Matto Shop Talk
2010 Polaris Sportsman XP 550 Touring Review
Doug Meyer
Contributing Editor
Best known for hosting ATV Television, Doug's been around long enough to give life to the cliche, "The older I get the faster I was." He’s been involved in the industry as 3-wheelers evolved into 4. Now, he’s more into exploring trails than racing across them. As he like's to say: Being older just means there's more time to ride!
Friday, March 05, 2010
Polaris has put A-arms on the front of its ATVs! Global warming is proven a hoax as Hell freezes over. What will happen next, separate front and rear brake controls? A normal 4-wheel drive system? Pigs fly? Nothing is going to surprise us anymore as Polaris continues to expand its lineup while all the other manufacturers go into hiding!
The Polaris XP 550 Touring is much better than the older model now that it has the same updates as the rest of the Sportsman models.
Polaris introduced a host of new changes including A-arms, longitudinal engine and transmissions and other evolutionary changes to its new XP line of Sportsman quads in 2009. Now, for 2010 it has expanded that same line of development to the two-seat Touring models.
It’s pretty easy to spot the differences in the XP models. First of all – they’re great-looking – especially with how the new racks wrap into the fenders. But the biggest news is that the front suspension now has dual A-arms that provide a full nine inches of more precise wheel travel. What’s the big deal you ask with front A-arms? Well, the best part of this change is that A-arms give the XP more controlled wheel travel with less camber gain as it moves up through its stroke. That means they steer the ATV less and let you control it more! In addition, the front arms have also been designed with less offset to the wheels so that the center of the wheel and tire is located at the center of the steering geometry. This results in less kickback through the handlebars when hitting uneven terrain, or rocks and stumps, with the tire. Also new are the 14-inch wheels and tires. And while they may not improve handling or steering, they do look good!
On the rear, the A-arms have been modified with what is referred to as “roll.” This means that the arms’ mounting points are angled so that the rear tires move slightly rearward as they move upward, thus making the upward travel of the wheel a less abrupt movement when hitting obstacles. The rear suspension has 10.25 inches of useful travel, and there are now preload adjustable shocks on both the front and rear. So, unlike past Sportmans, where you only had preload adjustability on the rear, the XP’s front shocks can be stiffened for hauling bigger loads or even when attaching a snowplow in the winter months. The change to A-arms also opens the door for installing better aftermarket shocks on the XP.
New A-arms up front, revised suspension front and rear and 14-inch wheels and tires make for a different feel in the Sportsman's handling. Our riders enjoyed a more nimble feeling, despite the larger wheels.
All these changes are not just made to look good. They make a huge difference in the feel of the ATV out on the trails. It’s much more responsive and less like trying to control a La-Z-Boy with wheels.
Another big change that you don’t readily see, but that makes a really big difference in the feel and handling of the XP, is the new engine. The engine now sits longitudinally in the frame making it a much narrower package. But there are other changes as well. The SOHC, 550cc single cylinder engine is fuel-injected for easy starting and smooth running at any elevation or weather condition. Rated at 42 horsepower, the new engine is powerful enough to carry two people and all their gear up almost any mountain trail.
A thinner profile makes riding the XP Touring more comfortable, and the engine still packs enough punch to easily haul two riders and gear.
Because the engine now sits 90-degrees from what it was in the past, means that the CVT transmission on the XP rests behind the engine rather than alongside it. That new arrangement makes the XP a whopping eight inches narrower than the old, standard Sportsman. And all that added narrowness is located just where it was needed the most.
Climbing on the XP, you’ll quickly notice just how thin it is, now feeling more like a regular ATV (dare I even say sport quad?) as you can sit on the XP without the bowlegged sensation of a skinny cowboy riding a fat horse. That loss of girth makes it much easier for the rider to move around in the saddle to shift their weight for better control. But Polaris lovers rest easy, although the seat is very narrow at the front, it fills out toward the back with plenty of that good-old Sportsman cush for those long rides in the saddle. Other than making the machine narrower, the longitudinal placement of the engine and transmission also has the advantage of being more efficient as the crankshaft now turns in the same plane as the driveshafts.
Both the engine and transmission are rubber-mounted in the frame for less vibration and noise transfer to the rider. The chassis is also completely new and a total departure from Sportsmans of the past. Where the old frames were a combination of square tubing and stamped steel pieces, the new frame is a double-cradle of round tubing. Not only a stronger and lighter frame, but better looking as well.
The display is a modern digital unit with tons of available information.
The battery is located under the pop-off seat with the terminals within easy reach for checking, charging or just attaching a float-charger. The air filter is under a cover where the fuel tank used to be, and can be accessed by removing the seat. The 4.5-gallon fuel tank has been moved lower and in front of the engine’s cylinder. All this help to centralize and lower the main weight of the Sportsman, again all in an effort to make it handle better and be more responsive and nimble to maneuver in difficult terrain.
The gauges too have been revised, now being a completely digital unit that includes a speedometer, odometer, tachometer, dual trip odometers, hour meter, clock, gear indicator, fuel gauge, and warning lights for temperature and battery condition.
Also new this year is the availability of Electric Power Steering (EPS) as an option. While the value of power steering can be argued on most ATVs, the addition of EPS on a two-seat quad is an unequivocal asset! The true value of the EPS system can be found at the end of an all-day ride. Coming down a long, steep and rocky trail with all the weight of a two-seat ATV on the front wheels can take its toll on tired arms. The power steering makes it all a breeze with the stabilizing effect definitely keeping the rocks and ruts from ripping the handlebars from your hands. Although the unit provides less feel than we prefer, that may change with the addition of better, more aggressive tires. Time will tell on that.
Even though it handles much better, the Polaris is still a 770-pound machine, which makes getting it under control when things go wrong a difficult chore.
Okay, so it’s all-new and great looking, but does it work any better than the old style Sportsman out on the trails? If you liked the old Polaris will you still like the new one? Well, like the previous model, it’s still incredibly comfortable and easy to ride on more open trails, but now, thanks to all the changes, it’s more nimble and easier to ride when the going gets rough. Remember though, at a bit over 770 pounds, it’s still a very heavy machine to muscle around in tighter spots and in those off-camber situations.
Although the CVT transmission works incredibly once you’re moving, getting it from a standstill continues to require far too many revs. We much prefer a transmission to hook up quickly, right off of idle. And finally there’s a Polaris 4WD system that works in reverse without having to push a button! Now if they could just make the engine braking go to all four wheels. That continues to be every test rider’s biggest complaint about Polaris’ of all sorts. At least the ADC (Automatic Decent Control) allows the engine braking to go to all wheels when 4WD is engaged. Unfortunately the ADC only works when you are going less than 15mph and have no throttle applied. This all could be solved if Polaris would just make the switch to a conventional 4WD system. At the least I imagine they’ll soon have ADC work all the time, and at any speed. For now, the longer wheelbase of the Touring helps keep the ATV more inline on those steep declines.
And it’s that longer wheelbase that we really like. Not only does it make the Touring a much more stable platform when there’re two people onboard, but even ridden solo, it has a more planted feel everywhere - in the rough stuff, climbing, descents, and even sidehill. The only downside we found to the added four inches of wheelbase is the increase in territory that’s required to turn around. Fortunately, it’s seldom as big of a problem as we thought it might be.
Polaris has one of the best options for two-up ATV riding, Features like optional power steering make it even better.
With all the changes made to the new XP, we do wish that Polaris would have continued their practice of putting top-level tires on the machine. The standard bias-ply Maxxis tires that come on the Touring are okay, but the XP would certainly benefit from the addition of a tire like the PXT radial.
Polaris Sportsman has always been comfortable and capable ATVs, and the XP takes those assets and builds on them. So, if you’re a Polaris Sportsman fan you’ll most likely find the new XP to be the best you’ve ever ridden. And if you’ve never been a Polaris fan, then you’ll be amazed by a ride on the new XP Touring. While it still has a few of Polaris’ peculiar features, they have become less overwhelming.
04.03.2010
KTM on the hunt for the 2010 Toughest Rider
By nature, Enduro riders are tough cookies but one of them is harder, tougher and has more stamina than the rest - in 2010, KTM will once again go on the hunt for the Toughest Rider.
KTM is looking for the 2010 Toughest Rider in partnership with leading offroad event organiser Baboons. The conditions of entry are simple: All riders (male and female) who have signed up for one of the XCC (Cross Country Championship) 2010 series and compete in either all the series on a KTM will be automatically considered. Only riders in the XC Pro class will be excluded. You do not need to register for the KTM Toughest Rider separately.
