It's beautiful and the photography is great. Makes me wish I had a better camera.
She Rides A Beemer
I like this blog..."She Rides A Beemer"...
It's beautiful and the photography is great. Makes me wish I had a better camera.
It's beautiful and the photography is great. Makes me wish I had a better camera.
ATGATT Poker Champ
Whenever I egosurf "ATGATT RAT" the above picture shows up before this blog does. I am overly concerned about my website ranking, I suppose, but COME ON!
Are you serious?
Mustang Back Support
I couldn't abide the stock Honda seat on my 3rd Gen Magna, so I upgraded to a Mustang two-up Saddle.
It is comfortable on the underside, I can ride all day without getting a sore butt, but it does seem to promote an unhealthy slouch.
My wife made the same observation about her Mustang seat ... more comfortable than stock but does something adversely affecting posture. Stock for her was a solo seat, which wouldn't do, and is why we went with Mustang.
Both of us have cruiser-style bikes (I realize I may have eliminated 3/4 of the list with that demographic...) one sabmag and one HD.
Both of us have similar requirements ... two up seating (we each ride our own, and occasionally take one of our children with us). And healthy back posture for the driver.
Anybody fought this battle and have some helpful tips? I've looked at Mustang's with driver backrest, and from the looks of them (but haven't sat in one) it seems the driver backrest would be too far back to provide the needed support.
I guess I need to find someone who has one to test sit, or pony up the dosh for a purchase from www.DennisKirk.com -- who has apparently a free-return policy which I haven't tested out but seems promising. But I would have to pony up full retail price for such an experiment.
Any thoughts/suggestions would be appreciated.
It is comfortable on the underside, I can ride all day without getting a sore butt, but it does seem to promote an unhealthy slouch.My wife made the same observation about her Mustang seat ... more comfortable than stock but does something adversely affecting posture. Stock for her was a solo seat, which wouldn't do, and is why we went with Mustang.
Both of us have cruiser-style bikes (I realize I may have eliminated 3/4 of the list with that demographic...) one sabmag and one HD.
Both of us have similar requirements ... two up seating (we each ride our own, and occasionally take one of our children with us). And healthy back posture for the driver.
Anybody fought this battle and have some helpful tips? I've looked at Mustang's with driver backrest, and from the looks of them (but haven't sat in one) it seems the driver backrest would be too far back to provide the needed support. I guess I need to find someone who has one to test sit, or pony up the dosh for a purchase from www.DennisKirk.com -- who has apparently a free-return policy which I haven't tested out but seems promising. But I would have to pony up full retail price for such an experiment.
Any thoughts/suggestions would be appreciated.
BMW aims at the Big Four Japanese Manufacturers
What is with BMW lately? They're a juggernaut -- creating new models of motorcycles at an amazing pace.
And yet they still can't make a pretty face. This one's winking.
Full story at Clutch and Chrome
BMW S1000RR - going head to head with Japanese sportbikes.
Test Drive: 2009 Buell Ulysses XT
Ryde4Ever contributed the following review.
Buell Gear Lock
One last thing, the free gear lock is pretty nice. It will come in handy when I want to lock my jacket or pants to the bike instead of wearing them in to the store or the restaurant.
I went and test rode a Buell Ulysses XB12XT. The thing that got me there was the free gear lock that they were giving away to anyone who test drives a Buell. Well, that and any chance to ride a bike that I have never ridden before!
This is a model that has intrigued me for some time. It is like a sport bike that can actually deal with gravel and mild fire roads. Hmm, sounds like BMW’s territory. And, being a dual-sport rider myself, it always appeals to me if a bike is designed to handle a little rough riding.
I rode the XT model, which is the touring model that comes with the rear trunk and hard, locking side cases. The cases are large and each can handle a full face helmet. Who needs a gear lock when you have all of this locking storage! The bike was a medium red and looked great.
Buell utilizes specially tuned Harley Davidson engines. The seating position is a touch high, for me anyway. I have a 30” inseam. I was tip-toeing my boots on each side while sitting still. What’s this? The seat is comfortable. I mean actually comfortable. This is a rare thing on most stock bikes.
I acquainted myself with the controls and pegs. The turn signal switch is on one side, the first indication that this is not a reworked HD. Unfortunately it doesn’t have self-canceling ones. The pegs are about an inch back of being straight down, but very comfortable and easy to find. The shifter did seem a bit small, but I never missed a shift. It had an easy to read speedo and tach. 
The salesman warned me that the front end could and would come up in first and second if you get too heavy on the throttle. When he told me this, I was thinking, “Yeah, sure. I have ridden 2 different 1200cc Harley Davidsons in the last month. They didn’t come close to lifting the front end”.
But I took his word for it and was careful.
The engine is fuel injected and starts right up after waiting a few seconds for the pump to pressurize, like other HD engines. At idle it vibrates a lot, but I noticed less through the handle bars then on the Nightster or XR1200. And it smooths right out as soon as you start moving.
One of the staff from the dealership had to “lead” the ride, but it was just the 2 of us and he was happy to be a little jaunty in his riding style. He was also on a Buell.
One of the first things I noticed is that it does have more power than the Sportsters that I have ridden. It was noticeably stronger. Maybe this thing can pick up the front end easily. It also weighs about 100 lbs less than the Sportster models. I checked the claimed horsepower and torque. 103hp and 84ft/lbs. Better than the XR 1200’s 90hp and 73.8 ft/lbs. And you can really feel the difference. The Ulysses would leave my DR650 from the line and never look back.
I loved the riding position. I kept thinking, “I feel like I am sitting on my DR”. The reach to the handlebars was almost exactly the same. The grips were about the same width. Nice upright sitting position. The only difference being the pegs were back about an inch. (and the much more comfortable seat, DR seats are crap). The small fairing does a great job at clearing the wind. No helmet buffeting or gorilla arms. BTW, my back, shoulders and rear all felt just fine when the ride was over.
It took me a few turns to get used to the handling. I realized that it was the meatier rubber. It took a little more muscle and/or purposeful lean to start into a corner. After that realization, I was really able to enjoy the handling. Very nice and aggressive cornering. And wonderful, instantaneous power delivery. The ride was really smooth and bumps were easily absorbed. The transmission shifted smoothly and the engine delivered loads of power whenever you needed it, at any RPM. The last stretch of the ride was on the interstate. It was busy with 18 wheelers and SUVs. There was a lot of dirty air being pushed around. But the Ulysses was quite composed and handled it without a problem.
The Ulysses XB12XT is an excellent example of a “do it all” type of bike. I can see riding the twisty roads in southern Indiana very aggressively. It would be comfortable on very long road trips. The passenger seat is even quite comfortable for 2-up riding. It would be fun and agile commuting to work.
The only problem I have with it is the seat height while sitting still or slow maneuvers in a parking lot. I could get used to those fairly quickly.
If I had the money right now and walked into a HD/Buell dealer, I would be hard pressed to choose between the XR1200 and the Ulysses.
Positives:
- Handling and comfort
- Powerful smooth engine and transmission
- Comfortable
Negatives:
- Seat height
- Price for XT model
Buell Gear Lock
One last thing, the free gear lock is pretty nice. It will come in handy when I want to lock my jacket or pants to the bike instead of wearing them in to the store or the restaurant.| About the author | |
|---|---|
Dennis has been known to haunt various dual-sport websites under the moniker Ryde4Ever. He's ridden dirt bikes since emerging from the womb, and has owned everything from Ninjas to Vulcans to Chinese dual-sports. He doesn't brag about his riding ability, but could quietly ride circles around most riders on the road. His current steed is a Suzuki DR650. This is his third contribution to "The ATGATT Rat". |  |
Triumph Speedmaster
I have set my sights upon a new object of moto-lust: The Triumph Speedmaster.
