2009 Johnny Pag BarHog Review  |  Johnny Pag Spyder 300 Review

2009 Johnny Pag BarHog

Following up on the successful release of their first-year offering in 2008, the Spyder 300 (reviewed in the Jan./Feb. 2009 issue), Johnny Pag has fleshed out their offerings in Canada with three new models. Now available are the naked sport FX-3, ProStreet, and as tested here, the BarHog.

Like the Spyder 300, the first thing that hits the viewer is styling that sets the BarHog apart from anything else offered on the market. In this case, Johnny Pag has gone for the look of a stripped-down bobber with hardtail frame.

The BarHog relies on the running gear and many components that are found on its brother bike, the Spyder. The same dual-carbureted, OHC 270 cc liquid-cooled parallel twin provides power; if anything, it felt peppier in this version due to improved breathing. The BarHog comes standard with a pod-type air filter rather than the more restrictive air box found on the Spyder. The Limited Edition version that I rode also had a louder bark, as it was accessorized with optional free-flow exhaust.

Spec sheets don’t show an increase on the claimed 24-crankshaft horsepower of the Spyder, but the motor seemed to have noticeably more game when pulling away. Keeping up with traffic was easy, and even highway travel saw the BarHog cruise along smoothly at an indicated 120 km/h with reserve available.

The improved breathing does take a toll on fuel economy with a slight reduction to a still-excellent 4 L/100 km (69.6 mpg) versus the impressive 3.6 L/100 km (78 mpg) posted by the Spyder we rode last year. The smaller 8.4 litre (1.85 gallon) tank, which complements the bobber styling, should offer a little over 200 kilometres of travel making this more of an around-town bomber.

Of course, the reputation of a firm ride offered by the rigid frame will make some think twice about rides of any distance, but the sprung and damped seat actually works very well to isolate the rider, and most shock is absorbed. On very bumpy side roads, the chassis did tend to feel quite lively, but even in these conditions the seat coped well, providing a reasonably comfortable ride. The BarHog isn’t intended as a luxury tourer by any stretch of the imagination, but trips of 100 km are quite manageable.

In the braking department, the BarHog comes standard with equipment one would expect to find on much larger and more expensive mounts with twin discs up front, single out back, squeezed by dual-piston calipers and steel-braided lines all around. Feel at the lever is good and the system performs well to bring this lightweight 163.3 kg (360 lb.) to a rapid halt. The rear brake is quite powerful and can be a bit sensitive, tending to lock up if the rider is over exuberant.

To make sure that the bike is as individual as its owner, a full range of custom accessories such as billet pieces, exhaust, seats, mirrors and handlebars are available from Johnny Pag dealers.

Though aimed at any motorcyclist looking for an affordable, economical and fun ride, the lightweight, low seat-height (61 cm), easy-to-ride BarHog will probably find its way onto many beginners’ short lists.

Now available at 30 dealers across Canada and weighing in with a price of $5,399, the BarHog should find many a buyer looking for a bike that stands out in a crowd.

MotorcycleMojo Magazine

Johnny Pag Spyder 300

The name Johnny Pag might be new to some in Canada, but Johnny Pag Sr. has been building custom bikes in his shop called Bikers Dream for high profile customers in Orange, California since the '70s. His son, Johnny Jr. has grown up in the shop learning the custom motorcycle trade from the ground-up. Starting at 13-years-old with a broom in his hands, he worked his way through a succession of jobs to become a custom builder in his own right. Next putting his hand to production customs in the late nineties, Johnny learned the importance of quality control and consistency.

These lessons came in handy for Johnny Jr. when sensing room in the marketplace for a stylish, economical motorcycle, he set out to work with a manufacturer in China to build motorcycles that would have a custom look at a very affordable price. In 2006, after 18-months of research and development, the air-cooled 250 cc twin-cylinder Spyder was born. Since the first model rolled off of the production line, a number of improvements and refinements have been implemented. Changes include a switch to a larger, liquid-cooled engine with improved balance tolerances for increased power and reliability, while offset triple trees were employed to increase trail, removing the tendency of the radically raked front end to ‘flop’, and improve slow speed handling.