Riders only need to be registered for one of the series (GCC, ICC or ACC) on a KTM. They can also compete in all four series in Germany, Italy, the Netherlands and Austria. There will be an overall evaluation of all classes and series within all the XCC events! The 5 best riders from
each country will be invited to the XCC European final on 09/10/2010 in Rudolstadt based on this evaluation. The finalists will attend this event to be given their ranking for the 2010 KTM Toughest Rider. Here, only riders who have competed on KTM bikes throughout the season will be considered!
The 2010 KTM Toughest Rider can be awarded to anyone from beginners to professionals
The best 5 riders from the GCC, ICC and ACC will be invited to the ECC final. KTM will pay the ECC final entry fee and a travel allowance for these 20 riders.
In its call for entries for the Toughest Rider, KTM is also seeking to give amateur riders the opportunity to make their mark in an evaluation open to entrants from around the world. Therefore the number of races started will be the main factor taken into
consideration on a national level. Thus, if a slower rider has started one extra race, this will make up for three wins achieved by a faster rider. So, we are deliberately inviting the most active riders to the final rather than the fastest riders who are sure to get their piece of the glory whatever happens.
This gives all riders the chance to represent their country as finalists at the international final. However, the faster riders should then be at an advantage. The evaluation will therefore be based on the results of the final. The factors taken into consideration when converting championship points earned will take account of the different demands of the various classes.
The winner will race for a weekend with KTM support
If you earn the title of KTM Toughest Rider after a hard season, your efforts will be rewarded with a unique prize. The Toughest Rider gets a €500 voucher for Power Wear/Power Parts + free entry to the 2011 Erzberg Rodeo, with full support. They will also get to be an official KTM rider for a weekend (this includes accommodation, meals, entry fee, the loan of a motorbike, mechanical assistance and rider training with an official KTM rider).
The rider in second place can look forward to a €1000 PowerWear and PowerParts voucher. The rider in third place will also get one of these vouchers for €500. Riders in 4th to 15th place can look forward to a KTM sponsorship package and a cup.
For more information on the 2010 Toughest Rider visit www.ktmtoughestrider.com
27.02.2010
Congress Reacts With Outrage to Administration Plan to Take Public Lands Without Public Debate
PICKERINGTON, OH – February 26, 2010 – (Motor Sports Newswire) – Bipartisan reaction was swift following the publication by the American Motorcyclist Association (AMA) and others of an internal Department of Interior (DOI) document that revealed the agency’s plan to designate without public debate as many as 13 million acres of public and private land in the West as National Monument areas.
According to DOI documents obtained by the AMA, the administration is considering new National Monument designations totaling 13 million acres in 11 states: Alaska, Arizona, California, Colorado, Montana, Nevada, New Mexico, Oregon, Utah, Washington and Wyoming.
“The Obama administration continues to put the needs of environmentalists who want to keep the public away from public lands above the needs and desires of Utahns,” Sen. Robert Bennett (R-Utah) said.
Rep. Doc Hastings (R-Wash.), ranking member of the U.S. House Natural Resources Committee, echoed Bennett’s thoughts that the administration is bowing to anti-access groups.
“There are special interest groups whose sole purpose is to lock up land without any consideration given to the importance of wholesome outside family recreation,” Hastings said. “While they are entitled to that view, it’s deeply troubling that the President’s administration is seemingly eager to help turn that view into reality by unilaterally imposing new monument designations without the consent of the people and communities who will be directly impacted.”
Rep. Rob Bishop (R-Utah), chairman of the Congressional Western Caucus, and ranking member of the Natural Resources Subcommittee on National Parks, Forests and Public Lands, noted that people from around the world visit the West to take advantage of broad-ranging recreational opportunities.
“Unfortunately, the current administration seems intent upon locking up much of the public lands throughout the West from recreational use, as witnessed in the documents that recently surfaced from the Department of Interior outlining new areas for potential national monument designations,” Bishop said. “I commend the American Motorcyclist Association for its continued advocacy on behalf of not only motorcycle enthusiasts but all outdoor recreators, who are an important component of the West’s tourism industry.”
Interior Department spokeswoman Kendra Barkoff told the Salt Lake (Utah) Tribune that the documents that created the uproar were simply the result of a “brainstorming session” at the department.
But Rep. Jim Matheson (D-Utah) remained concerned: “Given the lingering frustration felt by many Utahns following the 1996 ’stroke of the pen’ monument designation (of the Clinton administration’s 1.9 million-acre Grand Staircase-Escalante National Monument), it is totally inappropriate for this federal agency to even have preliminary discussions without involving the stakeholders on the ground.”
“It remains incumbent upon the government to responsibly protect our lands for the people, not from the people,” said Ed Moreland, AMA vice president for government relations. “And that means proposals for land-use designations must be fairly debated. This proposal is not only an end-run around Congress, but also around the individuals and communities who would be directly impacted by this type of administrative maneuver.
“We are pleased to hear that there is bipartisan, bi-cameral support for an open dialogue on the long-contentious issue of public-land designations,” Moreland said. “We hope that this issue will serve as a catalyst for bringing together both sides of the debate to work out any differences and preserve opportunities for responsible recreation on America’s public lands for all Americans.”
To take action on this issue, go to AmericanMotorcyclist.com > Rights > Issues and Legislation. To receive e-mail alerts, sign up in the “Get Involved” section of the Rights page.
Go to http://www.ama-cycle.org to learn more.
25.02.2010
2010 Zero Motorcycles Unveiled at Bike Week
Courtesy of Zero Motorcycles
Zero Motorcycles, the global leader in electric motorcycles, will debut its highly-anticipated 2010 product line of electric motorcycles during one of the motorcycle industry’s most attended and recognized events - Daytona Bike Week. Daytona Bike Week marks the first time consumers and media will be able to see all four of Zero Motorcycles' new 2010 products. The world debut of four motorcycles marks another monumental advancement for Zero Motorcycles as being the first and only electric motorcycle company to bring four products to market. The week-long event will serve as the backdrop for the next generation of electric motorcycle technology to media and consumers, where the entire line of models will be available for demo rides and viewing at the booth and demo course at the Cycle World International Motorcycle Show inside the Ocean Center.
"Daytona Bike Week is the ideal location to showcase how Zero Motorcycles is quickly integrating itself into the mainstream motorcycle community," said Gene Banman, CEO of Zero Motorcycles. "With the sheer number of people attending the event, Zero Motorcycles will be able to reach consumers that have never before experienced electric motorcycles. Traditional motorcycle enthusiasts will get to see for themselves that a high performance and technologically-advanced motorcycle can exist without gas."
Equipped with upgrades and aesthetic changes, the 2010 model line includes the revolutionary Z-Force Air Induction System on the S and DS models. A platform for performance, this system allows Zero to produce more horsepower from lighter and more compact motors by increasing the airflow through the heart of the motor. Zero is also introducing a new throttle technology that modulates the increased power to provide riders with exacting control over the acceleration. All 2010 motorcycles are powered using Z-Force power pack technology with new and more precise cell monitoring. The cumulative result of all this technology is a longer power pack life, more power, greater acceleration off the line and superior handling.
In addition to the increased riding capabilities, consumers will have the chance to choose between various color graphic packages, allowing for personalized styling. New seat configurations are also an option for the 2010 Zero S and DS. Specially designed by Corbin, the new seats provide a more comfortable and performance-oriented ride. Those interested in reducing the stand over height of the motorcycle can now select a Corbin low seat option.
The Zero S and DS models are eligible for a 10% federal tax credit and tax rebate. Some states offer additional incentives. Consumer financing is available for those who qualify. To schedule a demo ride or find the nearest Independent Representative, go to www.zeromotorcycles.com/locator.
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23.02.2010
National Enduro Series - 2nd round Greensboro, GA Matto Cycle’s Andrew Delong with 10th overall.
FMF/KTM Factory riders Cory Buttrick and Russell Bobbitt finished 1st and 2nd respectively at the second round of the AMA National Enduro Series.
Both KTM riders rode a strong race finishing each special test within seconds of one another. Charles Mullins started the day out with the lead but mechanical problems kept him from finishing the race and allowed Buttrick and Bobbitt to pull ahead.
"I am from Georgia, so this is definitely one of the rounds where I felt most comfortable," commented Bobbitt. "I wasn't as fast and aggressive as I needed to be to get the win today. I know what I need to work on and I plan to come back stronger for the third round."
