This project began after an invitation to attend a Michigan Supermoto track day in Jackson, Michigan in July. Jeff Bottrell, owner of Detroit Eurocycles, invited me to come out to the track. He even offered his MZ 125 SM as a track bike for the day. By the end of that first day at the track, my enthusiasm for Supermoto was soaring. This was something that grabbed my attention like nothing much has in awhile.

That first experience was followed a few weeks later when I took my XR650L to the Jackson track to see how well / poorly it would perform on the track. I had installed an RSW Racing fork brace before going to the track, thinking that the long travel forks would be twisting back and forth on the faster road section of the track without additional support.

Overall, the XR performed well on the track despite its dual-purpose set-up. The bike is completely stock except for the fork brace. The Metzeler dual-sport tires (21" front, 18"rear) slid around a bit and the gearing needs some adjustment to improve performance. Nonetheless, the XR performed strong enough for me to think that it could make a strong street motard and track bike.

In the afternoon that same Sunday, KTM Area Rep Keith Lewis brought four KTM Supermoto racers out to Jackson for demo rides. I first rode the 450 SMR followed by the 525 SX equipped with 17" wheels and slicks. The KTMs blasted around the track, the torquey motors pulling hard in every gear. After riding the KTMs, I realized just how much work the XR would need to be a competent street 'tard much less a competitive track bike. I might as well get to work.

What follows will be a detailed review of the progress of this project, the products used in the conversion, an assessment of the simplicity / difficulty of installing those products, and a review of the performance of the products both on the track and off. The complete process will be detailed here and in the printed version of our publication, Midwest Motorcyclist^TM, The Complete Guide to Motorcycling in the Midwest^TM.

Current plans include 17" wheels front and rear, all-weather sport tires, performance exhaust, 320 mm brake rotor up front, a stainless steel brake line, some plastic upgrades, axle and handlebar sliders (to protect the bike in the event of a crash) and some work to lighten the XR. Not too far down the road, some carburetion improvements are on the list. The XR is an excellent bike for sliding around on dirt roads and I'm thinking it will make an exceptional 'tard. We'll see. Stay tuned to these pages to see how the conversion progresses.

9/18/05

Plans for the XR 650 L Street Motard Project are progressing better than expected. While no mechanical work has been initiated, the component parts are arriving almost daily and I expect to begin the actual work of putting the bike together in the not too distant future. So far, these are the parts we plan to install on the XR to create a fast, tight handling street motard / track bike:

17" Scorpion Sync all weather sport tires from Pirelli.
The Scorpion Sync tires are the same tires mounted on the Buell XB9SX City that we tested last fall. These tires stuck to the road despite rain changing to freezing rain turning to snow during our four hour test. I had freezing rain stuck to my helmet visor and yet no slipping or sliding for the tires. I can't wait to see how they'll work on the XR Street 'tard on the road and at the track.


320 mm rotor with caliper bracket from M.A.P. Engineering.
I couldn't find any other supplier on the web that makes 320 mm calipers for the XR. M.A.P. Engineering is it. They also make oversized rotors for the Honda CR250 (1997-2003), Honda XR650R (2000-2004), Kawasaki KLR650 (1987-2005), and Yamaha YZ/WR400-426. Why oversized rotors? Better front end braking before entering a turn. A rider can stay on the gas longer and brake later before a curve. This is true whether you're on the track or road.


E2 exhaust system including header pipe, muffler can and carb jets from White Brothers Racing.
As mentioned previously, the XR will be ridden both on the road and track. I wanted an exhaust system that improve the overall preformance of the XR but not attract the attention of the police on the road. The E2 System should accomplish that objective. We'll do pre- and post-conversion dyno tests to see exactly what kind of impact the E2 has on performance and a decibel meter test check exhaust volume.

Axle and Handlebar Sliders from Supermoto Engineering.
One of the great things about Supermoto / Street Motards is that the plastic tends to be less expensive than the plastic on a typical sport bike. None the less, I want to protect the XR in the event of a mistake (i.e., crash). Not only the plastic, but also wheels, brake rotors / calipers, spokes, handlebars, brake and clutch levers, etc. The axle and handlebar sliders should help accomplish that objective.

