Wednesday, January 30, 2013

Bikers Shut Down Los Angeles Freeway For Epic, Illegal Marriage Proposal

 Hector "Tank" Martinez set a new standard for marriage proposals on Sunday when he popped the question to his girlfriend Paige on one of the busiest highways in Los Angeles during a "Unity Ride," an event where solo and club bikers ride together.

Martinez began planning the proposal in October, clearing his ideas with the Unity Ride organizer and purchasing a special tire that released pink smoke for the big moment.

"When Paige and I talked about my proposal, she mentioned that she wanted it to be in the bike scene, but she also wanted her family to be there," Martinez told BuzzFeed via email.

"By proposing on the freeway and having all of our family members on the overpass watching, I was able to give her the best of both worlds."

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Source: BuzzFeed (Hall, 1/28)





Friday, January 25, 2013

Ride "The Dragon"

The Dragon is know for its 318 curves that stretch for 11 miles. The curves the dragon has are more like fiction, since riders don't usually try to count all 3018 of them.

If you are an adventurer the Dragon is for you. Located in Deals Gap, North Carolina, in the southern terminus of this storied stretch of US 129 stretching from the Gap back into Tennessee. Despite the reckless corners, it's still fun to ride. If not, you can find a parking spot and watch a parade of "Dragon Slayers" which are riders who fearlessly ride down the Dragon.

The Dragon is connected to the Great Smoky Mountain National Park, and runs into beautiful forest areas.

The Dragon is one of the best known roads in America. The Dragon used to stretch from California to Chicago, to this day the Dragon has shrunk.

If you are planning to tackle the Dragon, here are some safety tips:

Be Cautious and no stunts!

Focus. Try not to get distracted by the amazing scenery.

Stay in your lane close to the right. If you try to ride straight you can loose control and crash.

There is wild life in the wooden parts of the Dragon so BEWARE.

Distance yourself from other vehicles.

Ride the Dragon between 11 am and 5 pm. During these hours there's barely any traffic.

and most important tip of them all, Always wear protective riding suit and gear.

The Dragon is a thrilling adventure for experienced riders. Enjoy the road and its scenery...But BE CAUTIOUS.

Wednesday, January 16, 2013

Wheel Jockey® a Handy Tool for Safer Motorcycle Rides

The anticipation of a well planned ride almost always makes the ride more enjoyable. The riding season arrived early in the Carolinas and I looked forward to getting my gear on and heading out into the chilly morning air—away from the traffic for some fun in the “twistys” just outside our little town. Tank is full of gas… tire pressure checked…heart racing just a bit… all is good! While rounding the first left hand bend, the rear end of my old BMW suddenly wants to be in front! The dreaded “tank-slapper” makes my heart rate jump instantly. Thanks to no cars coming from the opposite direction, we stay upright and head for the shoulder. A sheet metal screw buried in the tread close to the tire’s edge is found to be the culprit.

Virtually every motorcycle rider has had a close call—a close call that might have put them on the pavement with little or no warning. With motorcycles having only two wheels, both of them need to be in proper working order if the bike is to maintain an upright position on the road. A flat tire leaves only half of your wheels functioning properly and decreases the odds of keeping control, avoiding disaster. Suddenly, the riding gear you (and your passenger) are wearing may be the only thing to prevent an ugly injury…or worse.

Flat tires on motorcycles usually come from road debris—nails, glass, screws, staples etc. This is the same kind of debris that flattens car tires. An underinflated tire can also cause an unanticipated loss of control. Every motorcycle manufacturer recommends that the tire pressure be checked before each ride. When the air pressure is checked, it does give the rider a quick look at the tire while getting the valve stem in place. However, unless the bike has a center stand that elevates a wheel so it can be rotated, it is extremely difficult to do a full tire inspection. To make matters worse, the fenders on many bikes can cover up to 75% of the tire. That means having to stand up and roll the bike slightly forward 6 or 7 times to expose another small section of the tire. Needless to say, this is a hassle and keeps most people from doing a proper inspection very often—if ever.

