March 2011

MARCH 2011

Triumph Sprint GT 1050 Sport-Touring Triple Threat

—2011 Triumph Sprint GT —2011 Yamaha FZ8 —Oakland Supercross —RawHyde Adventure-Touring School

News, Clues & Rumors Volume XXIX, Issue 3 Publication Date: February 24, 2011

On The Cover: Leave it to CityBike staff photographer Bob Stokstad to make Editor Ets-Hokin look good on the 2011 Sprint GT.

Contents: NCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 New Stuff . . . . . . . . . . . . . . . . . . . . . . . . . . 6 SuperMoto Schedule . . . . . . . . . . . . . . . . . 6 Review: Triumph Sprint GT . . . . . . . . . . . . 8 RawHyde BMW Off-Road Academy . . . . . 13 Dr . Ting Rebuilds Us . . . . . . . . . . . . . . . . 15 Oakland Supercross . . . . . . . . . . . . . . . . . 16 Roger Decoster and Me . . . . . . . . . . . . . . 18 First Ride: FZ8 . . . . . . . . . . . . . . . . . . . . . 19 Mike Padway . . . . . . . . . . . . . . . . . . . . . . 20 Dr . Gregory W . Frazier . . . . . . . . . . . . . . . 21 Maynard Hershon . . . . . . . . . . . . . . . . . . . 22 Ed Hertfelder . . . . . . . . . . . . . . . . . . . . . . 23 Tankslappers . . . . . . . . . . . . . . . . . . . . . . 24 Marketplace . . . . . . . . . . . . . . . . . . . . . . . 25 Classifieds . . . . . . . . . . . . . . . . . . . . . . . . 26 Stock Tips . . . . . . . . . . . . . . . . . . . . . . . . . 29

CityBike Staff: PO Box 10659 Oakland, CA 94610 phone:. . . . . . . . . . . . . . . . . . 415/282-2790 e-mail: . . . . . . . . . . . . . info@citybike .com Find us online: . . . . . . . www .citybike .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, 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. 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.

ERRATUM: NIXON DICTION In Scotty Storey’s excellent article about defending one’s self in traffic court (February, “Be a Man of No Convictions, Part II”), the words “plead no contest (Nixon’s famous “Nolo Contendre”)” appeared. It has been pointed out to us (see “Tankslappers,” this issue) that Nixon didn’t plead Nolo Contendre—his fabled sidekick Spiro T. Agnew did. CityBike would like to make it clear that Scotty Storey did not make that error—it was added in by Editor-in-Chief Ets-Hokin, who as punishment must watch 300 hours of Betamaxed David Frost interviews.

WICKED-PDF Do you have issues? So do we. Back issues, that is! In addition to hard copies of all issues going back to March, 2010 (available for $5 from CityBike, PO Box 10659, Oakland, CA 94610 or sending the dough to [email protected] through PayPal) you can now visit CityBike.com and download the full PDF files of the June 2010 to January 2011 issues. Just click on the tab that reads “Features.” They look particularly good on an iPad or other tablet reader, and you can even read them while pooping. We don’t recommend using your iPad to line the birdcage, though.

BUELL IS BACK Yes, just 18 months after H-D shitcanned the Buell brand, Erik Buell Racing (EBR) is offering a street-legal motorcycle. Dubbed the 1190RS, it’s heavily based on the 1190RR racebike that has already been campaigned for a season on European tracks. That bike, in turn, is (sort of) based on the Buell Barracuda that was to be introduced to the public in the Spring of 2010. And that bike was based on the 1125R, and there’s nothing wrong with that, either. As of press time, we didn’t have a whole lot of information on the RS. But looking at photos, reading spec sheets of the 1190RR and reading interviews with E.B., we know the bike is under 400 pounds full of gas (one available option is a ballast kit to make sure the bike is legal for the AMA Pro Superbike Championship) and probably makes about 160-180 horsepower at the back wheel, thanks to generous doses of expensive race-spec parts in the 72-degree Rotax V-Twin. Pricing hasn’t been announced, but it won’t be cheap—the 1190RR goes for $44,900, and the 1190RS has the additional

street equipment needed for 49-state legality (Buell said the bike meets DOT and EPA regulations, but no word about California) plus carbon-fiber bodywork. Even Erik isn’t sure he can afford one; “I was just telling the guys the other day, ‘I’ve got to have one of these,’ but I don’t have any money. My money’s all tied up in the business...I’ve got to sell my car and drive a Pinto or something. I’ve got to have it.”

the Honda Goldwing? It’s synonymous with touring, American-style, the ultimate moto big-rig, a two-wheeled Winnebago. It was also getting long in the tooth, with the last redesign happening over a decade ago. Of course, that last major redesign was a good one, resulting in the best-handling, most comfortable and powerful GW ever.

So when American Honda Motors shut down the GW production line in Ohio True, this is probably not a bike we would and announced it wouldn’t be selling a personally ever own (I mean, if Erik Buell 2011 model, the assumption was 2012 can’t buy one...) but we’d hazard that after would see a completely redesigned bike, the RS will be a lower-spec, lower-priced perhaps with a V-Four powerplant and version built around the simpler 1125R. automatic or dual-clutch transmission. And then an even lower-priced streetfighter So it was a surprise (and probably a big like the one Gruner Engineering showed disappointment to Goldwing lovers, of the world last year could hit the market. which there are legion) when the new bike All the bikes would be hand-assembled was announced with some new bodywork, (like Bimota or Ducati does) at the Erik a new nav and sound system (that’s iPod Buell Racing shop (just a block away compatible, just 10 years after the first iPod from the site of the liquidated Buell was introduced), bigger cargo capacity, factory in East Troy, Wisconsin) in small new seat materials...and not much else quantities—Cycle World freelancer Steve besides a price bump to $23,199 for the Anderson reports just 100 1190RSs will be base model. The flagship, with nav, ABS, built in 2011—from components that are mostly available from suppliers Buell has known for years. In fact, thanks to advances in manufacturing, design, communications and development, there is no reason a smallvolume manufacturer like EBR can’t compete with much bigger players. Short some kind of sponsorship deal (and EBR did actually sign a threeyear deal with Amsoil) or other revenue streams he probably won’t get rich selling small numbers of $45,000 motorcycles, but he can at least pursue his dream of building the best American sportbikes. Sounds good to us.

GOLDWING REDESIGNED... SORT OF Great motorcycle of the 20th Century? How about

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.

March 2011 | 3 | CityBike.com

satellite radio and an airbag runs $28,499. The Goldwing guys on the Internet fora don’t like it one bit: “ I just don’t see where the 2012 model is worth the price,” said one. “[I’m] disappointed there’s no standard ABS” says another. “What a bummer....I was hoping for more changes than this,” “no reason to trade” and most ominously, “we will definitely be test riding [a BMW].” These and other comments don’t bode well for the Goldwing’s future with its core customers. That’s partly because the Goldwing is such an excellent product. Not only does it do everything a tourer needs to do, and very well, it’s so well built that the things don’t seem to ever wear out. There are still plenty of folk riding their 80s-era GL1500s with hundreds of thousands of miles on

them, and the aftermarket support is so good that any flaw you can think of can be fixed for much less than the 23 Large Honda wants for the new bike. Meanwhile, BMW, with some kind of prescience, or maybe just uncanny kismet, priced its 2011 K1600GTL at $23,200—

one dollar more than the base-model GL1800. And it’s better equipped, with ABS, power-adjusted windscreen, a year of free Sirius satellite radio and an inline Six that makes 160 bhp and 129 lb.-ft. of torque (it’s also 135 pounds lighter).

Honda’s Jon Seidel, when asked about the Goldwing Mafia’s ire, explained that it just didn’t make sense “to do an all-new Goldwing—what that would have cost and what would that take to do... to the people who make the decisions, this just wasn’t the right time for it.” Instead, Honda met with “existing customers and asked what can we upgrade while keeping cost where it is.” Seidel was upbeat—and admitted to a certain amount of spin—saying that Honda’s customers appreciated the more laid-back and comfortable attitude of the ‘Wing compared to what could be a more frantic, high-speed experience on the BMW. Do you really want to cruise at 140 mph? Don’t you want to enjoy things? “I think we’ll have an advantage with a customer.” Honda’s new product has slowed to a trickle in the last few years (although Seidel says it’s more new product than “brands S, K and Y” have individually put out), and what is introduced seems to be originally intended for other markets. We think Honda is focusing its attention and resources to developing markets and away from its aging U.S. and European customers, which only make up about 4 percent of its motorcycle unit sales anyway—U SA unit sales have shrunk to 180,000 from 320,000 in 2009. When your average buyer is in his 50s or 60s, how much more can you expect him to buy? Honda gets as

much hate from the Internet forum peanut galleries as does Harley-Davidson for not making the products these guys say they want, but we think the company—which reported $92 billion in sales in 2010 on 17 million motorcycle, car and power product units—knows what it’s doing.

TRIUMPH GOES OFF ROAD A great way for an OEM to put its products out in front of the motorcycle public is to sell them as rental bikes to adventuretouring companies. Edelweiss Tours has probably sold a lot of BMWs (and recently, Ducati Multistrada 1200s) that way, and now Triumph gets a piece of the action. Edelweiss just announced a schedule of Triumph-mounted Tours of England, Europe and Thailand. Participants will get the use of the new Tiger 800XC (the spoked-wheel version with 21-inch front rims). The England trips get to visit the Triumph factory and the Isle of Man, Wales, Scotland and “the best beaches in England.” Prices start at $4670. Go to edelweissbike.com or call 011-43-5264-5690 for more information.

AN EMBARRASSMENT OF RICHES California may not suffer from an embarrassment of riches in the state budget process, but the choice of quality roads available to motorcyclists boggles the mind. A recent thread on BARF-that’s the Bay Area Riders Forum—showed just how much is available when a poster asked, “What is the number 1 road in California?” The response was so enthusiastic that forum master Budman Kobza and the BARF moderators set up a process to definitively answer the question. Eighteen roads made the semi-finals, to be included in a poll where members can vote to select the six finalists. There will be six group rides scheduled from April through September for BARF members to evaluate each of the six finalists. Participants in each ride will rate the road on a series of criteria including quality and challenge of the road, length of the road, scenic qualities, distance from the Bay Area, traffic, presence of law enforcement, etc. The rating process will be used to determine the winner of the title BARF’s number-one road in California. Visit bayarearidersforum.com to learn more. March 2011 | 4 | CityBike.com

HELMETS REDUCE SPINAL INJURIES? WHO KNEW? That helmets reduce head injuries is obvious to everybody without a head injury, but there are still those out there who maintain wearing a helmet can increase the risk of spinal-cord injuries. Not so, says Adil Haider, researcher at Johns Hopkins University. His study, released in February, reveals that the only study to “prove” that helmet wearers suffer more spinal injuries is 25 years old and used flawed statistical reasoning. In fact, the Johns Hopkins study—which looked at data from 40,000 motorcycle crashes between 2002 and 2006—found that “helmeted riders were 22 percent less likely to suffer cervical spine injury than those without helmets.” So wear your frickin’ helmet.

RESAT’S BIG JUMP INTO STARDOM Speaking of crashing, don’t mention the subject to Haight-Ashburian Resat Turgut. The 24-year-old GSX-R600 rider was in stop-and-go traffic on 19th Avenue just south of Golden Gate Park (as if there is any other kind of traffic on 19th Avenue south of Golden Gate Park) when a woman in her econo-box slammed into the back of his stopped bike, demolishing it completely and bouncing him up in the air. He managed to land on his feet, incredibly enough, but what’s cool about the whole thing is Resat had his GoPro camera on the whole time— the video was posted on the Internet, but Resat has pulled it down. We’ve seen it, and the lady who hit him a) looks like an idiot and b) was still holding a cell phone to her ear when she got out of the car and asked him if he was all right...jeez. Just another reason to lane split! Resat is sure to get a new bike out of this... continues next page

EVENTS MARCH 2011 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

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 (March 7, April 4): 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 (March 7, April 4): 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

Sunday, February 27 10:00 am: Classic Japanese Motorcycle Club (CJMC) kick-off meet. Learn of club events, Ride to lunch (weather permitting) all welcome. Meet at 3140 Santa Margarita Ave, San Jose. Call Tony for more info: 408/448-2219 or visit cjmc.org.

Thursday, March 3 6:30 pm: D-Store SF (131 S. Van Ness, San Francisco, 415/626-5478) is going to host a first Thursday series with lots of intriguing motorcycle folk to share their stories and their lives. The first one is March 3rd at 6:30pm with professional motophotographer, Scott Jones, and Jensen Beeler, founder of asphaltandrubber.com. A slide show of Scott’s work and some of his prints for sale will be here as well as some great tale telling from both of them! Snacks and drinks!

Friday, March 11 and Saturday, March 12

Triumph demo truck day at Munroe Motors. (412 Valencia St., San Francisco, 415/626-3496). Come one, come all! 6:00-10:00 pm: East Bay Ducati Bike This is the only like event in Northern Night at Pizza Antica (3600 Mount California. Come by for test rides on the Diablo Blvd., Lafayette, 925/299-0500) new Tiger 800. Over 25 bikes will be Bike parking on the street right in front of available for you to ride. Specials in parts the restaurant, indoor and heated outdoor and apparel, food trucks, and a ton of seating, excellent wine list. All moto other goodies for the weekend. brands welcome. Bring your appetite and munroemotors.com a smile, be prepared to make new friends.

Third Monday of each month (March 21, April 18)

Third Sunday of each month (March 20, April 17): 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 (March 20, April 17)

Saturday, March 12

9:00 am: CJMC ‘Classic’ bike ride, Visit Zero Motorcycle company, Lunch, backroads through Santa Cruz mountains. Meet at Los Gatos Diner, Los Gatos or at Saratoga 76 station in Village. Call Neil: 408/374-6288 or go to cjmc.org.

