Lucille- The beauty

Story by Glenn Roberts / photos by Tracy Conrad

The story of Lucille is long and complicated. It all started about a decade ago, shortly after Brent and Derek Law started Cycle Boyz in Brandon, Manitoba. Brent sold his Shovelhead to a friend in order to fund their first shop build. Time marched on, and the bike changed hands again. Mike Ball bought that Shovelhead, but eventually traded it back to Brent on a deal for another bike. Getting his hands back on his original Shovel meant a lot to Brent, and he vowed to fix it up and never sell it again. After building that Shovel into a show bike, Mike re-entered the picture and decided he wanted it back – but Brent wouldn’t let it go this time. Wanting to keep his customer happy, Brent found a bone-stock 1979 FLH for Mike, and soon after, it was stripped, with plans to create a no-holds-barred showstopper. Trusting in the abilities of the staff at the shop, Mike gave Cycle Boyz free rein to build a rideable showpiece.
First, the stock frame was modified to create the rigid rear end. Cycle Boyz prefer to keep their frames looking original, so they used stock-style castings from Hardtail Choppers for the axle plates.
While the frame was being rebuilt, Derek tore into the engine for a refresh. Even though it seemed to be a good runner, Mike wanted to go big. Good thing. Derek found plenty of problems with the internals, including cracked heads, so he overhauled the engine as a 93-cubic-inch with new S&S internals and heads. Next, Derek gutted the tranny and replaced everything inside the stock H-D cases with Andrews gears and shafts.
Engine cases were sent out to Heather at New-line Engraving. Her artistic and engraving talents are second to none. Brent can’t wait to see her finished products when they return to the shop .
“She’s never let us down,” Brent said. “And she’s like my mom, she’ll send baking out with my parts, she’s awesome.”

The oil bag was made from two cast halves of a small fuel tank that Brent originally bought with the idea to one day make a tank, but it would be far too small to be practical. He reshaped the halves and welded a strip between them to fit the frame, and incorporated a pocket underneath to hold a spin-on oil filter.
The rear wheel is a reworked front V-Rod wheel with a Cycle Boyz–made sprocket and brake mounts. Up front is a 23-inch speedway hoop laced to a spool hub, but because of a lack of 23-inch street rubber, Brent had to resort to using a knobby tire. He understands that a skinny 23-inch tire should be released shortly, and it will replace the knobby.
The lack of a brake on the front helps to keep the front wheel clean, but doesn’t aid in stopping, so an extra caliper was added to the rear. One caliper is tied to the front brake lever, while the other is linked to the rear brake pedal. Since the bike has a foot clutch, this configuration enables a brake application even if the right foot is on the ground while the left foot is busy with the clutch.
With the engine electrics fed by dual Morris magnetos, the only other electrical requirement is the headlight and taillight. Brent and Derek didn’t want a battery taking up valuable space, so instead, they knocked three of the six magnets off of the H-D rotor to decrease the amount of AC current it produced, and then ran a snowmobile regulator/rectifier to dump any extra power. After trying a couple of different stators, they found the proper combination to run just the headlight and taillight without using a battery eliminator or capacitor. A lot of trial and error, but the end result was just a few bits of wire.

The final combination of skillfully made parts and talent paid off. The bike was entered into five ride-in shows during the 2013 Sturgis Rally, and Lucille won first place in every class it was entered in, including two out of three Best in Show awards. But the cherry on top was taking top honours in the Modified Harley class at the Ultimate Builder’s Show, where the other builders are the judges.
It’s always a nice feather in your cap when your peers, those with bikes in the same show, determine that yours is best

Owner:	Mike Ball
Make:	Harley-Davidson
Model:	FLH
Builder:	Cycle Boyz Customs
Time to Build:	Two years
Name of Bike:	Lucille
Engine
Year:	1979
Builder:	Cycle Boyz
Displacement:	93”
Cases:	H-D
Heads:	S&S
Lower End:	S&S
Carburetor:	S&S Super E
Air Cleaner:	Cycle Boyz
Ignition:	Morris Magneto
Exhaust:	Cycle Boyz
Transmission
Year:	1979
Builder:	Cycle Boyz
Type:	4-speed ratchet top
Case:	H-D
Clutch:	BDL
Primary Drive:	BDL 1.5″
Frame
Year:	1979
Builder:	H-D/Cycle Boyz
Type:	Swingarm – now rigid
Rake:	Stock
Modifications:	Hard tail, windowed neck.
Front End
Year:	2013
Builder:	WW Cycles
Type:	VL Springer
Triple Trees:	WW Cycles
Modifications:	Shortened, drilled, nickel-plated.
Finishings
Painting:	Brian Fidler, Jamie Hertzog.
Chroming:	House of Silver, Chrome Pit
Wheels
Front Size:	23” x 1.6”
Builder/Manufacturer:	Cycle Boyz
Tire Make and size:	Bridgestone 3.00-23
Rear Size:	19” x 3.5”
Builder/Manufacturer:	Harley-Davidson
Tire Make and size:	Coker 4.00-19
Essentials
Gas Tank:	Cycle Boyz
Oil Tank:	Cycle Boyz
Fenders:	Cycle Boyz
Seat:	Cycle Boyz/Union Speed
Handlebars:	Cycle Boyz /Pearson Customs
Headlight:	TT Co.
Taillight:	Belmit/ Cycle Boyz