18-function Endurance Computer from Trail Tech.
The XR's gauge and light system provides minimal information concerning the performance of the bike; just a speedometer and and four indicator lights. I wanted a more comprehensive management system that could provide not only speed at any given moment but also top speed and average speed as well as timing information. I expect the Endurance Computer to tell me a lot more about my riding.

The major performance components still to be ordered are the 17" front and rear wheel sets. I hope to have wheel issue handled by the end of the month.

My plan for this project has been evolving.  Originally, the plan was to make all of the changes simultaneously. I've decided instead to focus first on the most useful upgrades; those that improve performance and make the XR better on the track. Most of the performance-enhancing changes are reflected by the installation of the products listed above. Additional performance upgrades will include improving air-flow to / through the carburetor and stiffening up (and maybe lowering) the front suspension just a tad. The next step after the performance upgrades will be the effort to eliminate weight.

I should mention before getting too far into this project that I am not a mechanic. I'm just a guy who tinkers on motorcycles and cars but has never undertaken a major project like rebuilding a motor. This coversion process will reflect what it takes the average Joe, who is not a mechanical engineer, to make a similar conversion. If I can succeed in this conversion project, anyone can. Most everything I've learned about Supermoto / Street Motards, I've learned on the web.

Look for the next update in a couple weeks.

10/15/05

Michigan Supermoto held a combination track day and KTM Demo day at the Jackson Speedway. A huge turnout for the day; the best of the year. Estimates put the turnout at 90 + riders. Keith Lewis of KTM - USA brought out two 450 SMRs and two new 560 SMRs for the event. All four bikes were continually on the track all day long.

The XR650L saw its second day at the track still in stock form. I hope to have all the components for the first stage of the conversion on hand by November 1, 2005. In the meantime, I figured getting some extra track time would be worthwhile.

The track was already busy by the time I arrived and unloaded the XR. The first couple laps were used to help me get reacquainted with the track and the XR's performance when pushed hard on pavement. After the second warm-up lap, I started to run faster - keeping the throttle on far into the curve and then braking as late as possible. The first lap was smooth so I pushed harder on the second. As I approached the dirt section, I kept the gas on longer than usual thinking I could brake hard enough to make the turn and transition to dirt. Unfortunately, I was running a little too quick and the brakes weren't slowing me fast enough. Brain freeze. While still hard on the front brake, I started the turn. In a flash, I was slammed to the pavement, my head hitting hard. Chris Duprey, who helps run the track days with his brother, Dave, ran over and picked the XR up off me and pushed it from the track. I limped off to the side out of the path of on-coming riders, more embarassed than injured. The XR survived the crash with no damage whatsoever. However, I was reminded why the XR is often referred to as the Big Red Pig (BRP). Without Chris' help, getting the bike up off my leg might have been a little tough.

Despite the crash, I am pleased with the decision to convert the XR into a street 'tard. The motor is strong. The 17" wheels and Pirelli Scorpion Syncs should help the handling pavement. The 320 mm M.A.P. Engineering front rotor should improve late braking. The suspension will need to be stiffened so as not to collapse under especially hard front braking. Removing the smog equipment and replacing the stock exhaust and carburetor re-jetting should help improve the engine performance. I can't wait to get it all together!

From the November 2005 issue Street Motard Project article...

Why Convert the XR650L to a Street Motard?

"Supermoto bikes - street motards as the road-going models are known – can reach speeds of 100+ miles per hour - plenty fast enough for public roads. Handling is lightweight and almost effortless and braking is even better. They’re a blast on the track or in the twisties. They run equally well on dirt roads and single track trails as on the paved road. Should a rider crash a street motard / supermoto bike, the plastic bodywork is inexpensive compared to a true sportbike. Insurance is a hell of lot less expensive, too. The seating position is upright for comfort but, unfortunately, stock saddles are hard and uncomfortable for any long distance rides. Replacement saddles from companies such as Corbin are available for many bikes. All this and the bikes are simple and easily serviced and repaired. Finally, street motards are incredible fun to ride, too."

