About the Accessories

ABOUT THE ACCESSORIES

EVALUATION

How the Accessories on Six Touring Bikes Stack Up.

BMW

Without getting into any arguments, the reason we used a BMW R100T rather than an RT for the test was so the BMW would be equipped with the Luftmeister fairing. That’s because we like the Luftmeister, the fairing made in the USA for U.S. riders, better than the RT fairing that didn’t work as well.

In case you hadn’t noticed, the Luftmeister fairing looks an awful lot like a Windjammer. Don’t suppose this fiberglass fairing was copied from a Vetter, do you? In any case, all the nice things we’ve said about Windjammer-style fairings having good protection from wind and good luggage space apply to the Luftmeister.

Differences include the BMW quartz headlight mounted in the fairing and the adjustment knob, inside the fairing to raise or lower the headlight beam, that not all the other Vetter fairings in the test had. The molded, lockable cover the Vetter fairings have over the righthand opening is replaced on the Luftmeister with a second upholstered cover. Only instead of having a simple cover with two map-holding straps, there are small upholstered pockets built into the covers of the Luftmeister fairing. Altogether, BMW’s version of this classic design is excellènt.

BMW also markets an item called a Dryper. It fits around the fork tubes and attaches to the fairing to eliminate any updraft of wind around the forks. A marvelous device it is, too.

The Dryper, or a similar shield (Tefco, 10807 Mt. Boracho, San Antonio, Tex. 78213 makes similar devices for most fairings) is essential in wet weather riding on a fairing like the Luftmeister.

Krauser saddlebags, with BMW nameplates and tubular steel mounting brackets are used, plus a Luftmeister fiberglass top box. These are large capacity detachable bags that mount close to the motorcycle and are handy to use. The bags on our test bike were sometimes hard to attach, but this is a common problem when the Krausers are new and normal use makes the parts fit together securely and easily.

Having luggage-style latches at the top, a push of the finger opens the saddlebags if the latches aren’t locked. There are two keys for the saddlebags, one to lock them onto the mounts and another to lock the bags closed.

Large-size helmets can fit into the spacious saddlebags, though a little bit of careful positioning is required. Dismounted from the motorcycle the Krausers are attractive and convenient luggage pieces with carrying handles positioned properly.

BMW’s top box is also spacious and well finished. There’s room for two open face helmets and it doesn't need to be locked to close the single latch. Unfortunately it doesn’t detach so when the BMW luggage is removed the top box remains on the bike. Another problem is the passenger backrest on the leading edge of the box. It’s a hard foam with a protruding ridge around its edges, enough of a ridge that any passenger on the BMW was given a sore back by the back rest. The rest might just as well be left off.

Cost of the BMW package is $741.

HARLEY-DAVIDSON

one of the other motorcycle companies have been more successful selling accessories than Harley-Davidson. For years the Harley dealer was the only place motorcyclists could buy good quality clothing for motorcycling and many other accessories. And now that the other makers are getting into the accessory business Harley still has some advantages.

The Tour Guide only comes with the accessories shown. These pieces aren’t available to fit any other motorcycles, though the top box could be adapted to other bikes. So this motorcycle was designed with its accessories and it shows. The fairing is much smaller than the other fairings, and it’s mounted closer to the> motorcyclist. It doesn’t look like any of the other fairings, all of which have a certain similarity. Instead, this is a Harley-Davidson fairing and nothing else. There are two headlights in front, both operating all the time. Signal lights are integrated with the fairing and there are locking side openings into the fairing storage area on either side of the fairing. Harley-Davidson sells other accessories that fit into the fairing, including several radios. Storage room in the Harley fairing is minimal. The openings are tiny and the actual capacity is less than that of all but the Honda Interstate fairing.

Protection offered by the Harley fairing is less than the best. This isn’t one of those fairings that make a rider think he’s sitting at home. There’s a continual breeze—but not a blast—past the rider and passenger.

Saddlebags are another Harley-Davidson product. The FLT bags look like the bags Harley’s been installing on FLH models, but the shape is different so the bags can fit around the oil tank and the battery, both of which are positioned at the leading edge of the bags. Storage room on the bags is somewhat below average and the shape is irregular, but the capacity is adequate.

A single latch at the rear of each bag locks the bags closed. There’s no way to close the lids without locking them and the lids are completely removable, though the saddlebags are permanently attached. Wiring runs through the bags so the signal lights mounted on the rear of the saddlebags can be powered. There are also reflectors at the outside edge of the bags and chromed rails wrapping around the rear of the motorcycle.

