#ChurchOfMo

The Honda Rebel 250 is probably the bike many of us rode when we were taking our Basic Rider Course. Even though I didn’t know what I was doing back then, when I rode the bike while trying to get my license, I could still tell it was a bit of a turd. A lack of experience meant I couldn’t put my finger on exactly why, though I chalked it up to being used and abused after having gone through the hands of many new riders.

Digging deep into our archives, we bring you this First Ride review of a legendary motorcycle: the 1995 Suzuki GSX-R1100. The GSX-R1100 became super popular in drag racing circles and for good reason – that 1074cc four-banger was made to zip you in a straight line quickly. If it was handling and circuit performance you were looking for, the GSX-R750 was the bike to choose. The 1100 was the sport tourer of the time even if it wasn’t supposed to be. At least we’d consider it one now thanks to its smooth, powerful engine, clip-ons above the triple, and comfortable seating position.

Because supermoto stories are always a lot of fun, this week we bring you our pal Gabe’s story on taking his 2006 KTM 950 Supermoto out for a spin in the California Bay Area. If you know Gabe, then you’re familiar with his excellent storytelling. If you don’t, well let this piece introduce you to the wonderful mind of one of MO’s alumni. Of course, a great story deserves a great subject, and the 950 Supermoto was all about hooliganism before that was really even a thing. We’ll let Gabe take it from here.

Remember when Honda built a 1000cc V-Twin and put it in something sporty to go against Ducati and the 916? Then do you remember how Honda only half-committed to building a Ducati beater and the bike really wasn’t a match for the 916 at all? If you do, then you remember the VTR1000F Super Hawk, also lovingly known as the Super Chicken. Before Honda got serious and built the RC51 (or the RVT1000R or VTR1000 SP1 in other parts of the world), it built this.

News flash: Suzuki is still selling the DR-Z400SM. Can you believe it? One of the early adopters of the street-legal supermoto craze, Suzuki had a lot of people excited with this bike. Unlike former MOron Sean Alexander in his ride story below, I was less than thrilled with the bike. Anemic and heavy, it dulled the sensation of how cool a supermoto for the street (or just supermotos in general) could be. In fact, I still feel this way, and Suzuki isn’t doing itself any favors by keeping the bike exactly the same over the course of nearly two decades while KTM has gone and made some insanely fun street-legal SuMos.

I’ll be honest; the reason you’re seeing this 1995 road test of the BMW R1100RS is largely because I’m surprised our servers haven’t lost this story from MO’s very early days. Motorcycle.com was only a year old when this test debuted. It’s fun reading through these irreverent days of the site combined with the motorcycles of the era. It’s interesting to note how the OG’s of MO were dealing with some of the same issues we deal with today: accepting emissions compromises while equally bemoaning how much they sap performance. Then there are the usual BMW quirks which seemingly haven’t changed. Speaking of not changing, check out that Aerostich suit!

Victory had enough staying power that I actually thought it was going to give The Motor Company something to worry about. With the might of Polaris behind it, that theory actually had a little weight to it. We all know how that turned out, though one can make the argument that the challenge is stronger than ever with Polaris resurrecting Indian.

It’s pretty simple. If I find a vintage Speed Triple story, I’m going to republish it. Now, 20 years later – 20 years! – we bring back to you MO’s First Ride aboard the 2002 Triumph Speed Triple. So many people have memories with this bike. A lot of them are good, but these early years of the Speed Triple also brought with it a few reliability problems. Let’s not focus too much on that for now and instead appreciate Triumph’s beloved three-cylinder naked bike that basically ushered in the category of naked sportbike.

Harley-Davidson knows how to make a cruiser with attitude, and the 2013 FXSB Breakout is yet another example. Long, low, and powered by 103 cubic inches of American V-Twin muscle, it’s remarkable to think it’s 10 years old now. It’s also remarkable to think that Jon Langston’s writing hasn’t graced the digital pages of Motorcycle.com in a decade. Here, riding a Harley, Jonny is in his element. Enjoy going back in time with this review.

It feels weird being back at the Church desk after some time away. John did such a masterful job reviving stories and bikes from the past. This particular Church feature is especially weird on several fronts. First is the fact that it’s a Buell. But it’s not just any Buell, it’s an 1125R. And not just any 1125R – it’s an 1125R race bike that campaigned in the Daytona Sportbike series, otherwise known as the Supersport category when DMG was running “professional” motorcycle racing in America before MotoAmerica took over. This particular bike, seen here piloted by former E-i-C Kevin Duke, was piloted by Michael Barnes. Its sister bike, in the hands of Danny Eslick, would go on to win the championship that year. 

You read that right, folks – Motorcycle.com wants to ride your bike. By now, loyal Motorcycle.com readers are familiar with our Church of MO pieces we run every Sunday. Reviving the stories and reviews from the motorcycles of yesteryear, it allows us to admire the engineering, styling, or otherwise excellent decisions some companies have made with models that have withstood the test of time. It also lets us laugh, mock, and otherwise shame the motorcycles that should have never made it out of the design phase.

In 1923 Max Friz built ze first BMW Boxer, and it was good. Then there were two pesky wars that interrupted business for a few decades, but by the `50s things were back in semi-action. In 1970, BMW parted the Atlantic Ocean, and its new series of  /5 air-cooled Boxers escaped to America. In 1993, the oil-cooled Boxer arrived; five years of maturation resulted in this naked R1100R version. Twenty years later, BMW still builds the R1200R roadster. Whirled without end, amen. 

And in those days, Honda didn’t want to build a big V-Twin sportbike because it never had before, and let those among you who like change cast the first piston. But the great Roman King Taglioni  had been making serious inroads with his big V-Twins lately, not to mention smiting Honda mighty blows in Superbike racing around the world for many years. And so the Super Hawk came to pass, Honda’s first big V-Twin and one of its most charismatic motorcycles of all time, if you ask me – sort of a Japanese Ducati Monster but better in every way. That “pivotless” frame foretold (failed) Ducati experiments to come, and those 36mm intake valves and 48mm carburetors were the biggest ones ever attached to a Honda… and it was good. 

And in those days, when the Yamaha R1 was brand new and many feared more Spartan soldiers like it were on the way, Honda said fear not: Why should ye not have real sportbike performance, in a comfortable package to soothe the back as well as the soul? Yea, though it goeth like stink, the new VFR roosts beside pastures of tender grass, it causeth us to lie down for a quick nap, by quiet waters it doth lead us. It actually was one of the greatest all-round sportybikes of all time.

Keeping with the 650-ish psuedo Adventure/Enduro bike theme started last week with the 1997 Suzuki XF650 Freewind, this week brings us the 2003 BMW F650CS Scarver. At the time few would call the Scarver a good-looking motorcycle, and unfortunately, the same is true today. We can thank American David Robb, former head of design for BMW Motorrad. Nonetheless, the F650CS Scarver was a new bike for 2003, shedding much of the off-road capabilities of its F650GS cousin with its 17-inch cast wheels, though the engine remains. How does it stack up? Here’s Yossef Schvetz to tell you…