Next time I take a trip to the local Triumph Dealer, I'll ask for a test drive of this.
The Hurt Report
What is the Hurt Report?
What does it tell us?
The Hurt Report was a motorcycle safety study conducted in the United States, initiated in 1976 and published in 1981. It is named for the primary author, Dr. Hugh H. (“Harry”) Hurt, Jr.
David L. Hough, author of Proficient Motorcycling, called the Hurt Report "the most comprehensive motorcycle safety study of the 20th century."
The study was initiated by the Department Of Transportation's National Highway Traffic Safety Administration, which contracted with the University of Southern California Traffic Safety Center — the work was ultimately conducted by USC professor Harry Hurt.
The Hurt Report findings significantly advanced the state of knowledge of the causes of motorcycle accidents, in particular pointing out the need for more rider training.
What does it tell us?
Here are some of the findings of the Hurt Report:
Approximately three-fourths of these motorcycle accidents involved collision with another vehicle, which was most usually a passenger automobile.
Approximately one-fourth of these motorcycle accidents were single vehicle accidents involving the motorcycle colliding with the roadway or some fixed object in the environment.
Vehicle failure accounted for less than 3% of these motorcycle accidents, and most of those were single vehicle accidents where control was lost due to a puncture flat.
In the single vehicle accidents, motorcycle rider error was present as the accident precipitating factor in about two-thirds of the cases, with the typical error being a slide-out and fall due to over-braking or running wide on a curve due to excess speed or under-cornering.
Roadway defects (pavement ridges, potholes, etc.) were the accident cause in 2% of the accidents; animal involvement was 1% of the accidents.
In the multiple vehicle accidents, the driver of the other vehicle violated the motorcycle right-of-way and caused the accident in two-thirds of those accidents.
The failure of motorists to detect and recognize motorcycles in traffic is the predominating cause of motorcycle accidents. The driver of the other vehicle involved in collision with the motorcycle did not see the motorcycle before the collision, or did not see the motorcycle until too late to avoid the collision.
Deliberate hostile action by a motorist against a motorcycle rider is a rare accident cause.
The most frequent accident configuration is the motorcycle proceeding straight then the automobile makes a left turn in front of the oncoming motorcycle.
Intersections are the most likely place for the motorcycle accident, with the other vehicle violating the motorcycle right-of-way, and often violating traffic controls.
Weather is not a factor in 98% of motorcycle accidents.
Most motorcycle accidents involve a short trip associated with shopping, errands, friends, entertainment or recreation, and the accident is likely to happen in a very short time close to the trip origin.
The view of the motorcycle or the other vehicle involved in the accident is limited by glare or obstructed by other vehicles in almost half of the multiple vehicle accidents.
Conspicuity of the motorcycle is a critical factor in the multiple vehicle accidents, and accident involvement is significantly reduced by the use of motorcycle headlamps (on in daylight) and the wearing of high visibility yellow, orange or bright red jackets.
Fuel system leaks and spills were present in 62% of the motorcycle accidents in the post-crash phase. This represents an undue hazard for fire.
The median pre-crash speed was 29.8 mph, and the median crash speed was 21.5 mph, and the one-in-a-thousand crash speed is approximately 86 mph.
The typical motorcycle pre-crash lines-of-sight to the traffic hazard portray no contribution of the limits of peripheral vision; more than three-fourths of all accident hazards are within 45deg of either side of straight ahead.
Conspicuity of the motorcycle is most critical for the frontal surfaces of the motorcycle and rider.
Vehicle defects related to accident causation are rare and likely to be due to deficient or defective maintenance.
Motorcycle riders between the ages of 16 and 24 are significantly overrepresented in accidents; motorcycle riders between the ages of 30 and 50 are significantly underrepresented.
Although the majority of the accident-involved motorcycle riders are male (96%), the female motorcycles riders are significantly overrepresented in the accident data.
Craftsmen, laborers, and students comprise most of the accident-involved motorcycle riders. Professionals, sales workers, and craftsmen are underrepresented and laborers, students and unemployed are overrepresented in the accidents.
Motorcycle riders with previous recent traffic citations and accidents are overrepresented in the accident data.
The motorcycle riders involved in accidents are essentially without training; 92% were self-taught or learned from family or friends. Motorcycle rider training experience reduces accident involvement and is related to reduced injuries in the event of accidents.
More than half of the accident-involved motorcycle riders had less than 5 months experience on the accident motorcycle, although the total street riding experience was almost 3 years. Motorcycle riders with dirt bike experience are significantly underrepresented in the accident data.
Lack of attention to the driving task is a common factor for the motorcyclist in an accident.
Almost half of the fatal accidents show alcohol involvement.
Motorcycle riders in these accidents showed significant collision avoidance problems. Most riders would over-brake and skid the rear wheel, and under-brake the front wheel greatly reducing collision avoidance deceleration. The ability to counter-steer and swerve was essentially absent.
The typical motorcycle accident allows the motorcyclist just less than 2 seconds to complete all collision avoidance action.
Passenger-carrying motorcycles are not overrepresented in the accident area.
The driver of the other vehicles involved in collision with the motorcycle are not distinguished from other accident populations except that the ages of 20 to 29, and beyond 65 are overrepresented. Also, these drivers are generally unfamiliar with motorcycles.
The large displacement motorcycles are underrepresented in accidents but they are associated with higher injury severity when involved in accidents.
Any effect of motorcycle color on accident involvement is not determinable from these data, but is expected to be insignificant because the frontal surfaces are most often presented to the other vehicle involved in the collision.
Motorcycles equipped with fairings and windshields are underrepresented in accidents, most likely because of the contribution to conspicuity and the association with more experienced and trained riders.
Motorcycle riders in these accidents were significantly without motorcycle license, without any license, or with license revoked.
Motorcycle modifications such as those associated with the semi-chopper or cafe racer are definitely overrepresented in accidents.
The likelihood of injury is extremely high in these motorcycle accidents-98% of the multiple vehicle collisions and 96% of the single vehicle accidents resulted in some kind of injury to the motorcycle rider; 45% resulted in more than a minor injury.
Half of the injuries to the somatic regions were to the ankle-foot, lower leg, knee, and thigh-upper leg.
Crash bars are not an effective injury countermeasure; the reduction of injury to the ankle-foot is balanced by increase of injury to the thigh-upper leg, knee, and lower leg.
The use of heavy boots, jacket, gloves, etc., is effective in preventing or reducing abrasions and lacerations, which are frequent but rarely severe injuries.
Groin injuries were sustained by the motorcyclist in at least 13% of the accidents, which typified by multiple vehicle collision in frontal impact at higher than average speed.
Injury severity increases with speed, alcohol involvement and motorcycle size.
Seventy-three percent of the accident-involved motorcycle riders used no eye protection, and it is likely that the wind on the unprotected eyes contributed in impairment of vision which delayed hazard detection.
Approximately 50% of the motorcycle riders in traffic were using safety helmets but only 40% of the accident-involved motorcycle riders were wearing helmets at the time of the accident.
Voluntary safety helmet use by those accident-involved motorcycle riders was lowest for untrained, uneducated, young motorcycle riders on hot days and short trips.
The most deadly injuries to the accident victims were injuries to the chest and head.
The use of the safety helmet is the single critical factor in the prevention of reduction of head injury; the safety helmet which complies with FMVSS 218 is a significantly effective injury countermeasure.
Safety helmet use caused no attenuation of critical traffic sounds, no limitation of pre-crash visual field, and no fatigue or loss of attention; no element of accident causation was related to helmet use.
