My Dream Sports-Tourer?

This last weekend’s crushing disappointment over having my offer for that 2005 ZZR1200 rejected and my jotting down of some motorcycle perspectives came at about the same time. Because, in considering the ZZR, I’ve been thinking about the bike I really want to have.

If I could have a dream sports-tourer, it would have the following characteristics:

  • Wet weight: under 600 lbs.
  • Great handling
  • Hard bags
  • 90lb-ft of torque and 140+HP at the rear wheel, enough to give me a 1/4 in the mid 10s.
  • Good wind protection, including an adjustable windscreen.
  • Handlebars that allow easy mounting of electronics.
  • Heated grips
  • 2 aux. 12-volt electric outlets
  • ABS

Give me that, and I’ll happily live with a chain drive to save weight.

But what I think I’ve actually just done is designed a K1600GT with a chain drive. Let’s see, wet weight, 703 lbs…

Yeah. That’s what I did.


Maybe that extra 100 lbs isn’t a deal-breaker.

Oh, speaking of the new BMW K1600 bikes, BMW released the prices today.  $21,000 for the GT, $23,000 for the GTL. Compared to the inflated price of a Gold Wing, that $23k for the GTL is a steal.

Perspective changes

It’s funny how your perspectives change over time. I’ve noticed those changes taking place in the motorcycles I regard as desirable. That’s not an inconsequential thing for me, since I ride a motorcycle as my primary means of transportation.  Whatever I get is not something that I’m going to take out on an occasional Saturday, then put in the garage for the rest of the week.  I have to live with it constantly.

Sometimes my perspective changes fast. For instance, 4 months after I got a Harley-Davidson, I just wanted to get something different.  The cruiser side just didn’t appeal to me like I thought it would. I wanted something more than I could get from a Harley, or, for that matter a V-Star or VTX.  I toyed with the idea of a Triumph Rocket III for a bit, but ultimately I moved towards a sport-touring bike, and got a fantastic deal on my ’07 FJR1300AE.

For a long while, the FJR seemed like the best bike for me, and I still have no complaints about it at all–except that it’s in the shop right now.  If I were to have a complaint, it would be the electronic clutch. It’s certainly convenient, so it has its pluses, but there are drawbacks to it as well, especially in terms of low-speed handling. Other than that, the sport-tourers seemed to offer the best combination of performance, comfort, and luggage space. I also liked the maintenance-free shaft drive a lot.

2011 BMW K1600GT
2011 BMW K1600GT

Three years into owning it, however, my mind has started to turn towards what my next bike would be.

One of the big candidates has been the BMW R1200RT, a fantastic bike in many respects, except for the lack of top-end speed.  Everything else about it is really top-notch, and it has fantastic handling compared to the FJR.

I tried the K1200GT, and I felt it was kind of “Meh” in the excitement department, and it had a surprisingly uncomfortable seat. So I kind of crossed any of the K-bikes off my shortlist…until the K1600GT was announced last year.

That bike has really interested me.  Enormous torque, and that 6-banger engine will no doubt have a top end that I’ll never reach. Like the R-bike, it will have all the creature comforts you can imagine, too.  I fully intend to test it out as soon as the GTs make over to this side of the pond.

Still, in looking over the specs, I see that it weighs even more than my FJR, tipping the scales at 703lbs soaking wet. And, of course, as always with BMW, there the little issue of price…actually, not little at all.

So, I wonder…

Ducati Multistrada 1200 S
2010 Ducati Multistrada 1200 S

What happened, you see, is that I took a test ride on that bike you see to the left: the Ducati Multistrada 1200S. What a fantastic motorcycle that is!

It wasn’t just the sweet engine, or the stable yet responsive handling.  It was sophisticated technologically, seemed to do everything well, and had an unbelievable hooligan factor along with the great comfort.  It also weighs 487 lbs. wet, and seemed light as a feather compared to my FJR.

Sadly, like the BMW, price is problematic on the Ducati, too.  And, the chain drive didn’t excite me.  What is this, the 1970s?  Chain drive? Pshaw, I say!  Pshaw!

Oh, and the MTS is, not to put too fine a point on it…ugly.

But the thing is, the much lighter weight of the MTS, started me thinking.  The bike was so much easier to handle, and performed so much better than my FJR.

