My wife is a Harley fan. I'm a Honda fan.
We've proven that the rival brands can coexist.
We have discovered that Harley fan memorabilia is a little easier to come by than Honda material.
One can walk into any Harley dealership in the world and buy a HD logo mug, T-Shirt, license plate, belt buckle, spittoon, etcetera.
You can't find such material at a Honda dealership.
To give me a gift of Honda memorabilia, my wife had to track down official Honda logo decals and basically manufacture her own Honda-logo coffee mug, and Honda-logo novelty license plate.
She surprised me with these goodies today.
I think they look great.
I'm shocked at how much effort it was for her to make them.
Seems Honda would do well to make memorabilia a little more accessible for the fanboys, like me.
Showing posts with label Moto Gear. Show all posts
Showing posts with label Moto Gear. Show all posts
At The Corner Of Fashion and Safety
I wear my gear for protection, not for fashion. So I am always bemused by riders who put such a high emphasis on fashion.
I know one Harley Rider who wouldn't ride to work except on Fridays because blue jeans weren't allowed Monday through Thursday, and things just didn't "look right" when he rode wearing anything but blue jeans.
I would never have this problem; I can commute any day ... my blue jeans never show anyway, as I'm always wearing my trusty pair of Alpinestars Mesh Tech 2.0 overpants. They cover dockers as well as they cover blue jeans.
So when a friend sent me this link, I had to laugh. Apparently faux motorcycle jackets are making a comeback in the world of fashion.
Most of which, the article deftly notes, seem suited "for men that couldn't find themselves on a motorcycle if one ran them over."
Wear your gear. Make it stylish if you want. Just make sure you are protected!
(( Check out the fine product pictured, here ))
I know one Harley Rider who wouldn't ride to work except on Fridays because blue jeans weren't allowed Monday through Thursday, and things just didn't "look right" when he rode wearing anything but blue jeans.
I would never have this problem; I can commute any day ... my blue jeans never show anyway, as I'm always wearing my trusty pair of Alpinestars Mesh Tech 2.0 overpants. They cover dockers as well as they cover blue jeans.
So when a friend sent me this link, I had to laugh. Apparently faux motorcycle jackets are making a comeback in the world of fashion.
Most of which, the article deftly notes, seem suited "for men that couldn't find themselves on a motorcycle if one ran them over."
Wear your gear. Make it stylish if you want. Just make sure you are protected!
(( Check out the fine product pictured, here ))
Gotta Love Iron Pony
I very rarely get "commercial" on this blog; I don't push one brand over another, I don't try to sell anything.
But I do review products of interest to the motorcyclist. I write about my experiences, not only in the saddle, but as a consumer of motorcycle goods and services.
So, forgive me if I sound like a paid advertisement. I assure you, I have no connection with the company, and receive no compensation for my endorsement.
But, as a consumer of motorcycle goods, I have to say I really like Iron Pony.
Iron Pony is a motorcycle superstore in Columbus, OH. Start with a Super-Walmart. Double the size, and replace everything in the store with motorcycle-related clothing, equipment, parts, and accessories, and you have Iron Pony.
I first learned of their existence and paid my first visit in 2007. This was my first time back since then.
The first thing I noticed is that their close-out section has more than doubled in size.
I bought gear for my kids: gloves for my son for $4.99. a motocross shirt for my daughter for $9.99.
I bought myself a pair of kevlar-lined blue-jeans for $39.99.
And my wife, who requires a shoe-size not often found in stores, was amazed to find a pair of Harley Davidson brand riding boots in her size that she actually liked. $130.00
I also snagged a magnetic map pouch while I was there, for $29.99.
Our purchase of over $150.00 earned us a free T-Shirt on the way out.
There are probably online discounters who could match these prices, but I doubt they could really beat them. And I consider a brick-and-mortar shopping experience -- the ability to see and feel before you buy -- as a plus.
I appreciated the selection that they had. They have saddlebags in stock that you can take out to the bike to try on. I'm so accustomed to tiny little boutique motorcycle-accessory stores, or tiny accessory departments in my local dealerships - that it was quite a difference just being able to browse a wide variety of parts and accessories.
Another thing I noticed was that there was no shortage of helpful staff. There were enough sales associates to address our questions as they came up, yet they weren't pushy or overly zealous. They're there when you need them, and they stay out of your way otherwise.
These guys understand the purpose of logo wear. I guess I'm used to hanging out in Harley Davidson dealerships, looking at $40 T-Shirts and $80 sweaters. So when I spied the price tag on a rack of "Iron Pony" wear, I was surprised to see $10 T-Shirts and $16 sweaters. Harley probably rides into the black not on the sale of its bikes, but on the sale of its clothing. Iron Pony obviously views their logo-wear sales as a means of spreading their brand.