FMVSS 218 provides a high level of protection in traffic accidents, and needs modification only to increase coverage at the back of the head and demonstrate impact protection of the front of full facial coverage helmets, and insure all adult sizes for traffic use are covered by the standard.
Helmeted riders and passengers showed significantly lower head and neck injury for all types of injury, at all levels of injury severity.
The increased coverage of the full facial coverage helmet increases protection, and significantly reduces face injuries.
There is not liability for neck injury by wearing a safety helmet; helmeted riders had less neck injuries than unhelmeted riders. Only four minor injuries were attributable to helmet use, and in each case the helmet prevented possible critical or fatal head injury.
Sixty percent of the motorcyclists were not wearing safety helmets at the time of the accident. Of this group, 26% said they did not wear helmets because they were uncomfortable and inconvenient, and 53% simply had no expectation of accident involvement.
Valid motorcycle exposure data can be obtained only from collection at the traffic site. Motor vehicle or driver license data presents information which is completely unrelated to actual use.
Less than 10% of the motorcycle riders involved in these accidents had insurance of any kind to provide medical care or replace property.
Approximately three-fourths of these motorcycle accidents involved collision with another vehicle, which was most usually a passenger automobile.
Approximately one-fourth of these motorcycle accidents were single vehicle accidents involving the motorcycle colliding with the roadway or some fixed object in the environment.
Vehicle failure accounted for less than 3% of these motorcycle accidents, and most of those were single vehicle accidents where control was lost due to a puncture flat.
In the single vehicle accidents, motorcycle rider error was present as the accident precipitating factor in about two-thirds of the cases, with the typical error being a slide-out and fall due to over-braking or running wide on a curve due to excess speed or under-cornering.
Roadway defects (pavement ridges, potholes, etc.) were the accident cause in 2% of the accidents; animal involvement was 1% of the accidents.
In the multiple vehicle accidents, the driver of the other vehicle violated the motorcycle right-of-way and caused the accident in two-thirds of those accidents.
The failure of motorists to detect and recognize motorcycles in traffic is the predominating cause of motorcycle accidents. The driver of the other vehicle involved in collision with the motorcycle did not see the motorcycle before the collision, or did not see the motorcycle until too late to avoid the collision.
Deliberate hostile action by a motorist against a motorcycle rider is a rare accident cause.
The most frequent accident configuration is the motorcycle proceeding straight then the automobile makes a left turn in front of the oncoming motorcycle.
Intersections are the most likely place for the motorcycle accident, with the other vehicle violating the motorcycle right-of-way, and often violating traffic controls.
Weather is not a factor in 98% of motorcycle accidents.
Most motorcycle accidents involve a short trip associated with shopping, errands, friends, entertainment or recreation, and the accident is likely to happen in a very short time close to the trip origin.
The view of the motorcycle or the other vehicle involved in the accident is limited by glare or obstructed by other vehicles in almost half of the multiple vehicle accidents.
Conspicuity of the motorcycle is a critical factor in the multiple vehicle accidents, and accident involvement is significantly reduced by the use of motorcycle headlamps (on in daylight) and the wearing of high visibility yellow, orange or bright red jackets.
Fuel system leaks and spills were present in 62% of the motorcycle accidents in the post-crash phase. This represents an undue hazard for fire.
The median pre-crash speed was 29.8 mph, and the median crash speed was 21.5 mph, and the one-in-a-thousand crash speed is approximately 86 mph.
The typical motorcycle pre-crash lines-of-sight to the traffic hazard portray no contribution of the limits of peripheral vision; more than three-fourths of all accident hazards are within 45deg of either side of straight ahead.
Conspicuity of the motorcycle is most critical for the frontal surfaces of the motorcycle and rider.
Vehicle defects related to accident causation are rare and likely to be due to deficient or defective maintenance.
Motorcycle riders between the ages of 16 and 24 are significantly overrepresented in accidents; motorcycle riders between the ages of 30 and 50 are significantly underrepresented.
Although the majority of the accident-involved motorcycle riders are male (96%), the female motorcycles riders are significantly overrepresented in the accident data.
Craftsmen, laborers, and students comprise most of the accident-involved motorcycle riders. Professionals, sales workers, and craftsmen are underrepresented and laborers, students and unemployed are overrepresented in the accidents.
Motorcycle riders with previous recent traffic citations and accidents are overrepresented in the accident data.
The motorcycle riders involved in accidents are essentially without training; 92% were self-taught or learned from family or friends. Motorcycle rider training experience reduces accident involvement and is related to reduced injuries in the event of accidents.
More than half of the accident-involved motorcycle riders had less than 5 months experience on the accident motorcycle, although the total street riding experience was almost 3 years. Motorcycle riders with dirt bike experience are significantly underrepresented in the accident data.
Lack of attention to the driving task is a common factor for the motorcyclist in an accident.
Almost half of the fatal accidents show alcohol involvement.
Motorcycle riders in these accidents showed significant collision avoidance problems. Most riders would over-brake and skid the rear wheel, and under-brake the front wheel greatly reducing collision avoidance deceleration. The ability to counter-steer and swerve was essentially absent.
The typical motorcycle accident allows the motorcyclist just less than 2 seconds to complete all collision avoidance action.
Passenger-carrying motorcycles are not overrepresented in the accident area.
The driver of the other vehicles involved in collision with the motorcycle are not distinguished from other accident populations except that the ages of 20 to 29, and beyond 65 are overrepresented. Also, these drivers are generally unfamiliar with motorcycles.
The large displacement motorcycles are underrepresented in accidents but they are associated with higher injury severity when involved in accidents.
Any effect of motorcycle color on accident involvement is not determinable from these data, but is expected to be insignificant because the frontal surfaces are most often presented to the other vehicle involved in the collision.
Motorcycles equipped with fairings and windshields are underrepresented in accidents, most likely because of the contribution to conspicuity and the association with more experienced and trained riders.
Motorcycle riders in these accidents were significantly without motorcycle license, without any license, or with license revoked.
Motorcycle modifications such as those associated with the semi-chopper or cafe racer are definitely overrepresented in accidents.
The likelihood of injury is extremely high in these motorcycle accidents-98% of the multiple vehicle collisions and 96% of the single vehicle accidents resulted in some kind of injury to the motorcycle rider; 45% resulted in more than a minor injury.
Half of the injuries to the somatic regions were to the ankle-foot, lower leg, knee, and thigh-upper leg.
Crash bars are not an effective injury countermeasure; the reduction of injury to the ankle-foot is balanced by increase of injury to the thigh-upper leg, knee, and lower leg.
The use of heavy boots, jacket, gloves, etc., is effective in preventing or reducing abrasions and lacerations, which are frequent but rarely severe injuries.
Groin injuries were sustained by the motorcyclist in at least 13% of the accidents, which typified by multiple vehicle collision in frontal impact at higher than average speed.
Injury severity increases with speed, alcohol involvement and motorcycle size.
Seventy-three percent of the accident-involved motorcycle riders used no eye protection, and it is likely that the wind on the unprotected eyes contributed in impairment of vision which delayed hazard detection.
Approximately 50% of the motorcycle riders in traffic were using safety helmets but only 40% of the accident-involved motorcycle riders were wearing helmets at the time of the accident.
Voluntary safety helmet use by those accident-involved motorcycle riders was lowest for untrained, uneducated, young motorcycle riders on hot days and short trips.
The most deadly injuries to the accident victims were injuries to the chest and head.
The use of the safety helmet is the single critical factor in the prevention of reduction of head injury; the safety helmet which complies with FMVSS 218 is a significantly effective injury countermeasure.