Wheel Jockey is a compact portable tool that many riders carry with them when traveling. It allows them to easily get the wheels slightly off the ground on ball bearing rollers so that the wheel can be turned for checking air pressure, cleaning, and maybe most important of all, inspecting the tire for hazardous debris; debris that could be forced into the tire while leaning into a curve, puncturing the tire and leaving the rider in a serious bike control situation.

Cleaning the chain, inspecting the tires, and even checking the air pressure is, to many riders, like cleaning toilets or windows. You do it when you have to—not one minute sooner. Whether a bike is brand new or ten years old, if it does not have a factory installed center stand, (the vast majority don’t), the compact, patented design of Wheel Jockey Sport and Big Boy models take a painstaking, but risk reducing, job and make it easy for men and women riders of all ages and experience.

Wheel Jockey’s owner, Bill Kniegge, shares that while leading a private tour of German enthusiasts for (www.bluestradatours.com ), a casual look at the rear tire of a guest’s bike while lubing the chain revealed that a large staple had pushed its way almost clear through the tire. “I was just spinning the wheel around several times, checking both sides and the middle, when it jumped right out at me. A freshly installed Stop & Go (www.stopngo.com ) plug and an occasional check of the air pressure turned what may have been a bad day into a great day. Several of our Wheel Jockey customers have shared similar instances that also, turned out fine.”

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Source: Motorcycling (AP, 1/10)

Monday, January 7, 2013

Ten new motorcycles we are dying to ride 2013!

Large press conferences from Honda and Ducati held right before EICMA 2012 may have stolen a bit of the thunder from Milan’s annual motorcycle show, but we still came away impressed with the variety of significant new bikes on display. Although finding the 10 motorcycles that we’d most like to ride in 2013 certainly qualifies as a tough task.


1. Aprilia Caponord 1200 This adventurer-tourer, developed from the supermoto-inspired Dorsoduro 1200, is a versatile machine, fun in the city yet big enough for a two-up ride into the country, aided by good wind protection and that large, 1197cc V-Twin. In addition to a ride-by-wire system with three maps (Sport, Touring, Rain), the Caponord 1200 boasts ABS and traction control, both of which can be defeated. The available Travel Pack offers active suspension damping, cruise control and color-matched panniers.

2. Bimota BB2 Bimota already has an abundance of Ducati-powered offerings, so it was refreshing to see this BMW S1000RR-engined bike on display, although situated behind glass. Designed by the folks at sak_art design, the BB2 uses an aluminum chassis and bodywork that recalls some of the Bimota shapes from the ’90s. With its 193-horsepower, BMW-sourced powerplant, however, the BB2 will undoubtedly possess hyperbike performance more fitting for 2013 and beyond.

3. BMW F800GT This full-dress version of the F series parallel-Twin replaces the F800ST. Although it’s fitted with a sporty, new fairing, it does retain the ST’s 4.0-gallon tank and stepped seat. Most important, the dohc, 798cc engine generates a claimed 90 hp at 8000 rpm and 63.4 foot-pounds of peak torque at 5800 rpm, which is said to accelerate the bike to 60 mph in 4 seconds and to speeds in excess of 120 mph. Taller riders will appreciate the higher handlebar and the protection offered by the fairing.

4. Ducati Hypermotard 821 Offered in two versions, Base and SP, the latest Hypermotard is powered by a superb engine: the brand-new 821cc Testastretta V-Twin with 110 hp at 9250 rpm and 65.8 ft.-lb. of torque at 7750 rpm. Not only that, but the 821 has the most advanced ride-by-wire electronics, with three selectable power maps, traction control and Brembo brakes with Bosch ABS that offers three selectable levels of intervention. Perhaps what we like most of all: a valve-adjustment interval of 18,600 miles.