The top box is excellent. It hinges at the side so a passenger doesn’t have to move when the lid is opened and it also is separate from the passenger’s backrest. Again, it can only be opened and closed with a key, which we don’t like, but at least one key opens the top box. saddlebags and the fairing. Sidelights are mounted at the lower outside edge of the box and there’s a quick disconnect electrical fitting so the box can be easily disconnected and removed from the motorcycle, another good idea.

Capacity of the Harley-Davidson box is tremendous. It was undoubtedly the largest carrying device on any of the motorcycles tested, yet it didn’t interfere with the motorcycle in any way.

A number of items on the FLT would be considered accessories if they were on other motorcycles, but, like the fairing and saddlebags, are standard equipment. Floorboards, heel-and-toe shifter and the sidestand are all standard on the Harley and they all work quite well, once a rider gets used to them. The heel-and-toe shifter on the FLT has separate adjustments for each end. The floorboards have springmounted surfaces to reduce vibration.

Like the motorcycle, the H-D accessories are unusual, but they all do their job and they provide an example to other companies of just what touring riders want.

HONDA

When Honda introduced the Gold Wing five years ago the company said it would introduce a package of touring accessories for the motorcycle. Finally the package is here.

In typical Honda fashion, the collection of accessories that make up the Interstate isn’t exactly like what everyone else produces. The fairing bears only a passing resemblance to that of the BMW R100RT. and even that is slight. The saddlebags are hard to disguise, but even these are an irregular shape that molds closely to the shape of the motorcycle underneath. And the top box is short, wide and packed with unusual features.

Honda’s fairing is a normal enough size. Unusual features are the broad metal front piece, mirrors attached to the edges of the fairing and louvers in the fairing lowers. The shape of the fairing means that the plexiglass windshield is supported on the ends without little ears of the fairing plastic extending up the sides of the windshield for support. There are even small spoilers on the lower edge of the fairing, presumably to look aerodynamic. It’s all a very modern, streamlined-looking device and it’s most attractive.

Having the mirrors mounted on the fairing, the fairing itself can be mounted closer to the motorcycle without having mirrors on the handlebars hit the fairing at full lock. The distant mirrors also have a narrower angle of sight than closer mirrors and aren’t as useful, but they are vibration free and show a sharp view of the immediate area behind the bike.

Wind protection provided by the Interstate fairing is good, but not up to the level of the Vetter-type fairings. There was little buffeting and good protection even for the passenger. Storage room in the fairing is almost nonexistent. Tiny lockable covers open into the fairing, though the lefthand opening on the Interstate only hid a small shelf because the radio took up the room beneath.

The Honda radio is really quite a toy. It worked exceptionally well for being mounted in a motorcycle, was sensitive and easy to use, while the speakers produced good sound for something expected to endure the weather. A headphone attachment was used that provided better sound while riding, but Honda hasn’t made a final decision what combination of headphone/microphone/intercom will be offered. The test bike had an intercom included with the AM/FM stereo radio, though we only had one set of headphones and couldn’t try the headphone.

Preset push buttons select radio stations and other buttons send the digits on the dial up or down seeking a signal. A switch on the fairing turns off the speakers and allows the rider and passenger to listen to the radio only through the headphones.

The radio tuner can be removed from the fairing by turning a key. Better yet, the radio key is one of only two needed for the complete machine, as the ignition key also locks the saddlebags and top box.

Nearly as much thought has gone into the saddlebag design. The bags are large, yet don’t protrude excessively. The interior shape is irregular so there’s a wide section at the rear of the saddlebags. Latches at the front and back of the lids can be closed without locking. And nylon bags fit into the saddlebags and become removable luggage that can lift their contents from the saddlebags.

Even the top box is a novelty. The shape, wide and short, means lots of items that can’t fit in other top boxes can fit in the Honda box. A back rest attaches to the front of the box and works reasonably well as support for a passenger. The motorcycle’s ignition key unlocks the box so it can be carried by a strap handle on top of the box. There’s even a plastic plate under the earning handle so the paint won’t be scratched when riders grab the handle. Hinges are at the front of the box and can disconnect by sliding the top sideways, leaving an open bin at the rear of the motorcycle for carrying awkward items.

Because Honda has deliberately designed the fairing to be a mount for accessories like the radio and gauges, it isn’t a spacious fairing, but the saddlebags and rear trunk certainly compensate. All of the pieces are well made and fit the motorcycle as an original equipment accessory ought to. Production of the Interstate fairing isn’t expected to meet the demand this year, but when it catches up, there should be plenty of happy owners.

The Interstate package, minus radio and gauges, raises the price of the Gold Wing to $4898. The radio package, including antenna, speakers and mounts, costs an additional $395.75 and the four gauges cost a total of $153.90.

