Adventures with Blitzen

I took a quick jaunt up Flagstaff today on Blitzen, my '75 R90/6.    It was a beautiful October evening for a ride.

Scenes from Cars and Coffee

A few scenes from Cars and Coffee this past weekend.    

From the boot of a gorgeous Jaguar XK150

Just a friendly reminder from a concours quality E28-M5. 

It's true.   The typical Rolls Royce Phantom owner probably never opens the hood.   Yet for $263,200 MSRP, I'd expect a little better than this.     You're looking a cheap plastic cover made to look like the top of a motor.  It doesn't even sit on top well, there are huge gaps around it.   It's horrible and a little sad to see so little authenticity in a marque with such a long history of the very opposite.          

BMW R1200GS Starter Grenade

I was at my local BMW dealer for new tires and noticed a new R1200GS in the service bay.    It was quite clearly missing a few choice bits, most notably its fancy new water cooled motor.   

So I asked what happened. 

"The starter motor failed," the service adviser replied. 

"Wha.... you had to remove the entire engine just to replace the starter?"

"No, when the starter failed it injected pieces of itself into the motor.  We have to take the motor apart to remove the pieces of the starter." 

There's a running joke among Beemer enthusiasts.   First year owners are beta testers.  

Don't be a beta tester.  

Riding in January

The first year I lived in Boulder, I thought I'd winterize my bike.     Oops, rookie mistake.

There is at LEAST one day, every single month of the year, which is perfect for riding.     Today, January 19th,  was just such a day and it started with a double dose of Dizzy's.    Oh, yes!

The roads we took are also a popular cycling route.    It was up 63rd and over to 75th to Hygiene.     Zig-zag north west to Carter Lake.    Continue north to Horsetooth Reservoir,  before dropping down into Ft. Collins.     Return some other creative way, or circle back.    

Nice rolling terrain with some curves, staying low to stay warm (60 degrees today!), and watching for sandy spots.     If you want to wipe the smile off my face, you're going to need a chisel.

Bike Update
As far the K went, it was smooth.   Before the ride, I popped the brake pads out, cleaned them, and applied some caliper lube on the back side of the pads.   I was getting a squeal from the pads and this seemed to do the trick.

The throttle is feeling a little sticky, so it's probably time to lube the linkage.    Since I bought the bike, the throttle has been stiff and doesn't return.    It's not an urgent issue, but it's something I will address soon.  

Otherwise, the bike performed fine.   The new rear shock continues to work perfectly.    

YSS Shock Review

You know that feeling when your bike just isn't riding right?      Last fall, my 1992 K75S was starting to get sloppy despite new rubber and new front wheel bearings.   It appeared the tired OEM shock was ready for replacement.

I wanted a good shock at a reasonable price. Reading through various online forums for recommendations, I was surprised how many options were available. Ultimately,  I noticed a lot of positive comments about a particular guy named Klaus at a retailer called EPM Performance.     So, I gave him a call and Klaus walked me through a few options, including the YSS ME 302-360 I eventually ordered.  

Here's what the new YSS 302-360 shock looks like compared to stock.

As you can see, the YSS monoshock is adjustable for pre-load like the original.     The adjustment isn't notched like the OEM shock, so you can really dial it in for the weight you're carrying and conditions.      The spring is also progressively wound.  Fit and finish on the new shock can only be described as excellent, it's well made and attractive.      But how would it perform?

The picture above shows YSS on the left and the OEM shock on the right.      At first, I thought the YSS shock was missing its rubber bushing.   It turns out that the bushing has an aluminum collar on it, hiding the rubber from the elements and lending a cleaner appearance.     Very nice.

Installation was very easy, once you've got the luggage carrier out of the way, it's just a couple of bolts.    Just be sure to support the swing arm so it doesn't drop all the way,  pulling the rubber boot away from the front of the driveshaft.    Also be sure to torque to spec.

Once installed, I took it on a few canyon runs and adjusted the pre-load.  I also took the opportunity to flush the fork fluid so I was starting with a fresh set-up.  

Road trip to Santa Fe

Since installation and fine-tuning, I've put a few thousand miles on the bike and I'm extremely pleased with the shock's performance.   Compared to the shoddy and well worn OEM shock, the bike rides better than it ever has before.  It's just taught enough on the twisties to soak up imperfections and keep good contact with the road.    It's just soft enough on the long stretches to easily absorb larger bumps with a nice feel, but no jarring.     It feels like a new bike.

The Numbers
This review is unbiased.   I didn't tell Klaus or his assistant Michelle at EPM that I would be reviewing the shock.    I simply called and asked him for my options.  Unbeknownst to him, I also tried shopping for the shock internationally as authorized YSS retailers are pretty rare in the United States.   I like to price shop and know I'm getting a good deal.   Nothing came close to the price EPM offered and Klaus has a very good reputation in the BMW community, so I went ahead.    

