tag:blogger.com,1999:blog-40590912798991768262024-03-13T04:43:47.704-07:00Saddlerock RiderMotorcycle EnthusiastTedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.comBlogger22125tag:blogger.com,1999:blog-4059091279899176826.post-46349491164263841622014-12-25T16:56:00.000-08:002014-12-26T07:53:52.843-08:00Christmas Day RideIt's not often I get out a road bike on Christmas Day but today it happened. The forecast for sub-freezing temperatures never materialized and the sun was out all day. I rode the SV650 to the bank a couple of days ago and figured that might be it for the year 2014.<br />
<br />
I learned something about the planet we ride on today. I have always assumed that the latest sunrise and earliest sunset of the year occurred at the Winter Solstice -- the shortest day of the year. Not so. Because of the Earth's elliptical orbit around the sun, this year's earliest sunset occurred on December 10 and the latest sunrise will be on December 31st. <br />
<br />
As often happens these days, we celebrated Christmas early as kids, grand-kids and brothers could massage their calendars for a trip to Wenatchee. This left us with a quiet, relaxing day to ourselves on the 25th. I started the day by smoking and cooking a couple of pounds of bacon on the Traeger grill. Bacon is always a good way to start out the day. Christmas deserves a special breakfast even if it's just us two at home. For me, that means waffles, fried eggs and bacon. I took Vicki's plate in to her for breakfast in bed while I ate mine out on the deck in the morning sun. It felt good to be out in the sun without a coat but the metal chair was cold.<br />
<br />
We opened our gifts and put gadgets together. I felt a bit tired after all that breakfast wrangling so I did a little sunbathing on the guest bed with the low-angle rays streaming in. Sleep soon overcame me and I took a rare late-morning nap. It's Christmas! I can do what I want.<br />
<br />
After a spell in the hot tub I was ready to do something. I think a day like this calls for a bike ride. Don't you? The thermometer read 47 degrees so I put on my ski bibs, Polar Tex gloves and neck warmer. The Tiger 800 was soon warmed up and down the canyon we rode.<br />
<br />
The bike's ambient-air thermometer read 50° as we glided down Crawford Street and over the bridge to the east side. At this point the sun-drenched road up Badger Mountain was looking inviting. The closer I got the more I thought I might just ride on up over the crest. When I reached the plateau the temp was down to 35 so I wheeled around and headed back down. I rode through Fancher Heights where it was reading 45° and then on down over the new Eastmont bridge and across to Olds Station. Even at highway speed, having the sun saturate my clothes makes a noticeable difference.<br />
<br />
Still feeling good and warm, I rode up Birch Mt. Road and over Rolling Hills to Crestview. A lot of new houses have gone up in that area. I hit Lower Sunnyslope Road and rode over Chatham Hill and then southward across Wenatchee to home in the canyon. Remarkably, my hands were never tempted to switch on the heated grips.<br />
<br />
It was not a long ride but on Christmas Day in the brilliant sunshine it felt like real luxury.Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com0tag:blogger.com,1999:blog-4059091279899176826.post-23767413852401578032014-07-24T23:16:00.000-07:002014-07-24T23:32:21.141-07:00Laguna Seca<div class="separator" style="clear: both; text-align: center;">
<a href="http://3.bp.blogspot.com/-GPkEYwWX5Ec/U9HbP4RyF-I/AAAAAAAABNA/ilWivfsVYeY/s1600/Leguna+Seca+aerial.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-GPkEYwWX5Ec/U9HbP4RyF-I/AAAAAAAABNA/ilWivfsVYeY/s1600/Leguna+Seca+aerial.jpg" height="425" width="640" /></a></div>
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Laguna Seca Raceway -- Monterey, California</h3>
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I have been to Laguna Seca Raceway many times to take in the
spectacle of world-championship motorcycle racing. The first trip was in 1994
when my friend, Dave, and I flew down to watch the Grand Prix of the United States.
These were 500c.c. and 250c.c. two-strokes during the era of “black art” engine
tuning. The 250s were ridden by the up-and-comers like Max Biaggi and Loris
Capirossi. I brought home a large poster of Max doing a wheelie in his black
Aprilia and still have it hanging on my office wall. The 3-time 500c.c. World Champion,
Wayne Rainey had been permanently injured the year before and Kevin Schwantz
had taken his place as Number One. I was hoping to see Schwantz race but he had
been injured earlier and retired as the reigning champion. This marked the
beginning of Mick Doohan’s 5-year dominance.</div>
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<br /></div>
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While I was rooting for American, John Kocinski, riding a
Cagiva, it was Luca Cadalora who won the race. I will never forget the first
time I stood alongside the track between turns 4 and 5 and experienced the
speed and ear-splitting, raucous cacophony of the 500s under full throttle. My
body reacted as if it was under attack and my heart rhythm seemed to be upset.
I loved it!<br />
<br />
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<a href="http://www.examiner.com/images/blog/wysiwyg/image/Valentino_Rossi_Laguna_Seca_turn_8_composite_590.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.examiner.com/images/blog/wysiwyg/image/Valentino_Rossi_Laguna_Seca_turn_8_composite_590.JPG" height="248" width="400" /></a></div>
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Laguna's Famous Corkscrew<br />
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Grand Prix racing in America was halted with that 1994
race. In the succeeding years it was World Superbike and AMA Superbike that
came to Laguna Seca. <span style="mso-spacerun: yes;"> </span>As I was riding a
Ducati at the time, I was following keenly the production-based race series.
Champions like Doug Polin, Scott Russell, Carl Fogarty, Troy Corser and Troy
Bayliss all came to Laguna and I was there several times to watch them.</div>
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We often spent Saturday night on Cannery Row and strolled up
and down the street that was packed end-to-end with interesting bikes. One
night, Dan Gurney was there with one of his Alligator recumbent motorcycles.
Another time, I met the curator of the Monterey Aquarium who had a Ducati 907
like mine. He had us come back on Monday morning and gave us a free back-room
tour of the aquarium and then let us out front to see the public exhibits.<br />
<br />
<br />
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<a href="http://3.bp.blogspot.com/-haZIvAAXoRg/U9Hn7quEK3I/AAAAAAAABNo/fMmpETg3ecM/s1600/motogp-catalunya.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-haZIvAAXoRg/U9Hn7quEK3I/AAAAAAAABNo/fMmpETg3ecM/s1600/motogp-catalunya.jpg" height="279" width="320" /></a></div>
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My favorite Laguna year would have to be 2005. The 2-strokes
had been replaced by 1090c.c. 4-strokes in 2002. These bikes were torque
monsters not much more manageable than the high-strung 2-strokes. Most were
4-cylinder motors but Aprilia had tried a triple and Honda was using 5 cylinders.
I had read about the wild sound of these completely unmuffled monsters and was
dying to hear them for myself. When Laguna was put on the calendar for 2005 I
planned my trip.</div>
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We had just bought a new Mazda 3 and made a road trip of it,
stopping at my wife’s class reunion in Ely Nevada. My son, Heath, who was in the Army
and stationed in Virginia, flew out and we picked him up at the San Jose airport. As
usual, we got a motel in Salinas
for the weekend. The motels there are much cheaper than in Monterey.</div>
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<a href="http://images6.fanpop.com/image/photos/32200000/sweet-Vale-3-valentino-rossi-32233943-250-341.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://images6.fanpop.com/image/photos/32200000/sweet-Vale-3-valentino-rossi-32233943-250-341.jpg" height="320" width="234" /></a></div>
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Valentino Rossi</div>
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Italian racer, Valentino Rossi, had won the 4 previous
championships and was well on his way to a 5<sup>th</sup>. <span style="mso-spacerun: yes;"> </span>American riders, Nicky Hayden and Collin
Edwards were doing well and really gave us someone to root for.<br />
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<a href="http://1.bp.blogspot.com/-G9NZKu-dwmU/U9Hs8Xl2oCI/AAAAAAAABN4/1P1oL0WDytk/s1600/Nicky+Hayden.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-G9NZKu-dwmU/U9Hs8Xl2oCI/AAAAAAAABN4/1P1oL0WDytk/s1600/Nicky+Hayden.jpg" height="218" width="320" /></a></div>
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Nicky Hayden</div>
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Arriving at the track, I stood at the same fence where I had
watched the 500s blast past 11 years earlier. I was not disappointed by the
incredible sound made by the 1090s. Extremely loud and fast! I love it. They
did not sound at all like production 4-strokes. They sounded like angry bumble
bees about to go super-sonic.<br />
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This was before the economy took a dive and Laguna was a
huge event with endless vender tents and lots of extra entertainment. Jeff
Arron was there to demonstrate his Trials-riding skills and stunt riders were
showing off on the front straight. Supercross jumpers were hanging off the rear
fenders 30 feet in the air. Ducati
Island was full of
gorgeous bikes, new and old. <span style="mso-spacerun: yes;"> </span>An F-16
even did a fly-by. I thought it just couldn’t get any better but it did.</div>
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We had met Nicky Hayden at Laguna when he was just a kid
moving up to AMA Superbike. I had also rubbed shoulders with Collin
Edwards and seen him race many times. The man they had to beat was Valentino,
who seemed nearly invincible and was worshipped as a kind of motorsports god
around the world. Listening to the PA announcer during practice and qualifying,
we were getting good news about Nicky’s fast times. He was putting his local
experience to good use, but could he stand the pressure of the aggressive
Italian in the heat of battle?</div>
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Watching Rossi chase Hayden and Edwards, unsuccessfully, to
the finish line was just the greatest sports moment for me since Phil and Steve
Mahre won Gold and Silver in the 1984 Olympics. In fact, it was so much better
because this was my favorite sport and I was there to see it. Nicky came back
around to the grandstand and called for his dad, Earl, to climb on the back of
the bike with him as he took his victory lap, holding the American flag. The
crowd went wild. I have since met Earl and his wife. What a great American
racing family. This win gave Nicky a real confidence boost and he went on to become world champion the following year.<br />
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<div class="separator" style="clear: both; text-align: center;">
<a href="http://2.bp.blogspot.com/-BLEqZKiiB1g/U9HxYgBrvkI/AAAAAAAABOQ/-trmfko3ho4/s1600/100_1098.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-BLEqZKiiB1g/U9HxYgBrvkI/AAAAAAAABOQ/-trmfko3ho4/s1600/100_1098.JPG" height="298" width="400" /></a></div>
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Earl and Nicky Celebrate </div>
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Other than that one trip by car, I had always flown down for
the races. In 2009 I had a Concours 1000 and a Ducati Multistrada in the garage
and decided I’d rather pack a couple thousand miles on the old Connie with a
bike trip to Laguna. I mounted up with my friends, Steve and Doug and headed
for Weed, CA for the night, and then on to Salinas the second night. We had another
great weekend at the races. My cousin Darrell had ridden down separately from Spokane and joined us at
the track.</div>
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By then, Rossi had stiff competition in the persons of two
Spaniards, Dani Pedrosa and Jorge Lorenzo, in the contest for the championship.
These three were so dominant they had been called The Three Aliens, as if
super-human beings from another planet. The races were again marvelous and
Pedrosa took home the trophy. Nicky Hayden managed a 4<sup>th-</sup>place
finish.<br />
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<div class="separator" style="clear: both; text-align: center;">
<a href="http://3.bp.blogspot.com/-yB52p3d5PDw/U9H1kDFj33I/AAAAAAAABOY/33Uki2tyxQk/s1600/100_0941.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-yB52p3d5PDw/U9H1kDFj33I/AAAAAAAABOY/33Uki2tyxQk/s1600/100_0941.JPG" height="298" width="400" /></a></div>
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Ducati Island</div>
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We decided to take the scenic route home, taking Highway 1
north of the Bay Area, through Fort
Bragg and joining Highway
101 at Leggett. This is where I began to regret bringing the Connie instead of
the Ducati. I didn’t know which was more spectacular, the seacoast scenery or
the luscious curves of the road. The last stretch of Highway 1 running from the
coast inland to Leggett was simply the best motorcycle road I had ever ridden.
I’ve been hankering to get back there ever since.</div>
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We continued up the Oregon
coast and met Heath riding down from Corvallis
to meet us and lead us back to his home there. I was impressed with the road
from Waldport heading inland, and a little-used country lane twisting through
dense forest to Alpine, Oregon.
