Sep 18, 2011 ... February 2011 | 3 | CityBike.com. Volume XXIX, Issue 2. Publication Date:
January 21, 2011. On The ... First Ride: 2011 Honda CBR250R .
Traction Control, 200 hp, BMW is Nervous
2011 CBR250R: Ninja Beater?
— Wrenchin’, ‘70s Style — Building a CB160 Cafe Racer — Adventure Travel on the Cheap
News, Clues & Rumors Volume XXIX, Issue 2 Publication Date: January 21, 2011
teenagers, Sawyer Cole and Michael Kelleher of Sacramento. Their crusade began when Cole’s older brother Jarrad died while teaching himself to ride a GSX-R600 in 2007. It seemed absurd to them that a 15-year-old can get on a 130-horsepower sportbike with no training whatsoever and ride it legally on city streets. With help from a family friend (a Sacramento lobbyist), they crafted AB1952, found an Assemblyman to sponsor it, and now it’s state law.
PHOTO OF THE MONTH
On The Cover: We combine the God-like photography skills of the Right Honorable Mr. Brian J. Nelson with the Also-God-Like Graphic Design skills of the Left (Mostly) Honorable Sir Alan Lapp to create a thing of beauty, or at least universal acceptance.
Contents: NCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 New Stuff . . . . . . . . . . . . . . . . . . . . . . . . . . 5
The ironic part of all this is the two kids used the campaign as the basis of their high school senior project, for which they received an A-. What’s a brother gotta do for an A+, cure cancer?
Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 First Ride: 2011 Honda CBR250R . . . . . . . 8 Shop Stop: Motor Cafe . . . . . . . . . . . . . . . .11 Being a moto-mechanic in the ‘70s . . . . . 12
CYCLE TOWN CLOSES
2011 Kawasaki ZX-10R . . . . . . . . . . . . . . . 14 Project: CB160 Cafe Racer, Part II . . . . . 17
We’d bet you have good memories of Bill “Biscuits” Verbiscio—maybe racing with him, riding with him, hearing one of his profane stories or buying a Yamaha or BSA from him back in the day. Biscuits started racing dirt track in 1950, and opened Cycle Town in San Rafael in 1964. For the last few years, he was running Cycle Town with his son Patrick at a new location in Novato, and still racing in the 70-plus class.
David Hough . . . . . . . . . . . . . . . . . . . . . . . 19 Moto-Legal with Scotty Storey . . . . . . . . 20 Ed Hertfelder . . . . . . . . . . . . . . . . . . . . . . 21 Maynard Hershon . . . . . . . . . . . . . . . . . . . 22 Dr . Gregory W . Frazier . . . . . . . . . . . . . . . 23 Tankslappers . . . . . . . . . . . . . . . . . . . . . . 24 Marketplace . . . . . . . . . . . . . . . . . . . . . . . 25 Classifieds . . . . . . . . . . . . . . . . . . . . . . . . 26 The Solution to All Your Problems . . . . . . 29
Lt. Col. Mike Drew, USAF, flaunting regulations by proudly wearing his CityBike Ride Fast Take Chances t-shirt under his flight suit. Col. Drew flies the C-5 Galaxy, a heavy-lift aircraft capable of carrying 130 tons all over the world.
MIDALU A REAL LU-LU
PO Box 10659 Oakland, CA 94610 phone:. . . . . . . . . . . . . . . . . . 415/282-2790 e-mail: . . . . . . . . . . . . . [email protected]
.com Find us online: . . . . . . . www .citybike .com
From our friends at Motorcycledaily.com:
News ‘n Clues: . . . . . . . . . . . . . . . . . . .Staff Editor-in-Chief:. . . . . . . . . . Gabe Ets-Hokin Senior Editor: . . . . . . . . . . Robert Stokstad Chief of the World Adventure Affairs Desk:. . . . . . . . . Dr. Gregory Frazier Staff Photographers: — Robert Stokstad — Gary Rather Art Director: . . . . . . . . . . . . . . . . Alan Lapp Advertising Sales: . . . . . . . . . Kenyon Wills Publisher: . . . . . . . . . . . . .EHW Partnership
Contributors: Brenda Bates, Dan Baizer, Craig Bessenger, John Bishop, Joanne Donne, John D’India (RIP), Mike Felder, Dr. Gregory Frazier, Will Guyan, Joe Glydon (RIP), Brian Halton, David Hough, Maynard Hershon, Ed Hertfelder, Harry Hoffman, Otto Hofmann, Jon Jensen, John Joss, Nick Knuckles, David Lander, Lucien Lewis, Ed Milich, Patrick Moriarty, Larry Orlick, Jason Potts, Bob Pushwa, Gary Rather, Curt Relick, Charlie Rauseo, Mike Solis, Ivan Thelin, James Thurber, Adam Wade.
Tired of that boring, slow Hayabusa or ZX-14? Want to own a bike with some real engine displacement and midrange punch? If you wait a year, you may be in luck. The MGR Midalu has been in development for several years in the Czech Republic, and is expected to go into production next year. Featuring a 2442cc V-6 developing more than 240 horsepower and 160 lb.-ft. of torque, the Midalu is expected to weigh approximately 600 pounds and feature top-shelf componentry (complete with billet swingarm). Of course, production looks to be quite limited, and whether you will ever see one of these on the street in the United States is questionable (and it won’t be cheap!—ed.). Nevertheless, the development is real, and largely financed with state subsidies. The engine design is complete, and the look of the bike is the result of the work of
a winner of a design competition that So we were saddened to hear the shop included dozens of designers. Prototype closed down recently. We don’t know testing will be completed this year. anything else, but we hope to hear from Biscuits and Patrick again. MSF COURSE,
6-MONTH WAIT FOR NEW RIDERS UNDER 21
On January 1st, California riders under 21 will have to take the MSF Basic RiderCourse before they get their motorcycle “Biscuits” Verbiscio showing us how it’s done, c. 1964. learner’s permits, and have to ride with the permit for SUB-T CLOSES six months before they receive their San Francisco’s own Subterranean M1 endorsement, thanks to a new law Cycles had to shut down as of January called AB1952. 1st, and it wasn’t the fault of the bad economy. No, it was government What’s interesting is it was written, interference, negligence and idiocy lobbied for and then at its worst that did in the 11-year-old seen turned into law business. by a pair of
CityBike is published on or about the 15th of each month. Editorial deadline is the 1st of each month. Advertising information is available on request. Unsolicited articles and photographs are always welcome. Please include a full name, address and phone number with all submissions. We reserve the right to edit all manuscripts. Web hosting and design by mojotown .com ©2011, EHW Partnership. Citybike Magazine is distributed at over 150 places throughout California each month. Taking more than a few copies at any one place without permission from EHW Partnership, especially for purposes of recycling, is theft and will be prosecuted to the full extent of civil and criminal law. So there.
February 2011 | 3 | CityBike.com
Even though Sub-T was granted a permit to operate in 2001, and the SFFD initially didn’t object to the shop’s operation, after seven years the SFFD, Bureau of Building Inspection (BBI) and probably the FBI and Mayo Clinic all realized they had forgotten to inspect the shop in 2001, and Sub-T should never been allowed to operate...because they weren’t in compliance with 2007 rules. And then the whole story gets confusing, with people being turned into cockroaches and vague charges made in nondescript courtrooms.
For now, Pat and Abi have plans to use the building as an art gallery and studio space. Let’s hope they can get back into business. CityBike wants to thank them for being loyal advertisers for many years, and for being as kind and generous as the City government is uncaring and selfish.
DONATI MOTORSPORTS CLOSES
BILL DANSKY MOVES ON
20% OFF Tune & Services
Speaking of transitions, CityBike has learned that Bill Dansky, the phlegmatic, verbose, handsome and improbably Argentine long-time sales manager at Hattar Moto in San Rafael has moved on to other, if not necessarily greener pastures. Our readers will miss his rambling and occasionally laugh-out-loud hilarious classified ads, which Editor Ets-Hokin thinks was some of the finest writing in CityBike, ever.
Bill’s ads were rife with 100-point Scrabble words, Donati Motorsports (previously known obscure historical and as All-American Honda) has gone out literary references and plain of business, citing a weak economy old made-up words like for ending 30 years in operation. “The “iscuz.” Hattar’s staffers Motorsports Industry is in tough would routinely field calls times right now,” Brad Donati wrote from readers demanding on southbayriders.com. “We have to talk to the guy who wrote the ads. seen a decrease in sales, an increase Why so long-winded? Well, it seems in operating costs and shrinking that when Old Man Halton, CityBike’s margins on all of the products that we prior publisher told Bill he could place sell which is what has done us in. My as many classifieds as he wanted for just lease is expiring and I do not have the $90 a month, he decided to see how confidence to re-up my lease.” We’re much he could write before we 86ed sad to see yet another dealer go and him—turns out he could go as long as wish Brad and his employees the best. he wanted, so he did. It’s another example of why it’s so important to support your local dealers. Of course, this doesn’t mean you In fact, put this paper down right now, shouldn’t keep reading the Hattar walk over, and hug the parts manager. Moto ads! You’d be missing out, as
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Hattar has a very classy selection of interesting bikes, and the ads are complete with plenty of Finnegan’s Wake-length description so you can window shop from your armchair. The fact that Hattar is the kind of shop that would keep a loveable nut like Dansky employed for so many years is reason enough (beside their outstanding service, selection and passion for riding) to make Hattar your dealership.
KTM’s factory efforts don’t keep American privateers at bay. Washingtonian Jonah Street was back for his fifth Dakar, helped in part when adventure-bike equipper Touratech USA raised $10,000 for his efforts selling T-shirts. Initially, Street did quite well on his Yamaha GYTR WR450, maintaining 7th place overall until the 7th stage and even winning the grueling 9th stage (matching his single stage victory in 2009), but a crash and mechanical AMERICANS IN THE DAKAR problems in later stages set him back to a 13th-place overall standing. “Jonah had Biggest, baddest motorcycle race out some bad luck, and some good luck,” there? Is it the Daytona 200? That’s race organizer and three-time Dakar just 200 miles of pavement. Well, how rider Charlie Rauseo told me. “Winning about the Baja 1000? Better, but still, what’s a mere 1000 miles? A Sunday ride a stage was nice, but the other problems compared to the grueling 5700 miles and kept him out of contention.” two weeks of the Dakar rally. You can The other notable USA finisher was argue that it’s been dumbed down over California native and three-time Baja the decades, but it’s still the highest level winner Quinn Cody. The Hondaof off-road competition, with 186 riders CRF450X-mounted rider didn’t from dozens of countries slugging it out have any dramatic finishes, instead in some of the toughest terrain on the consistently finishing in the top 20 and planet. Since the race was moved from learning the ropes. By the end of the Africa in 2009, the competition has been event, his standing was a solid 9th place, fierce, if not as dangerous or difficult good enough to make him Top Rookie. as it was when racers could suffer from He was pleased with his results, but has bandits and death from exposure in the his sights higher when he returns next vast wilderness of the Sahara. year. “To win the Dakar, just being a The big change this year was a new rule good rider isn’t enough.” limiting engines to 450cc. This knocked “I’ve always thought that a team of some of the competitors, used to bigwell-prepared American riders could bore motors, a little off their game, but dominate the Dakar,” Rauseo went on to not enough to seriously shake up the top tell me. “We have riders who live in the ten. Spaniard Marc Coma took his third desert, so how can we get beat in desert Dakar trophy, closely edging out threeraces by the French? All it will take is a time winner (and Team Red Bull KTM bit more popularity for the sport, which teammate) Cyril Despres of France. will free up the sponsor money to let The new bikes are significantly lighter our top guys dedicate some time and than the 650s and not much slower. effort to this. The pieces are all there. It “It is very comfortable to ride,” said would be nice to see us kick some butt in Despres about his new KTM 450 Rally, this race because it is really the toughest “and very reliable and only an idiot motorsports event in the world.” never changes his mind.” Those hoping for a new status quo were probably KTM ANNOUNCES $2 MILLION disappointed—KTM dominated the IN CONTINGENCY FOR OFFfield, with eight of the top ten overall finishers riding orange machinery, and ROAD RACING this is the 10th consecutive Dakar event From a KTM press release: KTM will post over $2,000,000 in possible contingency a KTM-mounted rider has won. payout throughout all series, making this
February 2011 | 4 | CityBike.com
the largest contingency program ever posted by the Austrian manufacturer. Contingency will be offered at the pro level in Arenacross, Supercross and Motocross as well as in all the major offroad series (GNCC, National Enduro, WORCS, EnduroCross, Hare & Hound, OMA and more).
NEW STUFF BOOKS: 365 MOTORCYCLES AND A TOURING BIBLE
365 Motorcycles You Must Ride, Pushing it a little, aren’t they? Actually, no. These are among the 365 bikes you should ride before you die, or your wrists, bum, Regionally, KTM will sponsor over 70 reflexes and eyesight give up, whichever different series across the U.S. in amateur comes sooner. Problem: another 635 (an off-road and motocross events. Most even 1000) deserve your attention. You rewards are payable in KTM Bucks, which know scores you’d include. I’d add the LE are valid at any participating KTM dealer Velocette, a water-cooled, shaft-drive 148while some pro level payouts will be paid in /192-cc flat twin—smooth, almost silent, cash rewards. handles like a KTT. Brit country coppers used them. All KTM riders interested in KTM contingency must register with XTRM to Enough carping. This is a terrific book, be eligible. For more information on how written by enthusiasts who know their to register, eligibility requirements and motorcycles. You can spend hours digging series payouts please visit xtrm.com/ktm. history (back to beginning bikes), current
RICK HOCKING PASSES
Contributor Curt Relik sent us this sad news: Bay Area flat track veteran Rick Hocking passed away on Tuesday, January 18, 2011. Rick, who was born on November 25, 1952, was known for many things— including his pioneering efforts on the fearsome four-cylinder TZ700 tracker, later made famous by Kenny Roberts, Sr. For many of us locals, it’s hard to imagine a short track without Rick competing—as evidenced by recent photos of Rick leading at this month’s Las Vegas Indoors. We’ll provide more info and photos next month.
bikes you’ve probably ridden (the gamut of marques over the past 50 years) to exotics you’ll never ride but should, just for the experience. It covers machines, alphabetically, A.J.S. to Yankee (no Zundapp, sorry Otto!), one page for important entries, sometimes two or four per page, with illustrations.
Convenient graphic icons accompany each bike’s condensed description: ‘?’ (‘Did you know’ unusual facts), ‘The Perfect Ride’ (the ideal environment for that machine), a ‘star’ (claim to fame) and a picture of a leather jacket, dubbed ‘Rebel Factor’—authors’ ratings, one star to five, reflecting the idiosyncratic nature of every motorcycle, the machine’s character or designer’s behavior and goals from sane to “O-myGod.” The authors let it rip, candidly. Esoterica that should grab you: the A.J.S. Porcupine (terrific cutaway drawing), the Moto-Guzzi V-8 roadracer (insanity on two wheels, which some racers refused to
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Kafka jokes aside, the neglect, idiocy and lack of empathy or even response from City officials is astounding. A small business, employer of four people, is crushed by faceless bureaucracy and nobody really seems to care— certainly not “progressive” Tender-Nob Supervisor Chris Daly, who ignored CityBike’s queries about this matter.