Safety helmet use caused no attenuation of critical traffic sounds, no limitation of pre-crash visual field, and no fatigue or loss of attention; no element of accident causation was related to helmet use.
FMVSS 218 provides a high level of protection in traffic accidents, and needs modification only to increase coverage at the back of the head and demonstrate impact protection of the front of full facial coverage helmets, and insure all adult sizes for traffic use are covered by the standard.
Helmeted riders and passengers showed significantly lower head and neck injury for all types of injury, at all levels of injury severity.
The increased coverage of the full facial coverage helmet increases protection, and significantly reduces face injuries.
There is not liability for neck injury by wearing a safety helmet; helmeted riders had less neck injuries than unhelmeted riders. Only four minor injuries were attributable to helmet use, and in each case the helmet prevented possible critical or fatal head injury.
Sixty percent of the motorcyclists were not wearing safety helmets at the time of the accident. Of this group, 26% said they did not wear helmets because they were uncomfortable and inconvenient, and 53% simply had no expectation of accident involvement.
Valid motorcycle exposure data can be obtained only from collection at the traffic site. Motor vehicle or driver license data presents information which is completely unrelated to actual use.
Less than 10% of the motorcycle riders involved in these accidents had insurance of any kind to provide medical care or replace property.
See Wikipedia, Hurt Report, http://en.wikipedia.org/wiki/Hurt_Report (as of May. 23, 2009)
Test Drive: Honda VFR800F Interceptor
Not all of my test drives start at the local dealership. This one began when I met a friend at an annual motorcycle gathering.
Last year she had offered to let me test drive her VFR. I wasn't able to take her up on her offer last year, but was very interested in riding the Interceptor.
Would she remember this year? Would her offer still stand?
She saw me and immediately said, "Do you still want to ride the VFR?"
I said, "I was hoping you'd say that."
I hopped aboard the VFR, and spent several minutes acquainting myself with the configuration of footpegs, shift lever and brake. Everything seemed so different.
The VFR the same basic engine as my Magna, but I knew from my research that there were differences in the cams, exhaust, air intake, and carburetor jets.
I sat on the bike and listened to it run, and tried to hear anything in the cadence and whine of that V4 motor that reminded me of the Magna. I could find nothing. Neither were like the Harley V-Twin's famous sound. But they also were somehow different from each other.
Taking it out of gear without raising the kickstand, it immediately stopped running. Oops, I should've known that this feature existed.
Starting it again, it thrummed back to life effortlessly. Letting out on the clutch and moving forward, I had that momentary fright of not knowing where to put my feet. The moment that has been described as a "Where The Heck are the Footpegs" moment.
Underway, I had 10 miles of twisty country roads on which to enjoy the bike.
Compared to the Magna, the VFR handles like a dream. It is controlled by pure thought. A merely incline of the head causes the bike to steer in the direction I want. I can see the appeal of this. I immediately felt better in my lower back -- the rearset pegs tipped my pelvis and relieved pressure on the low back.
"Hey, this could work! This could be my next bike!"
But after a mere 10 miles the pain began in the shoulders. The ergonomics, even of the so-called "Barcolounger" of sport bikes, will not work for my 40/80-year-old frame.
I cannot abide a sport bike position, in my shoulders, even though the low back seems to prefer it. Is there not a happy medium?
I came back with a grin on my face. "Have we made a convert of you?"
Unfortunately no. Still searching for suitable ergonomics. Upright seating with a slight rearset to the pegs looks like it might do it.
I just havent' found a bike that fits the bill...
Last year she had offered to let me test drive her VFR. I wasn't able to take her up on her offer last year, but was very interested in riding the Interceptor.
Would she remember this year? Would her offer still stand?
She saw me and immediately said, "Do you still want to ride the VFR?"
I said, "I was hoping you'd say that."
I hopped aboard the VFR, and spent several minutes acquainting myself with the configuration of footpegs, shift lever and brake. Everything seemed so different.
The VFR the same basic engine as my Magna, but I knew from my research that there were differences in the cams, exhaust, air intake, and carburetor jets.
I sat on the bike and listened to it run, and tried to hear anything in the cadence and whine of that V4 motor that reminded me of the Magna. I could find nothing. Neither were like the Harley V-Twin's famous sound. But they also were somehow different from each other.
Taking it out of gear without raising the kickstand, it immediately stopped running. Oops, I should've known that this feature existed.
Starting it again, it thrummed back to life effortlessly. Letting out on the clutch and moving forward, I had that momentary fright of not knowing where to put my feet. The moment that has been described as a "Where The Heck are the Footpegs" moment.
Underway, I had 10 miles of twisty country roads on which to enjoy the bike.
Compared to the Magna, the VFR handles like a dream. It is controlled by pure thought. A merely incline of the head causes the bike to steer in the direction I want. I can see the appeal of this. I immediately felt better in my lower back -- the rearset pegs tipped my pelvis and relieved pressure on the low back.
"Hey, this could work! This could be my next bike!"
But after a mere 10 miles the pain began in the shoulders. The ergonomics, even of the so-called "Barcolounger" of sport bikes, will not work for my 40/80-year-old frame.
I cannot abide a sport bike position, in my shoulders, even though the low back seems to prefer it. Is there not a happy medium?
I came back with a grin on my face. "Have we made a convert of you?"
Unfortunately no. Still searching for suitable ergonomics. Upright seating with a slight rearset to the pegs looks like it might do it.
I just havent' found a bike that fits the bill...
Test Drive: 2009 Harley Davidson XR1200
Ryde4Ever submits this test drive report
What is the difference between the XR1200 and the Nightster 1200? It is like night and day! (Pun intended).
Since I recently rode a Nightster (see the test drive report) there will be some comparisons.
Today I rode an orange 2009 XR1200 at the local Harley dealership. Very nice people!
I had talked to one of the salesmen last week and he said, "Sure we have a couple XR1200s. Call me some morning and we will set you up for the afternoon."
This was part of the Super Ride, test ride any bike on the floor promotion.
Unlike one of the other HD dealers that only allowed a ride on demo days and in a group, this deal lets you ride solo without any supervision.
I went about 11 miles. Mostly within the speed limit, but a couple secluded areas let me hit around 70 mph.
The seat is still low enough for my 30" inseam to fit and touch the ground with both feet. It is very comfortable, much better than the Nightster. It is taller than the other Sportsters but not too much. The pegs are right below you where they should be, in my opinion.
Fit and finish was typical HD, excellent!
The reach to the handlebars is less of a reach than on the Nightster. It has an analog tach and a digital speedo. Both are very easy to read even in bright sunlight. The turn signals are typical HD on both handles, but they are self-canceling.
The engine is fuel injected and starts up instantly and runs smooth. It vibrates a lot at idle, but I don't think it is as bad as the Nightster. As soon as the engine hits about 2200 rpm, it smooths out.
I did notice a few more vibes through the pegs on this one but only at lower RPMs. It is funny; while slowing, somewhere around 2200-2300 you notice the tingle, kind of like the bike is saying, "Ok, you can down shift now."
This bike is great! It is exactly the type of Harley that I would gladly own. It has amazing torque at any speed.
In fact, so much that it is a bit touchy at the throttle. Me, not being used to the turn signal switch on the right side, accidently twisted the throttle a touch while trying to turn on the signal. The kick about threw me off the bike. The 5-speed transmission was smooth as silk, just like the Nightster's.
The amazing thing: this bike LIKES to turn! It feels good leaning way over. And no scraping of miscellaneous parts when doing so.