Sunday, March 20 12:00 pm: Watch the MotoGP season opener at Qatar live on the immense wall-o-TeeVees at the D-Store SF (131 S. Van Ness, San Francisco, 415/626-5478). Snacks, beverages and a raffle to support Riders For Health.

Friday, March 25 to Saturday, March 26

Moto-Sketch at Tosca Cafe: come and sketch a live model draped over a custom Santa Clara County Fairgrounds bike. $7 to sketch, free to just watch. Tosca 344 Tully Rd, San Jose. Eat some waffles! And bacon! Cafe, 242 Columbus Ave. in S.F. Saturday: Clubman’s All-British Show: First Monday of each month First Saturdays of each month The Annual Clubman’s Event is one of the largest All-British motorcycle shows and (March 7, April 4): (March 5, April 2) swap meets in the Western States. There 6:00-8:00 pm: NORCAL Guzzi Bike Mission Motorcycles (6292 Mission will be around 150 show bikes registered Night at Applebee’s in Milpitas (84 Ranch St. Daly City, missionmotorcycles.com and competing for dozens of trophies, and Drive, off N. McCarthy Blvd.). 650/992-1234) has Brown Bag Saturdays: the swap meet will have 70 vendors selling 15% off all parts and accessories you can new and used British motorcycle parts. All motorcycles welcome! Call John stuff into a brown paper sack. There will be a British bike sale corral. 510/377-5575 or check pastariders.com This year, a fully restored 1969 BSA for more details. Saturday, February 26 Firebird Scrambler will be raffled off, with 8:00 pm: Dirtbag Challenge Calendar tickets selling for $1. Admission is $5, with First Monday of each month signing party at Sifca Studios, 276 Capp kids 12 or under admitted free. (March 7, April 4): St, San Francisco. 6:00 pm: American Sport Bike Night at Sunday: The ‘Morning After’ ride will be You can meet the builders and the models, held, starting in Los Gatos and following a Dick’s Restaurant and Cocktails, 3188 Alvarado Street, San Leandro. Bring your get your calendar signed, and listen to route through the Santa Cruz Mountains, live music from Grubby Mitts. More info Buell and hang out with like-minded with a lunch stop along the way. riders. All brands welcome! Our meeting and updates can be found on the DBC Also at the event: European motorcycle Facebook page: facebook.com/pages/ of Buell and Motorcycle enthusiasts show, CJMC Open Asian Bike Show and Dirtbag-Challenge/311711426329 has been happening the first Monday of indoor short-track racing and legends the month for the last 12 years, without banquet. CityBike will be there—will you? March 2011 | 5 | CityBike.com

For more info go to cjmc.org, bsaocnc.org and sanjoseindoor.com.

Saturday, March 26 1:00 pm to 4:00 pm: Home-built bike get-together at Mission Pizza in Fremont (1572 Washington Blvd. 510/651-6858). After the Clubman show stop by: 32 beers on tap and cool people. Open to all chopper, bobber, cafe, vintage, resto, come show off your hard work! For more info call Jason at 510/378-3690

Sunday, April 10 9:00 am: CJMC Delta Levee ride: ‘Classic’ Bike Ride, Electric Train Museum, Lunch. Gather in the Oakley Raley’s parking lot or meet at Rio Vista bridge, northwest corner around 9:30 am. Call Neil, 408-374-6288 or check cjmc.org.

Sunday, May 1, 2011 10:00 am to 4:00 pm: 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.

Saturday, May 14 Third annual Quail Motorcycle Gathering. A tribute to a century of racing at Isle of Man, while also showcasing the top motorcycles from the past, present and concepts for future. Full Concours judging, access to Bonhams & Butterfields live auction of rare motorcycles and memorabilia, which will include Steve McQueen’s 1971 Husqvarna 400 Cross. Tickets to The Motorcycle Gathering are $65 per person, $15 for children 12 and under, and inclusive of lunch, live musical entertainment and access to the Bonhams & Butterfields Auction. Go to quaillodgetickets.com or call 877/734-4628.

FAT CAT “It’s good to be king,” writes Dean Adams at superbikeplanet.com. referring to AMA CEO Rob Dingman, who apparently makes over $300,000 per annum, according to the AMA’s tax returns. Pretty good money, considering the last CEO made less than half that, and President Obama makes $400,000 for running an entire country. Apparently the CEO’s compensation is set by the board of directors, who may adjust it at their discretion. “During this fiscal period the board did undertake a review of Mr. Dingman’s compensation and made its determination that it was appropriate and necessary to adjust his total compensation package to more accurately reflect the market rate for similar sized associations,” the AMA said in a somewhat petulant statement. Adams goes on to report “that previous AMA President/CEOs were paid ‘around $100,000 a year in salary’ according to reliable sources.” All the while, AMA membership has slipped to 231,000, down from 300,000 in 2007. What the hell does he need all that money for? He lives in Ohio for God’s sake. You could buy five houses and a monster truck every year with that kind of dosh.

KARI’S KORNER For the rest of 2011, CityBike will occasionally reprint one of Kari Praeger’s (late and muchmissed founder of Cal BMW in Mountain View) poems. We welcome contributions of

your poetry or moto-related literary fiction (as long as it’s less than 700 words!): [email protected]. I rode with my buddies today By Kari Praeger I rode with my buddies today. We rode in a line of headlights and tailpipes,

Not going anywhere special, not even going fast, Just meandering like a herd of elk To move through the forest at our own pace. Our sound precedes us, not loud But unmistakeable, the power of This most romantic way of moving. The pleasure is in the going, the mobility, The little acts of control that contrive To keep us centered on the road.

Photo: Bob Stokstad

The crackle of dead leaves,

2011 SUPERMOTO SCHEDULES

The burnt bitterness of autumn,

When it seems like racing everywhere is contracting, it’s great to know that grassroots supermoto racing is doing well—at least for SupermotoUSA in Northern California (supermotousa.com). This particular series, which started in 2001, has not only provided fun for adults and kids, it has produced up-and coming young talent for the road-racing circuits. Elena Meyers and Bobby Fong have made the podium in national races, while Joey Pascarella, Cameron Beaubier and J. D. Beach have run in the Red Bull Rookies series.

The smell the the moon still shining in the blue of the sky, Magical in motion of the moment. I feel my friends flowing around the bends, the line of bikes without Conscious order, in symmetrical array, till we signal the end, Stopping and turning back into individuals, the magic Fading as the motors are stilled, the jackets come off, and we breathe In the mundane and profane air of the stationary world.

NEW STUFF

Come on out and watch a Supermoto race. Even better, get involved yourself. There’s no better way to have a good time, not to mention improving your riding skills, than starting out in Supermoto racing. Talk to the folks who race, and consider taking a day-course with California Supermoto Schools, supermotoschools.com.

2011 SMUSA schedule (as of mid February) April 2, 3 Prairie City Kart Track (Prairie City SVRA is just east of Sacramento) May 14, 15 Infineon Raceway * June 11, 12 Prairie City Kart Track July 16, 17 TBA September 4, 5 Shasta Speedway, Redding, CA * September 24, 25, Shasta Kart Track, Redding, CA October 15, 16 – TBA

WHAT’S YOUR VECTOR, VICTOR?

* There’s also a Pro series with cash prizes, which runs concurrent with the Pro/Am SMUSA season and shares the two events labeled with asterisks.

Do you get all gooey and goo-goo eyed thinking about the loving craftsmanship and incredible quality of Arai’s helmets? You should—the company started as a haberdashery, a Japanese one no less, and that obsessive three-generation commitment to its customers has continued. You may not need the top-notch features of the race-oriented top-of-the-line Arai models (or want to shell out $700 or more), so the Vector-2 may be your next lid.

2011 Supermoto West Coast Pro Series April 9,10 State Line Challenge, Prim NV - $3750. May 14,15 Infineon Raceway, Sonoma CA * - $2500. August 20,21 Pacific Grand Prix Seattle WA - $2500. September 4,5 Shasta Speedway, Redding CA * - $2500.

The new Vector gets improved venting, a fully removable and washable liner, a larger bottom

opening (that makes the helmet easier to don and doff) and a wider eyeport. Also, the Vector-2 features a cool idea—cheek and temple pads that can “peel away” in 5mm increments so the wearer can tailor a perfect, custom fit. Prices start at $480 for solid colors—check your local

motorcycle and accessories dealer or go to araiamericas.com for more information.

ÖHLINS LIGHT You may not (we hope, anyway) like light beer, but what about light shocks? We all know Öhlins is the brand synonymous with the best suspension, but it’s also pretty pricey. Well, welcome to the Great Recession, Öhlins! The company has announced a new line of shocks “designed to fulfill the suspension needs of street riders caught between concerns of performance and price.” To save dough, Öhlins Light buyers have to do without the remote preload adjuster and remote reservoir (which is really only necessary for prolonged, high-speed use). You still get that big,


easy-to-use rebound adjuster at the bottom, but because there’s no external reservoir, there’s no compression adjustment. But Öhlins tells us the internal valving may be the same as the higher-end models, and each shock is specifically designed and set up for the bike model it’s built for. The Light retails for $617 and is available for the BMW F650GS, F800GS/R/ ST, R1100GS, R1150GS, R1200GS/ Short/Adventure, R1150R, R1150RS, and R1200RT; the full range of Ducati Monster from 600 to 1000/S4; Honda VRF800FI; Kawasaki ER6, Versys, Z750, Z1000; Suzuki V-Strom (650 and 1000), GSF 1200/1250 Bandit, Gladius, SV650; Triumph Tiger 1050; Yamaha FZ1, and FZ8. Order from your dealer, or contact Öhlins USA: ohlinsusa.com or call 828/692-4525.

RS TAICHI You may remember RS Taichi for its high-quality Japanese leather and slick design, and now it’s back with an expanded product line available through MotoLiberty motoliberty. (motoliberty. com or 800/214RACE). The $210 Intention EL jacket is a hot-weather mesh jacket with a twist—in addition to back and chest armor, a built-in it also has electroluminescent back panel that is light, non-intrusive and will glow up to 30 hours on a pair of AA batteries. There’s also a version without the light for $180. RS Taichi has a full range of racing, sportriding, cruising and touring gear— check it out.

SOWING THE SIDIS OF LOVE Sidi is among the bestknown brands for safety, comfort, quality and Italian style in your motorcycle boot, but it’s not one to rest on its laurels. This year, the guys at Motonation, distributor for Sidi, tell us that there will be 10 new Sidi models. Two that caught our attention are the Street and the Clever Air. The $190 Street is a very basic cruiser, touring

or commuter boot with a low, casual cut but plenty of protective features like a composite inner sole, internal ankle

Bad things can happen to good motorcyclists

I

f bad things happen when you’re on a motorcycle, our legal system and the people in it aren’t always set up to understand the difference between a motorcyclist and everyone else.

protection and tough Lorica construction. But with a removeable arch support and its simple design, it should also double as comfy, practical all-around footwear. The $225 Clever Air is a hot-weather touring boot made of Lorica and freebreathing mesh. It should offer good protection with its full height, protective heel and toe cups and ankle protectors, but your foot won’t get all sweaty and wrinkly like it does in waterproof boots. Find out more at motonation.com (be sure to check out the bizarre adventures of Tony the Donkey while you’re there) or check your local motorcycle shop.

I’m Scotty Storey and I ride motorcycles. I know the obstacles motorcyclists face when moving their claim or case forward and I know how to best overcome those hurdles for you to achieve the best outcome for your situation.

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www.twowheellaw.com March 2011 | 7 | CityBike.com

CityBike Review: 2011 Triumph Sprint GT

Big Bike Ride Fast

CityBike Staff and Contributors, Photos by Bob Stokstad

John Joss • 5’9”, 150 pounds • 76 years old • Favorite fried food: calamari

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ge-old question: what bike to buy? Only appropriate answer: how experienced are you and what kind of riding do you want to do? Touring or sport? Cruising or commuting? On or off road? Motocross or trials? The choices are as complex as humankind, realizing that most of us—I include myself—can afford only one motorcycle (statistically, about 90 percent of owners).

and Yamaha’s $15,490 FJR1300A. It aims to satisfy riders who like an eager, powerful, responsive motor with precise handling (sport riders) and those who want to travel long distances safely and comfortably (touring riders). It can only survive in the competitive marketplace by delivering performance and value to serious, committed riders.

Twin’ from Meriden), the Tiger and the 1050cc Sprint.

and finish. This is a well-made bike, in appearance and feel. The bags (able to hold an XXL helmet) demand a stretch of the All feature that smooth, creamy, vibrationright leg and foot when mounting, but once free, in the saddle everything fits, including a broadband seat height that works for smaller riders. three-cylinder The controls are well placed and intuitive, power that with all the usual cockpit data. offers the low-rev-range On the road, again torque of a Twin with the high-revving The Sprint handles well, with very light four-cylinder advantage. Since BMW’s steering—perhaps too light, slightly magnificent but underpowered K75 lacking in front-end feedback. It carves died of neglect, the only world corners satisfactorily, though the physics competition now is MV’s M3 (sadly discounting Benelli’s Triple, of its almost 600-pound heft limits almost undistributed in the U.S.). ultimate corner velocity. It ‘shows a buck plus’ on any decent straight, without breaking a sweat. Suspension A quality motorcycle quality is first rate, but Appraising the beast before riding, one sees immediately the on the test ride there was no opportunity superior to adjust for rider fit

Compromise could mean that it does both badly.

