport Bikes Take on Death Valley: Test Drive - Popular Mechanics

Posted: 14 Sep 2009 08:49 AM PDT

Watch out for the decreasing-radius hairpin turns when you're blasting down Death Valley's Titus Canyon. I'm the lead rider in our group of five, my helmet and hands buzzing from the KTM's torquey 449-cc four-stroke. Every twist of this serpentine, dusty trail hides a surprise, and any hamfisted moves with the throttle could mean a side trip into the unforgiving brush—perhaps worse. Suddenly, the trail snakes abruptly to the right; I barely make the turn and drift wide into the soft, sandy shoulder as the prickly branches of the desert sagebrush graze my pant legs. Whew.

Death Valley is notoriously unforgiving. It's remote, dry and, yes, very hot—134 F is the record temperature. There's good reason auto engineers arrive here every summer for hot-weather testing in camouflaged prototypes. If the air conditioning works in Death Valley, it works anywhere. As inhospitable as this place may be, its topography is like an amusement park for hikers, campers and gearheads looking to get a little dirty. This 3.4-million-acre national park on the California–Nevada border has trails ideally suited to our mission: testing dual-sport motorcycles.

Dual-sport bikes are like the crossover SUVs of the motorcycle world. They are off-road bikes toned down and made legal for road use. Since weight is the enemy of off-road riding, they are all "thumpers"—torque-rich, single-cylinder machines that conservatively sip fuel. So, they've become popular bikes for commuting. In fact, last year, the dual-sport segment grew 23 percent. Impressive, considering that the motorcycle market as a whole declined by 3.3 percent.

Our group of riders rambles into Death Valley National Park and convenes at the rustic Furnace Creek Ranch one early spring weekend to kick up some dirt. Our skill levels are as diverse as the bikes we're testing. The Honda CRF230L and Yamaha XT250 represent the popular entry-level class. The Kawasaki KLX250S and Suzuki DR-Z400S are two consecutive upward steps in capability. Finally, at the extreme end of the performance envelope sits the KTM 450 EXC, a race-ready dirt rocket. Professional tester Danny Coe has blasted each one down the quarter-mile at Auto Club Raceway in Pomona, Calif., before we arrive in Death Valley. So we have an idea which ones will take a more experienced hand.

And our guest rider has spent a large part of his life on two wheels. Joining our team for this three-day trail test is part-time motorcycle rider and full-time MythBuster Jamie Hyneman. Jamie gravitates right to the fire-breathing KTM—it became his favorite steed on this trip.

Rocky Roads

The trails of Death Valley radiate outward likE A pinwheel from our Furnace Creek home base. Dual-sport bikes don't have to be hauled to the trailhead like a dedicated dirt machine. You just saddle up and ride. And to get in a full day of riding, we begin at the coldest part—early morning.

The stunning, snow-covered Panamint Range is a welcome distraction from the chill. Still, a 30-mile pavement ride reminds us that these bikes do have some drawbacks. There is no bodywork to shield you from wind. The seats pack all the comfort of a park bench. And the knobby tires put little rubber on the tarmac. So these bikes certainly aren't cushy cruisers. But it's that upright riding position that makes dual-sport bikes so maneuverable—and perfect for the dirt.

The packed gravel road leading to Titus Canyon drops into an ever-narrowing switchback canyon. The road itself is mild. A rental car could make it—very slowly. But at the speed we're going, the constant washboard bumps would probably shake a car dashboard into a pile of crumbled plastic.

These bikes have suspension travel to spare, so they soak up the ridges and allow us to race through to more challenging terrain. All of these bikes occasionally spit fist-size rocks. But when you're dressed in a suit of armored Alpinestars gear, as we are, you're nearly bulletproof.

Down in the canyon, as we slice between the high rock walls, the Honda and Yamaha ease us back into the sport. Just about anyone can throw a leg over these bikes; the learning curve is short. But dirt riding requires a subtle touch. It's tempting to stiffen your arm muscles and make small, frantic steering corrections. Not only will you wake up the next morning with sore shoulders, but these bikes won't respond well to this busywork.