Johnny is keenly aware of the suspicious eye cast on manufactured goods that come from China, but confidently states that his success stems from the fact that he stands behind the product that carries his name, and he works diligently to ensure complete customer satisfaction. Johnny visits the manufacturer frequently, but has also hired staff in China to work closely with the factory on day-to-day operations, ensuring that quality remains up to his standards. The Johnny Pag Spyder 300 has found a ready market and growth has been rapid with exports going to Australia, South Africa, Europe and South America. The Canadian distributor for Johnny Pag shares Johnny’s view on customer service and stocks a full range of service parts ready for quick delivery to dealers across the country. Canadian compliance of Johnny Pag motorcycles meet Transport Canada regulations and dealer deliveries of the Spyder began early in the summer of 2008.

Arriving at Stoney Creek Choppers of Dundas, Ontario, I encountered a full line-up of new Spyders in front of the store. As delivered standard with flamed paint jobs in silver, black, pink, candy blue and red, it was an impressive sight in the late Indian-summer sun. With it’s kicked out front end, the custom look and stance of my candy red ride made a great first impression. Before taking possession, I gave closer inspection to build quality. Striking a balance between a custom look and an attractive price point, some details on the Spyder could be improved upon. More attention to things like cleaning up flashing in the webs of the wheel hubs and overspray under the rear fender would enhance the appearance, but these are purely cosmetic issues that require a close look to notice.

With a stab of the electric starter, I headed out to join light, city traffic. The dual carbureted overhead cam 2-valve 270 cc parallel twin has the beans to get up to speed in town, with rapid acceleration from a stop requiring heightened revs, an initial quick slip of the clutch and stirring through the light shifting 5-speed gear box. The claimed 24-crankshaft horsepower at 6,500 rpm provided enough spunk to stay in the traffic flow on major highways showing an indicated 120 km/h on the tank-mounted speedo, with reserve power available. Vibration, while not terribly noticeable, was present at all speeds until the ‘sweet spot’ between 100 and 120 km/h was reached. At this range the motor hummed quietly, vibration virtually disappears and the mirrors, which to this point only gave a vague impression of what was behind, became clear and solid.

Stability at speed was found to be good, but at parking lot pace the 42-degree rake of this long bike made handling a bit unsettled. The large steering radius can make turning in tight spots a multi-point affair, but the light weight and low seat height, work together to make an easy job of it, giving confidence to new riders and those short of inseam. The Spyder’s long wheelbase of 185 cm (73 inches), handled pleasantly and was light and easy to toss around in the corners.

Dual disc, twin-piston hydraulic calipers up front and a hydraulic twinpiston caliper pinching the disc out back handled braking chores efficiently. The front brakes provide good feel and power, especially considering the slim 80/90 tire on 21-inch wheel, and the rear proved to be more than powerful enough to lock up the 180/60 tire on the 16-inch rim with a heavy application.

The Spyder’s custom hard tail look is actually a soft tail type design with dual adjustable shocks mounted under the bike. They offer 6.35 cm (2.5 inches) of travel and do a good job of isolating the rider from normal road irregularities, but with the limited travel, major bumps and potholes can be felt through the seat. The length of the 39 mm forks make them look willowy, complementing the chopper style, but they don’t exhibit undue flex and with 11.4 cm (4.5 inches) of travel, bumps are largely kept at bay. Ergonomics provided by the feet-forward controls combined with the wide straight bars give the correct ‘bar hopping position’, but predictably conspire to place more weight on one’s tailbone, limiting long range comfort. Having said that, I found that rides of up to an hour and a half weren’t a bother.

Gas prices might be coming back to earth for the time being, but people of my vintage will still have a hard time calling 80-cents per litre a deal. My expectations were high that with this modest displacement twin, fuel economy would be excellent and the Spyder didn’t disappoint. Without trying, I easily achieved a fuel sipping 3.62 L/100km (78 mpg) on my commute that includes highway and some rural and in-town driving. This gives a theoretical range of 435 km (275 miles) from the 15.9 litre (3.5 gallon) tank.

After a few days with the Spyder, I got used to the surprised looks on people when I told them the cost of the bike is just over $5,000. A friend who currently rides a full sized cruiser, thinking that it would be much more, made me repeat the price several times before she believed me. Getting past the price, she said that the 272 kg (600 lb) weight of her current bike is becoming difficult to handle and takes some of the joy away from riding for her. Sitting on the 163.3 kg (360 lb claimed) Spyder, she felt that she had found her new ride.

Joining the entry level market with a high level of standard features, along with the assurance of a one-year warranty, plus styling that always draws a crowd, the economical and fun to ride Johnny Pag Spyder 300 has already been finding many Canadians willing to plunk down the $5,399.00 to call one their own.

MotorcycleMojo Magazine