I'm wearing one of their T-Shirts now.
It'd be hard to list any negatives to my experience. It's true I didn't find everything I was looking for. I would have loved to find a mesh jacket with armor that I liked in the close-out section, but I didn't. There were plenty of jackets, in my size, including some great brand names, but nothing that suited my tastes. I can't really find fault in them for that.
They didn't have much selection of handle-bar mounted clocks. That's a specialty item that not a lot of places carry. The ones they had seemed to be priced on a par with the online discounters. The advantage still goes to Iron Pony though, because I was able to hold the item in my hand, inspect the quality of its fit and finish. I chose not to purchase.
Your mileage may vary. Now that I've endorsed them, someone is bound to be disappointed, and feel resentment toward me for leading them astray. But all I can say is, I came, I bought, I left happy.
But I do review products of interest to the motorcyclist. I write about my experiences, not only in the saddle, but as a consumer of motorcycle goods and services.
So, forgive me if I sound like a paid advertisement. I assure you, I have no connection with the company, and receive no compensation for my endorsement.
But, as a consumer of motorcycle goods, I have to say I really like Iron Pony.
Iron Pony is a motorcycle superstore in Columbus, OH. Start with a Super-Walmart. Double the size, and replace everything in the store with motorcycle-related clothing, equipment, parts, and accessories, and you have Iron Pony.
I first learned of their existence and paid my first visit in 2007. This was my first time back since then.
The first thing I noticed is that their close-out section has more than doubled in size.
I bought gear for my kids: gloves for my son for $4.99. a motocross shirt for my daughter for $9.99.
I bought myself a pair of kevlar-lined blue-jeans for $39.99.
And my wife, who requires a shoe-size not often found in stores, was amazed to find a pair of Harley Davidson brand riding boots in her size that she actually liked. $130.00
I also snagged a magnetic map pouch while I was there, for $29.99.
Our purchase of over $150.00 earned us a free T-Shirt on the way out.
There are probably online discounters who could match these prices, but I doubt they could really beat them. And I consider a brick-and-mortar shopping experience -- the ability to see and feel before you buy -- as a plus.
I appreciated the selection that they had. They have saddlebags in stock that you can take out to the bike to try on. I'm so accustomed to tiny little boutique motorcycle-accessory stores, or tiny accessory departments in my local dealerships - that it was quite a difference just being able to browse a wide variety of parts and accessories.
Another thing I noticed was that there was no shortage of helpful staff. There were enough sales associates to address our questions as they came up, yet they weren't pushy or overly zealous. They're there when you need them, and they stay out of your way otherwise.
These guys understand the purpose of logo wear. I guess I'm used to hanging out in Harley Davidson dealerships, looking at $40 T-Shirts and $80 sweaters. So when I spied the price tag on a rack of "Iron Pony" wear, I was surprised to see $10 T-Shirts and $16 sweaters. Harley probably rides into the black not on the sale of its bikes, but on the sale of its clothing. Iron Pony obviously views their logo-wear sales as a means of spreading their brand.
I'm wearing one of their T-Shirts now.
It'd be hard to list any negatives to my experience. It's true I didn't find everything I was looking for. I would have loved to find a mesh jacket with armor that I liked in the close-out section, but I didn't. There were plenty of jackets, in my size, including some great brand names, but nothing that suited my tastes. I can't really find fault in them for that.
They didn't have much selection of handle-bar mounted clocks. That's a specialty item that not a lot of places carry. The ones they had seemed to be priced on a par with the online discounters. The advantage still goes to Iron Pony though, because I was able to hold the item in my hand, inspect the quality of its fit and finish. I chose not to purchase.
Your mileage may vary. Now that I've endorsed them, someone is bound to be disappointed, and feel resentment toward me for leading them astray. But all I can say is, I came, I bought, I left happy.
Scorpion EXO-700 Neon
Brightly colored helmets are safer.
Web Bike World's review of the Scorpio EXO 700 Neon includes some interesting research into "conspicuous colors".
Full Story...
Take The Time -- Motorcycle Protective Gear
I appreciate the sentiment: "Take the time to wear your gear" ... but honestly, with a title of "The Hassles Of Motorcycle Protective Gear", this can hardly be construed as a vote for ATGATT.
Calling it a "hassle" in the same breath as saying "wear your gear" is counter-productive.
There is better gear for this type of riding! How about a demo which shows overpants that can be removed without removing the boots, like the wonderful "Alpinestar's Air Flow Mesh" pants that I wear.
Finally, Transition Lenses For Your Helmet