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February 2011 | 5 | CityBike.com
ride) to Gottlieb Daimler’s wooden wonder Two omissions deserve your attention. (no, you and I will never get to ride it). This Rau notes that too much motorcycle, or the latest thrill, may not be for you. But book is a keeper. he misses two huge issues that confront Motorcycle Touring Bible, Motorbooks, average riders: a bike that is too big and $29.99, by Fred Rau. 224 pages, heavy (drop it, riding alone, and you’ll paperback, index, 240 images. walk home—unless it falls on you); and the insidious aerodynamics Don’t know Fred? What rock problem, using side and have you been (especially) tail bags that living under? move the center of pressure He’s the excellent aft and create instability Motorcycle at speed. Other than Consumer News these minor matters, he’s columnist and impeccable. motorcycle touring guru. This fine, ASSAULT YOUR beautifully produced BATTERY book proves his skills. Have you picked up your If you don’t read, bike’s battery lately? study and absorb Heavy, ain’t it? That’s this book and Rau’s because it’s filled with condensed wisdom of lead and acid, the same decades and hundreds technology Henry of thousands of touring Ford probably felt was antiquated miles, and have problems in 1911. Shorai LFX can probably replace on your next ride, don’t come whining it with one of its products, which use a to me. He has seen it all, from sublime to proprietary lithium design. That means obscene. the battery is up to 80 percent lighter than Rau defines touring, sets priorities, stock, will last two to four times as long helps you avoid problems and plan your and can hold a charge up to a year without tour, suggests packing, picking the right maintenance. gear and accessorizing your machine, A quick check of the Shorai website reveals identifies pitfalls that await you, and pinpoints essentials. He uses many photos the replacemnet battery for a Honda VFR800i runs $154 and is more than to illustrate the multi-faceted aspects of seven pounds lighter than the stock battery. touring and to identify specific bikes to A lead-acid replacement from Cycle-Tron choose, across the spectrum of suitable lists at $196, and we shudder to think machines. One point he emphasizes, what an OEM replacement would cost. neglected by too many manufacturers: range. He rightly nails Harley-Davidson to Sounds like an easy way to save hassle, weight—and dough. the wall on this issue. Go to shoraipower. Rau’s writing style com or your local is comfortable and his liberal anecdotes ragingly entertaining, citing touring highs and lows in endearing ways. Too numerous to cite in a short review, but one married couple faces matrimonial and motorcycling doom, trying to stuff three times too much luggage onto their bike.
moto-shop to see if there’s a replacement for your bike.
POWERLET LINER AND WIRELESS CONTROLLER Here’s a good f-ing idea from Powerlet, experts in all things moto-lectrical. It’s the new RapidFIRe heated lining and wireless controller. The liner uses stretch fabric and something called Far Infrared (FIR) to keep it thin, lightweight, extremely warm (at 105 watts, Powerlet claims it’s the warmest on the market) and very power efficient. In fact, Powerlet says it will keep you warm while drawing less than 5 amps, which is great news for late-model BMW owners, as their bikes will shut off power to outlets that draw more than that amount of current—the dreaded CANBUS issue. Powerlet’s liners are very nice, since they are so thin they can be worn under close-fitting leather jackets, eliminating the need for bulky layering. The controller ($140 for dual, $100 for single), though, that is just sheer genius, if it works as advertised (we haven’t gotten the new products to review). A receiver is plugged into up to two garments (like a liner, vest or gloves) and then sync’ed to the wireless controller, which can be mounted anywhere. No more wires draped all over you, waiting to snarl you up as you move around on the bike. What will they think of next? Electric glove liners? Oh, they have those, too ($130). Go to powerlet.com or call 586/2760900 for more information.
S-CARGO STRAPS You know what we hate? Figuring out what to do with the free end of tie-down straps after you’ve secured your motorcycle in your truck or on your trailer. No matter how careful you are, it always comes loose, getting all dirty, smacking your bike in the breeze or dragging on the ground and
fraying. And then when you store them, four straps in the bed of your truck turn into a garbled mass of entrails you spend five minutes untangling. Well, we can’t believe it took this long to figure out, but Alan Seikman—a vintage Japanese motorcycle enthusiast— may have the answer with his S-Cargo Strap. The key is a cool little neoprene rubber bag that holds each strap when it’s rolled up, or can contain the excess strap when it’s in use. It also keeps the buckle from scratching up your ride. The straps are made in the USA, but Alan had to have the pouches made in Taiwan—nobody in the U.S. can do what he wants with neoprene (but they don’t judge him for it). A pair of the S-Cargo Straps is $12.95, and the heavy-duty version (rated to 1300 pounds) is $19.95. Buy them direct from s-cargostrap.com.
CHROME BORIS BAG What’s in the bag, dad? If your bag is like our messenger bags, then not very much, which is actually a good thing, because if you carry too much in your messenger bag, your shoulder starts to hurt and you start walking with a limp and you can’t turn your head...am I right, ladies? A solution comes from local company Chrome, with its $120 Boris backpack. The Boris is as functional as it is uninteresting to look at. It’s made from 1050-denier Cordura and 18-ounce truck tarp, so it’s basically permanently waterproof and indestructible. It features zippered side pockets, interior organizer pouches and molded ventilation channels on the back panel. The straps are lightly padded and include cast-metal adjustment locks and a chest strap to keep your load stable.
EVENTS February Every Saturday: $7 All-you-can-eat Bacon and Waffles at Godspeed! 10:00 am to 3:00 pm: Godspeed Oakland, 5532 San Pablo, Oakland, 510/547-1313, godspeedoakland.com Seriously, what more do you need to know? $7 gets you a mimosa and all the bacon and waffles you can hold, although the surgeon general has determined there is a link between bacon and deliciousness. Watch motorcycle racing on their giant TV or play pool or video games.
First Monday of each month (February 7, March 7): 6:00-8:00 pm: NORCAL Guzzi Bike Night at Applebee’s in Milpitas (84 Ranch Drive, off N. McCarthy Blvd.). All motorcycles welcome! Call John 510/377-5575 or check pastariders.com for more details.
First Monday of each month (February 7, March 7): 6:00 pm: American Sport Bike Night at Straw Hat Pizza in San Leandro (14680 Washington St.) Bring your Buell and hang out with like-minded riders. All brands welcome! Our meeting of Buell and Motorcycle enthusiasts has been happening the first Monday of the month for the last 12 years, without ever missing a meeting. We have had many local and national celebrities from the Motorcycle world grace our meetings. It has been fun and exciting. amricansportbikenight.net
First Monday of each month (February 7, March 7): 6:00 pm: California (Northern, East Bay) NORCAL Guzzi Bike Night at Applebees at McCarthy Ranch Mall, off 880, in Milpitas, California. All MGNOC members, interested Guzzi riders, and all other motorcycle riders always welcome. More information, contact John Cerilli at: 510-377 5575
First Monday of each month (February 7, March 7): 6:30 – 10:00 pm: Northern California Ducati Bike Nights at Benissimo (one of Marin’s finest Italian Restaurants), 18 Tamalpias Dr, Corte Madera. NorCalDoc.com
Third Monday of each month (February 21, March 21) 6:00 pm to 10:00 pm: East Bay Ducati Bike Night at Pizza Antica (3600 Mount Diablo Blvd., Lafayette,
925/299-0500) Bike parking on the street right in front of the restaurant, indoor and heated outdoor seating, excellent wine list. All moto brands welcome. Bring your appetite and a smile, be prepared to make new friends.
They promise not to run out of meatballs this time. $20, RSVP to Randy Kremelek: [email protected]
, by calling 415/531-6851 or search “Bench Roast 2011” on Facebook.
Third Sunday of each month (February 20, March 20):
Sunday, May 1, 2011. 10:00 am to 4:00 pm
9:00 am: . California (Northern) Moto Guzzi National Owners Club (MGNOC) breakfast at Putah Creek Cafe in picturesque Winters, California (Highways 505/128) MGNOC members and interested Guzzi riders meet for breakfast and a good time. The Putah Creek Cafe is located at Railroad Avenue. More information contact: Northern California MGNOC Rep, Don Van Zandt at 707-557-5199.
Third Sunday of each month (February 20, March 20): Moto-Sketch at Tosca Cafe: come and sketch a live model draped over a custom bike. $7 to sketch, free to just watch. Tosca Cafe, 242 Columbus Ave. in S.F.
First Saturday of each month (February 5, March 5) Mission Motorcycles (6292 Mission St. Daly City, missionmotorcycles.com 650/992-1234) has Brown Bag Saturdays: 15% off all parts and accessories you can stuff into a brown paper sack.
Saturday, February 19th Time TBD: “Unfinished Projects” show at MotoSF, a new art gallery in the space above SF Moto, 255 8th St. (between Howard and Folsom in S.F.). Details TBD: go to motosf.com for more details as the date draws near—the site isn’t up as of press time, but keep checking. It sounds interesting...
21st Annual Pacific Coast Dream Machines Show. Half Moon Bay Airport, on Highway 1, 20 miles south of San Francisco and 5 miles north of Highway 92. One of the West Coast’s biggest shows, this remarkable exhibit of over 2000 vehicles will feature motorcycles from antique turn-of-the-century models, highperformance sport, racing and off-road bikes to the hottest custom bikes of the modern era. All motorcycles are welcome for display. Club rides are welcome. You’ll see everything from Ducati, Norton, BMW, Moto Guzzi and more represented. The show also includes antique, vintage, classic, and custom automobiles, trucks, aircraft, tanks and massive gas engines and steam tractors. Spectator admission is $20 (adults), $10 (age 11-17 and 65+), and free (age 10 and under). To show a motorcycle, the registration fee is $30 ($40 for entries postmarked after April 15) and includes a commemorative pin and admission for two people. CityBike will have a booth at the event, so come by and say hello! If you have an interesting bike you’d like to show off, email us: [email protected]
or call 415/282-2790. For information and registration forms, call 650/726-2328 or miramarevents.com.
7:00 pm: Annual Bench Race at the San Francisco Motorcycle Club, 2194 Folsom St. Join the motley crew of the SFMC, AMA District 36, dirt track racers and lovers of all thing dirt-track as they raise fundage for the Northern California Dirt Track Fund. Food, awards, cheap drinks, latex novelties (don’t ask) and other lunacy. Hilarity ensues.
Our tester, Editor Ets-Hokin considers himself to be too short to be a backpack guy, as they bump the back of his helmet when he’s in a sportbike crouch. However, the Boris can be adjusted so even a little feller will forget it’s there, even with a 20 or 30-pound load. And it’s immense—it will hold as much as your average carryon suitcase, making it perfect for a two or three-day trip. Chrome’s products always impress us as being well-designed and nicely made, even if a lot of it is now made in China. Check it out at chromebagstore.com or stop by the Chrome store at 580 4th street in Ess Eff. February 2011 | 6 | CityBike.com
1204 PORTOLA AVE • 925-371-8413 February 2011 | 7 | CityBike.com
First Ride: 2011 Honda CBR250R By Gabe Ets-Hokin, photos by Kevin Wing and Honda
f I’m in a bar, a shopping mall or an unemployment line—anywhere you’ll see younger people—I feel old as hell, even at 41. No problem, though; to counteract that, I hop on my bike and meet up with my motorcycle buddies, who, let’s face it, tend to really be old as hell. You see it every time a group of riders pulls up in Pt. Reyes Station or at Alices, and the wrinkled faces and gray, balding heads emerge from under the helmets. Riders are getting old, and that may be because new riders don’t have a big choice of inexpensive, fun-to-ride motorcycles, the kind of bikes Boomers had when they were kids. Everybody wants a 120-hp, $12,000 600, but not so many can actually buy one. Kawasaki has been offering its 250 Ninja for years, but Honda seemed to shy away from this market, offering only the dreadful turd that is the Nighthawk 250. Until now. Behold the new CBR250R, a “world bike” designed to suck in new riders and put a whole new generation of Honda enthusiasts on two wheels. It’ll be 1970 all over again, baby. I had a chance last month to bop down to Torrance to check out the new wheels, man. Looking at the CBR, it’s clear Honda’s engineers took aim at the Kawasaki Ninja 250R. They knew beating it on power while achieving their other goals would be challenging, so it appears they instead focused on the Ninja’s weak spots. A peaky powerband disliked by new riders is one, budget-oriented build quality and features was another and porky-for-a-250 curb weight was a third. Another challenge would be to beat Kawasaki on something it’s always been tough to beat Kawasaki on, especially for an obsessively detail-oriented company like Honda: price.
A new alternative to the 250 Ninja?
$400 off MSRP!
the same wet weight as the CBR250R and makes a little more power, and we all know a V-Twin is very user-friendly and fun. The answer is probably a matter of money—it’s more expensive to build a V-Twin, which would mean a higher MSRP and less profit for dealers.
(not valid with any other offers)
The chassis also got a lot of thought. It’s a light, rigid, tube-steel frame with triangulated trellis-style bracing. There’s a non-adjustable 37mm fork in front and a Pro-Link-equipped rear monoshock, with five damping adjustments. Wheelbase is a tight 53.9 inches, and a 25-degree rake speaks to quick, if not extreme steering response. The 17-inch wheels roll on IRC Road Winner bias-plies (bleagh!), a 110/70-17 in front and a 10mm-fatter-thanthe-Ninja’s 140/60-17 in back.
be tricky. How do you make a 250cc streetbike comfortable, reliable and fast enough while still offering good throttle response down low? We’ve all known this one for years: a high-performance Single that’s torquey, fast-revving, and still packs a relative punch up top. The very oversquare bore and stroke numbers—76mm by 55mm—are similar to the CRF250’s (and CBR1000RR), but it uses a mild 10.7:1 compression ratio, probably to make sure it can use lower-quality gas with no troubles. The crankshaft runs on plain bearings to reduce noise and vibration—a first for a Honda Single, and a gear-driven counterbalancer
runs right next to it. Fueling is by PGM fuel-injection. But why didn’t Honda just use the VTR250 V-Twin it’s been using for decades? After all, the last-generation VTR250 naked (never sold here) has
The powerband bit would
Styling, comfort and convenience touches aren’t forgotten. The fairing is sculpted and futuristic looking—maybe a little too busy for many American buyers, who tend to be a little older and more conservative than other markets, but step back and squint and it grows on you. There are nice rubber-covered grabrails for a passenger, the footpegs are mounted on real rearset brackets, there’s room under the seat for tools and maybe a sandwich (as long as it’s not a club) and the instruments are smoothly styled, with digital readouts for time, fuel, mph and engine temp. So how do they deliver all this technology at an affordable price? Honda thriftily builds this bike in Thailand (something Kawasaki and
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Honda’s motor is all new (sorry, no street-going Unicam CRF250R motor for you!) with nine patents in the engine alone. It’s a liquid-cooled design with a compact cylinder head that uses forked roller-rocker arms to actuate the four valves.
Triumph do as well), where it’s been building Thai and world-market bikes since 1967. That means an MSRP of just $3999, exactly what the Ninja goes for. The CBR made a good first impression on me, as I’m used to waiting a minute or two for my 2010 Ninja 250R to warm up to a rideable state from cold. It fired right up and after stuttering a bit, was ready to ride away in just seconds. Fueling seemed right on, with no flat spots (although since it’s probably only making about 8 hp under 3000 rpm, it all feels like a flat spot) I could find. The gearbox was butterysmooth, as was the light clutch pull and perfect engagement. The ergonomics will be found similarly friendly, and not just by beginners. At 30.5 inches, new riders will have plenty of confidence when the bike is stopped—no small thing, when you consider a third of prospective buyers in the “entry sport”
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category are women. But the other riders on our little press junket varied in size, and nobody faulted the ergos, even if some of them looked silly riding the little bike. Wind protection is also comparable to what you’d find on a bigger sportbike, with a wide fairing and big windscreen bubble. The passenger seat is tiny, but not as small as the seat on some 250s I could mention. A big concern many have about buying a 250 is how it will perform at highway speeds. But unless you like to seriously abuse the law, the CBR is just fine. At a claimed 359 pounds full of gas (add nine pounds for ABS), it’s plenty heavy to not get blown around by semis and crosswinds. I felt engine vibration at higher rpm, a tingly buzz through the footpegs and grips, what you’d expect from a free-revving 250 Single, even if it’s counterbalanced. A 3.4-gallon tank should provide adequate range, although Honda hasn’t released mpg figures. After
Diamond-truss frame mounts counterbalanced engine as a stressed member.