Extras/Things to add/ People to mention: We’d like to thank Mike Ball for the patience and free rein to do this bike our way. Our right hand man Myles Green for the countless hours and dedication seeing this project through. Fidler for the amazing paint and, of course, Heather New for the unbelievable engraving.

first appeared onwww.motorcyclemojo.com

CB1100 gets mid-life tweaks HONDA

The Honda CB1100 – now designated the CB1100EX – may only have been introduced into Europe for 2013 but it was first unveiled in Japan in 2009, and has now been given a mid-life refresh with spoked wheels, a larger fuel tank and a bit of a restyle and – most importantly – a six-speed gearbox.
Unless you are an existing owner or just a massive anorak you’re going to have to stare at the new bike for quite some time before you notice the differences – apart from the obvious spoked wheels and the new twin exhausts. Eventually you might notice the front headlight is now mounted higher and the side panels are slightly changed; as are the pillion grabrail and the instrument panel, which now carries more information.
This model replaces the CB1100 in the UK market but will run alongside the similarly updated standard bike in other countries.
The new six-speed gearbox keeps the same ratios as the five, but with an addition of sixth gear as an overdrive, along with a larger 17.5 litre fuel tank (increased by 2.9 litres over the old bike).

Three colours will be available; red/silver/ white/silver and black.

First published on http://www.motorcyclenews.com

2014 Yamaha MT-07 – First Look

Should the FZ-09’s kid brother come to the US? You know our answer.

Photographer :  Jeff Allen

As expected, everywhere we looked at the EICMA motorcycle show in Milan, Italy, there were scads of cool new bikes to discover and savor. At the Yamaha exhibit, one such bike was the MT-07, a new roadster that looks a lot like the new FZ-09 triple but is powered by 689cc parallel twin with a claimed 75 horsepower and 50 pound-feet of torque. Unfortunately, the MT-07, like the new Honda CB650F, is reserved exclusively for the European market.
Those lucky Europeans! This new Yamaha looks like quite a machine, a good beginner bike that’s much more enticing than, say, a Honda NC700X. Yet the Yamaha, with its 31.7-inch-high seat, upright ergonomics and tidy LED instruments, also looks like it’s sporty enough for a fun romp in the local mountains, even if it’s the Adirondacks instead of the Alps.
The liquid-cooled engine, a new parallel twin with a 270-degree crankshaft, a compact single-axis balancer, and an offset cylinder design that reduces frictional losses between piston and cylinder, is tuned to have excellent low- and midrange torque, enough, says Yamaha, to minimize the amount of shifting you’ll need to do while accelerating in fourth, fifth, and sixth gears. That’s a bit unexpected for a middleweight bike such as the MT-07, which has a wet, ready-to-ride weight of 395 pounds. Of note, the fuel-injected engine boasts lightweight forged pistons with lens-shaped combustion chambers, plus a one-piece, 2-into-1 exhaust that features a stubby underslung muffler with a catalyst.

Yamaha says it paid special attention to weight distribution on the sporty MT-07, which is fitted with a steel backbone frame that uses the engine as a stressed member. In front, a conventional fork with 41mm tubes is said to be able to handle rough cobblestone roads, while the rear suspension features a short, asymmetrical swingarm working with a horizontally mounted preload-adjustable shock that mounts directly to the crankcase. It’s a compact design that Yamaha says improves chassis rigidity.

The MT-07’s wheels are 10-spoke cast aluminum pieces designed to minimize unsprung weight, shod with a 120/70ZR-17 radial tire in front and a meaty 180/55ZR-17 in back. Dual 282mm wave-type disc brakes handle the majority of the braking chores, working with calipers that are a stout, single-piece design with four pistons. A 245mm wave-type disc is on duty in back.
In Yamaha speak, MT stands for “Masters of Torque,” and the tuning fork company says the MT-07 was created “to offer the mid-class category a new kind of riding excitement that first attracted each one of us to motorcycling.” Wow. A bold claim, for sure. One that we won’t be able to verify without riding the bike, which may never happen if the MT-07 never makes it to the North America. So, Yamaha, do us a favor: Bring the MT-07 to the US! It’s a perfect little brother to the FZ-09, not to mention a great way to bring new riders into the Yamaha fold.

First published on hwww.cycleworld.com

2013 Kawasaki Ninja ZX-6R | Long-Term Street Review

2013 Kawasaki Ninja ZX-6R Street Test

from ultimatemotorcycling.com
 
Two words sum up the 2013 Kawasaki Ninja ZX-6R – confidence and inspiring.

From some of the most advanced electronics offered on a supersport, to the revamped suspension to the powerful brakes, Kawasaki’s latest Ninja ZX-6R creates the most optimal platform for a real-world sportbike. And Kawasaki says this is something likely 80 percent of the buyers will use this machine for.
We already had the 2013 ZX-6R on the track, and the supersport more than proved its worth. But following nearly two months in real-world street situations with an occasional track day thrown in, the ZX-6R kept reminding me of those two words – confidence inspiring.
The 2013 model brings back the larger 636cc to the world of 600cc sportbikes, something Kawasaki did from 2003 through 2006. The then larger bike became largely popular with real-world sport riders.