Out the door, I paid $248 for the shock (which included $29 for shipping).    If you buy one, keep in mind that I ordered the ME 302-360, which is about 10mm taller than stock.    The shock is also available in stock height, the ME 302-350 and may even be available in a short shock.     Klaus also stocks Wilburs, Hyperpro, and other options.  

The Art of Motorcycle Globalization

Made in Germany, sold in America, and sent to Japan for repair.

Italians Love Germans Too [video]

Set to music by a Russian.    Now that's globalization. 

What Cycle World Is Not Telling You

Here's a recent video review by Cycle World of the big adventure bikes;  KTM 990, BMW R1200GS, and Yamaha Super Tenere.

Don't you just love how they gush over each of the bikes, while only hinting at a few of the down-sides?   I wonder if they're worried about their advertising budgets.    Ooh, but look at the bike-porn action shots.   Drool...

What They're Not Telling You
Since we have no advertising budget at risk, hell we don't even get loaners to test, it's easy to tell you what they're not telling you.   Some people call this the truth.

Money, Money, Money
A fully equipped BMW R1200 GS will be around $18,000 out the door.   It's also an older design and BMW is getting set to release the new model, which will likely be water cooled.   The GS Adventure is really the model to have, it's arguably better setup for off-road and with a massively larger fuel tank, it's better for adventure travel.   Expect the price for an Adventure to be closer to $20,000 or more for a fully set-up with panniers, bash plates, and other farkles.  

The Super Tenere and KTM are 25-30% less expensive than the BMW.   Fully set-up, the gap may be even greater.   Don't kid yourself, that buys a lot of fuel, tires, valve adjustments, and oil changes.  

If past trends hold true, the BMW may have the lowest depreciation rate over your ownership period but that could change when BMW releases the new model.  Used KTM's, even with low mileage, have crappy resale values.  Thus, the overall cost to own one might be higher than the GS.   Yes, you can use that to help convince your spouse.

KTM's also have much higher maintenance requirements, and not just because it's chain driven.  Remember, it's pretty much a gigantic, somewhat high-strung dirt bike.   You might also note that high mileage KTMs are somewhat rare on the used market, but you'll easily find a plethora of high mileage BMWs.    Factor maintenance into the cost of ownership.

Off Road Capability 
The vast majority of people will look at the ruggedness of the BMW and think it's a continent conquering off-road machine.  Over the years, BMW has done a fantastic job of cultivating that image.  Seeing the GS, some bystanders may even imagine Charley and Ewan, rolling across the vast landscape. 

The truth is that even the upgraded Adventure model is horrid off-road compared to the KTM.   As my dirt-bike riding friends like to say, the mighty GS makes a fine road bike.


There is no comparison.  The KTM is much better when it comes to trail riding.   I have a lot of friends who have KTM Adventures.   They rave about the power, occasionally take them off-road but rarely on single-track.   They usually have a real dirt-bike for that.  So ask yourself... are you really going to take your KTM into Dakar like conditions?    Probably not.  Any of these bike will handle a forest road, or even a mild four wheel drive trail, and get you to your campsite.  


Fuel Economy
Wheel spinning power has a tradeoff.  It's called fuel economy.

Those same friends who chatter on about the superiority of the KTM get pretty quiet when I ask about the fuel mileage.   If you're on the throttle, expect fuel economy in the 20's and otherwise in the mid 30's.   The BMW and Yamaha are good for another 10mpg.    Some reviewers are even claiming high 50's for the Yamaha on the slab.

I don't know about you, but higher fuel economy makes a difference.   Maybe it's only a few bucks, but it feels better knowing that I'm not sucking down gas.   In the rest of the world, motorcycles are looked at as smart transportation because they're cheap and get fantastic fuel mileage.   Here in the states, the motors keep getting bigger and brains keep getting smaller.  

Seriously, Which One? 
If you're seriously considering any of these, be sure to check out all of them.   Don't be surprised if you find fit/finish, ride, and ... emotional appeal to be radically different.  Take a test-ride.   Consider the full ownership cost.   Then make your decision.

More Reading
R1250GS Threadfest (Adv Rider)
Yamaha Super Tenere Review (Eastern Dirt)
KTM Adventure Review (Motorcycle USA)

2012 BMW M5

We don't usually publish reviews of new cars because, well there are a billion other magazines, blogs, and television shows that have it covered.   But this review of the 2012 BMW M5 was too entertaining to not slap onto our blog.

Take a look.

