1000 Mile Ride
1000 Mile Ride
Cheap thrills on staff bikes
WENDY F. BLACK
THERE WE WERE IN GILROY, CALIFORNIA, THE GARLIC capital of the world, loitering in the parking lot of a motorcycle shop. Almost everybody needed something.
Road Test Editor Don Canet’s Suzuki GSX-R750 required a new motor-mount bolt because one of his had fallen out. Off-Road Editor Jimmy Lewis’ Yamaha XT600 kickstand bolt was also missing in action. Associate Editor Eric Putter’s Kawasaki EX500 demanded a new rear tire following a low-speed blow-out caused by an improperly installed plug. Executive Editor Brian Catterson needed new clutch plates because the clutch on the Yamaha Seca 650 he’d borrowed from Editor-In-Chief David Edwards was acting up.
David, whose Norton’s faulty electrics had left him without lights, noticed the approaching sunset and left us to fend for ourselves. Flying wingman on the 100-mile sprint to our hotel for the night was Managing Editor Matthew Miles, his Yamaha RZ350’s lighting up to full spec.
Meanwhile, Assistant Art Director Brad Zerbel and I stood by being supportive. Granted, the gusty Northern California wind had knocked over my parked Honda NX250 a short while earlier. But I duct-taped the broken taillight, and made do without the right rear turnsignal until I got home. Brad’s trusty Kawasaki Zephyr 750 remained intact.
The CW staff was bound for Sonomafest ’96 and the AMA Superbike race at Sears Point Raceway in California’s wine country. The plan was to ride the 1000-mile round trip on our own bikes, proving that even in these inflation-ravaged times, you can still have a lot of two-wheeled giggles for very little moolah. Proof? Our nine bikes cost an average of $1850, while, according to the 1996 CW Buyer’s Guide, the average price of the modem equivalents would be about $6400. Sticker-shock be damned, eh?
Anyway, the previous day we’d left CWs Newport Beach office minus Don, who was doing some 1 lth-hour tuning on his Suzuki. As we headed north on the meandering Coast Highway toward Malibu, the sun began to break through the fog and David’s 1974 Commando 850 was in its element.
He explained, “The Norton has a fun motor with lots of torque. It’s lightweight and responsive and can really hustle on backroads, but it’s happiest on the smooth, sweeping corners where pushing the bike hard isn’t necessary.”
On the down side, sharp bumps made the fork clank and one zigzagged road resulted in a seriously smoking rear brake. Before the trip, David prepped the Norton with new Progressive Series 418 shocks and a major servicing that included fork tubes, seals, bushes and springs; sticky Avon Super Venom tires; clutch work; new rear-brake drum/sprocket; and upgraded brake shoes.
The result-at least before the electrics acted up-was a satisfying ride. “A properly set-up Commando is one of the few classics that genuinely could be an everyday rider,” said David.
Because it is a classic, the Norton felt right at home at the Otis Chandler Vintage Museum in Ventura, where we stopped for lunch. Complete with a backlit board-track display upon which an Indian, Harley-Davidson and Cyclone vied for position, the museum boasts a collection of bikes ranging from a picture-perfect 1915 Iver Johnson V-Twin to a 1996 Arlen Ness Luxury Liner.
Following a detailed tour by museum curator Glenn Bator, we headed for Santa Barbara, where we took the San Marcos Pass to Stagecoach Road. The twisty descent led us to historic Cold Springs Tavern, and allowed Eric to enjoy the nimble handling of his EX.
Having recently sold his Honda CBR600F2, Eric borrowed the Kawasaki from an (understanding) ex-girlfriend. Standing 5-foot-2-inches, she shaved the seat a bit and dispensed with most of the shock’s preload to lower the bike. Otherwise, the 1989 EX500 remained stock.
“It’s just a good little bike,” said Eric of his ex’s EX. “It works especially well in the really tight stuff, partially because of its 16-inch wheels and light weight.”
With the sun dipping below the horizon, we made our way to Highway 101 and rode into Morro Bay. A damp fog had rolled in, already shrouding the bay’s namesake, Morro Rock. Our hotel overlooked both, and we arrived just in time for dinner. As luck would have it, so did Don.