11/09/05 New Sponsor Joins the Street Motard Project

Kendon Trailers has joined the Street Motard Project by donating a stand-up, fold-up motorcycle lift. Yes, I could have accomplished the necessary work on the XR by lifting it up onto a large milk crate. However, the idea of standing up to work on the bike is incredibly appealing. The lift weighs only 150 pounds, has a 1000 pound load capacity, uses a manually-actuated hydraulic jack and has integrated wheel chocks locks. We'll evealute the Kendon lift during the course of this project and let you know how it performs.

February '06 Issue - Street Motard Project: Teardown

Progress on converting my XR650L into a street motard has been slow since Thanksgiving. Like most of you, the regular holiday activities provide immense distraction for us – in terms of both money and time – from projects such as this. No complaints, just a fact of the season.

Teardown began right after the beginning of the year. First off the XR were the tires and wheels. After much research, the decision was finally made to send the stock XR hubs to Buchanan Spoke and Rim, Inc. (www.buchananspokes.com) to have stainless steel spokes and 3.50 X 17 inch front / 4.25 X 17 inch rear Supermoto rims laced to the stock hubs. The hubs will ship tomorrow and should be back here within 10 to 14 days. While alternative Supermoto wheelset solutions might be better for later model motocross bikes, but Buchanan’s lacing and truing services turned out to be the best option for the XR. Total cost for the rims, spokes, lacing, truing and shipping will run just over $800; a significant savings over the purchase price of complete wheelsets.

Next up on the teardown agenda was the saddle, side number plate panels, exhaust system, gas tank, front and rear fenders and the headlamp assembly. The plan going forward is to keep the original gas tank but strip off the original paint and repaint it with an as yet undetermined color and design. The new color scheme will follow through to the fenders, body panels and headlamp assembly. Right now, some combination of red, black and white is favored but no commitment has been made.

The saddle will be redesigned in a style similar to that of a Aloop Step up saddle. The stock saddle comes off the back side of the gas tank and then ramps up all the back to the rear fender. The Aloop-style saddle is flat as it comes off the tank and then steps up slightly (maybe an inch to 1 ½ inches) about where the saddle strap would normally be. There is less of slope on which the rider slides forward to the tank. We saw an example of a similar saddle on a Supermoto bike on www.supermotojunkie.com and liked the look. The bike’s owner wrote that he was very happy with the saddle. Pictures of the saddle will be posted once the redesign is complete.

In order to improve engine performance, we’ve ordered a White Brothers E2 exhaust system which will hopefully improve exhaust airflow while retaining a relatively quiet exhaust note. Additionally, a kit that will allow us to remove the smog equipment has bee ordered from Baja Designs. The smog equipment hinders engine performance and, while the XR conversion bike will not be a high-performance race bike, we do want to get better performance from the engine and lighten the load. Hell, we just wanna have fun on the road and track and a more freely breathing engine should help us do that.

If all goes well, we should have our wheels back from Buchanan and mounted up with the 320 mm front brake rotor from Supermoto Engineering and the Pirelli Scorpion Sync tires by the time we go to press for the next issue. Both the new exhaust system and the smog removal kit should be mounted by that time as well. The only items questionable for that issue should be the painted pieces and the modified seat. Of course, these items might come together more quickly than planned and we could have the whole XR650L Street Motard Project Bike together by then.

One final note for this issue – the Kendon Motorcycle Maintenance Lift ($599 at www.kendontrailers.com) has been an excellent tool for this project. While not as big as a commercial lift you might find in the service department of a motorcycle dealership, the lift is sturdy and balanced even when the XR is raised high on the lift. We usually have the base of the lift at about waist high when working on the bike. We like the fact that we’re not having to work on the bike while bent over or seated.

April '06 Update

Progress on the XR650 SM project bike has slowed recently as we ramp up for the premier of SuperMotard Magazine®, scheduled for launch in mid-April. Despite the slow progress, things are happening.

The wheelsets are back from Buchanan Spoke and Rim. The wheels look super with black anodized rims and stainless steel spokes on the stock hubs. The wheel assembly work by Buchanan took about 3½ weeks from the day I shipped off the hubs. I am quite happy with both the turnaround time and the workmanship. Total retail cost of the work was just over $800.