Buttrick, who has been using the first two National Enduro rounds as a warm-up to the GNCC Series was thrilled to take home a win. "I am really excited to win this enduro. Earning a win here definitely helps my confidence as I head to Florida for the first GNCC round. I had fun these first two rounds and hope to return to the National Enduro Series in a few weeks.
Two rounds into the series Buttrick holds the points led with Bobbitt 9 points behind in third.
Overall Results
| Place | Name | Num Chk | Min | Sec | Class |
| 1 | CORY BUTTRICK | 12 | 35 | 21 | Pro |
| 2 | RUSSELL BOBBITT | 12 | 36 | 39 | Pro |
| 3 | MICHAEL LAFFERTY | 12 | 36 | 50 | Pro |
| 4 | CHARLES MULLINS | 12 | 37 | 39 | Pro |
| 5 | GLENN KEARNEY | 12 | 38 | 12 | Pro |
| 6 | NICK FAHRINGER | 12 | 38 | 16 | Pro |
| 7 | NATHAN KANNEY | 12 | 41 | 20 | Pro |
| 8 | BRAD BAKKEN | 12 | 41 | 26 | Pro |
| 9 | COLE KIRKPATRICK | 12 | 41 | 39 | Pro |
| 10 | ANDREW DELONG | 12 | 42 | 45 | A 250 |
Standings
| POS. | RIDER | MANUFACT. | NAT. | POINTS |
| 1 | Cory Buttrick | KTM |
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55 |
| 2 | Charles Mullins | Yamaha |
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48 |
| 3 | 1 Russell Bobbitt | KTM |
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46 |
| 4 | Mike Lafferty | Husaberg |
|
39 |
| 5 | Nick Fahringer | Husaberg |
|
31 |
21.02.2010
American Honda Announces Four Early-Release 2011 Models
TORRANCE, CA – February 17, 2010 – (Motor Sports Newswire) – American Honda Motor Company’s Powersports Division announced to its dealers today the first release of new models for the 2011 model year. These returning Honda ATVs for 2011 include the FourTrax Recon, FourTrax Foreman 4×4, FourTrax Foreman Rubicon and FourTrax Rincon.
“Honda has enjoyed an extremely positive rollout of 2010 models,” said Powersports Press Manager Bill Savino. “We’ve asserted our leadership role by introducing 11 brand-new models for 2010, all of which have been received with great enthusiasm. Now we’re moving forward with the introduction of early-release 2011 models, beginning with these four popular ATVs. Relative to this model release, we’d like to recognize all the associates at the Honda South Carolina (HSC) plant who produce these machines.”
“I’m proud of the entire team here at HSC,” said Brian Newman, Senior Vice President, HSC. “We’ve all been working hard to improve our overall competitiveness and manufacturing characteristics, and we love the fact that so many machines we build are used all around the country and the world over. That definitely adds a big pride factor to what we do here.” Additional information will be released regarding other 2011 models in months to come. More detailed information and images of Honda’s model line can be found on www.powersports.honda.com or see Matto Cycle in Pottsville, Pa.
- The midsize Recon remains a crowd favorite
Serving faithfully as long-time best sellers, the manual-shift FourTrax® Recon® and the FourTrax Recon ES with its convenient Electric Shift Program (ESP®) transmission continue to be favorite choices. Credit their rugged features, get-it-done attitude and stylish looks, along with a strong-running 229cc OHV engine, electric starting and more. For those in search of a midsize mount, the FourTrax Recon and Recon ES both shape up to be an ideal riding partner. Available in Red and Olive
colors.
- Climb aboard the hard-charging FourTrax Foreman 4×4; your choice of four different versions
The brawny FourTrax® Foreman® delivers 4×4 performance to tackle most any job, with two models equipped with a rugged manual-shift transmission along with Honda’s Traxlok® and torque-sensitive front differential to smooth the way. Whether it’s on the workweek clock or time for a weekend adventure, the hard-charging 475cc OHV engine provides plenty of grunt, and riders can choose between manual-shift models with manual steering or the addition of Electric Power Steering (EPS) to suit
preferences and conditions. In addition, the FourTrax Foreman 4×4 ES comes with manual steering or Electric Power Steering and also incorporates the push-button shifting ease of Honda’s Electric Shift Program (ESP®) to become one of the handiest rides around. Available in Red, Olive and Natural Gear Camouflage.
- Advanced technology abounds in the FourTrax Foreman Rubicon and even more so in the FourTrax Foreman Rubicon with Electric Power Steering and GPScape
The remarkably popular FourTrax® Foreman® Rubicon™ comes in a version with Electric Power Steering (EPS) and sophisticated GPScape® navigation, adding to its bulging list of technological achievements, which already includes a continuously variable Hondamatic transmission, Traxlok® 2WD/4WD system and torque-sensitive front differential.
This is the choice for ATV enthusiasts in search of a high-tech ride! Available in Red, Olive and Natural Gear Camouflage.
- The ATV that sits at the top of the class: FourTrax Rincon
You could say that the FourTrax® Rincon® outclasses all competitors-if there were any competitive models that could come close to matching all that the Rincon has to offer! The muscle-bound 675cc liquid-cooled, fuel-injected engine churns out an abundance of power that gets to the ground smoothly and efficiently via Honda’s unique automotive-style automatic ATV transmission, which is quipped with a hydraulic torque converter to drive three forward gears plus reverse. The Rincon chassis is
equally high-tech and impressive; there’s a fully independent rear suspension, lightweight tough forged aluminum suspension components to provide comfortable cruising over rugged terrain, and disc brakes front and rear. All in all, the Rincon is the complete package, one that utilizes Honda technology to bring the full joy of riding to off-road adventure. Available in Red, Olive and Natural Gear Camouflage.
13.02.2010
AMA Hall of Famer Malcolm Smith to serve as Grand Marshal for 2010 AMA Vintage Motorcycle Days
One afternoon in the mid-1960s, a man walked into a Southern California motorcycle shop looking for someone to race an unproven motorcycle with a foreign-sounding name. Lucky for that man, he walked into the right shop and found the right racer. Malcolm Smith took Edison Dye's offer, and their partnership would help establish the Husqvarna motorcycle brand as a force in American off-road.
In recognition of Malcolm Smith's contributions to the success of Husqvarna, the AMA and Husqvarna Motorcycles North America are pleased to announce that Smith will serve as Grand Marshal at the 19th annual AMA Vintage Motorcycle Days this July 9-11 in Lexington, Ohio. Husqvarna is the Marque of the Year for 2010 AMA Vintage Motorcycle Days.
"Even today, decades after Malcolm Smith's racing prime, his fan base rivals some of the top names in the sport," said AMA President and CEO Rob Dingman. "To anyone who has met him, the reason for that is clear: Malcolm Smith is synonymous with everything positive about motorcycling -- fun, sportsmanship, and excitement. He will serve as an exceptional Grand Marshal at this year's AMA Vintage Motorcycle Days as we celebrate the brand on which he became famous: Husqvarna."
Added Husqvarna National Sales and Marketing Manager Scot Harden:
"When it came to honoring a Grand Marshal at AMA Vintage Motorcycle Days, Malcolm Smith was the obvious choice. We look forward to celebrating the storied history of Husqvarna with Malcolm, as well as a large number of other past Husqvarna legends and champions on July 9-11."
Smith says he's looking forward to meeting fans and enjoying the activities himself at AMA Vintage Motorcycle Days.
"I was last at AMA Vintage Motorcycle Days three years ago and had a wonderful time," Smith said. "I particularly liked walking around the large field where they sell all the old bike parts, buying a truckload and then figuring out how to get it all back to California. I'm spoiled. I like to ride new bikes, but I really enjoy working on old motorcycles. I work on them every day."
Smith said that he remembers the day he was introduced to Husqvarna motorcycles like it was yesterday.
"When Edison Dye brought me the bike, we laid out a track and some trail that went up into the hills," Smith said. "When I came back from that ride, I said, 'Mr. Dye, you have yourself a rider.' The bike was so far ahead of anything else available at the time, and so reliable."
Following his encounter with Dye, Smith's success and influence wasn't limited to the track. Smith's positive evaluation of those first Husqvarnas also persuaded Dye to become the U.S. Husqvarna importer in 1966. That decision paved the way for Dye to bring in reigning Swedish world motocross champion Torsten Hallman to race the bikes in the United States. Not only did that move further advertise the quality and speed of Husqvarnas and help Dye sell a lot of motorcycles, but it also established the sport of motocross on American soil.
