The Great Spirit Of Indian Motorcycles Comes Back To Life - Again

Classic Indian Chief motorcycle ready to roll

The revived brand, already for sale in 16 other states, clears California's tough emissions standards. But it arrives during the worst motorcycle market in decades.

See the full story at LA Times.com

Moto Guzzi 8-Cylinder Racing Bike

The 1950's era Moto Guzzi V8 is discussed at the Kneeslider.com.

Great Motorcycle Roads -- in Florida?!?

A decent motorcycle road in Florida? It's the land of sunshine and oranges, but I don't typically think of Florida when I think of great motorcycle roads. But friend and fellow rider Ed managed to find one, and posted this trip report.

I set out for a place called Ravine Gardens State Park outside Palatka, FL. This allowed me to set a route through the Ocala National Forest via FL-19, which for Florida isn't a bad ride. It really didn't matter what route it was since the roads in Florida are substandard compared to what I am used to, but at least I *am* riding.

Along the way I passed a couple of rolling road blocks -- you know the "loud pipes save lives" crowd. There were two sets of them and both in groups of about 10 bikes per and all riding side by side.

Yeesh! I just don't get it. There *are* a -few- people I know that I will ride next to (even though it limits my escape options), but to ride IN a group *that* size AND side by side ... not my cuppa tea!

I managed to find the park without incident, but was a bit disappointed due to the expectation of the park's name I thought it would be more garden-like. I hiked a couple of the trails, but never found any "garden" areas. Although I didn't find the garden, I did find the spring that cut the ravine that gave the park its name.

Ed took some great photos of the Ravine Gardens State Park in Florida.

Other recommended roads ...

A1A is a good road too because of the scenery.
US 17 is one of those quiet roads that only has a few small towns on it, so there is very little traffic and even less law enforcement

About The Author
Ed's a fellow Honda V4 owner, but lately has been seen riding his 600cc Suzuki Bandit, or even his dad's Harley Davidson. This is his first contribution to The ATGATT Rat.

Captain Kirk's Motorcycle

I was searching the internet for a better picture of Captain Kirk's motorcycle as ridden by Chris Pine in the latest "Star Trek" film.

But instead, I found many photos of "the original captain kirk's" motorcycle. William Shatner is a motorcycle enthusiast!?! I didn't know that. I like him better already.

And from there, further search revealed this bizarre, Star Trek tribute bike. As spacey as the motorcycle itself appears, it is actually a "stock" 2009 Victory Vision touring motorcycle. But it has a custom paint job featuring starships from the original Star Trek series.

Honda V65 Magna Television Commercial

One of the original Honda television commercials featuring the V65 Magna.

Will history repeat itself? Will Honda put the 2010 VFR1200's power plant in a cruiser frame again? Please?!?!

2010 Harley-Davidson Wide Glide

Motorcycle USA reviewed the reborn, 2010 Harley Davidson Wide Glide.

Best Indiana Rides

Check out "www.rideindiana.info" for maps of good riding roads in Indiana.

Kuryaken Dually Pegs

I just received my Kuryakyn Dually Pegs, which I installed as passenger pegs on my Honda Magna VF750C. I'm happy to report that Kuryakyn's Dually Pegs do fit nicely as passenger pegs on the Magna, and in fact they retract up and out of the way, clearing the side covers nicely. I had been concerned about clearance, since the Dually Pegs is a large peg with a broad surface. There isn't a lot of spare room, and it won't work if the peg surface is sloped aggressively up or down. But it is a very natural fit and looks great on the bike.

The chrome finish was superb, it lives up to the hype. There were no instructions included in the package, but installation was fairly intuitive.

The pegs I bought required separate, bike-specific adaptors.

Here are the step by step instructions:

A. Remove the stock passenger pegs.

1. Remove the side cover.

2. Using a pair of needle nose pliers, pull the cotter pin from the pivot bolt. When I did this I broke the cotter pin. This always happens to me when removing cotter pins, so I already had an assortment of them to choose from, in a "Miscellaneous Fastener Pack" that I purchased at the local auto parts store.

3. Slide the pivot bolt out of the bracket. Be careful to catch and retain both the pivot bolt and the small washer; you'll need both to install the new pegs.

B. Install the Kuryakyn pegs.

1. First, test fit the pegs to the adapters. There is a hex-head bolt which runs through the peg, which fastens into the tapered stem of the adapter. Tighten this bolt until the tapered stem of the adapter mates with the receptacle in the peg. Leave it loose enough to turn the adapter freely within the peg. You'll make the final adjustments while the pegs are on the bike.