Don purchased his 1988 Suzuki GSX-R750 new, yanked off the lights and went supersport racing. Flushed with the joys of competition, he then shoe-horned an 1 lOOcc motor into the frame, plumbed it for nitrous oxide and went on WERA’s Formula USA circuit, placing fourth overall in 1990.
BIKE: 1962 Yamaha Seca 650 MILEAGE: 27,000 mIles VALUE: $1000 There are many paths to job secu rity. And while dropping your boss' motorcycle doesn't top that list, it does achieve the desired effect. I mean, how's an unemployed guy gonna pay for replacement parts? Recipient of a recent tune-up, David Edwards' Seca 650 didn't need much pre-ride preparation. A local speedometer repair shop fab ricated a replacement tachometer cable ($10), a mirror from David's mothballed XV920 replaced the missing left-side unit and the origi nal-equipment clutch plates ($75) were replaced mid-trip. Post-ride (and crash), it still only needs a clutch lever, a turnsignal and an ignition cover. Call that get ting off cheap. And call me an indentured servant. -Brian Catterson
BIKE: 1974 Norton Commando MILEAGE: 42,000 miles VALUE: 83000 Say what you will about Lucas (non)electrics, here’s an illuminating little story. Before this 1000mile flog, both the Norton and my Yamaha needed tach cables. The Commando’s was in stock at the local Britbike shop; the Seca’s, the Yamadealer informed me, was no longer available, sorry ’bout that. More than anything, though, riding the 850 got me to wondering: What if Norton were still around and the Commando had benefited from a round of retrofits a la HarleyDavidson’s Sportster? A great, thunking Brit Twin with improved brakes, decent suspension and a 12-month warranty? Yes, please, I’ll take two. Oh, by the way, a rewired fuse holder soon had the Comando up to snuff. -David Edwards
BIKE: 1888 Suzuki G5X-R7SO MILEAGE: 5000 miles VALUE: 83500 Purchased new in 1988,1 promptly set about prepping my GSX-R for 750 supersport roadracing. The following season I slipped a GSX-R1100 engine into the frame and fit a wider rear wheel for Formula USA events. Taking advantage of the open F-USA rules, I later plumbed the 1100 motor with an NOS system in search of an affordable competitive edge. Punching the trigger provided plenty of high-speed wheelies, wheelspin and mad laughter-not to mention a 160mph crash I’d like to forget. Now, with its original motor (albeit punched out to 880cc) back in the chassis, my old warhorse has been put to pasture on the street. At least one of us has mellowed a bit with age. -Don Canet
Now a CW project bike in the works, the Suzuki is in the process of returning to its street-riding roots. Before the trip, Don rebuilt the original 750 engine with a Franx Machine Worx big-bore kit. Other upgrades included a widened rear wheel, Brembo rotors, fork modifications, Fox shock, braided brakelines, Dunlop Sportmaxes and Micron exhaust. Said Don, “The goal is to create a highperformance bike at a bargain price.” More on this Suzuki in an upcoming issue.
A central-California native, Don guided us through his old stomping grounds, up Highway l to Old Creek Road, which wound us up and through the countryside. It was on this stretch that David’s Norton lost its electrics, refusing to be kickor bump-started. Jimmy suggested pushing the Commando up to speed (about IO mph), using his Yamaha and an extended boot before dropping the clutch. Bingo, instant spark! From then on, David parked on a hill or made sure Jimmy and his XT were close by.
Purchased fairly new from a friend, Jimmy’s 1989 “Lucky Lager Explorer” has seen most of northern Baja, as well as every dirt route from Los Angeles to Las Vegas and Death Valley. Explaining the bike’s, er, custom appearance, Jimmy said, “I’d come across things like big gas tanks and differentcolored, leftover plastic so that’s why it looks like it does. Offensive stickers included, parts were usually donated. Handdone gas-tank graphics are courtesy of Mr. Inebriation.”
Mods include a slightly altered XR500 shock, frame reinforcements, a Braking front brake rotor, plus “the footpegs have a home-style widening job and I drilled a few holes in the airbox and did some rejetting.” The most elaborate pre1000-mile tweak was the installation of a White Bros. 62 lcc big-bore kit.