In his role as grand marshal, Smith will participate in numerous fan-friendly activities, from autograph signings to discussions of his history with Husqvarna. This will be a rare and unique opportunity for Smith's thousands of fans to meet and greet the off-road legend.
As a racer, Smith gained fame for his accomplishments in the Baja 1000 and for his gold-medal-winning rides in the International Six Day Enduro competitions, but his notoriety reached well beyond the motorcycling community as the star of the influential 1970s motorcycle movie, "On Any Sunday." The scenes of Smith play-riding with his buddies, which included popular actor Steve McQueen, showed people across the country just how fun motorcycling could be. The movie helped launch an explosion in the popularity of off-road motorcycling in America.
Held at the world-class Mid-Ohio Sports Car Course, AMA Vintage Motorcycle Days features vintage and post-vintage competition in motocross, trials, hare scrambles, roadracing and dirt track, AMA Vintage Motorcycle Days features North America's largest motorcycle swap meet. Also on tap: educational seminars, bike shows, demo rides of current production bikes, motorcycling seminars, stunt shows, the new product Manufacturers' Midway, and club corrals featuring marque and regional clubs.
Proceeds from AMA Vintage Motorcycle Days benefit the AMA Motorcycle Hall of Fame Museum. The goal of the AMA Hall of Fame, located on the campus of the American Motorcyclist Association in Pickerington, Ohio, is to honor the distinguished men and women whose competitive spirit, passion, vision and entrepreneurship have played a vital role in shaping the sport, lifestyle and business of motorcycling. For more information, call (614) 856-2222, or visit the Museum's website at MotorcycleMuseum.org.
For more information about 2010 AMA Vintage Motorcycle Days, visit AMAVintageMotorcycleDays.com. For tickets to the event, see MidOhio.com.
09.02.2010
MIC Goes Multimedia to Address Ban on Kid Motorcycles & ATVs
It's been about a year since motorcycles and ATVs intended for kids 12 and under were banned by the Consumer Product Safety
Improvement Act, and thanks to the legal restriction, America's lil' tykes are still being protected from those oh-so-dangerous lead batteries.
The Motorcycle Industry Council has been fighting the ban inanity since it started, and their latest push for a Congressional solution uses a barrage of multimedia messages centered around the Dealernews International Powersports Expo, which will be held February 12 - 15.
Encouraging motorcycle industry members, exhibitors, and dealers to speak up about the ban (which the MIC estimates could end up costing a billion dollars a year), general counsel Paul Vitrano dispatches a video call-to-action which suggests:
- Texting "StopTheBan" or "STB" to 30101; when you receive a text response, reply with "yes" to join the campaign.
- Send a letter to congress. Instructions are available on www.stopthebannow.com; last year's expo campaign generated over 5,000 hand-signed letters.
- Send an email to congress, which you can do via www.stopthebannow.com; last year's efforts generated over 1,000,000 electronic messages to Congress.
- Phones and video; the MIC will have Skype stations and video camera booths so multimedia messages can be sent to Congress.
Though this particular effort targets the Dealernews Expo, consumers are also encouraged to voice their opinions through the www.stopthebannow.com website.
By asserting that motorcycle lead content poses no risk to children, that the key to safety is right-sized vehicles, and that the lead ban is hurting the economy, let's hope the MIC (and your) efforts will help bring an end to this unnecessary law.
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08.02.2010 Italy's Extreme Enduro Hells Gate proves hellish in 2010The legendary Hells Gate held in Northern Italy is recognized as one of the most challenging of the Extreme Enduro competition. Normally around 10 of the field scrape their way to the finish; this year after KTM's favorite Taddy Blazusiak crashed in the afternoon race, there were just two. Blazusiak, who has won the last two editions of Hells Gate was firmly in charge in the morning race, finishing comfortably in front of Graham Jarvis and Andreas Lettenbichler. But early in the afternoon stage he crashed and had a nasty knock to his head. He did make an effort to get back in the race but then had to call it a day. KTM's Chris Birch from New Zealand, was in eighth after the morning, which trimmed the field to just 10.
Positive result in morning stage
Unstuck on the ice Hells Gate is well known for presenting extreme Enduro riders with some of their ever toughest obstacles, but this year there was another dimension - the ice. As Fabio Farioli, the head of the KTM Enduro Factory Team commented, it was this natural element that proved the trickiest. "Taddy went out very fast for the first 15-20 minutes of the afternoon session but then he crashed and hurt his head. He tried to go on but then had to quit. The problem for the riders was mostly the ice. We had very cold weather in Italy for the past few weeks and there were very tricky layers of frozen ground and ice. To be honest there were some places where it was virtually impossible to ride," he said. David Knight, a three-time Hells Gate winner who has returned to again ride a KTM this season for the Farioli Team decided to remain in Spain to concentrate of training ahead of the outdoor season. The eventual winner, Dougie Lampkin, is a multi World Trials champion. Graham Jarvis, the only other finisher was also a top trials rider.
Results Morning Enduro (Stage 1)
Other KTM
Main Event (stage 2 - official finishers) |
|
Motorcycle Inspired Pizza Cutters
Feb. 6, 2010
Ok…we all like (love ) pizza. Check out these really cool pizza cutters created by Frankie Flood (great name, btw) that were inspired by motorcycle styles. Clockwise from top left is “psycho pizza cadillac”, “phat boy”, “easy rider”, and “pfl (pizza for life)”, all inspired by choppers and other types of motorcycles. I love the fact they these are so completely over the top for an item that has such basic functionality. Plus they look really cool. It doesn’t appear that Frankie is selling these as he has a day job as Assistant Professor at the University of Wisconsin in Milwaukee, but they have been exhibited at various craft and tool shows, so keep your eyes peeled craft and tool fans.
Absorbed Glass Mat Design Makes the ODYSSEY® PC625 Battery Shock and Vibration Resistant
6.02.2010
READING, PA, – February 3, 2010 – (Motor Sports Newswire) – The ODYSSEY® PC625 powersports battery from EnerSys® features absorbed glass mat (AGM) design that provides protection against the shock and vibration that utility vehicle, personal watercraft and motorcycle riders encounter. Its AGM construction enables it to be mounted in any position, except inverse.
“The ODYSSEY® PC625 battery is designed to withstand the constant pounding that is typical for powersports applications,” said EnerSys Marketing Communication Supervisor April Tomalis. “The tightly packed pure lead plates provide durability and power, which is reinforced by rugged construction and AGM design.”
Specifications for the ODYSSEY® PC625 battery include 625 PHCA (five seconds), 265 CCA, 440 HCA and 350 MCA. The nominal capacity is 18 Ah at 20 hours and the reserve capacity is 27 minutes. The dimensions are 6.7 inches (170.2 mm) in length, 3.9 inches (99.1 mm) in width and 6.89 inches (175 mm) in height, and weighs 13.2 pounds (6 kg).
As with all ODYSSEY® batteries, the ODYSSEY® PC625 battery provides substantial starting power and deep cycling capability of up to 400 cycles at 80 percent depth of discharge (DOD).
Warranted for three years, it offers a service life of three to 10 years. The ODYSSEY® PC625 battery is compatible with most Kawasaki® utility vehicles and Kawasaki® ATVs (except for KSF400-A [KFX400], 2003 to 2006), as well as Bombardier™ 650cc Quest models (2002 to 2003) and 500cc Quest and Traxter models (1999 to 2003) of ATVs. It also is compatible with Bombardier™ Seadoo® personal watercraft, except for GTX 4-Tec and RXP (2003 to 2007), all sizes and models of Yamaha™ Wave Runner and Polaris™ personal watercraft, and most Kawasaki® 650cc and 750cc personal watercraft. It also is compatible as an upgrade for other makes and models of utility vehicles and personal watercraft, as well as motorcycles, if the space can accommodate a battery that is a slightly different size from the OEM model.
ABOUT ENERSYS
EnerSys®, the world leader in stored energy solutions for industrial applications, manufactures, distributes and services reserve power, motive power and starting, lighting and ignition (SLI) batteries, chargers, power equipment, and battery accessories to customers worldwide. SLI batteries are used for trucks and buses, passenger cars, boats, personal watercraft, ATVs, motorcycles and garden tractors. The company also provides aftermarket and customer support services to its customers from
more than 100 countries through its sales and manufacturing locations around the world. For more information about EnerSys and its ODYSSEY® batteries, visit www.enersys.com or www.ODYSSEYbattery.com. You can order these from www.mattocycle.com.