Three-cylinder heart…and soul

Triumph has created the heart and soul of a Then, the budget conundrum: how much great motor: its Triple. can you afford to spend? Triples have established Why does all this matter? Because cynics the reborn British say that a compromise sacrifices some Triumph, in all their capabilities to deliver others. In the case of manifestations: the 675 sport-touring, it’s the compromise between Daytona, the Street sport and touring. Compromise could Triple, the Speed mean that it does both badly. So a pure Triple (borrowing sport bike can’t tour and a pure touring the name from bike is a slug. the iconic, 1930s Enter the Triumph Sprint GT, ‘Speed

2011 model

Triumph has been producing its Sprint since 1992. The bike has gained respect from a worldwide community of “serious” bikers. Why “serious?” Because occasional, weekend or dilettante riders, often little more than fad-followers, are not a community. Serious bikers commute, tour, carve canyons and ride as a life routine, often daily, not just when the sun shines or an itch must be scratched. The Sprint GT (borrowing the ‘Gran Turismo’ car label) focuses on serious, committed riders. It’s not inexpensive, at $13,199 equipped (ABS and bags, standard) but highly competitive compared to two other class stars: Honda’s $16,499 ST1300


weight. Its initial setup was for an average rider, a good compromise (that word, again). Throttle action is flawless, without snatch, down to 2000 rpm in any gear, from closed to WFO, without “takeup slack” at the grip—an infuriating problem that afflicts too many bikes. You need not row it along with the gear lever. All 128 hp and 80 ft.-lbs. of torque push the bike to relaxed, high-speed performance (CityBike is not equipped to undertake road-test data collection (except with our literal and figurative asses—ed.), but the Sprint is subjectively excellent, based on that sweet engine).

tank will barely scrape 200 miles, riding conservatively at an estimated (not measured) 36-38 mpg (190-201 miles, to bone dry). A 50-mile cushion, or reserve, is vital for many rides in the American West, but the Sprint doesn’t offer it. When will manufacturers realize that range is important and a minor increase in capacity would help? In the case of the Sprint, six to 6.5 gallons of capacity should be offered but isn’t and won’t be.

Pork aside, this is a very nice bike.

The clutch is light and takes up progressively, as it should. Gearshift action, even on this brand new machine, was decisive, though neutral was a little hard to find from second gear. Brakes are firm, sensitive and modulate well. The standard ABS was not engaged in hard stops but no doubt another tester will comment.

The 2010 Sprint ST, 60 pounds lighter than the GT, with a central exhaust system akin to its smaller, 675 sibling, is not available in the U.S. A pity. Those 60 pounds would make a big difference and would enhance an already highly satisfactory motorcycle. The bottom line: anyone who needs more sporting performance, at the expense of everyday comfort, should get a repli-racer. The Sprint’s power and handling make it a match for any bike in its class. You could say that it’s close to the near-perfect sportstouring compromise. It does both well.

The saddle can handle a full day’s ride. The only minor ergonomic gripe is the screen: about three to four inches too low to • 6’3”, 210 pounds protect the head from buffeting. • 45 years old This is not rocket science—the • Favorite fried food: Abalone aftermarket providers should have trouble understanding why take care of that problem but motorcycles are getting heavier and the factory should offer it as a heavier. I can’t blame it on America’s delivery option. gluttony since the Brits and the Japanese Range is an issue. seem to be moving in that direction as well. The 5.3-gallon That is not all bad; heavy bikes are stable and planted on the road. Wind isn’t going to blow you into the next lane.

Lucien Lewis

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The 2011 Triumph Sprint GT is big. You know it when you walk up to it, when you sit on it, when you start it up, and every moment you are riding it. It is not one of those “once you’re rolling, the weight disappears” type bikes. Its 590 lbs are always present. In a straight line, weight is not a big issue— it just slows you down. But weight is not your friend if you want to turn quickly at high speeds. Gravity and inertia have other ideas. Pork aside, this is a very nice bike. Its threecylinder 1050 mill debuted in 2005, and (essentially unchanged) it has been a solid performer since, offering up a wide, useable March 2011 | 9 | CityBike.com

Alan Lapp • 6’2”, 265 pounds • 46 years old • Favorite fried food: Popeye’s Spicy

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hen CityBike co-publisher/ editor/author/cook/bottle washer Gabe Ets-Hokin asked me if I wanted to get a quick impression of the 2011 Triumph Sprint GT 1050, I was excited to take up the offer. As the CB art director, I’m always the bridesmaid, never the bride when it comes to manufacturer press introductions, so it’s always nice to share the love with test bikes. For the past five years, I’ve been riding SuMo and dualsport bikes. I used to ride big, fast fourcylinder sport and naked bikes, and have recently been thinking of getting back into something bigger and more comfortable. I enjoy long distance riding, but luggage on a dual-sport bike is hard to arrange safely (ask me about The Fire) and, literally, it’s a pain in the ass to spend multiple full days in the narrow saddle. Throw in the fact that I’m a tall, burly, married, middle-aged guy, and I start looking like the target demographic for the Sprint GT.

The first thing I noticed about the Sprint is that it’s an adult-looking motorcycle that doesn’t need to call attention to itself. It’s wrapped in an understated blue, and doesn’t have a buncha zoomy disco-looking graphics. In fact, the only ornamentation is a tasteful chrome accent on the cooling duct, and the model name in small lettering. The bodywork design is quite minimalist compared to the competition, some are so angular that they look like origami projects instead of a motorcycle. Thankfully, it’s not adorned with (apologies to Thomas Dolby) fins and gills like some giant piranha fish, like the Kawasaki Concours14. As an artist, I also notice and appreciate that Triumph continues some of its design identity in this bike: the rounded, triangular cross-section of the bag/passenger peg mounts, the Star Trek insignia shape of the heel guards, the single-sided swing arm, etc.

powerband. Maybe not rocket ship acceleration, but it certainly gets you to Point B in a hurry. The brakes are nice too, with the ABS kicking in when it should and the easily removable side bags that have a bit of back-andforth movement actuated by a rod that runs from bag to bag behind the rear fender. Putting them back on for the first time can be a bit of a puzzle, as they fit and lock on in at least three different positions. And there are a dozen other thoughtful touches that elevate it from ordinary to quasi-luxurious. Ergonomically, I was surprised at how high the footpegs sit, seemingly without reason. My 34” inseam legs felt folded nearly in half, but the footpegs never came anywhere near touching the ground, even in full lean. The handlebars were well placed for spirited back-road riding, but for long-distance freeway trips I would want to change the angle a bit with some sort of aftermarket solution. Another design quirk is an analog speedometer with the numbers the size of a grain of sushi rice (if you are over 50, get out the reading glasses). This is especially puzzling since there is a nice big LCD display on the right side of the cluster that tells you all kinds of things, including clock, current fuel consumption, average fuel consumption, range, trip distance, average and maximum speed, but it does not act as a speedometer. The seat, however, is as close to perfect as I have found on a stock bike. When I got out on the back roads with a couple of friends on smaller bikes, I kept expecting them to be right in my mirrors, setting up to pass the behemoth. That never really happened, and I was impressed at how quickly the bike got through the corners. I would not go so far as to call it confidence inspiring,

though—it always felt a little closer to the edge than I like. Going into corners at higher speeds my brain kept telling me that the ditches might draw the bike toward them with some magnetic force. Some suspension adjustments probably would have helped here. Blasting around the City, the Sprint worked well. The mirrors fold up and click back easily, so squeezing between cars becomes more manageable. It feels a little like riding a big fast horse through a fattened herd of cattle. The bike wants to go, and cars have no chance. Also, this thing is sharp looking, and gets its fair share of head turns as it cuts through the masses. The Sprint GT is a particular type of bike for a particular type of rider. It will not be the bike of choice for everyone, but there will be a segment of riders who find this bike to be just the ticket. Being $5000 less than Honda’s VFR1200, one of the main

competitors in its class, certainly makes it easier on the wallet, and should help sales significantly. The bike is user friendly, solidly built, and gets down the road just fine. Now if we could just get it on a bit of a diet for 2012....


My wife and I picked up the Sprint GT at Garaje Grande de CityBike on a fine, balmy February day, and headed north. I was pleased that the GT handled two ubiquitous Bay Area highway hazards with confidence: stiff crosswinds on the bridge, and that loathsome grooved pavement. The GT does follow pavement irregularities, but not worryingly so. I noticed that the steering was very heavy and wanted to run wide on turns unless the throttle was applied. At a gas stop, I quickly found the hydraulic preload adjuster, but the rebound damping adjuster eluded me. I called Gabe for some tech support, and we deduced that the Brits not only drive

shopping is a competitive sport, she in chef’s knives these days are the fancy Japanese ceramic jobs they sell, and she lets refuses to buy new knives. me slice up a carrot with one of them every This Triumph is such an implement. It time I’m in there. They work pretty well. doesn’t really do anything better than But my Wustof feels right to me, perfectly most other bikes in its class, (except be a lot lighter than most of its competition) but it’s balanced and with a razor-sharp edge that never seems to dull. After 12 years of built well, does everything you need it to do and makes you feel special when you’re daily use the blade is starting to discolor, riding it. As my merry men have noted but it works fine. Why do I need another knife? My mother has similar knives that above, it’s surprisingly capable on twisty roads, feels like it has more power than she’s had since before I was born, and it does and can tour as well as you need. even though this is a woman for whom

on the left side of the road, they install their shocks with the rebound clicker on the left, where it is inconveniently located behind the foot peg, drive chain and shock linkage and can barely be reached with the tool kit screwdriver, instead of the right side where it would be visible and accessible. Stiff upper lip, old chap.

If I were buying this bike, I’d have a very short to-do list. First and foremost, I’d upgrade the rear shock to an aftermarket unit with significantly stiffer spring rate and damping. I’d source risers that move the handlebars up an inch and back two. And finally, because I’m tall in the torso, I’d want a taller windscreen or one with a lip to direct the highway air blast over my head. With those mods, I’d call it good, and get on with wearing out tires.

Throw in the fact that I’m a tall, burly, married, middleaged guy, and I start looking like the target demographic for the Sprint GT.

With the suspension adjusted more suitably, the steering became more neutral, and required less effort on the tight, twisty, bumpy Marin roads. That said, with fluids it’s a 590-pound machine, and it’s a lot of work to get it to transition quickly side-to-side. It’s not that the bear dances well, it’s that the bear dances at all. Once we get into medium-fast turns and smoother pavement, the GT starts making more sense. Make no mistake: this bike is not a race replica with bags. It’s a Grand Tourer. The suspension is supple, verging on under-sprung and under-damped (ironic to me given that it’s designed to carry two people and luggage) The ride is quite comfortable, doubly so if you’ve recently ridden an R1 or KTM 690E. Heck, the seat is a little slice of heaven. My only ergonomic complaint is that the bars are a bit far forward for my aching wrists, elbows and shoulders, but I’ve injured all of the above in road racing crashes. A fitter, lessabused person may find the seating posture agreeable. As the road unwinds into flatter, higher speed sweepers, the GT really shines. The chassis settles into the turns and plays to the Sprint’s biggest strength. The motor is a real treat: it delivers power just like the volume knob on your stereo increases the volume. The 1050cc triple rewards throttle input with smoothly building, linear, predictable, flawlessly-delivered power. No hiccups, no burbles, no flat spots, no surprises, just torquey fuelinjected goodness. Oh, and the lovely howl the motor makes gives me goose bumps. Really. Its’ a beautiful thing.

Gabe Ets-Hokin • 5’6.5”, 155 pounds • 41 years old • Favorite fried food: yes, please.

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have a 10-inch (wait for it!) WustofTrident chef’s knife that we got as a wedding present. The lady at the kitchen store tells me that the hot thing

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Photo: Alan Lapp

It’s imperfect (as are we all); it could have better wind protection, the bars are too low and that solid, dependable feel makes the design seem 10 years older than it is.

one—after all, the Sprint has a two-year warranty and won’t eat regulator-rectifiers like popcorn shrimp. Some cats (not motojournalists) can afford to drop 13 Large on a new motorcycle, and they deserve to enjoy the fruits of their labor in that way.

...it’s built well, does everything you need it to do and makes you feel special when you’re riding it.

Ol’ Leftenant Joss has a 1999 Honda VFR800, which is a kick-ass bike much in the mold of this Sprint, except it’s 90 pounds lighter and doesn’t give up much in the way of power, comfort or handling. The beautiful thing is you can get one of those for $3000, which is about ten Big Ones less than the Sprint. Not really fair to compare a used bike to a new


Me, I like wellworn things that get the job done with a bit of style. Maybe I’ll look for a used Sprint in 10 years... Watch a video walk-around of the Sprint GT and a 1999 Honda VFR800 with Editor Ets-Hokin and Contributor John Joss by going to CityBike.com, as if you don’t have enough to do.

RawHyde BMW Offroad Academy

A Little Dirt Won’t Hurt adventure wagon with 100 ponies, full luggage and fantastic highway ability, all day long. Leave it to BMW to get hooked up with an offroad school with a GS-specific curriculum. Jim Hyde began things long before BMW noticed him, but it hasn’t exactly hurt business having that lighted BMW roundel sign at the entrance to his desert compound.