I immediately took the wheels to Detroit Eurocycles to get the Pirelli Scorpion Sync tires mounted on the rims. I plan to mount the wheels, the M.A.P. Engineering 320mm brake rotor and Supermoto Engineering axle sliders as soon as possible after we go to press with this issue.

I am waiting for the exhaust system from White Brothers and the plastic from Acerbis. Assuming everything arrives within the next couple weeks, I hope to complete the assembly of the project bike by mid-April, around the same time as the launch of the new magazine.

One change to the project plan was made recently. Originally, I had a grandiose plan of stripping down the original steel tank and getting a custom paint job. Instead, I ordered a plastic tank from Clarke Manufacturing for $170 to save work, time and weight. The new 4½ gallon tank looks great out of the box and should add to the overall appearance of the XR SM-bike.

The other change is the paint scheme. The early plan was to add some color for style but now I’m sticking with black for a more sinister, hooligan-inspired appearance. Colors can always be added later if the black looks too bland. I’m thinking it’s gonna look great in black with a white frame and white side panels.

Look for future updates on the Street Motard Project in future issues of SuperMotard Magazine, available free beginning in mid-April at local motorcycle dealerships.

May 2006 Update

In November, admittedly without much thought, I decided to convert my Honda XR650L Dual Sport into a street-legal supermotard. The decision came on the way home from my first ever ride on an MZ 125 SM at a Michigan Supermoto track day in Jackson, Michigan. I made this decision knowing that my mechanical skills are weak at best. I must have been sick the day they were handing out the mechanical skills gene.

The original plan has been modified numerous times since it was first set. That plan included black anodized 17" wheels, Pirelli Scorpion Sync tires, a 320mm front rotor with a caliper relocation bracket, black plastic fenders and handguards, a lighter weight, performance-oriented exhaust system and a freer breathing engine. Originally, I thought I would keep the stock steel tank and repaint it.

I ended up buying a 4+ gallon black fuel tank from Clarke. It installed easily with little effort. I selected the Scorpion Syncs because those are same tires mounted on the Buell XB9SX City. I test rode that bike right after it came out and found the traction in rain, freezing rain and snow to be exceptional. (It was a wild weather afternoon. You get that sometimes in Michigan.)

The wheels were a bit more of a challenge. The original plan was to get some new hubs for the 17" wheels so I could retain the dual sport capabilities of the bike. I could just mount the dual sport tires and hit the trails. In the end, new hubs for the XR were expensive and used hubs couldn't be found. I sent my hubs to Buchanan and received the new wheels about four weeks later. I am very happy with the service and quality of the wheels. They are perfect.

The 320mm rotor and caliper relocation bracket came from MAP Engineering. The rotor mounted perfectly with the original equipment hubs. The relocation bracket was machined and fit perfectly with the fork mounting holes and the caliper. Mounting the bracket and caliper was a bit of a challenge. The challenge was not due to poor manufacturing; it was due to limited space because of the smaller wheels and larger rotor. It took some maneuvering but the pieces finally went together as they should.

Axle and handlebar sliders came from Supermoto Engineering. The instructions for the installation of the axle sliders were clear and well written. The sliders installed in minutes, literally. I haven't yet installed the handlebar sliders.

Acerbis hand guards and a black plastic front fender were installed on the bike. The universal fender installation was a snap. The stiff hand guards required little more effort but that was primarily because of all of the cables and front brake master cylinder in the way. The instructions were clear and accurate.

The emission control system was removed to help the engine breathe more freely. A Baja Designs kit provided the block off plates and vacuum caps. The directions were poor but I found perfect directions with photos on the ThumperTalk.com forum. I can't yet tell whether the removal of the emission control system improves performance. We’ll see after I can get some time on the bike. From what I've learned on the online forums, there might be an issue with a lean fuel / aid mixture.

Yet to be installed components include the new exhaust system and some modified and possibly painted plastic side panels.

So far, the project has come together better than expected. The components all went together and work as promised. I was able to ride the XR-SM for a distance of about 10 miles earlier today and noted some modifications that need attention. I’m not satisfied that the brakes are working as they should. The tires need to be scuffed up a little more before I can begin to push the bike a little harder.

