So, I get to type this post one-handed. Saturday afternoon was a lovely day for a ride, a little hot for the jacket I was wearing but not too bad. I decided to take a road I'd never been on, just to see if it went where I thought it did. Mistake number one. Almost immediately, the road started into what looked like a nice sweeping turn. Once I got about halfway through, I realized it was tightening down. Here is where I made the second mistake. Just days after I had been talking about discovering just how much looking all the way through the turn helps with stability and cornering, I look at the edge of the road in front of me. While I look in the wrong direction, I panicked about not being able to make the curve. Enter third mistake, I locked up my rear brake. The back tire started to slide out and I went straight off the road toward a slope down into a field. As soon as the tires hit the grass, they slide the other way, dumping me down into the ground elbow first.
I can't say enough about the kindness of strangers. By the time I stood up and gathered my wits, a bicyclist and the lady driving behind me had stopped and the biker was starting to pick up my motorcycle. Three motorcyclists also stopped when they saw me and called the EMTs for me, since I couldn't move my arm to get to my phone.
Basically, one broken front fairing, smashed turn signal, a few bruises, and one dislocated shoulder later, I learned a few things I would like to share and hopefully help some one else avoid my mistakes. First, sometimes riding the speed limit is too fast, especially when you're on unfamiliar ground. Second, look where you want to go. Had I looked through the turn, I would have reacted better to conditions. Third, and this goes with the second, lean more in the turn. I had plenty of lean angle left, I just didn't trust my tires and bike like I should have. Besides, if I had been further leaned over, I wouldn't have had as far to fall. ;)
Monday, September 29, 2008
Thursday, September 4, 2008
It really is a Blast!
As you might have guessed, I wanted to take the time to review a bike Matt mentioned in the post about the standard motorcycle category, the Buell Blast.
What can be said about the smallest motorcycle manufactured by an American company? First and foremost, it is definitely not just a beginner's bike. While it fills the role of a great motorcycle to learn on, due partially to it's relatively low weight and low powered engine, it can also be used for a variety of other things. But, more of that later.
First things first, a few details about the machine. With a MSRP of $4,795 it costs more than the smaller bikes such as the Nighthawk, or Ninja 250, but still is less than a new GS500F will set you back. Accordingly, it's horse power rating is also in the middle of the pack, generating 34 HP at 6500 rpm. Since it has a dry weight of 360 pounds, that still gives it one horse power per ten pounds. A respectable power to weight ratio for something never designed to win races.
What it is designed to do is help you learn to be a better, more capable motorcyclist. Here it shines. The clutch pull has been light and even on the Blasts I have ridden and the friction zone wide and easy to find, unlike other bikes such as most Yamahas and even my Ninja. The one thing that does put off some people about the Buell is it's engine. It has a single cylinder. This leads to a fair amount of vibration, especially at low rpms. Although, once the engine is revved higher it smooths out considerably.
As discussed in the previous post, it has the classic ergonomics of a standard. With a seat height of 27.5 inches (25.5, if you have the low-profile seat option from the factory) it is relatively easy for most riders to flat foot. The handlebars are set just above hip height and an easy reach while sitting upright. Finally, the foot pegs are located almost directly beneath the knee. All together, it has a relaxed riding position meant to inspire confidence in the rider.
Now, to the meat of the matter and what everyone wants to hear about. Performance and handling. True to form from Buell, it has more torque than a bike of its size and class has a right to expect. It will pull away from a stop light and any traffic without any problem and the five-speed gearbox will get you comfortably up to highway speeds (and enough beyond for you loose your license before the governor kicks in.) The Blast might not be the fastest kid on the block, but it definitely won't hold you back. As I said earlier, the single cylinder thump smooths out well at higher rpms and near the HP sweet spot.
That engine is all well and good for going in a straight line, but what about when you have to turn? This is where Buell prides themselves and the smallest member of their line up is no exception. With the signature under slung exhaust it has a very low center of gravity and with a rake of only 25 degrees it turns in well without being twitchy. Combine that with a suspension travel of over 4 inches front and back, you get a bike that stays planted in the turns without fighting you to fall in or stay upright.
Here is the Blast that resides in our garage.
As you can see it has an aftermarket windscreen on it, making it much more friendly for long distances or highway speeds for any length of time. What you don't see are the saddlebags that we had removed on the day this picture was taken. With just a little bit of effort, the Blast makes for a decent, albeit small, touring motorcycle. The small (2.8 gallon) fuel tank also hampers it a bit in that category. Although, it does actually achieve the factory claims of 65-70 miles per gallon, and we have even seen it reach 90 mpg on a day of back country highway riding.