Riding off road is major fun once you figure out how to stay upright. That’s what the school was about – having fun.

trail on your valve cover and crash bar, it’s always better if you’re doing it on a rented hough I’m a die-hard pavement bike. Conveniently, RawHyde rents them aficionado, I finally decided to with lovely TKC-80 knobbies installed, learn the ups and downs of riding in the dirt. After all, they say the fun begins quite reasonably, and doesn’t charge for scratches. It expects the bikes to fall down; when the pavement ends. So here I am, in this is dirt riding. My unit was the 2010 the midst of the Mojave. I have big knobs dohc R1200GS, a symphony of low-slung on the R1200GS beast, and am wobbling balance on grippy tractor tires that worked at considerable speed in the middle of just swell on Kern River gorge asphalt and Nowhere, Southern California, on a challenging, sand-whooped road that goes Jawbone Canyon gravel, thank you. on and on south of the Trona Pinnacles. Back to dirt school. Beginning simply, You really have only rudimentary control the instructors had us standing next to in this stuff. You just have to keep the thing our bikes, walking them around using roughly pointed, grip the bars loosely and throttle and clutch, using the bike’s your throttle steady, or you’ll go down— natural balance point. Strange. Then we that’s the nature of sand, you see. And if walked 360 degrees around the machine, you bump into a Joshua tree, you suffer no stand deployed, with just one hand on its poisonous bite! Ah, the desert. What it. Hey, it wants to remain upright! It’s a delightful way to ride (someone else’s) hard for a sport rider to get some of these $20,000 dirtbike. concepts down, but they actually work. Two days of excellent dirt instruction I’m here because I’ve graduated from and practice cemented the deal. One the RawHyde BMW Offroad Academy, instructor said, “learn to love the sand, and am a credentialed dirt artist now. because you can’t completely conquer it.” This Mojave Desert endurance ride is I don’t love sand, but I can endure it now, the test of all the skills taught us. And, and so can you, on a large, comfortable somewhat to my surprise, I did learn a lot. I can hear Pat Moriarty saying “That’s because you didn’t know anything going in.” True, I’m a pavement-preferred rider. I trust my tires as much as I trust my girlfriend. But in the dirt, I was a wobbly moron at best. I am self-taught; that is to say, I’m stiff and tense because I don’t know technically how to ride in the dirt. But now someone skilled has shown me how. Now I’m ready for anything. You’d be surprised just how easy it is once you learn the few dirty rules. Will Guyan, words and photos

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I didn’t grow up with dirtbikes, like my kids did. Neither did most of the riders (boys and girls from 25 to 75) at this off-road school, sponsored by BMW. We were mostly aboard heavy flat-twin GS dirtbikes approaching 600 pounds. But if you’re going to slide down a rutted, rocky March 2011 | 13 | CityBike.com

Jim Hyde set up his high-end, gourmetcatered, deluxe accommodation, off-road academy on his family’s 125 acres in the hills north of L.A. Festooned with trails of different tests and levels of difficulty, he trains riders in the proper use of the tools of the trade: dirt riding, navigation and even first aid. He trains riders for expeditions and adventures. He even teaches you how

to extract your sleeping beast from a steep hill, on its side; useful stuff, let me tell you. During my class there was a cracked leg, a broken collarbone, and one set of expensive instruments grenaded when the bike flipped, because the rider wasn’t paying attention to the lesson learned.

I, old and brittle and an avowed pavement rider, had no trouble at all. I was stretched to my personal limit a few times, but by listening closely and using the clutch to keep me going at a reasonable speed through steep, difficult trails, I made it through the entire four-day course intact

rode through the Mojave Desert for hours, climbed steep trails, descended them, and encountered sand. Not just sand, but sand whoops; every eight feet another hill and then a deep valley, and you had to keep up your momentum or meet the nasty sand creature, who would immediately

Some trails were pretty challenging, but teamwork got the beasts through.

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and ready to ride anywhere. It was a lifechanging experience—just like RawHyde said it would be.

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After our two-day course in all things dirt, and patient demos by the friendly staff experts, we rode to a remote outpost with all the amenities—a base camp somewhere just west of Death Valley. We

halt your progress. We stopped to visit a hand-dug mine that took 38 years of work by one tough old bird, said the E Clampus Vitus plaque. There were a troop of orange dirtbikes stopped for a break at the mine. They gazed at the 20 of us in wonder, and one said “Are you going to show us the secret handshake?” They rode off on light machines that would never make the trek in comfort from the Bay Area, as we could on our big bad Bavarian twins. Swiss Army knife bike indeed. Ride to the dirt, and don’t let it stop you. Camping under the stars with the coyotes and campfire, enjoying another Cordon Bleu meal and unlimited (included) adult beverages, we told lies until late, and hit the sleeping bags in our tents (all provided by RawHyde!). Next a.m.—French toast, sausage, fruit and juice. Then break camp and we’re riding again through the Trona Pinnacles and beyond to the south, through the desert again and Jawbone Canyon where we had lunch at the familiar Mad Max Apocalypse Diner, al fresco. Then it was high-speed running along the sandy ridge top road back to civilization and eventually to Castaic and home again north. I couldn’t have done this last week. An amazing experience; more than I was expecting. And more self-realization via dirt riding the way BMW envisioned us using their outsized, competent dirty beasts. I am planning to do the advanced level in the spring, before I head off to dine on goat gonad ragout in a Mongolian yurt, like the guys in “Long Way Round.” RawHyde—highly recommended for all riders wishing to get dirty now and again, because a few simple rules make it so much more enjoyable. RawHyde’s two-day entry-level “Intro to Adventure” class starts at $1250 (bike rental not included) and there are spots open in the April class as this is being edited. For more information call 661/993-9942 or head to rawhyde-offroad.com.


Dr. Ting: Rebuilding Broken Bikers Words and Photos: John Joss

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reak a leg.” Whimsy? Irony? Maybe. It’s a traditional salute to motorcycle racers going out on track and to actors before stepping onstage. The risk levels are...different. For racers, it’s always possible. If not the leg (femur or patella, tibia or fibula), it’s the head or foot, wrist or hand, clavicle or ribs. For the truly unlucky, the pelvis or spine. On the MotoGP circuit, Dr. Claudio Costa’s Clinica Mobile has saved many a life and roadracing career. Costa’s magic: his training, hands, surgeries, rehabilitation procedures, even his presence at every event, based on true dedication. The presence of the man, his assistants and his fully equipped (trailer) hospital translates to his ability to respond on track within minutes of accidents. World-level racers rely on him. They know that they bet their lives every time they go on track, especially in qualifying.

The Clinica Immobile of Dr. Arthur Ting In California, it’s the ‘Clinica Immobile’ of Arthur Ting, M.D. His Fremont orthopedic sports-medicine practice has benefited hundreds of Bay Area motorcyclists and racers—roadracers, dirt trackers and motocrossers. Ting, rebuilder of broken bikers, sits in his cluttered office for interview, displaying the quiet confidence of the accomplished professional. Dr. Ting works in most areas of athletics, including football and basketball, ice hockey and soccer, baseball and gymnastics. His office walls are crammed with photos, memorabilia and personal testimonies to his skills and his dedication to athletes’ well-being. But American

Portrait of a Medical Miracle Maker

proceed very differently. Consider how Valentino Rossi and Randy de Puniet recovered so quickly from their compound, world-level racers, and competitors from Orthopedics technology: comminuted lower-leg fractures last year, the major U.S. race series, have come to advancing daily while Aaron Yates ‘somewhat similar’ know and trust Ting and his skills. Their injuries have taken much longer. (Yates was signed helmets crowd every shelf, a ‘who’s- “Every day someone is improving on [orthopedics] technology. Consider implants, out all year—ed.) who’ of pain and redemption. now common for all kinds of fractures and “Three similar injuries can have three other injuries. The new materials we’re using totally different outcomes. One person Arthur Ting: the man, are always improving—biocompatible, the training may not be able to walk after getting hurt, biodegradable, bioconductive, etc. while another may be functional in days San Francisco-born Arthur Ting took his We’re applying physics to the use of new or weeks. Credit the athletes [for amazing medical training at St. Louis University, approaches—for example, using implant recoveries]. They are extraordinary people. interned in general surgery and then materials whose modulus of elasticity Top racers are totally committed to rapid (amount of bendiness—ed.) matches recovery. Of course, professional athletes bone characteristics. If you don’t can dedicate themselves to recovery while use compatible materials, you create the average person with a daily job can’t.” stress points where the implant ends, Ting talks about individual racers, such as and risk re-fracture. Jamie Hacking, who are determined to get “Titanium and new alloys are well and get back on track: “After his elbow typical. We can now mold materials surgeries, he came back amazingly.” But to the anatomical location of the he reserves special praise, almost awe, for injury, to minimize post-operative Noriyuki Haga: “He raced with a broken complications and healing. clavicle, had it plated, crashed and hurt it Countersunk holes in plates avoid worse, got it repaired and was back on track protruding screw heads after the in days. He’s truly an ‘iron man.’ edema (swelling) has abated. Ting is, in his own way, an iron man. Threaded holes [in implants] create He takes lives in his hands daily, stronger implant-to-bone bonds took his residency in orthopedic surgery confident that he can heal. The results when screws are inserted. at LAC-USC Medical Center. He went speak for themselves. on to a Fellowship in Sports Medicine at “Better drills and equipment let us work the Kerian & Jobe Orthopedic Medical faster with patients, with less trauma. New Group in Inglewood before coming back to growth medicines developed for bone and Northern California to establish his own soft tissue accelerate recovery. I’ve helped practice. Fox and Alpinestars with developing better protective gear. He has been head team physician for 12 professional, national and scholastic teams “The body has ‘swamps’ that can consume up to Olympics level. If you get hurt in any huge effort—particularly the wrist, the sport, you know where to go. Hurt on the elbow and the foot. Part of the problem with street—not hard to do in Bay Area traffic motorcycle injuries reflects horsepower: race or in our local biking Mecca? Ting’s the ‘go bikes are immensely powerful and expose to ‘guy. riders to shattering forces at high speeds and G levels that create severe injuries. With Why did he choose sports medicine? basketball players, for example, problems He has not, apparently, been asked that question before. He ponders, then explains: occur with twisting injuries to the foot and ankle, at much lower impact levels, though “I wanted to help otherwise healthy they can be equally career-ending.” people get back in the game, who love to compete. Athletes are a special breed. It’s very satisfying to get them back in action. I handle essentially every type of athletic injury surgically, except for the spine.”

Recovery and rehab: often a matter of attitude “Every injury is unique. That’s why injuries that may seem superficially alike may


Supercross Comes to Town James Stewart Turns 39 at Oakland Coliseum Story and Photos by Bob Stokstad

Used to be the circus came to town in railroad cars. Nowadays the Big Show rolls in on 18-wheelers, turns the parking lot to pits and fills the stadium with dirt—5000 yards of it. Comes to town every January, just like clockwork. Only this time, instead of AT&T park in the City, the show moved to Oakland’s Coliseum. Supercross 2011 in Northern California really was a circus, with fireworks, a laser light show, babes in black leather, and of course, the best dirt riders in the world to compete in the center ring in front of 44,394 fans. Lost in all the hoopla is the incredible grind that this 17-event series poses for the riders and their teams. Every Saturday, every week from January to May (okay, they get Easter weekend off) there’s a race on a different track, in a different city, all over the U.S. The top riders are in fact athletes with an incredible level of conditioning and training. How else to explain what they do—riding a punishing course, occasionally crashing, picking themselves up, then the bikes, and soldiering on to finish the race? Since the series champion is the rider with the most total points at the end of the season (with 25 points added for a first place, 22 for second place and zip for a DNF), the importance of finishing after a crash, even in 10th place, is paramount. Even more crucial is to ride consistently and not crash in the first place. Better, perhaps, to take a second place than to fall and risk injury trying to pass the guy ahead. At Oakland, James Stewart crashed hard in free practice, and then again in the first timed qualifier. He got up, though, and pulled the fastest lap of anyone. ‘Bubba’ was sufficiently banged up that he decided to sit out the second timed qualifier. That decision moved him to eighth place in the

Supercross racers going over the first set of whoops.

timed-lap rankings. For the main event, he faced stiff competition in Ryan Villopoto, a relative new-comer who’d won two of the three races before Oakland, Ryan Dungey, last year’s series champion, and Australian Chad Reed who, like Stewart, came into Oakland with exactly 38 Supercross career wins.

450 Supercross, the course got slick, and mud stuck to everything. In this mess, both Stewart and Reed thrived, taking first and second place, with Ryan Dungey third. This pushed Stewart to 39 wins, one ahead of Reed, but still well behind Jeremy McGrath’s all time career record of 72 Supercross wins.

The track was, according to the riders, ‘challenging.’ A lack of sunshine all day, and light drizzle for much of it meant dust was never a problem. But when drizzle turned to rain during the 250cc main event, and continued into the start of the

Oakland SX moved Stewart into first place in the season’s standings, two points ahead of Villopoto. Since then, Rounds 5 and 6 have kept the situation fluid. A win in Round 5 was great for Stewart, but a 15th place finish in


Houston (after a crash during the start) moved him nine points back of leader Villopoto. Number 1 plate holder Ryan Dungey sits in fifth place behind Trey Canard (3rd) and Reed (4th). Look for Circus Supercross to return to the Bay Area again in a year. Will it be to the Coliseum or to AT&T park or someplace else? Who will carry the numero uno? Who knows? In the meantime, check the schedule at supercross.com for times you can see the rest of the series live or on a next-day broadcast.

Clockwise from above: Chad Reed squeaks through 0.197 seconds ahead of (now) third place Ryan Dungey. A nice way to find out what time it is. 5000 yards of Northern California’s finest dirt piled up in the Oakland Coliseum. During the afternoon, take a walk around the pits and see some really cool stuff, like the paint job on James Stewart’s 18-Wheeler.


lads, Alex, was given a red sweater to wear by his Mom (“so he won’t get lost in the crowd”). Of course we promptly lost him when we entered the pits. We did, however, find Floyd Busby who was helping promote the Trans-Am race at the site which became Carnegie State Park in 1980. We had met Floyd earlier in the year when he introduced our students to AMA Amateur Kenny Roberts at a short track race at the San Francisco Cow Palace.

Roger DeCoster “The Man” for all Seasons On a cold, damp Sunday morning in November 1970, I took five young men from the Bolinas-Stinson School in West Marin on a journey into motorcycle history. Like the Three Kings of Christmas, they came to witness another birth—Motocross in America.

take the latest batch of motocross kids to Supercross and the Hangtown race. Roger still takes time to meet and greet the youngsters while juggling a multimillion dollar race team. In the last 40 years I never experienced a moment where he projected any impatience at meeting us and posing for a photo. For the record Roger is a five-time World Motocross Champ, four-time Trans-AMA winner, AMA Hall of Fame Member and managed the USA

We arrived at the race in a canyon between Tracy and Livermore and parked a borrowed Peugeot 404 in the creek bed paddock of the Carnegie Cycle Park. One of the 13 year old

DeCoster with some young fans at Carnegie, c. 1970.