I'm hoping to get the bike to the track in the next month and report on how well the bike actually performs in the real world. I can't wait. Stay tuned for more updates.

June 2006 Update

We're riding! No, the XR project bike is not done but it is far enough along to hit the roads and, hopefully, the track before long.

With maybe 100 miles on the bike, I can offer some early observations about the bike's performance. The Pirelli Scorpion Sync tires are excellent. The tires, mounted on the Buchanan wheels with my stock hubs, mounted easily on the bike without modification. On the road, the tires grip the pavement well in both wet and dry weather conditions. In the dirt, the tires perform best the faster the speed. This is an initial assessment of the tires but I don’t think I could have picked better tires for a street motard. We'll be testing other tires on the bike in the future and will compare those tires with the Scorpion Sync tires.

The M.A.P. Engineering 320mm front rotor (with caliper relocation bracket) required a little work to mount on the bike. As mentioned in the Project Update last month, the rotor was no problem but relocating the caliper took a little more work. The caliper relocation challenge is not the fault of M.A.P. Engineering but rather the limited space between the large rotor and 17" wheel. It took some finagling but the caliper eventually mounted up nicely. The key is to mount the relocation bracket first and then negotiate the caliper between the rotor and wheel. It helped when I allowed the pads to fall freely, hanging from the bottom of the caliper, positioned the caliper first and then pushed the pads up into place. Everything was in place before tightening the caliper bolts. Take time and don't force the fit.

While the rotor isn’t a cutting-edge wave rotor, it functions very well on the road. Stoppies are easy to perform but don't occur unexpectedly. Front brake control is excellent. I used the M.A.P. Engineering rotor because that was the only rotor I could find for the stock XR650L hubs. I am entirely satisfied with the performance of the M.A.P. rotor and relocation bracket.

Two factors seem to have contributed to better engine performance. The removal of the smog system seems to have allowed the engine to breathe more freely allowing for better acceleration through the first three gears. In addition to the smog device, I also removed the steel gas tank, the passenger foot pegs, front fender, rear fender with the lights, license plate bracket and underlying support bracket, and stock hand guards. I am not including the wheels, tires and rotor since these were replaced with other products. While not a scientific measurement, I assumed that each of these parts was replaced with parts of similar weight. The end result was an approximate weight reduction of 23 pounds. The weight reduction makes the bike feel lighter and easier to throw around in the curves and dirt. In combination with elimination of the smog device, the weight reduction apparently contributes to the faster acceleration.

One aspect of the conversion not addressed previously is the suspension. Tech-Care Suspension in Waterford, Michigan set the suspension for my weight and riding ability about a year and a half ago when I spent more time in the dirt. Those suspension settings seem to work very well on the XR Street Motard. The bike is stable on rough paved roads and dirt and doesn’t collapse under hard braking. The handling is tight and effortless in the twisties. I have no plans to change the suspension settings unless I find problems when I get on the track.

All this said, there is still much to do on this project bike. I originally planned to use a White Brothers E2 exhaust system and header pipe but that might not happen now. I am looking at the Big Gun Evo X system or something from FMF. If anyone has any experience with either of these two systems please let me know what you think about the performance of either system.

I purchased Acerbis Blitz headlight for the XR and believe it will enhance the overall look of the bike. Still need to get the headlamp mounted on the bike.

Carburetor enhancements are also on the list of potential projects to improve engine performance. The ThumperTalk Forum offers numerous suggestions for drilling and jetting to help get the best performance from the bike. The XR accelerates quickly and easily reaches 95 mph now. I might wait to do this project until the winter months.

Other planned enhancements include a new mirror that is less conspicuous than stock but more effective. I'm not sure whether such a mirror exists but I'll keep looking. A stainless steel brake line is also on the list and will likely be the next improvement installed on the bike. I've been told and have read that a steel brake line makes a huge difference in front end braking.

Finally, I'm considering ways to modify the stock white side number panels. The plan is to reduce the size of the panels without eliminating them completely. The color of the panels will also have to be changed. I saw one modification on Supermoto Junkie with faux carbon fiber that was very well done but don’t want to copy another's work.