SHIELD Tech has introduced these clever face shields for helmets which, like some sunglasses, transition from clear lenses to tinted when exposed to sunlight.
They plan to offer replacement shields for a variety of manufacturer's helmets.
Full story >>
Reviewing the Bell Star Helmet

Cool helmet, gets good marks for weight, visibility, fit and finish. Gets average marks for noise. And for those of us who read our menus from right to left ... gets poor marks for affordability.
See the full review at www.webbikeworld.com
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.
Labels:
Best Motorcycle Ads,
Moto Culture,
Moto Gear,
Moto Safety
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"
I guess he believes in "None Of The Gear, Some Of the Time"
Labels:
Humor,
Moto Culture,
Moto Gear,
Moto Safety
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)
New Helmet Acquired
I needed a helmet, and went to Cycle Outfitters to pick up an HJC AC12. Or so I thought.
With a professional there helping me, we decided that HJC CL-SP's didn't really fit me that well. The medium was too tight, my chin rubbed up against the chin bar. The large was too large, it swam all around even when tightly strapped.
So, I noticed the "40% off" markings on the KBC rack, and thought I'd try a different manufacturer to see if I could find a better fit.

They didn't have white, which is my preference as I believe it is very visible, most visible besides day-glo yellow. I could do yellow maybe if I had a yellow bike, but with a red one, I couldn't bring myself to do yellow.
I looked long and hard at all the gaudy graphics. Most of them were hideous.
There were one or two that I didn't hate. I must've tried on every model KBC in the store.

Finally I decided that gaudy graphics are not for me. Absent the choice of white, and left with solid colors of silver, matte black or matte silver, I chose matte silver. Yeah, I know, a shiny silver might've been more visible, but the matte silver was very pretty. I may add some reflective pin striping or piping or something. Guess I'm getting soft in my old age, putting beauty above safety.

I walked out with a KBC VR-2R for 40% off MSRP.
I look forward to trying it out.
With a professional there helping me, we decided that HJC CL-SP's didn't really fit me that well. The medium was too tight, my chin rubbed up against the chin bar. The large was too large, it swam all around even when tightly strapped.
So, I noticed the "40% off" markings on the KBC rack, and thought I'd try a different manufacturer to see if I could find a better fit.

They didn't have white, which is my preference as I believe it is very visible, most visible besides day-glo yellow. I could do yellow maybe if I had a yellow bike, but with a red one, I couldn't bring myself to do yellow.
I looked long and hard at all the gaudy graphics. Most of them were hideous.
There were one or two that I didn't hate. I must've tried on every model KBC in the store.

Finally I decided that gaudy graphics are not for me. Absent the choice of white, and left with solid colors of silver, matte black or matte silver, I chose matte silver. Yeah, I know, a shiny silver might've been more visible, but the matte silver was very pretty. I may add some reflective pin striping or piping or something. Guess I'm getting soft in my old age, putting beauty above safety.