Turn on the power mid-turn and it just hunkers down and tells you to lean a bit further.I also noticed the front brakes really work well. Not much front end dive when you hit them.
I am used to riding a tallish 360 lb (wet) dual sport bike. I easily hopped on this much heavier bike and felt pretty comfortable in a few miles. I barely noticed the extra weight. It is wider but just felt right. The air filter doesn't seem to hammer your right knee like on the Nightster.
There is also much more rear suspension travel. Most normal bumps are absorbed. Some of the bigger ones are still a bit jarring. But, nothing like the Nightster.
Acceleration felt similar to the Nightster. My DR650 could probably stay right with this bike up to about 60, then that XR would leave me sitting.
Positives:
Negatives:
What is the difference between the XR1200 and the Nightster 1200? It is like night and day! (Pun intended).
Since I recently rode a Nightster (see the test drive report) there will be some comparisons.
Today I rode an orange 2009 XR1200 at the local Harley dealership. Very nice people!
I had talked to one of the salesmen last week and he said, "Sure we have a couple XR1200s. Call me some morning and we will set you up for the afternoon."This was part of the Super Ride, test ride any bike on the floor promotion.
Unlike one of the other HD dealers that only allowed a ride on demo days and in a group, this deal lets you ride solo without any supervision.
I went about 11 miles. Mostly within the speed limit, but a couple secluded areas let me hit around 70 mph.
The seat is still low enough for my 30" inseam to fit and touch the ground with both feet. It is very comfortable, much better than the Nightster. It is taller than the other Sportsters but not too much. The pegs are right below you where they should be, in my opinion.
Fit and finish was typical HD, excellent!
The reach to the handlebars is less of a reach than on the Nightster. It has an analog tach and a digital speedo. Both are very easy to read even in bright sunlight. The turn signals are typical HD on both handles, but they are self-canceling.
The engine is fuel injected and starts up instantly and runs smooth. It vibrates a lot at idle, but I don't think it is as bad as the Nightster. As soon as the engine hits about 2200 rpm, it smooths out.
I did notice a few more vibes through the pegs on this one but only at lower RPMs. It is funny; while slowing, somewhere around 2200-2300 you notice the tingle, kind of like the bike is saying, "Ok, you can down shift now."
This bike is great! It is exactly the type of Harley that I would gladly own. It has amazing torque at any speed.
In fact, so much that it is a bit touchy at the throttle. Me, not being used to the turn signal switch on the right side, accidently twisted the throttle a touch while trying to turn on the signal. The kick about threw me off the bike. The 5-speed transmission was smooth as silk, just like the Nightster's.
The amazing thing: this bike LIKES to turn! It feels good leaning way over. And no scraping of miscellaneous parts when doing so.
Turn on the power mid-turn and it just hunkers down and tells you to lean a bit further.I also noticed the front brakes really work well. Not much front end dive when you hit them.I am used to riding a tallish 360 lb (wet) dual sport bike. I easily hopped on this much heavier bike and felt pretty comfortable in a few miles. I barely noticed the extra weight. It is wider but just felt right. The air filter doesn't seem to hammer your right knee like on the Nightster.
There is also much more rear suspension travel. Most normal bumps are absorbed. Some of the bigger ones are still a bit jarring. But, nothing like the Nightster.
Acceleration felt similar to the Nightster. My DR650 could probably stay right with this bike up to about 60, then that XR would leave me sitting.
Positives:
- Engine and tranny
- Seating position
- Handling and braking. Did I mention great handling?
Negatives:
- Throttle is a bit touchy
- Still a bit rough on very bumpy roads
- Price $10,799 in black and $11,079 in orange
| About the author | |
|---|---|
Dennis has been known to haunt various dual-sport websites under the nom de plume Ryde4Ever. He's ridden dirt bikes since emerging from the womb, and has owned everything from Ninjas to Vulcans to Chinese dirtbikes. He doesn't brag about his riding ability, but could quietly ride circles around most riders on the road, including yours truly, The ATGATT Rat. His current steed is a Suzuki DR650. | |
Test Drive: 2007 Harley Davidson Dyna Street Bob
We found a Harley Davidson dealership that allows test drives (not all of them do) so we paid them a visit. My wife wanted to try a FXDWG - Dyna Wide Glide. They had none on the showroom floor, so we picked something similar, an FXDB -- Dyna Street Bob. This one had the narrow wheel up front, the 96 cubic inch motor, after market pipes, and ape hangers.
I hesitate to write a report about a customized bike -- the pipes were not stock. But since this is a common customization -- it seems like everyone who buys one of these bikes puts on after-market pipes -- it seems a relevant review.
I had expected a dealer-escort along a four mile course. Instead, the kid handed us the keys, and told us not to be out too much past 4. It was 2:45. He pointed us toward a twisty road and said have fun.
We rode for about 45 minutes out of town up an old twisty road.
After that amount of time, my ears were ringing. The vibration was not as bad as I had heard or imagined. Rubber mounted engine, I guess. I could feel the vibration in the hand grips.
The power and throttle response was worse than I had expected. I would describe the performance as Lackluster. I've heard it said that a Harley engine "Turns gasoline into noise and vibration with the least amount of power imaginable."
[See Editor's Note, below]
Backfiring on deceleration, for a moment it reminded me of the Magna before I cleaned the carbs. Makes me wonder whether there really was a problem with the fuel injection mapping. I know that the fuel injection has to be modified when custom pipes are installed. Looks like they didn't quite get it right.
I'll never know how much of the power and performance problems were related to faulty fuel injection mapping, and how much was simply "as good as it gets". I'll have to test drive other bikes - perhaps with stock fuel injection mapping and stock pipes - to be sure.
Back to the dealer, they debriefed us on our ride, and tried to urge us toward a purchase. They knew we were in the "early planning stages" of my wife's next bike, and that there would be no bike-buying today. They had my wife pick out her favorite color, talked about finance options, yada yada yada. Very low key, not hard sell tactics.
"What did you think of the Street Bob?" they asked her.
"Too loud," she said.
"What about you?" they asked me.
"Not enough power, too sluggish." I replied.
Editor's Note: This review was lifted from a longer post of mine, in which I reviewed several different bikes and also gave an account of the trip there and back.
Also, I should note as a follow-up, the problems I describe in this bike, including the unfair cliche about Harley-Davidson noise-to-power ratio, seem to have been caused either by the after-market pipes, or the fuel-injection mapping, or both. The stock 2009 Harley Davidson Dyna Super Glide, which has the same engine and same chassis, didn't exhibit any of this behavior.
Test Drive: 2007 Victory Vegas 8-Ball
The local dealer offers test drives, so we picked out the Victory Vegas 8-Ball. The Vegas 8-ball had the least chrome of any bike they had -- a totally blacked out engine -- so I figured I'd give it a shot. I really like the looks of it, and had read great reviews in Rider Magazine.
We took the bike unescorted on a dealer-prescribed four mile circuit, through city streets and a twisty parkway, and back to the dealer. Too short of a run to really get a feel for the bikes, but much better than simply staring at the bike on the showroom floor, and even better than sitting on the bike while the salesman holds it upright.
The 8-Ball was well balanced with weight down low. Easy off the stand and comfortable to sit on. Ergonomics were comfortable. I had never ridden with foreward controls and found them to be comfortable, more than I expected. Handling and throttle response were excellent.
The acceleration doesn't compare favorably to the V4 Honda Magna that I currently ride, but it was better than the Goldwing GL1100 I'd previously owned, and better than the Victory Kingpin Tour, which I also test drove. The Tour is a great bike, but is weighted down with bags, and it does affect the acceleration off the line.