With its return to the 636cc version, the new ZX-6R was quickly grouped with other mid-weights that offer more cc, such as the Triumph Daytona 675 and the Ducati 848EVO. But obviously the latter two don’t feature an inline four, and instead carry a design that needs more cc to be competitive, such as the 675′s triple and the 848′s twin.
The 636cc Ninja was born to compete with its Japanese brethren, but offers that little extra displacement that excites on the street. After my first two days with the new ZX-6R, I could not stop comparing its optimal streetability to that of the venerable GSX-R 750.
For a true street-savvy sportbike, the new Ninja has it all – comfort, power, and some of the most advanced electronics found in the world of supersports. The new Ninja receives a host of upgrades in the electronics department, including three modes of traction control (plus the ability to shut it off), two power modes, and optional ABS (KIBS).

The ZX-6R also arrives shod with Bridgestone S20 tires, a tire I quickly fell in love with while testing the shoes on my 1198 at the track. And just as they came up to temperature quickly on the track, the S20s did the same on the street, helping add to the Ninja’s confidence-inspiring nature.
Kawasaki achieves the 636cc displacement by using a longer stroke. This, along with revised piston crowns and shorter 1.5mm connecting rods, helps the new engine achieve better additional mid-range torque – something needed in the real world.
The ZX-6R feels the same as previous models in the lower rpm range, but its much stronger around 6000 rpm. And once the needle rushes past 8000 rpm, the Ninja simply creates a powerful linear band of power right to around 14,000 rpm when the shift light brightens up the dash.

This type of power allowed for less shifting on some of my favorite mountain rides. Just keep the Ninja in the right gear, and play off that 8000 to 14,000 rpm range (or just crank it to the 16,000 RPM redline for a beautiful melody of inline-four sound). This power band also translates to optimal track usage where short-shifting (keeping it in a higher gear instead of downshifting) was welcomed.
Though Kawasaki America won’t release actual numbers, the ZX-6R should push the same as it does in Europe, which is 129 horsepower at 13,500 rpm. Not bad, considering the Honda CBR600RR produces around 118 horsepower, the Yamaha YZF-R6 around 122 horsepower,  and the Suzuki GSX-R600 around 124
Along with the enhanced power of the enlarged 2013 ZX-6R arrives a flawless induction system. Kawasaki redesigned everything from the airbox (12.5 percent more internal volume) to injectors (optimized for atomizing fuel) to its Digital Fuel Injection system.
In two months and nearly 5,000 miles, I didn’t encounter one hiccup with the fueling system, even when drastic changes occurred in weather/elevation. The system that features four 38mm Keihin throttle bodies was beyond smooth.
Shifting was as equally as smooth as the fuel-injection system. I never missed a gear, and finding neutral was always simple. Also, the 2013 ZX-6R uses a  new three-spring F.C.C. Clutch with slipper and assist functionality. Kawasaki says the pull was reduced 20 percent, and this is immediately noticed. The slipper function provided smooth downshifts during aggressive riding, and clutches upshifts were no problem for the new Ninja.