Leave aside all the impressive electronics on the BMW, the MTS, or even the Kawasaki Concours14, I find I don’t miss their absence on the FJR. What I use on the FJR is the heated handgrips, and the electrical socket that I use to power my little XM unit and Magellan GPS. The thing I really liked about the Ducati was the performance and the light weight–which are, of course, not entirely unrelated.

When I got the FJR, the plan was that my chick would have a nice pillion seat to take rides with me.  But she is…uncomfortable on the back of a motorcycle. Street riding as a passenger just terrifies her, especially with the madness that goes on on California streets on a minute-by-minute basis. She used to be a rider, and has been looking at scoots herself occasionally, but passenger riding is right out.

I also had these visions of actually doing some real touring, which also never came to fruition.  When we go somewhere, it turns out that we take along an 18′ Nomad travel trailer, so there’s no long-distance motorcycling involved on our trips.

So, I’ve been thinking, what is it that I want to live with with as a commuter and pleasure bike? The more I think about it, the more I think that what I don’t want is a 700lb behemoth with a 61-inch+ wheelbase, even if it has every electronic bell and whistle you can imagine. What I really want is a bike with sporty performance, decent luggage capacity for short trips and errands, a decent amount of wind protection, and comfy ergonomics.

That’s not to say I’d thumb my nose at a really good deal on a Connie or K-bike, but they aren’t at the top of my shortlist any more.

But, looking at the sporting side of things is depressing.  The bikes with decent ergos for my 46 year-old body–your Bandits and V-Stroms–seem slow and boring, or are unfaired and, hence, windy.  The exciting bikes stretch you over the tank, with your knees tucked into your armpits. Neither appeals.

2011 Kawasaki Ninja 1000
2011 Kawasaki Ninja 1000

But now there may be an alternative that’s starting to attract me. Kawasaki has the new Ninja 1000 available now, and everyone that’s ridden it says it’s a great bike, with many of the features I’m looking for.

It’s got a 58″ wheelbase, weighs 503 lbs at the curb, has heated grips and OEM hard bags (made by Givi, actually), and puts a stompin’ 74 ft-lbs of torque and 123HP on the rear wheel. And it produces them at far lower RPMs than the ZX-10 or R1. My FJR, by comparison, weighs 687 lbs wet, has a 61″ wheelbase, and puts out 127HP and 89 ft-lbs of torque. The tale of the tape in comparing the 2 shows up in 1/4-mile times, with the Ninja coming in at 10.55 secs @ 130.71MPH, and the FJR1300AE at 11.86 secs @ 118.8MPH. Apparently 184 lbs of extra weight slows the FJR down a bit.

I’ve gone into the dealership and looked at the new Ninja, and sat on it.  The ergos are right.  Not sure how comfy the seat would be–reviewers say it’s average, but better than a pure sportbike’s–but there’s aftermarket solutions available from all the usual suspects.

But what about that chain drive? Well, the thing is, that shaft adds about 100 lbs to the weight of the bike. So that’s really a difficult decision for me.  I guess I could get a chain oiler installed…no, let me rephrase that: I would definitely have a chain oiler installed. I’d just have to spend the regular $300 to replace the chain and sprocket set.

There are other issues, too.  I’d have to have the wiring installed for my Magellan and XM unit, and spring for new Ram mounts, too, since they’d have to be mounted differently. I don’t know if that’s even possible.  Oh, and that strangely shaped windshield–manually, not electrically adjustable, sadly–would have to be replaced by a Cal-Sci shield first thing, too.  Also, it doesn’t have a gear indicator on the dash. I kind of like that. Finally, those mufflers would be gone before I took it home from the shop, too.  I like the look of the CS One Urban Brawler Dual Slip-ons from Vance & Hines.

Another big sticking point is that the American version of the Ninja 1000, unlike the European-spec model, doesn’t come with ABS brakes.  I like ABS systems a lot, and not having one on the Ninja is disappointing.

But, even with all those negatives, with a base price of under $11k, some farkling would overcome most of them, and the bike would still be more affordable that a Connie or even a Triumph Sprint GT.

So, the Ninja 1000 is worming its way onto my shortlist of possible FJR replacements. No doubt a test ride would help me make a more informed decision, but that’s not gonna happen.