5. Honda CBR500R The emphasis is on sporty affordability with the all-new Honda CBR500R, a fully faired sportbike with a strong resemblance to the rest of the CBR family. Powered by a liquid-cooled, 500cc parallel-Twin with a counter-balanced 180-degree crank, the 500R is perfectly positioned to introduce a new crop of young buyers to the sportbike world, aided by a rigid steel frame that has been tuned for excellent handling response. Perhaps most important is an entry price of only $5999, with ABS likely costing an extra $500.

6. KTM 1290 Super Duke R The good news first: Although the 1290 Super Duke R is just a prototype, KTM says it will build a production version, with first test rides taking place sometime in 2013. We can’t wait to ride this latest naked KTM, which is fitted with a bored-out, liquid-cooled, RC8 R V-Twin engine, chrome-moly steel chassis, single-sided swingarm and WP suspension. KTM hasn’t shared many details about this bike, but the Austrians have told us it will have ride-by-wire throttle with ABS and traction control, both of which will be made “disengageable” to allow for stoppies and wheelies. Very thoughtful.

7. Moto Guzzi California 1400 This large bike, available in Touring and Custom versions, traces its lineage to 1970, when the LAPD chose the Moto Guzzi V7 Police over Harley and the Japanese to be the agency’s patrol bike. Now, more than 40 years later, we get the California 1400, considered by many to be the star of EICMA. Taking center stage is its air-cooled, 1380cc V-Twin, which features a Y-shaped manifold with long runners that help it produce 96 hp and 88.5 ft.-lb. of torque at only 2750 rpm—quite helpful in an 743-pound machine. Officers Malloy and Reed of Adam 12 fame would approve.


8. MV Agusta Rivale 800 With engine and rolling gear from the F3 and Brutale 800, the aggressive new Rivale 800 is impossible not to like. The Triple, one of the best in production, puts out 125 hp, backed by 60 ft.-lb. of torque at 8600 rpm and managed by a ride-by-wire throttle that offers traction control and selectable power mapping. Although some say the Rivale 800 is a tad too aggressively styled, it benefits from beautiful detail work in areas such as the tank, seat, lights and mirrors. With a claimed dry weight of only 375 lb., this thing should fly.

9. Triumph Daytona 675R With a larger bore and shorter stroke, the high-revving Triple in the 675R now spins to 14,400 rpm. Horsepower is up by only 2, but Triumph has produced a cylinder block that’s now separate from the upper crankcase and lined with ceramic-coated aluminum bores. The most obvious change on this significantly updated bike is a low-mount exhaust that centralizes mass and shifts weight forward for sportier handling. Replete with new slipper clutch, the 675R will set you back $11,599.

10. Vespa 946 Okay, we know, we said this was a list of 10 motorcycles, and this Vespa clearly is a scooter. But we can’t keep our eyes off the 946; it’s the best-looking scoot we’ve seen in who knows how long, its 946 name a reference to the first Vespa of 1946. Based on the Quarantasei concept unveiled at EICMA 2011, the handsomely curvaceous 946 is available initially in classic 125cc form, although a 150cc model (and others) will follow soon. The frame is made of steel, but for the first time in Vespa’s history, it incorporates some aluminum alloy sections.

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Source: Cycle World (Bornhop, 11/20)

Friday, January 4, 2013

FOUR AFFORDABLE MOTORCYCLES FOR CITY COMMUTING AND CROSS-COUNTRY ADVENTURE

Suzuki V-Strom 650 ABS

If you were going to Alaska, you’d want the V-Strom. Its torquey V-Twin runs dead-smooth at 5500 rpm and 80 mph. Its reasonably quiet windscreen provides the most protection, its seat is the most comfy. And judging from its stately highway ride, you’d never guess it’s the next-to-lightest bike here, at just 442 pounds. That’ll come in handy when you’re axle deep in the spring thaw in Moose Jaw or wherever.

ups 
• Feels most substantial under way
• Smooth, revvable powerplant
• A few battle scars will only improve its looks
downs 
• It doesn’t feel cheap, but it looks it
• ABS is great; bummer you can’t switch it off
• Why do I have to pay for the lower seat?