The engine made an unfamiliar sound, a whine that varied with the engine speed. It was noticeable on both the 8-Ball and the Kingpin Tour, but moreso on the Tour, which I attribute to the windshield focusing some of the sound back at the driver.
But the 8-Ball was a nice looking bike, and would merit a closer look if I were ready to purchase a new bike. I really like the styling, though I recognize that that's a personal preference. The stock solo seat would have to be replaced with a two-up seat, in my case, but otherwise it looks ready to ride.
This review was snipped from a longer post of mine, which included several test drives at two different dealerships, plus the tale of getting there and back.
We took the bike unescorted on a dealer-prescribed four mile circuit, through city streets and a twisty parkway, and back to the dealer. Too short of a run to really get a feel for the bikes, but much better than simply staring at the bike on the showroom floor, and even better than sitting on the bike while the salesman holds it upright.The 8-Ball was well balanced with weight down low. Easy off the stand and comfortable to sit on. Ergonomics were comfortable. I had never ridden with foreward controls and found them to be comfortable, more than I expected. Handling and throttle response were excellent.
The acceleration doesn't compare favorably to the V4 Honda Magna that I currently ride, but it was better than the Goldwing GL1100 I'd previously owned, and better than the Victory Kingpin Tour, which I also test drove. The Tour is a great bike, but is weighted down with bags, and it does affect the acceleration off the line.
The engine made an unfamiliar sound, a whine that varied with the engine speed. It was noticeable on both the 8-Ball and the Kingpin Tour, but moreso on the Tour, which I attribute to the windshield focusing some of the sound back at the driver.
But the 8-Ball was a nice looking bike, and would merit a closer look if I were ready to purchase a new bike. I really like the styling, though I recognize that that's a personal preference. The stock solo seat would have to be replaced with a two-up seat, in my case, but otherwise it looks ready to ride.
This review was snipped from a longer post of mine, which included several test drives at two different dealerships, plus the tale of getting there and back.
Gone To A Good Home
(Photo: Carolyn and John pose for a picture with Katie in 2004, just after I bought her for my wife as a birthday present.)
Sold Katie - the original V30 in the family -- on eBay to a starving student at one of the nearby universities. His first bike.
He came to look at her on Saturday, 70 miles one way, before the listing ended. He sniffed around, then made some comment about maybe riding her home if he won the auction.
"Have you ridden before?" I asked, dubiously.
"I rode a dirtbike, once." he replied.
"Oh, dude, seriously, do NOT ride her home if you haven't taken a safety course."
"Well, maybe I could rent a trailer."
Long story short he ended up winning the auction and I ended up delivering the bike to him tonight, gratis. Had he been a forty-something work-a-day slug like me, I wouldn't have chipped in the delivery for him. But I felt like "paying it forward" on this one.
Call me crazy, I don't care. It was my choice.
Dropping off the bike tonight (which I trailered!) brought back a lot of memories. Five years ago I bought a bike for my wife not knowing what a V4 was. I didn't know a caliper from a lever. I didn't know a clutch from a shifter peg. Boy did I get lucky, stumbling across the Honda V30. I'll never be the same!
This evening as I was going over the basics with him, I scrawled on the back of the owner's manual: www.sabmag.org and told him about this group. I also brought up the MSF course again, at the risk of sounding pushy. I tried to encourage him to keep the bike off the road until he took the course. He was telling me he found a used helmet on campus for cheap.
I wish him lots of luck.
(Photo: Carolyn and John pose with Katie for one last photo, just before I delivered Katie to her new owner.)
Test Drive: 2007 Buell Lightning XB12STT
I found a Buell dealer who allowed test drives. I had hoped to ride a Ulysses. I had read the press, and wanted to try it out. It looked plausibly interesting.
Turns out they had no Ulysses on the showroom floor, so the dealer hooked me up with a XB12STT, which is more sporty in configuration.
I had expected a dealer-escort along a four mile course. Instead, the kid handed us the keys, and told us not to be out too much past 4. It was 2:45. He pointed us toward a twisty road and said have fun.
Keep in mind this is my first experience with a sport riding position. Firing up the Buell, the mirrors start to shake. Plenty of power right down low on the tach. There was a brief moment where I had that panicked sensation of not being able to find the footpegs, after which I found the pegs and had no problems in that department.
The bike has the tiniest shifter peg and brake pedal I have ever seen, I spent the next half-hour hunting for the shifter lever.
The horrible shaking is really only noticeable at idle, and the bike has plenty of torque, of course. Plenty of power on tap, I couldn't lug it low enough for it to complain, and it surged happily forward like a quarter horse at about 5 grand on the tach. I could almost do this, I thought.
But I could not abide the riding position. This is not a knock against the bike; but rather reflects that I am not accustomed to a sportbike seating position.
I really felt like I was going to pitch over the handlebars. In an aggressive stop I really felt that the rear wheel would loft. I imagine my impressions would be different if I'd ever ridden a sport bike of any stripe before.
We rode for about 45 minutes out of town up an old twisty road. My wife took a turn riding the Buell. Her report:
"This thing has plenty of power to spare, just twist the grip and it goes." She had that devlish gleem in her eye. I was so surprised. I figured my dear cruiser girl would never go for anything like that.
What she said was true; especially compared to the cruisers we had ridden, the Buell was sporty and fun.
"What about the seating position?" I asked. That was what bothered me the most.
"It's okay, I got used to it." she replied.
I was totally surprised.
Back to the dealer, they asked us our impressions. I described my wife's devilish grin, and how much fun it was to ride.
"So you liked it?" they asked.
"Not particularly..." I shrugged. It was an interesting ride, and a fun one, but the negatives outweighed the positives. Perhaps I'd feel differently with a different seating position. If I ever get a chance to ride the Ulysses, I'm still interested.
...
This post was taken from a longer one, which included other bike reviews, and an account of getting to and from the dealership.
Turns out they had no Ulysses on the showroom floor, so the dealer hooked me up with a XB12STT, which is more sporty in configuration.
I had expected a dealer-escort along a four mile course. Instead, the kid handed us the keys, and told us not to be out too much past 4. It was 2:45. He pointed us toward a twisty road and said have fun.
Keep in mind this is my first experience with a sport riding position. Firing up the Buell, the mirrors start to shake. Plenty of power right down low on the tach. There was a brief moment where I had that panicked sensation of not being able to find the footpegs, after which I found the pegs and had no problems in that department.
The bike has the tiniest shifter peg and brake pedal I have ever seen, I spent the next half-hour hunting for the shifter lever.
The horrible shaking is really only noticeable at idle, and the bike has plenty of torque, of course. Plenty of power on tap, I couldn't lug it low enough for it to complain, and it surged happily forward like a quarter horse at about 5 grand on the tach. I could almost do this, I thought.
But I could not abide the riding position. This is not a knock against the bike; but rather reflects that I am not accustomed to a sportbike seating position.
I really felt like I was going to pitch over the handlebars. In an aggressive stop I really felt that the rear wheel would loft. I imagine my impressions would be different if I'd ever ridden a sport bike of any stripe before.
We rode for about 45 minutes out of town up an old twisty road. My wife took a turn riding the Buell. Her report:
"This thing has plenty of power to spare, just twist the grip and it goes." She had that devlish gleem in her eye. I was so surprised. I figured my dear cruiser girl would never go for anything like that.
What she said was true; especially compared to the cruisers we had ridden, the Buell was sporty and fun.
"What about the seating position?" I asked. That was what bothered me the most.
"It's okay, I got used to it." she replied.
I was totally surprised.
Back to the dealer, they asked us our impressions. I described my wife's devilish grin, and how much fun it was to ride.
"So you liked it?" they asked.