2. Slip the bushing into the adapter. This metal collar narrows the diameter of the hole drilled in the adapter, and allows for a tight fit against the pivot bolt. One slipped in easily with just pressure from my fingers. The other required a few careful taps from a hammer.

3. There is a smaller hex head bolt, about 1/4 inch long, which screws into the end of the adapter, opposite the peg. This adjuster allows to fine tune the angle of the footpeg when it is folded down for use. Insert this bolt into the adaptor, and tighten until all but 1/8" shows. You'll make final adjustments to this bolt once the pegs are on the bike.

4. Check the orientation of the adaptor. The rounded corner of the adaptor should be facing up, the squared corner should be facing down. This allows the adaptor and peg to pivot up when not in use.

5. The adaptor includes about eight different spring washers which help hold the pegs tight to minimize wiggling, and to provide enough tension to keep the pegs from falling from upright to "in use" position. The washers are shaped like the letter "D", about 1" across, and though they are all the same thickness, are bowed to varying degrees. This "bowing" forms a spring action which clamps against the adapter for a tight fit. I choose a spring washer which was tight enough to feel snug, so that it required a little effort to pull the peg down from upright to "in use" position. Place the flat side of the "letter D" toward the flat back of the bracket. This will keep the corners of the "letter D" tucked away toward the frame of the bike, and will hold the spring washer in place.

6. Slide the pivot bolt through the hole. Carefully test the pivot action of the peg. Make sure that the peg clears the frame when folding up.

7. Return the washer to the pivot bolt, and install a fresh cotter pin and bend each prong of the pin around the bolt.

8. Test the orientation of the peg ensuring that the angle front-to-back is okay. Tighten the hex-head bolt which runs through the length of the footpeg.

9. Test the orientation of the peg left-to-right ensuring that the angle is okay. If it sags too much, you'll have to back the hidden hex head bolt (the small one on the curved face of the adapter) a few turns. If it angles upward, you'll have to tighten the hidden hex-head bolt. You might have to adjust it a few times to be perfectly satisfied.

10. When you're done fine tuning the fit of the pegs, replace the side covers. You're done!

Recommended Ride: Paragon, Indiana

View Larger Map

Fellow-rider Dennis stole a few hours of riding time on a late-November afternoon, and put this Google Map together to illustrate it.

From Paragon to Turkey Track, Indiana, through a portion of the Morgan-Monroe State Forest.

I have to laugh at the names of these small, Indiana towns.

I have a new dream

Honda Pan European Ad...

Hot Wheels

Riding my bike to work, squeezing the last days out of the riding season, and reluctant to let it end, I pulled into my parking spot at work next to another set of hot wheels. The antique Ford's owner is likewise taking advantage of the waning days of good weather, and driving his pride and joy to work.

Two differing concepts of motorized fun ... One on two wheels, one on four wheels.

The BMW Inline 6

BMW has been on a roll lately, with lots of innovations and lots of new bikes coming to market.

I look forward to seeing what this concept bike becomes. If it comes to market, it would join the thin ranks of 6-cylinder motorcycle powerplants, which is a class currently occupied only by Honda's GL1800 horizontally-opposed six-cylinder engine.

See the Kneeslider article.

New Moniker: The ADD Mechanic

I've chosen the appellation "The ATGATT Rat" to describe myself -- originally owing to the fact that I spent more on my gear than on my bike.

After this week I think I should change my name to "The ADD Mechanic".

Jezebel has been dripping a few drops of oil. Noticeable in the morning when pulling out of the garage to head to work. Inspected my dipstick, noticed it was loose. Ah, that must be the problem. Oil level was fine so I hadn't lost enough to really affect the levels.

But no, drips continue the next morning. By the second night my wife has poured a little spot of oil dry under Jezebel's parking space. How ironic, a Honda parked next to a Harley, and it's the *Honda* that has the oil dry underneath it. I'm sure she got a chuckle out of that...

I crawl around under the Honda, checking for the source of the leak. Gaskets look fine. Oil pan bolt is fine. What's this? The filter is loose. I can turn it a full quarter turn by hand.

Apparently Mr. ADD Mechanic didn't tighten it when he changed his oil last. I'm lucky it didn't fly off at speed, that'd have been a catastrophe.

I'm sure I just saw something shiny and wandered off before I finished the job properly. Maybe I got called to dinner or something. My expanding waistline confirms I haven't missed many meals lately...