At this point in the project, the XR650L seems to have been an excellent choice for this project. It's a well-built, low-maintenance motorcycle that has been relatively easy to convert to a street motard. On-road performance is as good if not better than expected. A ride on the XR Motard never fails to bring a smile to my face that lasts until well after I’ve returned home.

July 2006 Update - Solo Riding in Southeastern Ohio

Harrison County, Ohio – ABATE of Ohio held their annual June Jam party in Hopeland, Ohio on June 24, 25 and 26. Now most street motard enthusiasts wouldn't likely imagine a weekend-long ABATE party as an opportunity to get in some riding. For me, however, this event as the perfect opportunity to kill two birds with one stone.

For those not familiar with ABATE, the organization is a national motorcycle rights organization focusing primarily on rider education and helmet laws. Generally speaking, the motorcycle of choice for most ABATE members is a cruiser and the apparel of choice is black leather. The ABATE events are, for me, always a fun time because they combine some of my favorite activities - riding, beer (after I finish riding) and live music. ABATE events are not typically, however, the place to find other supermoto enthusiasts. Nonetheless, the southeastern part of Ohio offers excellent roads with hills, valleys and some challenging curves. Not wanting to miss an opportunity to grind off some rubber, I took the XR 650 L Street Motard Project bike with me to get in some riding.

Harrison County, Ohio is located about 15 to 20 miles west of Wheeling, West Virginia. Hopedale, the site of the June Jam, is located about a mile inside the Harrison County line just of US-22. While this article refers to my ride inside the county, enthusiasts of any kind of motorcycle will enjoy this part of the state. Whether you're just passing through or target the area as a destination, you won't be disappointed by the riding. Turn off onto any curvy line on the map and you're sure to have fun. There are even some terrific roads not shown on the map.

I arrived at the American Legion Post 682 in Hopedale on Friday evening just after the rain had stopped. I set up my tent and unloaded the XR. The bike was getting looks from everyone who passed. Some stopped to ask about the bike and others even knew that the XR was a street motard and the advantages / fun the bike offered. The rest of the evening was spent talking with new arrivals, helping with some tents and related camping gear and listening to four local bands compete for the Battle of the Bands title and the right to return the following evening to play prior to the Sonny Moorman band. I never even got the bike started Friday evening.

Saturday morning brought sunshine, warm temperatures and time to ride. I started the XR and geared up as the bike warmed. Turning right out of the Legion grounds, I made my way down to Adena. The road was smooth and hilly with lots of curves, none too tight but mostly sweepers. As the tires warmed, I started pushing harder trying to wear the tire all the way over to sidewall. The XR ran perfectly; we were in synch all morning.

The early time of day meant very little traffic on the roads. Fortunately, no police officers were monitoring that road or I would undoubtedly have had a ticket. Before entering Adena, I pulled off the road, looked at the map and chartered a new course. The new route would take me back through Hopeland and northwest to the Tappan Dam.

Just north of Hopeland, at the junction of Ohio 151 and US-22, I headed due north from the US-22 overpass. I didn't write down the road name. This traveled along the tops of the hills, across the sides of steep embankments and lengthwise through the valley. On the hill sides, the road cut under a canopy of trees. The pavement had yet to dry completely as the XR carried me back and forth, up and down the road. The Pirelli Scorpion Sync tires stuck like glue to the road. I couldn't be happier with those tires.

The road ended at Ohio 646 just east of Germano. I turned left, heading into the Harrison State Forest. Towns in that area are separated by several miles; farm houses and open land fill the spaces in between.

One town on 646 between Germano and Scio is New Rumsley, the birthplace of General George Custer. A roadside monument to Custer describes his life, both personal and military. Aside from the Custer monument, roadside views through that area are incredible. Most of the curves along 646 are swooping with a few right angles thrown in to keep riders honest. After crossing Ohio 151 near Scio, I continued south on 646 towards the Tappan Reservoir.
I turned right on 250 at the junction of Ohio 626 and Ohio 250. The road runs along the northern shore of Tappan Lake. This part of the road is mostly flat with few curves. I enjoyed the view of the shoreline, fishermen and pontoon boats as I cruised along. Traffic tends to be moderate in this area with more cars than I had seen all morning. A left turn over the Tappan Dam led us to a more hilly area with more curves.