02.02.2010
2010 Vyrus 987 C3 4V is the most powerful production motorcycle in the world
Vyrus 987 C3 4V - Click above for high-res image gallery 
Generally speaking, though there are a number of different classes of motorcycles in the world, there are a few universal truths that span all makes and models. Chief amongst these similarities is the fact that the bike's rider always grips a handlebar that's attached directly to the front
forks, which in turn clamp down on the front wheel, thereby providing steering and suspension duties. Even this, though, isn't quite as universal as you might think.
Proof thereof can be seen from tiny Italian motorcycle manufacturer Vyrus, which is headed up by Ascanio Rodorigo, a man who worked with the famed Massimo Tamburini at Bimota in the early '80s. (You'll want to see our image gallery below for an explanation on how the front of the bike is held together). This latest machine from Vyrus is called the 987 C3 4V, and one version of the bike – weighing just 339 pounds and boasting a reported 211 horsepower from its Ducati-sourced 1198cc V-twin engine, boosted by the presence of a supercharger – carries the title of the Most Powerful Production Motorcycle in the World.
Two other versions of the 987 are available, each lacking a supercharger but still offering either 170- or 184 horsepower and weighing under 360 pounds. Consider that power-to-weight ratio for a moment. Acceleration, thy name is Vyrus 987. Pricing ensures that this bike will remain exclusive,
starting at a hair under $70,000 for the base version and possibly topping $100,000 for the range-topping Supercharged edition.
02.02.2010
National Enduro Series - 1st round Wedgefield, SC
Matto Cycle rider Andrew DeLong places 7th over all.
FMF/KTM riders Cory Buttrick and Russell Bobbitt finished on the box at the opening round of the National Enduro Series with Buttrick coming in 2nd place and Bobbitt finishing one spot back in 3rd.
Buttrick, whose main focus is the GNCC XC1 class, used this race as a warm up to the GNCC Series and showed the National Enduro riders he has the skill and speed to run up front. Buttrick rode a strong race from start to finish staying consistently within the top three times on each special test. Bobbitt was also in contention for the win throughout most of the day.
"I actually felt strong all day. I started well, winning the first special test. I lost some time in the next two but was able to catch back up in the fourth special test. This course was challenging and it was poorly marked in places, and unfortunately, I got turned around in a few spots losing time," remarked Bobbitt.
The weather was another factor the riders had to face. At the start of the race the weather was in the low 20's and only warmed up into the 40s by the end of the day. "For the first time in my life, I ran heated grips on my race bike," commented Bobbitt.
The final special test was the most difficult. "The first few tests were mainly sandy sections, sometimes with some clay and mud puddles thrown in but the final test was the most demanding of the day," stated Bobbitt. "It was a tight woods section that looked like it hadn't been pre-run. I felt like a wild bandit in the woods blazing the trail. There were roots exposed everywhere and lots of vines which would catch your foot pegs, boots and rear brake caliper at times. It was definitely a little hairy and I was glad to finish."
Bobbitt had gone into the final test section 12 seconds ahead of Mike Lafferty. The two riders finished the final 10-mile test in the exact same time which gave Bobbitt the bump for 3rd place. Buttrick came in almost one minute faster in the final test which moved him into 2nd overall while Charlie Mullins took the win.
"Overall, I am pleased to finish on the podium. It is a decent start to the season and I am looking forward to round two which will be near my hometown in Georgia," Bobbitt remarked after the event.
We here at Matto Cycle would like to congratulate Andrew Delong for his great ride in South Carolina .
Results:
| 1 | Charles Mullins | 12 | 42 | 28 | Pro |
| 2 | Cory Buttrick | 12 | 44 | 21 | Pro |
| 3 | Russell Bobbitt | 12 | 42 | 28 | Pro |
| 4 | Michael Lafferty | 12 | 45 | 2 | Pro |
| 5 | Nick Fahringer | 12 | 42 | 28 | Pro |
| 6 | Glenn Kearney | 12 | 49 | 9 | Pro |
| 7 | (Matto Cycle Rider) Andrew Delong | 12 | 52 | 38 | A 250 |
| 8 | Steward Baylor | 12 | 52 | 56 | Pro |
| 9 | Wallace Palmer | 12 | 53 | 6 | Pro |
| 10 | Jesse Robinson | 12 | 53 | 26 | Pro |
Next Round: Greensboro, GA - February 21, 2010
02.02.2010
Strong indoor results herald David Knight's return to the KTM Family
After one season on other brands, David Knight put in a strong showing at the final round of the 2010 Indoor Enduro World Cup on Sunday in Barcelona to celebrate his return to KTM and the Orange family.
Riding a KTM series 300 cc two-stroke bike, David went out fighting and snatched victory in the first of three final races in the concluding round of the 2010 Indoor Enduro World Cup. He followed this up with two third places in the remaining two eight-lap races in what was his only appearance in the competition this season. He was second on the night behind Taddy Blazusiak and Ivan Cervantes to make it an all Orange podium celebration in the Palau Sant Jordi indoor arena.Knight got off to a confident start in the first of the three race series in Barcelona, negotiating the obstacles with finesse and capitalising on the fact that the already crowned champion Blazusiak had trouble at the start and had to work his way through the pack to finish second. The battles between David and Taddy in the other two races gave a taste of the kind of tightly fought competition that the sport's enthusiasts may look forward to in other Ext reme Enduro events this season.
"Finishing the night on the podium, and having won the first final, has been a great way to start the new season," David said after the races in Barcelona. It's just great to be back racing again. I knew that I wasn't perfectly prepared for the
event as I'd been testing my World Enduro Championship bike all week before….I really enjoyed the event and to finish on the podium having only spent about an hour on my two-stroke in the last few weeks is pretty good. Both Taddy and Ivan rode well - as I knew they would - so to be on the podium with them is great."
David, who comes from the Isle of Man, is a highly decorated Enduro racer on both sides of the Atlantic. He came to KTM in 2004 and finished second in the E3 class of the World Championship before winning the title for KTM in 2005 and 2006. Competing in the USA, Knight also won two Grand Natio nal Cross Country titles on KTM in 2007 and 2008. Among many other honours he has also twice triumphed in the notorious Erzberg Rodeo and has been British Enduro champion six times.
David Knight will compete in the E3 class of the 2010 World Enduro Championship as a KTM factory supported rider in the KTM Farioli Support Team, onboard a KTM 4-stroke machine. The first races of the season are in Italy in April.
29.01.2010
Honda Brings Dual-Clutches To Motorcycles
NEW YORK — The biggest news to come out of an otherwise lackluster New York Cycle World International Motorcycle Show was Honda’s announcement that the sculpted VFR1200F sport-touring motorcycle will come with an optional dual-clutch transmission. Although the technology is becoming increasingly common in automobiles, this is the first time anyone’s bolted it onto a motorcycle.
Putting a dual-clutch gearbox on a motorcycle offers the same laundry list of benefits you find in automotive applications. That means independent clutches for odd- and even-numbered gears, über-rapid shift times, thumb-operated shifting, no discernible clutch grab and smoother shifting without driveline lurch. As if that weren’t enough, the system offers two automatic modes (”D” for drive and “S” for sport) if you grow weary of running through the gears manually. Long story short, Honda says the system shifts faster and more seamlessly than anyone who isn’t named Dani Pedrosa. On paper, it offers the best of both worlds — the performance of a manual with the convenience of an automatic.
“With the dual clutch in the manual mode, it is literally milliseconds,” says Jon Seidel of American Honda Motor Co. “As quickly as you can use the paddle shifters, the gear engages.”
Just like in your car, choose “D” mode and the dual-clutch transmission defaults to gearing that optimizes fuel economy. If you’re feeling saucy, flip the switch to “S” and you’ll be able to rev that sweet V4 engine higher in each gear to milk more power from it. Manual mode gives you total control — the engine won’t shift up until you tell it to, even if you’re at the redline. The ECU keeps you from downshifting too soon and over-revving the engine.
Some automotive purists winced as race-inspired semi-auto gearboxes flooded the automotive marketplace. The fact that you can’t buy a new Ferrari with a proper gearshifter seems to some as shocking as it is blasphemous. But consumer demand for the technology has seen it move from high-end Ferraris to more mainstream cars like the Volkswagen Golf. Only time will tell if motorcyclists also embrace dual-clutch semi-auto gearboxes.