BIKE: 1972 Honda CB500 MILEAGE: 22,000 miles VALUE: $300 As the story goes, Soichiro Honda was so captivated by Triumphs that those graceful English lines found their way into the design of the CB500. And it’s that classic look that drew me to become the owner of this 1971 CB. It has the appearance of an old Triumph, with Candy Green paint, the glint of chrome and a teardrop tank descending to rest against a wide, comfortable seat. So, beyond its easy handling and solid acceleration, it’s Mr. Honda’s enchantment with a marque a world away that gives me the feeling of riding a very distinctive motorcycle. -Robyn Davis
BIKE: 1985 Yamaha RZ350 MILEAGE: 1 4,500 miles VALUE: $2500 Last of the street-legal two-strokes, Yamaha’s Kenny Roberts Special was my introduction to reed valves and monoshock suspension-not to mention wide-eyed wheelies. Boxstock, RZs were down on horsepower to most middleweight four-strokes of the time, but the liquid-cooled Twins were-and still are-prime candidates for hot-rodding. My red-white-and-blue signature model benefits from Spec II chambers, K&N filters, a Dynojet kit, Progressive fork springs, a Fox shock and Metzeler tires. Cheap thrills, for sure. -Matthew Miles
BIKE: 1992 Kawasaki Zephyr 750 MILEAGE: 1 7,500 miles VALUE: $2000 Combining the look of a Seventies Superbike with modern technology should have been a recipe for success. It was in Europe and Japan, but U.S. buyers said hohum to the Zephyr. Still, with plenty of grunt, the lightweight, nimble Zeph was ideal for the winding roads of central California. It may look like the musclebike I dreamed of as a kid, but on most roads it can hang with today’s sportbikes, plus it’s as reliable as an anvil. Because so few people bought Zephyrs, mine is unique-and I got it cheap. -Brad ZerbeI
Later, early afternoon found us sipping sodas, munching snacks and buying needle clips for Don’s GSX-R at Brown’s Cycles in Paso Robles. “My father started the business in 1940,” said owner Joey Brown, “And we sold Indians, BSAs and Jawa CZs. Now we sell Yamahas, and we have since 1963.”
Located right off the 101 freeway, Brown’s was Old Bike Heaven. Bike after dusty bike hibernated behind the service area. An original 1914 Indian, several BSA Gold Stars and an old project Honda 125 Elsinore with an XL 175 motor were just a few of the bikes that left us drooling.
After dragging ourselves away, we encountered serpentine pavement that led us inland where the hot sun was taking its fiery toll. A sprawling shade tree dividing the tight turns of Indian Valley Road from the wide sweepers of Highway 25 provided respite. Everyone raided the borrowed Ford F150 chase vehicle for cookies and fruit, and before taking on 25, practical-joker Jimmy surreptitiously stuffed grapes down my 250’s exhaust pipe.
The 1990 NX, a leftover from the Euro-inspired rallybike craze, remained undaunted. Purchased used last year, it has been a faithful first bike. Although its former owner had problems starting it, I discovered that a new battery and regular riding did the trick. And thus far, the NX has required little maintenance: just an oil and filter change, along with the aforementioned battery. On this trip the little Honda handled the twisties with dignity and grace, albeit slow dignity and grace. And it only balked at freeway speeds when there was a headwind.
Sinuous Highway 25 eventually deposited us in Hollister, where we ate lunch at Jerry’s, a 1950s-style diner. The eatery was well suited to the small Mayberry-like town, which didn’t seem to have changed much since the trumpedup 1947 “biker riot” that inspired Marlon Brando’s film, The Wild Ones.
This lunch-break preceded our trip to the Gilroy Motorcycle Center, at which we eventually concluded our business and took the freeway north. Except for one overturned 18-wheeler that prompted 20 miles of lane-splitting, traffic wasn’t bad.
The weekend in Sonoma kicked off with the staff leading approximately 250 CW readers on a loop through the Wine Country. Narrow, tree-lined roads routed us through the steep hills that border the enormous Rutherford and Robert Mondavi estates as well as smaller independent wineries. The following day, a host of readers gathered in the Cycle World VIP Grandstand to cheer Team Yoshimura Suzuki’s Aaron Yates as he diced with teammate Mat Mladin before taking his first-ever Superbike win. Great stuff. In fact, Sonomafest ’96 was such a success, planning for the 1997 festivities has already begun.