At the first intersection, I turned left along the southern shore of the lake. This area is more rural than the north side of the lake and the roads, while twisty and hilly, are in poor condition with potholes, cracks and poor patches - perfect riding for the XR Motard. Despite slightly slower speeds because of road conditions and my lack of familiarity with the area, I thoroughly enjoyed this part of the ride. I wound my way around the lake back over to 250 and turned left towards 646. I followed 646 to Scio where I turned right on 151 heading back to Hopedale.

Ohio 151 is a more straight flat road than any of others I had traveled during the morning ride. Too much traffic to suit the kind of riding I intended to enjoy. In hindsight, it would have been better to turn off of 151 on Ohio 9 or some other road but I forged ahead hoping to ride into some hills and curves on 151. It didn’t happen.

Overall, the XR performed as well if not better than expected. The engine launched the bike quickly on acceleration and cruised along comfortably at 70-75 mph. The front brakes are excellent despite the fact I didn't take time to install the steel-braided brake line sitting on my work bench. It looks like I need to replace the rear pads in short order.

The XR's handling was excellent in every situation I encountered. The suspension didn't dive when braking hard prior to entering a corner. (Thanks Tech-Care Suspension.) The bike held aggressive lines held even in corners where the road was rough. The Pirelli Scorpion Sync tires, as mentioned previously, are superb.

As for the Harrison County roads, I had a blast. A combination of elevation changes, sweeping curves to tight twisties, minimal traffic, smooth road surfaces (mostly) and panoramic views made the area nearly perfect for 'tarding. Too deadlines were pending or I would have stayed a couple extra days exploring the roads outside the county and maybe even into West Virginia.

Finally, I am fairly certain I didn't convert any of the ABATE members over to the dark side of supermoto but there was interest in the bike. Most people paid attention and waved as I rode past. Not sure if that was because of their interest in the bike, the fact that the XR-SM and I were a curiosity among the many cruisers and leather-clad bikers or perhaps just the target of some good humor. In any case, I had a great time. What could be more fun than street 'tarding, live music, cold beer and good company?

August 2006 Update

Not much new to report on the XR-SM project. I replaced the original equipment front brake line with a stainless steel line from Russell Performance products. Pretty much everything I read indicated that the steel brake line would improve front brake performance in a significant way. After about 50 miles, the brake isn't noticeably better but it worked quite well before the brake line change. The plan is to re-bleed the line and re-test.

This coming weekend, the XR-SM will be tested on the track at the MI Supermoto event at the Auto City track in Flint, Michigan. This will be the first opportunity to really push the XR's acceleration, brakes, tires, handling and suspension. The bike has performed exceptionally well during street rides on both pavement and dirt roads; nothing comparable to the performance requirements on the track however. We’ll see and report on the track performance next month.

One last item still to be mounted on the bike is the Acerbis Blitz Headlight. It's sitting on the workbench in the garage and will be installed as soon as I get a moment. I like the look of the Blitz and hope it will produce sufficient light to get me home in the dark. Again, we’ll let you know when the installation is complete.

September 2006 Update: On The Track

The brakes have been bled again, this time using techniques found on ThumperTalk.com. Now they work perfectly – much better than before the installation of the front stainless steel brake line. I must not have pushed all of the air from the system on the initial bleed. With the brakes working so well, the time had come to take the XR-SM to the track.

MI Supermoto was holding a track day at the Auto City track just north of Flint. While I hadn’t ridden the track previously, I heard that it was longer than the Jackson Speedway (the only other track on which I had ridden a motard.) It supposedly had a more challenging dirt section, two relatively high speed areas and more curves. Apparently, Auto City was going to be a more technical track all around.

At Auto City, the turnout looked to be about 25-30 riders strong. After unloading the XR, dressing in my leathers and downing a liter of water, I headed over to the track. MI Supermoto owner Dave Duprey asked one of the other riders to lead me around one lap so I knew where I was going. After that first lap, I gradually worked to build up speed.