“Difficult to say at this early point,” Seidel said. “As this is the world’s first application of this technology on a motorcycle,the initial response has been extremely positive.”
Honda hasn’t said what the optional gearbox will cost, saying that depends on the value of the Yen when the VFR1200F (pictured above) is released in March. And because this is the first time we’ve seen it on a motorcycle, Honda was hesitant to predict its penetration rate.
“The dual clutch transmission is an innovative new technology,” Seidel said. “Will it replace manuals? Probably not. But it is technology that works and adds fun and excitement to riding. Riders will also appreciate the fully automatic mode for stop and go city driving”
25.01.2010
Metalback Biodiesel Motorcycle Concept
Written by Christopher DeMorro
We’ve talked a lot about electric motorcycles here at Gas 2.0. But what about biodiesel? Once the darling of many eco-modders, the fuel has largely fallen out of favor. But not with everyone.
Meet the Metalback motorcycle concept. Designed by Jordan Meadows, a man with plenty of street cred when it comes to vehicular design. The Metalback concept combines alternative fuels and recycled materials in a missle-shaped machine drawn straight from some science fiction dystopian future. And it just plain old looks cool.
This is purely a concept right now, so don’t go expecting to buy one of these anytime soon. But it does seem practical. The Metalback is powered by a V4 engine that runs on biodiesel, which many would argue is more practical than electric motorcycles currently are due to their range limit and high cost (though I doubt this machine would be very cheap either).
But besides running on biodiesel, the Metalback also uses recycled aluminum sans any paint for that polished-yet-unfinished look. The aluminum is treated with patina, which is to say, it has been exposed to the elements for an extended period of time. If you’ve ever encountered a bronze statue that has turned green, the same science is in effect. The patina is naturally occurring and protects the metal, aluminum in this case, from further corrosion. This eliminates chemical paints while giving the Metalback a very cool, unique look.
Jordan Meadows, who penned this concept, was the Design Manager at Mazda up until last year, and has served under Ford, Chrysler, and Jeep before as well. Someone needs to make this bike happen though, because it is too cool to ignore.
20.01.2010
Motus Motorcycles details new V4 engine, MTS-01 sport tourer
Motus MTS-01 – Click above for image gallery
When you think of American motorcycles, what comes to mind? We'd bet that 99-plus percent of you instantly thought of Harley-Davidson – and with good reason. The Motor Company has long occupied the fantasies of a very large portion of the United States population at large. There's a growing (and generally younger) group of cyclists, though, who want something considerably more sporty than what HD has to offer.
Motus Motorcycles, a new startup motorcycle manufacturer based here in the United States, has some grand plans in the works to change the perception – right or wrong as the sentiment may be – that American motorcycles are slow, rumbly, V-twin powered behemoths. The first salvo fired by Motus will be a new sport touring motorcycle called the MTS-01, which will be powered by an all-American V4 engine. Much of the architecture of that powerplant will be instantly recognizable to anyone familiar with the classic American V8.
Katech, a Michigan-based firm that supplies engines to General Motors and its Pratt and Miller Corvette racers, designed and engineered the cam-in-block (pushrods instead of overhead cams), two valve per cylinder, 1650cc engine, and it is expected to put out around 140 horsepower and possibly as much as 120 pound-feet of torque. Modern updates to the tried-and-true design are capped off by gasoline direct injection technology for improved performance and cleaner emissions. We look forward to finding out more on Motus' new powerplant and motorcycle in the coming months.
18.01.2010
1935-1945 Indian Model 741 | Motorcycle History
Indian Heroes
In times of war, almost everything becomes a potential weapon, and the motorcycle is no exception. Though the purposes differ, some motorcycle attributes prized by civilian riders, such as compact size, maneuverability, and light weight, have long been attractive to soldiers as well. Of course, in the early days, motorcycles weren't entirely satisfactory. Though some could deal with the primitive conditions of everyday use, military life was more abusive. Soldiers might ride them into
places no regular rider would contemplate. Still, as the machines themselves were refined and improved, far-sighted military planners saw an increasing role for them to play.
Europeans were somewhat more advanced in their thinking. As militarism took hold in Germany during the early 1930s, that country's major motorcycle manufacturers developed machines that could do more than carry two soldiers to the battlefront in a hurry. The bikes became weapons in and of themselves, some carrying machine guns and other armaments; others were configured with sidecars, often fitted with gun mounts.
In contrast to its German counterparts, the Indian Motocycle Company (the "r" in motorcycle was dropped in 1923) of Springfield, Massachusetts, did not have the lights burning all night at its factory. Founded in 1900, Indian was weathering the Depression; while moderately profitable, the company had never fully regained its health after years of poor management. Mere survival was something of an achievement; by the mid-1930s an industry once made up of dozens of competitors had been ruthlessly pruned down by attrition or takeovers to just two main players, Indian and Harley-Davidson.
As the decade came to a close, most people—especially those in Europe—were convinced that war was inevitable. The U.S. government was a little slow to react, but the French Army placed an order for some 2,200 Indian Chiefs, many with factory sidecars. This brought a welcome
infusion of cash into the company, though none of the machines actually reached France. Among the more than 2.6 million tons of merchant vessels sunk by German U-Boats in 1940, was the S.S. Hanseatic Star and its cargo of crated Indians. (Click image to enlarge)
By then, the U.S. government had issued contracts to Indian and Harley-Davidson for prototype military bikes. Indian responded with the Model 640, a clever amalgamation of components from civilian production. A 30.5 cu in engine from the Junior Scout was modified. Compression was lowered for easier starting, reliability, and in anticipation of poor-quality fuel in combat zones. Various military-specification components, including a dust- and water-resistant air filter, were installed in a Sport Scout frame.
A few modifications were made to make the 640 more suitable for war. Front forks and seat stays were lengthened, effectively giving the bike nearly five inches of ground clearance. A luggage rack with attached saddle bags was mounted behind the rider; carriers were provided for extra gas cans; the civilian fenders were replaced with simple mudguards, raised high enough to prevent the build-up of mud between wheels and fenders. Blackout military running lights were specified, and parts were renumbered to satisfy military nomenclature. And, naturally, the whole unit was covered with a coat of solid olive-drab paint.
Anyone unfamiliar with motorcycles would be unable to identify the 641's maker as, in standard military practice, no badges or decals bearing a trade name were attached. Each bike did carry a special warning and information plate as demanded by the government, admonishing users that "no equipment is to be added to motorcycle", the not-to-exceed speed for the Model 741 seen here was 80 mph, giving specifics of oil grade, spark plug, maintenance manual and parts list numbers. At the bottom of the plate, the machine was correctly identified as an Indian Motocycle.
The Army considered the 640 satisfactory after extensive testing; it was durable enough and did what it was supposed to do, but had one drawback—it was slow. To address the power deficit, a second model, the 741, was created. Outwardly identical to the 641, it used the civilian low-compression version of the 45 cu in Sport Scout powerplant.
As the war in Europe intensified, the U.S. military began to see the true potential of motorcycles on the battlefield. Strategists saw, as did horrified civilians, newsreels displaying the rapid progress of Germany's Blitzkrieg ("lightning war") through Belgium and France, with
various BMW, DKW, Zundapp and NSU motorcycles leading the charge. The British, too, were making good use of motorcycles in the North African desert war. (Click image to enlarge)
Increased demand was a mixed blessing for Indian. The factory was not in ideal condition for war work, as many machine tools had been sold off during the Depression. Of those remaining, many were in poor condition. Given material restrictions and war priorities already in place, replacing them was certainly a difficult proposition.
Even so, the company persevered. Its employees made up for the shortages as best they could, with sheer hard work and perseverance. Their best was very good. Some 44,000 military Indian Motocycles and an unknown, but substantial, number of sidecars were built between 1939 and 1945. The effort won the factory an "E" pennant from the Army-Navy Production Board for the excellence of its work.
Apart from these orders, Indian also filled its share of a 5,000-unit contract given to both Indian and Harley-Davidson by the British War Department. After the bombing of Coventry destroyed a major portion of the Triumph works, the UK was determined not to run short of motorcycles. A majority of the bikes sent were 640s. In addition, limited civilian production continued—mainly 74 cu in Chiefs for law-enforcement use and various models for those in "essential" occupations.