February 2011 | 8 | CityBike.com
February 2011 | 9 | CityBike.com
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The six-speed gearbox, quick-revving motor and good midrange response help it get up to 60 mph as fast as you need, and a quick downshift to fifth is enough to access a nice little top-end kick for passing. The 250 functions like a larger bike, at least until you reach about 70 mph. From there, you’ll need a downhill slope or a lot of room to get up to the bike’s top speed, which we weren’t allowed to explore— not enough room on the I-405 between Torrance and Malibu. But I did see an indicated 80 mph at one point (and judging from a radar-equipped traffic sign, the CBR actually has little speedo error), and although it was past its 8500 rpm power peak, the engine was spinning at about 9500 rpm and had a ways to go before redline. Whether it can pull it in sixth gear remains to be seen. it was stable in turns and wasn’t hard to steer by any measure. The suspension was But who gets a 250 for top speed? a little lacking—it’s clearly set up for the Lightweight sportbikes are for tight, twisty roads like you’ll find in the canyons lower speeds and poor-quality pavement of Malibu. Following Honda development you’d encounter in developing areas—as the front end felt too soft and the rear rider and AFM hero Jeff Tigert on a shock seemed sacked out. But it all worked CBR600RR, we passed a rider on a well enough on bumpy, twisty pavement, big Moto Guzzi sportbike going uphill. and riding this bike on winding roads is a Although the CBR initially felt a little heavy-steering compared to the Kawasaki,
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Shop Stop: The Motor Cafe
can also just use the front setting up for turns. None of us noted the extra weight of the $500 ABS option.
100 miles, the fuel gauge read a third tank remaining, for what that’s worth.
One thing we did all note was the tuning potential of this bike. The muffler seems restrictive, heavy and big enough to cause a cornering problem on the racetrack, and there’s no doubt the aftermarket will respond quickly. When it does, I’d expect a free-flowing exhaust to free up two or three ponies. Honda won’t give us power figures, but I’d guess the stock bike puts around 22 hp at the back wheel, so some tuning should make it almost as fast as the 93 mph (according to Cycle World’s radar gun in 2008) Kawasaki. The suspension is as rebuildable as any sportbike’s, so I wouldn’t be surprised to start seeing this CBR at trackdays and on club-racing grids (Honda is offering lots of contingency money to club racers as well). ball, especially following other riders on similar bikes. Braking performance was adequate on the standard bike—you don’t need much power with a bike this light and slow. The ABS version worked as you’d expect, with a little mushiness at the lever, but I was impressed with how functional the combined braking was. It will help new riders brake smoothly and safely, but you
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What it all means is that Honda has a very competitive product here. It’s easy for new sportbikers to hop on and ride, it’s fast and entertaining enough for experienced riders, and at $3999 it’s priced right. Its only marked disadvantage is a top speed that may be just slightly lacking for high-speed commuting.
Motor Cafe Owner Brad Clausen and his Merry Men.
By John Joss, photos by Gary Rather and John Joss Motor Cafe Honda, Ducati, KTM and Kawasaki. 1289 El Camino Real, Sunnyvale. 800/555-5547 www.hondapeninsula.com. M-F 9:00-5:30, Saturdays 9:00-5:00.
emember ‘Pop’ Kenyon’s in Sunnyvale? The dealership was established over half a century ago, selling BSA and Bultaco. It’s still in Sunnyvale, at the same El Camino location since 1964. Now it’s Honda, Ducati, Kawasaki and KTM. And it’s called ‘The Motor Café.’
Does that mean there will be twice as many 250-class sportbikes sold in 2011? Probably not—this model could take a few years, just like the Kawi did, to build a following. Or it could quietly sizzle out, like the VTR250 did in 1990. But I don’t think so; this time Honda’s done its homework and is in the game for good.
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This is a family business: Brad Clausen started working there for his dad in 1979. In 1972 Don Clausen had bought the dealership from the Kenyons with a partner, then selling Hondas exclusively, hoping to enjoy a silent partnership after retiring from a successful career selling RVs. Brad was not yet a teenager; “Jim Kenyon, Pop’s brother, mentored me. He knew it all, and showed me how. I owe him more than I can measure.”
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February 2011 | 10 | CityBike.com
“We added Ducati in 1993, buying the franchise from Cycle Imports. For once my dad wasn’t silent. ‘How do you know these bikes are any good?’ he asked me. ‘I believe they’re going to become popular,’ I told him. ‘They’re a great marque’.” Brad was right. Ducati, iconic in Europe, acquired a cult U.S. following. Over the years The Motor Café became one of Ducati’s biggest U.S. dealerships. Brad’s wall displays calibrate his enthusiasm: vintage racer David Russell’s beautiful 750 F1, and a 916 Senna. Looking at them, out of reach, induces a longing to ride.
Diversifying to survive
Café? Yes. Visitors get top-of-the-line Italian espresso at his coffee bar. Yum.
We repair, alter and clean leather products.
It’s a matter of survival.” Brad seems undeterred. Like father...
“I worked all hours, every day of the week, doing whatever had to be done,” says Brad. “My dad was a driven guy. There was no mountain he couldn’t climb. But he couldn’t be a silent partner—his challenges included repaying a huge debt caused by an accountant’s embezzling. He fixed it, and handed it over to me in 1989 when I was not yet 21, as my silent partner. “It was never easy. Dealerships were everywhere. We all faced starvation, until the DMV mandated a minimum 10 miles between dealerships, as the crow flies. “Enthusiasm is vital, but not enough,” Brad continues. “You need a bedrock business model to survive. You can feed your enthusiasm but you won’t get rich. Dealerships are folding everywhere as sales have declined in the recession.
“A one-manufacturer dealership can’t survive. Honda tends to make bikes it wants to make, not always what customers want. We had to diversify. We added Kawasaki in 2007 and KTM in 2009, and renamed ourselves ‘The Motor Café’.” Brad must still add KTM to his sign. Café? Yes. Visitors get top-of-the-line Italian espresso at his coffee bar. Yum. This isn’t the usual rotgut sludge that passes for coffee at most dealerships, it’s the real thing, 100-plus octane. So what’s the deal? Isn’t a dealership a place to buy bikes? No. Brad Clausen: “Customers need a complete system—not just bikes, but also service from trained techs with factory tools and tooling, plus quality parts and accessories. It always comes down to the people. My team has been with me a long time—my chief tech, Scott Bowman, 25 years, Don Lepage and Ron Maxie in the parts department, 16 years each.”
Legal challenges for California dealerships The California Motorcycle Dealers’ Association (CDMA) represents dealers’ rights and, thus, riders’ rights. “State and local regulations are tough,” explains Clausen, He cites two examples of the CDMA’s Sacramento success. “They blocked the smog-test requirement, after a study found that motorcycles have ‘a negligible effect on air quality’.” There is also sound regulation, which the State wanted to make retroactive to 1997, he explains. “Virtually every used bike would have had to be retrofitted with a stock exhaust—if we could get it. Thanks to the CDMA, it will be 2013 [model-year motorcycles and newer].” He scoffs at
Brad Clausen with his personal bike, a cherished 1973 Honda Elsinore.
the chaps-and-fringe community’s claim and found their oval-piston stuff, until they shooed me off. And the museum! that noisy motorcycles promote safety. Every competition machine they’ve ever Honda: “They stand made—F1, MotoGP, motocross . . . the lot. I’ll never forget that experience.” behind their bikes.” The Motor Café was a Honda-only house Brick and mortar vs. for years. Clausen speaks highly of the the Internet company. “They stand behind their bikes, admit their mistakes, and fix them.” He You can’t talk to a dealer without raising the recalls the recent Gold Wing cracked-frame Internet issue. “You can try to ignore it or issue. “Honda paid to have every recalled you can face it,” says Clausen. “It’s here. It bike stripped and the frame welded. We isn’t going away. But if riders don’t support handled over 100. Advanced Welding in their dealers they’ll be riding virtual Mountain View did the welding, perfectly.” motorcycles on their computer screens Enthusiast Brian Stearns runs Advanced instead of real ones on the road, sooner or Welding, serving the West’s most later, probably sooner.” demanding high-tech companies. Like San Jose BMW’s Chris Hodgson “Honda gave me a rare privilege, as (“Shop Stop,” November 2010), he says one of what they called ‘the 10 most that he will meet or beat the price of any progressive dealers in the U.S.’ They flew part or accessory offered on line. “Tell us to Japan for an intense, 10-day view of us what they’re asking. And we don’t add everything they do, including locations shipping charges.” If sales taxes come to and facilities no-one outside Honda had the Internet, as many predict, dealers’ parts ever seen, starting in the Suzuka 8-Hour and accessory sales will revive. Race Press box. I lifted a cloth in R&D
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February 2011 | 11 | CityBike.com
A Motorcycle Shop and a Bike: a 1970s Tale By Rick DePuy
s a bike-crazy kid when I moved to Baton Rouge, Louisiana in 1971, I wasted no time finding the best motorcycle shop in town. Mid-South Wheel and Custom was started by a Super Enthusiast as a BSA, Norton, Triumph, Penton, Puch and Yamaha dealership.
wash to flush the gunk out of the bottom end. I honed the cylinders, re-ringed it, and finished off with a new battery and a sharp tune-up after hanging the freshly rebuilt carbs. I shot WD-40 on a lot of stuff, but I didn’t even have to bleed the brake—they were both cable-operated drums, sonny. To everyone’s amazement except my own—I was too green—it fired on the second kick.
Credit: Illustrations by Mr. Jensen
Beyond complete bike sales and service, if you wanted a dirt race bike, his shop could build it and set it up. If you wanted a street custom with a wild paint job, the shop was ready to provide it. But when I started working there as a mechanic in 1975, the Super Enthusiast had sold the shop, and the “concept” had been trimmed back somewhat to a steady sales and service Yamaha dealer, with a little dirt racing on the side. The British makes were on the ropes anyway, although we still serviced them and sold their parts. Although I didn’t suspect it, the first repair job given to me was a hazing as well as a genuine test. Behind the shop—in all weather—was an unruly pile of salvaged motorcycles protected from theft by a 12-foot steel cage. The Service Manager rolled one of those bikes into my bay with the simple instruction, “Get it running.” I didn’t see the smirks on the faces of the other mechanics who were laying mental bets against my success; I just jumped into the repair with youthful abandon. The red, mid-sixties YD250 Twin had a seized motor. With a huge helping of chemical persuasion I pulled the cylinders and yanked the crankcase out of the frame, putting the whole thing right in the parts
One Saturday, near the end of my time there as a mechanic, two guys brought in a wrecked late-model RD350 in the back of a pick up. It was for sale. Cheap. The engine started easily and ran well, so I bought it. At the time, these were the squids’ favorite for building canyon racers in California, but the style was all but unknown in big BR. The bike was the victim of a typical front-end collision, so I sourced a front wheel and gas tank from the attic. I installed new fork tubes, a sexy fiberglass front fender, and a small headlight from the Yamaha 200 twin. I cut back the rear fender and pruned the bike of everything I could: air box, reflectors, right mirror, turn signals, etc. I removed the stock foot pegs and turned the shift lever around to employ the passenger pegs as ad hock rear-sets— just like I’d seen the Cycle magazine staffers do on their proddie racer. I performed a mild porting job on the pistons and cylinders under Andy’s tutelage and bought a set of expansion chambers. Gilbert had his input, too. He had me trim the wiring so that there was no stop light switch on the front brake lever. “So when you pass a cop too fast, you can hit the brakes and he can’t see that you really did need to slow down.” As you can see, Gilbert was brilliant. The speedo was broken, so I threw it away. The crowning touch, all out of proportion to its simplicity, was the way I mounted the tach above the nice, low drag bars. Everyone commented favorably on this one mod. However, I have to admit
to a bit of motorcycle vandalism here. I needed a bracket to mount the tach and I found, in the attic of course, a new old stock Bates skid plate for a Triumph desert sled. Yes, I carved an aluminum bracket from this virgin piece. Sure, no real Rocker rode a bike like this, but it gave the bike an unmistakable café-racer vibe. Shorn of speedo, its rev-clock set high like Tritons of yore. The bike would clear The Ton, too, and make it back before Rock Around the Clock was finished on the jukebox. Okay, considering the time and the location, maybe something by Lynyrd Skynyrd. One day, a little late for work, I was blithely exceeding all the posted speed limits, and doubling a few. I had stopped, for what seemed like an age, to make a left across an expressway when I heard the sirens. Wow, I thought, they’ve got somebody under high-speed pursuit. Then the police car skidded to a halt in the gravel near my right foot. The cop jumped out and said, “I’ve
Smiles all around, including the Service Manager, who wheeled the bike away. I’d passed my first test. Our shop would service anything and I changed a lot of back tires. If you haven’t tried to put a stiff Swedish-made motocross knobby on an alloy rim, well, you haven’t struggled. Weeks later, a touring BMW needed a rear tire. This Beemer had a large contoured seat, the kind Corbin made famous, and a really big rectangular trunk set sideways behind the seat. It wouldn’t fit through the shop door so I decided to just remove the wheel in the parking lot and asked two other mechanics to help heave the beast onto its center stand. Very pleased with ourselves that we’d finally done it and hadn’t damaged anything, we started eyeing the trunk. It wasn’t the flimsy fiberglass we were used to on other touring trunks; it was very heavy and awfully well made. Too well made to be a typical motorcycle accessory of the 1970s. And very white...kind of angelic. After a moment’s contemplation, Andy says, “That’s a fucking baby casket!” I guess our brains were starved of oxygen from all the recent exertion, but we just fell out laughing until tears ran down our faces. “Who puts a fucking baby casket on a
“Who puts a fucking baby casket on a motorcycle?” Gilbert said. “A BMW rider,” Andy said.
February 2011 | 12 | CityBike.com
motorcycle?” Gilbert said. “A BMW rider,” Andy said.
been chasing you for miles. Didn’t you see me back there!?” Actually, no officer. Gulp. I guess you were too far back. He calmed down quickly, I think, because I was so polite and clueless. Fortunately he had never been close enough to actually clock my speed. I did get a vague ticket for “Excessive
speed.” I was really lucky not to get a reckless driving charge. No doubt, the bike was light and quick and effortless to ride fast. It was my main transport for a time, my long tangled ponytail streaming out behind my flatblack helmet. I made it to all the local hangouts. Not long after, I started seeing other stripped RD350s and 400s with drag bars around town. I moved on to other jobs but I never forgot the lessons I learned at that crazy motorcycle shop. I’ve also come to realize it was a unique moment in time. The 1980s came and everything was different. Rick DePuy is a CityBike reader and contributor. He now works full time in a baby mortuary. Send in your mechanic memories: [email protected]
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February 2011 | 13 | CityBike.com
2011 Kawasaki ZX-10R By Neale Bayly, photos by Brian J. Nelson
“It’s got a petrol engine, son.”