Compared to previous-generation Ninjas, the ZX-6R also receives a shorter first gear. This is noticeable on the street, and helps the bike get to that juicy mid-range quicker.
With this said, let’s get into the electronics, which are more enhanced than any other 600cc Japanese inline-four currently offered. The electronics are highlighted by the three-mode Kawasaki Traction Control – similar to the one found on the hypersport ZX-14R – and two power modes. As for the ABS, our street test bike wasn’t equipped with ABS, but it’s the same system used on the Kawasaki Councours 14 – a system that more than impressed us.
The “hi” power mode was used 90-percent of the time, it offering full horsepower. The “Low” mode was ideal in wet conditions where traction was limited; this mode limits engine horsepower to about 80-percent after the engine revs to 7000 rpm.
It’s the three Kawasaki Traction Modes – plus the ability to shut the system off – that provide all the smiles in real-world sportbike situations. Modes 1 and 2 provide maximum acceleration, the latter allowing the TC to intervene a bit quicker.
The only time I had the TC off was when I wanted to ride hooligan style and grab some wheelies. Besides that, it was almost always Mode 1. It has a flawless presence, and even when cracking the throttle open too early mid corner I was unaware of its intervention. Kawasaki says the parameters are “monitored and confirmed 200 times per second” before the TC system regulates engine power output through the ignition timing. This allows for the unknown intervention.
Mode 2 also provided full acceleration, though it intervened quicker. I used this mode in the early mornings when there was moisture on the road, and following rain storms when the roads were drying.
As for mode 3, it was used in any wet situation. This mode is similar to the tuning of Kawasaki’s flagship sport tourer – the Concours 14. During normal operation, it uses the same logic and control method as Modes 1-and-2, but immediately switches to three-way intervention – using ignition timing, fuel delivery, and the intake tract’s sub-throttles – if excessive rear wheel spin is detected. This allows Mode 3 to reduce engine output all the way down to a level that will allow the rear wheel to regain grip, even on very slippery surfaces.
Doing the math, eight separate combinations are available if you use each power mode with all three modes of KTRC plus having the system off. But most of the time, it’ll be full power and KTRC on mode 1 – this combination inspires confidence during aggressive sport riding because it provides slack for some human error without sacrificing the feeling of high horsepower.
On the subject of corners, tossing the 428-lb. wet ZX-6R into corners takes little effort. The turn-in is quick due to the steeper, 23.5-degree steering head angle. This steep angle, combined with the long 54.9-inch wheelbase – the longest of the Japanese 600cc inline fours – helps create a perfect mix of agility and stability needed in real-world situations.
This combo allows the 2013 Kawasaki ZX-6R Ninja to enter corners quickly, and remain stable throughout mid-corner and exit. Also aiding this process is the suspension – the 41mm Showa Big Piston – Separate Function Fork (BP-SFF), which is new for 2013, and the bottom-link Uni-Trak rear suspension.
Since our test bike arrived from another publication that reviewed it only on the track, suspension settings were stiff. The genius of the Showa BP-SFF fork is the ease of adjustability; everything is located on the top of the fork tubes. Preload is adjusted on the left tube, and compression and rebound on the right. We simply went back to factory setup, and didn’t have to change much (175-lb. rider).
The Showa Big Piston front fork absolutely shows its race-inherited design under heavy braking. Unlike traditional cartridge forks, the larger-diameter damper piston provides a smoother stroke when braking is initiated. This feeling further helps inspire confidence in the rider.
Also new for the 2013 Kawasaki Ninja ZX-6R are Nissin radial-mounted monoblock brake calipers and larger, 310mm petal-style discs up front. The new setup provided a firm initial bite, and never pulsated under extremely-hard braking. The setup remained consistent throughout every spirited sport ride, never fading, which helped inspire further confidence in rider ability.
Regarding ergonomics, the rider triangle was optimal for my 5’11″ height. Not too much weight is placed on the wrists, and the angle is not too drastic that the back hurts after an extended sport ride. Though adjustable footpegs would be welcome for lowering on longer trips, the ZX-6R’s stock setup does the job.
Helmet buffeting at highway speeds while not in full tuck is minimal for a sportbike, and the mirrors actually work, displaying more than just elbows. As for the seat, it works perfect on spirited sport rides, providing adequate firmness while hanging off. But on longer rides, the seat can become a PITA. But a few aftermarket companies have the solution for this.
The Ninja ZX-6R’s dash features a no BS layout, with a classic analog sportbike tac, and a digital display of all the necessities, including speed, power modes, TC modes, gear indicator, time, and of course, speed. For some, the only visual downfall of the Ninja is the lack of inner-fairing covers. But I personally like seeing wires – it reminds of a true race bike.
The dash also provides enough lighting during those late-night rides, as does the ZX-6R’s single right headlight in low beam. When switching on the high beams (both right and left headlamps), the bike provides a wide view that’s optimal for those unlit, country roads.

As for aesthetics, what’s there not to like about the revamped styling off the 2013 Ninja X-6R. The bike – especially in white, or as Kawasaki calls it, Pearl Flat Stardust White/Flat Ebony, simply screams sportbike sexiness. The bike is also available in Kawasaki Lime Green or Metallic Spark Black.
For 2013, Kawasaki brought back to life a larger version of its staple midweight ZX-6R, again offering the bike with 636cc. Unlike 2003-2006, though, Kawasaki is not offering a ZX-6R version that can be used for racing homologation – not yet, anyway.
Kawasaki states that 80 percent of ZX-6R purchasers will use the bike for the street, and following our long-term test, we know that percentage of riders will continually end their sessions with smiles.
This is what sport riding is all about, no? Spirited sport-bike riding should cause orgasms of the senses, and when a bike can do this while providing all-day comfort and inspire confidence, what’s there not to like? The 2013 Kawasaki Ninja ZX-6R gives riders all of this for a competitive price of $11,699 ($12,699 with ABS). As for the 2014 model, nothing has changed, except Metallic Pearl Black is no longer offered.

2013 Kawasaki Ninja ZX-6R Specs:

• Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four
• Displacement: 636cc
• Bore x stroke: 67.0 x 45.1mm
• Compression ratio: 12.9:1
• Fuel injection: DFI with four 38mm Keihin throttle bodies and oval sub-throttles
• Ignition: TCBI with digital advance
• Transmission: Six-speed
• Final drive: 520 series X-ring chain
• Rake / trail: 23.5 degrees / 4.0 in.
• Frame type: Aluminum perimeter
• Front tire: 120/70 ZR17
• Rear tire: 180/55 ZR17
• Wheelbase: 54.9 in.
• Front suspension / wheel travel: 41mm inverted Showa BP-SFF fork with top-out springs, stepless compression and rebound damping, adjustable spring preload / 4.7 in.
• Rear suspension / wheel travel: Bottom-link Uni-Trak with gas-charged shock, top-out spring and pillow ball upper mount, stepless compression damping, 25-way adjustable rebound damping, fully adjustable spring preload / 5.3 in.
• Front brakes: Dual 310mm petal rotors with dual radial-mount, Nissin four-piston, monobloc calipers with optional KIBS ABS
• Rear brake: Single 220mm petal rotor with single-piston caliper with optional KIBS ABS
• Overall length: 82.1 in.
• Overall width: 27.8 in.
• Overall height: 43.9 in.
• Fuel capacity: 4.5 gal.
• Seat height: 32.7 in.
• Curb weight: 427.8 lbs.