Heath let me ride his Aprilia Tuono there. Wow!</div>
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<br /></div>
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The final day of the trip, Steve took us through the Gifford
Pinchot National Forrest on FR 25 to Randle. This was another road I knew I had
to get back to on a sportier bike.</div>
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<br /></div>
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Riding a motorcycle to a motorcycle race is always going to
be the preferred method of travel. No mater how you get to Laguna for world-championship
racing it is going to be great fun, but I knew I was bound to get back there
again on two wheels. Doug and I have been thinking about a return trip pretty
much nonstop since 2009. 2014 was the year to make it happen. To be continued…</div>
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<br />Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com0tag:blogger.com,1999:blog-4059091279899176826.post-84750264234495647722014-03-03T22:56:00.000-08:002014-12-26T08:10:32.798-08:00To Beak, or Not to Beak?<!--[if !mso]>
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<a href="https://gkaplanphotography.files.wordpress.com/2013/10/ducks-week-21-gary-kaplan-5.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://gkaplanphotography.files.wordpress.com/2013/10/ducks-week-21-gary-kaplan-5.jpg" width="320" /></a></div>
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<br />
Adventure bikes: What are they? They are very popular, for one thing. I ride one myself. Many a magazine article is being written testing them, describing them, and attempting to define the category. The manufacturers must think we need a little help in recognizing one when we see it. The so-called "beak”, hanging elevated over the front wheel of
a road-going motorcycle having some off-road aspirations (real or
pretended) has become fairly ubiquitous in what we call the Adventure
category. I have always associated them with the BMW GS models but we
now find them on many Adventure bikes, including Suzuki’s latest version of the
V-Strom 1000 -- a model obviously intended to stay on the tarmac 99% of the time.<br />
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<a href="http://www.cycleworld.com/wp-content/uploads/2013/10/2014-Suzuki-V-Strom-1000-ABS_action_9-590x393.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.cycleworld.com/wp-content/uploads/2013/10/2014-Suzuki-V-Strom-1000-ABS_action_9-590x393.jpg" height="213" width="320" /></a></div>
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The question naturally arises: Why a beak? Does it perform any function? I have long marveled at these appendages which add weight and complexity (albeit small) to a motorcycle but appear to have no useful purpose.<br />
<br />
When originally employed on the BMW 1100GS “oil head” model,
the beak was said to be useful in directing fresh air through the oil cooler
mounted under the headlight.<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="http://www.horizonsunlimited.com/hubb/attachments/travel-bikes-for-sale-wanted/3961d1286785765-bmw-r1150gs-adventure-nottingham-uk-img_0046.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.horizonsunlimited.com/hubb/attachments/travel-bikes-for-sale-wanted/3961d1286785765-bmw-r1150gs-adventure-nottingham-uk-img_0046.jpg" height="320" width="255" /></a></div>
<br />
But since then they seem to have become little
more than a styling cue to identify a model as being adventurous.</div>
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What I did not know until reading a recent magazine article
is that the beak first appeared on a Suzuki back in 1987, that being the DR
BIG 750. These monster singles were popular in Europe and later enlarged to 779cc in the DR 800.</div>
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<a href="http://www.suzukicycles.org/photos/suzuki-history/1988/1988_DR750-Big_red_800.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.suzukicycles.org/photos/suzuki-history/1988/1988_DR750-Big_red_800.jpg" height="257" width="400" /></a></div>
Notice the wheel-hugging front fender. Unlike the DR650, the BIG was obviously not serious about navigating thick mud. So, why the long face?<br />
<br /></div>
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For the origins we need to go back to
see where Suzuki’s inspiration came from. That being their own factory racers
built to contest the Paris – Dakar rally. These custom race bikes have
typically had fairings not found on production models. They punch a big hole in the air because of their huge fuel tanks and tall rack of navigation equipment. We can see an
effort to streamline the front of these race bikes using a clear lens over the
headlights and blending it with the windscreen. The DR BIG appears to pay homage to the racer with a non-functional beak.</div>
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<a href="http://www.suzukicycles.org/photos/DR-series/DR-Big/1992_DR-Big_Paris-Dakar_800.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><br /><img border="0" src="http://www.suzukicycles.org/photos/DR-series/DR-Big/1992_DR-Big_Paris-Dakar_800.jpg" height="257" width="400" /></a></div>
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The Suzuki DR-Z racers</div>
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BMW’s 1000GS “airhead” of the time could be had with either a high-mounted dirtbike fender or the wheel-hugging, road-oriented fender -- but no beak.</div>
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<a href="http://www.mecatig-vattier.com/BMW_100GS_Y_inox_Silencieux_homologue_ref0113.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.mecatig-vattier.com/BMW_100GS_Y_inox_Silencieux_homologue_ref0113.jpg" height="240" width="320" /></a></div>
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It was the 1994 1100GS that gave us the enormous proboscis.</div>
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<a href="http://fc02.deviantart.net/fs70/i/2011/167/9/6/bmw_r1100gs_by_cmdpirxii-d3j1yqo.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://fc02.deviantart.net/fs70/i/2011/167/9/6/bmw_r1100gs_by_cmdpirxii-d3j1yqo.jpg" height="275" width="400" /></a></div>
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Notice the smaller front wheel - better for street use.</div>
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<a href="http://photos.imageevent.com/motorbiker/newspics3/Dakar-2004-BMW.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://photos.imageevent.com/motorbiker/newspics3/Dakar-2004-BMW.jpg" height="246" width="320" /></a></div>
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Here, a Dakar racer from 2004 has a high fender but no beak.<span style="text-align: left;">We do see a visual resemblance, however. </span></div>
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<span style="text-align: left;">The beak may be used on Adventure bikes to suggest a high dirtbike fender while the real fender does the dirty work for street duty where most of these bikes actually spend their time.</span></div>
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<a href="http://www.motorcyclemojo.com/wp-content/uploads/2013/08/12-Honda-CB500X-Motorcycle-Mojo-SeptOct2013.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.motorcyclemojo.com/wp-content/uploads/2013/08/12-Honda-CB500X-Motorcycle-Mojo-SeptOct2013.jpg" height="266" width="400" /></a></div>
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<span style="text-align: left;">Honda CB500X -- The mini-beak offers a whiff of adventure</span></div>
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Amazingly, there are adventure bikes that get along somehow without a beak -- like the original adventure bike that started it all. A high fender wanted no beak.</div>
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<a href="http://motorbike-search-engine.co.uk/classic-bikes-2/r-80gs.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://motorbike-search-engine.co.uk/classic-bikes-2/r-80gs.jpg" height="199" width="320" /></a></div>
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BMW R80G/S</div>
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This GS owner thought his 1100 might look better without the duck bill.</div>
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<a href="http://databikes.com/imgs/a/a/m/m/k/bmw__r_1100_gs_hu_possibly_new_21inch_old_barter__7_bmw_1994_1_lgw.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://databikes.com/imgs/a/a/m/m/k/bmw__r_1100_gs_hu_possibly_new_21inch_old_barter__7_bmw_1994_1_lgw.jpg" height="240" width="320" /></a></div>
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KTM has never felt the need for the attachment. Here is their latest -- and quite a handsome bike to my eye.</div>
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<a href="http://www.motorcycle.com/blog/wp-content/uploads/2013/09/2013-KTM-1190-Adventure-R-Misc-044.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.motorcycle.com/blog/wp-content/uploads/2013/09/2013-KTM-1190-Adventure-R-Misc-044.jpg" height="392" width="640" /></a></div>
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KTM 1190 Adventure</div>
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Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com2tag:blogger.com,1999:blog-4059091279899176826.post-72545364530241008002012-12-04T00:36:00.000-08:002012-12-04T01:00:11.548-08:00Whitey "Hacksaw" Hartman<div class="separator" style="clear: both; text-align: center;">
<a href="http://1.bp.blogspot.com/-vtf8_pLhi0w/UL1tvGdKWRI/AAAAAAAABH8/ePHlBtLQ7Kg/s1600/P1070719.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-vtf8_pLhi0w/UL1tvGdKWRI/AAAAAAAABH8/ePHlBtLQ7Kg/s1600/P1070719.JPG" height="480" width="640" /></a></div>
Host of the <i>Après-Ride Watermelon Bust</i> - the illustrious Mr. Hartman<br />
<br />
Great Uncle to my kids, Whitey is a most exceptional individual and my
cherished friend. He is more than 80 years old now and still riding
motorcycles.<br />
<br />
Whitey "Hacksaw" Hartman:<br />
"I've won over one hundred trophies but I've never been a racer. I never thought I had to beat the other guy. If I see a guy wants to overtake me, I say 'go ahead, live it up.' Either you are better than me or you think you are. If you're better than me you deserve to be out front. If you think you are, I'll pass your wreckage along the way."<br />
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<a href="http://2.bp.blogspot.com/-XjWlMIG2VXg/UL2PzU14BQI/AAAAAAAABKY/43rIiL6HLbg/s1600/P1070678.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-XjWlMIG2VXg/UL2PzU14BQI/AAAAAAAABKY/43rIiL6HLbg/s1600/P1070678.JPG" height="300" width="400" /></a></div>
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Whitey thought it would be fun to enter the cross-country motorcycle race at Orfino, Idaho at the age of 80 — and do it riding the very Sachs Hercules he won that race on 50 years earlier. He didn't win this time around but if you look carefully at the above photo you see that the octogenarian is, in very fact, passing someone's wreckage. Needless to say, the man is my hero.<br />
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<a href="http://2.bp.blogspot.com/-w47TQ-lRXco/UL2Bt-HvfwI/AAAAAAAABJs/6jWPXBLby1o/s1600/P1050344.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-w47TQ-lRXco/UL2Bt-HvfwI/AAAAAAAABJs/6jWPXBLby1o/s1600/P1050344.JPG" height="480" width="640" /></a></div>
Visitor parking at Whitey's house.<br />
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<a href="http://2.bp.blogspot.com/-KJZ74zFx3nU/UL2E-fNZQWI/AAAAAAAABKA/XMkoPu5LGcc/s1600/P1050370.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-KJZ74zFx3nU/UL2E-fNZQWI/AAAAAAAABKA/XMkoPu5LGcc/s1600/P1050370.JPG" height="480" width="640" /></a></div>
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No, he is not listening to Snoop Dogg, Pink Floyd, Glen Miller or Vivaldi on his ever-present headphones. His hearing is all but gone so he uses a pocket amplifier and mic to pick up voice transmissions.<br />
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<a href="http://1.bp.blogspot.com/-1G4lhLL2goM/UL2YlqmjI_I/AAAAAAAABKw/XprqtRTSRzU/s1600/P1070683.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-1G4lhLL2goM/UL2YlqmjI_I/AAAAAAAABKw/XprqtRTSRzU/s1600/P1070683.JPG" height="300" width="400" /></a></div>
The lovely Suzie agrees to be interviewed<br />
Whitey: "Do you trust me to lead this group ride down into the extremely treacherous Grand Ronde River Valley, on the gravel-strewn road they call <i>The Rattlesnake</i>."<br />
Suzie: "Ah. Well. Ah."<br />
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<a href="http://4.bp.blogspot.com/-zir5cNahg0Q/UL2qMAENZkI/AAAAAAAABLI/iCI7yoYg0AE/s1600/P1070702.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://4.bp.blogspot.com/-zir5cNahg0Q/UL2qMAENZkI/AAAAAAAABLI/iCI7yoYg0AE/s1600/P1070702.JPG" height="293" width="400" /></a></div>
This is classic. After successfully leading a bunch of power-mad muscle-bikers down the treacherous switchbacks, guess who gets stopped for speeding on the only safe stretch of road. Your man in blue is there to save us from ourselves should we dip into unsafe velocities above 35-mph. Hooligan Hartman gets a vigorous talkin-to. He could almost hear what the flapping lips were saying after donning the headphones. Give me a break, buddy! And how about that nice family in the mini-van I saw caught in your money-grubbing snare on our way back home.<br />
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<a href="http://2.bp.blogspot.com/-9-5Dn0vKvGE/UL2achXdkZI/AAAAAAAABK4/7YcZRrbAH28/s1600/P1070696.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-9-5Dn0vKvGE/UL2achXdkZI/AAAAAAAABK4/7YcZRrbAH28/s1600/P1070696.JPG" height="300" width="400" /></a></div>
Hacksaw at speed. Astride his beloved Yamaha 225, he's going so fast I couldn't keep him in the frame. Truthfully, he is more interested in grace on two wheels than speed or power.<br />
"Most of my life I have always ridden the lightest bike I could get by with, rather than the fastest." <br />
"I choose itty-bitty bikes but choose really twisty twisties to enjoy them on."<br />
"Rather than compare myself to others, as one would while racing, I concerned myself only with enjoying riding near the peak of my own talents, just for the fun of it."<br />
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As a young man, he once rode a Yamaguchi 55 (forefather of the Hodaka) from Cheyenne, Wyoming to Sacramento, CA.<br />
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He claims to have owned over 250 motorcycles and I can't imagine how any
of them escaped modification. I have personally seen him completely
change the ergonomics and steering geometry of a motorcycle in less time
than it would take me to repair a couple of flat tires.<br />
Another time, we were changing wheel sizes on a bike and needed longer spokes to fit the new 21" rim. Whitey walks over to a group of drawers containing spokes of various lengths. He sized them up visually, grabbed a handful and said: "These ought to be about right." They were exactly the right length. <br />
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<a href="http://2.bp.blogspot.com/-jkOB-ayq_FA/UL2whTy-YhI/AAAAAAAABLY/IGZCp80MSUM/s1600/100_1820.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-jkOB-ayq_FA/UL2whTy-YhI/AAAAAAAABLY/IGZCp80MSUM/s1600/100_1820.JPG" height="476" width="640" /></a></div>