I walked out with a KBC VR-2R for 40% off MSRP.
I look forward to trying it out.
New Helmet Needed
I need a new helmet and having spent all my dosh on chrome and 1930's technology, I have just about an HJC budget left.
I've been happy with HJC. I've bought three CL14's, and more recently an FS-10 for my wife, and a CS-R1 for my 10-year-old son.
I've heard the "upgrade-level" AC12 is better ventilated and quieter than the "entry-level" CL shells. Can anyone corroborate this claim, or recommend a competitor's helmet that fits in the $200 range.
Green Helmet Disposal?
I've got two old helmets that have fulfilled their purpose. They've struck the ground, protecting their contents, and need to be disposed of . (This is old news that I've already reported here, not some new event.)
Do I just chuck 'em in the trash, or is there some recycling place/process for old helmets? Or, remove the liners/pads/components in case someone else needs a replacement part?
Do I just chuck 'em in the trash, or is there some recycling place/process for old helmets? Or, remove the liners/pads/components in case someone else needs a replacement part?
HJC Breath Box Review
I rode my motorcycle to work today. It was a chance to try the HJC breath box I bought and installed in my HJC CL-14 helmet.
Fogging is my chief complaint about my CL-14. With temps in the 40's or lower I cannot keep my visor closed when I'm commuting. At a stop light, and even at city-street speeds the visor will fog. I spent my cool-weather commutes with the visor cracked open -- fine for visiblity but very cold on the face. Sometimes the wind chill takes my breath away.
In all other ways, and at all other temperatures, the CL-14 suits me fine -- certainly a price performer.
The breath box snaps into the two circular air vents in the chinbar of the full-faced helmet, and velcros to the lining. It stays in the helmet. But when the helmet is on, it looks like I've donned a painter's mask, mounted over my nose and mouth. All breath is deflected downwards.
With the mask in place I had zero problem with fogging.
The mask smelled rather strongly of polystyrene. I'm sure that smell will dissipate over time.
My chief problem with the mask was that my sunglasses wouldn't fit properly with the mask in place; the mask came so far up on the bridge of my nose. With the mask in place, the glasses couldn't fit as tightly, and ended up compromising my field of vision. It was distracting and dangerous. For the return trip I side-stepped the whole issue and left the sunglasses off.
I might be able to find a different pair of sunglasses that fit properly over the bridge of the mask. Or, I might try a tinted visor instead.
But the mask itself was worth the $9 I paid for it. It will allow me to keep the visor closed on those cold days, and still be fog-free.
Fogging is my chief complaint about my CL-14. With temps in the 40's or lower I cannot keep my visor closed when I'm commuting. At a stop light, and even at city-street speeds the visor will fog. I spent my cool-weather commutes with the visor cracked open -- fine for visiblity but very cold on the face. Sometimes the wind chill takes my breath away.
In all other ways, and at all other temperatures, the CL-14 suits me fine -- certainly a price performer.
The breath box snaps into the two circular air vents in the chinbar of the full-faced helmet, and velcros to the lining. It stays in the helmet. But when the helmet is on, it looks like I've donned a painter's mask, mounted over my nose and mouth. All breath is deflected downwards.
With the mask in place I had zero problem with fogging.
The mask smelled rather strongly of polystyrene. I'm sure that smell will dissipate over time.
My chief problem with the mask was that my sunglasses wouldn't fit properly with the mask in place; the mask came so far up on the bridge of my nose. With the mask in place, the glasses couldn't fit as tightly, and ended up compromising my field of vision. It was distracting and dangerous. For the return trip I side-stepped the whole issue and left the sunglasses off.
I might be able to find a different pair of sunglasses that fit properly over the bridge of the mask. Or, I might try a tinted visor instead.
But the mask itself was worth the $9 I paid for it. It will allow me to keep the visor closed on those cold days, and still be fog-free.
Subscribe to:
Posts (Atom)