Dang, I could blame it on old age, or maybe just go with attention deficit disorder.

May you never be distracted while working on your bike. May you remember where you put your torque wrench.

Ride safe!

Jet Powered Honda Magna

Check out the jet-powered Honda Magna featured at thekneeslider.com.

Following a 2010 HD ShowBoat(tm)

Leaving work riding Jezebel, I saw a chrome monster about two car-lengths ahead of me. Dude was decked out in chaps, boots, leather jacket, fingerless gloves, and no helmet. His monster burping out nuisance at 120db or more. Organ donor. Dressed to the nines, no helmet.

I'm cursing my luck to be behind him, having to listen to his bike. Part of me wanted to pull up next to him and say, "You're bike doesn't sound right, like it's only running on two cylinders or something" Part of me was thankful for the minivan that served as a sound deadening wall between him and me. I stayed in place behind the van.

We all sat and waited for the light to change. I listened as his monster revved up, it got louder and louder, I kept expecting movement and got none.

Oops, he forgot to put it in gear. He shifted with a clunk and pulled away, loud sound like before, this time with actual movement.

"Works better when you put it in gear, Einstein."

We've all done it, or at least, I've done it, revved it up trying to pull away from a stop, not realizing it had popped into neutral. I don't usually mock folks who do it.

Except when they're deafening me with their little no-forward-motion twist of the throttle.

Thankfully he pulled into the nearest bar and left me alone, to carve the winding streets alone and homeward bound in relative peace.

I'm usually not contemptuous toward other riders. Ride your own ride and all that; I leave them alone and they leave me alone.

But the whole scene -- from his carefully coiffed hair, to his helmet-less head, to his showboat on the bar-hopping tour -- just annoyed me today for some reason.

VFR1200 T

Gizmag has an article (see "The Worlds Safest Bike") on Honda's patent filing for a new VFR1200-based touring motorcycle.

It's an exciting time, seeing Honda roll out innovation in their Moto division.

The oddball styling of Honda's forthcoming VFR1200T tourer isn't just the result of a designer's whim; the shape is designed to radically reduce rider injuries in the most common sorts of accidents. The appearance of the touring version of Honda's fourthcoming V4 has already been revealed in design patents which copyright the bike's styling, but for the first time we've managed to dig beneath the skin and discover that the looks aren't simply there to catch buyers' eyes. In fact, they've been dictated by the technology underneath.

Crumple zone and air bags on a motorcycle!

...when it hits an object like a car, the bike won't pitch forward; the new upper crash structure acting as a brace to keep the bike level with the rear wheel on the ground. So instead of being thrown upwards, the rider will continue traveling straight forward. On a normal bike, that would simply mean you'll go straight into the fuel tank and bars, a prospect that's no more attractive than being thrown over the top of them. But that's where Honda's next safety innovation – in the form of the company's second-generation motorcycle airbag system – comes into its own.

Buell supporters try to save the company...

The Kneeslider reports Buell supporters try to save the company

Bob Klein, Harley’s director of corporate communications, reiterated that Harley is “discontinuing the Buell product line rather than selling the business because of how deeply integrated Buell is into our business systems and distribution network.”

The statement by Klein is unfortunate, Harley Davidson seems to indicate they could not run Buell in a profitable manner and no one else should be given the opportunity to try. The “deeply integrated” argument sounds hollow because the new owners can worry about getting it running, setting up their own suppliers and distribution, Harley just needs to let go.

5 Stroke Engine

Kneeslider had an article on an innovative 5-stroke -- yes, 5 stroke -- internal combustion engine.

Test Drive of the new VFR

The new VFR is getting some good reviews, like this one in the Toronto Star...

Kingston-It's sunny, the temperature display shows 7C and an icy wind is blowing off Lake Ontario but I don't care. I've been allotted 20 minutes on Honda's technological showcase, the 2010 VFR1200, and I'm making the best of it.

Approaching the VFR, I note it's much better looking in person than in pictures. My eyes are drawn to the shapes, angles, contours, paintwork and interesting use of metal accents. It's unique, I'll give it that. The red and black paint reminds me of a first-year CBX and the overall fit and finish is the best I've ever seen on a motorcycle - and this was a pre-production model.

At press time, pricing hadn't been set but Honda expects it to be in the high teens, low 20s (about the same as the ST1300) and availability will be limited: fewer than 200 units will be coming to the Great White North.