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<a href="http://2.bp.blogspot.com/-x_mPt2l_Zh8/UL1w7_hjecI/AAAAAAAABIM/tz7ig7tMNbY/s1600/P1050393.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-x_mPt2l_Zh8/UL1w7_hjecI/AAAAAAAABIM/tz7ig7tMNbY/s1600/P1050393.JPG" height="480" width="640" /></a></div>
A Yamaguchi 55 is transformed into a tiddler trials bike named Li'l Ballerina <br />
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<a href="http://3.bp.blogspot.com/-QGi0Fei1jp4/UL1-2QeUn9I/AAAAAAAABJc/oyI7f-QC1CI/s1600/P1050397.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-QGi0Fei1jp4/UL1-2QeUn9I/AAAAAAAABJc/oyI7f-QC1CI/s1600/P1050397.JPG" height="300" width="400" /></a></div>
Grand Nephew, Heath, goes for a backyard putt and "cleans the section."<br />
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I think of him as a bit of a mechanical genius as well as a tireless
improver of his little corner of the world. Nearly everything he comes
in contact with that could possibly be considered a machine gets the
Whitey Touch — improved for his personal use. Even the keys in his
pocket are modified for less bulk. A chair is his machine for sitting. A
shoe is his machine for walking — it gets modified. His workshop is full
of innovative tools he has reworked or made from scratch. <br />
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<a href="http://1.bp.blogspot.com/-y62zR9x8hFQ/UL18RGf0wdI/AAAAAAAABJM/ZrhDOm6MLTk/s1600/P1050387.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-y62zR9x8hFQ/UL18RGf0wdI/AAAAAAAABJM/ZrhDOm6MLTk/s1600/P1050387.JPG" height="300" width="400" /></a></div>
A wheel truing jig, made from fork tubes, triple trees and a few adapted parts<br />
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<a href="http://3.bp.blogspot.com/-KFktQo5Jgt4/UL1yEohlM7I/AAAAAAAABIY/hlMgjCnOVc0/s1600/P1050384.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-KFktQo5Jgt4/UL1yEohlM7I/AAAAAAAABIY/hlMgjCnOVc0/s1600/P1050384.JPG" height="240" width="320" /></a></div>
A shop chair gets Whitey-ized.<br />
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<a href="http://4.bp.blogspot.com/-PPp3mlRtSFs/UL1y5TCZBnI/AAAAAAAABIg/6qIiOOtXCjc/s1600/P1050377.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://4.bp.blogspot.com/-PPp3mlRtSFs/UL1y5TCZBnI/AAAAAAAABIg/6qIiOOtXCjc/s1600/P1050377.JPG" height="240" width="320" /></a></div>
Why not apply the same magic to the kitchen chairs<br />
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<a href="http://4.bp.blogspot.com/-nVZxe3dd7Ro/UL2Ckg-TArI/AAAAAAAABJ4/deO8ZhBjjJE/s1600/P1050375.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://4.bp.blogspot.com/-nVZxe3dd7Ro/UL2Ckg-TArI/AAAAAAAABJ4/deO8ZhBjjJE/s1600/P1050375.JPG" height="300" width="400" /></a></div>
Even the toilet gets appropriate modification.<br />
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I wonder if Whitey might have worked as an elf in Santa's workshop?<br />
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<a href="http://4.bp.blogspot.com/-2fmT58YwRA0/UL10AaCe-UI/AAAAAAAABIo/5Xu47VVgnpI/s1600/P1050378.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://4.bp.blogspot.com/-2fmT58YwRA0/UL10AaCe-UI/AAAAAAAABIo/5Xu47VVgnpI/s1600/P1050378.JPG" height="480" width="640" /></a></div>
Upper left is a copy of a German Unimog truck that Whitey whipped up in sheet metal.<br />
The crawler tractors run on moving chains.<br />
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<a href="http://4.bp.blogspot.com/-_I4luy6KDYo/UL11j_KvPmI/AAAAAAAABIw/634a8u9C69g/s1600/P1050379.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://4.bp.blogspot.com/-_I4luy6KDYo/UL11j_KvPmI/AAAAAAAABIw/634a8u9C69g/s1600/P1050379.JPG" height="480" width="640" /></a></div>
Let's see. Today, I think I'll fabricate an entire orchestra out of sheet metal and wire.<br />
I'll call it the <b><i>Ill Harmonic</i></b>.<br />
Too bad you can't see all the fun details (like the conductor's wild hair) in this photo. <br />
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<a href="http://1.bp.blogspot.com/-UmYv27t9KjE/UL15zodi3iI/AAAAAAAABJE/r_uCibmAz2E/s1600/P1050381.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-UmYv27t9KjE/UL15zodi3iI/AAAAAAAABJE/r_uCibmAz2E/s1600/P1050381.JPG" height="480" width="640" /></a></div>
<i><b> Note To Self</b></i> on Whitey's bulletin board<br />
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<br />Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com0tag:blogger.com,1999:blog-4059091279899176826.post-51982541840871631642012-11-27T12:54:00.000-08:002014-12-26T08:33:07.838-08:00Tiger Luggage Options<!--[if gte mso 9]><xml>
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SOFT-LUGGAGE</div>
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Those who rode with me on overnight trips this summer may
remember that I was using some smallish, black soft-luggage that I have used
for years on various bikes. These were made of pack-cloth nylon and were not
waterproof. They came with slip-on rain covers that always made me nervous as
they flapped in the wind. While riding in a heavy downpour near Coeur d'Alene this
summer, one of the covers finally blew off on the freeway and was gone. I
needed a better luggage solution. </div>
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THE COATS</div>
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I have a bulky, armored coat for cool-weather riding and a
mesh jacket for hot weather. We often encounter both on these summer trips
where morning rides over a mountain pass can see temps down close to freezing
while afternoon temps on the same day could reach 90. In the past I would often
leave my heavy coat at home for mid-summer rides and layer-up with my heated
jacket-liner and PVC rain gear if things got really cold. I often wished I
could take both jackets but had no way to carry the big one in my minimalist
luggage while wearing the small one. I needed a better solution.<br />
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SADDLEBAGS</div>
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Last Spring, while I was considering the possible purchase
of the Triumph Tiger 800, I investigated the available luggage options for that
model. A problem with most of these Adventure-type motorcycles is the
protrusion of the high-mounted muffler into the space we would like to use for
saddlebags. I could either buy hard bags mounted wide enough to clear the
muffler or buy a more expensive set with a reduced-capacity, right-side bag
formed to clear the muffler. The wide-mount solution is so absurdly wide that I
find it unacceptable on a skinny little bike like the Tiger. The total
assemblage ends up being wider than any full-dress touring bike. The expensive
bags, on the other hand, are still pretty wide, as well as grinding against my
sense of economy. There must be another solution.</div>
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<a href="http://www.jesseluggage.com/images/10inchODYIITriumph.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.jesseluggage.com/images/10inchODYIITriumph.jpg" height="237" width="320" /></a></div>
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<a href="http://www.motorradgarage.com.au/image/cache/data/SW-Motech/Side%20Carriers/Triumph/Tiger%20800&XC%204-528x429.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.motorradgarage.com.au/image/cache/data/SW-Motech/Side%20Carriers/Triumph/Tiger%20800&XC%204-528x429.jpg" height="260" width="320" /></a></div>
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TAIL CASES</div>
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On our group rides I have noticed how handy a tail-mounted
hard-case can be as we make a quick stop along the road. They are waterproof,
hold their shape, and make it so easy to access a map, water bottle and snack,
or a change of gloves. You could put a bag of fragile potato chips in there
without fear of them being reduced to crumbs. I swear one of my friends had
half a mini-mart in snack foods in his. Unlike some of my riding buddies, I
like to pack pretty light. This is especially true when I have chosen a
motorcycle for its lightness and sprightly handling. The problem I saw with the
tail case is that its high, rear-mounted placement is the worst place to carry
much weight on a motorcycle. Being so far from the rotational axis of a cornering
bike, this is the opposite of mass-centralization and not conducive to nimble
handling. I decided I could only give in to the convenience of a tail case if
it was small and light.</div>
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<a href="http://www.2uptouring.com/images06/Articles/00022/Concours-Tail-Trunk-Stuff-Sacks-200.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.2uptouring.com/images06/Articles/00022/Concours-Tail-Trunk-Stuff-Sacks-200.jpg" height="292" width="320" /></a></div>
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MY SOLUTION</div>
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I discovered that Coocase (sold by Twisted Throttle) makes a
small, 28-liter tail case that appears to be equal to the popular Givi products
and is considerably less expensive. It is very light and I will try to avoid
placing heavy items in it when I am going to be chasing corners. It snaps on
and off the rear rack in a flash. It doesn't look very racy but I like having
it. I've even used it occasionally to haul tools and parts on my electrical
service calls.</div>
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<a href="http://1.bp.blogspot.com/-2-cbmjetcmg/ULUfuvidwsI/AAAAAAAABHI/GOZuWQen5ck/s1600/P1080012.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-2-cbmjetcmg/ULUfuvidwsI/AAAAAAAABHI/GOZuWQen5ck/s640/P1080012.JPG" height="640" width="480" /></a></div>
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To carry my cold-weather coat while wearing the mesh jacket,
I bought a waterproof, roll-top duffel bag, of the type used on canoe trips and
such. It's big enough to hold the big coat plus a few more articles of clothing
that I don't expect to need until I get to the motel. It sits on the seat
behind me, tied down with those groovy ROK straps every motorcyclist should own.
I won't always need more capacity but when I do I can use a small, end-load
waterproof bag strapped to the left side of the bike. This seems to compliment
the muffler residing on the right side. I also have my trusty map-top magnetic
tank bag, good for holding rain gear, gloves, camera, etc.</div>
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<a href="http://4.bp.blogspot.com/-z9HCnqJ-FKo/ULUesrrtYZI/AAAAAAAABHA/oCTuS8tmbRQ/s1600/P1080009.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://4.bp.blogspot.com/-z9HCnqJ-FKo/ULUesrrtYZI/AAAAAAAABHA/oCTuS8tmbRQ/s640/P1080009.JPG" height="480" width="640" /></a></div>
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<br /></div>
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<span style="mso-spacerun: yes;"> </span>Of course these bags
are not lockable but they come inside with me overnight and can be secured with
cable locks in the unusual paranoid circumstance. The Coocase and waterproof
bags together cost less that $200, which gently massages my sense of frugality
every time I think about it. The whole package is very light and compact,
leaving my skinny little Tiger skinny still, and carving corners like a
scalpel.</div>
Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com1tag:blogger.com,1999:blog-4059091279899176826.post-18268239234351802682012-06-08T13:11:00.000-07:002012-12-01T21:06:12.889-08:00Lightning Strikes and a New Bike Apprears<br />
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<span style="color: black;">Buying used vehicles makes a lot
of sense when you’re living on a budget, but every now and then a factory-new
machine appears to have your name on it.
This kind of enticement only comes up about every 10 or 15 years for me.
It has always been a new model that hasn’t been around long enough to
accumulate on the used market. Something about it promises a significant leap
forward in styling, utility or performance. Given my passion for bikes it is
surprising that I have only been sucked into the motorcycle dealership showroom
with my pocketbook three times now in a 46-year riding career. </span><br />
<br />
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<a href="http://bringatrailer.com/wp-content/uploads/TY/viaEmail/1965_Honda_S90_For_Sale_resize.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="212" src="http://bringatrailer.com/wp-content/uploads/TY/viaEmail/1965_Honda_S90_For_Sale_resize.jpg" width="320" /></a></div>
Honda S90<span style="color: black;"> </span></div>
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<span style="color: black;">My first new bike came only one
year into that career after starting out on a Honda S90. Many hours had been
spent absorbing every visual and factual detail found in my Bultaco literature
collection. The pent-up desire for the 250 Matador was enough to make my teeth
ache. Used ones could be found but they were pretty beat up. A new one made
sense even on the tight budget of a 17-year-old kid. It was the perfect bike for me at the time
and money well spent.</span><br />
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<a href="http://www.motorcyclejournal.org/wp-content/uploads/2011/02/bultacomatadormk2x.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="http://www.motorcyclejournal.org/wp-content/uploads/2011/02/bultacomatadormk2x.jpg" width="320" /></a></div>
Bultaco Matador<span style="color: black;"> </span><br />
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<a href="http://www.midamericaauctions.com/wp-content/uploads/2011/11/bmw-r602-4-1-1546.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="http://www.midamericaauctions.com/wp-content/uploads/2011/11/bmw-r602-4-1-1546.jpg" width="320" /></a></div>
BMW R60/2<span style="color: black;"> </span></div>
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<span style="color: black;">Fast-forward a whole 24 years
before I felt flush enough to consider the luxury of a brand-new
motorcycle. By now I am 42 years old and
realizing that my youth was slipping away. After riding my BMW R-60/2 for 19
years, the “standard” street motorcycle had given way to more specialized
models like cruisers, touring rigs and sport bikes. Wanting to sample a
performance motorcycle before my body dictated otherwise I was drawn to
blood-red Ducatis with their pounding V-twin motors and torque-rich power
curves. I rode out of the dealership on
a new 1992 Ducati 907ie. Designed by the legendary Massimo Tamburini, it spoke
to me in ways that nothing on the used market did and I have never regretted
the choice.</span><br />
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<a href="http://www.statelineriders.org/images/forsale/brennan/907%20for%20sale%20001%208-09.40.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="224" src="http://www.statelineriders.org/images/forsale/brennan/907%20for%20sale%20001%208-09.40.jpg" width="320" /></a></div>
Ducati 907ie<br />
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<span style="color: black;">Twenty more years and many used
bikes came went before lightning struck again.