Indian also developed a prototype for yet another military bike. The 841 followed BMW practice with a shaft drive, and its Scout-based engine turned the cylinders 90 degrees from normal orientation and widened the angle between them. Other improvements, including a new fork
design, were incorporated. The end result bore remarkable similarities to later Moto Guzzi products. Some 1,000 841s were produced. (Click image to enlarge)
But events beyond the control of Indian management conspired against the company. In 1944, the military decided it had enough motorcycles to serve the Allies in Europe, and saw no use for them in the Pacific Theater. Contracts were abruptly cancelled, even as 640, 741s and 841s were rolling out of the Springfield works. Worse, the government was unwilling to pay for the last $412,000 of materiel produced.
The leftover bikes, including the majority of the 841s not used for testing purposes, were sold to the public at knockdown prices. It is said that 841s fetched $500 apiece. Many, if not all, of the surplus machines were repainted; shorn of their military fittings, they became "civilian" Indians. Some of the spares from this period continue to turn up today and, as they are suitable for both military and civilian machines, are much prized.
Despite its downward business spiral, despite the glory deservedly attained by the Jeep as the four-wheeled servant of soldiers in all theaters of war, Indian played an important role in national defense during the 1939-45 period. The bikes, and the men who built them, answered the call, and the 640s, 741s and 841s that survive today are proud reminders of Indian Motocycles' finest hour.
16.01.2010
Dakar 2010: A triumph for Cyril Despres and KTM
KTM-supported rider French-born Cyril Despres on Saturday sealed victory in the 2010 Dakar Rally after 9000 km across Argentina and Chile. He rode in triumph into Buenos Aires to complete his third Dakar victory and the ninth consecutive victory
for KTM, the Austrian-made sports motorcycles.
Despres, who completed the final stage, a total ride of 707 km with a timed special of 206 km of fast track riding to finish the stage in a comfortable eighth place. He was five minutes 05 seconds behind the winner of the day, rather fittingly, his KTM support rider Rubin Faria of Portugal. Despres, who also won in 2005 and 2007 when the rally was staged across Africa, was one hour 02’ 52” minutes in front after completing the immense distance and endless challenging terrain, including four stages in Chile’s Atacama Desert.
An emotional Despres
"“All victories are nice but this one is particularly beautiful,” he said. “It is the victory of hard work, of expertise and of an incredible team. There are nine of us in the team and not one of us ever let go. We all wanted to win; we all wanted to fight hard and we won. It’s just fantastic. Of course there is a lot of emotion.” Despres whose racing career has had its setbacks, injuries and a constant battle with his arch rival, fellow KTM rider Marc Coma of Spain said he was genuinely
moved by the victory. “I am human,” he said “I know I have been riding this bike for 15 days and I am exhausted but the little strength I had left just went in tears. KTM played a big part in this victory. They trusted us. We chose everyone. We have been working 24/7 for months. One thing is clear; I was not afraid of losing. I just wanted to win. And this will to win was stronger than the fear of losing. It was a tough Dakar, a beautiful Dakar and I am so glad I won.” "
Ullevalseter second overall on KTM
Second place overall went to KTM rider Pal Ullevalseter of Norway, who completed his eighth Dakar rally and finally succeeded in winning his first stage on Friday. “To finish second in the standings is more than I expected. I had dreamed of it and there it is. On this Dakar, I only had good times. No problems, no crash. The bike worked well. I may not be the fastest rider but I am experienced. I know how to navigate, I know the technique and I am much more relaxed. With my first stage
victory yesterday, I have lived so many things in two days. It’s great times. The party is on for weeks to come now. I’ve been training for this moment for 25 years!” Third place went to Yamaha rider Helder Rodrigues of Portugal. Six of the top ten finishers were KTM riders.
Four stage victories for Coma
Marc Coma, Despres’ eternal rival in the KTM camp, finally finished in 15th place after penalties put him out of contention. But he still had four stage wins to his credit and, penalties aside, his actual riding time was remarkable close to that of Despres, proof enough that the two KTM riders are in a class of their own in international rally competition. The result was all the more remarkable because both Despres and Coma had to ride with air restrictors on their KTM 690 rally machines,
to reduce the performance down to the level of a 450 cc bike, since the middle of 2010, the new standard for racing the Dakar.
KTM continues its domination of the world’s greatest rally
The 2010 was yet another triumph for KTM, the Austria manufacturer whose sports machines play such a dominant role in international offroad competition. KTM first won the Dakar Rally in 2001 and has been undefeated ever since. Six of those victories have come with either Despres or Coma at the handlebars and each has now won three Dakar titles.
Stage 14
1. Rubin Faria, Portugal KTM
2. Pal Ullevalseter, Norway, KTM
3. Helder Rodrigues, Portugal, Yamaha
4. Alan Duclos France, KTM
5. David Fretigne, France, Yamaha
6. Cyril Despres, Andorra, KTM (at 5'05")
8. Marc Coma, Spain, KTM
Final Standings after Stage 14
1. Cyril Despres, Andorra, KTM (2010 winner)
2. Pal Ullevalseter, Norway, KTM (at 1:02'52")
3. Francisco Lopez, Chile, Aprilia, (at 1:08.34)
4. Helder Rodrigues, Portugal, Yamaha
5. David Fretigne, France, Yamaha
15. Marc Coma, Spain, KTM
Images J. van Oers
15.01.2010
Day 15 Dakar 2010: Three-way line honors for KTM in penultimate Stage 13
Norwegian rider Pal Ullevalseter stole the glory on the penultimate stage of the 2010 Dakar on Friday ahead of overall leader Cyril Despres and his fellow KTM supported rider Marc Coma.
Ullevalseter's line honors allowed him to edge forward ahead of Chilean Francesco Lopez in the overall standings. He is now second overall with a slim four minute advantage over the Chilean rider. While the battle for the minor places continues to intensify as the rally heads for the Argentinean capital on Saturday, the French-born Despres still has a handsome lead of one hour four minutes and 12 seconds, even if the silverware is not in his hands just yet.
First ever Dakar stage victory for Ullevalseter
Ullevalseter and Despres led the pack through the day, which took riders from Argentina's San Rafael to Santa Rosa, across the Sierra Nevada and back onto the pampas with a timed special of 368 km and a total ride of 725 km. Riders were in their element on fast to seriously fast track as Ullevalseter later told organizers: "A fantastic stage for me," he said. "I started third and after 40km I was in the lead. Today was a route for big bikes. We could really attack and in the last hours I
was riding at more than 160km/h. It's perfect!"
Despres enjoys a fast ride on his trusted KTM
Despres too was satisfied with his ride and said it was easier to concentrate with some speed under his tires. On the previous stage Despres was stung on the wrist by a wasp, which he later said was both painful and distracting. Speaking about the day's ride, the overall leader commented: "There was only a small section of sandy tracks and about 20 km of sand dunes. It's always a pleasure to ride that. The sand dunes have different colors and different shapes and the there are bushes here
and there. It was cool when the liaison section started then it started to heat up. It's much easier to stay focused when you drive a bit fast. I trust my KTM and my tires. I knew I would drive fast and it would be fine."
Tomorrow it will be Despres' task to take Stage 14 in his stride and arrive in good shape at the finish to pick up his third Dakar title. He has a ride of 666km ahead of him including the final timed special of 202 km. The stage is described as flat and very fast, conditions seemingly made to measure for the KTM rider.
Coma continues to turn his race around
Coma, last year's winner and Despres' eternal rival in this and other leading international rallies, has now turned his race around after a series of problems and some hefty penalties. He has taken line honors in four stages of this edition and his actual riding time (penalties excluded) puts him only 12 seconds behind the leader.
And now the finale...
The ride from Santa Rosa to Buenos Aires tomorrow is the last stage of a ride that took competitors across Argentina into the challenging but fascinating desert landscape of coastal Chile and back across the Andes to return to the Argentine capital. When they cross the line they will have ridden almost 9000 km.
Stage 13 Results
1. Pal Ullevalseter, Norway, KTM
2. Cyril Despres, Andorra, KTM (at 43')
3. Marc Coma, Spain, KTM (at 2'46")
4. Francisco Lopez, Chile, Aprilia
5. Alan Duclos France, KTM
Standings after Stage 13
1. Cyril Despres, Andorra, KTM
2. Pal Ullevalseter, Norway, KTM (at 1:04'12")
3. Francisco Lopez, Chile, Aprilia, (at 1:08.34)
4. Helder Rodrigues, Portugal, Yamaha
5. David Fretigne, France, Yamaha
15. Marc Coma, Spain, KTM
Images J. van Oers
15.01.2010
Husqvarna named Marque of the Year for 2010 AMA Vintage Motorcycle Days
1970 Husqvarna 400 Cross, made famous in Bruce Brown's seminal motorcycle movie, "On Any Sunday." This bike was displayed at the Motorcycle Hall of Fame Museum in Pickerington, Ohio, as part of the "Malcolm!" exhibit.