The VFR1200 is a sport-touring motorcycle and more likely to go against the Suzuki Hayabusa, Kawasaki ZX14 and BMW K1300S rather than the sport-touring Yamaha FJR1300, BMW K1300GT and Honda's own ST1300.

The motor pumps out a claimed 172 hp - not class leading, but certainly nothing to sneeze at. It's quality horsepower too, not living way up in the powerband's stratosphere. The 92 lb.-ft. of torque make for a surprisingly strong mid-range once you're over 3000 r.p.m.

The muffler has an internal servo valve emitting a rather uninspiring tone at idle that morphs into that famous Honda V4 drone as the revs rise.

Production VFR1200s will have an automatic transmission option (actually an electronically shifted, dual-clutch six-speed), but the unit I rode had a standard six-speed manual box. I thought the hydraulic clutch felt a bit on the stiff side - not the light, silky-smooth unit I've come to expect on the VFR800, but the transmission itself shifted positively, although the throw was a bit on the long side.

Instead of traditional double overhead cams, the 1,237 cc, V4 engine goes with Uni-cams first found on Honda's four-stroke motocrossers. The cam sits directly over the intake valves (which are larger and heavier) while the exhaust valves are activated by a rocker system. This reduces reciprocating mass as well as removing some fairly heavy components from the far reaches of the engine.

The VFR1200 motor is not only lighter than the 800 version; it's physically smaller, allowing for optimal engine placement within the frame. The rear cylinders are narrower than the front, so sitting astride the motorcycle it's remarkably wasp-waisted.

Once underway, the throttle response was linear and consistent. The 76-degree V of the new engine, combined with offset crankpins allow the engine to function without the weight and complexity of any sort of counter-balancers. Just enough "character" seeps through the bars, pegs and seat so the rider knows he's not aboard a refrigerator.

The pegs and bar placement seemed pretty close to the VFR800, which is on the sporty side rather than the "sit up and beg" riding position of the more touring-oriented ST1300.

A blast up through the gears was a real eye opener. Once the tach hits 3000 r.p.m. and up, it's got retina-flattening acceleration. But the VFR is so refined, it feels as if it's just loafing.

The legal cruising speed of 100 km/h comes up at 3500 r.p.m. in sixth so the VFR1200 will be an effective touring bike, although the 18.5 L tank will mean a fairly limited cruising range.

Wind protection from the double-skinned fairing seemed good, although more time at freeway speeds would be required to fully evaluate the "fatigue factor."

Curb weight with a full tank and all fluids is a reasonable 268 kg only 18 kg more than the VFR800. Once underway, it feels like a 600, proving that mass centralization really works. The steering is light and neutral, and even the turning radius is quite reasonable as pulling feet-up U-turns on two-lane roads was no problem.

It seemed odd that even with the ambient temperature in the single digits, if the bike idled for a moment, the fan came on.

Even odder was that the turn-signal switch and horn-button positions were reversed on the left grip. Every time I signaled a lane change or a turn, I beeped the horn.

Riding the VFR1200 back to back with the VFR800 was a real eye-opener. Honda's VFR800, one of the most sophisticated and technologically advanced motorcycles on the planet, comes off as being coarse and even somewhat raucous (especially when the V-Tec boost hits).

But in reality, it is none of the above. The VFR1200 is simply much more refined.

After 20 minutes aboard, my overwhelming impression was that the VFR1200 is extremely solid and a remarkable blend of performance with sophistication.

Cool Scoots

These cool scooters look like they belong in a Transformers movie.

The manufacturer's website has a few hundred photos of several concept scooters.

Harley Kills Buell

Harley Davidson pulled the plug on Buell motorcycles today.

Buell's website had a Q-and-A page that had a bit of a teaser...

Will Harley-Davidson be using any Buell designs or incorporating Buell technology into the H-D product line?
Buell has introduced many advancements in motorcycle design and technology over the years. Harley-Davidson will continue to benefit from that knowledge going forward and it’s possible that some of this technology will find its way into a Harley-Davidson motorcycle.

2011 Naked Gold Wing?

The rumormill says that Honda will produce a naked Gold Wing based on the EVO concept bike of 1999.

I love naked Gold Wings... this ought to be good.

Measurable Ergonomics

Looking at Kawasaki's new Z1000, or Honda's new VFR1200, I wonder what their ergonomics are like.

This is one gripe I have with the moto mags ... nobody has come up with a way to describe seating position in an objective manner. We can quantify wet weight, hp, torque, displacement, gear ratios, but we haven't found a way to quantify seating position. Seems like some genius ought to figure out a way to do that...