This time it wasn’t passion but safety that provided the impetus. I have
learned the hard way that unexpected obstacles jump out at you occasionally if
you ride a lot. If they appear while you are leaned over even slightly in a
curve you can’t afford to lock-up either wheel even momentarily. Modulating braking pressure isn’t so hard when
you have half a second to think about it. But in a panic situation hitting the
brakes is so instinctive and modern brakes so powerful that, given a limited
reaction time measured in hundredths of a second, things can go wrong before
you have time to think. The pavement is hard and your day is ruined. BMW pioneered the development of ant-lock
brakes on motorcycles in the ‘80’s and they have become fairly common on the
latest models from most every manufacturer. After last month’s run-in with a
dog I decided that I would only buy bikes that had ABS. It won’t cover every situation but it is one
less hazard and in my experience is worth insuring against. One spill saved
will more than pay for the extra expense.</span></div>
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<span style="color: black;">I’ve had multiple bikes in recent
years, each one especially good for a certain kind of ride. Current favorites
in my garage include the Suzuki SV650 and Ducati Multistrada 1000. The SV is used primarily for short rides
around town and up local canyons but proved its worth last year on a 900-mile
ride over some of Washington’s
twistiest roads. I love the SV for its small size, light weight, eager, quick-revving
motor and ease of use. It may be small but the grin factor is huge.</span><br />
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<a href="http://www.suzukicycles.org/photos/SV/SV650/2000_SV650_red_side_450.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="199" src="http://www.suzukicycles.org/photos/SV/SV650/2000_SV650_red_side_450.jpg" width="320" /></a></div>
Suzuki SV650<span style="color: black;"> </span></div>
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<span style="color: black;">The Multistrada was designed to
handle the often bumpy, pot-holed mountain roads of northern Italy. We have
a few roads like that around here and they tend to be my favorites. McNeil Canyon
near Chelan, before it was “improved”, comes to mind. The Ducati’s long-travel
suspension soaks up bumps without drama and the massive low-end torque launches
the bike out of corners like a cannon. Because of its size and rangy, upright ergonomics
it is supremely comfortable on an all-day ride. But the Multi is lumpy at low
RPMs, too tall for my short legs and drastic overkill around town. As much as I
have loved both of these bikes they do not have ABS and will have to go.</span><br />
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<a href="http://1.bp.blogspot.com/-uThJ2N_Hg6M/ULrdTfbrMDI/AAAAAAAABHs/29ITOJbyiPA/s1600/P1070664.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="http://1.bp.blogspot.com/-uThJ2N_Hg6M/ULrdTfbrMDI/AAAAAAAABHs/29ITOJbyiPA/s320/P1070664.JPG" width="320" /></a></div>
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<span style="color: black;"> Multistrada 1000</span></div>
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<span style="color: black;">Reducing my stable of street-bikes
down to one or two makes a certain amount of practical sense. They take up space in my garage and require
annual renewal of license tabs and insurance policies. During winter months
they call for the constant shuffling of battery chargers. It has been
heart-warming to look over a menagerie of two-wheeled fun machines but lately I
am in the mood to simplify. The quest to find one bike that would cover most of
my pavement-riding bases began in earnest about a month ago. This kind of
pursuit is always fun. Although my first choice for a new bike might have been
the new Multistrada 1200 with ABS, it is simply too expensive. I would rather
not get that kind of money tied up in one bike, especially one that would serve
as a daily driver and errand runner.</span></div>
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<span style="color: black;">Suzuki has been selling another
650 with the same motor as found in my trusty SV. The smaller version of the original
V-Strom 1000 has developed a cult following among those who value function over
panache. Affectionately known as the <i>Wee Strom</i>, the 650 V-Strom has earned
accolades that approach the unbelievable for a budget-priced bike. Consider
these words from the Sept. 2006 issue of Cycle World: “…the V-Strom is
absolutely unreal in that regard (cornering). It lays into a corner so easily
and holds its line so effortlessly that surely the laws of physics have been suspended
and counter-steering is no longer needed. Not the case, of course, but there is
some kind of magic going on here.” I have never heard such praise lavished on a
production motorcycle.</span><br />
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<a href="http://pictures.topspeed.com/IMG/crop/201112/2012-suzuki-v-strom-650-a-7_600x0w.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="209" src="http://pictures.topspeed.com/IMG/crop/201112/2012-suzuki-v-strom-650-a-7_600x0w.jpg" width="320" /></a></div>
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Suzuki V-Strom 650<br />
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<span style="color: black;">I sought out a ride on the Wee
Strom and came away very impressed. The
steering is delightfully light and effortless.
The SV’s peppy V-twin motor is there and the whole bike is the epitome
of practicality. To make this bike even
more appealing, the new 2012 edition is improved in several significant ways,
including standard ABS. Not only that, but Suzuki was offering them at zero
down, zero percent interest. They were practically giving them away and it
seemed a shoe-in as my next bike. So why
didn’t I get one?</span></div>
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<span style="color: black;">Practicality has its place but is
of limited value in my world of hot-blooded motorcycle passion. Perusing the 2012 Motorcycle buyer’s Guide I
noticed a bike I had ridden a year earlier – the Triumph Sprint GT with
ABS. It came in dark blue – a most
enticing color. I was looking at the
Sprint with a new eye when my friend Doug suggested a trip to the Triumph/Honda
dealership in Issaquah. He had been swooning over the Honda VFR1200 and
hankering for a test ride. We noticed the Triumph Tiger 800, a new model last
year, also came with ABS. Re-absorbing
everything written about the 800, it also came to the fore as a bike in bad
need of sampling.</span></div>
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<span style="color: black;">Adventure touring is the latest
craze in motorcycling and bikes offering some pretense of off-road ability are
selling well both here and in Europe. Never
mind that most buyers never venture off the pavement, they do offer comfortable
ergonomics and real-world performance on imperfect roads. These are the very characteristics
that drew me to the Multistrada.</span></div>
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<span style="color: black;">The Tiger 800 is available in two
versions; one has a 19” front wheel and the XC comes with a 21” front and wire
spoke wheels. The XC is the one to choose if you have real off-road
aspirations, which I don’t. No way am I going to spend big bucks on a shiny new
bike and thrash it in the boonies; I have a KTM dirt bike for that. The
standard 800 (sometimes called the “roadie”) will handle a dirt road at cautious
speeds – all the adventure I anticipate.</span><br />
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<div class="separator" style="clear: both; text-align: center;">
<a href="http://0.tqn.com/d/motorcycles/1/0/3/S/0/-/triumph-tiger-800-xc-3-4-310.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://0.tqn.com/d/motorcycles/1/0/3/S/0/-/triumph-tiger-800-xc-3-4-310.jpg" /></a></div>
Triumph Tiger 800XC<span style="color: black;"> </span></div>
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<span style="color: black;">Frank, at I-90 Motorsports in Issaquah,
is an amiable salesman and not stingy with the test rides, allowing Doug and I to
take out three bikes one day last May. The Triumph Street Triple is a very fun little naked
bike in the same vein as my beloved SV but has no ABS. The Honda VFR1200 offers a frightening
amount of forward thrust in an otherwise ultra-refined package. It made me feel
drunk with power but this is not really the direction I need to go as I am
trying to slow down and protect my aging bones. It is also too heavy to serve
as my daily runabout.</span></div>
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<span style="color: black;">The Tiger 800 was such a pleasing
ride that we each rode it twice. It has
the same magical lightness-of-being as the Wee Strom but with more power, better
suspension and a more aggressive look. It was also a Triumph – a legendary British brand
that I had never owned. Although most of the bike is black, the gas tank and
front fender come in a choice of three colors: black, white and something approaching metallic
snot. White should be good. So, will it be the uber practicality of the new V-Strom
or the more sophisticated, two-wheeled British Spitfire? I don’t make these decisions impulsively and
it took a few weeks to collate all the data and impressions floating around in
my brain. </span></div>
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<span style="color: black;">I only have a few miles on my new Triumph
Tiger 800 ABS but the impressions so far are very positive. The state-of-the-art in motorcycling continues forward with every decade and the Tiger is
certainly the recipient of that progress. Compared to the bikes of yesteryear it
feels more like a gazelle than a tiger. It feels smaller and lighter that my
Multi, with a more youthful athleticism. Like mixing in a little SV with the
Ducati, it is a delicious blend of my two favorite bikes. </span></div>
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<span style="color: black;">I will know more about the comfort
after my first full day in the saddle but it feels good so far. I’ve already
ordered a new MadStad windshield system for it. The clutch pull is lighter and
mounting up easier than on my tall-horse Multi. The Tiger’s three, much smaller,
pistons run smoothly at all RPMs and pulling away from a stop is shudder-free.
Although I will miss the booming thunder of the big twin’s exhaust, I think the
easy smoothness and broad spread of power of this triple will grow on me.
Sometimes it just makes perfect sense to purchase a brand-new vehicle.</span><br />
<br /></div>
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Tiger finds a new home</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://i478.photobucket.com/albums/rr147/breezebike/P1070474.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="480" src="http://i478.photobucket.com/albums/rr147/breezebike/P1070474.jpg" width="640" /></a></div>
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Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com1tag:blogger.com,1999:blog-4059091279899176826.post-30542285898888812582011-10-12T09:15:00.000-07:002012-12-01T18:44:36.702-08:00Nine Bikes<!--[if gte mso 9]><xml> <w:worddocument> <w:view>Normal</w:View> <w:zoom>0</w:Zoom> <w:punctuationkerning/> <w:validateagainstschemas/> <w:saveifxmlinvalid>false</w:SaveIfXMLInvalid> <w:ignoremixedcontent>false</w:IgnoreMixedContent> <w:alwaysshowplaceholdertext>false</w:AlwaysShowPlaceholderText> <w:compatibility> <w:breakwrappedtables/> <w:snaptogridincell/> <w:wraptextwithpunct/> <w:useasianbreakrules/> <w:dontgrowautofit/> </w:Compatibility> <w:browserlevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:latentstyles deflockedstate="false" latentstylecount="156"> </w:LatentStyles> </xml><![endif]--><!--[if !mso]><img src="//img2.blogblog.com/img/video_object.png" style="background-color: #b2b2b2; " class="BLOGGER-object-element tr_noresize tr_placeholder" id="ieooui" data-original-id="ieooui" /> <style> st1\:*{behavior:url(#ieooui) } </style> <![endif]--><!--[if gte mso 10]> <style> /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-parent:""; mso-padding-alt:0in 5.4pt 0in 5.4pt; mso-para-margin:0in; mso-para-margin-bottom:.0001pt; mso-pagination:widow-orphan; font-size:10.0pt; font-family:"Times New Roman"; mso-ansi-language:#0400; mso-fareast-language:#0400; mso-bidi-language:#0400;} </style> <![endif]--> <br />
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People are always asking me questions about some model of motorcycle or another.<span style="mso-spacerun: yes;"> </span>There must be sign on my forehead.<span style="mso-spacerun: yes;"> </span>I have ridden quite a few over the past 4 ½ decades and I have to say that hopping on an unfamiliar bike and sampling its personality is on my short list of favorite things.<span style="mso-spacerun: yes;"> </span>A multi-day group ride with friends often affords the opportunity to try out some other bikes.<span style="mso-spacerun: yes;"> </span>Such was the case recently as I rode some of Washington’s best roads around Mount Rainier and Mount St. Helens with three other guys on four disparate sporting machines.<br />
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<span style="mso-spacerun: yes;"> </span></div>
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Some of the people inquiring about bikes are fortunate enough to be shopping for something brand-new, so what about the latest thing on the market?<span style="mso-spacerun: yes;"> </span>Finding a dealer that will allow test rides on bikes of interest is always a happy occasion and is invaluable in sorting out the differences first-hand rather than relying on magazine articles as our only source of information on the current crop being offered by the manufactures.<span style="mso-spacerun: yes;"> </span>With Seattle weather in top form in late August I decided to turn a parts run to Ducati Seattle into a bike-testing excursion with a stop at Issaquah’s I-90 Motorsports but I’ll return to that little foray later.<br />
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First I need to explain that my Multistrada 1000 was out-of-commission waiting on parts as we prepared to set out on the aforementioned group ride.<span style="mso-spacerun: yes;"> </span>I could either ride my large, slightly ponderous Concours 1000 or my sweet little corner-loving SV650 on the 900-mile, exceptionally curvaceous route we had planned.<span style="mso-spacerun: yes;"> </span>Having the option to choose the best bike for any given ride provides a lesson in determining the kind of bikes we ought to own.<span style="mso-spacerun: yes;"> </span>In this case I felt confident in trading the quiet comfort of a large fairing and windscreen for the spritely maneuverability of a light, naked run-about.<span style="mso-spacerun: yes;"> </span>If these particular roads don’t warrant it, I can hardly think of any that do.<br />
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<a href="http://www.motorstown.com/images/suzuki-sv650-08.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="http://www.motorstown.com/images/suzuki-sv650-08.jpg" width="320" /></a></div>
Suzuki SV650<br />
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Highway 25 running through the Gifford Pinchot National Forest is one of my favorite roads and the branching road to Windy Ridge, overlooking Mt. St. Helens is as good as it gets in my book.<span style="mso-spacerun: yes;"> </span>Straight sections are as scarce as hen’s teeth.<span style="mso-spacerun: yes;"> </span>The vertical undulations are punctuated by the occasional frost heave or pothole for added interest.<span style="mso-spacerun: yes;"> </span>Man, I love that kind of road!<span style="mso-spacerun: yes;"> </span>I eat it like candy – especially when I’m on the right bike.<span style="mso-spacerun: yes;"> </span>The little SV seemed pretty close to perfect.<br />
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My buddies were on a Kawi ZZR 1200, a late-model FZ1 and a Suzuki GSX650F - four-bangers all.<span style="mso-spacerun: yes;"> </span>Our route from Wenatchee began with Blewett Pass, Highway 821 along the Yakima River, Chinook Pass, Mt. Rainier National Park and on to I-5.<span style="mso-spacerun: yes;"> </span>Any bike will handle these excellent roads, but a fairly light-weight, somewhat zoomy bike will always appeal to me when the corners tighten up.<span style="mso-spacerun: yes;"> </span>It’s not necessary to take the corners at anywhere near maximum lean-angle to appreciate these qualities.<span style="mso-spacerun: yes;"> </span>A bike can transmit its “feel” even when ridden gently.<span style="mso-spacerun: yes;"> </span><br />