"Not particularly..." I shrugged. It was an interesting ride, and a fun one, but the negatives outweighed the positives. Perhaps I'd feel differently with a different seating position. If I ever get a chance to ride the Ulysses, I'm still interested.
...
This post was taken from a longer one, which included other bike reviews, and an account of getting to and from the dealership.
Dipshitticus Ebaymus
Selling off the contents of my V30 parts cabinet. No more V30's in the fold, no use for spare parts no-more. Have to raise some cash for chrome, you know.
I clearly described the turn signals. I included a picture showing the broken stem -- close up, unmistakable. I clearly stated that the wires had been cut and would need to be soldered or would need new crimp-on connectors.
Yet the genius that bought the turn signals from me has the nerve to say, upon uberfast receipt of said turn-signals "I don't recall the listing saying that the wires had been cut. And I think you should have disclosed that one of the stems was broken."
And I wanted to reply "Did you even freaking read the listing?"
SFB!
Test Drive: 2007 Victory Kingpin Tour
The local Victory dealer offers test drives, so we picked out the Victory Kingpin Tour. The Kingpin Tour had the saddlebags and trunk that made it a practical tourer.
I'm interested in touring bikes like some women are interested in another pair of shoes. In fact my feelings on owning multiple motorcycles draws a parallel to a closet full of shoes ... you need something for every occasion.
I took the bike unescorted on a dealer-prescribed four mile circuit, through city streets and a twisty parkway, and back to the dealer. Too short of a run to really get a feel for the bike, but way better than just looking at them on the showroom floor.
The Kingpin reminded me of the GL1100 Gold Wing in terms of comfort and acceleration. It's a complement when speaking of comfort. Both bikes certainly "have it going on" in the comfort department. Seats and seating positions, wind protection are all superbly comfortable.
However, the comparison to a Goldwing -- at least the 1100cc version that I had previously owned -- is not really a complement. When I say that the Victory Kingpin Tour reminded me of the Wing in terms of acceleration, I mean that I asked it to move, and it whined and complained and clamoured up to speed. This is why I no longer own the GL1100.
I liked the windshield height, the breeze still hit me in the face but was deflected from my chest. Personal preference.
It was very well balanced with weight down low. Easy off the stand and comfortable to sit on. Ergonomics were comfortable. I had never ridden with forward controls and found them to be comfortable, more than I expected. The floorboards and heel-toe shifter were a new experience for me.
Fit and finish was very nice. It felt like a substantial bike. There was an audible whine that I'm not accustomed to, related to the engine speed. I've heard it from other bikes, I'm sure it's just something I'm supposed to get used to. It's not a deal-breaker for me -- if I loved everything else about the bike, I'd be willing to overlook the unusual engine sound.
....
I snipped this review from a longer post of mine, which contained several test drives, plus the tale of getting there and back.
I'm interested in touring bikes like some women are interested in another pair of shoes. In fact my feelings on owning multiple motorcycles draws a parallel to a closet full of shoes ... you need something for every occasion.
I took the bike unescorted on a dealer-prescribed four mile circuit, through city streets and a twisty parkway, and back to the dealer. Too short of a run to really get a feel for the bike, but way better than just looking at them on the showroom floor.
The Kingpin reminded me of the GL1100 Gold Wing in terms of comfort and acceleration. It's a complement when speaking of comfort. Both bikes certainly "have it going on" in the comfort department. Seats and seating positions, wind protection are all superbly comfortable.
However, the comparison to a Goldwing -- at least the 1100cc version that I had previously owned -- is not really a complement. When I say that the Victory Kingpin Tour reminded me of the Wing in terms of acceleration, I mean that I asked it to move, and it whined and complained and clamoured up to speed. This is why I no longer own the GL1100.
I liked the windshield height, the breeze still hit me in the face but was deflected from my chest. Personal preference.
It was very well balanced with weight down low. Easy off the stand and comfortable to sit on. Ergonomics were comfortable. I had never ridden with forward controls and found them to be comfortable, more than I expected. The floorboards and heel-toe shifter were a new experience for me.
Fit and finish was very nice. It felt like a substantial bike. There was an audible whine that I'm not accustomed to, related to the engine speed. I've heard it from other bikes, I'm sure it's just something I'm supposed to get used to. It's not a deal-breaker for me -- if I loved everything else about the bike, I'd be willing to overlook the unusual engine sound.
....
I snipped this review from a longer post of mine, which contained several test drives, plus the tale of getting there and back.
Test Drive: 2009 Harley Davidson Night Rod
Friend and fellow rider Brian also participated in the recent Harley Demo Day at South Side Harley. He rode the Night Rod Special.
His report: "Pretty much the same configuration as the VRSCAX I rode last year, except a funky little shield above the panel, and that black and orange paint job.
His report: "Pretty much the same configuration as the VRSCAX I rode last year, except a funky little shield above the panel, and that black and orange paint job.
"I liked it a lot. Haven't ridden cruiser style much, so it took me half the ride to figure how to get my feet of the ground.
"Had lots of power, and wasn't Harley loud."
Musings on the nature of Motorcycle Reviews...
Brian is pretty laconic in his review, but it still contained some useful information. As the owner of a BMW R1150R, Brian's favorable review of the power is noteworthy. It helps to know where the author is coming from. If it had been reviewed by someone whose regular ride was a VT500 shadow, I'd say the reviewer would be "easier to impress" in the power department than the author whose regular ride is a larger, more powerful bike.
Regular reviewers, professional authors who ride bikes and write about it for a living, are able to draw from a wider basis of comparison than your average rider. But, I imagine, it helps to know the biases or the preferences of the author when reading their review. Those are a little harder to discern. Journalists strive for objectivity, or the appearance thereof, though as humans we cannot help but retain, at our core, simple, subjective feelings that color -- to some extent -- even our so-called objective reports.
Back to the example at hand, Brian's not really a Harley fan. He's happy to have as his daily ride, something different than the plentiful Harley cruiser. So, for him to overcome this neutral or slightly negative view of Harley Davidson to write favorable remarks about the Night Rod -- this also says something.
It must be good. They must be doing something right. To lure someone who typically would not consider a Harley Davidson into test driving the bike, and afterwards, to have only positive things to say.
Will this translate into sales for Harley Davidson? Penetration of a new market segment? That is their hope for the V-Rod line. Will it work?
Spit And Polish
That Harley Rider that I'm married to put a lot of spit and polish into cleaning up her old bike.
It's currently listed on eBay. Already the high bid is higher than the purchase price from five year's ago.
It's currently listed on eBay. Already the high bid is higher than the purchase price from five year's ago.
A Little Bit Of History
Carolyn and her dad riding the big Harley in 1978. Start 'em young!
Carolyn and her dad by the big Harley in the mid-80's.
Carolyn rides the big Harley in 2002.
Finally, Carolyn rides her own, April 2009
Harley Test Drive
South Side Harley Davidson hosted a "test ride day" recently. Dennis posted an excellent write-up on the Nightster 1200 he test drove that day. He recently passed along a photo that was taken of him that day.
"What out!" he said, "Beware of the bada$$ on the Nightster."
If you knew Dennis, you'd recognize the irony. He's not into the whole "Harley Rider as rebel" scene. He rides on and off road, sold his cruiser 'cause it was too sedate. He could quite literally ride circles around me.
I prefer reports from real riders -- like Dennis -- to the marketing material distributed by the manufacturers. AutoMotoPortal.com basically posted the Harley Davidson Nightster Brochure on their site. Well written prose, of course, but not nearly as informative as a first hand account.
