Long-Term Update

Long-Term Update

CAGIVA

Gran Canyon

Like a rock

FAITHFUL READERS ARE FAMILIAR with our Cagiva Gran Canyon. We gave it a glowing review in our February, 1999, issue, awarded it an honorable mention in that year's "Ten Best" and included it in our April, 2000, "Ghost Town Tour." Since then, we've been piling on the miles.

Like its namesake, the Gran(d) Canyon is aging well. Its Ducati Monster 900-derived engine has required only regular oil/filter changes and one valve adjustment. The bike’s fun factor has taken a toll on its chassis, however, necessitating new fork seals (blame wheelies), rear brake pads (blame brake slides) and tires (blame comers). Early on, we replaced the wom-out stock Pirelli MT80s with an MT90 rear ($162) and MT60 front ($119), the latter because no 19inch MT90s were then available. We’ve since replaced it with an MT90 ($125).

Our mileage figures aren’t entirely accurate because a disc-lock incident severed the speedometer cable. The only other problems we’ve had have been disappearing skidplate bolts (since remedied with Loc-Tite) and roundedout Allen bolts securing the brake calipers (since R&R’ed with an EZ-out).

Next order of business is improving the bike's sport-touring capabilities by adding hard luggage, a taller wind screen and some form of wind protec tion for our hands.

$8995

BMW

F650GS

Rumblin', stumblin', bumblin'

WONDERFUL CONCEPT, FUELinjection, bringing with it the promise of pinpoint-precise air/ fuel mixture. Yeah, well, one romp through the gears aboard our newest longtermer and we were ready to shoot sophisticated technology clean through the forehead and go back to the stone-axe simplicity of an old-fashioned carb.

Our BMW F650GS Dakar, otherwise a wonderful motorcycle, flamed-out at stoplights, ran flatly in mid-rpm and surged annoyingly during steady-state cruising. What the hey?! Our first ride aboard Canadian-spec models last year had us singing praises about the Single, restyled for ’01 and now assembled inhouse rather than subcontracted to Aprilia in Italy.

Blame it on California. Wanting to make a “50-state bike,” BMW leaned out the injection mapping to cope with Cali’s stringent emissions regs. In a hit-or-miss affliction, some bikes (one in six, we’re told) run like crap. Ours, for example.

BMW’s fix was to take the Dakar away, fit a Mk.II injector nozzle and re-map the EFI (U.S. dealers now have the equipment needed to do the tweak, plus all 650s built after January will incorporate the changes). Back in our hands, the F650 was dramatically improved. But not perfect. There’s some residual flatulence between 3000 and 4000 rpm, and the engine still occasionally dies at traffic stops. Arrggh! We’ll let ya know what happens next.

$8600

MOTO GUZZI

V11 Sport

Next stop, the Bol d'Or!

FAST YOUR EYEBALLS ON OUR transformed V11 Sport! As much as we loved the naked retro café-bike's styling, the newly fitted color-matched Magni fairing kit ($1250 from Cosmopolitan Motors, 800/523-2522) was too cool to pass up. New lower clip-ons are included, and have had the side benefit of reducing the vibration felt through the bars. Proof came on the Sport’s first road trip, north to Laguna Seca Raceway for a Club Desmo track day.

The stock Pirellis were used up at 3200 miles and replaced with Dunlop D207 ZRs. The recommended rear width of 170mm was, however, too wide for the 4.5-inch rim, weirdifying the handling at even nominal lean angles. A more appropriate 160 is on the way.

Also replaced were the stock mufflers with official Moto Guzzi accessory slip-ons ($549). Fit was so-so, and the giant “for off-road use only” plaques riveted to each are ludicrous (we’re sharpening the drill bit now). Peak horsepower is up 1.3 to 78.5, although peak torque dropped 2.5 foot-pounds to 59.5. They do sound good, however.

Until we get a proper rear tire, verifying whether or not the smaller-diameter exhausts improved the bike’s limited cornering clearance will have to wait.

$11,900