What can be said about the smallest motorcycle manufactured by an American company? First and foremost, it is definitely not just a beginner's bike. While it fills the role of a great motorcycle to learn on, due partially to it's relatively low weight and low powered engine, it can also be used for a variety of other things. But, more of that later.
First things first, a few details about the machine. With a MSRP of $4,795 it costs more than the smaller bikes such as the Nighthawk, or Ninja 250, but still is less than a new GS500F will set you back. Accordingly, it's horse power rating is also in the middle of the pack, generating 34 HP at 6500 rpm. Since it has a dry weight of 360 pounds, that still gives it one horse power per ten pounds. A respectable power to weight ratio for something never designed to win races.
What it is designed to do is help you learn to be a better, more capable motorcyclist. Here it shines. The clutch pull has been light and even on the Blasts I have ridden and the friction zone wide and easy to find, unlike other bikes such as most Yamahas and even my Ninja. The one thing that does put off some people about the Buell is it's engine. It has a single cylinder. This leads to a fair amount of vibration, especially at low rpms. Although, once the engine is revved higher it smooths out considerably.
As discussed in the previous post, it has the classic ergonomics of a standard. With a seat height of 27.5 inches (25.5, if you have the low-profile seat option from the factory) it is relatively easy for most riders to flat foot. The handlebars are set just above hip height and an easy reach while sitting upright. Finally, the foot pegs are located almost directly beneath the knee. All together, it has a relaxed riding position meant to inspire confidence in the rider.
Now, to the meat of the matter and what everyone wants to hear about. Performance and handling. True to form from Buell, it has more torque than a bike of its size and class has a right to expect. It will pull away from a stop light and any traffic without any problem and the five-speed gearbox will get you comfortably up to highway speeds (and enough beyond for you loose your license before the governor kicks in.) The Blast might not be the fastest kid on the block, but it definitely won't hold you back. As I said earlier, the single cylinder thump smooths out well at higher rpms and near the HP sweet spot.
That engine is all well and good for going in a straight line, but what about when you have to turn? This is where Buell prides themselves and the smallest member of their line up is no exception. With the signature under slung exhaust it has a very low center of gravity and with a rake of only 25 degrees it turns in well without being twitchy. Combine that with a suspension travel of over 4 inches front and back, you get a bike that stays planted in the turns without fighting you to fall in or stay upright.
Here is the Blast that resides in our garage.
As you can see it has an aftermarket windscreen on it, making it much more friendly for long distances or highway speeds for any length of time. What you don't see are the saddlebags that we had removed on the day this picture was taken. With just a little bit of effort, the Blast makes for a decent, albeit small, touring motorcycle. The small (2.8 gallon) fuel tank also hampers it a bit in that category. Although, it does actually achieve the factory claims of 65-70 miles per gallon, and we have even seen it reach 90 mpg on a day of back country highway riding. All told, its a wonderful little bike to learn on and even keep as a daily commuter, if that's what you're looking for. But, the lack of easy storage and small tank will hold it back from being a true all around motorcycle.
Saturday, August 30, 2008
Motorcycle types: The Standard
If you're looking to get into motorcycling, the first thing I'd recommend doing is taking a riding class. Once that's done and you have your license (or in some states, before you have your license), you'll need to pick out your gear and your bike. Many newcomers think of bikes in two kinds, cruisers and sport bikes. However, there's a lot of other styles to pick from, even if some of them are much less common.
I'm going to start this series on bike types with one of the less frequently seen types today, the standard motorcycle. The reason is that once you've got a good idea of what a standard is, it's easier to understand the differences between most of the other styles. Another reason I'm starting out with this type is that standard bikes are a pretty good choice for your first bike. As you might expect, they're called standards because for a long time this was what you got if you wanted a motorcycle. In the 1980s, bikes became a bit more specialized and the standard became something of a niche product by the mid '90s.
Here's a good example of a beginner friendly standard, the Buell Blast. The Honda Nighthawk 250 is another example of a good standard for a first time rider - in fact, both of these bikes put in a lot of workhorse duty in riding classes. Standard bikes can range in style from traditional to modern, but there's a few things they all have in common.