Motorcyclist Killed By A Driver "Painting Her Nails"
ABC News has the video clip of the television news report
ChicagoBreakingNews.com had this report:
Applying makeup while driving ranks up there in the danger zone with reading a book or dialing a cell phone, according to a federal report that takes aim at behavior officials allege may have played a role in a fatal collision in Lake Zurich.
ChicagoBreakingNews.com had this report:
Applying makeup while driving ranks up there in the danger zone with reading a book or dialing a cell phone, according to a federal report that takes aim at behavior officials allege may have played a role in a fatal collision in Lake Zurich.
Prosecutors are measuring the yawning gap between a traffic citation and felony reckless homicide as they decide whether criminal charges should be filed against a driver allegedly painting her nails when her car struck and killed a motorcyclist last weekend.
The wreck Saturday raises questions that have been fiercely debated in Illinois about whether a momentary distraction amounts to criminal behavior, comparable to drunken driving.
In the crash that killed motorcyclist Anita Zaffke, 56, of Lake Zurich, Lora L. Hunt, 48, of Morris was ticketed by the Lake County sheriff's police with failure to reduce speed to avoid an accident. Prosecutors say it may be a month before they decide whether to bring additional charges.
"We are looking into charges in the case," Assistant State's Atty. Patricia Fix said. "But we are waiting for results of blood and urine tests and waiting for the results of an accident reconstruction, as well as any other technical evidence we can derive from the scene."
State Rep. William Black (R-Danville) pointed to the wreck as another example of the need for his proposed "negligent vehicular homicide" law, which would carry a penalty of up to 3 years in prison. Black introduced the bill this year after a bicyclist in his district was killed by a motorist downloading ringtones to a cell phone.
"Our cars are entertainment centers and mobile offices," said Black. " 'I've got to do my nails,' or 'I've got to get this done before I get into the office.' It seems to be getting worse and worse."
"Driving to Springfield today, I saw three cars that had a book propped up on the steering wheel," he said. "One guy was fumbling with a map. I've seen women doing their makeup and men shaving with a battery-powered shaver."
The 2006 federal safety report estimated that a driver applying makeup is three times more likely to get in an accident than someone paying attention to the road -- about the same likelihood of a crash as someone dialing a cell phone.
The sobering statistics helped spur a Distracted Drivers Task Force organized by state lawmakers, which recommended the negligent vehicular homicide law that Black sponsored.
Under current laws, prosecutors often must choose between filing a traffic citation and trying to prove reckless homicide -- that a distracted driver's recklessness was so extreme he or she acted with complete disregard for the safety of others, officials said.
Under the proposed law, distracted drivers who cause deaths would face a prison sentence as well as a $25,000 fine and revocation of their driver's license for at least one year upon conviction.
Despite backing from Secretary of State Jesse White, opposition from the state bar association and some state's attorneys stalled the bill. Black said supporters will try again.
"There should not be a criminal penalty affixed to a simple 'negligent' mental state," said Steve Baker of the Illinois Bar Association's criminal justice committee.
About 5:45 p.m. Saturday, Zaffke of the 1500 block of Eddy Lane in Lake Zurich stopped at the intersection of U.S. Highway 12 and Old McHenry Road as the light turned from green to yellow, authorities said.
Hunt, driving a Chevrolet Impala behind Zaffke, told police "she was painting her nails as she drove and did not see [the motorcycle] until contact was already made," according to a sheriff's department incident report.
Hunt could not be reached for comment Monday, and nobody came to the door at her ranch-style home.
Defense attorney Ragan Freitag of Naperville said Hunt, a registered nurse, was alone and had not been drinking.
--Dan P. Blake, Andrew L. Wang, and Megan Twohey contributed.
Test Drive: 2009 Harley Davidson Nightster 1200
Ryde4Ever files this test ride report:
This is no knock on the bike, but it brought back memories of the Vulcan 500 that I "had. It was a very nice bike to ride, but there was a "fun" factor that was missing. That was part of why I sold it and didn't ride for a year or so. I think that would happen to me again if I rode the Nightster all of the time. The "fun" would slip away.
"It was a group ride with one of the [dealership employees] leading the group. I think it was about 10 bikes. A mix of various Harley and Buell models.
"I rode the 1200 Nightster. The seat was nice and low. The bars upright and the pegs in the standard position, right were they are supposed to be, in my opinion . It felt a little funny because the bike is a lot wider between my legs than what I am used to.
"Fuel injection is great. Started right up, no fuss and ran flawless. They had a loop mapped out, probably 10 miles that went down some 2 lane back roads and ended with a stretch on the interstate.
"One thing that kept going through my head. This is the rubber mounted motor?
All the magazine articles talk about how much better the Sportster is with the rubber motor mounts. My gosh, that thing about gave me double vision at the stop lights, it vibrated so much at idle. It really did remind me of a paint shaker. Once under way it wasn't bad but stopped it was really bad. It makes my thumper feel smooth.
"Here are my pluses and minuses:
Pluses
- Plenty of power and torque. Very easy to get moving and from about 50 mph up it was much quicker than I am used to. But the V-Rod would still pull away from me quickly even if I was at full throttle.
- Excellent transmission and clutch. I have to say that it was probably the smoothest shifting bike that I have ever ridden.
- The seating position was comfortable. Upright and no strange stretching for my arms or legs. The pegs are closer to the seat than on my bike. If you were much taller than me, it might be a bit cramped.
- All of the controls worked well. The turn signals were self canceling. Nice feature. The clutch was easy and smooth.
Minuses
- The seat was hard as a rock. This might not have been a problem if it weren't for the next point.
- The rear suspension felt like it had maybe an inch of travel. When that big rear tire hit a bump, the jolt goes right up the spine. I felt my fillings in my teeth rattle!
- The real deal-breaker for me was cornering clearance. There weren't any "Pumpkin Vine" type of turns on this ride and I am glad there wasn't. I am used to just dropping my bike into most turns. Never a second thought about anything touching. I think it was like the third stop sign that we came to. It was a right hand turn. I noticed that I was a bit wide as I was turning so I leaned a touch more. Scrunch!! What the...? I had just ground the right peg into the asphalt. You gotta be kidding me. I would have to slow down my riding style significantly on the twisty back roads. At the rest of the right hand turns I felt like I had to ride it like a tricycle. Keep it vertical and actually turn the bars in the direction that I wanted to go. Noooo! I want lean and counter steer.
My conclusion
"The Nightster is a well built, very cool looking bike. Great straight line speed and stability. Smooth controls and shifting. If you are the type of rider that cruises around town or rides country roads with sweeping turns at a modest pace. It would be a great bike for that (but would need a different seat).
"But if you have a bit of hooligan in you and you like to pretend to SuperMoto or MotoGP, it is not the bike for that.
This is no knock on the bike, but it brought back memories of the Vulcan 500 that I "had. It was a very nice bike to ride, but there was a "fun" factor that was missing. That was part of why I sold it and didn't ride for a year or so. I think that would happen to me again if I rode the Nightster all of the time. The "fun" would slip away.
"I am going to see if I can get a ride on the Harley Davidson XR1200. At least it can corner. :-)
"One last thing, I really believe that from 0-60 that I would be able to stay right with it on my DR. After that the HD's bigger motor would start pulling away."
More from Dennis at the DR Rider's Forum
| About the author | |
|---|---|
Dennis can be found riding dirt bike trails with his son, or haunting various dual-sport websites using the name "Ryde4Ever". He has ridden dirt bikes since emerging from the womb, and has owned everything from Ninjas to Vulcans to Chinese dual-sports. These days he rides a Suzuki DR650. This is his first article for "The ATGATT Rat". | |
More from Dennis at the DR Rider's Forum
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