’ve always imagined the future moment when my grandkid asks me what the weird-looking two-wheeled machine is in the corner of my garage. After all, by then we’ll probably be heading to work on hydrogen-powered smart phones, if there are any jobs left. I’ve also always thought I’d like that bike to be the pinnacle of development for the internalcombustion engine. The fastest, meanest, most evil fossil-fuel-burning production motorcycle ever built. Howling over the blind rise coming out of Road Atlanta’s Turn 5 with the front wheel two feet in the air, the speed the new Kawasaki ZX 10R had reached approaching Turn 6 was making the hairs on the back of my neck stand up. Rolling off the throttle, skimming the brakes and clicking off a downshift, a light nudge on the bars had the bright green machine on its side as I pinned the throttle again. Repeating this procedure for Turn 7, it was time to shrink behind the fairing and head toward the mother of all corners: Turn 9. Taken flat out in fifth gear, sixth if you are good enough, my onboard camera showed
and taillight are attached to the fender for quick removal at track days.
176 mph on the digital speedometer on one pass. I waited for my brake marker, squeezed the lever and started downshifting. This process is as mad as the acceleration that got this started, and I wondered for a moment; is this the one? Lately, Kawasaki’s superbike has been evolving every two years, with a major update in 2006 and again in 2008. This year, however, the new ZX-10R has undergone a complete redesign for the first time since ‘04 and shares little with these previous models as Kawasaki attempts to unleash the most powerful, sophisticated, intelligent superbike to date.
The first thing I noticed about the new ZX 10R was how light it felt. Sitting on the presentation model after the press briefing, I was shocked when moving the bike from side to side—compared to my longterm CBR1000RR, it felt like the Kawasaki had some parts missing. Jumping in the saddle for my first session at Road Atlanta the following morning, the sensation was exactly the same, and a quick check of the
It’s immediately apparent that the bike has some major styling changes and it certainly looks a lot sharper and leaner. The front air duct is moved lower to allow a smaller frontal area, and the tail section has been on an obvious diet. There are new linebeam headlights, a nine-bulb taillight and LED-type turn signals in the fairingmounted mirrors. Also, the rear turn signals
February 2011 | 14 | CityBike.com
specification sheet shows a weigh reduction of 22 pounds this year. This gives the Kawasaki a claimed curb weight of 436.6 pounds, a super burrito less than the Honda’s claimed 439, but it’s incredible how different it feels. Starting with an all-new aluminum-alloy twin-spar frame, the weight bias has been shifted forward by reducing the rake angle half a degree and increasing the wheelbase by 10mm. The new design has a more direct route from the swingarm pivot to the steering head, and torsional rigidity has been increased by 7.4 per cent.
Apparently this gives better rider feedback with increased cornering stability. At trackday speeds, I’ve never really experienced problems on previous models, but talking with the Japanese engineers I learned the new bike is significantly quicker around Kawasaki’s Autopolis test track than last year’s model. The chassis itself is now made from fewer pieces with less weld joints, and pivot area rigidity has been reduced. This allows the swingarm— lengthened and strengthened this year— more flex for better corning while still managing to lose some weight. One of the benefits of this longer swingarm is the ability to alter the wheelbase for track use by up to 16mm (This can only be done with a race exhaust system installed, as the exhaust pre-chamber has to be removed). Kawasaki has also changed the suspension this year. A Showa Big Piston Fork (BPF) is now used. It’s still an inverted 43mm unit, but no longer uses a cartridge inside the fork legs. This reduces the number of internal parts, trimming weight. With the ability to use a much larger main piston,
damping pressure is also reduced, while the force remains the same. One of the biggest benefits is “enhanced composure under braking.” I’m not sure if I could directly feel this, but did notice every time I approached Turn 10A after slowing from extremely
high speed, it felt I could have braked even later. The rear shock and linkage are now placed above the swingarm, which frees up space for the exhaust pre-chamber. It also allows the shock’s top link to be mounted further from the swingarm pivot, which improves frame rigidity and chassis balance. Featuring a piggyback reservoir, it has both high and low-speed compression damping as well as the usual rebound and preload adjustment. The only change I made to the rear shock was to add some preload to help keep the front end more connected with the floor under hard acceleration, greatly improving the ride. A race-spec adjustable Öhlins twin-tube steering damper keeps the bars from slapping upon reconnection with Terra Firma. Visually the brakes look the same, but there are some subtle changes to improve their performance. Bolted to new three-spoke wheels—which are 11 ounces lighter— the 310mm petal-style rotors still use four piston Tokico radial-mount calipers. The previous model used pairs of 32mm and 30mm pistons, but the new binders use 30mm pistons all around; how this affects things I’m not sure, but I do like the initial bite and feel at the lever during trail braking. There are no complaints about overall stopping performance either, as it’s more than I’ll ever need. Rear brake remained unused during our day, but for those interested, it’s a single 220mm rotor with a lightweight
February 2011 | 15 | CityBike.com
single-piston caliper. None of the bikes we tested had ABS, but this will be an option (for an extra $1000) by the time the bikes are available for purchase. The engine is completely new for 2011 and designed so that this power is accessible across the rev range. During the test, as
much as the phenomenal chassis, first-class brakes and highly sophisticated electronics package dominated most of our off-track conversation, it’s the way the Kawasaki puts power to the ground that is most impressive. During a stint on the Yamaha YZF-R1 at Road Atlanta, to get my best lap times I changed from the full power mode, as the throttle was just too sensitive in the tighter corners. Not so on the ZX-10R— with the predictable power delivery it was easier to ride. Talking with Kawasaki’s tuner extraordinaire, Joey Lombardo, it was obvious from the glint in his eye this is something he is really pleased about. Starting at the top of the motor, new chrome-moly steel camshafts open and close the four valves per cylinder. These were previously made of cast iron, so these should be lighter, generating less friction. Intake valves are larger, while the exhaust valves remain the same and tappet sizes follow suit. These have been redesigned to work with the higher lift cams and have a smoother surface this year and increased oil retention. All of this intense attention to detail is mind boggling to me, and amazing how much work and effort is needed these days to extract more power from production engines. Therefore it’s no surprise that the intake and exhaust ports have been redesigned to increase the volume and to reduce engine braking. Continuing on this fastidious diet, the pistons have lost 3.5mm from the bottom of the piston skirt, and 0.14 ounces in weight, as Kawasaki’s engineers determined it served no purpose other than increase engine temperature. They even reduced the width of the oil rings .3mm to reduce weight. With the new engine redlining at 14,500 rpm (compared to last year’s 13,000 rpm), less reciprocating mass screaming up and down is very important. Compression ratio is now 13:1, the connecting rods and crankshaft have been strengthened to deal with the higher loads, and there is a new secondary balancer.
Further weight has been shaved with a smaller ECU, which is now located inside the air box to help with mass centralization. With a massive 2.2 ounces being saved, I would think visiting the potty before getting on the bike might help more, but I guess it all adds up. There is a bank of new 47mm Keihin TTK47 throttle bodies with larger oval sub-throttle valves. Twelve-hole injectors (also lighter) spray fuel evenly.
system completely (and unlike the BMW S1000RR, you don’t have to go under the seat and plug stuff in to do this). For my first session, I put it in TC3 and worked through to TC1.
What was interesting to me is technology might be marching ahead at high speed, but there’s no software to download into the brain to immediately accept this fact. Telling myself the wheelie control wouldn’t Once the mixture of fuel and air is burned, allow the bike to flip over backwards, I spent the first sessions testing the system, it passes through a new three-piece trying to make myself keep the throttle exhaust system. After learning about all wide open during wheelies. This just didn’t the ounces lost here and there, this is like compute in my aging brain, and it was some a biggest loser contestant dropping 2.6 pounds. Made with hydro-formed titanium sage advice from Kawasaki’s Jeff Herzog that fixed the problem. “Just ride it like a headers, these pipes connect to a large normal bike without traction control and pre-chamber under the bike as part of the electronic devices and let them do their mass-centralization program. This allows stuff.” the ZX-10R to use a smaller muffler, and you can remove the pre-chamber and fit a Back out on the track in full power mode, race exhaust without the need to change with the traction control set on position the headers. one, it suddenly all made sense. Riding the way I always do, my laps times fell and my While it’s obvious Kawasaki has put a massive amount of development into every comfort levels rose. Jeff said that due to the predictive nature of the traction control, area of the new ZX-10R, the electronics it’s hard to feel. “Trust me, it’s working,” he package has been creating the most buzz. told me, after following me for a few laps The all-new Sport Kawasaki Traction while filming some video. I can’t say I could Control or S-KTRC was developed in feel it, but as the day wore on my drive MotoGP racing. It has three modes, off the corners was way stronger without as well as the ability to disable the any spinning or drama, so it was certainly doing its thing.
The new system reads your throttle inputs and makes predictions accordingly. Rather than wait for the rear wheel to spin and cut power, multiple sensors read gear position, engine acceleration rate, wheel speed and amount of tire slippage to predict traction loss. Some wheel slippage is good, so the system reacts quickly, smoothly reducing power at these moments to ensure the bike is still making rapid forward progress. The S-KTRC monitors these conditions 200 times per second and adjusts the ignition for a seamless response to whatever situation it is encountering. There is a meter on the LCD panel showing the level of traction control, but exiting corners hard on the gas on a bike making close to 200 horsepower my attention was always elsewhere, so I never saw how this worked. Testing the power modes, the most restrictive setting cuts the Kawasaki’s power to 60 percent. This would be great for learning a track or in the rain, but it’s no fun when you’ve experienced the bike in full power mode. The middle setting is a variable mode that cuts power to 75 percent. It does allow you to have full power at full throttle opening, but it still made the bike feel somewhat strangled to me. Position “F” is full power, and the setting I used the majority of the time. With the Kawasaki’s brilliant power delivery and sophisticated traction control, there just seemed no need to use any other setting. At the end of the day, looking over my lap times with Lombardo, the story showed steady improvement all day and a high degree of consistency. While I didn’t break any lap records, the impressive thing was how easy the new Kawasaki made it to run these times, while being so exciting to ride. It’s a complete package, from the way it flicks into corners, deals with heavy braking, and then allows you to accelerate off the corners knowing the traction control is there to help you. It sounds like an absolute demon when you have it up close to the rev limiter. This is my pick of this year’s liter bikes as the easiest and most fun to go fast on. Priced at $13,799, $14,799 with ABS, the new ZX-10R is available in Kawasaki Green or Ebony. It’s a stunning machine to look at, and incredible to ride. With the possibility of 200 horsepower, the only question I have left is whether this is the one my grandkids will find in my garage.
The crankshaft is located higher with the input shaft now located above the output for improved mass centralization. The way the bike feels and how fast it transitions from side to side through the chicane at the top off the hill after Turn 2 shows Kawasaki has done a fantastic job with this. It still puts power to the rear wheel through a six-speed transmission, but this baby is now a cassette style that can be changed without draining the oil. For racing purposes, there are seven different gear configurations to choose from.
CB160 Cafe Project, Part II of III Story and photos by David Lander
he bike bit me. Despite hours having passed, my applied pressure still couldn’t stem the flow of blood, which seeped stubbornly through the paper towel twisted around my left ring finger. I sat at the kitchen table, across from my anxious girlfriend, enjoying a hearty meatloaf dinner. I wrapped the gathering blood with another paper towel and forked
Damn You, Glorious Pile
the rusty tank, pin-holed petcock, leaky carbs…basically everything that didn’t end up in the scrap heap. There was no part of the bike that would stay untouched. And then I had to paint it, no trivial task when working with spray cans in the back yard. I wasn’t completely adrift, though. I did have some tools at my disposal, access to a machine shop, and access to a TIG
the improbable prescription of Coca Cola and aluminum foil, for which I wasted a perfectly good When the can of Coca smoke cleared I Cola. Then stood still in the EZ Off oven quiet basement cleaner— surrounded another empty by the frame, promise. Twice wheels, bitten, thrice serpentine shy, I cursed flayed wiring, the Internet and boxes and did the best and bags full I could with of parts. It my hand tools. Heel guard from a Ducati 916, rearsets made in the Five One Oh. Disclaimer: the cute dog in the photo did not directly participate in this project. was a happy Eventually I moment. I was admitted defeat more meatloaf into my mouth, a little welder—as long as I did my welding in annoyed at the inconvenience of the whole winning. I was, you could say, on top of the and decided I could live with a little rust. the middle of the night. I had the Internet heap. thing. If we finished dinner and it still to find parts, but what I needed were hadn’t stopped, I promised her, I’d go to the My first chore was to root out the rust and The cleaning dragged on and on. With resources, and those were in short supply. every minute invested in the project I emergency room and get stitched up. And dirt, and this accounted for a good third became that much more set on perfection. Who the hell knows anything about these that’s exactly what I did. of the time I spent with the bike. Almost forgotten little Twins? After spending six hours cleaning an each part needed a special approach, But let me back up. The rebuild started on a engine, for example, it seemed absurd that an individualized plan of attack. For high note: it began with stripping; easy and it should still harbor some dirt refugee. But example, after grinding the unnecessary fun. And rewarding. Take off those nuts! I was simply worn down by the work and tabs and such off the rusty frame I had Whack that bolt out of its ancient home! finally arrived at a point that I was willing it sandblasted. Simple, but not easy. It Unsnake those hardened cables! to live with. But all that work only brought necessitated meeting a guy who knew a guy me to the starting point, really. I now had As I dismantled the 160 the trash piled who would do it for cheap. Since I don’t a clean platform, but had made no genuine up in heaps like the discarded ribbons, own a car, friends had to help me transport progress. There was still much to do. Too bows and wrapping paper around a child the frame to and from this guy’s workshop. much. If I were more level headed I would at Christmas, only filthy and jagged. The process took nearly a month. have shrank before the task. Mounds of components sprouted up too, Another example: the wheels were rusted also filthy and jagged. In fact, very little The wheels needed new spokes and truing, inside and out. Thank God for the Dremel, which would require tools and skills I distinguished one from the other. In the the angle grinder, and my rich vocabulary heat of the moment I tried my best—I simply didn’t have. To prepare it for racing, Along the way strangers generously rushed really did—to keep everything organized. of expletives. But even the angle grinder I had to make a host of custom parts, like a to my aid. I discovered that they were out I had tremendously thick catering industry was no match for the rusted chrome battery box, clip-ons, fairing stay, rearsets, there, these people who know 160s. In both plating. Nothing was. In desperation, I zip-lock bags by the dozen, and I filled wiring harness, and race seat, to name senses of the phrase. A box of free parts turned to the Internet, where I came across a few. I needed to repair stock parts like those bags. They blackened inside from arrived in the mail. Wheels were trued. Vital knowledge was transmitted. Secret worlds of racers, restorers, collectors, and enthusiasts were revealed. Friendships were forged. putrid grease and assumed the awkward, angular shapes of their contents.
And while this help was indispensable, the work was still daunting. It began, if memory serves, with the forks; they were a tragedy of the worst kind. The pitting on the tubes was so bad that there was more oil on the forks than in them. After two failed attempts at smoothing over the pits with JB Weld and 1500 grit sandpaper I paid $40 for another pair, only to discover that one of the tubes had a slow leak. JB Weld didn’t fix that one either. Disgusted, I turned my attention elsewhere. To console myself I headed to the machine shop—my Fortress of Solitude. For the time being there was a battery box February 2011 | 16 | CityBike.com
February 2011 | 17 | CityBike.com
money than I had intended, or could reasonably afford. While I forged new friendships, I neglected many others. Work was haltingly slow; clouds frequently darkened my horizon.
to fabricate, as well as rearsets. The box was a reasonably straightforward affair; the rearsets were anything but. Once I bought the sheet metal for the battery box, planned it, laid it out, cut it, drilled it, bent it, rolled its edges, riveted it and fabricated hinges, I was ready to move on to the more complex rearsets. Oh, how fondly I remember the nights spent hatching my design, half a dozen stock and aftermarket
bundled strands, interspersing coils, ignition, battery, switches, as if the bike had died on the spot, its carcass long gone, leaving only these prehistoric skeletal remains. I sourced OEM connectors; their waterproofing and visual impact were without equal.