Husqvarna, the legendary make that ruled AMA Racing off-road competition throughout the 1970s and 1980s, has recently made a full-throttle return to national championship contention. This July 9-11, the iconic brand will celebrate its heritage and build toward its future as the Marque of the Year at the 19th annual AMA Vintage Motorcycle Days.
Recognized as the world's largest gathering of vintage motorcycle enthusiasts, AMA Vintage Motorcycle Days attracts tens of thousands of fans of all ages, eras and brands. The event takes place at the Mid-Ohio Sports Car Course in Lexington, Ohio. Ticket information is available at MidOhio.com.
"Arguably the most dominant off-road racing brand in the United States for a generation of racers, Husqvarna has recently returned full force to AMA Racing national competition,'' said Tigra Tsujikawa, AMA special events and marketing manager. "We're pleased to showcase both Husqvarna's history and the company's renewed investment in motorcycling's present and future at this year's AMA Vintage Motorcycle Days."
"Husqvarna Motorcycles is delighted to be the AMA Vintage Motorcycle Days Marque of the Year for 2010," said Husqvarna Motorcycles North America President Mark Brady. "Launching the new decade with this prestigious recognition is indeed an honor. Everyone at Husqvarna Motorcycles is very much aware of the great history of the brand, and we are determined to bring back the glory days.
"We believe that developing a closer relationship with the AMA is an important part of growing and protecting the rights of every rider in America," Brady added.
As part of Husqvarna's participation in AMA Vintage Motorcycle Days, fans will be able to get up close and personal with the Husqvarna's moto-history, from its genesis in Sweden in the early 1900s to the high-tech off-road, motocross and dual-sport bikes the company sells and races today.
In addition, every year an individual with ties to the AMA Vintage Motorcycle Days Marque of the Year is selected as Grand Marshal for the event. The 2010 Grand Marshal will be announced shortly.
Although many U.S. riders first became familiar with Husqvarna in the early 1960s, the company had been selling motorcycles since 1903 when it fitted Husqvarna frames with engines from makers such as FN and Moto-Reve. In 1920 Husqvarna began building its own engine, a 550cc four-stroke 50-degree side-valve V-twin. Another early milestone was the legendary "Svartkvarna," built in 1946. It was a lightweight, reliable two-stroke that could endure hard use with minimal maintenance. The machine established a reputation that would define the Husqvarna marque for decades to follow.
By the early 1960s the two-stroke revolution had yet to reach the United States. U.S. riders were still tackling the woods and deserts on converted Harley-Davidsons, Triumphs and BSAs. It was about this time that a man named Edison Dye, now a member of the AMA Motorcycle Hall of Fame, took a motorcycle tour of Europe during which he became instantly enthralled with the European sport of motocross, and a new breed of lightweight two-stroke bikes favored by its competitors.
A few years later, Dye put a Husqvarna motocross bike in the hands of a young American rider named Malcolm Smith for evaluation. Smith, also an AMA Motorcycle Hall of Famer, gave the bike a thumbs up. This persuaded Dye to become the U.S., Husqvarna importer in 1966. As part of a marketing campaign Dye organized visits to the U.S., by the reigning Swedish world motocross champion Torsten Hallman, who also has since taken a seat in the Hall of Fame. Not only did Dye sell Husqvarna motorcycles but he also introduced a new style of motorcycle racing to America.
While educational displays and seminars at AMA Vintage Motorcycle Days will focus on Husqvarna's rich history, the machines also will be among the many brands that amateur racers will test on the racetrack in the multiple racing disciplines that are part of the weekend's competition schedule.
In addition to vintage and post-vintage competition in motocross, trials, hare scrambles, roadracing and dirt track, AMA Vintage Motorcycle Days features North America's largest motorcycle swap meet. Also on tap: bike shows, demo rides of current production bikes, motorcycling seminars, stunt shows, the new product Manufacturers' Midway, and club corrals featuring marque and regional clubs.
Proceeds from AMA Vintage Motorcycle Days benefit the AMA Motorcycle Hall of Fame Museum. The goal of the AMA Hall of Fame, located on the campus of the American Motorcyclist Association in Pickerington, Ohio, is to honor the distinguished men and women whose competitive spirit, passion, vision and entrepreneurship have played a vital role in shaping the sport, lifestyle and business of motorcycling. For more information, call (614) 856-2222, or visit the Museum's website at MotorcycleMuseum.org.
For more information about AMA Vintage Motorcycle Days 2009, visit AMAVintageMotorcycleDays.com.
14.01.2010
Day 14 Dakar 2010: Despres still in overall lead; Coma now winner of Stage 11
KTM-supported rider Cyril Despres on Thursday finished the longest ride of the Dakar 2010 in eighth position at the close of Stage 12, trimming his substantial overall lead by just over 17 minutes on a day that favored the smaller 450 cc
machines and demanded absolute concentration for nearly 800 km.
In order to preserve his position at the front of the pack and so close to the end of the rally, it was the French-born rider's task to ride a steady, but solid race and arrive in San Rafael in good shape.
Coma declared winner of Stage 11 overnight
Meanwhile, KTM's Marc Coma, who was fourth on Thursday in Stage 12, was handed an unexpected bonus on Thursday morning when it was announced that race stewards awarded credits to riders who were mislead by incorrect markings on Wednesday's track. The credits vaulted him into first place and sealed his fourth stage victory for this Dakar. The new results for Stage 11 put Coma 5'13" ahead of Frenchman David Fretegne with Frans Verhoeven of the Netherlands in third. The adjustment did not
affect the overall leader Despres but meant that the second overall, Norwegian KTM rider Pal Ullevalseter shared the second placed ranking with Francisco "Chaleco" Lopez of Chile.
Tough and hot, Coma says
Marc Coma said it had been a tough special with a variety of terrain. "The first part of the special was very different from the second section, which required more riding skill," he said. "It was quite tough. I had a small problem with the bike because of the heat …. so I dropped my pace a little in the second part. But it was a fairly nice special and there was an incredible amount of people".
Riders tackled their longest stretch on the rally on Thursday as they rode from San Juan to San Rafael, an overall distance of just short of 800 km and a timed section of 476 km. Coming out of the special they took a short tarmac section to go round a protected area and then faced a tough and tiring sandy stretch. The day was characterized by speed, jumps, spectacular scenery and long tiring kilometers in the saddle, which included another 276 km to the bivouac in San Rafael. The nature of the track made it more favorable for the 450 cc machines. KTM-supported riders Despres and Coma are on KTM 690 Rally bikes fitted with air restrictors to reduce the performance to the level of 450's, in accordance with regulations laid down in mid 2009.
The motorcycle competitors who made it to San Rafael - some 90 of the original 160 starters - are now on the home stretch back to Buenos Aires but still have to fight their way through two more stages to complete this daunting 9000 km marathon. Tomorrow they face almost 40 km of grey sand of the Nihiul dunes before they hit the fast track back to the end of the stage. The special is 368 km and the finish is at Santa Rosa.
Adjusted Stage 11 Results (After race stewards reversed the order overnight)
1. Marc Coma, Spain, KTM
2. David Fretigne, France, Yamaha
3. Frans Verhoeven, Netherlands
4. Jonah Street, USA, KTM
5. Francisco Lopez, Chile, Aprilia
Stage 12 Results
1. Francisco Lopez, Chile, Aprilia
2. David Fretigne, France, Yamaha
3. Pal Ullevalseter, Norway, KTM
4. Marc Coma, Spain, KTM
5. Helder Rodrigues, Portugal, Yamaha
8. Cyril Despres, Andorra, KTM (at 17"12') <>/p>
Standings after Stage 12
1. Cyril Despres, Andorra, KTM
2. Francisco Lopez, Chile, Aprilia, at 1 hour 03'42"
3. Pal Ullevalseter, Norway, KTM
4. Helder Rodrigues, Portugal, Yamaha
5. David Fretigne, France, Yamaha
11. Marc Coma, Spain, KTM,
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