Quote from: koko64 on September 22, 2014, 08:30:35 PM
Na, there's something terribly rude about the Hypermotard. They're so naughty.
It's gotta be a simple air cooled V twin, light and nimble and able to do a little dirt road stuff, but able to haul ass on the highway two up.

Oh, I know, I know, I know.......

Quote from: Speeddog on September 22, 2014, 02:25:56 PM
IMO, not having done an exhaustive search....

For any serious dirt work, the Continental TKC-80 and the Heidenau Scout are all that will do the job.

Conti TKC-70, Pirelli MT-60 for light duty dirt work.

All of the rest are just tarted-up street tires, so the posers have something that says 'dual-sport'.
Like Conti Trail Attack or Pirelli Scorpion
Dunno what tires are street-legal in Oz.

Seems to me that for what the op wants to do any bike with those tires would do the job. I've ridden a lot of dirt road miles on all of my street bikes with just the road tires without problems.
Lumpyer tires just make it easier.

Quote from: SpikeC on September 23, 2014, 11:41:38 AM
I've ridden a lot of dirt road miles on all of my street bikes with just the road tires without problems.
Lumpyer tires just make it easier.

Agreed.   Knobbies are overrated...
unless of course you plan to add water, roots, rocks, etc....

All kidding aside, I'd be more curious (and concerned) about how much ON ROAD grip you give up when committing to a dual purpose tire.  The Hyper is a high performance road bike first and foremost, big brakes, capable motor. I'm guessing that the body positioning and geo of the Hyper already puts you at a favorable advantage over the monster and most other performance bike while on varied terrain.   As long as you are in dry conditions, you'd be surprised what you can get away with on DOT tires.   You've just got to be very conscious of the front end grip and only apply the front brake while upright and with with caution.  Using the Pike's Peak International Hillclimb as an example,  before they paved the entire route, record holder Gary Trachy said that running full slicks vs cut slicks produced the exact same times in timed training while in the dirt.  go figure.   Only real advise I can offer up is to protect the header pipe and under bits from the debris that the front tire is sure to kick up (regardless of tire selection),  or the random objects that you may plow over while letting the good times roll.

This guy seems to get along pretty well on a stock Hyper (starts @ 1:30)
http://youtu.be/VH_vyvVgbE4?t=1m30s

And I'd never want to give up the possibility to do THIS if the opportunity presented itself...
http://youtu.be/XiPX2mw6-Jg
(not Nicky, but one of the best examples of hand work that I've seen @ 2:15)

Then again, you may be on to something!
http://youtu.be/A0d3B7MPqUg

Whatever you decide, keep us posted.

 As far as the pavement capability of the semi-lumpy tires go, have you ever followed a good rider on a BMW GS 11** with stock tires on a curvy road? Those things can really haul ass! They are unbelievably capable.

Quote from: manwithgun on September 25, 2014, 12:09:29 AM
~~~SNIP~~~
This guy seems to get along pretty well on a stock Hyper (starts @ 1:30)
http://youtu.be/VH_vyvVgbE4?t=1m30s
~~~SNIP~~~

I must qualify this with some perspective.
That's Quentin Wilson.
I've not ridden with him, so no FHE on how fast he is, but....

He's qualified for and raced in AMA SuperSport events.
As an example, in 2003, there's this:
5. Ben Spies, Suzuki, 56.094
25. Quentin Wilson, Yamaha, 59.948

So....not your average rider.

I had the sound turned off, so I didn't hear whether he said it was stock.
But, seeing as he works for Ducati, I'd expect it's not straight off the showroom floor.
And not likely a bike he bought with his own money.

And that dirt section was pretty flippin' straight.

From my understanding of 'cut slicks', I'm not surprised there wasn't a difference at Pikes Peak.
You need lots of edges, and space between them to allow the tire to cut through any loose dirt and get a hold on the solid dirt.

Given my wife's bias towards newer vehicles and therefore corresponding larger budget, a HM1100 and spare wheels is on the cards. A mate suggested the Pipercross air filter when hitting dirt roads. Since most used HM1100s come with a DP kit of some sort, I can swap filters and wheels for adventure type holidays. I got DP throw over bags too.

A Graders make most bikes look capable. I was at a ride day many years ago when a guy was lapping Phillip Island on a Gold Wing, knee down. Hangin' off like a gibbon!

If the HM happens before the Monster hits 25 (classic reg),  I'll give the old girl a full cosmetic birthday with painted motor, repainted carbon pipes, frame and wheels. The Monster and I will grow old together!

Question.

All DS1100 cams the same?

the evo cams are bigger

Thanks Brad.

Quote from: 1.21GW on September 23, 2014, 08:40:07 AM
Agreed.  Maybe not the best option for dual-sport, but certainly the most appealing.  I mean, I can think of a dozen other bikes better for my riding/use than my M900, but I don't want them; I want my duc.

Also, this:

Is that your hyper?

Quote from: cbcanada on September 26, 2014, 01:35:31 PM
Is that your hyper?

Nah, I wish, though.  It's actually a Roland Sands custom job.  Just posted the pic to encourage koko in getting a HM.

Any real advantage of the HM evo 1100 over the HMDS1100?

I'll start a new thread for that question.