I was slow, slow, slow as I worked to find the best lines, shift points and brake points. Gradually, my speed increased. Dave suggested a couple of areas on the track where I could improve my lines and increase my speed. The suggestions were immensely helpful and my speed increased.

The XR performed better than expected on the track. No doubt, it is a heavy bike. It takes some work to move it around. Nonetheless, other than a couple of missed shifts (my fault, not the bike), the XR proved to be a solid track bike.

The handling was quite good. As mentioned in a previous article, the suspension had been tuned to my weight and riding ability by Tech-Care Suspension. The suspension is stiff enough that it doesn’t collapse under hard braking going into corners but is plush enough for the bumps and rather short jumps. Yes, the XR (or the Big Red Pig as it’s known in some quarters) can get airborne.

Acceleration is fine but could be improved with a change in the gearing. I was able to hold off the youngsters on 50s and 80s, however, so I have to be happy with that.

The brakes worked flawlessly (M.A.P. Engineering 320mm rotor, Russell steel brake line) The brake power was easily controlled and allowed me to push further and further into the corners at high speed before hitting the brakes. Braking was controlled without worry of causing an unplanned stoppie.

The Pirelli Scorpion Sync tires were excellent - both in the dirt section and on the pavement. In the dirt, I quickly learned that the XR handled better under gas than when just coasting. The tires maintained traction and allowed the XR to follow the desired lines. On the paved part of the track, the tires held firm with no unintentional slipping and sliding.

By the end of the day, I was running faster yet more controlled. Once you get used to the way a bike performs, it’s easier to know what you can do with it. Based on the XR’s on-track performance, I can say that I’m quite pleased with the way the project bike has turned out. Not that I’m done with the project – yet.

This winter, I want to finally do something with the exhaust system. More torque and top end are available in the XR’s 650cc motor, I just have to let it out – just let it breathe. That should help the performance immensely.

The XR also suffers from what I’ll call a “poor self image.” Actually, it’s me; I’m a little embarrassed by the looks of the bike. Overall, the XR looks great, definitely better than I imagined when I first started this project. However, I did a few things half-assed.

First, a close look at the frame shows small surface rust areas. I should have taken the motor out of the frame when I first started the project. I wanted to get done so bad that I hurried the project rather than taking time to make sure the bike had the aesthetic look I wanted. Now, I’m thinking I want to take the engine out and do a complete strip and paint job on the frame.

Second, I never recovered or replaced the saddle despite published assertions to do so earlier in the project. The saddle works fine but has two tears and detracts from the overall look of the bike. It needs something a little more sleek that is comfortable both on the road and track.

Third, something needs to be done about the stock mirror. I like bar end mirrors but will likely break them off in a crash. Something mounted low, even beneath the handlebar would be best. Usable but out of the way and easily removed for track days. Yeah, that’s it. Now I just have to find that type of mirror.

Fourth, the replacement rear fender and light do not provide the look I was hoping to create. The UFO replacement fender was hacked all to heck during the installation process and should be replaced with something else. I have something minimal and sleek in mind with a less conspicuous tail light and license plate. Hopefully, I can put a stylish and useful rear fender together this winter.

Finally, I want to find a way to monitor / reduce engine temperature. There are oil temp gauges available but that only solves part of the problem. The XR seems OK with the way I ride but who knows whether it’s running too hot. The temperature on the day of the MI Supermoto / Auto City event was hot yet it was impossible to know whether the XR was running too hot. An oil cooler was mounted on the bike by the previous owner and that should help with the problem. Nonetheless, I can’t help feeling that when pushing an air-cooled bike hard on the track at high rpms with frequent shifting, high temperatures must result. That can’t be good for the engine. Obviously, more research is necessary to solve this issue. I’ll let you know what I find.

September 2006 Update - Riding!

October 2006 Update - Still Riding!

Miscellaneous Supermoto Links

Michigan Supermoto - Inexpensive track days at multiple tracks in the Midwest

MiniMotoTT.com - Mini-Motard Track Days in the Midwest

Oakland Valley Race Park - Home of NASMOTO Northeast and the Doug Henry Supermoto School

Supermoto Junkie - An excellent forum for 'tard / supermoto enthusiasts

Supermoto Racer - North America's ONLY Supermoto Racing Magazine