Unless someone at Kawasaki USA is interested in offering me a test opportunity, in return for a test report.

Hello? Anyone? Hello? Is this thing on?


Yesterday, when I was picking up a prescription at the drive-through window at my pharmacy, my FJR died. The engine quit, and everything went dead except for the instrument panel, where every light came on, and the fuel level LCD started flashing. Turning the motor off and taking the key out did nothing.  Everything stayed lit up.  Then a few minutes later, everything turned off, and I was able to re-insert the key, and start her right up.  No further problems yesterday or for the first part of today.  Then, this afternoon, as I was driving home, it happened again at a stoplight. So, I crossed my fingers and headed directly for the motorcycle shop.

Once I got there, they played around with it, and were able to reproduce it several times.

So, the bike is in the shop, and I they won’t even be able to look at it until Monday.  They will be taking $100 just to diagnose the problem, so I’m bikeless until sometime next week.

Technical Difficulties

It’s been very difficult to blog at all for the past several days.  Every time I tried to write a post, something kept preventing me from saving it to the blog.  The post about the new transmission a couple of days ago took about three hours to get up publicly.

It turns out my web host has installed a new firewall setup in the servers that interpreted my posts as SQL injection attacks on the web server and refused connection, based on some of the words or phrases in the posts.  Very common words like “alter” or “drop” are actually key words in the SQL language.

So, I was limited to slowly and frustratingly write small posts.  As of today, however, the web host tells me i should be ship-shape to post whatever I want via WordPress.  Sadly, tonight’s blogging is limited to this, as its 11 o’clock, and I’ve spent the last 6 hours going through the year-end accounting for my business.

I just hope that the next time I do a long post, I don’t learn that the firewall problem still exists!


Blogging has been on hiatus lately, due to the press of my schedule.  I’m setting up a new business, among other things, and so recreational blogging has had to take a back seat.  I’m sure I will be back to blogging again very soon, but things are a little tight for the next few days.

I’m exhausted

In the past three days, I’ve had to work 14 hours a day on a video project I was assigned.  It’s been a nightmare.  I’m punchy from lack of sleep.  Thank goodness, the weekend’s over, and I can go back to a normal workday tomorrow.

Back to the Old Grind…

Vacation is over, so it’s back to our regularly scheduled motoblogging.

This vacation was a cruise to Mexico. I mention this because it was interesting to see the differences in the motorcycling communities in other countries.

Mexico is definitely NOT a sportbike or cruiser environment.  I saw exactly one sportbike, a CBR1000RR that was on sale in Mazatlan.  I saw a couple of cruisers, including one Harley-Davidson, in Mazatlan as well. The remainder were scooters or 125-250cc dual sports.  In Puerto Vallarta, it’s almost entirely dual sports.

That city is a special case, though, because it sits at the foot of the jungle, with huge amounts of water runoff from the rain forest. As such, many of the streets consist not of asphalt pavement, but fist-sized stones set in concrete.  City driving there is much like a well-maintained fire road here.  You need a Dual Sport just to drive around downtown, as the even the best-maintained stone roads are suspension-punishing monsters.

Motorcyclists in Mexico also ride with a mix of elan and courage that is…well…frightening. But then, automobile drivers do, too.

They have mandatory helmet laws in Mexico, but they certainly aren’t fanatics about it. That is to say, most motorcyclists obey it…at least with some kind of helmet, anyway. Whether it’s a motorcycle helmet is a different story.

Anyway, it’s good to be back.

It’s that time again…

Blogging has been light so far this week.  Alas, it’s gonna get a lot lighter over the next week, as I take a vacation cruise.  I’ll be returning to motorcycle blogging after Labor Day.  I may sill blog some over the next day or two, but if not, you’ll know why.

Puppies Prevent Blogging

Jebus Cripes.  The 10 puppies we’ve been taking care of have essentially killed my private life.  That’s why my blogging has disappeared for the past 6 weeks.

First, it was hand-feeding every two hours.  Then it was constant poo-cleaning, and pee-mopping.  Between work, running my company, and trying to keep the puppies alive, it’s sucked up every spare minute I have.

If I had known how much work these 10 little dogs would be, I’d never have bred my female.  I will be soooo glad to turn these wild little monsters over to their owners in two weeks.