Floyd said “who do you want to meet this time?” I had photographed DeCoster for Motor Cycle Weekly in 1969 at China Camp in Marin County when he came over with fellow Belgian Joel Robert on the CZ Team, so I knew Roger was “the one” to meet. Lloyd quickly brought our entourage into the Euro-Suzuki GP Team Pits. FRIDAY, MARCH 25, 2011

SATURDAY, MARCH 26, 2011

Motocross Des Nation teams to 19 World titles. He was the best in the world on the track and he eventually came to be known as “The Man”. He mentored numerous national champs while managing the Honda, Suzuki and now KTM teams. Dirt biking and motocross has been a perennial mind-grabber for young people over the last 40 years. It is probably

Over walks an elegant proto-racer out of Central Casting who could have carried on the interview in any of five languages. I briefed him on our school motorcycle shop program and he said he too started at our students’ age. He asked me what I would like to do, so I set up a photo-op with Roger and the kids behind a titanium-framed Suzuki RH500. The photo here shows the awestruck kids who were completely (and unusually) speechless. We Some modern-day kids enjoying the 2011 wished him good luck, and as Supercross in Oakland. we left one of the kids tripped over the Japanese mechanic who responsible for keeping millions of was tightening the spokes. This image young people occupied with a sport that appears on most Google searches for requires skill, strength, dedication and early American motocross information. I responsibility, as opposed to the slacker/ left with the impression of having met the stoner world that tries to point them onto World Motocross Ambassador for Life. the detours of life. How lucky they are to He had a quality that can only be defined have a Man like DeCoster on the podium by the word “class.” Interesting sidebar: directing them back onto the highway DeCoster crashed at Carnegie after a horrible 60 mph face plant. The next P.S.: We miraculously found “Alex” as year he raced with the full coverage Bell we were leaving the pits. He had a great Moto-Star and set yet another trend. time all day, all alone, wandering around other giants like Dick Mann, John Banks, I’m still in touch with all these “kids” in Joel Robert, Brad Lackey, and Gunnar the photo (who are now in their ‘50s). Lindstrom. I’m still in touch with Roger, when we —Words and Photos by Dave Duffin


CityBike First Ride: Yamaha FZ8

is More?

By Dirck Edge, MotorcycleDaily.com

W

hen the FZ8 was first rumored, and then teased by Yamaha, there was quite a bit of excitement. The bike was introduced in Europe last year, and some of the excitement died when it was learned that the frame, and, to some extent, engine were shared with the existing FZ1. I rode the 2011 FZ8 at the Southern California press launch, and was quite surprised by its performance and value. The bike has a completely different character than an FZ1 and, in many ways is both superior and cheaper to own. The 779cc inline four-cylinder motor has the same stroke as the FZ1 with a smaller bore. The relatively long stroke allows the power to come on lower in the rpm range, as do other changes from the FZ1 powerplant. The entirely new cylinder head raises compression to 12:1, and milder cam timing spreads and flattens the power curve. A significantly smaller throttle valve size (down from 45mm to 35mm) also provides snappier and stronger power delivery down low. A lower first gear, and a lower final drive ratio, complete the mix of attributes that make the FZ8 very comfortable at street rev ranges. The chassis lacks the suspension adjustment found on the FZ1 (only rear shock preload is adjustable on the FZ8), but this is fairly common in this price range, and Yamaha has done an excellent job of finding a good compromise setting for aggressive street use and comfort. The lone exception is a shock that rebounds a bit too quickly. One additional change that allows for a quicker-steering, more nimble-feeling motorcycle is a reduction in the rear tire size from a 190/50 on the FZ1 to a 180/55 on the FZ8.

claimed 15 pound weight reduction (compared to the FZ1—Yamaha claims the FZ8 wet weight at 467 pounds) would indicate. The relatively upright ergonomics, with ample seat-to-peg distance, provided a comfortable mount for the 120 miles or so that I sampled. At 32.1 inches, the seat is not quite newbie-friendly, but not unmanageable for shorter riders, either. The FZ8 has excellent fuel injection with very little snatch or abruptness, when opening the throttle. The power delivery is very linear and smooth, and comes on remarkably low for an inline Four. Decent acceleration out of corners can be had from as low as 4000 rpm, and power increases seemingly all the way to the 10,500 rpm redline. Peak power doesn’t feel dramatically high, although it should be close to modern 600cc supersports (something like 90 to 95 horsepower at the wheel—ed.). This is more than ample, and the FZ8 is much easier to ride on the street with its usable power readily available in real-world situations at real-world rpm levels. The FZ8 has dramatically more torque than a 600 supersport, based on my seat-of-the-pants analysis, at least below 8000 rpm where you need it on the street. We had a blast carving extremely tight, twisty tarmac in the hills above Malibu where the FZ8 turned in quickly, but held its line through bumpy corners. Although it lacked the latest sportbike rubber (we were running on

Bridgestone BT-021s), there was good feedback from the front end and confidence at significant lean angles. In short, the FZ8 is a blast through the canyons. The nimbleness of the FZ8 is coupled with outstanding straight-line stability. The bike tracks where it is pointed without any argument, encouraging a very light touch on the bars. On occasion, the rear shock seemed to rebound a bit quickly while pushing the pace through bumpy pavement, but this did not slow us down. The six-speed transmission shifted well, and reliably, and the R1/R6-derived monobloc brake calipers (earlier generation) offered strong, predictable braking that was very difficult to fault.

comfortable, upright ergonomics and, in my opinion, attractive styling. The only color available in the United States is black (Yamaha calls it “Raven”). The MSRP is a reasonable $8,490 (roughly $2000 cheaper than the 1000cc competition, and $1500 cheaper than BMW’s less powerful F800R).

Overall, the FZ8 is a polished, refined package with a unique engine displacement that offers a much more usable powerband for street riding than supersport 600s. Even though it lacks the peak power of a full literbike, and the FZ8 won’t win many drag races, it might deliver you to the end of that twisty canyon road more quickly than the full supersports ridden by your friends. At the same time, it offers

All of these changes create a motorcycle that feels far lighter and more nimble than the

to get CityBike delivered to your door by the meanest, most psychotic, well-armed branch the Government has to beat you with. That’s right! we’ll send the man to your mail hole once a month for an entire year delivering the latest issue of CityBike. Just send a check for $30 to: 10650 PO Box 10659 Oakland, CA 94610 be sure to include your name, address, & phone number!

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mike PADWAY

They’re Killing Our Ki ds

The Strange Story of the IIHS and its Attempts to Limit Motorcycle Horsepower (IIHS), the insurance industry nonprofit. Since its inception in 1959, the IIHS has been focused on promoting the interests of insurance companies through press releases, publishing its crash-test results, and reports from its Highway Loss Data Institute (HLDA).

A

recognized motorcycle expert told me about an international conspiracy involving motorcycle manufacturers with a plan to take over the motorcycle industry by selling young riders dangerously uncontrollable motorcycles. Even in the hands of experts, these motorcycles are so wicked fast that they cause deadly crashes. No one has the skill to control them, because they are so fast and powerful. In short, they’re killing our kids. This was an actual conversation I had with a motorcycle expert sometime in the 1980s, about the time that John Danforth was proposing legislation to ban Japanese superbikes. I think that Senator Danforth was a patsy, set up by the Insurance Institute for Highway Safety

While the IIHS has almost an ambiance in the press that is somewhere between the federal government and Consumer Reports, in fact it has never been more than a spokesperson for big auto insurance carriers. The addition of the Highway Loss Data Institute allows the IIHS to effectively quote itself, with statistics tailored to support any claim they want to make. Certain topics have been a consistent part of the IIHS platform since day one. No one should be surprised that motorcycles are not a favorite of the Insurance Industry, except when it comes to advertising for premium dollars.

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IIHS data flawed, but in fact the larger motorcycles were statistically safer than the smaller bikes promoted by the IIHS. The bill died a quick death, and life goes on. Are we done? Nope, not yet.

In 1998, the French Industry Commission proposed setting a power limit on motorcycles of 100 bhp. The Dutch Road Vehicles Research Institute produced a timely study concluding that there was no relationship between amount of engine power and accidents. Simon Wilward, of the Federation of European Motorcyclists, described this as common sense, noting that most accidents involve smaller deaths, and they started a whispering motorcycles and are the result of error campaign highlighting specific instances of not just on the part of motorcyclists, but death by superbike. also drivers of cars. In a replay of the U.S. experience, data seems to have saved the Soon it was commonplace to hear day. stories. One kid bought a superbike as a first motorcycle, and was killed leaving The IIHS never gives up. A 2007 IIHS the shop. Another rider left 150 feet of special report regarding “superbikes” motorcycle and tissue scrapings leaving claims “these machines are designed for Laguna Seca Raceway. A certain superbike the racetrack but you’ll only find them on averaged two weeks from purchase the highway. Supersport motorcycles have before a rider was dead. Even the best test engines that deliver more horsepower per riders were refusing to ride these too fast pound than a typical NASCAR vehicle, motorcycles. reaching speeds of nearly 190 miles per hour, and some of their riders treat public Of course, the anti-Japanese import tone of roads like private racecourses.” And an IIHS the period was the attractive sub-plot. website FAQ repeats the sportbike libel: John Danforth, a senator from Missouri, “Motorcyclists who drive supersport quickly patched together a bill to limit motorcycles, which make up a small these motorcycles. He was genuinely so fraction of registered motorcycles, concerned and so naive, that after viewing are overrepresented in fatal crashes. the IIHS materials, he introduced his bill. The driver death rate per 10,000 It never occurred to him that there might registered motorcycles for supersports be a motorcycle enthusiast lobby. To his is about 4 times higher than the rate credit, he withdrew the bill when the for motorcyclists who ride cruisers, motorcycle industry responded with the standards, or touring bikes. facts. “The driver death rate per 10,000 Fortunately, Harry Hurt and others registered motorcycles for sport were able to show that, not only was the motorcycles is about 2 times higher than the rate for drivers of cruisers, standards, or touring bikes.”

[the IIHS] has never been more than a spokesperson for big auto insurance carriers.

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In the early to mid ‘80s, the IIHS put out a film prominently featuring canyon racing in the Los Angeles Area. The theme of the movie was the shocking speed and danger involved in Japanese superbikes that were being sold to American kids just old enough to drive. The IIHS accompanied the film with seriously flawed statistics showing that the Japanese superbikes were overwhelmingly the source of motorcycle

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The data (which is mostly from the HLDI) now is no better than it was then. In some ways, it may be worse, because the study completed by Harry Hurt in 1981 was relatively fresh. The motorcycles attacked by the IIHS in the ‘80s had up to 130 horsepower. Today, that is not such a big number. John Danforth is gone from the scene and now practices law in Saint Louis. The 1987 Ninja that the IIHS attacked so vehemently is a museum piece. At the end of the day, as motorcycle riders we face ongoing threats to our enjoyment of riding. Organizations such as the AMA, and enthusiast publications such as CityBike are our best protection (God help us all!—ed.). Senator Danforth was contacted for, but did not want to recall his interaction with the IIHS for this article. It is hard to blame him. We invite the IIHS to respond to this column.

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dr. gregory w. FRAZIER

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own! Sliding along pavement at speed, scrubbing off leather on the palms of gloves, knee pads burning through and helmet face shield bouncing off macadam. It is an ugly feeling, an even uglier thought. And yet, cover X amount of miles on a motorcycle in your life and most of us will taste the ugliness. Few will have time to dig out a camera, turn it on and snap a photographic record. If the high-speed crasher lives, their fullflowing adrenal juice is full-on jonesing their brain to pick up the motorcycle. Slow speed get-offs have a better chance of being recorded for later recounting. I was having dinner the other night with fellow global adventurers Peter and Kay Forwood. We first met in 1998 at a motorcycle travelers meeting in Germany, then again during a pit stop in at my studio in Denver, Colorado. Over the last decade our paths have crossed many times as we have circled the globe on our varied routes. The Forwoods had been on a global pursuit to tag every country on the planet with their Harley-Davidson (horizonsunlimited.com/forwood) while I was bagging global romps #4 and #5 and the halted half of #6. While we were trading tales of our adventures around the Earth over the last years the topic of crashing came up. I knew the Forwoods had crashed numerous times in the Congo while humping their heavyweight Harley-Davidson through red sloppy jungle mud. These get-offs were usually slow speed tip-overs versus ones at speed, not the helmet-smashing coffin fillers.

Recording Get-Off Adventures

My losing count found wave #7 beating me to the higher soft sand and along with it a 10foot long branchless tree that the surf was pushing ahead of it. My front wheel hit the surf and then the log at about five mph. The slippery log was at a nearly 45-degree angle to my front wheel. When I hit it the front wheel slipped and slid, and then folded under the motorcycle like a blanket, and down I went into the white rolling surf. From the back my getting off in the surf likely looked far funnier than I saw it. First the motorcycle tipped left, and then went down on the left aluminum pannier. I had time to get my left foot off the foot peg and step away as the motorcycle flopped in the seawater. Doing a high three-step dance trying to keep water from getting down the tops of my boots, I stumbled once like an over-swilled drunk, swung out my arms trying to balance and save myself, and then fell windmilling into the growling wave.

I was unhurt, but cold salt water had managed to find its way into my pants pockets and down the warm crotch. When I stood up water drained out of and off my clothes. I looked at the flopped motorcycle, thinking, “There’s not much there that can get hurt in this water and soft sand.” But then I realized my camera was in the sodden tank bag. I made a two-three foot dash back to the motorcycle and tried to lift it upright. This was a fruitless effort and only resulted in my boots sinking in the sand as the wave receded, some more of the salt water splashing on my helmet and into my riding clothes and boots. Realizing wave #7 was going out and the new cycle with a wave #1 was to quickly follow, and that #1 might reach me and my horizontal motorcycle, I gave up trying to lift it upright, instead started to frantically try pulling the tank bag off. The Wolfman tank bag was not a magnetic one, instead a very well designed model with a secure strapping system that held the tank bag firmly as it should. Wave #1 was starting to roll in.

bag enough to pull the camera out before the wave hit.

“Wasn’t that kind of embarrassing?”