With dozens of projects completed or substantially underway I turned my attention to the heart of the matter, the engine. Here’s what had happened: my dank, low underground workshop was proving nearly impossible for delicate engine work, so, naturally, I brought the dismantled engine into my apartment and spread it out on planks and old issues of CityBike (try that with your precious Internet! —Ed.) across the wooden living-room floor. There I assembled, disassembled, reassembled, redisassembled. A forgotten bolt, a mis-timed cam, a tweaked gasket. It was a maddening more appropriate. Like an alchemist, I set learning process. I was on what would to work concocting the perfect dye, mixing prove to be the final assembly, nothing yellows and purples in ruined pots of boiling left to do but bolt on the side covers and water until I achieved the right shade, adjust the valves. I had been working for saturation, and hue. I tried dangling the hose hours and was tired and spent, but the from string and dipping it quickly, throwing momentum was propelling me forward. it in the pot and letting it simmer, injecting I was so close I could see the light at the the hot liquid into only the hollow of the end of the tunnel. Lost in this daydream of tube with a baking syringe. I tried every success, I absently spun the clutch basket permutation you can imagine, and then I for no better reason than it was satisfying tried a few more. Yes, yes, call me names. to feel the heavy crank finally turning You may well be right. But if you take that smoothly. My fingertip traveled along stance, I will certainly not tell you about the with the circumference of the basket until painful selection of zipties, which would be it arrived at the nearby counter-rotating truly humiliating. centrifugal oil filter and got drawn between the two as if into a bologna slicer. My The days flew by, the months passed girlfriend and I would be having dinner in at a glacial pace. I caught cold from an hour so I grabbed a Band-Aid from our the basement chill. Although I was an abundant supply and some medical tape, impoverished student I spent much more bandaged my finger tightly enough to keep the blood flow to a bare minimum, and started adjusting the valves.
Yes, visual impact. Call me a damned aesthete if you will. Curse me for a dandy. But certain things look better than other things, and it’s no sin to have an eye for these distinctions. I fretted over the paint (could I successfully reference Yamaha’s ‘70s red and white scheme on a Honda?), the sheet metal (should I paint it, polish it, rough it up with Scotchbrite or just leave it raw?), the wires themselves (should I wrap them, and if so, what with? Should I hide them or showcase them?). And let us not forget Note modified CB175 tach drive and spun-metal velocity stacks. the fuel and vent hoses: reluctant to outfit the rearsets spread out on the kitchen table, machine with crystal clear contemporary or surrounding me on the bedspread, for hose that would stick out like a sore thumb, inspiration. I modeled them in SolidWorks, I endeavored to plumb it with something Paging Dr. Leatherman. and used finite element analysis to assure they would be light but sufficiently strong. There is nothing I hate more than rearsets that flex. Hours of time spent thinking, drawing, cutting, water jetting, drilling, turning and grinding finally yielded a pair of rearsets I am still proud of. One of the gifts I received along the way was an aluminum race tail, and good friends helped me to produce a professional-grade mold so I could reproduce it in composites for further builds….or in case I crashed. Just a few months prior they had attended my first race weekend, where I had done just that. I truly relished working on the frame. There was much grinding and sawing to be done. This tab and that, the wretched stock battery box, the seat stays...all obliterated, reduced to a momentary rooster tail of sparks and jagged, shiny, unrecognizable shrapnel—then gone forever. The electrical system, like so much else, should have been a simple affair. Again, I plotted, I considered, I planned. I taped loose 20-gauge wire on the floor in routed,
Repair & Service
Now, I thought, we’re finally getting somewhere. To Be Continued. David Mikhaylovich Lander is a Russian -style writer and essayist, best known for his novels Prime and Punishment and The Sisters Karamazov. His literary works explore human psychology in the troubled political, social and spiritual context of 21st-Century Berkeley society.
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February 2011 | 18 | CityBike.com
Story by David Hough
Mr. Whiner and the Nanny State
live up north of the Bay. Okay, north of Discovery Bay, a thousand miles or so in the general direction of ice and snow. Last year some dude from somewhere commentary by a representative of the else moved here, and immediately started auto insurance industry. whining about our “nanny state.” Well, whether you just crash yourself into Apparently it bothered Mr. Whiner that oblivion, or take someone else with you, his new home has more restrictive laws it should be obvious your actions affect than where he came from. Back home he felt he had a lot more freedom to ride. His idea of freedom was to ride without protective gear, make as much noise as he wanted to, take whatever chances provided a boost to his ego, and not have to get relicensed. I others. And, if what you do potentially don’t have any problem with Riding Fast affects all those other people, then the rest and Taking Chances. After all, that’s the of us have a vested interest in how you ride CityBike credo. But where Whiner and I diverged is that he also felt that his riding and how you protect yourself. If the results of motorcycling were was entirely his own business. If he rode that few riders crashed WFO around a blind turn, smacked into a rock and splattered himself, why should or died, we would have the freedom to ride as we that be anyone else’s concern? wished. The laws that are Well, sorry Whiner, but you can’t just on the books are there splat yourself into the roadside without because motorcycling has affecting a lot of other people. There is very resulted in a huge number little you can do in our society that doesn’t of crashes and fatalities. affect someone else. We won’t allow your In 2007, there were 517 body to lie there on the shoulder of the fatalities in California, road slowly giving off ripe odors and being and that’s not counting picked to pieces by vultures and ravens. the serious injuries. Actually, it might not be a bad idea to let Mr. Whiner’s attitude that the carnage pile up. A collection of also pisses me off. He’s dead motorcyclist and bent bikes would certainly be a good warning of a dangerous not just riding through on his way to the Yukon. curve. But society won’t allow that. He’s a resident. But he Someone will send out a first responder, hasn’t re-registered his then maybe the police, and if you don’t bike, or gotten a new survive, the Coroner. Your relatives driver’s license. It may will be informed, your remains scooped be an inconvenience and up, and if you didn’t provide for your an extra expense to get survivors, they will be given food the proper endorsement, stamps. Your crash will add to the license plate, insurance, statistics that affect the insurance rates and whatnot, but my of your fellow motorcyclists, and attract attitude is that if you negative publicity. don’t want to play by the rules here, pack up The other, messier issue is that you your panniers and go might take someone else out while back to wherever it feels you’re doing yourself in. Let’s say you like home. are riding a bit exuberantly up north of the bridge, and you screw up and drift a little wide in a tight uphill righthander. There’s an oncoming driver who doesn’t predict that a motorcycle might be sailing around the turn on the wrong side of the centerline, and gets a motorcyclist through the windshield.
If he rode WFO around a blind turn, smacked into a rock and splattered himself, why should that be anyone else’s concern?
When Whiner found out that he would actually have to do some paperwork, cough up some cash, and maybe add mirrors and mufflers, he wrote a letter to the press that he naively assumed would result in quick changes to the motorcycle laws. Let’s note that Whiner didn’t do any research to figure out why our laws are the way they are. Nor did he have any idea of the struggles of lawmakers and motorcycle activists to arrive at compromises that we hoped might accomplish something. And when I say “we” I’m remembering the many hours I spent analyzing statistics, discussing proposed bills, and testifying at public hearings. Why do I care that Whiner has a motorcycle endorsement? In states such as Washington, license surcharges finance rider training. If you’re not licensed, you’re not carrying your end of the ladder.
That scenario certainly punches a hole in Mr. Whiner’s theory that taking risks doesn’t involve anyone except himself. The driver of the car will be at least be inconvenienced, and perhaps seriously injured. The rest of us will groan, not so much because we feel for you, but because the crash will give the LEOs more reason to harass motorcyclists in the area, and give the press yet another horror story about insane bikers who need to be reined in. Dramatic pictures of the blood and gore at 11:00 pm, with February 2011 | 19 | CityBike.com
Likewise, liability and health insurance. If you cause injuries and can’t pay the bills, they will be passed on to the rest of us. Here’s the deal: As Saint Ambrose muttered (while riding his 387 A.D. Ducati prototype north on the Appian Way) “When in Rome, do as the Romans do.” In other words, when you travel somewhere, it’s your job to figure out how to behave there, not the job of the locals to change to accommodate you. I don’t know whether St. Ambrose mentioned it or not, but I suspect he would have seconded the motion that if you move somewhere, it’s even more important to figure out how the locals do it. Regardless of laws, customs, and taboos in other states, let’s think for a moment about freedom vs. responsibility. Those of you who have raised children will understand immediately. You want your kids to survive, grow up, make some bucks, get horny, and move out. But while they are still growing they need to have their freedom limited to the responsibility they show. The 10-year-old might think it would be fun to leap off the neighbor’s garage roof, but a parent understands the realities of gravity, medical insurance co-payments, and Child Protective Services investigations. The kid needs to be told NFW until he starts showing some responsibility for his actions. I bring up this business of a child’s freedom and responsibility because I think Mr. Whiner is acting rather childlike. And I believe that he actually needs some nanny oversight. David L. Hough is a million-mile motorcyclist who occasionally writes about motorcycling skills. He is the author of the world’s best selling motorcycle book, Proficient Motorcycling.
spending hours of research and review of relevant case law. 3) How much will your insurance rates go up over the course of the next three years if you receive points on your license from the DMV?
o you received a ticket and now you’re trying to decide whether to fight the traffic infraction or simply pay the citation and move on with your life. Here are some key factors you should consider doing your deliberation how to precede: 1) Honestly evaluate your motivation for fighting the ticket. a. Do you genuinely believe you are not guilty? b. Are you upset about how the traffic stop and interview occurred? c. Are you ineligible for traffic school? d. Are you doing this out of a matter of principle? e. Do you just want to exercise your Constitutional right to the judicial process? 2) Do you have the time, energy, and dedication to educate yourself as to the legal nuances of any potential defense you wish to establish? This includes
Let’s assume arguendo that you have determined to fight the ticket. The first decision you have to make is how to proceed. You have to make a determination before the due date listed at the bottom of the “notice to appear,” (your traffic ticket). Your options are to either request a trial by written declaration, request an extension of
Be a Man of No Convictions (At Least When it Comes to Traffic Tickets)
Part II of III: Going to Court. of court, rule 4.210 specifically, requires that the clerk must receive the defendant’s written request by the appearance date indicated on the Notice to Appear (emphasis in original). If you are unsure if your court allows extensions, go to the jurisdiction’s courthouse website, find the local court rules link, and review the rules
Do you have the time, energy, and dedication to educate yourself as to the legal nuances of any potential defense you wish to establish? This includes spending hours of research and review of relevant case law. regarding traffic citations and/or criminal proceedings. If you cannot find anything on the website your next step is to call the Many jurisdictions in the state of courthouse traffic clerk’s office and query California will allow a defendant to request as to the traffic court’s policy regarding an extension of the due date listed at the getting an extension telephonically bottom of citation, typically 30 days on first and then requesting a trial by written request, and still allow the defendant to declaration. Make sure that you take notes request a trial by written declaration before during the conversation. the extended due date. The California rules So you’re still at the crossroads of whether to proceed with the trial by written declaration, requesting an arraignment date, or requesting a trial date. I will briefly go over the pros and cons of each. the due date from the traffic court, request an arraignment date, or request a trial date.
While the following list is not exhaustive for reasons to calendar arraignment date it does include commonly found reasons: 1) To plead guilty or no contest the citation in order for a reduced fine. 2) To demur the complaint. 3) To delay the process of calendaring a trial date.
What is a demurrer? A demurrer is a quasi-motion to dismiss for a flaw on the face of the complaint, e g., failure to state a complaint. Simply listing the incorrect model of motorcycle, color of one’s eyes, incorrect mailing address or similar factual flaws not constitute grounds for a demurrer. Commonly found grounds for latter include 1) the officer failing to put his/her name on the citation or that the facts did not constitute a public offense, for example if a motorcyclist was cited for a violation of California vehicle code 21754, illegal passing on the right, oftentimes seen when a motorcyclist is lane sharing, but the motorcyclist is passing on the right when there are two or more lanes in the direction of travel. It is important to note that all the demurrers must be in writing and filed with the court at the arraignment. For more particulars on this please review California Penal Code sections 1002 through 1012.
If on the other hand the fatal flaw of the complaint can be amended by the citing officer, the court can allow up to 10 days presiding officer to amend the complaint. In practical matters this almost Trial by written declaration never happens. This is more a matter of This is the only situation in the entire judicial system where a criminal defendant logistics—as a citing officer is never at the arraignment it typically takes more has a statutory right to a trial de novo than 10 days for the officer to receive the (legalese for “do-over”) if they are found notice of the sustaining of the demurrer guilty at the first trial. What does this and to file the amended complaint. It mean to you? You get two bites at the is important to note that the use of the apple to prove that you are not guilty of demurrer is an often overlooked tool in the charges against you—a very strong argument to proceed in this manner. In my the defense of an allegation against the opinion, about the only time the defendant defendant, even by seasoned attorneys. If one does not demur at the arraignment ever prevails at the initial trial by written declaration is when the officer’s declaration one may very well have waived the opportunity to demur later during the is not timely submitted. Noteworthy is prosecution of one’s case. To demur a that the defendant must remit the full bail later stage in the proceedings is entirely amount, (the total amount of the fine) at up to the discretion of the court, which is the time for filing the written declaration, rarely ever granted by the court. It is also but should the defendant prevail, the important to note that because a demurrer county is often very slow about returning is a response to a pleading there is no the deposit. notice requirement to the prosecution. Notice requirements are only applicable Arraignment to motions. Per the California Penal Code there are five options which one has in response to Next time: pretrial motions. the reading of the complaint. These are as follows 1) plead guilty, 2) plead no contest Scotty Storey is a long time motorcycle enthusiast and attorney. His practice focuses on the (Nixon’s famous “Nolo Contendre”), 3) representation of motorcyclists in personal injury plead not guilty, 4) plead not guilty by cases and criminal defense with years of experience. reason of insanity (rarely applicable in a Scotty Storey He is also a member and former secretary of the board of the AFM. For more mototraffic case, even if you point out that you legal fun, check out twowheellaw.com. had to have been crazy to go that fast), 5) to demur the complaint. There are several reasons for defendant wishing to proceed with calendaring an arraignment date.
February 2011 | 20 | CityBike.com
Tell Me and it takes you three tries to unfold the kickstarter under the muck?
Does it bother you when they run the trail across the center of the town dump and your shift lever begins to feel like it’s connected to a box of Chinese grenade fragments because some Muntz TV wiring is jamming the clutch actuating rod and you can’t find neutral? When you need a oes it bother you when a rider drink from your squirt bottle and squirt you recently met offers to drive Gatorade down the neck of your shirt? you to the next enduro in his new And the crew at the next checkpoint are van and he arrives just as you’ve given up swatting at bees that are following the on him and loaded your motorcycle into Gatorade in your shirt and you worry if your own tired van? When you ram your you’ll attract bears if you break down— shin into your trailer hitch as you drag your then you realize it’s foolish to worry about bike out of your van and you have to move bears because the bees will sting you to three heavy bags of fertilizer, two bags of wood-chip mulch and a 47-pound bench vise just to get your motorcycle into his van—and his tie-down straps still have some clothespins attached?