KAWASAKI

No question who supplies Kawasaki’s accessories on the KZ1000. The fairing, saddlebags and top box all say Kawasaki by Vetter and all the pieces are standard Vetter accessories.

Using Vetter accessories is a reasonable enough proposition for Kawasaki, even though Kawasaki is building its own accessories in Japan for a new KZ1300 touring bike. Vetter is the biggest aftermarket supplier of touring accessories in this country and virtually every other company has copied some parts of the Vetter equipment. Vetter pieces are also well known for good quality control and being state of the art.

The fairing on the KZ1000 Shaft isn’t the top-of-the-line Windjammer. It's the Vindicator model, the lower cost model without the signal lights integrated into the fairing. That also means it has more room inside the fairing for storage, which is a reasonable compromise.

Like the Vetter-made fairing on the Yamaha, the Kawasaki’s fairing provides excellent protection from the elements for a rider and passenger. None of the fairings gave more protection. On a bike like the Kawasaki the extreme amount of still air can be a problem as the engine noises and vibrations are more readily apparent, but that’s hardly the fairing's fault.

Typical of the Vetter fairing, there’s considerable updraft around the forks, but this is only a problem in wet weather. Lowers on the fairing are easy to install or remove and add protection and warmth for a rider’s legs while not being as hot as the Honda’s lowers.

The Kawasaki was the only motorcycle in this group without a quartz halogen headlight or. in the case of the Harley, a double headlight. Its single 7 in. headlight provided the poorest illumination.

For carrying capacity, the Vetter saddlebags and top box are good, but not great. The irregular-shaped saddlebags are large in volume, but have small, flat lids that open to the side. The opening is small and items like full face helmets are hard to pack. Also, the flat lids aren’t as waterproof as the overlapping lids of the permanently mounted saddlebags. Removal of the saddlebags is easy with the key and the key locking system has been improved on the latest Vetter bags so it’s harder for the bags to be removed without the key. All the indentations and protrusions on the inside surface of the molded plastic bags should add to interior volume and enable the saddlebags to mount closely to the motorcycle. but the outside edge of the bags stick farther out than any of the other saddlebags.

Besides the quick detachability of the Vetter bags, there are rubber bushings on the saddlebag and top box mounts that are supposed to absorb vibration and, according to the manufacturer, improve handling. Without a direct comparison of different accessories on the same motorcycle, it's impossible to verify the claim, but the full dress Kawasaki didn’t handle as well as a stock Kawasaki KZI000 Shaft and the accessories took something away from the performance.

Kawasaki's top box shares some of the same characteristics of the saddlebags. Obviously the box and bags are designed to complement each other and the styling is similar, with angular bulges at the bottom edge of each. There’s also an opening on the box that’s smaller than it needs to be and makes filling the box harder than it should be. While the bags detach easily, the box is semi-permanently mounted, bolted to the rack and that's unfortunate. The rear box is one accessory that should be easily removable.

Another nuisance with the Kawasaki’s accessories were the four keys that went with the bike. Besides the ignition key. there’s a saddlebag key and a top box key and a fairing key. This is particularly strange because Vetter sells tumblers so the keys will match on their accessories.

Kawasaki sells the fairing for $357.42, the lowers for $87, the saddlebags for $291.50, the saddlebag mounts for $84.95 and the tail trunk for $219.95.

SUZUKI

Calafia accessories were mounted on the Suzuki GS850. Suzuki sells the Calafia fairing and saddlebags as Suzuki parts, though there is no difference between the Suzuki parts and standard Calafia pieces.

For several years now Calafia has offered equipment that isn’t the biggest available, and this suits the Suzuki particularly well. Overall size of the plastic fairing was slightly smaller than the Vetter-made fairings on the Kawasaki and Yamaha or the Honda Interstate fairing. Windscreen height is also much lower than that of the Vetters or Vetter-copy fairings, which is both an advantage or disadvantage. All riders were able to look over the Suzuki’s windshield. The low windshield doesn’t keep as much wind off a rider’s head and some riders objected to the buffeting of their helmets.

A look at the performance charts in the six motorcycle comparison test will show that the Suzuki lost relatively little of its performance with the accessories installed. Particularly, the top speed run is a good test of wind drag of the accessories. Judging by these standards the Calafia has less wind drag than the larger fairings.

Wind protection is a good news, bad news story. There’s less still air behind the Calafia than behind most of the other fairings. That’s the bad news. The good news is that the Calafia fairing works particularly well in the rain. Unlike all of the Vetter-style fairings, the Suzuki’s Calafia had little updraft around the forks. The updraft on other fairings carries rain onto a rider’s face and makes wet weather riding difficult.