At 48 mpg, the V-Strom comes closest to the Honda at squeezing out miles, and its 5.3-gallon tank gives it true 250-mile range. Its trick instrumentation serves up all kinds of useful information including air temp, rate of fuel burn, freeze warning—also a big digital gear indicator. What’s wrong with the V-Strom is almost nothing at all. Two items, though: If you do wind up in the dirt, you can’t switch off the ABS (not on the Honda, either), and if you’re short, its seat is the tallest (optional taller and shorter seats are available for around $200).

Other than that, it’s really against our code to disrespect motorcycles for aesthetic reasons, but we don’t picture Peter Egan lovingly contemplating the graceful countours of any of these bikes while sipping a beer in his garage. Like the other machines here, the poor Strom looks like it’s designed to travel in space, where there is no atmosphere, and its Sputnik interior and cheap black heat-tile plastics make it impossible to escape the fact that you married for convenience. Then again, if you’re already equipped with a happy spouse who likes to ride on back, the V-Strom is most likely to keep the peace, with the most comfortable back seat.

It’s easy to see how guys who pile on tons of miles and wear socks with sandals love this bike.

Kawasaki Versys

The Versys is the yapping lap dog of the group. It’s the lightest bike here and serves up the tautest ride. Its 55.8-inch wheelbase is 4.7 inches shorter than the next-shortest Honda’s, and its tallish seat, long-travel suspension and 17-inch tires make it the preferred mount for wheelies, stoppies and late-night yard crossings—things its ABS and traction control won’t interfere with, since it doesn’t have them.


ups
• It’s the most “exciting” bike here
• Lightest and most nimbleous
• 5.0-gallon fuel tank

downs
• Not the slickest gearbox
• Not the smoothest running
• There’s nothing else not to like

As for power, it’s slightly down vs. the V-Strom and the BMW, with a peakier, buzzier and more rambunctious feel that’ll have you shifting more and giving the tachometer needle a bigger workout. For all those reasons, the Versys is the best sportbike of the group—but those characteristics render it slightly hyperactive for everyday and long-haul use.
Having said that, any of the four 
bikes here are so superior in such a 
wide range of environments and 
usages—compared to a Panigale or a Tuono or a V-Rod—that it’s sometimes hard to remember they all fall under the genus “motorcycle.” The Versys is just as capable of a late-night high-speed San Diego-to-L.A. freeway run as it is wheelying through Forest Lawn or dropping off your mom at yoga.
If you’re young enough at heart to like its bike-of-the-future looks, chances are you’ll like how the Versys rides. A 5.0-
gallon fuel tank and mileage in the low 40s is pretty dang good. And Kawasaki is, of course, standing by with all sorts of accessories for its bike also. (Grip Heater Kit: $229.95. Always our first stop.)

BMW F700GS

With this one, BMW does its best to provide access to the GS line for short people and, dare we say, chicks. Replacing the front 21-inch wheel with a 19-incher and shortening the suspension gets the seat down to 33.4 in., and it’s possible to go all the way down to 30.1. The seat in question is hewn from BMW’s excellent, fleshy-feeling foam and provides superb long-range support for riders on the shorter side of 5-foot-8. Some, not all, on the taller side complain that the bolster the short folks love restricts them and pushes them forward into the gas tank. You can’t please everybody, especially Don Canet.

ups
• Most powerful
• Sweetest gearbox
• Short people love its ergos and seat

downs
• Kind of appliance-like
• Loses a lot of the 800’s rugged adventurey look
• Are we really seeing so many BMWs on the road?!