Photos by Jason Healey

2014 Honda Valkyrie – First Look

Big Red puts the POW back in power cruiser.

It hasn’t been lost on the Honda faithful that the company has been without a truly large-displacement cruiser since the VTX1800 line was last sold in 2008, the year of the big financial downturn. Although Honda followed this with a renewed effort to get new riders on affordable, easy-to-ride motorcycles such as the NC700X, the CBR250R and the trio of new 500s, Big Red has always been considered a technology company with an emphasis on high-performance products. And its flagship platform, to many, has been the Gold Wing with its flat-6 engine.

Honda’s interpretation of a bagger, the F6B, was a sign of things to come, although most of us missed the clue. So, when Honda unveiled the brand-new Valkyrie to the press at a special event at the Petersen Automotive Museum in Los Angeles, there was a collective sigh as journalists realized the writing was on the wall all along.

The original Valkyrie was produced from 1996 to 2003 and was powered by the previous 1520cc version of Honda’s flat-6 engine. Over the years, this Gold Wing spinoff became a cult classic in its own right. In 2004, Honda produced the shocking—at the time—Valkyrie Rune, which was released in very limited numbers for just one model year. Looking back at photos of the Rune now, the bike isn’t too far removed from Honda’s latest iteration a decade later.

Honda wanted to get back into the heavyweight cruiser category, but, as with the F6B, wanted to do it its own way. Honda took the latest version the 1832cc liquid-cooled horizontally opposed six-cylinder engine and stuffed it into an all-new aluminum twin-spar frame. The last F6 we had on the Cycle World dyno spun the drum to the tune of 104 horsepower and 110 pound-feet of peak torque. Impressive numbers, but the new Valkyrie has a claimed curb weight of only 750 pounds. That undercuts the Gold Wing by 150 pounds and the F6B by 92. In short, we can expect some serious acceleration from the Valkyrie, which also has the same gearing as the Gold Wing and F6B.

Like the Rune before it, the 2014 Honda Valkyrie features a single-sided swingarm. Out back is an 180/55R-17 tire, while a 130/60R-19 resides up front. Twin 310mm front discs are clamped by a pair of four-piston calipers; a huge 316mm disc with a three-piston caliper is on duty in back. ABS is optional. The seat, only 28.8 inches off the pavement, looks well padded and comfortable, while the passenger seat and grab rails can be easily removed for a clean rear fender.
Styling is modern in every way, from the LED headlight, taillight, and turn signals to the fully digital LCD instrumentation console. Two windscreens (one short, one tall), saddlebags, LED foglights, a backrest, a rear carrier rack and a leather touring bag highlight a wide range of accessories.
The Valkyrie will be available in April of 2014 in Black, Dark Red Metallic, or the Blue Metallic pictured here. Pricing has not been set but Honda hopes to keep it around $17,000 for the non-ABS model. A press introduction is planned for early in 2014, so stay tuned for more.

first published on www.cycleworld.com

Specifications	2014 Honda Valkyrie/Valkyrie ABS
ENGINE TYPE	1832cc liquid-cooled horizontally opposed six-cylinder
BORE & STROKE	74.0mm x 71.0mm
COMPRESSION RATIO	9.8:1
VALVE TRAIN	SOHC; two valves per cylinder
INDUCTION	PGM-FI
IGNITION	computer-controlled digital with 3-D mapping
TRANSMISSION	five-speed
FINAL DRIVE	shaft
FRONT SUSPENSION	45mm cartridge fork
REAR SUSPENSION	Pro-Arm single side swingarm with Pro-Link rear single shock with hydraulic spring preload
FRONT BRAKES	dual 310mm front discs (optional ABS)
REAR BRAKES	single 316mm rear disc (optional ABS)
WHEELBASE	67.2 in.
RAKE (CASTER ANGLE)	29° 50’
TRAIL	114mm (4.5 in.)
SEAT HEIGHT	28.8 in.
FUEL CAPACITY	6.1 gal.
ESTIMATED FUEL ECONOMY	TBD
COLORS	Black, Dark Red Metallic, Blue Metallic
CLAIMED CURB WEIGHT	750 lb. (Valkyrie) / 754 lb. (Valkyrie ABS)

How To Share The Road With Motorcycles

“Oh my, motorcycles just come whizzing by so fast!” We’ve all heard this from our aunts/friends/in-laws, who feel duty bound to tell you how scared they feel driving around motorcycles. But how do you respond? This is advice you can give to your friends on how to share the road with motorcycles – safely. 

1. Just Be Predictable
It’s honestly not hard for the average car driver. Four-wheeled vehicles are slow to turn, slow to accelerate and most drivers never get anywhere near their car’s maximum braking abilities. But it’s also worth emphasizing. If they’re driving around motorcycles the most important thing they need to do is give riders the ability to anticipate their actions: use turn signals (they’re that funny stalk that juts out behind the steering wheel’s left side, you may need to demonstrate how this works); don’t come to a sudden stop in the middle of the road; don’t race up to an intersection as if you might blow through it; don’t slowly creep out of a side road into traffic as if you might suddenly pull out; don’t weave around a lane on the highway as if you might wander into the next one. If a car driver really feels the need to do something when they see a scary bike, make this it. Just be predictable. We will return the favor.
 