Early Monday morning, we headed for the Golden Gate Bridge. Spanning the northern tip of the San Francisco Bay, the great orange structure was clearly visible, despite the area’s infamous fog. From afar, it seemed almost delicate, hanging from spider-web-like strands. But crossing the monolith revealed sturdy, supportive cables, providing security.
San Francisco loomed ahead and the group rode south on Highway 1 to Half Moon Bay, then up Highway 92 to Skyline Boulevard for breakfast. I, on the other hand, missed the Highway 1 exit and was privy to my own personal tour of the city before getting turned around. One freeway and two circuitous highways later, I successfully solo navigated my way to Alice’s Restaurant-where you can get anything you want-made famous in the ’60s by Arlo Guthrie. Unfortunately for me, the rest of the staff had already gotten what they wanted (rest, warmth and a hearty breakfast) and were ready to saddle up.
Leaving Alice’s, we returned to the forested Skyline Boulevard, where Brad’s 1992 Kawasaki Zephyr 750 quickly became king of the roll-ons.
Voted Best Standard in CWs 1991 Ten Best Bikes awards, the Zephyr was commended for its simple styling, its zippy motor and, more importantly, for being downright fun. No false praise there, said Brad, who bought his bike used in 1994.
“I’ve ridden it everywhere,” he said. “I almost got stuck in sand while off-roading it at the Kern River, and a big thrill was riding it around Willow Springs earlier this year. I thought I was going pretty fast until Catterson blew past me like I was in reverse, beeping the hom and waving.” When we reached Highway 9, which led to Santa Cruz, Don announced a side trip through Big Basin Redwoods State Park was necessary, and we veered off down Highway 236. A narrow, crooked road, it was shaded by the mighty trees and led us through the center of the park.
Matt’s Yamaha took to it like Greg Brady to polyester. The only two-stroke in the bunch, the RZ was the last such streetbike legally available in the U.S.
A sophomore in college at the time, Matt bought the RZ
new in 1987 and promptly dis-
covered wheelies. But after coming to CW and encountering a steady diet of testbikes, he allowed the RZ to fall into “various stages of disrepair” for about six years.
Ring-ding resurrection now complete, Matt said, “I had forgotten how fun and easy the RZ is to ride, which is why I bought it in the first place.”
We returned to Highway 1 and continued down the coastline, rounding Monterey Bay and heading toward Carmel, then passing the tree-shrouded section of PCH that runs through Big Sur. We regrouped at the small resort town of Cambria, where we snacked on barbeque and iced tea. According to our loose schedule, we had time to take in a tour of the Hearst Castle in nearby San Simeon. Instead, a unanimous group vote soon had us pointed down some promising coastal backroads. The first was Santa Rosa Creek Road, which rolled through golden fields, then became curvier as it hugged the creek bed.
Unfortunately, it was also coated with a fine layer of gravel, as Brian disasterously discovered in mid-lean. Because he wasn’t going very fast, his only injury was a skinned knee, and damage to David’s bike was minimal: a broken turnsignal, ignition cover and clutch lever, the latter of which Jimmy replaced temporarily with a spare he had in his fannypack.