I hung my head and admitted it was not, that the photograph was taken with my back-up camera, one that I kept in my jacket pocket inside a plastic bag to protect it from rain.

“What, you didn’t want people to see those?”

Forwood answered, trying to slough off Peter Forwood said, “From the picture you the numbers, “We’ll, yes, but at least I don’t showed us it looks like that decision proved have pictures of them all, so I don’t have to admit to that many.” successful.”

With shame I proceeded to tell them that just as I had gotten the tank bag unzipped enough to get the top open and dig around inside for the camera wave #1 hit me and filled the inside of the tank bag with salt water, subsequently ending the life of the camera inside. Forwood found this recounting quite entertaining. I felt a little embarrassed sharing this tale of an adventure only I had seen, many miles away from anyone to have watched, and costing me several hundred dollars for a new camera, and a blow to my adventurist ego at having made a serious error, possibly several. I had been alone, far from help and could have easily broken a leg as the motorcycle went over. It had been nearly 10 p.m., so the likelihood of someone driving past was remote. Had the motorcycle been flooded or water shorted out the electrical system, it could have been a long cold night in wet riding boots and clothes. Then I saw a potential Adventurist Error Island where I could mentally put Forwood with me, two of us having erred slightly while piloting heavily laden motorcycles. I asked, “What was your worst day for crashing in the Congo?”

I had also experienced many get-offs at paddling speed. I showed them a picture of one slow-speed tipover I had on the beach about 10 miles north of Nome, Alaska. My My next decision was to abandon the tank “Day?” Forwood responded, and then smiled. “Some days I’d go down 20-30 heavily loaded Kawasaki KLX250S and I bag removal effort and try to unzip the tank times.” were ducking down to the hard sand when the waves went out, riding at speed for another 100-200 yards until the next wave rolled up the beach and I tried to stay above it and dry. I knew every seventh wave would roll the highest up the beach, so was trying to keep count while playing tag with the smaller waves. It was tedious work, sometime requiring a dab or paddle as I got off the hard sand left by the outgoing wave and into the soft sand. After 20-30 minutes of this wave-dodging and ducking, somewhere between wave #4 and wave #7, I lost count. Realizing I was dealing with wave #6 when it was wave #7 was an eye ball sticking-to-the-face shield moment. I realized it was going to hit me if I did not veer sharply to the right and up to the soft sand. March 2011 | 21 | CityBike.com

“Nah,” Forwood responded. “Usually the reason I didn’t get a photograph was my camera was deeply packed and protected.” “How did you manage that, by not keeping it in your tank bag?” “Yeah, the camera was with Kay, and she was on the back riding pillion.”

I pondered that for a few seconds, trying to imagine a get-off, 20-30 times a day, with a wife on the back. “Oh, I’ll bet every one of those get-offs are recorded forever. I suspect Kay has them on her cranial hard drive.” For a few seconds Forwood was quiet, and then looked at his wife. Kay smiled, and said, “Yes, every single one of those get-offs with me on the back, even those you likely have forgotten.” Dr. Frazier’s latest book, Motorcycle Adventurer, has been described as “the true story of the world’s longest, most difficult and most perilous motorcycle journey ever attempted,” and “should be a must read for every red-blooded motorcyclist.” It is about the first motorcycle ride around the world in 1912-1913 and can be found at motorcycleadventurer.com. Watch for news about a 2012 ‘round the world ride retracing original route to celebrate the incredible achievement by Carl Stearns Clancy.

What’s in a Name? would be lost on bike buyers before or after the purchase. Consider the several new and planned kits to make boring cruiser-style bikes into retro charmers. My own ZRX12 looks like an old Kawasaki None of the bikes’ functions are race bike but it too is a big softie, not a upgraded, only their appearance. race bike at all. I love the look of It must cost the manufacturer more to it but I’m glad it’s not named after make bikes handle and go and stop. If the a famous track or rider. I’m glad buyer doesn’t care or won’t pay for those it doesn’t have “race” in its name, qualities, why not make a bike that does like the new Moto Guzzi Cafe Sport Racer. That Guzzi, like the Thruxton those things, uh, acceptably? Especially if you can sell all you can build. special edition, has a red frame. Hey, it’s gotta be a “racer.” It seems to me that a manufacturer will settle on a style of bike, a niche: Naked, In similar fashion, the XR1200 urban, newbie-friendly, short-hop, say. And Sportster, the model with better brakes a probable user, maybe a born-again or new and suspension and maybe a few more horsepower, is intended by the nice folks at Harley-Davidson to look like an old flat-tracker or TT-Scrambles bike. Reputedly it handles and goes better than other Sportsters. Do you suppose it handles and goes well? Probably not, huh? Probably Harley could have made rider, then choose engine characteristics, it do those things, but there’s no need. It’ll chassis design and suspension components to suit that style and customer. Why waste sell anyway. quality brakes or suspenders on such We assume the manufacturers believe riders? Won’t help sell bikes. A racing stripe that niceties like “race-bred handling” and number panels are cheaper and more effective in the showroom. should rest like laurels over the saddles of genuine performance motorcycles, not swollen scooters.

maynard

HERSHON

I

began thinking about image versus substance while I had my Triumph Thruxton. A Hinckley Thruxton is a good motorcycle, well designed and constructed. But it is not a fine handler or a faithful incarnation-in-action of a ‘60s Triumph Thruxton, a special 650 Bonneville built in small numbers for production racing. The reborn Triumph Thruxton is a styling exercise, a Bonneville Twin with conspicuous cafe-racer clues. Is it goodlooking? Yes. Is it an adequate performer? Yup; it’s not disappointing in normal use. Is it a track day soul-stirrer? It is not. Does it encourage a sporting pace on a sporting road? It does not. A Thruxton is a reg’lar ol’ motorcycle, a chunky “standard,” an urban bike or sunny Sundays bike disguised in Ace Cafe make-up. Ah, but it’s a Bonneville or a Thruxton after all, evocative names both, race venue names. The new Twins carry those names but do not honor them. Those names

service

Those names should rest like laurels over the saddles of genuine performance motorcycles, not swollen scooters.

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Many non-retro Triumph models do handle well, some world-class well. Triumph evidently feels that fine handling is not a design goal for models like the Bonneville or Thruxton, just as fuel range is not a priority. They’re close-tohome bikes, bikes to be seen on, lifestyle purchases. Potential owners of Triumph’s retro twins must not demand fine handling or extensive fuel range—or even mention those qualities in focus groups. Many of us, maybe most of us, buy a bike for what it represents, what it evokes, not because it’s a fine riding tool. Perhaps we’d recognize and appreciate a fine riding tool, perhaps not. Maybe we never hurry on curving roads, never scrape a footrest or follow a racing line through a bend. We do

have an idea about what our bikes say about who we are in the world. We care more, evidently, about what our bikes say about us than how brilliantly they work as motorcycles. Mostly, I’m talking about how our bikes handle. Almost all of today’s bikes accelerate well and most have powerful brakes. You can evaluate acceleration and braking, but handling is not so quantifiable, not so easy to describe in a brochure. Buell tried and it was a difficult, complex sell. How many people can explain mass centralization or even care? If premium suspension is the key to fine motorcycle handling, why don’t special editions feature fork and shock upgrades instead of racing-look cosmetic changes? If suspension upgrades are good for the brilliant Street Triple R and Daytona 675R, why shouldn’t they work for the 2010 Thruxton SE, an entirely cosmetic special edition? Shouldn’t bike buyers demand the real thing, the way cruiser riders demand steel fenders and side covers? Shouldn’t our bikes feel reassuring at touring-plus pace? Is that too much to ask? I can hear you saying, Maynard, that’s how everything is sold. Not always. Ducatis are genuine riders’ bikes as are many KTMs, Aprilias and most other Triumphs. I thought all BMW Twins were riders’ bikes until I rode an R1200C cruiser. It seems to me that most ‘60s bikes with sporting pretensions backed up their images. British or European, they steered predictably and railed through corners, even the not-so-sporty ones. Okay, early two- or four-stroke big Japanese bikes were exceptions, but those guys figured it out eventually, didn’t they? They know how to make ‘em handle, but they don’t always try. I feel sure that the bikes I bought when I was a new rider all handled wonderfully well, setting a precedent for later ones. None of my early bikes were expensive. None were named after racetracks. All were lean, athletic in build. None squirmed on the suspension at a brisk pace in a long bend. Not one was styled to hint at capabilities it simply didn’t have. None skimped on mechanical integrity to pay for sales-floor sexiness. Their appeal was in what they could do, not how they looked. Even standards in those days, just plain bikes, handled good. Bargain forks and shocks, heavy wheels and a just-okay frame compromise a bike from day one, no matter how much racetrack success the manufacturer had in decades past. And no matter how the bike’s styled or what it’s called. Are today’s bike models so alike, company versus company, that all that’s left to sell is image and pose-value? How should we feel about our new bikes knowing that much of the manufacturing cost went to “racy” cosmetics rather than race-worthy components? When someone walks by our sportylooking new bike (red frame) and says, Hey, nice motorcycle!, what do we say? Adequate, dude. Adequate.


HERTFELDER

Years later when the Pic-A-Lil was no longer the enduro start grounds it became a pleasant roadhouse-style watering hole preferred by thirsty motorcycle riders. Patrons always knew when sidecar drivers were leaving. These riders would say their goodbyes, walk out toward the parking lot and return a minute later to ask the management to help them get the long-horned 110 pound Billy Goat out of their sidecar!

A

motorcycle event with a 66-year history will inevitably develop a cast of characters of which any television series would be proud. However, while television characters are figments of some writer’s imagination, the characters seen at the annual Sandy Lane Enduro truly exist. Some of the more colorful have passed away, but tales of their escapades are still passed down by enduro riders who heard them from their fathers and grandfathers. Paul Brumfield is probably the most popular character on the list because he was the Sandy Lane trail boss

Daylight revealed a long snow fence start chute lined with 24 translucent flags lettered on one side only but facing the wrong way promoting AHAMAY motorcycles.

Another memorable Sandy Lane character was the rider who always left the start line, Sorry about that—next year I’ll bring and often finished the enduro, with a small my flashlight. But I’m charging the new breakfast cereal box glued to the back of his batteries to the Meteor Club. helmet. The advantage of this is not really apparent but one thing is certain: at any speed over 30 miles an hour he could be certain that his eyes were looking straight ahead. And who could forget the Montessa dealer from Sewell, New Jersey who mounted a flexible steel snorkel tube from his carburetor to a flapper valve mounted on top of the motorcycle’s gas tank equipped with cork floats to seal the intake if ridden

An Enduro With Characters in water over four feet deep. They say that every time the motorcycle hit a solid bump the flapper valve would get sucked shut, choke the engine to a stop, and wet the spark plug so badly a new one was required to get the engine started again. Before he Actually, they were routed over just one gave up on his snorkel he took to wearing corner of the swamp and crossed it on an ammunition belt with spark plugs in the wooden pallets tied together by a chain link bullet loops. fence plus 10 feet of trail covered by Rhode Worn bandolier style, from the shoulder, he Island rocks hauled in at considerable looked like a Mexican bandit with ignition expense by Meteor club members, problems. sponsors of the ‘Lane, who had ridden the Rowdy Rovers Enduro and came to Bart Staggert, aka “The Inflatable Man” grief on exceptionally slippery rocks some has been running a Sandy Lane checkweeks earlier. We were told the rocks were crew for many years and is noted as the numbered because Rhode Island is so small best matchmaker since uplift bras. His they wanted them returned. crews have produced so many successful Personally I believe they certainly wanted marriages that dedicated bachelors consider them ‘hazardous duty ’ and them returned. can only be enticed with the promise I’m not so sure they were numbered. of exceptional food and comfortable folding chairs which, of course, are just An authentic Brumfield tale is the story background decorations and almost never of the Pic-A-Lilly Inn goat. In the 1960s used during an enduro. Sandy Lane started and finished at the grounds of the Pic-A-Lilly. It was a rustic Staggert competed in enduros for a few spot complete with roving barnyard years then decided that the Battle of the animals wandering around. Brumfield once Twins road-racing series promised trails took a shine to a baby goat and often took where he would never get lost or be further it for a spin in his woods sidecar. A woods than 400 yards from the hotdog concession sidecar can be identified by the large winch stand. Staggert fielded a BMW twin to mounted on the deck, used to winch the rig some success. The machine was lettered out of places like Popes Branch Swamp. “Shelly’s Kitchen,” probably by Shelly for many years. In fact, Super Senior class riders at the 2010 ride started to sweat when they realized they were riding in the direction of Brumfield’s favorite obstacle: Popes Branch Swamp.

Funny thing, there was a definite resemblance between goats and Brumfield. Goats are usually razor thin and Brumfield, who lived on cigarettes and beer, looked near death most of his life.

Designer (DD) and asked to first construct, then decorate, Sandy Lane start chutes, which he does with good taste and longer staples to secure the usually translucent signs donated by motorcycle dealerships. His painstaking work once led him to work well past sunset.

Hella Strong

Art Direction, Graphic Design & Illustration

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

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herself in fond memory of where the money originated to purchase the machine. A current Sandy Lane character has been barred from any trail work involving use of a motorcycle because of his almost glacial rate of progress off road. Instead, this stalwart has been appointed Designated March 2011 | 23 | CityBike.com

I’m Alan Lapp, a 25-year veteran designer & illustrator. If you have a need for virtually any kind of printed work, give me a call. I’m experienced in publication design, annual reports, catalogs, brochures, menus, packaging, direct mail, fashion advertising, collateral materials, logo and identity work, stationery, or anything else you may need.