<br />
Kawasaki ZZR1200<br />
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<a href="http://www.motojem.com/wp-content/uploads/2011/08/Kawasaki-ZZR-1200-2002.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="221" src="http://www.motojem.com/wp-content/uploads/2011/08/Kawasaki-ZZR-1200-2002.jpg" width="320" /></a></div>
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<a href="http://images.motorcycle-usa.com/PhotoGallerys/ATL_3679.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="http://images.motorcycle-usa.com/PhotoGallerys/ATL_3679.jpg" width="320" /></a></div>
Yamaha FZ1<br /><br />
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My DR650 was made for blasting up Forest Service roads but the truth is that I always prefer to be on my EXC 450 in the dirt, no mater how well-graded the road.<span style="mso-spacerun: yes;"> </span>I guess it’s just the extra measure of control that I like.<span style="mso-spacerun: yes;"> </span>This translates to pavement for me and steers me toward bikes that allow me to feel the road and respond to it.<span style="mso-spacerun: yes;"> </span>I prefer not to have too much of a stability buffer smoothing out the road for me, but in talking to people I realize that not everyone feels this way.<br />
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On day-2 we rode to Mt. St. Helens on the west-side highway 504.<span style="mso-spacerun: yes;"> </span>This highway is well engineered with wonderful sweepers that are/would be great fun at high speed. <span style="mso-spacerun: yes;"> </span>After taking in the spectacle of the mountain I traded bikes with Bob to check out his 2009 FZ1. <span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;"> </span>I hadn’t ridden an FZ for several years and was very impressed with its pleasing blend of comfort, sporting feel and massive power.<span style="mso-spacerun: yes;"> </span>I told Bob I felt like that motor was some kind of irresistible force in the universe.<span style="mso-spacerun: yes;"> </span>Some of this impression may have been influenced by a road that begged for power and got it.<span style="mso-spacerun: yes;"> </span>It seems odd that people don’t talk about the FZ1 much any more; too long on a market full of newcomers perhaps?<span style="mso-spacerun: yes;"> </span>If the world turned upside down and I was left with an FZ as my only road bike I could make do very well.<span style="mso-spacerun: yes;"> </span>It seems to offer the scintillating acceleration of Starship Concours 14 but leaves a couple hundred pounds of complexity at the door.<span style="mso-spacerun: yes;"> </span>The little windscreen is far forward and somewhat vertical but cuts a fair amount of wind blast without the buffeting I hate so much.<br />
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I will not ride a bike with a turbulent airstream clubbing my head to death.<span style="mso-spacerun: yes;"> </span>I never wanted to get off a bike so fast as when on a cruiser with a “classic” plexi windshield that threatened brain-damaging buffeting.<span style="mso-spacerun: yes;"> </span>Windscreens are an important factor in choosing a bike; too noisy and I would rather go without altogether – until the weather turns cold and nasty anyway.<br />
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Now I can say I’ve been to Cougar, Washington.<span style="mso-spacerun: yes;"> </span>After food and root beer floats we headed for 25 and the curves I had been craving.<span style="mso-spacerun: yes;"> </span>The SV is really in its element here and I was feeling like a kid turned loose at Disneyland without any supervision.<span style="mso-spacerun: yes;"> </span>This road runs like a rabbit trail though deep forest.<span style="mso-spacerun: yes;"> </span>Up, down, left, right, dodge that chuck hole, crest that frost ridge.<span style="mso-spacerun: yes;"> </span>It just goes on an on in glorious, random imperfection.<span style="mso-spacerun: yes;"> </span>It becomes the rider’s responsibility to find rhythm in the road and play it like a musical score.<span style="mso-spacerun: yes;"> </span>The handlebars, suspension and tires are my instrument.<span style="mso-spacerun: yes;"> </span>This road is jazz.<br />
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As if all this were not enough to saturate my brain with endorphins and excite moto-bliss, we finally came to National Forest Road 99.<span style="mso-spacerun: yes;"> </span>This road exists only to take you out to a spectacular viewpoint above Spirit Lake on the north-east side of St. Helens.<span style="mso-spacerun: yes;"> </span>Thirty miles of luscious curves, most of them in the blast zone of the eruption - the thick forest knocked to the ground leaving an open landscape with expansive views.<span style="mso-spacerun: yes;"> </span></div>
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My SV is 11 years old and other bikes have surely eclipsed its bang-for-the-buck athleticism, even with its Race Tech guts in the forks.<span style="mso-spacerun: yes;"> </span>I have ridden the Hypermotard and I know it would be an absolute hoot on 99.<span style="mso-spacerun: yes;"> </span>Another bike that comes to mind for roads like this is Triumph’s Street Triple.<span style="mso-spacerun: yes;"> </span>There’s no need for more power here.<span style="mso-spacerun: yes;"> </span>I need to ride that bike.<br />
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<a href="http://cro.i.uol.com.br/album/suzuki_gsx_650f_f_004.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="208" src="http://cro.i.uol.com.br/album/suzuki_gsx_650f_f_004.jpg" width="320" /></a></div>
Suzuki GSX650F<br />
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After 99 it was on to Carson in the Columbia Gorge via the Wind River Rd.<span style="mso-spacerun: yes;"> </span>Young Jason trades with me and I am sampling the GSX with its friendly ergonomics and its controls all falling comfortably into hand and foot.<span style="mso-spacerun: yes;"> </span>I feel the added weight but also the stability and smoothness that make this a perfect ride for a newcomer with the verve to keep up with the veterans on such demanding roads.<span style="mso-spacerun: yes;"> </span>Now that the roads have straightened out a bit I’m thinking that I would be quite happy to ride this comfy sporter the rest of the way home.<span style="mso-spacerun: yes;"> </span>The full fairing and bubble screen are welcome after two days on the bare naked twin.<br />
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After running up the Klickitat and lunch in Goldendale I switch off with Doug for the ride up Satus Pass.<span style="mso-spacerun: yes;"> </span>I’ve ridden the ZZR before but not for a while.<span style="mso-spacerun: yes;"> </span>Affectionately known as Jestson, this silver bullet is the model of high-speed civility; muscular but never brutish.<span style="mso-spacerun: yes;"> </span>Bar risers and AirHawk seat cushion make for a very nice place to enjoy the scenery and the effortless, no-drama rush of acceleration when passing cars.<span style="mso-spacerun: yes;"> </span>Doug thinks he would like a shiny new Concours but I see most of what he really needs right here.<span style="mso-spacerun: yes;"> </span>The Connie has that big electric windshield and hard bags but there is something to be said for a bike that is paid for and never even murmurs when whipped.<br />
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Back in Wenatchee, only a few days pass before thoughts of warm, clear days on the west side of the mountains beg the question of possible test rides on bikes not sold ‘round here.<span style="mso-spacerun: yes;"> </span>A stop at the Issaquah Triumph shop yields a chance to sample the Sprint GT.<span style="mso-spacerun: yes;"> </span>This bike has done very well in sport-touring shootouts.<span style="mso-spacerun: yes;"> </span>With a wheelbase 3 inches longer than the old ST, it seems they now have less of a GT and more of an ST, but what do I know about marketing.<span style="mso-spacerun: yes;"> </span>Ergonomics are moderately sporty, with only a little forward lean.<span style="mso-spacerun: yes;"> </span>Not much more than what Peter Egan once called the “Alert Airedale” riding position.<span style="mso-spacerun: yes;"> </span>Steering is light enough but the dominate impression is one of stability.<span style="mso-spacerun: yes;"> </span>I don’t have opportunity to really rail in corners but they say it does so very accurately.<span style="mso-spacerun: yes;"> </span>The famed 1050 triple fails to make a big impression after riding the FZ and ZZR but it would easily do any job that needs doing out on the road.<br />
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<a href="http://assets1.triumphmotorcycles.com/images/lightbox/2011-Sprint-GT-Gallery-5.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="212" src="http://assets1.triumphmotorcycles.com/images/lightbox/2011-Sprint-GT-Gallery-5.jpg" width="320" /></a></div>
Triumph Sprint GT<br />
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Next up is the Speed Triple as the Street Triple 675 is sold out at this shop.<span style="mso-spacerun: yes;"> </span>I’m not complaining.<span style="mso-spacerun: yes;"> </span>I’ve always wanted to ride this naked bruiser.<span style="mso-spacerun: yes;"> </span>Now the same 1050 motor comes into its own in this 53lb-lighter chassis.<span style="mso-spacerun: yes;"> </span>This bike is exciting and wants to stand up on its back wheel.<span style="mso-spacerun: yes;"> </span>Where the GT is not a slicer and dicer, this one is.<span style="mso-spacerun: yes;"> </span>The stock muffler is noticeably more vociferous here and I get that gritty, three-banger growl under hard throttle that we read about so much.<span style="mso-spacerun: yes;"> </span>There’s not much bike in front of the handlebars and there is a feeling of being shot out of a cannon headfirst when the three butterflies open all the way.<span style="mso-spacerun: yes;"> </span>A fun bike for sure.<br />
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<a href="http://assets1.triumphmotorcycles.com/images/lightbox/2012-speedtripler-lightbox-gallery-3-477_x_w_717.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="212" src="http://assets1.triumphmotorcycles.com/images/lightbox/2012-speedtripler-lightbox-gallery-3-477_x_w_717.jpg" width="320" /></a></div>
Triumph Speed Triple <br />
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After rounding up my parts at the Ducati shop, I ask if I could demo the new Multistrada 1200.<span style="mso-spacerun: yes;"> </span>The bike they give me is the S model with computer-controlled everything, including Ohlins’ magic, electronically-variable suspension.<span style="mso-spacerun: yes;"> </span>The seat seems slightly lower than my tall Multi, which is welcome.<span style="mso-spacerun: yes;"> </span>The instrument panel is amazing.<span style="mso-spacerun: yes;"> </span>I feel like I’ve climbed into the latest “glass-cockpit” biz jet.<span style="mso-spacerun: yes;"> </span>The salesman orients me on the menu of settings and sends me out in “urban” mode – only 100HP to play with while I get acclimated in traffic.<span style="mso-spacerun: yes;"> </span>Keeping one eye on Aurora Avenue traffic I toggle the handlebar switch and after a few fumbles get into “sport” mode.<span style="mso-spacerun: yes;"> </span>Now we’re talkin’ 150 bright red ponies on tap.<span style="mso-spacerun: yes;"> </span>Being unable to get the revs into the upper registers where they live, the real difference with sport mode on this ride is in the instant, snap-olla throttle response.<span style="mso-spacerun: yes;"> </span>This thing this is seriously powerful and it wants to jump forward like it was hit from behind by a Camry.<span style="mso-spacerun: yes;"> </span>I knew it would have big midrange but the bottom end is tearing my grey matter to shreds.<span style="mso-spacerun: yes;"> </span>How can it have so much torque everywhere and still have the top-end that I know must be waiting there on the right side of the glass tach?<span style="mso-spacerun: yes;"> </span>The bike feels light and the front wheel lighter.<span style="mso-spacerun: yes;"> </span>As I blast through traffic that <i style="font-weight: bold;">Big Ducati Sound</i> is my companion.<span style="mso-spacerun: yes;"> </span>This is <b>MOTOR</b>.<span style="mso-spacerun: yes;"> </span>It now seems that none of the other bikes I’ve been riding had MOTOR.<span style="mso-spacerun: yes;"> </span>Not like this. What a strange mixture of ferociousness and comfort.<span style="mso-spacerun: yes;"> </span>Comfort?<span style="mso-spacerun: yes;"> </span>Yes.<span style="mso-spacerun: yes;"> </span>I’m pretty sure that is comfort I feel underneath all the rage.<span style="mso-spacerun: yes;"> </span>I say to myself, “A hooligan bike you can tour on.” <span style="mso-spacerun: yes;"> </span>I’ve always said my Multi, with its Corbin horse saddle, is the most comfortable bike I have ridden.<span style="mso-spacerun: yes;"> </span>The 1200’s stock seat might not be quite as good but these bars are a bit higher and feel perfect in my hands. <span style="mso-spacerun: yes;"> </span>In the traffic I cant’ get up much speed but the smallish windscreen is quiet so far.<span style="mso-spacerun: yes;"> </span>It is closer to the rider’s head than normal and I suspect the air has little time to tumble and turbulate. <span style="mso-spacerun: yes;"> </span>I realize this bike could do it all. <span style="mso-spacerun: yes;"> </span>I want this bike.<br />
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<a href="http://smartcycleshopper.com/images/articles/01News/2010_Ducati_Multi_Launch_3-1-10/2010_Ducati_Multistrada1200_Launch_07.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="213" src="http://smartcycleshopper.com/images/articles/01News/2010_Ducati_Multi_Launch_3-1-10/2010_Ducati_Multistrada1200_Launch_07.jpg" width="320" /></a></div>
Ducati Multistrada 1200<br />
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One bike I had hoped to ride was the new Ninja 1000 - this year’s recipient of Motorcyclist Magazine’s <b style="mso-bidi-font-weight: normal;"><i style="mso-bidi-font-style: normal;">Motorcycle of the Year</i></b> award.<span style="mso-spacerun: yes;"> </span>Doug and I later made a trip out to Legend to check it out.<span style="mso-spacerun: yes;"> </span>It’s always nice to take out a couple of bikes with a friend so you can switch off and compare notes out on the road.<span style="mso-spacerun: yes;"> </span>Sitting next to the Ninja was a new Suzuki GSX1250FA, which replaces the Bandit 1250 and offers a full fairing.<span style="mso-spacerun: yes;"> </span>Having ridden the Bandit we thought we knew what to expect from the new Suzuki but it seemed like a good pairing for a test ride.<span style="mso-spacerun: yes;"> </span>I rode out on the 1250 and Doug on the Ninja.<span style="mso-spacerun: yes;"> </span>The Suzi's handling was much the same as I remembered the Bandit, utterly composed and confident.<span style="mso-spacerun: yes;"> </span>Not a particularly “acrobatic” sport bike but more of a gentleman’s high-speed express.<span style="mso-spacerun: yes;"> </span>Just a bit heavy but exuding reassuring stability and a fair amount of comfort – what I would call a classic GT (Gran Turismo) motorcycle.<br />
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Swapping with Doug for the trip back to town, my first impression of the Ninja was that it lacked the arm-stretching thrust of the 1250.<span style="mso-spacerun: yes;"> </span>Being a smaller, lighter, sporting tool, I thought I would prefer the Ninja and I did.<span style="mso-spacerun: yes;"> </span>Comparing notes with Doug after the ride we found that both of us had felt a heaviness in the steering at low speed when we first set off on the Ninja, but that the feeling had quickly faded.<span style="mso-spacerun: yes;"> </span>This is odd because Doug’s overall impression was that of a “twitchy” bike, not quite to his liking, while I found it nimble, responsive and fun to ride.<span style="mso-spacerun: yes;"> </span>Our strongly differing experience goes to show how important a test ride can be before purchasing a motorcycle.<br />