Seat height? Bar height?

How about measuring the distance in inches that the pegs are fore or aft of the front of the seat? There's no substitute for sitting on the bike but it would give you an objective means of comparison.

If I say that my bike's pegs are 12" forward of the seat, and I notice that the new Fat Boy Lo's pegs are 18" in front of the seat, that is quantifiable, usable information.

The Hayabusa's pegs are 18" behind the front of the seat, the Speed Triples are 12" behind the front of the seat. It is an objective piece of data. Not the whole picture, but better than nothing.

I wonder if I can persuade the moto mags to add these metrics to their stats.

2010 Honda VFR1200 Interceptor

Honda unveiled their new, massive Interceptor VFR1200 today.

I suppose Honda has to keep up with Suzuki and Kawasaki, both of which have released "Super Pigs" in the past years, the Hayabusa and the Ninja ZX-14 respectively. Honda was noticeably absent from the "greater than liter sized" sport bike arena.

Down The Road

Interesting blog highlights abandoned roads and buildings. Explore "Down The Road"

2010 Kawasaki Z1000

Kawasaki announces the new 2010 Z1000.

2010 Honda CB1100

Honda has announced a CB1100 for the 2010 model year.

2010 Triumph Rocket III Roadster

I'm in love!

There's a new version of the Triumph Rocket III for 2010.

Master Yoda Riding Position

Midliferider.com has a good article on the proper riding position ... which they call the Master Yoda Riding Position.

Harley Hearse: Perfect For The Departed Biker

Harley hearse just the thing for biker funerals

Bikers who enjoyed the thrill of two-wheeled transportation in life now can take one last ride on a hog in death as they journey to their final resting place.

Read the full story

Primo Parking

One advantage of working weekends. . . I get my pick of parking spaces. My bike was the lone vehicle in the parking lot on Saturday.

The New Honda VFR1200

An Italian moto mag carried photos of Honda's new 1200cc V4 Interceptor for 2010.

I don't speak Italian, but Google translated the article into some semblance of readable English:

"We dug around the Alps, a final copy of the new 1200 Honda V4 as it prepares to land in the market in 201o. It will be the bike that will take the market share so far belonged to the VFR 800 and promises technological content never seen on a motorcycle as the previously announced series of Variable Cilinder Management that the chance to choose how many cylinders put into operation.

Probably it was a photo session or a first taste of the bike to the press.

From these photos we can easily see a final copy, and also those that will enjoy the panniers that, let's face it, plenty of sport touring on the line doing their nasty figure. We also appreciate the considerable width of the bench and the front fairing, confirming a great propensity touring rather than sport. The tester is launching a sneak look at the objective ... caught red-handed!"

Don't Ride Ugly

The folks at Fulmer Helmets are sponsoring this website, www.dont-ride-ugly.com. It has some humorous photos.

Putting my advertising/marketing analyst hat on, I can see that the subtext of this website is a marketing message. Fulmer wants to associate themselves with moto fashion, and wants to use humor to communicate the message -- that not wearing your helmet is a fashion faux pas. They don't say it in as many words, but "Don't ride ugly, ride fashionably. Wear Fulmer Helmets."

I like ad campaigns that are indirect like this; viral campaigns that use humor. The website doesn't have any traditional ads. No marketing copy. Just a brand name in the logo. Just funny pics that will make you send the web address to your friends.

This is how it came to my attention -- a fellow rider sent it to me. And as a result, I have more awareness of the Fulmer brand than I did before.

Marketing 101.

None Of The Gear...

The story of a naked, drunk motorcyclist arrested in Floriday has received national attention this week.

I guess he believes in "None Of The Gear, Some Of the Time"

If loud pipes save lives...

If loud pipes save lives, imagine what learning to ride that thing could do.

I found this brilliant dissection of the "Loud Pipes Save Lives" myth at Intrepid Commuter

The T-Shirt is available in a couple of colors. The shirts can be purchased from PJ's Parts (www.pjsparts.com)

Gearing Up

My son and my brother-in-law gear up for a ride on a dirt bike.

Riders

Uncle Larry and John pose for a picture by the dirt bike.

High school high

It felt good to ride a motorcycle to my high school for my twenty fifth reunion. Wish I'd had a bike in high school.

August miles

The year has been a light one in terms of mileage. i began August with about fifteen and a quarter on the odometer. I'll have to check my records but i think between april and august were less than a thousand miles . . . Which is shameful.

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sweet sixteen

A measure of progress . . . By september i had reached 16K on the odometer.