Side Of The Road [Spotted]

Love the old BMW's. I spotted this one on 55th street in Boulder.

Ran out of gas.

Dual Sport Motorcycle Update [Shootout]

A bunch of my ADV buddies have replaced their primary duty bikes with used Husky 610s, so many that I've been wondering what I'm missing. It's turning into a Husky cult out here in Colorado.

Time to update the F650GS PD vs KLR650 Shootout.

New Additions:

2007 Husky TE610

2007 KTM 525 EXC

2009 BMW F800GS

A couple of thoughts

2007 Husky TE610 - A very capable dual sport, lighter and more powerful than the KLR. Owners will also tell you that it's far better built (though I've seen them wrenching, feverishly). Many have replaced the stock seat (plank) with a Renazco or custom seat. If you plan on riding a lot, plan to shell out another $350-$500 for better seat or buy one already farkled.

2007 KTM 525EXC - What's this dirt bike doing in here? Well, in Colorado it's relatively easy to plate a dirt bike and many owners have done so. It will suck cruising I-70, but on the trail I'll bet this little number will be a lot more fun than any of the others.

2009 F800GS - I've only seen these on the street, but look below for the video of some dude riding two up Murphy's hogback in Moab. I personally witnessed a half dozen bikes go down on this very spot, so keep in mind that a capable rider matters a lot more than a capable bike.

Final note - used prices vary tremendously on condition. Forget online pricing guides. I searched eBay, CycleTrader, Craigslist, and a few motorcycle forums to get a ballpark on pricing. YMMV.

BMW F650GS Dakar vs. Kawasaki KLR650

They say that with a dual sport motorcycle, you get the best of both worlds.

Have you wondered about that trail fading off into the woods? Want to explore forgotten corners of the world, travel epic distances, or just keep going after the pavement ends? A dual sport might be the machine for you.

Now the classic question: which bike?
There are several big adventure models out there, but most are too heavy for more than a dirt road. For the rider who wants to seriously get off pavement, there's only a few choices. You want something light enough to handle tough trails but still capable of handling long stretches of pavement. This shootout is between the Kawasaki KLR 650 and the BMW F650GS Dakar.

Please note, this post isn't about the hottest new model. It's about bikes a few years old. It's about getting the right machine at the right price. Gear Thoughts is devoted to the used market. Like Festivus, it's a web site for the rest of us.

This post is also based on a real life story. About a year ago, I found myself bike shopping. With the jingle of a little change in my pocket, I was looking for a machine that offered:

• Off-road capability
• Reasonable on-road performance
• Reliability and durability
  
• Comfortable, all day riding position
• Low cost of ownership

After some research, both the F650GS Dakar and the KLR 650 appeared bright and center on my radar.

The KLR 650
Ronald Regan was still President when the first generation KLR rolled off the assembly line in Japan. It would be twenty years later (2008) before a fully redesigned KLR model was finally introduced. In between, there were only minor modifications.

The 2008 KLR is too new so this report focuses on the last production year of the 1st generation (2007). The last year of a model is often the best year to buy. Prices generally drop when a new model is introduced as many would-be buyers move on to the latest/greatest. Most systematic issues have also generally been worked out in the last year of production.

The F650GS Dakar
First introduced in 1999 as the Funduro, the F650GS was BMW's answer to the need for a light weight dual sport bike. Smaller than the F1100GS and far less expensive, the F650GS quickly developed a following. Unlike its shaft driven bigger brother, the F650 was chain driven and powered by an Austrian built Rotax motor. This BMW was unlike any before. The Dakar edition has useful offroad upgrades such as beefier and taller suspension and a larger front wheel. The seat height of the Dakar is 34.5 inches, compares to 30.7 inches for the base F650 GS. The Dakar also has a unique look to it, distinguishing the bike from lesser models.

In 2007, rumors were swirling about a new GS. The F800 was on its way, a bike both lighter and more powerful than the F650. Pictures first appeared in the Spring and deliveries were expected in the fall. But there were many delays, and the bike finally starting hitting dealerships this autumn. Waiting for the F800, many potential buyers decided to hold off.

The F800 GS is now available and the F650 GS was discontinued in 2007, marking it's last year of production. Supposedly another F650 GS is under development but until its released, 2007 was the last year of production for the F650 GS in the U.S. market.

Head to Head
The F650GS vs KLR 650. Two capable 650cc adventure riding machines face off. Both the last year of production. Both with rabid, foaming at the mouth, cult like followings. The chart below summarizes key differences.



Power: Both bikes offer 650cc engines putting out similar horsepower. According to the manufacturers, the BMW has a slight edge in the power department. In my road test, I barely noticed a difference. On the highway, the BMW may have the advantage but in typical everyday riding, these two bikes are essentially a draw.