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<a href="http://letstourengland.com/blog/wp-content/uploads/2012/01/16-Suzuki-GSX-1250FA-Cotswold-20110919-00527-CROP.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="http://letstourengland.com/blog/wp-content/uploads/2012/01/16-Suzuki-GSX-1250FA-Cotswold-20110919-00527-CROP.jpg" width="320" /></a></div>
Suzuki GSX1250FA<br />
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The Kawi's small, oddly-shaped windscreen tilts to 3 positions; I liked the middle one.<span style="mso-spacerun: yes;"> </span>Motorcycle windshields are tricky.<span style="mso-spacerun: yes;"> </span>Building one that will deflect the full force of wind at highway speed is no problem but making one that does not produce annoying roar and buffeting turbulence is a challenge.<span style="mso-spacerun: yes;"> </span>Sometimes a small screen that mainly takes pressure of the torso is better than a big, poorly designed shield.<span style="mso-spacerun: yes;"> </span>The best allow the rider to look just over the top edge while cutting the noise to a minimum and turbulence to nil.<span style="mso-spacerun: yes;"> </span>Screens this big just don’t fit well, aesthetically or aerodynamically, with super-high-speed sportbikes.<span style="mso-spacerun: yes;"> </span>The Ninja’s small screen, mounted close to rider’s head, produces only a little more roar than a clean air stream while allowing an upright seating position sans undue pressure on the chest.<br />
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<a href="http://www.asphaltandrubber.com/wp-content/uploads/2010/10/2011-Kawasaki-Ninja-1000-4.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="213" src="http://www.asphaltandrubber.com/wp-content/uploads/2010/10/2011-Kawasaki-Ninja-1000-4.jpg" width="320" /></a></div>
Kawasaki Ninja 1000 <br />
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I’ve had the pleasure of sampling many motorcycles, including numerous Ducatis, Aprilias, Beemers and a souped-up Busa.<span style="mso-spacerun: yes;"> </span>Of all the bikes I have ever ridden there is one here that stands out in my mind as most desirable.<span style="mso-spacerun: yes;"> </span>It is the new Multistrada 1200.<span style="mso-spacerun: yes;"> </span>It’s not the styling that pulls me in but the combination of sound, feel, responsiveness, comfort, versatility and mind-bending, usable power.<span style="mso-spacerun: yes;"> </span>My test ride was short and not on the kind of roads I would hope for, but it is surprising how much you can learn about a bike in only a few minutes.<span style="mso-spacerun: yes;"> </span>The mysteries that remain might require a few long road trips to uncover.<span style="mso-spacerun: yes;"> </span>For now, I know enough to nurture a hope that a Multi 1200 could be in my future.<br />
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<a href="http://3.bp.blogspot.com/_i3h7VNlc6kY/TTTiWgpu0NI/AAAAAAAAEMc/06JaootMY2o/s1600/2011+Ducati+Multistrada+1200S+Sport+5.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="424" src="http://3.bp.blogspot.com/_i3h7VNlc6kY/TTTiWgpu0NI/AAAAAAAAEMc/06JaootMY2o/s640/2011+Ducati+Multistrada+1200S+Sport+5.jpg" width="640" /></a></div>
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Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com1tag:blogger.com,1999:blog-4059091279899176826.post-32699593333336078932010-05-25T18:30:00.000-07:002012-12-01T21:19:17.974-08:00What is the VFR?<div class="separator" style="clear: both; text-align: center;">
<a href="http://www.motorcyclenews.com/upload/262157/images/honda-vfr-1200f.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="426" src="http://www.motorcyclenews.com/upload/262157/images/honda-vfr-1200f.jpg" width="640" /></a></div>
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The new Honda <span class="blsp-spelling-error" id="SPELLING_ERROR_0">VFR</span> 1200 has presented <span class="blsp-spelling-corrected" id="SPELLING_ERROR_1">some journalists</span> with a problem they encounter <span class="blsp-spelling-corrected" id="SPELLING_ERROR_2">occasionally</span>; <span style="font-style: italic;">what </span><span class="blsp-spelling-corrected" id="SPELLING_ERROR_3" style="font-style: italic;">category</span><span style="font-style: italic;"> does this bike fall into?</span> Is it a <span class="blsp-spelling-error" id="SPELLING_ERROR_4">sportbike</span>, a sport-tourer, or <span class="blsp-spelling-corrected" id="SPELLING_ERROR_5">something</span> that defies <span class="blsp-spelling-corrected" id="SPELLING_ERROR_6">categorization</span>? There is no <span class="blsp-spelling-corrected" id="SPELLING_ERROR_7">universally</span> recognized guide for naming motorcycle <span class="blsp-spelling-corrected" id="SPELLING_ERROR_8">categories</span>. There may be some <span class="blsp-spelling-corrected" id="SPELLING_ERROR_9">consensus</span> among the journalists but it is a shifting sand. The world of sporting motorcycles is so broad that the term sportbike is not very helpful. Do you then call a Yamaha R1 a super sport, a super bike or a hyper sport?<br />
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There is a name that has been used <span class="blsp-spelling-corrected" id="SPELLING_ERROR_10">in many publications</span> for bikes that fall between pure sport and sport-tour. It is a name long used in the world of sporting automobiles and that name is <span style="font-style: italic;">Grand Touring, </span>or in Italian:<span style="font-style: italic;"> Gran Turismo</span>. A <span class="blsp-spelling-corrected" id="SPELLING_ERROR_11">Ferrari</span> that makes sacrifices in performance in favor of comfort and luxury is a prime example of a GT automobile. It may have two seats and a stomping 12-cylinder engine but it was never aimed at the race track and does not qualify as a true sports-car. GT cars tend to be a little larger and a little heavier. There are many motorcycles that follow that same formula.<br />
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Ferrari Daytona<br />
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As the spectrum of motorcycles became more diverse and specialized during the 70's and 80's, the high-performance end of the spectrum divided into those bikes that were destined to be used as a platform for production-bike road racers and those that were somewhat performance compromised to make them more comfortable and practical as a street bike. One of the early examples that comes to mind is the BMW R90 RS. The RS was one of the first bikes to come standard with an aerodynamic fairing and windscreen. It was built for speed on the Autobahn but not on the race track.<br />
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BMW R100RS<br />
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The original Honda Interceptor saw action at the top levels of racing but the descendant VFR took a divergent path as Honda went racing with more focused machines like the RC30. Joining bikes like the Yamaha FJ and Ducati Paso, the VFR became a classic GT. Fast, but not the fastest. Light, but not the lightest. Sporty, but not the ultimate weapon for carving up a set of curves. What you got in return was blend of comfort and speed, practicality and excitement.<br />
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<a href="http://www.airtech-streamlining.com/images/vfr750-g.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="251" src="http://www.airtech-streamlining.com/images/vfr750-g.jpg" width="320" /></a></div>
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The GT motorcycle genre includes far too many bikes to list but came
into full maturity in the 1990's with bikes like the Kawasaki ZX11,
Suzuki Hayabusa and Honda Blackbird. Still, the VFR remained in the
lineup squarely under the GT tent. <br />
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That the new VFR should cause some confusion as to how to classify it would seem to deny the historical validity of the GT category. If the VFR is not obviously a sportbike and not obviously a sport-touring bike, then it should very naturally fall into the GT camp. So what if is has a shaft drive? So did the RS. So what if it weighs more than some other 1200s? It has moderately low bars and a narrow waistline. It's not a race bike. It doesn't come with saddle bags. Although it could certainly be used for sport touring, (so could a CBR1000RR) it is not a sport-touring bike in the classic sense. If it came standard with hard bags (as the Triumph Sprint now does) we might be tempted. Some might also be tempted to borrow the non-specific term of "crossover." The new Multistrada crosses over so many categories that it merits much more confusion than the relatively straightforward VFR. What it is should be fairly obvious. It's fast, nimble, practical and comfortable. It's a GT.Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com0tag:blogger.com,1999:blog-4059091279899176826.post-36575647953951753042009-03-29T20:44:00.000-07:002009-03-29T20:45:52.120-07:00Ice Racing Comes to WenatcheeMy wife and I went to the ice races last night. It was a pretty good show. The course is very small so they spend most of their time in the corners. Two racers ran straight into the wall early on and one guy was doubled over in pain for a long time but finally got up and walked off. The announcer had some bogus information and kept saying the bikes had 4-cylinder engines. Once he said they were "trials bikes with crotch rocket motors." They looked like typical speedway bikes to me with single-cylinder motors. Probably Westlakes or Jawas or whatever they use now. The quad races were fun too. My favorite were the 2 little kids ages 3 and 4 on tiny little quads! The new event center is pretty cool (literally - we should have taken warmer jackets). Almost any seat would give a decent view of the ice and the sound system is quite good so you can actually understand what the announcer is saying. An evening well spent.Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com0tag:blogger.com,1999:blog-4059091279899176826.post-79959931861719833872009-02-10T14:05:00.000-08:002012-11-27T14:50:54.741-08:00John Britten Documentary Video<div class="separator" style="clear: both; text-align: center;">
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I hold as my considered opinion that John Britten is as close as we have come to a Leonardo DaVinci in modern times. He could have gone down in history as an innovator in almost any field but fortunately for us he chose to build a motorcycle. John has become one of my lifetime heroes. He was an artist, a visionary, a mechanical genius, a god among backyard mechanics, and perhaps delightfully, just a bit of an insane lunatic.<br />
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When the Guggenheim Museum moved its <span style="font-style: italic;">Art of the Motorcycle</span> Exhibit from New York to Las Vegas, I was able to attend and experience one of the truly great motorcycle collections ever assembled. For me, the highlight was to finally see a Britten motorcycle in the flesh. There has never been anything like it and possibly never will be. The cutting-edge technical innovations that permeate that bike from one end to the other would be impressive enough without the shoestring budget and isolation under which it was wrought. If that wasn't enough, the artistic genius in John gave us a truly stunning work of art. This is the spirit of <span style="font-style: italic;">Form Follows Function</span> at its highest level. Not enough yet? The bike actually worked, and worked so well it beat the best on the racetrack.<br />
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I have a large framed print of the Britten hanging on the wall in my office. I have the memory of tracing its sensuous curves with my eyes in three dimensions. Sadly, that is all that is left of the enchanted Britten workshop. When I heard in 1995 that John was dead from cancer I went into a minor state of depression. He was born in 1950, same as me. My hero was gone, leaving us to wonder what he might have accomplished in time. I mourn his death to this day.<br />
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I have just found a documentary film that can be viewed on the Internet. It is given in five short segments that chronicle John's amazing life and motorcycling triumph. It only briefly touches on some of the ground-breaking techniques John used to solve his engineering problems. The deeper you delve into this fantastic machine the more impressive it becomes. Watch these videos and it may inspire you to learn more about John and his bike. Do some web searches or buy a book. He may become your hero too.<br />
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<a href="http://www.nzonscreen.com/title/britten-backyard-visionary-1993">to link to the videos click here</a>Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com1tag:blogger.com,1999:blog-4059091279899176826.post-12714087830125014632008-07-13T22:46:00.000-07:002012-12-01T21:52:51.225-08:00Duke vs. ShiverYesterday I found myself wandering aimlessly around the metro area west of the Cascades. Quite by accident I just happen to pass by bike shops in both <span class="blsp-spelling-error" id="SPELLING_ERROR_1">Lynnwood</span> and Seattle. Blinded by the intense sun and parched to near delirium, I mistook the parking lot of <span class="blsp-spelling-error" id="SPELLING_ERROR_2">Lynnwood</span> <span class="blsp-spelling-error" id="SPELLING_ERROR_3">Motoplex</span> for highway 99 and lurched to a stop just before ramming the curb. Lost and confused I walked inside and blurted out: "Could I take the <span class="blsp-spelling-error" id="SPELLING_ERROR_4">KTM</span> 690 Duke out for a test ride?" Well, I had to say <span style="font-style: italic;">something</span>. O.K. Test riding motorcycles is one of favorite things to do. It was just a knee-jerk reaction.<br />
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Dag<span class="blsp-spelling-error" id="SPELLING_ERROR_6">nab it</span> if that little black & white Duke didn't catch my eye at last winter's bike show. The original Duke has always been on my hot list but this new one really looks cool. Highway 99 and the adjacent residential streets aren't the best place to put a hooligan bike through its paces but a short loop around the neighborhood and a buzz through an empty school parking lot gave me a feel for what the Duke might be like to live with, if not really discovering it's ultimate capabilities. I'm sure they are dangerously fantastic. The Duke ride is not altogether different from what I get on my DR650, at least ergonomically. The seat is wider/better and it has a more substantial, flex-free chassis and vastly better suspenders. The Duke feels expensive and is, at about $9000. <span class="blsp-spelling-error" id="SPELLING_ERROR_14">KTM</span> is proud of the power output of this little single and it plainly has more beans than my piped and jetted DR. In fact, in darting around at speeds below 60, I thought that its power fell somewhere in the middle between the DR and my <span class="blsp-spelling-error" id="SPELLING_ERROR_15">Multistrada</span> 1000. Being a single, this sensation would surely change if I had more open spaces to explore the upper range of it's speed where the bigger bike should walk off and leave it. But the Duke is not made to spend much time at high speed. It seeks the tight corner where it can be tossed to and fro, zipping in and out like a pesky gnat. It would be sacrilege to own a Duke and not develop some skill for wheelies and <span class="blsp-spelling-error" id="SPELLING_ERROR_18">stopees</span>. <span class="blsp-spelling-error" id="SPELLING_ERROR_19">Maybe</span> I'm getting too old for such antics but I know I could have fun on a Duke even if I didn't manage to leave a trail of black scallop marks on the road. The little Duke sounds throaty and good if you have any affinity for singles, and the <span class="blsp-spelling-error" id="SPELLING_ERROR_20">Robo</span>-bike styling would attract attention wherever it goes. But then, there are some types of attention I don't need. This thing could get me into trouble.<br />