Great work to follow. 510-295-7707 www.levelfive.com

issue, and I was disappointed by his comment, “plead no contest (Nixon’s famous ‘Nolo Contendre’).” Mr. Storey has confused President Richard Nixon with his Vice President, Spiro Agnew. Mr. Agnew just off its rear end. Somewhere in the back was investigated by the Justice Department for taking kickbacks and bribes while of my mind I was aware that hypothermia had set in but my tiredness and desire to get he was governor of Maryland. He was home overrode the warnings my brain was indicted and pled nolo contendre which T.V. host Johnny Carson described as “Your trying to sound. Honor I didn’t do it, and I’ll never do it After an hour of following taillights I made again.” Agnew was forced into resigning, the turn off the interstate for the last 10 and was replaced by Gerald Ford. You miles to home and was greeted with an describe Scotty Storey as an attorney, so inky blackness—no cars to follow and a I’m surprised that he would make such a ground fog to further blind me with the blunder. back-scatter from the headlight. I used I would also like to comment on your reply the whole road trying to follow the center to the letter by B.T. in which you wrote, line. Now it wasn’t the wind causing me to “the driver will likely get away Scott free.” swerve but the uncontrollable shivering Who is this Scott free that you mention from the cold. I finally pulled into the and why haven’t I heard of him before? Is driveway and almost fell over with the bike he related to Hands-free? I was once pulled as I came to a stop. over for speeding on my 1955 596cc Scott, My scariest ride was over. but I got off Scot free.

Tankslapper SCARIEST RIDE: This scariest ride took place in February over 20 years ago. Back in college I was going to school in western Oregon and needed to visit my fiance in eastern Washington. For time and budget reasons I chose to ride my faithful Suzuki GS750E. The visit did not go well and the next day I headed back west. The weather forecast was ominous with a winter weather advisory for a fast-moving storm system due in later that day. By the time I made I-84 on the east end of the Columbia River Gorge, snow was mixed with rain and darkness was falling. The Gorge intensified the storm and I had 100 miles to go through it. I was okay for a bit but the wind blast forced water down the gap between my helmet and rain gear soaking my chest and back. Stopping for gas and hot coffee, the attendant looked at me like I was crazy to be out in the weather. I couldn’t afford a motel and had a tent and sleeping bag in my luggage but I was only a couple hours from home and was sure I could make it. Back on the road I couldn’t feel my feet and the only thing that kept my fingers somewhat flexible was grabbing onto the valve covers until I could feel warmth seeping through. To keep my right hand warm I had to engage the throttle lock and steer with my left. The wind gusts were making the bike swerve against my one handed grip and numerous times I was blown onto the median strip.

Paul Ederer

-Art Sirota

Mount Shasta, CA

Redwood City

Paul gets a CityBike Ride Fast Take Chances T-shirt—not a waterproof one, but it’s the best we can do. Send your scariest ride stories to us at [email protected].

Art, you have unearthed the failings of a statefunded primary education. Our hard-working but dangerously un-medicated Editor-in-Chief Ets-Hokin inserted the Nixon reference. Scotty Storey is indeed an attorney (and a very good one, we have personal knowledge of his prowess), and made no reference to Nixon, the Latin Phrase Nolo Contendre, or the late, great Spiro T. Agnew. CityBike regrets Ets-Hokin’s lame-brain error and would fire him if he didn’t co-own the paper.

NIXON: NOW MORE THAN EVER Dear CityBike, I read the article by Scotty Storey “Be a Man of No Convictions” in your February

As for mixing up “Scott-Free” and “Scot-Free,” hey, what are you gonna do? Can’t Google everything, man. And how is it possible to break any speed limit on a 1956 Scott?

BALANCING ACT To the Editor: Nice piece by David Lander on tire changing (“Gutter Mechanic,” October 2010). Please tell him here’s his follow up piece on tire balancing. He has my permission to use it. Put two ounces of DynaBeads in the rear tubeless tire (or tube). Put one ounce of DynaBead in the front. Go riding. For years I balanced my own wheels with stick-on lead weights. That’s completely unnecessary now. And environmentally unacceptable. Also, God bless you for saying it. Cheaper is not better. Cheaper is just cheaper. (“Made in USA,” October 2010) Here in the mountains of New Hampshire we like American-made products very well. Some of my favorites are the Cee Baileys “10 inch over” windscreen for my KLR 650, the Condor Pit Stop Trailer Stop (bike stand), and Original Bike Spirits Spray Polish and Cleaner. These are all top notch products and they’re worth every dime. Keep up the great work. Great riding to all, Jeff Adams, Conway, NH MSF RiderCoach Jeff also works for Whitehorse Press, a fine resource for all kinds of great motorcycle reading. Check them out at whitehorsepress.com or browse all their cool riding gear for sale at whitehorsegear.com.

WE NO SPEAKA DA ESPANISH, LADY!

I had to crack my visor to keep it from fogging and raindrops were driven in, spattering my eye glasses and forming sparkling star bursts from the headlights of on coming traffic. I gave up trying to see straight ahead and instead oriented myself by looking at the white line on the right side just in front of the bike. Arriving on the outskirts of Portland, the winds eased but the rain poured down harder than ever. Instead of keeping it slow and have a steady stream of traffic pass me by, I locked onto the taillights of a car and hung

Jaime, Necesito copia de la factura ya que fue hurtada y no consigo los papeles. Igualemnte informame si tienes algo similar y de buen precio ya que seria para comprarme otra. Inemar Lopez Biscayne, FL


Marketplace

HOME-BUILT MC HANGOUT SAT. MARCH 26 •1-4 PM

AFTER THE BRITISH BIKE SHOW, RIDE TO MISSION PIZZA!!! 1572 WASHINGTON BLVD, FREMONT 94539 JUST OFF 680@WASHINGTON. OPEN TO ALL!! CHOPPER, BOBBER, CAFE, VINTAGE, RUN WHAT YOU BUILT! CHOP WHAT YOU GOT! 32 BEERS ON TAP, GOOD FOOD, COOL PEOPLE! FOR MORE INFO CALL JASON 510 378 3690...BE THERE!

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Recommended SeRvice • /5 and later Airheads + Early K-Bikes • Service and Repair • Original Parts • Since 1980

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1064 ReveRe ave. S.F., Ca mon-FRi 11:00 to 7pm (415) 822-2041 March 2011 | 25 | CityBike.com

CLASSIFIEDS CLUBS

The Northern California Norton Owners’ Club (NCNOC) is dedicated to the preservation and enjoyment of the Norton motorcycle. Membership is open to all British Motorcycle enthusiasts and is currently $25 per year, you can join online. Our monthly rides, meetings and tech session and events are open to all members and guests see our web site calendar at www .nortonclub .com Now celebrating our 40th year!

This 2002 BMW R1150R sold in less than 24 hours! While we can’t guarantee it, we’ve been selling nice consignment motorcycles quickly. We have the staff, the customer base and the resources to make it happen fast and hassle free for YOU! Call Tri Valley Moto today for a “no obligation” quote. 925-583-3300 www .trivalleymoto .com

NEW AND PRE-OWNED BY DEALER

J&M Motorsports 1931 Old Middlefield Way #201, Mountain View Quality Pre-Owned Motorcycle Sales. Trades and consignments welcome. Good/Bad Credit, no problem! www .jm-ms .com 408-315-5971

ACE MOTORSPORTS has the largest selection of Used Motorcycles in the Bay Area. We offer Financing on all our pre-owned inventory. www .eastbayace .com - (925) 969 7818

HATTAR MOTORSPORTS 601 Francisco Blvd East, San Rafael, CA 94901. Toll Free: (888) 866-6023 www .hattarmoto .com You have a motorcycle, a car, a bus ticket or maybe even just a pair of big ol’ hairy feet. So aim your transportation elements towards Hattar Moto in sunny San Rafael. That short trip could (heck WILL) save you big, so drop by and check out some of our sweet deals on new and prior-illy owned motorcycles: 2010 DUCATI Hypermotard 796, Super clean and very low miles as well as plenty of factory warranty. All service is fully up to date and we just threw a brand new set of tires on for the next lucky buyer. With only around 2700 miles you will get all the benefits of a new bike without having to pay for it. New this bike sold for $9999 plus fees putting it close to $12,500. This one will sell quick at $8499 saving you close to $2500 compared to buying new. 2010 DUCATI Multistrada 1200 Sport, This is the chance you’ve been waiting for! Pre-owned Multistradas are like endangered species, you just don’t see them. This bike has only 7641 miles and pretty much the full 2 year factory warranty. New the bike goes for $19,995 plus tax and fees putting you somewhere close to $24,000. Our like new and freshly serviced Multi sport is $16,999 plus tax and registration. All dealer freight and prep charges were paid by the last guy as well as

the new tires and 7500 mile service, saving you about $2000. At $16,999 you’re saving roughly $5000 so don’t wait! 2009 KAWASAKI Ninja ZX10R, Only 3277 miles on this beast of a superbike. Other than a tinted Zero Gravity Double-Bubble windscreen, this bike is totally stock and ready for you to put your custom stamp on it. It comes with top-shelf bits like an Ohlins steering damper, fully adjustable suspension and radial brakes which all come in handy when you’re pushing close to 200hp. Low milage sportbikes always go quick so don’t wait. Just $7,999.

The great upright riding position is great for tooling around town, hitting the costal roads or skipping town for thousands of miles. This is a gem in absolutely perfect shape. It was just serviced and is ready for the new lucky owner. If you can part with a measly $5999, that owner is you.

2006 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

2005 HONDA CBR6004Fi Only 5,073 miles! Fast and comfy. Just $4,795!

2006 DUCATI 749s Superbike, Only 4954 miles on one of the most iconic yet controversial motorcycles of all time. With a design that was way ahead of its time, the 749s is quickly becoming a collectable motorcycle. This one is in very good condition and freshly serviced. The “S” came with upgraded suspension and a super smooth revvy motor with the perfect amount of power to build up your corner speed. Just $9799.

1972 TRIUMPH T120 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

2008 KAWASAKI Ninja 250R Just 553 miles on this sweet baby Ninja...make it yours for $3695

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 $5999.

2009 BMW K1300S, The K1300S is one of BMW’s most versatile motorcycles. This gem has 16,100 miles and is in fantastic condition. ABS, heated grips, GPS, expandable bags, tank bag, touring windscreen and the list goes on and on. Another fantastic bit of news for you is that this bike has a warranty until 2016! No need to worry about anything mechanical for a long time so you can really rack up the miles. Own this great bike for just $13,495.

We take trade-ins of all makes and models. LOW rate financing is available for qualified buyers.

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.

6232 Mission Street Daly City, CA 94014. 650/9921234 or 415/333-1234 missionmotorcycles .com

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.

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!

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 APRILIA Scarabeo 500, In nifty shape, mechanically and cosmetically. There are 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 HARLEY-DAVIDSON 2008 HARLEY FLSTN SOFTAIL DELUXE, 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 2007 DUCATI Monster S4R, Only 1560 actual miles and in showroom condition! Monster S4Rs 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, Ducatis 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 $9999 and it will likely get snapped up fast. Financing is available with your good credit. 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, 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 $8999. 2006 DUCATI Multistrdada 620, One of the best all around bikes Ducati has ever made. The Multistrada 620 is great for new riders or experienced riders that want a fun, flickable and extremely easy bike to ride.

2007 HYOSUNG GT650R 650cc Fire-engine red sport bike. Great bike to start the new riding season with. Two Brothers exhaust. Only 5100 miles and priced to sell at $3495 2008 BONNEVILLE Only 300 miles! This maroon beauty won’t last at $6,995! 2006 SUZUKI SV650 Only 2000 miles. Red and ready for you to take home. Only $3995 Call us for other specials we can’t print!! 415-626-3496x2

PRE-ORDER your 2012 YAMAHA SUPER TENERE! Accepting pre-orders through March 31st. Come by or call! 1st Saturday of the month is BROWN BAG Saturday! Get it in the bag and Get 15% OFF!

Our Service Department will check your tire pressures for free whenever you bring in your motorcycle, scooter, or ATV for servicing or repairs. 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!

2004 Honda VFR800FI — C436 Great all-around motorcycle. New Pirelli Angel ST tires. 49 state CA legal, $4999 2006 CRF250R — U970, Newly rebuilt motor! Only $2999 2006 CRF250R — U1100, Family fun starts with this green-stickered semi-auto! $1299 2008 Kawasaki KLX140L—U1111 Get dirt riding on this electric-start bike designed for kids or adults. $1799

2007 HYOSUNG GT250 10,797 Miles, Red $2,195

2006 KAWASAKI Ninja 250R Older and maybe a little wiser...purchase. Red, 7,753 Miles, $2,545 2007 KAWASAKI Ninja 250R Blue, 5,137 Miles, $2,595 2009 KAWASAKI Ninja 500 EX500 8,114 Miles, Blue $3,849 2008 KAWASAKI Vulcan 900 Classic 531 Miles! How do we do it? White $5,995 2007 KAWASAKI Vulcan 900 Classic 3,001 Miles, SALE! Black $4,995 2007 KAWASAKI Vulcan 500 7,544 Miles, Red $2,995 2007 KAWASAKI Vulcan 500 7,524 Miles, Blue $2,895 2009 KAWASAKI Ninja ZX-6R 2,615 Miles Green $7,295

Events

2005 KAWASAKI Ninja 636 ZX-6R 9,146 Miles, Kawi Green $5,495

MARCH 11-12

2005 SUZUKI GSX-R600 10,114 Miles Blue $5,595

TRIUMPH DEMO TRUCK DAY @ MUNROE MOTORS!

2008 SUZUKI SV650S 8,150 Miles, Red, $4,495

Come one come all!! This is the only like event in Northern California! Come by for test rides on the new Tiger 800! Be the first to ride it, and take one home. The national unveiling of the bike is not till March 25, so you can have a full 2 week head start of all your friends! Over 25 bikes will be available for you to ride. Special in parts and apparel, food trucks, and ton of other goodies for the weekend. Mark your calendars!