Does it bother you when you spend 22 minutes waiting for the local gas station to open because his gas gauge is as far into the red as Tienanmen Square? When he drives to the event with his turn signal blinking the whole way and you have to listen to the same Bobby Vinton tape 10 times? When the only parking spot at the enduro isn’t even in the same zip code as the start line and it’s a private campground –and they insist you push your motorcycle uphill to the start line? Does it bother you when the line waiting for the ham-and-egg breakfast is so long it will probably end up as a ham-and-egg dinner? When the line at the sign-up table is longer than the line at the porta-potty section? When you notice the rich guys are leaving the long pre-entered line and spending extra money to post-enter because there is no waiting at all? When the guy in front of you reaches the front of the line and then begins to dig out his AMA and enduro association cards? When the clerk has to paw through the entries because someone has filed them alphabetically by first names and there are 17 assorted Eds, Edwards, Edmunds, Edwins and Eduardos? Tell me, does it bother you when the first thing you see in the riding instructions is that they have decided not to loop back to the start area for a gas stop and you’ll have to hike back down the hill to the campground to get your fuel can then hike back up to the fuel truck—only nobody knows where the fuel truck is except the driver who was last seen heading toward the breakfast line? Does it bother you when they put you in a narrow start chute packed almost solid by dummies who have starting numbers after yours? And you can see the first 30 feet of the course is crossing a black top road where the usual Sunday morning go-tochurch crowd is backing up already? Tell me, are you annoyed when your engine quits on a muddy part of trail and you have to drag your motorcycles sideways to avoid being sloshed to death by passing riders—
Does it bother you when the line waiting for the ham-and-egg breakfast is so long it will probably end up as a ham-andegg dinner?
death first? Then you realize that some joker will say you were just a B (bee) rider right to the end of your career? And you stop on a windy hilltop, peel off the shirt and throw it to the bees—then you notice the 36 mph wind has lowered your body temperature to defrost? When you ask for the fastest way back to the start at the next checkpoint and one guy points south, one north, one east and the fourth helper suggests just following the arrows and you might reach the finish sooner because these other guys don’t even know what state they’re in? So you turn left at the next blacktop so you can ride with the wind and it feels much warmer until you come across a group of hikers with long sleeve sweaters tied around their waist and one fellow parts with his sweater for a five dollar bill that’s been folded under your driver license since high school? And tell me this; when you get back to the campground and have to grunt those three bags of fertilizer, two bags of wood-chip mulch and the 47-pound bench vise out of the way again and developing tears in your eyes from the pain that’s still radiating up and down your spine would it bother you a lot if the Bobby Vinton cassette just happened to bounce out the open front door and plunged into watery tire track? Or would you just ride home with a big smile on your face? For a copy of Ed’s latest book, 80.4 Finish Check, send $29.95 with suggested inscription to Ed Hertfelder, PO Box 17564, Tucson, AZ 85731
February 2011 | 21 | CityBike.com
from a proud, enthusiast owner. The bike, from the early ‘90s, has unconventional front suspension and steering apparatus. He bought it north of the Golden Gate and rode it home to Berkeley on the freeway, noting as he did that the steering felt strange and unresponsive.
Hi David! Hi Corey! Part II
unsafe steering? Are drivers oblivious to how selfish they look as they pretend that signs or crosswalk markings don’t apply to them? Are they stupid? Or pretending to be He’d been assured by the seller that stupid in order not to seem worse yet? the low-mileage, collector-quality your friend Maynard bike was mechanically sound, if not superb. Must be me, he thought. From David: Probably take me a few rides to get There is no shortage of what is described used to this thing. as obliviousness. Seems like the majority Last weekend he rode the bike to West qualifies. Or maybe it just appears that way Marin County on curvy, ordinarily because you and I are especially aware—as delightful roads. The bike didn’t want to vulnerable riders and walkers. We stand turn. It scared him so badly—at ordinary in jaw-dropping astonishment at the speeds—that he felt lucky not to have been frequency of examples. thrown into a ditch or a barbed-wire fence. In each of the cases you describe, the He rode back to Berkeley, directly to a villains operate from the same selfish, shop where a mechanic was familiar with greedy place. But it’s not mindless the model. When he got home, he called, saying the Yamaha was the evilest bike he’d inattention in my opinion—it’s deliberate anti-social behavior. ridden—in a lifetime of motorcycling.
This is Part Two of a two-part discussion among my friends David, Corey and me about what’s called obliviousness: an unwillingness to take responsibility for one’s behavior—behind the wheel or handlebars and elsewhere. Corey suggested that talking about the motivations of others wastes our energy; we can’t know why they do what they do. Better to assume they are untrustworthy and proceed with due care.
hanks for the terrific letters! I can’t believe that communicating with drivers would shed any light on their motivations. I can’t imagine a driver telling the truth after doing some bonehead thing. Who’d admit to the investigating officer that they were simply irritated and impatient? I try, as Corey suggests, to maintain a wary(!) mindset, expecting the worst from drivers and cyclists. I try also “to be above it all,” but as I watch people to whom I’m vulnerable in their sorry ineptitude, not the clumsiness of a bad tennis player but the clumsiness of a drunk deer hunter, I can’t remain neutral. I’m disgusted by their disregard for the safety of others and ignorance of (or contempt for) the rules of the road. I don’t trust them and I don’t like them. But I’m sure Corey is right: My not liking these folks isn’t especially good for me and won’t change their behavior. I know all that intellectually, but I can’t get the emotional distance it’d take to let their carelessness roll off me. I hold people responsible for their actions and expect to be held accountable for mine. On the road and otherwise: While I was putting these letters together, my friend Phil called from the Bay Area. He’s recently bought a rare Yamaha road motorcycle in apparently perfect shape
I don’t know what to take away from your thoughts and Phil’s. What is the message? Is it to ponder the motivations of the folks with whom we share the road? Is it to question or judge the basic nature of humans in and out of their cages? Is it a cautionary tale about the dangers that lie in wait for us out on the road? I think the message is that we are forced to share the road with people who do stupid, dangerous and unexpected things that can potentially be fatal to us. If we expect it and do our best to avoid being caught in a vulnerable situation—and we’re lucky, we live to ride another day.... your friend Corey
From David: That said, I suggest that Phil volunteered to be fooled, caveat emptor and all. He should I said specifically “if Phil learned a lesson,” because he may not choose to do things ...as I watch people to whom I’m vulnerable in differently in the future. Sounds like the three of you are of like mind about their sorry ineptitude, not the clumsiness motorcycles. You tend to trust other riders. Hey, that’s okay with me but I do find it of a bad tennis player but the clumsiness of a difficult to understand. Hard for me to understand why the skeptical “wide berth” drunk deer hunter, I can’t remain neutral. philosophy wouldn’t also apply to people selling motorcycles.
I agree wholeheartedly with Corey’s ideas about what to do in the big bad world out there. His advice about expecting the worst and planning accordingly is sound. Maybe we all volunteer to subject ourselves I like that “wide berth” philosophy. But to the “oblivious” masses the moment we your original question was not what to do step out the door. Maybe, like Phil, we’re about it but how to reconcile your friends’ lucky if we return safely. perspectives with your own about why (imho), David people do what they do. Corey’s answer is “what does it matter?” Why ask why? Phil believes that the previous owner had From Corey: I am willing to discuss and assess intent. not been riding the bike as he claimed Who knows about that guy who sold That’s a separate question and I appreciate he had. If he had ridden it, he’d have the bike to Phil? Was he intentionally you asking it. I do think intent is important. discovered the treacherous steering. If we deceptive, or was he just a crummy rider As a society we distinguish, account and ask that guy if he knew he was selling a who couldn’t tell the bike was handling so assess levels of intent. dangerously faulty bike, it’d be like asking badly? Is it possible he didn’t know better? the guy who passes in the ‘Lane Ends’ lane Even purposely ignoring someone in Maybe it worked fine last time he rode it, if he’s aware that he drives like a dick. Oh. danger or distress is a crime of negligence. before he pressure-washed it and stored No kidding? I did not realize.... So I think the question and conversation it. Maybe the bearings went rusty during about intent is relevant and appropriate. I don’t believe either guy. storage and the owner didn’t test ride it before selling it. Who knows? your friend David Whatta you think? Was the previous owner of Phil’s Yamaha oblivious to the bike’s From Maynard: have had the bike checked out. If Phil learned a lesson it was a cheap one. Sounds like he could have been hurt or worse.
I’d like to feel so emotionally sturdy that I could ignore questions of intent, but I can’t get there. In most situations in which man is inhumane to man, I struggle with the why of it. If the obnoxious, slighting, endangering things people do are unintentional and almost unconscious, how about the other things they do? Are they intentional? How do we tell? The woman who hands a dollar to a street person is the same person who stopped her car in the crosswalk in front of you this morning—and refused to meet your eye. Is one act intentional and the other oblivious? I wish I were more like Corey...but I’m glad David was part of this dialogue so I don’t feel like such a distrustful creep. your friend Maynard February 2011 | 22 | CityBike.com
Stay away from the upscale eateries and coffee chains. That $5 mocha mix of coffee equals half to a whole gallon of gas.
Maybe Phil should indeed have had the bike checked out. I’ve never done that, but I suppose a lot of people do.
Phil called again yesterday to tell me that all the bearings in the multi-articulated
front end were rusted and ruined, seized nearly immobile. The bearings’ protective rubber seals were similarly ruined. Probably the previous owner used a steam cleaner or high-pressure hose to clean the bike, not a good idea for bicycles or motorcycles. The Yamaha is in the shop awaiting parts. As sold to Phil, it was a beautiful ticking bomb.
dr. gregory w. FRAZIER
ecession riding. For many motorcyclists a recession means economic downturn and deep depression. For the opportunistic adventure rider it can be a good time time to hit the road, possibly circling the globe with unplanned free time as their former employers retrench and contract. There is not much anyone can do about a 401k tanking, or the value of their house dropping like battery amperage when a motorcycle regulator quits working. Unless the motorcyclist is what one of my associates describes as a “fat wallet adventure rider,” the kind who uses the losses to offset free income from government bailouts, the average adventurist is likely better off to go with the flow, hoping that “what goes down will come back up.” An economist can look at recessions as a necessary part of a long-term business sequence that may pave the way for new and stronger businesses and technologies over time. These downturns are much like unfortunate events in our personal life; they come and go. Some years ago I wrote a book titled Motorcycle Sex, or Freud Would Never Understand The Relationship Between Me and My Motorcycle. One section dealt with how, when depressed, a motorcyclist can shrug off depression by going for a motorcycle ride. Extrapolating on that theory, one could opine that today the motorcyclist can do the same with the depression associated with recession, ride some of it out. However, there are a few recession survival tips other travelers have passed on, ways to save money on the road, whether in North America or around the globe. Rather than go deep into debt purchasing an expensive motorcycle to make the long ride, look at some of the budget tourers. During a recession cash is king, therefore the economically wise adventurists want to have as much cash for travel as they can, not be cash poor and end up worrying about cash flow while on the road. A $6000 motorcycle with some personal upgrades and aftermarket add-ons can easily do a long ride as well as a new $20,000 adventure tourer with cash-sucking factory-offered upgrades and accessories.
Adventure Riding Through the Recession
Swill can significantly hammer a travel budget, sometimes costing more than sleeping in one night. Buy the needed cold one(s) at the market, or mix your own cocktail, and then imbibe in the ambiance of your room or tent after parking the motorcycle.
In the USA many public libraries will let you use their computers and Internet access as a visitor.
Paper maps can easily save you $500 to $1000 wanted for that handlebar If considering a ride somewhere on the mount and the GPS to go into it. The first other side of the oceans, think about buying or renting at your arrival point, not motorcyclist to circumnavigate the globe did it in 1913 (motorcycleadventurer.com), shipping or flying a personal motorcycle long before there were satellites to tell him across the water. The downtime lost and costs of staying in a local hotel while getting which direction to go. a private motorcycle cleared through Before leaving find out what the credit and customs in some foreign country, along ATM card issuer is charging for transaction with the cash out-of-pocket for shipping, fees and currency exchange, then try to use storage and handling, can easily exceed the the least expensive. Cash, (especially crisp cost of the motorcycle, or buying one in the U.S. $100 bills) usually receive the best destination country. Renting may be even rates when changing to local currencies. less expensive than buying. The best rates for changing dollars to local currencies are given in the country you are Skip lunch or breakfast. A big lunch not only cuts into riding time and budgets, but makes the rider sleepy while their stomach works for the first hour back on the road. Something light in the morning can fool a stomach into thinking that an AYCE buffet is in there while saving a few dollars each day. Dump the “Ride-To-Eat, Eat-To-Ride” travel program. service Do some self-maintenance while traveling. Learn to change your own oil and purchase the replacement stuff at supermarkets instead of gas stations. What can be a $125 oil change at a motorcycle dealer can cost $25 if doing it yourself, including the disposal fee a gas station or service garage may charge.
traveling through versus trying to convert at a local bank before leaving home. Globalization has also brought on a global recession. While some politicians want the voting public to believe there is light at the end of a two or three-year tunnel, some economists see a 10-year recovery period. Putting off a mind-refreshing ride until the economy rebounds can leave the motorcycle adventurist in a dark funk for a long time. A better option is to admit there is not much one can do about the economy and a prescription for better mental health may well be making that dreamed of long ride now, ride through some of the recession. To find reality adventure riding by the first ‘round the world adventure rider, Carl Stearns Clancy in 1912-1913, look for Motorcycle Adventurer at www.motorcycleadventurer.com.
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A $1000 laptop is not needed to make a long ride. Much of the world has inexpensive Internet cafes to keep in touch with friends and family while on the road.
Sell unneeded rolling assets before going, even if at a loss. Get rid of the financed SUV and as many of the other monthly payments as can be shrugged off for the time planned to be on the road. Downgrade personal travel style. Rather than using the Hilton for sleeping, shift to the less expensive mom-and-pop motels, B-and-Bs, or guesthouses. February 2011 | 23 | CityBike.com
Tankslapper RE: HI DAVID, HI COREY (JANUARY 2011) Trust me... They are selfish, greedy, and inconsiderate.
Each driver’s vehicle was far more expensive than mine...so I can “project” that they thought they might be better than me.
One driver got back behind me in a rage and tried to follow me home (I was actually step further and reported to the police or CHP, but just the act of putting their Just twice last week I had been cut off leading him to the police station). information and behavior out there for on the freeway at 65 mph by rude laneHere’s what I do when a yahoo risks the the world to see...very cathartic. Just that changers (nearly taking off the front lives of others on the road: Pick up the little act of externalizing that immediate bumper of my car). digital voice recorder in the console of frustration to a place that is not my Both times I hit the high beams to say, “Uh, the car. Take down the license plate, time immediate vicinity—Zen. hey buddy, I’m right here ya’ know?”...each of day, location of event, description of B.T. —On The Road Behind You, So Be Nice time the driver responded by slamming on driver (if possible)—and post a gripe on the brakes (nice). While we at CityBike dislike rude drivers as much as platewire.com. This could be taken one
the next third-person entity, our research has revealed that any response to an aggressive driver can lead to further escalation into a violent road-rage incident that could, very likely get a motorcyclist killed while the driver will likely get away Scott-free. Along with sites such as Platewire, there is also an iPhone app called DriveMeCrazy that can report aggressive drivers. It works hands-free, but it’s not quite moto-friendly.
MANLY SCOOTER MEN
Re: Andy Madden’s confession of appreciation and love for his Yamaha Zuma 50 (Twelve Hundred Bucks, December 2010). It takes a real man to admit that scooters rule and that they are every bit as much fun, if not more, than motorcycles. He’s not alone in thinking that, but there aren’t many who will own up to it. He clearly has the soul of a scooterist. Ride on, Andy. Scooterists everywhere salute you.