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Honda V4 takes aim at BMW GS

Rumor has it that Honda will introduce in 2011 a V4-powered, high-end dual sport to compete with BMW's GS.

Full Article at www.visordown.com

You can go twice as fast!

bike+big+jump

My other motorcycle is a Ducati

Crazy BMW Owner...

Throttle Lock Stupidity

Some idiotic bonehead decided to lock the throttle (i.e. cruise control) and ride his bike while standing on the passenger boards. He was doing this stupid stunt while traveling past women and children. Luckily none of them were hurt, but his ego probably isn't quite intact along with his bike and the car that it ran into.

Caution: Harsh language

"I'm gonna lock the throttle lock"

Taming The Beast

Bob is the creator of the "Magnaceptor" a Honda Magna with an Interceptor motor. He recently had it professionally tuned, and wrote this report:

I can't believe I rode 750 miles to have a bike dyno'd.

My reasoning was - it's a Honda dealer and they have a Factory Pro dyno which is supposedly very precise. In the end - it was a long, hard ride, 250+ miles of hard, windy thunderstorm rain (and hail), but worth it! The T bar and forward peg ape position is more comfortable than stock, but after 6 continuous hours of riding leaves the wrists and legs begging for redemption or even a mere shred of mercy. I'm still hurting.

Back to the dyno. Initial runs showed about 73hp and 44ft lbs. I had two cylinders lean (one extremely so) and the other two close. The horsepower curve was sad. It climbed, peaked out, then sloped down past 10,000. The typical VFR will climb past 12,000 on its way to 100hp. Not too bad for a blind tune.

The bike would run on the dyno at idle in 6th gear, and would pull, but given time the motor would have burnt up from being too lean.

It took the guys 6 hours, yes, 6 long hours to tune this mother bumper. Turns out a previous owner of the donor VFR had installed a dyno jet kit. The dyno jet kit required drilling carb components, thus making it a permanent fixture, or at least one would think.

At some time this kit was replaced with original parts - rendering the carbs ineffective until a dyno jet kit was reinstalled. At this time I would like to point out that the person who replaced those parts is a son of a bitch. The bike ran, but didn't perform well, and didn't respond correctly to tuning.

The mechanics cracked open the carbs, noticed it had been drilled, and figured this out. Luckily on their clearance rack, marked way down to cost was....one lone dyno jet jet kit for the vf750c 1994-2003 magna. Granted, this is VFR interceptor equipment, but we all know it's basically the same stuff. They used it, and it worked (thank god). In the end the whole process was $250 more expensive because of this.

After 5 hours of dyno jet drama and fiddling, the afternoon heat had set in. The temperature in the dyno room (combined with heat from tuning the bike) was nearing 100 degrees. Relative humidity was super high due to thunderstorms in the area. Under these conditions the final dyno runs were numeric failures. I don't have reliable power numbers, but I do have reliable power graphs. The graphs show increasing horsepower throughout the entire rpm range, and a torque peak right in the middle.

Where horsepower used to drop off it slopes upward. The tuner estimated that it might dyno very close to, or even over 90hp under better conditions. The best it would do Tuesday was 3hp over what I brought in - a paltry 78. Stock horsepower on the magna is....78. This was my first dyno experience, and I was very displeased to leave with such poor numbers. I had mixed feelings though because the motor sounded very strong both on the dyno and on the street when the mechanic test rode it.

The weather didn't cooperate, but they did dial the bike in. I didn't lay into it much on the return trip because of rain, and fatigue - and I didn't want the bike to explode (the dyno is a pretty rough place). I noticed a substantial decrease in fuel economy - low 30's on the first few tanks afterward, which was annoying.

On the way home from work today I gave it a test. The bike tells a different story. It pulls and Pulls and PULLS!! It's a riot in the high rpm range. I mean, it's not slow on acceleration down low, but it hits 9,000ish and wakes up in a way that lifts the front end (not in a wheelie) if you don't miss second gear! It IS really strong - stronger than I've ever experienced!

So I'm excited - plus, barring mathematical error, this last tank netted 37mpg.

Sometime this fall, on a cooler day, I'll take it in for a dyno run and share some numbers. Until then...it's a certifiable sleeper. Go ahead...take it for a ride!

About The Author
Bob has been riding, fixing, and modifying motorcycles since his youth. His latest project "The Magnaceptor"... which has the body of a 1996 Honda Magna and the engine from a VFR Interceptor.

More about the Magnaceptor...