The best way to ride on this terrain is to guide the bikes and forget about small course corrections. It's easier to stand and use your body weight to steer. Once you're in a groove, the moves are graceful, satisfying and quite relaxing. Our group hits that mark as we close in on our lunch stop and glide past the rusty brown and slate-gray canyon walls.

The KLX packs a surprisingly hefty punch. There's a good balance between suspension travel and seat height. And the powerplant is more highly tuned than the other 250s here, so once you spin the motor to its 10,500 redline, hold on.

The deeper we go, the tighter the canyon gets. And nobody wants to let up. The big Suzuki and the KTM both have a wonderful overload of power. The Suzuki is equipped with slightly more street-oriented tires. Yet the motor is ferocious, so lifting the front wheel is just a twist of the throttle away. But the KTM is really in another class. Even with the dirt-specific tires, this bike effortlessly breaks traction, power-slides and sends up a sky-high roost of dirt. We quickly nickname it the Big Block. For those of us with less experience, the KTM can be a bit intimidating. But Jamie can't get enough of it. (By this time, the MythBuster has long since dispelled any doubts about his riding prowess—the man has serious off-road chops). The KTM is "a barrelful of monkeys," he says, in one of those anachronisms that somehow sounds natural coming from under a handlebar mustache. "It gives me everything I can handle."

We gas the bikes through the last of the switchbacks, dirt-track style, with the rear ends swinging wide. On the street these would be hooligan moves, but in the dirt, it's just the right way to ride.

This posting includes an audio/video/photo media file: Download Now

2010 Spyder Three-Wheeler Touring Bike Crossover: Test Ride - Popular Mechanics

Posted: 14 Sep 2009 08:49 AM PDT

The Specs

Available in three trim levels—the RT ($20,999), RT Audio & Convenience ($22,999) and RT-S ($24,999)—the new Spyder lineup is based on a modified version of the original RS's chassis that features a 3-inch-wider front track and beefier construction. Likewise, the new RT's liquid-cooled 998-cc V-twin engine has been retuned for a slight bump to 80 lb-ft of torque that peaks at 5200 rpm (versus 6500 in the RS). Peak horsepower drops to 100, which is now reached 1000 rpm sooner, at 7500 rpm. A new fly-by-wire throttle has been implemented in the RT lineup, while the RS retains a cable-actuated linkage. Up front is a double A-arm suspension setup with an antiroll bar, and the rear utilizes a swingarm-mounted monoshock. All models are available with either five-speed manual (SM5) or five-speed semiautomatic (SE5) transmissions.

Altered ergonomics yield a classic touring stance, with a chair-like posture that puts the operator's knees at a 90-degree angle. Handlebars have been extended for shorter reach, and steering effort has also been reduced thanks to increased power assist. The magneto has been uprated to 650 watts to handle the added load from standard accessories found on all models, such as heated handlebar grips, cruise control, a 12-volt power socket and an electrically adjusted windscreen. Also included is a passenger backrest and top case. Incidentally, the standard top and side cases offer 155 liters of total storage volume—10 liters more than the Honda Gold Wing.

The RT Audio & Convenience package adds an integrated two-speaker AM/FM audio system with speed-compensating volume and iPod integration, as well as heated passenger grips and electronic front cargo release. The top-line RT-S model includes remote adjustable rear air suspension, two additional speakers with passenger audio controls, fog lamps, five-LED accent lighting and upgraded trim details like glossy exterior finishes and a cargo light and liner. Integrated XM satellite radio and a removable Garmin Zumo 660 navigation unit can be added to any RT model, and the weatherproof, touchscreen navi comes with an extra mount for automotive use.

As with the original RS model, the riding dynamics of the RT lineup are kept in check by a series of electronics systems including antilock brakes, traction control and stability control, which intervenes by retarding engine ignition or applying brake pressure to individual wheels.

For those who desire ultimate storage capacity, BRP now offers a dedicated trailer that brings overall cargo volume to 777 liters—more than the Jeep Compass or Nissan Rogue compact SUVs. The $3,999 trailer requires a $499 swingarm-mounted hitch, and is fully compatible with the Spyder RT's stability-control system. The trailer features independent coil-over shocks, front and rear latches and enough room for two sets of golf clubs.

The Spyder RT weighs in at 929 pounds dry—230 pounds heavier than the RS model.