2. Don’t Tailgate
Not only do motorcycles come equipped with much more powerful brakes than cars, but motorcyclists tend to be more skilled operators of their vehicles and so may brake faster than car drivers are anticipating. As a result, it’s worth emphasizing that it’s a very good idea for cars to leave a little extra space when following a bike on the road.

3. Lane splitting? Don’t Panic.
Alert car drivers often panic when they see a bike coming through traffic, jerking the wheel to give the rider extra room. Not only is that extra room not necessary, but any unpredictable movements can cause problems for other road users. Just because the motorcycle the driver saw is to their left side, doesn’t mean there’s not another one coming up on the right. The best thing a driver can do while bikes split past is just to stay calm and hold their position in the lane.
4. Look Twice, Save A Life
Cheesy awareness campaigns aside, it’s driver inattention that kills most motorcyclists. Put down the cell phone, turn off the Sponge Bob, save the child discipline for the safety of your own home and concentrate on the task at hand: getting where you’re going safely and without running over any motorcyclists. There’s psychology at play too: if a driver looks for cars, all they perceive is a lack of cars, not a presence of motorcycles. Hammering home the need to look for bikes too may just fire a driver’s synapses at the right time and keep them from turning left in front of one of us at an intersection.

Bikers are in 99% other than biker gangs- you could fin your gynecologist playing dress up

5. Bikers Are The Same As You
Recent events in New York may have car drivers even more scared of large groups of riders than before. It’s worth reminding them that most Harleys cost $20,000 and up and are more often ridden by accountants and dentists than roving packs of criminals. They may seem scary with their loud exhausts and tough facial expressions, but really it’s just a bunch of guys playing dress up. People in a pack of sportbikes may be younger, but they’re just the same type of kids that put big rims on Civics and probably still live at home with their parents. 

You can’t get credit to buy one of these expensive toys if you’ve got a criminal record. Overall most guys on bikes are commuting to their jobs, and running errands just like you. They are just able to get through our increasingly congested roads more quickly then their four-wheeled friends. And some of them are really gentleman (see Distinguished Gentleman's Ride)

What advice do you have as a car driver, for motorists when it comes to looking out for motorcycles on the road?

Cafe Racer Dreams BMW R90/6- BikeExif

Some custom motorcycles are so outlandish that they grab your attention immediately, while some are so understated and classy that, once you notice them, you can’t look away. Case in point: Cafe Racer Dreams‘ #38.
This stunning ’74 BMW R90/6 belongs to José Martín Espinosa, a prominent figure in the Spanish fashion industry. He commissioned the build after a series of email conversations with CRD and a couple of visits to their Madrid headquarters, fully entrusting the creative direction to them.

 

The Beemer’s stance has been altered by shortening the forks and swapping out the rear suspension for shorter-than-stock Hagon units. A shorter, hand crafted subframe supports the custom made seat. The battery has been relocated to underneath the swingarm, leaving the area behind the airbox free of clutter save for the ignition, which has been moved to under the seat.

 

Both fenders are stock BMW items—the original front fender has been adapted to fit the rear, and a R100 fender fitted to the front. Along with the tank, they’ve been sprayed a luxurious black with subtle white pinstriping—true to the original paint scheme. Bespoke fender braces add to the bike’s overall classic appeal, as do the crash bars and Firestone Deluxe Champion tyres.

 

CRD turned to their own catalogue for finishing kit—the turn signals, tail light, Renthal Ultra-Low bars and mufflers can all be bought from their online store. The headlight is also a CRD unit, but it’s been modified to house a Motogadget speedometer and various controls. On the handlebar, Motogadget’s stealthy m-Switch units replace the standard BMW switches.

 

I once asked CRD’s Pedro García what his personal design philosophy was. His reply was: “Less is more, and pay full attention to the final finish.” In my opinion, CRD #38 is the epitome of this philosophy. An elegant vintage custom, with a host of finer details that only become apparent as you dig deeper.

Check the previous CRD builds in the Bike EXIF Archives, and keep up with CRD’s news on their Facebook page. 
Images by Rafa Gallar.

Originally appeared  www.bikeexif.com

From RideApart- World Exclusive: 2014 Harley-Davidson Street 500 Review

Wes Siler from Ride Apart interviewed  one of the only guys that tested the new Harley as instructor. Read below the experience with this motorcycle.
 