ADMISSION & RIDE OUT
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SEPTEMBER 18, 2011 (800) 762-9785 • WWW.TOPPINGEVENTS.COM
Karryll Nason—Ess Eff
Being a Dakar fan, in love with adventure bikes and an avid reader of the Duct Tapes by Ed H. in the old Cycle magazine it captured my interest, well done! Sincerely, Brian Slark Barber Vintage Motorsports Museum, Leeds, Alabama If you haven’t seen the amazing things Brian and his team can do with metal and old motorcycles, or the more than 1200 incredible bikes in the collection, do yourself a favor and book a plane ticket to Birmingham, Alabama. It may be the only reason to visit the deep South. Get more info at barbermuseum.org or call 205/669-7275.
MORE DEEP THOUGHTS FROM ALLAN Dear CityBike: Good ol’ Rilke points out that while animals see the world directly with “all their eyes,” only humans have their eyes turned backwards from early childhood and the sensual world in encircled by “traps” that make sure we never see straight, or clearly. But “Near to death one sees death no more but stares straight ahead, perchance with pure animal vision.” (Duino Elegy 8). Is this why we take chances on a race track? Thanks, Allan Slaughter—In the Ether
February 2011 | 24 | CityBike.com
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ZEN HOUSE 170 Main St.,(Hwy 1); Point Arena, CA 95468; 707-882-2281; www .TheZenHouse .net Located on Highway One, in southern Mendocino County, this unique shop specializes in European Motorcycles; vintage to modern; however all makes and models of motorcycles are welcomed! The Zen House is open from 10–6, Wednesday through Saturday and 10–1 on Sundays. All the roads leading to The Zen House are fantastic, twisty, motorcycling roads; visit the website for directions. You can enjoy the historic coastal town, including the Point Arena Light House and the Arena Cove while your motorcycle is serviced by an internationally renowned Master Mechanic; visit the website for more information, including the affordable shop rates. In addition to its service and hospitality, The Zen House is also known for its affordable and sometimes exotic consignment motorcycles, all of which are pictured on the website. MOTORCYCLES FOR SALE!!!! 2000 Bimota SB6R Recent Major Service; Low Miles; Clean, Good Tires & Chain; GXSR Power Plant; Exotic Italian Trim; Best of Both Worlds; Ready to Ride! Own the only one on the block! $10,000 2001 Ducati Monster M900Sie Arrow Aftermarket Exhaust System; Bar Risers; Fast & Fun. 25,000 Miles $3,400 1994 Ducati 900 SS Staintune full exhaust system; Ohlins rear shock; Upgraded front suspension; Upgraded master cylinders; Billet top triple clamp; Clutch cover and Rearsets; Flatslide carbs; Extra set of body work and tank; Recently serviced. 21000 miles $4,500 1973 Triumph 750 Tiger Fresh Top End; Original Paint; Electronic Ignition; Mikuni Carb; Disc Front Brake; Stainless Front Master Cylinder; ICON Shocks; Aftermarket Mufflers; Custom Levers; New Battery; Ready to RIDE! 15,000 Miles $4,000 2001 Honda CR80RB Expert Fresh Top & Bottom End; New Swing Arm Bearings; New Chain; 105 Big Bore; Hot Rods Crank; V Force 3 Reeds; Full FMF Exhaust System; K&N Air Filter; Excellent Bike for the Growing MotoCrosser! $1,295
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2010 TRIUMPH Thunderbird 1600, There are not a lot of awards the new 2010 Triumph Thunderbird did not win. It is an absolute joy to ride. The buttery smooth motor and transmission combed with sharp handling make this bike easy to ride in all conditions. This Tbird has tons of extras that take the fit and finish to a new standard. With only 1050 miles, this bike won’t be here long. Only $10,499. 2010 HARLEY-DAVIDSON FXDF Fat Bob, With 7.9k miles, 96 inch motor, 6 speed, new tires, denim black paint, VHR Big Radius exhaust and in outstanding condition. Good value at $13,999. 2009 HARLEY-DAVIDSON Sportster XL883L Low, In showroom condition! With only 1000 miles and over $3k in upgrades, this is a terrific deal at just $7,499. 2008 TRIUMPH Bonneville Black, There are some bikes that you should snap up before thinking because they won’t last. This gem of a Bonneville with only 2300 miles is one of those bikes. The previous owner did all the right things for both handling and functionality and he did it with style. Over $1200 went into suspension front and rear as well as fork gaiters and a Superbrace. Norman Hyde exhaust, steering damper, very strong Berringer brakes, LSL sliders, CRG mirrors, and on and on. This bike is definitely worth a look at only $6999. 2008 VICTORY Hammer S, Yes, you read that correctly; only 325 actual miles! This one-owner bike was bought new in 08 and hardly ever used since. We have a clear title on it. To give you an idea of what a great value this is, the Kelley Blue Book price is $12,250 and this assumes 8800 miles and the wear-and-tear that comes with this mileage. When new in 2008, it sold for $20,116. At only $10,999 this is like buying a new bike at just a little more than half price! We can help with financing and will consider trade-ins in good condition. At this price the bike should sell quickly so give us a shout before it s gone! 2008 HARLEY-DAVIDSON Nightster XL 1200N, Only 2.4k miles and in showroom condition. An extra cost quick-detach windscreen is included that makes this a great year-round, all-weather cruiser. And its 25 seat height makes it manageable for just about anyone, regardless of inseam. Just $8,499. 2008 HARLEY-DAVIDSON 2008 HARLEY FLSTN SOFTAIL DELU, Absolutely perfect condition, mechanically and cosmetically, with only 5.3k miles. Harley semi-rigid leather bags added. One local owner, all maintenance records, this bike is a GEM! Priced hundreds below Kelley Blue Book at $15,999.00 2008 HARLEY-DAVIDSON Road King Classic FLHRC, Absolutely perfect Road King! 96 inch, 6 speed, only 7000 miles, 6 gallon tank, cruise control, new rear tire, security system, ABS Braking System vivid black and all stock for you to make it your own. 2008 APRILIA Scarabeo 500, In nifty shape, mechanically and cosmetically. There s 6.7k miles on the clock and doubtless tens of thousands more to come. The big motor just loafs along at highway speeds, even while carrying a passenger. The price is an equally nifty $3999. 2008 KTM 690 Duke, Only 782 miles and freshly serviced! For the guy that wants the fun, flickable handling of a supermoto style bike, but the comfort of a standard naked bike, the 690 Duke is the ticket. At only 325 pounds with 65hp, you’ll be making many sportbike riders blush as you pass them on your back wheel! This bike would be over $11,000 were you to purchase it new. Ours is like new and will only cost you $7499. 2008 DUCATI Desmosedici RR, Only 1000 actual miles and in 100% pristine condition! Whether you re a collector, a racer, or a street rider who demands the best, the D16RR will satisfy you like no other 2 wheeler can. This very limited production motorcycle sold for $72,500.00 plus freight and prep fees when new. This particular Desmosedici that s every bit as good as new is just $50,000.00. If you d like more information about this historically significant GP-derived motorcycle, please give us a jingle. 2008 DUCATI Hypermotard 1100 S, Only 3400 miles on this Hypermotard 1100S. Other than some nice Speedy Moto frame sliders, it is in all stock trim
February 2011 | 26 | CityBike.com
2007 DUCATI Monster S4R, Only 1560 actual miles and in showroom condition! Monster S4R s were produced in very small quantities and featured their own special titanium and red color scheme. It has the same Testastretta engine of the 999 Superbike and produces 130 horsepower and 77ft/lb of torque at 7500 rpm. With just 390 pounds (dry) to push around, the performance is stunning. Starting with the 2007 model year, Ducati s feature longer service intervals and require less parts and labor per service, greatly reducing maintenance costs. Other improvements over its predecessor include a set of beautiful and lightweight Y-shaped 5 spoke Marchesini wheels, Brembo radial-mount front brake calipers, and high-mount silencers that improve ground clearance in tight turns or on the track. The price of this achingly gorgeous motorcycle is just $9,999.00 and it will likely get snapped up fast. 2007 HARLEY-DAVIDSON VROD VRSCA, In pristine condition with only 5k miles. Extras include a Supertrapp exhaust system with a Power Commander to dial in the fueling, touring windscreen, and hard, lockable bags. Recently serviced and fitted with new tires, this V-Rod is ready to go right now! Just reduced from $11,999 to $10,499 for a quick sale. 2006 DUCATI Multistrada 1000 S, In spotless condition with very low miles, this top-of-the-range Multi S comes standard with fully adjustable Ohlins forks and shock for the best ride and handling possible, not to mention lots of carbon fiber pieces that give the bike a classy, exotic appearance. The previous owner spent a bundle on extras for it too. A full Italian made Zard exhaust system lops a huge amount of weight from a sensitive area and, combined with its dyno-tuned Power Commander, makes for a huge improvement in power delivery. Other goodies include a comfy Sargent seat, a sporty-looking rear seat cowl, an open clutch cover showing off the lovely gold anodized clutch pressure plate (check out the picture!), and more. If you want something used to save some serious money but are also super picky about the condition, this should be your next bike! Just reduced by $500 to $8,999. 2006 KAWASAKI ZX6R 636, For those of you that want a little more UUMPH than a 600 sportbike, the Kawasaki 636 has your name all over it. Get the low end torque that most supersport class bikes lack for a much better street machine. This bike only has 9827 miles and is in excellent shape. Some nice extras include a very fresh carbon LeoVince exhaust and a tinted windscreen. Two brand new tires, a new chain and just freshly serviced, this bike is ready to go. Only $4999. 2006 YAMAHA YZF R6, In celebration of their 50th anniversary, Yamaha paid homage to their past with a Kenny Roberts throwback paint scheme. This gorgeous R6 with only 3826 miles is a rare find and in great shape. Frame sliders and a trick GP style LeoVince exhaust add some style and performance. Only $6499. 2006 HUSQVARNA SMR 450, A supermoto bike is arguably the most fun you could possibly have on two wheels. This is not just any supermoto either. Husky makes if very clear that this bike means business with tons of responsive power and weight shedding everywhere possible. This particular bike has just had a fresh top end rebuild, as any single cylinder does after a while, so it’s ready to romp on. Only $3799. 2005 DUCATI Multistrada 1000, Low miles (~5.9k) and freshly serviced by us, this bike will thrill you for years with its performance and overall comfort. Comes with a few nice extras, too, like a comfy Corbin seat and a hand-saving Yoyodyne clutch slave cylinder. It even has around 5 months left on its transferable extended warranty. A low $6499 is all it takes. 2004 HARLEY-DAVIDSON Sportster Custom XL 1200C, In mint condition with just 3.5k miles and sporting a Screamin Eagle exhaust with stage 1 jetting, this bike runs every bit as great as it looks. Only $5,999. 2004 KAWASAKI ZZR 600, You want a modern sportbike, but don’t want to be crouched over like you’re back in your mothers womb. You also don’t want to spend tons of cash, you just want a bike thats fun and reliable for weekend play riding and everyday commuting. If this is starting to sound like you, this ZZR-600 might be the perfect bike. 20,333 miles with little scuffle here and there. Overall it’s in great shape, has been throughly gone through by our Service Department and is a bargain at $2999. Financing is available for qualified buyers. We take trades of all makes and models. Thanks for looking.
Zero Electric Motorcycles available here At Mission Motorcycles. Call To Schedule A Demo Ride - (650) 992-1234 The Zero S qualifies for the 10% Federal plug-in vehicle tax credit AND a sales-tax deduction!
A new tool just arrived from Europe that allows us to make a working copy of your Vespa or Ducati key EVEN if you LOST your MASTER KEY! (red key)
WE BUY USED MOTORCYCLES,—CALL US FIRST!!
2006 Honda Shadow Aero 750–U1088, Looks and performance of Classic Cruiser Styling From Days of Old, $5499 2003 Honda 919–C349 Naked standard comfort with a Givi trunk, ready for fun or commuting. $3899 2004 Honda VFR800FI–C436 Great all-around motorcycle. New Pirelli Angel ST tires. 49 state CA legal, $4999 2004 CRF250R–U970, Newly rebuilt motor! Only $2999 2008 Kawasaki KLX140L–U1111 Get dirt riding on this electric-start bike designed for kids or adults. $1799 2008 Kawasaki ZX-10R–U1049, “Willie D. Custom” With Lots of Goodies, only $8999 2004 Yamaha V-Star 1100 Classic–C437, Windscreen, crash bars, saddle bags, Vance & Hines exhaust, $4899 2009 Yamaha V-Star 250–U1113 Start out in style in with this almost new (875 miles) V-Star 250! $2999 2010 Victory Kingpin–U1114 Kingpin Kruising with a Stage One kit installed! Big power for little bucks! Only 460 miles, two-tone blue and sandstone metallic, $12,999 See all of our bikes online at www .missionmotorcycles .com . Prices do not include government fees, taxes, dealer freight/preparation(new vehicles only), dealer document preparation charges or any finance charges (if applicable). Final actual sales price will vary depending on options or accessories selected.
The Sales department says: Still paying a loan? THAT’S OK, WE PAY YOUR LOAN. Call 415-255-3132 to SELL us your bike today. We will provide the safest way for you to get cash for your motorcycle or scooter. It only takes about 20 - 25 minutes. The SYM SYMBA is now available in California, and we have limited stock on hand for you to see & feel. Come down and meet your new buddy the SYM SYMBA!
412 Valencia Street, 415/626-3496 www .munroemotors .com Tues-Fri 9-6, Sat 9-5 USED BIKES 2003 Ducati 999s Lots of nice goodies added to this bike. Termignoni system with the open clutch cover makes for that super mean Ducati sound everyone loves. Of course the “S” model comes equipped with the Öhlins suspension. 6100 miles. $8995 + fees 2008 Ninja 650R Green and mean! Super fun used Kawasaki Ninja 650R with 7800 miles. Bone stock and ready to rock for at a low, low price. $4495 + fees
2005 HONDA Shadow 750 Spirit 15,876 Miles Blue $4,395 2007 HONDA Shadow 750 Spirit 9160 Miles Black $3,999 2005 HONDA Shadow 600 9,063 Miles, newly arrived! $3,795 2007 HONDA Shadow 600 Low mi. Honda Shadow 1,010 Miles $4,095 2006 HONDA Rebel 250 6,132 Miles Selling Price $2,395 2007 HONDA CBR600RR Only 277 miles! Call! 2007 HYOSUNG GV650 Avitar 3,148 Miles Silver $3,688 2006 HYOSUNG GV650 Avitar 16,003 Miles Black $2,895 2007 HYOSUNG GT250 10,797 Miles, Red $2,195
2009 KAWASAKI Ninja 500 EX500 8,114 Miles, Blue $3,849 2007 KAWASAKI Vulcan 900 Classic 3,001 Miles Black $4,995 2009 KAWASAKI Ninja ZX-6R Just in. 2,615 Miles Green $7,295
2008 SUZUKI DRZ400 Supermoto 4,052 Miles Black $4,695
2008 SUZUKI SV650 8,123 Miles, Blue $4,995 2006 SUZUKI SV650 The nakeds are getting hard to find! 13,928 Miles, Blue $3,949
2007 SUZUKI S40 Boulevard LS650 Savage 4,259 Miles, Black $2,899 2007 YAMAHA XVS650 V-Star Custom Red 5,436 Miles,$4,795 2010 YAMAHA XT250 White 104 Miles (what?!?) $3,795 2008 YAMAHA V-Star 650 Custom Black Midnight Edition 1,630 Miles $4,795 2007 YAMAHA FZ6 Blue 12,666 Miles, just came in: sporty standard! $4,495
1972 Triumph Bonneville T120V 650cc. Own the original 5 speed, right side shift, english classic sport tourer. Almost show quality condition for this great running bike. Grab your goggles, your old wax-cotton jacket and your flowy scarf and hit the road in style with this gem. Kick it over and ride away. $7295
2007 YAMAHA V-star 1100 Classic 9,816 Miles Black $5,895
412 Valencia St. S.F. 415/626-3496 www .munroemotors .com
2007 YAMAHA YZF-R1 Red, more power than God, 3,542 miles, $7,295
2007 YAMAHA V-Star 650 Custom Red 5,436 Miles, $3,995
SCOOTERS! 2004 Honda Reflex 250 Son of the Helix! Great commuter $2495
6232 Mission Street Daly City, CA 94014. 650/992-1234 or 415/333-1234 missionmotorcycles .com 1st Saturday of the month is BROWN BAG Saturday! Get it in the bag and Get 15% OFF!