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How I ended up on Aurora Avenue I'm not sure but I managed to swoop <span class="blsp-spelling-corrected" id="SPELLING_ERROR_22">into</span> the <span class="blsp-spelling-error" id="SPELLING_ERROR_23">Aprilia</span> / <span class="blsp-spelling-error" id="SPELLING_ERROR_24">Moto</span> <span class="blsp-spelling-error" id="SPELLING_ERROR_25">Guzzi</span> dealer for directions. Not sure of how else to help, they sent me out on a <span class="blsp-spelling-error" id="SPELLING_ERROR_26">Aprilia</span> Shiver to get my bearings. This bike looks fantastic as an Italian bike <span class="blsp-spelling-error" id="SPELLING_ERROR_27">truly</span> should. The 90-degree V-twin could sound like a <span class="blsp-spelling-error" id="SPELLING_ERROR_28">Ducati</span> but instead has a <span class="blsp-spelling-error" id="SPELLING_ERROR_29">different</span> tone; more staccato and not at all subdued for a stock exhaust. The <span class="blsp-spelling-error" id="SPELLING_ERROR_30">first</span> thing I noticed was the clutch <span class="blsp-spelling-error" id="SPELLING_ERROR_31">engagement</span> very close to the hand grip. The next thing was... <span class="blsp-spelling-error" id="SPELLING_ERROR_32">Whooa</span>! This thing wants to jump out of the gate. You want <span class="blsp-spelling-error" id="SPELLING_ERROR_33">immediate</span> action? Just crack the throttle and the crankshaft is making the leap to torque mode like it's already happened. I've never experienced such instantaneous throttle response. As the bike's speed builds, the Shiver provides a nice linear surge of power like you would expect from a modern 4-valve 750 twin. Nothing spectacular like the initial pop, but good and peppy. Like all bikes these days, the fueling is lean and could probably be made smoother in on/off throttle <span class="blsp-spelling-error" id="SPELLING_ERROR_34">transitions</span> with some remapping, but the experience is <span class="blsp-spelling-error" id="SPELLING_ERROR_35">definitely</span> sporty good fun with not much to complain about. When I returned, the salesman reminded me that this bike has "fly-by-wire" throttle and comes with 3 switch settings - <span style="font-style: italic;">sport</span>, <span style="font-style: italic;">touring,</span> and <span style="font-style: italic;">rain. </span>I had only sampled<span style="font-style: italic;"> sport. </span>Momma mia! Bring it on. This bike can pop small power wheelies easier than the Duke and that is saying something.<br />
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In <span class="blsp-spelling-error" id="SPELLING_ERROR_37">comparing</span> the two bikes, I noticed they are about the same price. <span class="blsp-spelling-error" id="SPELLING_ERROR_38">Hmm</span>. The Shiver is a real motorcycle and would be a lot more <span class="blsp-spelling-error" id="SPELLING_ERROR_39">versatile</span> than the Duke, but then I sure <span class="blsp-spelling-corrected" id="SPELLING_ERROR_40">wouldn't</span> buy a <span class="blsp-spelling-error" id="SPELLING_ERROR_41">Duke</span> for <span class="blsp-spelling-corrected" id="SPELLING_ERROR_42">versatility</span>. It's a sharp and pointy fun-stick. Not that I wouldn't want to use it for short commutes and <span class="blsp-spelling-error" id="SPELLING_ERROR_43">errand-</span>running, but no ride to town on a Duke could be mundane. Yank those handlebars and poke that corner in the eye! Still, the Shiver is tempting. It is everything my <span class="blsp-spelling-error" id="SPELLING_ERROR_44">cherished</span> old Suzuki <span class="blsp-spelling-error" id="SPELLING_ERROR_45">SV</span> was and a whole lot more. Not insignificantly, it sounds much better than the Duke. The <span class="blsp-spelling-error" id="SPELLING_ERROR_46">Shiver's</span> fatal flaw for me might be that it is too much like the <span class="blsp-spelling-error" id="SPELLING_ERROR_47">Multistrada</span> that I plan to keep. A <span class="blsp-spelling-error" id="SPELLING_ERROR_48">gorgeous</span> and <span class="blsp-spelling-error" id="SPELLING_ERROR_49">rambunctious</span> Italian but with less torque, comfort and wind protection than the Multi. <span class="blsp-spelling-error" id="SPELLING_ERROR_50">Fortunately</span>, I'm not in a hurry to choose my next bike <span class="blsp-spelling-error" id="SPELLING_ERROR_51">cuz</span> it won't be easy.Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com1tag:blogger.com,1999:blog-4059091279899176826.post-47025148123078601372008-04-18T22:51:00.000-07:002008-04-19T08:43:32.433-07:00DR Hop UpI am generally happy with the power characteristics of my bikes, but the Suzuki DR 650 is so mildly tuned and docile that I began to think it might be worth the expense to liven up the motor a bit. The big DR is much heavier than the smaller DRs and is somewhat hampered in the dirt by this weight. Mounting semi-knobby tires helps but it remains more impressive on pavement than in the dirt. While it has gobs of torque for off-road use, you can never have too much power on the street.<br /><br />I ordered an FMF slip-on muffler from Jessie, the DR guru at kientech.com. His web site shows pictures of how to open up the air box for better breathing on the intake side. I simplified the procedure by using a hole saw to make a couple of large round holes in the box. I then rode down to Mike Kirkpatrick's Pro Tec Dyno to get the carburetion dialed in. This was my first experience with a motorcycle dyno and it is pretty impressive. Since all bikes come from the factory with lean jetting these days, opening up the breathing at both ends only makes things much worse and the carb must be re-jetted for maximum power and longevity of the motor.<br /><br />What I didn't realize about modern dyno machines is that they have a sniffer that goes down the exhaust pipe to read the actual fuel-air ratio all the way up through the RPM range. The initial dyno run revealed lean burn that was off the chart. Mike's been tuning bikes as a hobby for decades and has such a feel for it that he picked the correct jet the first time on my bike. He says he got lucky but he obviously knows what he's doing. A couple of other tweaks to the carb and it was back on the dyno to check the result. Both he and I knew right away that this run was much different. Now the docile DR was really making power and spinning the dyno drum at a ferocious clip. The printout revealed a 7 HP increase and a truck-load of additional torque - especially in the mid RPM range - and my fuel-air mixture was now right where it should be.<br /><br />I found it hard to explore all this new power in the city, as opening the throttle half way quickly puts the speed into the bad-ticket zone. Once on some twisty country roads it was plain that the old DR was now a bit of a beast. Whacking open the throttle makes a lot more noise with the aftermarket can, but there is also some serious muscle to go with it. It feels like it wants to tear the knobs off the tires. At first I was tempted to say that the 650 now felt like an 800 but that is not quite right. Before, it was a 650 with a pillow jammed into both ends. Now it feels like a hot 650 - at least by comparison. It really feels like a 650 version of my KTM 450 - still torquey and tractable but much more athletic than the dumbed-down stocker. I would say that an increase in power in the same bike pays out dividends in fun by a factor of two. A 20% increase in power yields a 40% increase in fun - and fun is what it's all about. I now have what amounts to a new bike for only a few hundred dollars. Money well spent.<br /><br />There is another reason I went for the aftermarket pipe - weight, or lack thereof. My bike lost 7.8 pounds. I had my doubts that I would really notice the weight reduction while riding but I do. While roosting up the dirt road that links Cashmere's sewage treatment plant with Monitor's orchards, I felt the bike was handling better. It's not just the weight but where the weight is located on the bike that can make a difference. Sport bike designers are all aflutter over mass centralization these days. On the DR, those extra pounds were hanging high and to the rear - far from the center of mass - like an eight pound pan handle. When the bike wanted to twitch to the left, that old muffler wasn't done swinging to the right. The loss of weight can only benefit acceleration, deceleration and every other kind of motion. Money even better spent.Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com0tag:blogger.com,1999:blog-4059091279899176826.post-40984480569488860772008-04-11T07:36:00.000-07:002008-04-18T22:50:51.543-07:00Ducati People UniteWhen I bought my first Ducati in 1992, I was unaware of any other Ducatis in the Wenatchee area. Eventually my brother bought a 900ss and it was my belief that we had the only two in town. Then a yellow 748 appeared on the scene but before I could meet the owner I heard of a terrible accident. Over the years I have seen more Ducs running around, mostly Monsters. It has been my hope that we might find a way to get together as a group just to share the Ducati experience. Last Fall I posted a notice on Craig's List -- Wenatchee having its own section for motorcycle want ads. I got three responses right off the bat. I tried again this Spring and got several more. I now have a list of a dozen or so, most of them in the Wenatchee area.<br /><br />Last weekend, I was able to get four of us together for our first group ride. We had a red 999, a yellow 748, a 620 Monster Dark, and my beloved red Multistrada. The day was cool but brilliantly sunny. We met in front of the old K Mart store and headed up the Cashmere valley. We took as many back roads as possible, starting with Chatam Hill, Lower Sunnyslope, and Sleepy Hollow roads. I love how my bike wants to leap into the air over the big hoops on Sleepy Hollow. After crossing the old wooden bridge west of Monitor, we were on the highway long enough to bypass Cashmere. Taking the third bridge to connect with the old Sunset Highway, we noticed our Monster rider was not with us. The other two riders turned back to find him while I waited briefly. I mistakenly thought I saw them head back into Cashmere and went to find them. After searching the likely places and missing them parked under the bridge, I decide to head to our next stop at the Timberline Motel in Peshastin. The owners have turned the little old wooden gas station into a motorcycle repair shop and Lizi counts a shiny red 900ss among her many bikes. The other riders were already there, as Seth was getting make-shift repair done to his bike's shift lever.<br /><br />Unable to persuade Lizi to break away from work and join us on the ride, we headed up the Peshastin North Road toward Chumstick Valley. All these back roads are pure joy on a motorcycle. For the most part, the pavement was clean and dry. The Chumstick gets progressively better the further up you go until you switch back up over Beaver Hill. The far side of the hill is blessed with the most luscious set of tight curves. They are always a blast, whether running up or down the hill, but the lighter and more nimble the bike, the better. Stopping briefly in Plain to catch our breath, we headed out on the Chewawa Loop Road. This road snakes through the forest, undulating up and down. The pavement is not smooth and the vestiges of winter were evident in the debris and trickles of cold water running over the road in places. Not a fast road but a pleasure just the same.<br /><br />Finding ourselves on the Lake Wenatchee highway, it was time to open the throttle for a fast run back to Highway 2. Seeing the road open up, the 4-valve bikes pulled the trigger and blasted past me like I was standing still. The open cans on the 999 sounded like a Howitzer in my left ear. It all ended too soon at Coles Corner but we were hungry and swung into the '59er Diner<span style="font-weight: bold;"> </span>for some hot food and a little flirting with<span style="font-weight: bold;"> </span>"Flo." (They're all named Flo there)<br /><br />So, the Ducati contingent has met and rode and lived to tell about it. The weather is finally starting to warm and we hope to make this ride the first of many. It would be fun to get 6 or 8 Italian Stallions running together.Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com0tag:blogger.com,1999:blog-4059091279899176826.post-67787384110375629412008-03-05T08:27:00.000-08:002008-03-05T08:49:48.624-08:00Definition of SpringI've never liked the official definition of the <span style="font-weight: bold;">"first day of spring."</span> I'm always anxious for it to come as early as possible so I can get outside and do things, such as ride, ride, ride. That really depends on the weather, not the calendar. To solve this problem I have developed my own definition, which is: <span style="font-weight: bold;">The first five consecutive days after February 15th when the temperature does not drop below freezing. </span>This year, that day came on Feb. 24. The 24th was the first of the five days. With this method you can't know when Spring actually begins until the end of the five day period, but you can look back with fondness and remember what you did during those first glorious days of Spring.Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com3tag:blogger.com,1999:blog-4059091279899176826.post-73892446658758653222008-03-03T21:55:00.000-08:002008-03-03T22:09:44.013-08:00Gloves for Cold DigitsI haven't had a proper pair of cold-weather motorcycle gloves -- instead relying on my ski gloves for seriously cold or wet days. They worked pretty well but had no abrasion protection and no gauntlet cuff. The mailman delivered my new Tourmaster Polar Tex gloves today, along with a pair of silk glove liners. Shipping on the Polar Tex would have been $7 but by adding the glove liners for $9.50 my order qualified for free shipping. My now $2.50 liners are so thin they fit inside of any of my other gloves. They feel great and are reputed to add noticeable warmth. If my dag nab work schedule will allow, I hope to try them out soon -- before the weather turns balmy. The top of Badger Mountain would be a good test.Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com0tag:blogger.com,1999:blog-4059091279899176826.post-14728365642333839162008-02-11T19:28:00.000-08:002008-02-11T19:56:27.112-08:00Hibernation Comes to an EndA fifty degree day in February really brings things to life. All bikes that can run have now been ridden and their tanks filled with fresh gas. They are alive again and I am happy to be back in the slipstream. Today you could have seen the little Yamaha TTR 90 (normally dedicated to the pleasure of visiting grandkids) ripping around the field with a big gray-haired oaf burdening it's meager power plant. Actually it climbs the hill pretty well with a 220 pound load. The TTR has the "magic button" but needed a little help from the kick start lever and a lot of throttle blipping to to wake up. Vicki's Savage needed a jump from a car battery to rouse it's lumbering single cylinder. Even with frequent charges from the battery tender, winter is hard on these small bike batteries. I can relate. It's hard on riders too.Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com2tag:blogger.com,1999:blog-4059091279899176826.post-12767148484502697072008-02-01T18:46:00.000-08:002008-02-01T19:06:42.594-08:00Ride 2 on 2/1Living to see February roll around on the calendar is definitely a milestone worth celebrating as we survive a long, and unusually cold Northwest winter. Day dawns with a cloudless cerulean sky. What to do today? Drag wife down to a new gym for an exploratory workout. Check. Make sausage and eggs. Check. Take care of some profitable business. Check. Do a few runs on the ski hill. Check. Soak in the hot tub and then roll in the snow before climbing back in the hot tub. Check. Take the KTM and the DR650 out for a short ride each. Check. It's cold but it feels good to get the throttle back in my hand. Filled the DR with a fresh tank of gas. I could have ridden road bikes but there is still some slush on the road in shady places. Don't dare ride something heavy with slick tires. I wonder what the groundhog will bring us tomorrow? I'm getting an itchy clutch finger.Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com0tag:blogger.com,1999:blog-4059091279899176826.post-16173480432924811512008-01-14T12:05:00.000-08:002008-02-01T19:09:38.484-08:001098 vs. 848After reading several test reports on the new Ducati 848, such as this one<br /><br /><a href="http://www.superbikeplanet.com/2008/Jan/080110vs.htm">http://www.superbikeplanet.com/2008/Jan/080110vs.htm</a><br /><br />I may have to revise my "wish list" just a little. The biggest, most powerful bike is not necessarily the most fun. Unless you are actually racing to the finish line, speed is only one means to the true end, which is fun. If two bikes provide an equal amount of fun and one is slower than the other, it only makes sense to choose the one with the better risk/reward ratio. In the case of the 1098 vs. the 848, the smaller bike may not really be any slower on a twisty road, but it does sound more fun. In this case, part of the risk is in the hard earned dollars one must shell out to make the purchase. More fun on a bike that is $3000 less expensive sounds like a better risk/reward ratio to me. Add the 848 to my wish list.Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com0tag:blogger.com,1999:blog-4059091279899176826.post-77380411313412965192008-01-02T22:07:00.000-08:002008-01-02T22:36:49.890-08:00Ted's Tips for the Street RiderRiding on the street is a calculated risk, which is what makes it so engaging and so much better than sitting on the couch. It's not like a video game or a carnival ride. Learning to ride well on the street is more like learning to fly an airplane. It might offer a type of relaxation at times but we should never loose sight of the fact that it is serious business. It demands our highest physical skills and situational awareness. The following are a few of my personal tips for happy survival in the asphalt jungle.<br /><br />Keep your eyes moving and scan the scene ahead. Like a fighter pilot in enemy skies, there are possible threats that must be anticipated and planned for before they materialize. Deer, dogs, rocks in the road, almost anything could unexpectedly present itself and you will have almost no time to react. Cars and trucks represent the greatest danger whether oncoming, merging, or entering from a cross street. The road you will be riding in the next few seconds is your battlefield. Identify every possible threat and be prepared.<br /><br />Position yourself in your lane to allow the greatest possible time to react should something turn against you. When oncoming cars approach, I like to ride to the right. When passing a cross street with a waiting car ready to enter or cross my street, I move away from the car. When entering a blind curve, move to outside of the curve where you can see further down the road.<br /><br />Overtaking slower cars on a bike is part of the fun, but watch out! If there is a crossroad or driveway on the left, your slowpoke may be planning a left turn. Wait until after you pass by that possibility. The more maddeningly slow your roadblock is, the greater the possibility that he is planning to do something – but what? Ask yourself why he is going so slowly. Be ready for anything, including a U-turn.<br /><br />Keep a finger or two draped over the front brake lever. The smallest fraction of a second in reaction time could save your life. Your front brake is much more effective than the rear as weight is transferred to the front tire.<br /><br />My personal advice about the rear brake may be controversial but I am a believer. Unless you are on a heavy cruiser or touring bike, the rear brake can get you into a lot of trouble and is seldom much good in a hard emergency stop. The rear tire may even lift off the ground. I never use mine except on slippery surfaces where I very cautiously modulate both brakes. The danger is that in an emergency stop your foot will automatically press hard on the pedal, locking and sliding the tire. Unless you are traveling in a perfectly straight line, the rear will step out to the side. Then, if you react by releasing the brake, it will suddenly snap back. This can result in what is known as a “high side” crash where you are flung through the air. Ouch!<br /><br />If you get into a corner too hot, don’t give up on your bike. Wait for it to give up on you. Chopping the throttle or braking in a corner will upset the balance of the bike and reduce ground clearance. Modern tire technology will probably allow you to successfully make that corner. Even if it doesn’t, you are much better off falling down to the “low side” and grinding metal to the outside of the turn. The other two deadly alternatives are, giving up and riding right off the road at speed, or lock-snapping the rear and flying though the air.<br /><br />Leaning way over in a turn is great fun but don’t max yourself out on any curve unless you have just ridden it and know that turn well. This is what track days are for. Go in slower than you think you need to and open the throttle once you have the turn made. Roaring out of a turn is more fun that braking into a turn anyway.<br /><br />Practice counter-steering. Yes, on a motorcycle we steer left to turn right. You can flick the bike left and right with great effect when you consciously apply aggressive counter-steering. When you need to dodge an obstacle in the road quickly, you don’t want to be waiting around for your bike and body to get into a lean. Practice tightening up your line mid-corner, as if you suddenly realized you are in a decreasing radius turn. Counter-steering forces are necessary to maintain a tight line once leaned over. Practice.<br /><br />Read <span style="font-style: italic; font-weight: bold;">Twist of the Wrist - 2</span> by Keith Code. His explanation of our natural “survival reactions” and how they can work against us is the kind of information that can save your life.Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com2tag:blogger.com,1999:blog-4059091279899176826.post-53721649846859824672008-01-02T20:01:00.000-08:002008-01-02T20:10:01.620-08:00Wish List - 2008Now that the 2008 models have been introduced and I have had the opportunity to sit on many of them at the Cycle World show in Seattle, I thought it was time to concoct another fanciful wish list. Last time I did this I concentrated mostly on street bikes but now the dirt bikes I am really interested in can be had with a Washington license plate so this list will include them as well. Since I have not had the opportunity to test ride some of the models on this list, there is a certain amount of guesswork involved. As before this list includes only new motorcycles available on the American market at this time. There is nothing realistic in the prospect of purchasing several new 2008 machines at one time, but this imaginary possibility does reveal the current market choices and how they align with my personal taste in motorcycles. The idea here is to identify which bikes I would choose if given the constraints of selecting one bike, or two, or three, and so on.<br /><br />One bike: KTM 690 Enduro<br />Having only one bike in the garage is simply unthinkable but here we go. As much as I love to ride on an asphalt snake at higher speed than is sometimes prudent, I love a good mountain trail even more. Today’s dual-sport bikes are better than ever and accounting for the obvious compromises a do-it-all machine must make, I suspect that the new 690 KTM could work for me in that role. It uses the new, improved LC4 motor and should be smooth enough on local road rides and still get me into the mountains for some very fun trails. The choice of tires will be a key factor and the traction on pavement vs. dirt will be the pointy end of the compromise. This model is so new I haven’t even read a test on it yet but the listed 305 lb. dry weight is not much more than my old Suzuki DRZ 400. The new LC4 is said to be the most powerful single on the market and has much-reduced vibration. It would be hard to live with only one bike but this one might ease the pain.<br /><br />Two bikes: Ducati Multistrada 1100S; KTM EXC 450<br />Having lived with the Multistrada 1000 for nearly a year, I can say that this bike really satisfies. The Multi offers a degree of all-day comfort one would never expect from a Ducati and combines it with fairly serious sport-bike handling prowess. The wide dirt-bike handlebars make it easy to cut up a curvy road like a carving knife. The big L-twin motor speaks my language like no other and gives a muscular boot when cranking open the throttle. The 1100cc motor is more powerful and yet smoother than my 1000. If it supplied no other sensation, I would ride one of these all day just to hear the motor.<br /><br />The KTM EXC just seems to be the perfect bike for the trails in our steep mountain terrain. I love the way the motor goes pop, pop, pop, and transmits an irrepressible power-pulse into the ground. What could KTM do to make it any better? They now are fully street-legal at a listed dry weight of only 250lbs. This is all we have asked for so many years – a serious, lightweight dirt bike with the minimum necessary equipment to legally ride the street. It’s no longer necessary to haul the bike into the woods.<br /><br />Three bikes: KTM 690 Duke; Ducati Multistrada 1100S; KTM EXC450<br />The single cylinder Duke has been on my wish list since first introduced many years ago. It was the original “hooligan” bike. Like the Multistrada, it is a cross between a dirt bike and a sport bike but much lighter and more nimble. More nimble than the Multi? I would need to take Dramamine before riding the crazy thing. With so many super-motard type bikes on the market now it surprises me a little that the new Duke finds it’s way onto this list. The black and white color scheme actually makes this a handsome street bike and I have never been tempted to say that about any KTM road model before. I‘ll bet that if I had this combination of three bikes, the Duke would get the most frequent use by far. I can only imagine what fun it would be on Sleepy Hallow Road or Halverson Canyon. I would toss on my soft saddlebags and use it to run errands around town. I would need to tie them on tight because this bike was made to wheelie. With 65 HP and only 327 lbs., the Duke is calling my name again.<br /><br />Four bikes: Honda ST1300; KTM 690 Duke; Ducati Multistrada 1100S; KTM EXC 450<br />A touring bike in my garage should provide comfort as it’s primary benefit. That goes for both me and my wife - otherwise I’ll be riding alone. This is just a guess since I’ve never ridden one, but I believe the Honda ST would offer all the stability and comfort I need for two-up touring. The Multistrada is not so good with a passenger and wasn’t made to carry heavy loads of people and baggage on boring super-highways. The Gold Wing would be an alternative but my choice is always to go with less weight. The Yamaha FJR1300 made my last list and still merits a test ride. I have ridden the new Kawasaki Concours 1400, but only solo. It would surely be more fun and may have the stability but probably not the comfort of the ST.<br /><br />If I had the four bikes listed above, I could do most of what needs to be done on a motorcycle. However, where bikes are concerned, you can never have too many. BMW has a new parallel twin, 800cc GS model that really looks like it might be the best all-round adventure-touring bike on the market. Large enough for serious touring yet much lighter than the 1200cc boxer-motored GS. You can’t overstate the importance of lightness for riding in the dirt. Although I wouldn’t find a real sport bike comfortable, I would miss that special feel they have in the twisties if I didn’t have one. When leaned over in a high-speed sweeper, one becomes instantly oblivious to any pain in the wrists or knees. For this kind of speed therapy, I choose Ducati’s new 1098 superbike. It deserves a place in the garage based on looks alone. Like Steve Martin in the movie The Jerk, this is all I need. Six bikes… plus a Montesa trials bike and couple of nice vintage bikes and a little 230lb. road racer and a sidecar for my old BMW and an Aprilia SVX supermotard and…Tedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com1tag:blogger.com,1999:blog-4059091279899176826.post-90932160078864741962008-01-01T06:50:00.000-08:002008-01-01T08:16:11.921-08:00Cold Brown Dirt with White FrostingI wouldn't want to give people the impression that I give up on riding entirely once the mercury dips below the freezing mark. There are some notable exceptions. My skiing season is interspersed with occasional cross-county desert and dune riding. A few mid-winter rides in the Mattiwa and Vantage areas have become expected. I was even coaxed into riding in a blinding snow storm last year. That was a trip!<br /><br />One ride that persists in my memory occurred just over a year ago in November. It was the last trail ride of the season with the temperature hovering right around the freezing mark. My friend Bob and I trailered our bikes to the Sand Creek campground, just off of the Mission Creek road. Fall had firmly set upon the forest and the ground was covered with broad leaves and a sprinkling of pine needles. We had recently received our usual fall rains, turning the soil just a bit muddy. Snow blanketed the higher elevations so we thought we would sneak in one more ride on the Red Devil trail. This trail runs from Sand Creek to very near the Devil's Gulch trailhead. Rather than climbing up and over the mountain as The Red Hill trail does, it stays relatively low, traversing the face of the hills near Mission Creek. Trail riding requires just enough body english to generate a little extra heat, coupled with lower speeds and less wind chill. The crisp fall air was invigorating and altogether quite pleasant. Red Devil is not a difficult trail but one must pay attention. The focus is on the terrain ahead with an occasional glance to the side to enjoy the surroundings. The trail itself was beautiful that day. The mud had stiffened in the cold and little rain puddles had frozen over. The thin ice cracked under our tires and our knobbies bit into the rich, brown earth. Traction was abundant, with just enough squirm to communicate the interplay between lateral forces and soil cohesion back to the rider. Shaded areas were coated with pure white crystalline frost. We could hear our tires on the trail even over the putt of our motors. I couldn't help but think that my fiends who commute to Arizona at the first of November had left too soon. This day was as lovely as any in the simmering warmth of summer. When we arrived back at Sand Creek I told Bob that this had been one of the five best rides of my entire life. Surely it was so as it lingers in memory so sweetly now.<br />TedTedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com1tag:blogger.com,1999:blog-4059091279899176826.post-82767979722190046892007-12-30T08:57:00.000-08:002007-12-30T09:29:29.788-08:00Biker's PMSIt is now the very dead of winter. Dead, as in cold, blue, stiff, lifeless. A friend of mine informed me that what we have here is a bad case of PMS - "Parked Motorcycle Syndrome." It is all I can do to venture out into the garage periodically to change the battery tender from one bike to another. The poor things, standing there like ice sculptures, frozen to the garage floor. It is amazing what a difference one degree makes on the thermometer. At 33 degrees we still have the option of bundling up for a short ride. This is so good for the bikes. Charge up that battery and get some gasoline flowing through the system. At the mere drop of one degree all moisture on the road surface renders us immobile and stuck to the garage floor until a spring thaw comes along. There is one bright thought that I try to keep in the forefront of my brain now. The days are getting longer. We may be in the coldest part of the year but in that one sense, we have broken the back of winter. Spring is on the way. This kind of optimism is crucial for our survival, otherwise the PMS will take hold and cause us to abandon all hope. Go out into the garage and speak to your bike in positive, cheerful tones. Call a riding buddy and reassure him that this will not last. We live in the age of Global Warming. We can be thankful we do not live 200 years ago when winters lasted so much longer. We are not going into another Ice Age. We are coming out of one. This winter's ice age can't last more than another two months. Be of good cheer and order bike accessories.<br />TedTedhttp://www.blogger.com/profile/08762753295190587363noreply@blogger.com4