2006 SUZUKI SV650S 5,261 Miles, Blue, full fairing kit! $5,195

MARCH 25TH It’s finally time! The unveiling of the Ducati Diavel! Check www .MunroeMotors .com for more info! Put your deposit in now, we don’t expect to have too many of these to sell! 412 Valencia St. S.F. 415/626-3496 www .munroemotors .com

2008 SUZUKI SV650S 5,287 Miles, Blue, full fairing kit! $5,195 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 2003 YAMAHA XVS650 V-Star Custom Black 10,188 Miles, $3,395 2010 YAMAHA XT250 White 104 Miles (what?!?) $CALL or Check eBay! 2008 YAMAHA V-Star 650 Custom Black Midnight Edition 1,630 Miles $4,795 2007 YAMAHA XVS650 V-Star Classic Black, a mere 670 miles, $4,595

Used Bikes: 2003 Honda 919—C349 Naked standard comfort with a Givi trunk, ready for fun or commuting. $3899

2006 HONDA CBR600RR, 13,068 Miles, Silver speeder! $5395

SF MOTO 255 8th 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.

2007 YAMAHA FZ6 Blue 12,666 Miles, just came in: sporty standard! $4,495 2007 YAMAHA V-star 1100 Classic 9,816 Miles Black $5,895 2005 YAMAHA V-star 1100 Classic 4,211 Miles Black $5,395 2007 YAMAHA YZF-R1 Red, makes more power than PG&E, 3,542 miles, $7,295

SCOOTERS! 2004 Honda Reflex 250 Son of the Helix! Great commuter $2495

2008 Kawasaki ZX-10R — U1049, “Willie D. Custom” Too many goodies to list! Only $8599

What’s New:

2009 Yamaha V-Star 250—U1113 Start out in style in with this almost new (875 miles) V-Star 250! $2999

In the parts department....

2010 SYM HD200 Cross-country rally scoot! Call for pricing.

Motul chain clean and motul chain lube 20% off. Tony says, “the rain’s over, clean your chain, please!”

2006 SYM HD200 6,505 miles, Red, $2,449

In the Service department:

2008 SYM HD200 6,766 miles, silver, freeway capable, $2395

Please remember that our service department opens early every weekday morning. Service opens at 8:00 am.

2008 Vespa S150 Freeway Legal, and only 50 miles since new! Red, $3,495

See all of our bikes online at www .missionmotorcycles .com.

Now we have a direct phone line into the service dept: 415/861-7196

1981 Vespa VSX P200 P200 Freeway Legal classic two-stroke! Burgundy 17,710 Miles $2,499

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.

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)

2009 YAMAHA Majesty 400 Gray, 1,539 miles, $4,595

The Sales department says:

Hyosung!

WE BUY USED MOTORCYCLES, ------CALL US FIRST!!------

2010 GT250R, fuel-injected, better than the 250 Ninja! $3799.

Still paying a loan? THAT’S OK, WE PAY YOUR LOAN. Call 415-255-3132 to SELL us your bike today.

2010 GV250 Aquilia Fuel-injected 250 V-Twin Cruiser, all colors, just $3899

We will provide the safest way for you to get cash for your motorcycle or scooter. It only takes about 20 - 25 minutes.

SYM!

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!

2010 SYM HD200, pick your color, freeway legal, just $3399!

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

MUNROE MOTORS -- SAN FRANCISCO’S OLDEST AND BEST MOTORCYCLE SHOP -- SINCE 1958 412 Valencia Street, 415/626-3496 www .munroemotors .com Tues-Fri 9-6, Sat 9-5

USED BIKES

Sign up on our mail list to get NEW INVENTORY NOTIFICATIONS in our weekly e mail newsletter.

NEW:

2010 SYM Symba 100 A Honda Cub for the 21st Century! So cute! Pick your color: $2,398

Be sure to go online: www .sfmoto .com for hundreds of pictures and hours of video of pre-owned inventory!

MOTORCYCLES! BIGGEST USED SELECTION IN S.F.!!!

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. $8895

2005 Ducati 749R Rare, red, fabuloso! Call for pricing. 2004 HONDA Shadow 750 Aero 5,150 Miles Burgundy $3,995

FREMONT HONDA KAWASAKI

2008 KAWASAKI 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

2007 HONDA Shadow 750 Spirit 15,876 Miles Blue $4,395

41545 Albrae St. Fremont, CA. 94538 510-661-0100 *The only northern California dealer to receive the 2009 “Honda Counsel of Excellence” Award.

2006 DUCATI ST3 ABS 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

2005 HONDA Shadow 600 9,063 Miles, Orange beauty! $3,795 2007 HONDA Shadow 600 Low mi. Honda Shadow 1,010 Miles $4,095

Service dept.- 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 !


1999 Honda Nighthawk Black, 12k miles, nice! $1849

2006 HONDA Rebel 250 6,132 Miles Selling Price $2,395 2006 HONDA CBR1000RR 11,258 Miles, Silver, sharp! $6495

Parts dept.- 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. Sales dept.- Great inventory on new Honda and Kawasakis as well as used. 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. 2003 Harley-Davidson FXD Dyna, black $8999 9K miles, sport screen, bags, backrest w/rear rack. 2003 Suzuki GZ250 UNDER 300 MILES!!! $2899 Like new. 2005 Honda CBR600RR 11k miles $5499 Silver, Two Bros. exhaust, frame sliders, tinted windscreen, flush mounts. 2004 Honda CRF80F Hand guards, FMF pipe $1399 2003 Honda XR100 Pro-Circuit pipe $1799

1999 Kawasaki Concours: 40k miles, plus upgrades, never crashed. $2345 or ? Auburn 530/823-8480

2007 KTM 990 Superduke: Orange and black, 7500 miles. Great condition. $8900 707/971-0306 2002 Moto Guzzi LeMans: 7000 miles, Champagne gold, factory titanium canisters, factory ECU chip, Corbin Gel Seat. $6000 Clay 510/758-7564, bmwclay@prodigy .net Three Trials Motorcycles for Sale! 70cc, 250cc and 350cc. Call 415/781-3432

Apply at goldengatecycles .com or in person.

PARTS AND ACCESSORIES

2001 Kawasaki Vulcan 500 12K miles. $2899 Dealer maintained Great first bike. Clean

O’NEAL’S MOTORCYCLE PARTS

2009 Kawasaki Eliminator 125 NEW CityBike price $2499 Perfect starter bike

New, used and vintage

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?

5015 Appian Way, El Sobrante, CA 95803

All Bikes Welcome

We offer parts and service for Triumph, Norton, BSA, Amal, Lucas.

Name: Address: City: e-mail:

MOTO TIRE GUY

phone (408)998-4495 fax (408)998-0642 Tues-Fri 11-6, Sat 8-5 www .rabers .com

PARTS AND SERVICE

PashnitMoto is one of the largest Galfer Braking dealers in the USA. Colored brake lines, custom lengths, Wave Rotors. 50 Pages of part numbers. www .PashnitMoto .com or call 530/391-1356 AMERICAN CUSTOM MOTORCYCLE PARTS Large Parts Inventory for American V-Twins Full service on all American-made bikes

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.

Machine Shop & Welding

Let HONYASUKA MOTORCYCLE REPAIR put it back on the road , Doesn’t matter how long has been sitting there. No job too big or too small . 30 years experience, plenty of parts hanging around here, too.

2005 Yamaha FZ-1. Totaled, less than 20,000 miles on engine, $1300 or best offer. Contact JB at yamaharider1200@yahoo .com or call 415/871-7631

Hire us to do the repair, and we’ll credit this amount to the final bill .

We charge $65 dollars per diagnostic.

530 Peralta St, West Oakland Just off 7th St , between the Post Office & Bart Station Manuel (510) 290-1668

For the Leading Mobile Repair Services Automobile, Motorcycle and Watercraft Serving the Greater Bay Area

*Motorcycle Service and Repair* • Tires • Service •Insurance estimates Monthly bike storage available

(408) 299-0508

Full service department including factory-trained technicians, authorized dyno tuning center, Race Tech adn Ohlins suspension services. Aprilia - Artic Cat - Benelli - BMW - Buell - Can-Am - Ducati - Harley Davidson - Honda - Husqvarna Kawasaki - KTM - Moto Guzzi - Piaggio - Polaris Sea-Doo - Ski-Doo - Suzuki - Triumph - Vespa - Yamaha 1-866-MOTORS-7 5706 Commerce Blvd. Rohnert Park, CA 94928 www .mammothmotorsport .com

jim@advcyles .com — www .advcycles .com

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. 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. 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: tthrnndz@yahoo .com 2001 Honda Reflex Scooter: 250cc, 8100 miles, new tags in May, $1999. Call Jess in Belmont: 650/593-6763 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.

ACCIDENT OR INJURY? Call 415/999-4790 for a 24-hr. recorded message and a copy of the FREE REPORT 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. imperialist1960@yahoo .com or 415/699-8760.

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 info@citybike .com

GET YOUR BIKE IN FRONT OF 40,000 EYEBALLS!

2005 BMW R1200ST 8000 miles. Graphite and Silver. One Owner. Bought New in 2005. Always garaged. Below list: $9000. 415/713-5602. cliffsteele@msn .com 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 waysam@sbcglobal .net

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.”

DUCATI SUZUKI KAWASAKI YAMAHA HONDA

2004 BMW R1150RT w/ Uni-Go trailer. E-mail gustav@cruzio .com for more info & photos

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.

888-875-3001

Come check us out 1135 Old Bayshore Hwy San Jose, CA 95112

24 Hour Service (415)824-3020 — www .davescycle .com

www .tech-express

We are connected to the worlds largest aftermarket distributors and most every OEM manufacturer.

ADVANCED CYCLE SERVICE

Dave’s Cycle Transport San Francisco-Bay Area and Beyond...

Online Scheduling

Parts, Accessories, and Full Service.

Have an old Japanese moto collecting dust in the garage ?

2000 Moto Guzzi Quota 1100ES. Original owner. 36K miles. Garaged, well maintained. $3800. www. guzziquota .com/forsale/ forsale@guzziquota .com 209/854-4567

TECH EXPRESS

Home to motorsports enthusiasts of all types.

925-689-9801 2395 H Monument Blvd, Concord

The Old Man The Old Truck Dave is working

Motorcycle Tire Services San Francisco - Bay Area

Please visit website for details.

DUBBElJU Rotors, Brake lines, Pads, Street, Race, Off-road, Super-Moto

SAN FRANCISCO AND BEYOND: DAVE’S CYCLE TRANSPORT

www .MotoTireGuy .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!

Call Bill Keys 510/661-0100 ext.115 or E-mail bill@fremonthondakawasaki .com

Zip:

1984 Stone Ave. San Jose, CA 95125

(415) 601-2853

Galfer Braking

State:

In-house cylinder boring, valve jobs, surfacing and much more.

toneal5150@hotmail .com

2006 Yamaha YZ250F Extra clean, lots of accessories $3799

1972 BMW frame and engine case, late model crank and 5 speed trans, welded heads, flowed and dual plugged, 336 sport cam, 18” Akront rims, 62 hp rear wheel, clean and ready to run. $7500. more details email: Dave.Kaechele@yahoo .com

RABER’S BRITISH MOTORCYCLE PARTS AND SERVICE

Reach thousands of Northern California motorcyclists. Just $15 for 25 words, 25¢ each additional word. Photos add $25. Industry classifieds are a higher price. Free 25-word listing for stolen bikes. Deadline is the 3rd of each month. Just fill out the form, or copy and send it with your check, payable to CityBike 69A Duboce, San Francisco, CA 94103

510/243-0781 “Find great deals at O’Neals!”

1995 Kawasaki ZX-7R $2999 Nice straight bike. Black/violet with polished frame, Muzzy pipe and tinted winscreen. Runs perfect. 35k miles

BMW R75/5 AHRMA RoadRacer WON APRIL 2010 AHRMA BEARS CLASS AND 1999 OMRRA OPEN VINTAGE CHAMPIONSHIP

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 Technician. Exp In Honda, Yamaha, Suzuki, Kawasaki. Also Sea Doo watercraft. Top Pay for Master Tech. We offer Health care, Sick days. Paid holidays. 401k plan.

For Sale: Complete 2008 Harley 96” top end. Cylinders, pistons, cams, heads, valves, pushrods, throttle body, tuner. Fair price at $500. Call 831/4750353 or email [email protected]

USED MOTORCYCLES:

ROCKRIDGE TWO WHEELS

HELP WANTED

2001 Kawasaki Vulcan 1500 classic $5999 Like brand new, only 5700 miles Burgundy/Silver with windscreen, back rest, rear rack.

2007 Honda CRF150R Clean, low hrs FMF pipe $2799

CityBike Classifieds

1955 Zundapp 600cc: Restored to perfection. National award winner. Black. $25,000. Serious inquiries only. 415/781-3432

Release the Hounds!

STOMPERS BOOTS, 323 10th Street, SF.

www .doubledogmoto .com

Custom Design Studios Mind-Blowing Custom Paint Since 1988 Visit Our Showroom!

MOTO GIO Motorcycle Performance Parts, Accessories, Services. Low price on Tires!!! We will PRICE MATCH with any store.

V-Twin Service, Repair, Parts, & Fabrication. Harley Factory Trained Tech. 415 382-6662 56 Hamilton Dr. # A Novato, Ca. 94949

Phone: 408-298-8887 1391 N. 10th St San Jose CA 95112

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! Licensed and Insured Hold a California Motor Carrier Permit

Email: info@motogio .com www .motogio .com

Santa Rosa, CA Serving Marin, Sonoma, Napa & Mendocino Counties

Please mention this ad and you will receive an additional 5% off on your purchase.

707-537-5212 cell. If no answer call 707-894-9125


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?

Reliable, timely service at reasonable rates on all makes of motorcycles 890 Second Ave. Redwood City CA 94063

92

280

84

101

880

237

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HOURS:

Tuesday–Friday 9am-6pm • Saturday–9am-5pm • Sunday & Monday–closed

650-367-9000

From 3:14 Daily Valencia @ 25th

415-970-9670

1204 PORTOLA AVE • 925-371-8413 • WWW.MOTOWRX.COM