The ESA option allows toggling among Comfort, Normal or Sport settings on the fly via a handlebar switch. This adjusts 
only the rear rebound damping, and there’s a notable difference between Comfort and Sport. Overall, the GS combines light steering with good stability and a generally well-planted feel.
That short flyscreen means there’s no turbulence at all, since your head is above its shadow. On a hot day, that’s a good thing. On a cold day, shut up and enjoy your heated grips. This engine may have “reduced” peak horsepower that’s left it neck and neck with a 650, but that displacement advantage results in the torquiest motor of the group and an engine that’s already making 45 foot-pounds at just over 2000 rpm and 52 ft.-lb. at peak; none of the other three engines here ever even gets to 45 ft.-lb.
The six-speed gearbox and clutch are likewise low-effort and silky-smooth. Speaking of smooth, there’s still a bit of handlebar buzz, but it’s much more subdued than on some BMWs that use this engine (F800R, for example). Brakes are powerful and tactile (the second front disc was added this year), and, as on all BMWs, ABS is standard.
Everything’s nicely finished, buttoned-down and bolted together. The clocks and dash are comprehensive and modern. Too bad the parallel-Twin looks so industrial down there. Makes us pine for the smaller Boxers of yore.
Overall, you’re left with the impression that even though the BMW’s the most expensive bike here, it’s worth it.

Honda NC700X DCT ABS

The Honda NC700X DCT ABS is not perfect; it won’t wheelie. But it will do tremendous smoky burnouts, so it is a legit motorcycle you could ride to Sturgis or Daytona, turning over a steady 4000 rpm and easily getting 60-plus mpg the whole way. It’s way down on horsepower: We can’t run our DCT on the dyno (the bike’s ECU won’t let it), but the manual NC we tested for the November issue made just 48 horsepower at 6140 rpm.
What makes the NC so rideable anyway is the area under the torque curve. Like the BMW, the NC is already up and working hard producing torque at just above 2500 rpm. Unlike the BMW, it doesn’t rev on to make 62 hp on top. Strangely enough, though, it hardly seems to matter. That’s because in everyday use, you almost never rev the BMW to its 8500-rpm redline. Or the V-Strom to its 10,000-rpm max. Or the Versys to its 10,500 max.

ups
• Built-in stowage
• Eager beaver tree-chewer fuel-efficient engine
• Clean, crisp styling that doesn’t look cheap

downs
• Maybe hold off on DCT ’til next year
• 1000 more rpm wouldn’t be a bad thing
• ABS should be its own option

In the real world, it’s all about grunting away from stops and right-now midrange—and the Honda has that covered. Accelerating from zero is a hoot; whether you’re in Drive or Sport (the right-thumb switch lets you toggle between them instantly), DCT knows you’re in a hurry if you whack the throttle open and spits you away like Shirley Muldowney in slow-mo, grabbing instant upshifts at the perfect time every time.

What DCT is less good at is deceleration; once below about 20 mph and coming to a stop, there’s enough jerkiness to induce helmet tapping with your passenger as the gearbox shifts to second then first and you wish there were a clutch to pull in. And you don’t want to be going balls-out around big, fast sweepers in Sport mode: Halfway round, you will get an unwanted upshift that will widen your trajectory. (No worries: Use the other right-bar button to go from “AT” to “MT.” Then use the thumb/trigger shift paddles on the left bar.) It all works great, but with the brain cell you use to master all that, you could learn to use a clutch and save yourself $2000. On top of that, the DCT ABS model (replete with our added long-term gear) gains 51 lb. compared to the base model. At 502 lb., it’s the porkiest bike here by a big margin.

Just as with the base model, though, the NC doesn’t feel that heavy when you need to push it around or zip through a gap in traffic. At the same time, it has a nice hefty stability when you’re cruising at 80, on suspension that’s soft enough for a smooth ride while being stiff enough for reasonably serious sport riding under a wide size range of riders. All four of the bikes here provide stellar ergonomics; the Honda’s firmish seat and slightly more rearset pegs move it just a smidge to the sportier side of the dial, but it’s still a motorcycle you can do long days on,
 provided you stand up once in a while.

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Source: Cycle World (Allen, 12/31)