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• Test Ride: Suspension and Geometry
For the day’s demo, I was expecting an hour or two light ride around the city streets and perhaps a little freeway. But Joe surprised us with a realistic and rigorous test route that included a cross section of many of the environments one is likely to encounter when out there.
It was everything from freeways, dirt and gravel roads, and steep inclined dirt track, to debris-infested mountain road twisties at high altitudes. In other words, he had no intention of babying us or the bikes.
I’ve been riding these roads for decades but had completely forgotten what fun it is to haul a lightweight bike around. We rode from the desert to over 7,000 feet through the iconic Los Angeles Crest Highway, and the Cyclone ate it up.
One has to keep in mind that this isn’t a $20K bit of German engineering, and considering the Cyclone’s $3,500 cost, that difference means compromises—by no means is that bad, just different.
With the Cyclone, you’re dealing with a relatively simple single cylinder, lightweight bike that comes loaded with features uncommon for this size and price point. With an 18″ front and a 15″ rear, some may wonder about the rear—especially the availability of 15″ tires.
CSC plans to stock several varieties, but will also offer a more practical 17″ rear wheel option (~$200). Tire availability aside, I didn’t find the 15″ rear a hindrance. And off-road, the Cyclone remained surefooted, getting me through some of the rough stuff with relative ease. The suspension is better than expected, too. With 5.1″ of inverted telescopic travel on the forks, and 5.6″ of adjustable monoshock in the rear, it doesn’t have a spongy feel, and you’d have to push it to bottom out.
• Engine, Range and Ergonomics
The tank holds about 4.25 gallons and at 70 mpg, that’s in the neighborhood of 300 miles per visit to the pumps. Not bad. And, at highway speeds, this bike will chug along all day at 65–70 mph without stressing.
The ergos are okay too, and even with my 6′3″ frame I didn’t feel cramped after riding all day, although I’d add a couple of inches of bar risers and larger pegs to make stand-up riding more practical. The panniers are basic and useful for city use, but for distances I’d swap them for a good set of soft saddle bags.
The most noticeable downside to the Cyclone is its slightly idiosyncratic six-speed transmission. At times I experienced difficulty shifting from first to second gear. And for some reason, neutral was best approached from second gear. These issues are not a deal killer, but it does take a little practice to get around the clumsy feel.
High altitudes showed zero ill effects on the EFI’d thumper. Although there were times when I pegged the throttle in order to maintain speed or rapid increase in altitude, the Cyclone never let me down.
Our day’s ride left me with the burning desire to scale way down and take the Cyclone for a long trip around Central America. With a set of knobbies, it may be the ideal ride. Thinking along the lines of a backpacker, going with minimal gear and just the basics, this is going to be a game-changer for the ADV community.
The 300 mile range on low octane gas makes it sweeter. Although we’ve yet to put the Cyclone through its paces on a long-haul ride, stay tuned, because CSC is planning a Baja trip this spring. Hopefully we’ll be along to report back as to how things went.
Based on the day’s experiences, we’re not expecting any surprises. The Cyclone appears to be a well-made solid machine that’ll require minimal maintenance and upkeep. And at this price point, it’s a no-brainer. CaliforniaScooterCo.com
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