No one’s ridden the new Harleys yet. No magazine, no website, no journalist and no forum member – no one outside of Harley-Davidson, anywhere in the world. Except us, and we’re going to tell you all about it. This is the story you’ve been waiting for. It’s the world’s first 2014 Harley-Davidson Street 500 review.
The significance of these new Harley’s is not simply limited to the fact that they are the first all-new bikes from the company in 13 years. Rather, the excitement comes because they represent a change in attitude and a new approach from The Motor Company. No longer can it exclusively focus on selling extremely expensive throwbacks to increasingly aging Baby Boomers. It needs new riders in new markets who want a new kind of bike. Is this Street 500 it?
RideApart reader and MSF instructor Braden Poovey was given an early demo ride on the Street 500 by Harley-Davidson. We sat down with him shortly after to put his experience on paper.
RideApart: Who are you and what is your riding experience like? What bikes do you normally ride?
Braden Poovey: I’m an engineering student, intern and MSF Rider Coach in South Carolina. Motorcycling has been my sole form of transportation for several years and I’ve been riding continuously — rain or shine — for six years. Generally, I ride 15,000 to 20,000 miles per year, with an even split between in-town commuting, highways and touring on back roads. I’m currently riding a Moto Guzzi Griso 8V and a Ducati Monster 1100 Evo.

Braden was given an early ride on the 2014 Harley-Davidson Street 500 to evaluate its suitability for the MSF rider training program.

RA: How did you bag an early ride on the H-D Street 500?
Braden: Harley has been shopping the Street 500 around not only to those involved in their in-house training program “Rider’s Edge,” but also to the Motorcycle Safety Foundation. The hope is that it could replace bikes in the current training fleet. A couple of H-D reps brought the new bike by the MSF South Carolina State Office as an introduction to its capabilities as a training motorcycle. As a Rider Coach, I was offered the opportunity to get an early look and take it for a quick ride.
RA: How close to production form was the bike you rode?
Braden: According to the H-D rep, the Street 500 I rode was, “99 percent ready,” as far as similarity to the production version. There were a few exceptions with this model, as it had been set up for a training environment. Hi-Viz orange-painted steel hoops — similar to “Highway Bars” — jut out down low to provide a drama-free end to a student toppling over. More protective orange bits adorn the handlebar ends, the tail, the swingarm and wrap the exhaust in a couple of places. Combined, this system made lifting the hefty Street surprisingly easy when layed down.
In addition to the physical protection provided for students, H-D has also made some tweaks to the Street’s ECU, reflashing it so a trainer can alter the fueling parameters. With that modification, the bike is restricted to 18 mph in 1st gear and 25 mph in 2nd. I rode with that training ECU flash in place, so my perspective on the gearing and fueling for 1st and 2nd gear would not relate well to the production version. The training version also comes with a kit that is able to determine if has been dropped, automatically killing the engine when that occurs. Since the Street 500 will be used by a wide variety of riders, there will be a choice of three seat heights, all complete with unique shapes designed to suit riders of varying heights.

The 2014 Harley-Davidson Street 500 Braden rode was set up for training, complete with protection parts (orange) and speed restrictions in 1st and 2nd gear.