Brakes: The KLR brakes are a weak spot. Some riders upgrade by installing a bigger front rotor and stainless steel brake lines. ABS is also not available. Advantage: BMW.

Off-Road: It's a little lighter so the KLR might have a slight advantage off road. But with it's unique fuel tank design, the BMW has a lower center of gravity. In performance it's probably a toss up but one factor cannot be overlooked. Riding off road in rugged terrain frequently results in a dropped bike. Both bikes have weak spots but for the Kawasaki, these are easily remedied or replaced with inexpensive aftermarket parts. Should you break parts on the BMW, the cost is many times more for repair or replacement. Advantage: Kawasaki.

On-Road: These bikes are single cylinder machines (thumpers). On the road, both bikes are underpowered on the highway and are prone to vibration. But they're great in town. Overall, on the road the KLR is less refined and is a cruder machine. The BMW gets better fuel mileage, has smoother power delivery, and slightly more top end. Advantage: BMW.

Hit To Your Wallet: At half the price of the BMW, the Kawasaki is a cheap way to get into dual sporting. Here in Colorado, I see machines only a year or two old for $3,700. Some of these machines are nicely farkled. Others have unbelievably low mileage. Drop down below $3,000 and you'll still find machines available but with substantially higher mileage. Even so, on any given day there are three or four KLR's available on Craigslist.

The Dakar is far rarer and typical asking prices are $7,500 and up. In my experience, mileage also tends to be higher. To find the right one, you'll need a dose of luck, a willingness to travel, and some patience.


Verdict: If money isn't a factor, it's hard to argue with an F650GS Dakar. It's the best F650GS and it's a better bike than the KLR 650 is nearly every way. If you're rarely going off road, there is no comparison. Go with the F650GS.

Money of course is a factor. For the same price, you could probably buy TWO Kawasakis. Think about that. Or you could buy a Kawasaki and a bunch of farkles like panniers, skid plates, and GPS systems. And you'd still have plenty of cash left over.

When I was shopping, I asked myself what I really wanted. I decided that I wanted a bike that I could fix on the road. Even in the middle of nowhere, I wanted something that could be patched together with a bit of wire, duct tape, and some ingenuity. I also didn't want to feel any anguish when I dropped it on a trail. At the right price, I could overlook crude construction.

So I decided on the KLR. Even with all of its faults, it's a very functional motorcycle. Any repair shop can fix it. Tried and tested, parts are abundant and cheap. Failure modes are well known. Modifications, easy. And it's probably a little better in the dirt, if only for my willingness to push myself to the limits of my ability.

I purchased my black and silver '07 KLR 650 last Spring. It had only 400 miles on it and so I paid a little more than the typical asking price. Already dropped once, a plastic side panel was already zip tied. As part of the purchase, I negotiated a steep discount on gear, adding Sidi Crossfire boots and a few other items to my list of equipment.

UPDATE: New Comparison CHART.

image: patotenere

Introducing the Beemer

Thoreau would have approved.

When he wrote Walden, he almost certainly wasn't thinking about motorcycles. He died nearly 25 years before the first one was invented. Even so, Thoreau obviously knew a thing or two about self sufficiency and that's what owning an older Beemer is all about. Sure, I'm not living alone in the woods, but my recent attempts at motorcycle maintenance might as well have been inspired by his writing.

Last Spring I bought a 1992 K75s with about 51,000 miles on the clock. Called Flying Bricks for the shape of their engines, BMW originally designed them to replace the boxer powered R series. When BMW broke the news, boxer fanatics freaked. So BMW tried introducing a last edition of the R series, to give the obsessive types an opportunity to own the last of the lineage. But the fanatics wouldn't relent. Several last editions later, BMW caved. The R-bikes continue to be manufactured today, as do the K-bikes. And both have a following.

I'd driven by this particular K75s a least a thousand times. Parked up the street from my house, it was a naughty temptress. Always calling me as I passed by, whispering my name. I finally couldn't take it any more and in a moment of weakness, I stomped up the street to talk the owner. Fate was with me.

She said was getting out of motorcycling, getting married and wanted a more respectable lifestyle. Ah yes, respectable. That's something I don't know anything about so I pressed on.

Although the bike looked a little rough, she claimed it had been well maintained by a local shop. But she didn't have any records. She also admitted to dropping the bike, causing the very visible scratches along the right side. Hmm...

Despite my propensity to overanalyze every decision costing greater than $5, we somehow agreed to a price on the spot. Shaking hands, I handed her a check... and then sheepishly asked her to ride it up the street and park it outside my house. I didn't have a license. Or even a helmet yet.

Stay tuned for part II...