BIKE: 1989 Kawasaki EXBOO MILEAGE: 7000 mites VALUE: 93100 Okay, the EX500 doesn’t possess the racetrack credentials of a GSXR, the character of a Norton, the spine-tingling exhaust note of an RZ or the off-road abilities of a dual-sporter-but H appeals to my motorcycling sensibilities. Equipped with the elements that make a top-notch sportbike-light weight, rev-happy motor, agile handling and reasonable ergonomics-this little bargain blaster helped me realize once again that motorcycle performance is not measured by the size of one’s machine, but the skill with which it is wielded. -Eric Putter
BIKE: 1989 Yamaha XT600 MILEAGE: 31 ,000 mites VALUE: 91 OOO I know-H’s not real fast, but it sure is ugly. Picked up cheap in a ubro ’ deal, ” my XT does almost everything well, almost nothing exceptionally. Most importantly, it gets me to the beach. Sure, the blue book says it’s worth $1330, but to me that’s like putting a price on your girlfriend. Besides, considering all the prime beach parking it’s snagged, any connoisseur of all-around motorcycle performance would assign a much higher value. Then you have to factor in such choice upgrades as a sponge-o-matic Honda shock, a 5-gallon fuel tank and especially the custom graphics package. Have I mentioned the optional surf rack? -Jimmy Lewis
BIKE: 1990 Honda NX2SO MILEAGE: 11,500 mites VALUE: 91300 Although some on the Cycle World staff snickered when I announced I planned to take my “foo-foo" Honda NX250 on our 1000-mile foray, I knew my little dual-purpose bike was up to the challenge. Designed more for asphalt than off-road trails, the NX is really a streetbike in dirtbike drag. As such, it conquered all 1000 miles with relative ease. Yes, it may have been slow, but the NX and I finished the ride largely unscathed-which is more than I can say for a certain red-faced Executive Editor I know. So, who’s laughing now? -Wendy F. Black
Post-spill, Brian joked, “The Seca works great, but it’s got questionable front-end traction in gravel.”
Although Brian owns two streetbikes, his 1985 Cagiva Alazzurra and 1973 Yamaha RD350 were stripped for racing. He succeeded in getting the RD sort of street-legal, only to have it develop a leaky crank seal the day before the trip. In a pinch, he borrowed David’s Seca.
Subject of a Joe Minton makeover (see “Saving Old Standards,” CW, April, 1991 ) it was updated with Spec II drilled discs, Ferodo pads, Russell braided lines, tapered roller bearings, Progressive fork springs, Telefix brace, airbox work, a K&N filter, and some carb rejetting. After taking possession of the Seca, Brian did his share of prep work, as well. He had a new tachometer cable made, sourced a mirror from another one of David’s old Yamahas in the CW shed, shortened the fork spring preload spacers and then installed new clutch plates en route.
“After all the work I did on the Seca, David joked he should lend me his bikes more often,” said Brian. “He’ll probably change his tune now.”
With the Seca picked up and Brian dusted off, the staff continued at a more subdued pace. Santa Rosa Creek returned us to Old Creek Road, where we backtracked to Highway l and into Mono Bay for the evening.
Although Production Editor Robyn Davis felt ill and spent most of the previous day in the chase truck, the final morning found her feeling better. Her 1971 CB500, however, wasn’t in such fine shape. But after Jimmy filed down the points with an emery board, the Honda was pronounced road-worthy.
Robyn purchased the bike from former Feature Editor Brenda Buttner, who bought it for CWs “The $500 Ride” story in January, 1995. Loaded with a customized fairing and windshield, hard luggage and an eight-track cassette player, it was homely, heavy and had electrical irregularities. But with a little help from her friends, Robyn took care of all that. She jettisoned the touring get-up, replaced the aftermarket exhaust, and added a stock handlebar, shocks, tires, front brake pads and battery.
“It’s larger and much more powerful than my little CL175,” said Robyn. “I love the green paint and the classic look-kind of European, but with lots of chrome. It (usually) starts right up, and it’s smooth, easy handling and has solid acceleration.”
The last day went by quickly. Leaving Morro Bay, we made a sentimental stop by Canet Road and the Canet Family Cemetery, then took Highway l South toward Santa Maria, where we enjoyed the fast sweepers of Highway 166. Before turning onto Highway 33, we broke for a lunch of buffalo and ostrich burgers at the Buckhorn Cafe in New Cuyama. Then, we tackled 55 miles of curvaceous mountain road, which led us to our final gas stop in Ojai. From there, we retraced our original route through Malibu, Santa Monica and Newport Beach.
Sore and exhausted, yet exhilarated all the same, I watched each staffer turn toward home. Despite the minor complications of the last six days, every bike had successfully completed the 1000 miles-more than that, actually, because sightseeing plans and extended food stops were often vetoed in favor of exploring more twisty roads.
Riding motorcycles instead of touring the Hearst Castle or eating lunch? You'd think we worked for a motorcycle magazine or something...