What’s New: In the parts department . . . .
Any Parts or Accessories in stock are 15% off the marked price! One bag per customer, so get in as much stuff as you can and have fun while saving money!
Motul chain clean and motul chain lube 20% off. Tony says, “the rain’s over, clean your chain, please!” In the Service department:
Our Service Department will check your tire pressures for free whenever you bring in your motorcycle, scooter, or ATV for servicing or repairs.
Please remember that our service department opens early every weekday morning. Service opens at 8:00 am.
Now we have a direct phone line into the service dept: 415/861-7196
2009 SYM Fiddle, 125cc, cute and ready to go up and over any hill, 3,069 miles, $1,695 2010 SYM HD200 Cross-country rally scoot! Call for pricing. 2006 SYM HD200 6,758 miles, silver, freeway capable, $2495
2003 Suzuki SV1000S, silver. One original owner, still on first set of tires! Just 3000 miles, like new. Other items available. $4500. Ask for Otto: [email protected]
*The only northern California dealer to receive the 2009 “Honda Counsel of Excellence” Award.
1999 Kawasaki Concours: 40k miles, plus upgrades, never crashed. $2345 or ? Auburn 530/823-8480
FREMONT HONDA KAWASAKI
1955 Zundapp 600cc: Restored to perfection. National award winner. Black. $25,000. Serious inquiries only. 415/781-3432
Service department–If you have your bike serviced and live within the Tri-City area, we’ll pick your bike up and deliver it back at NO charge. While we are an OEM Honda- Kawasaki service center, we do offer service on all makes and models. Our techs all average over 25 yrs. in the industry (one over 40 yrs.) so you know the job gets done right the first time. Oil change, ANY make or model $17.99 plus parts !
2001 Kawasaki Vulcan 1500 classic $5999 Like brand new, only 5700 miles Burgundy/Silver with windscreen, back rest, rear rack.
MOTO TIRE GUY
MOTO GIO Motorcycle Performance Parts, Accessories, Services. Low price on Tires!!! We will PRICE MATCH with any store.
Motorcycle Tire Services San Francisco - Bay Area
Email: [email protected]
.com www .motogio .com
Order your tires online, Zero CA sales tax plus Free UPS Ground, then have a Preferred Installer in your local area do the installation and save!
Please mention this ad and you will receive an additional 5% off on your purchase.
STOMPERS BOOTS, 323 10th Street, SF.
Need new rubber? To get you off to a good start in 2011, for January and February, Rockridge Two Wheels is offering a $50 mount and balance with the purchase of two tires. Factory techs. 40 years experience. 510/594-0789
Motorcycle boots, engineer boots, work boots, construction boots! Working hard, playing hard, or just plain old shitkicking boots. Black leather, lugged sole & steel toe reinforced boots! Best damn boot shop in world!
TOWING NORTHBAY: REDWOODS MOTORCYCLE TOW & TRANSPORT Providing safe and reliable transport of your motorcycle!
RABER’S BRITISH MOTORCYCLE PARTS AND SERVICE
PARTS AND ACCESSORIES
We offer parts and service for Triumph, Norton, BSA, Amal, Lucas.
Santa Rosa, CA
For Sale: Complete 2008 Harley 96” top end. Cylinders, pistons, cams, heads, valves, pushrods, throttle body, tuner. Fair price at $500. Call 831/475-0353 or email [email protected]
In-house cylinder boring, valve jobs, surfacing and much more.
707-537-5212 cell. If no answer call 707-894-9125
O’NEAL’S MOTORCYCLE PARTS New, used and vintage
1984 Stone Ave. San Jose, CA 95125 phone (408)998-4495 fax (408)998-0642
Licensed and Insured Hold a California Motor Carrier Permit Serving Marin, Sonoma, Napa & Mendocino Counties
SAN FRANCISCO AND BEYOND: DAVE’S CYCLE TRANSPORT
Tues-Fri 11-6, Sat 8-5
All Bikes Welcome 5015 Appian Way, El Sobrante, CA 95803
www .rabers .com
510/243-0781 “Find great deals at O’Neals!” [email protected]
PARTS AND SERVICE
2006 Kawasaki KX450F $3999 adult owned, clean and well maintained
2008 Honda VT750 Spirit C2 Only 958 miles!!! $6999. $3000 in custom extras. Tons of chrome. Saddle bags, Mustang seat, windscreen, Honda digital MP3 sound system, back rest w/bag, custom pegs and grips, more chrome, tank belt with pocket for MP3 or your iPod and did I mention chrome?
Please visit website for details.
Three Trials Motorcycles for Sale! 70cc, 250cc and 350cc. Call 415/781-3432
2008 Honda CBR1000RR $8999 only 1500 miles Burgundy/silver
2005 Kawasaki ZZR1200 33000 miles $5999 Factory bags, Euro touring screen, bar risers frame sliders, Sargent seat. This bike is perfect.
ROCKRIDGE TWO WHEELS
2002 Moto Guzzi LeMans: 7000 miles, Champagne gold, factory titanium canisters, factory ECU chip, Corbin Gel Seat. $6000 Clay 510/758-7564, [email protected]
2002 H-D Sportster 883 $3999 10k miles windscreen, extra clean
2009 Kawasaki KLR650 $3499 clean, progressive fork springs, rear shock. red
www .MotoTireGuy .com
Phone: 408-298-8887 1391 N. 10th St San Jose CA 95112
2007 KTM 990 Superduke: Orange and black, 7500 miles. Great condition. $8900 707/971-0306
THE UNDERTAKER: Motorcycle towing system. No trailer, no tires, no tags. No parking or storing. Check it out at www .TowYourBike .com . 925/413-4103. Dirt Bike or Cruiser.
TECH EXPRESS For the Leading Mobile Repair Services Automobile, Motorcycle and Watercraft Serving the Greater Bay Area Online Scheduling www .tech-express
The Old Man The Old Truck Dave is working
DUBBElJU MOTORCYCLE STORAGE AND RENTALS IN SAN FRANCISCO Never worry about theft, vandalism, weather damage or parking tickets. DUBBELJU MC RENTALS, San Francisco’s oldest motorcycle rental shop, offers safe storage for your bike in our shop at 689A Bryant St. Not only is it a great shop to store your motorcycle but we have cool rental bikes as well; BMW, Triumph, Harley, Honda, Suzuki, and even Yamaha scooters. Keep us in mind when your bike is in the shop or you have a friend come in to town. Be sure to check out our web site: www .dubbelju .com and see all the things we have going on. 415/495-2774.
Dave’s Cycle Transport San Francisco-Bay Area and Beyond... 24 Hour Service (415)824-3020 — www .davescycle .com
WHEELS AND DEALS
“NY Thin Crust Pizza and California’s Best Micro-brews. Redeem this ad for $5 off your next large pie at our new Emeryville location (3645 San Pablo Ave.). Valid for dine in or take out.”
2007 Honda CRF150R Clean, low hrs FMF pipe $2799
ACCIDENT OR INJURY?
1995 Kawasaki ZX-7R $2999 Nice straight bike. Black/violet with polished frame, Muzzy pipe and tinted winscreen. Runs perfect. 35k miles
Call 415/999-4790 for a 24-hr. recorded message and a copy of the FREE REPORT
HANNAN’S MACHINE SHOP
2009 Kawasaki KLX250S Only 400 miles !!! $3899 Still has factory warranty.
Quality Machine Work Since 1956
Call Bill Keys 510/661-0100 ext.115 or E-mail [email protected]
Knucklehead, Panhead, Sportster, Shovelhead, Evolution, Twin Cam
21050 Mission Blvd. Hayward, 510/581-5315
2000 Moto Guzzi Quota 1100ES. Original owner. 36K miles. Garaged, well maintained. $3800. guzziquota . com/forsale/ [email protected]
.com 209/854-4567 2005 Yamaha FZ-1. Totaled, less than 20,000 miles on engine, $1300 or best offer. Contact JB at [email protected]
.com or call 415/871-7631
2007 YAMAHA Majesty 400 Silver, freeway legal, wicked fast, 4,769 miles, $3,798 2009 YAMAHA Majesty 400 Gray, 1,539 miles, $4,595 2004 BMW R1150RT w/ Uni-Go trailer. E-mail [email protected]
.com for more info & photos 2005 BMW R1200ST 8000 miles. Graphite and Silver. One Owner. Bought New in 2005. Always garaged. Below list: $9000. 415/713-5602. [email protected]
ADVANCED CYCLE SERVICE *Motorcycle Service and Repair* • Tires • Service •Insurance estimates Monthly bike storage available Come check us out 1135 Old Bayshore Hwy San Jose, CA 95112
1981 Vespa VSX P200 P200 Freeway Legal classic two-stroke! Burgundy 17,710 Miles $2,499
2009 GT250R, fuel-injected, better than the 250 Ninja! $3799.
1984 Honda V-65 Magna: Garaged, well maintained. Many new parts, runs strong, easy restoration or just ride. $1250 OBO. Call J.C. 707/373-3914.
41545 Albrae St. Fremont, CA. 94538 510-661-0100
We buy used bikes or can just help you sell yours. If you’re buying your first bike, and you recently completed the MSF class, bring your certificate of completion in and we’ll deduct your tuition from the cost of your new bike”. Our sales staff all have 35-40+ yrs. in the industry so we can answer all your questions with out the BS. If we can’t get you financed, no one can.
2006 KAWASAKI Z1000 1,414 Miles Blue $4,595
2003 KTM 200 MX/C. Low hours, bought new in 2004. Garaged, well maintained, needs nothing. Only $3300 for this wicked dirt bike. Call 707/578-6686.
1999 Yamaha R1, blue, 4.6K miles, Ohlins, Race Tech, Graves rearsets, V&H slip-on: $3950. Also, ‘97 Aprilia RS250 & ‘99 R6 track bikes: prices negotiable. 408/343-0381/921-9689.
FREMONT HONDA KAWASAKI
2007 KAWASAKI Ninja 250R More Ninjas! Please make it stop! 7,529 miles, only $2395 black and green, sweet! 2009 KAWASAKI Ninja 250R One more and I’ll scream! 553 miles, only $3,695 Red
2003 BMW F650 Dakar. Accessories too numerous to list here but includes ABS and BMW expandable saddlebags. 23K mi; adult owned and maintained in excellent condition. $5195. Wayne at 707-528-6099 or [email protected]
2001 Honda Reflex Scooter: 250cc, 8100 miles, new tags in May, $1999. Call Jess in Belmont: 650/593-6763
2009 KAWASAKI Ninja 250R So many Ninjas! Save a grand over a new one! 2,922 miles, only $3695 Blue
255 8 Street at Folsom in San Francisco: 415/255-3132, www .sfmoto .com . Located in the SOMA (South of Market) neighborhood in San Francisco, California we provide the bay area with new and used motorcycles, scooters, service,and gear. We have an overflowing inventory of used sportbikes, cruisers, supermoto, and scooters. Lots of options for financing as well. Our Service department has INCREASED operating hours. Every weekday morning service now opens at 8:00 a.m.
Be sure to go online: www .sfmoto .com for hundreds of pictures and video of pre-owned inventory!
Sales department–Great inventory on new Honda and Kawasakis as well as used.
2006 Ducati ST3 ABS and the oh so dreamy Öhlins suspension. 14,600 miles. Black and beautiful! Set up with the Ducati hard side cases, ready for you to load up and get outta town to wherever you want to go! This bike has been well loved and dutifully maintained. Jump on and go. $8995 + fees
2009 SYM Citycom 300i Fuel-injected, freeway legal, ride in style! $4699.
2007 KAWASAKI Ninja 250R Another one! 5,137 miles, only $2595 Blue
2007 SUZUKI GSX-R600 11,027 Miles Blue $6,395
2008 SYM RV250 Tops the Helix and Reflex, freeway cruiser, save $1400! Call for pricing.
Parts department–Since Fremont Cycle Salvage moved in next door, we’ve combined all new accessories into one dept. Same old smiling faces and personality as well as the brand names your looking for. Arai, Icon, HJC, Joe Rocket, Alpinestar, Speed & Strength and still get your tires at 20% off MSRP. Mounting and balance is free when you bring wheels off bike.
1992 851 Superbike Last year of the 851! This version comes with the 888 gas tank and front fairing.Bipostal seat and great sounding Fast by Ferracci exhaust. A very rare gem with low mileage in beautiful shape. A true collectors piece! 8220 miles. $6995+ fees
2007 Benelli TNT 1130 It’s our demo bike with 977 miles. Yellow and black. The funky Italian in-line triple that looks like your average Transformer. Super crisp motor with amazing handling. Jump on and pick your camp, Autobot or Decepticon. Be the only one on your block! $8495 + fees
2009 SYM HD200, pick your color, freeway legal, SALE! $3399!
2006 KAWASAKI Ninja 250R Sweet baby Ninja 7,753 miles, only $2545 Red
SAN FRANCISCO’S OLDEST AND BEST MOTORCYCLE SHOP–SINCE 1958
SYM! 2009 Mio 50 Tops the Vino and Vespa. Go green with a 100-mpg four-stroke! Sale: $1999!
Sign up on our mail list to get NEW INVENTORY NOTIFICATIONS in our weekly e mail newsletter.
2009 KAWASAKI Ninja 500 EX500 8,114 Miles Blue $3,849
2010 GV250 Aquilia Fuel-injected 250 V-Twin Cruiser, all colors, just $3899
(408) 299-0508 [email protected]
.com — www .advcycles .com DUCATI SUZUKI KAWASAKI YAMAHA HONDA
Release the Hounds!
Email us: [email protected]
or by mail: City Bike Magazine PO Box 10659 Oakland, CA 94610 February 2011 | 27 | CityBike.com
STOLEN! Stolen motorcycles are listed free in CityBike (and we guess it’s good news we don’t have any to report this month)! Send info to [email protected]
www .doubledogmoto .com
Buy A Shirt
EBAY SALES eBay sales. Specialist with vehicles, 12 years experience, and 4000+ positive feedback rating. Flat listing rate. I can produce auctions with 20+ large format, gorgeous, high quality pictures with my dealer account and pro-grade camera. Dr. Hannibal Lechter reminds us that “we covet what we see.” Let me show people what you have and why they should pay top dollar for it! Interested in larger lots of identifiable, good-quality motorcycle and car parts to buy as well. [email protected]
.com or 415/699-8760.
Custom Design Studios Mind-Blowing Custom Paint Since 1988 Visit Our Showroom!
V-Twin Service, Repair, Parts, & Fabrication. Harley Factory Trained Tech. 415 382-6662 56 Hamilton Dr. # A Novato, Ca. 94949
GET YOUR BIKE IN FRONT OF 40,000 EYEBALLS! Classified advertising? In a newspaper? What will they think of next? Sliced bread? Frozen cheesecake? Flying machines? Well, it’s old as hell but it works. For $15, we’ll run your ad ‘till sold. Add $25 bucks to run a photo of your ride so people believe you’re really selling something and not just lonely. Subscribers get a free ad every month! Maybe you should subscribe, eh?
or the lobster gets it.
From 3:14 Daily Valencia @ 25th