RA: Did the Harley reps give you any info on the bike’s specs? Power and torque haven’t been released yet. Braden: Power figures remained vague during the conversation. I did hear, “about half that of a Sportster,” at one point. [the Sportster 883 makes 52 bhp and 52 lb.-ft. of torque]
Some other points of interest: the gas tank holds four gallons of fuel; the 60-degree cylinder angle is designed to lower the center of gravity over the traditional 45-degree arrangement and the final curb weight will be north of 480 lbs.
RA: What was your ride like? What kind of route did you take? How long was it? Twisty roads, highway or surface streets?
Braden: I wasn’t able to experience any highway riding. Mostly, it was standard secondary roads and a great deal of low-speed parking lot testing to simulate the training environment. This was early on a sunny day, dry and somewhat chilly, with temperatures in the mid 20 degree range, Fahrenheit.
RA: What did it feel like to sit on the bike?
Braden: I should mention that, when it comes to cruisers, my experience is limited compared to most other bike types. An exception could be made for the small, nimble and, well, ancient Kawasaki Eliminator 125s and Honda Rebel 250s still in the local MSF training stable. Limited time on some of the larger Victorys and Harleys has given me a good grasp on what to expect from big cruisers.
First impressions sitting on the bike were good. Despite the 480 lbs + weight, taking the Street 500s weight for the first time belied that heft and gave the feeling of a much lighter bike. The reach to the bars felt natural; providing plenty of room and both good leverage and fine control. The standard mid-level seat did not work for me, leaving my legs uncomfortably bent. A quick switch to the “Tallboy” seat, which adds an inch or so of height helped fit my 34-inch inseam.
RA: What was your initial impression of the apparent build quality? It looks pretty ropey in the live photos from EICMA.
Braden: The best word to describe the build quality on this “99 percent production” model would have to be, “uneven.” During my time on it, I noticed a small oil leak, a coolant leak and a gas leak, all while tipped over for the protective equipment demo.
The switchbox plastic seemed of better quality than most bikes I’ve ridden, including my Ducati and Moto Guzzi. That quality continues through to any component on the Street 500 that you touch with your hands or feet; it all has a nice, hefty feel to it and is almost always made from substantial rubber or steel.
Little things, like the fork gaiters, however, looked incredibly cheap and insufficient as actual protection. The fasteners, cables, bodywork, speedometer and various panels were obviously built to cost. Surprising when you consider similar components on the Honda CBR250R — which costs two grand less — seem appreciably better in fit and finish.
There is also an unusually high amount of exposed wiring bundles apparent even just standing next to the bike.
The seat looked lumpy and the stitching sloppy, as if a friend of yours was kind enough to reform it for you, but didn’t really know what he was doing.
For a bike from a brand so proud of its uses of metal components for things like fenders, the Street 500 sports a surprising amount of chintzy plastic.
The needless repetition of logos is something that all brands are guilty of — something in particular effect on my Guzzi — but the Street 500 takes that to a whole new level. It looks as if someone handed a fiver-year old a stamp with the bar and shield on it, then turned them loose on the bike. The Harley logo is on literally everything. The overall shape, however, fits neatly into the H-D family.
RA: How was the low speed handling?
Braden: Handling was, for the most part, neutral. Recreating the swerve and other low- to mid-speed exercises showcased how well the Street 500 performs. In these instances, it handled just as well as any of the other training bikes we use, which often weight 200 lbs less. The only time you really feel the extra weight is when attempting a very low speed, full-lock u-turn, where that weight wants to pull the bike down. Above about 8 mph, the Street feels as agile as a 250cc cruiser. Anything slower brings that immense and awkward weight back into the handling characteristics.
RA: How do the controls feel?
Braden: The clutch feel and friction zone was natural and intuitive. As good as most training-oriented bikes I’ve ridden. If the clutch hadn’t been so excellent, I would have been downright uncomfortable pulling full-lock u-turns with the weight issue I mentioned earlier.
The front brake felt smooth and controlled, providing predictable feedback at the lever. It helped with very light trail braking, where needed. But, due to what must have been a setup issue, the rear brake was strictly ornamental at speeds above 10-15 mph. I can’t imagine it will come from the factory this way; it was just useless.
RA: What’s the power like? Is there good low-down torque like you’d expect from a V-twin?
Braden: The expected low-end V-twin pull is certainly there, but not in a way that will be intimidating for a novice rider. Road feel, power development and throttle response could all be likened to a modern Japanese 250, as would the Street 500’s ability to keep up with traffic. There’s just enough hustle to get you through any situation you might encounter in a frantic rush hour commute.
The mid to high 40 mph range was probably the fastest I was able to ride the Street 500, which was legal on the roads I was on. I spent most of my time fiddling about with it at lower speeds in and around a parking lot. The biggest limitation on performance was the sluggish gearbox, which occasionally refused to find neutral. That could have been down to the cold temperatures.
RA: How’s steering feel? Do the front and back tire seem to work together, as on a non-cruiser bike or do they feel like they’re turning at different times, as on a traditional cruiser?
Braden: I would most certainly say the latter. The front and rear feel like they turn at different times and there is a small amount of uncertainty in making a 90-degree turn from a stop, such as when you’re at an intersection. For a cruiser of this weight, steering feel was pretty much spot on. Lower speed turning required substantial, but not exhaustive leverage on the bars.
RA: How did it do in corners? Was it fun to ride?
Braden: While there’s some initial hesitation before falling into a corner, the Street 500 generally held a true line once banked over. Sharp technical corners took a great deal more effort to properly wind through with sporting pretensions. Much more effort than I thought should be necessary and more than it took to do the same on an 1,800cc Victory I’d ridden two weeks prior. The Street felt more at home in lazy sweepers, sticking to an enjoyable arc, then pulling out of them with smooth, linear torque.

Braden with the two bikes he owns, a Moto Guzzi Griso and a Ducati Monster.

RA: Water-cooled, small-capacity Harley. Does it have the character?
Braden: I love the character motorcycles can have. I love the dancing valve noises and the little pull to the right my Guzzi does every time I blip the throttle. I love the mechanical vibrato and the noises my Ducati produces. I even appreciate many of the Harleys here in South Carolina. The character of a bike can be invigorating, even in its peculiarities and foibles.
So, let me be straight forward about the character of the Street 500: In both feel and sound, I was immediately struck by the lack of sensation. It felt as characterless as the Eliminator 125s we use for training.
That lack of character is great for a training motorcycle. Character is often something you can enjoy after you learn the ins and outs of riding; otherwise it will just be a distraction.
RA: What was your overall impression of the bike? Did the ride leave you wanting one or just wanting to ride something else?
Braden: Harleys and cruisers in general have always relied on the comfortable touring as a major selling point, but the Harley rep himself suggested that the Street 500 would be poor for that due to its diminutive engine size. Would you spend $6,700 on a bike for short, in-town riding?

The performance, utility, fit and finish and price of the Kawasaki Ninja 300 and Honda CBR250R is considerably superior in every respect over this near-500 lbs offering from an upscale brand. Those interested in the traditional cruiser virtues will be better served by models higher up the H-D range. But, as a training bike, providing confidence and good road feel at training speeds, the Harley-Davidson Street 500 works quite well.
RideApart’s Take:
Braden isn’t a professional motorcycle reviewer and the bike he rode may have been both pre-production and set up for the unique needs of a training environment. His impressions and conclusions should be considered with those factors understood. However, it’s our opinion that Braden’s background across a wide variety of motorcycles and years of riding, now in a professional Rider Coach capacity, makes his experience worth sharing with our readers. His impressions are in-line with the Street 500’s expected performance given the specs released by Harley-Davidson. We look forward to finding out if his impressions match our own when the media is given the opportunity to ride the bikes.