Another benefit of the Suzuki’s fairing is its large carrying capacity. Some of the new fairings, particularly those designed and made in Japan for the big Japanese tourers limit carrying capacity. Naugahyde covers snap over large openings on either side of the fairing. Common items like large SLR cameras fit right into the fairing and the carrying space was particularly useful,

Calafia’s non-detachable saddlebags for motorcycles with upswept mufflers were mounted in back. There are chromed rails wrapping around the bags and the entire package tucks in close so the bags and rails are only 29 in. across from side to side.

These are the smallest saddlebags in the test, considering inside volume. Indentations at the bottom allow the bags to mount low yet clear the exhaust pipes on the Suzuki that slope upward. Calafia makes a much larger set of bags called Calafia Fats, but the bags sold by Suzuki are reasonably sized for normal touring. Lids on the plastic bags overlap the edge of

the bags to make them virtually waterproof. Holding the lids on are latches at each end of the bags that can either be locked or latched without locking. Unfortunately the chromed bar at the front of the bags extends higher than the front latch and interferes with fastening the lids.

Calafia used to use a detachable hinge at the front of the lids and a latch at the rear and the bags were easier to open and close. The double latches allow the lids to be removed without hinging up so a huge top box can be used and not get in the way.

If we were ordering a Suzuki equipped for touring we’d leave off the chrome rails around the saddlebags to cut down on weight, width and make opening and closing the saddlebags easier.

The entire Calafia package worked very well with one exception. A small hairline crack developed in the fairing during the end of the test. It didn’t cause any problems, but it shouldn’t have happened.

Costs for the Suzuki accessories are $332.84 for the fairing. $310.03 for the saddlebags and mounts, $109 for the seat, $61.95 for the sissy bar and backrest and $46.80 for the engine guards.

YAMAHA

There’s a group of people at Yamaha who do nothing but design accessories. This is important because Yamaha has taken a different approach to the accessory business than the other big motorcycle manufacturers. Rather than buy whatever is available from the aftermarket and resell it as Yamaha parts, Yamaha has a group in America that designs accessories and contracts out to aftermarket suppliers to build pieces to Yamaha specifications.

That’s why Yamaha’s Vetter fairing doesn’t look like Kawasaki’s Vetter fairing or any other Vetter fairing. It has a rectangular quartz halogen headlight just like the standard XS1I00 Yamaha. Inside the new outside shell is the same inside shell as

other Vetter fairings have. That means there’s a locking cover on the righthand side and an upholstered cover over the lefthand opening into the fairing. There’s no headlight beam adjustment on the Yamaha’s fairing, but the storage room inside the fairing is excellent and the overall finish of the fairing is top notch.

Wind protection on the Yamaha’s fairing is typically Vetter, that is. as much still air as any fairing ever made. The windshield is too tall for most riders to see over, though there are shorter windshields available. The tall windshield provides less buffeting than the lower shields and makes long trips more comfortable, if the rider doesn’t mind looking through the windshield most of the time.

Typically for a Vetter-style fairing, the Yamaha has lots of updraft around the fork legs. This isn’t a problem normally and it tends to minimize some of the backdraft that swirls around the rider, but it also makes wet weather riding difficult as the updraft sprays the inside of the windshield. the rider’s visor and everything else.

Saddlebags on the Yamaha aren’t like anything else. They’re wide, large and made from plastic, with lids that hinge at the outside edge, a good idea. There’s a locking push button latch that doesn’t need to be locked to be closed, but closing the lids demands a good slam or else the lids will pop open during riding. Waterproofing is good, with a large overlap between the lid edge and saddlebag body. There are chrome rails surrounding the bags and overall bag width is 35 in.

Both bags and the top box are bolted firmly to the motorcycle. The top box is medium size and has a relatively flat lid at the very top. Several items carried by the other top boxes wouldn’t fit the Yamaha’s box because it was narrower than the other boxes. Two latches close the front-hinged lid and, again, these don’t have to be locked to close the lid. The box mounts high at the rear of the Yamaha so a sliding backrest can extend from the front of the rear rack. A lower position would help the handling of the motorcycle, but would eliminate the sliding backrest. Passengers found the backrest to be useful, though not as comfortable as the one on the HarleyDavidson.

Overall fit and finish of the Yamaha accessories was excellent. The gray paint perfectly matched the paint on the Yamaha’s tank and sidecovers and there were no defects in any of the accessories. A major complaint, however, is that the locking lid on the fairing, the saddlebag locks and the top box lock all use different keys and none of the keys are the same as that of the motorcycle. Surely the customer who orders a touring package complete from the factory should get fewer than four different keys with which to lock his motorcycle.

The package sells for $907.45. not including the $149.95 top box. Bi