I'm going to start this series on bike types with one of the less frequently seen types today, the standard motorcycle. The reason is that once you've got a good idea of what a standard is, it's easier to understand the differences between most of the other styles. Another reason I'm starting out with this type is that standard bikes are a pretty good choice for your first bike. As you might expect, they're called standards because for a long time this was what you got if you wanted a motorcycle. In the 1980s, bikes became a bit more specialized and the standard became something of a niche product by the mid '90s.
Here's a good example of a beginner friendly standard, the Buell Blast. The Honda Nighthawk 250 is another example of a good standard for a first time rider - in fact, both of these bikes put in a lot of workhorse duty in riding classes. Standard bikes can range in style from traditional to modern, but there's a few things they all have in common.
The biggest one is their riding position. On a standard bike, you sit upright on the seat and your feet are either beneath your hips or slightly in front of them. There's usually not much bodywork, although some of them have a small windshield or a bit of a fairing. A good standard can do a bit of everything - they're a bit sporty, reasonably comfortable, and can even do all right on a gravel road. This makes them a great choice if you're not sure exactly what sort of riding you'll be doing when you get started out.
If you're looking for a standard, it's hard to pin down an exact engine size for a beginner to avoid as manufacturers have put all sorts of different engine types in here from detuned racing engines to motors intended strictly for low maintenance street riding. A good rule of thumb is no more than 50 hp and no more than three times your body weight.
Friday, August 8, 2008
Another shot from Killboy.
This is why you should always check the mechanicals of your bike before a ride.
Looks like her speedometer cable came loose. I don't think I need to go into why that's a bad thing. Always check your bike before any major ride. Always check you bike at least twice a month if you ride often, like your friendly M4AM bloggers.
Remember the MSF's pre-ride check list:
T-Tires & wheels
C-Controls
L-Lights
O-Oil
C-Chassis
S-Stands
Godspeed and happy riding.
Looks like her speedometer cable came loose. I don't think I need to go into why that's a bad thing. Always check your bike before any major ride. Always check you bike at least twice a month if you ride often, like your friendly M4AM bloggers.
Remember the MSF's pre-ride check list:
T-Tires & wheels
C-Controls
L-Lights
O-Oil
C-Chassis
S-Stands
Godspeed and happy riding.
Monday, July 21, 2008
Firstgear Glove Review
On Sunday night, I picked up a pair of Firstgear Mesh-Tex 2.0 gloves from a friend. I've been looking for a pair of shorty gloves to replace my Harley-Davidson leather pair. The HD gloves are nice, high quality leather with a very good liner, but they aren't well suited to a sportbike due to the thick padding on the palm that makes it annoying to have any weight on your hands for any length of time. Another reason I've been looking for a new pair of gloves is the Harley ones have no armor or padding on the outside of the hand, leaving only a thin layer of leather to protect my knuckles in a fall.
The Firstgear gloves have not only a carbon fiber knuckle guard but they also have double layered leather on the palms over areas most likely to suffer abrasion from sudden contact with concrete. The leather used over the fingers and palm is thick but very soft to the touch. It's more like suede than the drum dyed leather of my Joe Rocket gauntlets. The back of the glove is a mesh material, but, between the liner of the glove and the knuckle guard, it doesn't do much in the way of letting air across the back of your hand. Fortunately, the vents on the fingers are quite effective at forcing air through the glove.
Today was my first chance to wear them on the bike. I was impressed with how well I could feel the controls in spite of the thickness of the palms. As I said earlier, I was happy to have the finger vents to cool my hands some on the ride home. It hit 100 degrees on the roads. The thick gloves could use better ventilation, but it's all a trade off for the added protection of the carbon fiber. Speaking of the armor brings me to my only complaints so far. One, the armor sits a little too far back on one of my knuckles putting a little bit of pressure on the finger, but not enough to be obnoxious. Two, I wish the seams were stitched differently. I've been spoiled by the gauntlets that have all the seams on the outside of the fingers. The Firstgear gloves have normal ones which leave a ridge of leather along the inside of your grip, rubbing uncomfortably.
All in all, though, my initial take on them is quite favorable.
On a different note, one more reason to wear full gear. This morning, as I rode in, the car in front of me hit a cardboard box in the roadway. The box got kicked up by the rear tire and smacked right into my arm at the front end of the elbow armor and then into my knee. As it wasn't all that heavy it didn't have much of an effect on me and I really didn't even feel it hit. However, I have a feeling that without my jacket on I could have had a little bit of trouble with it.
The Firstgear gloves have not only a carbon fiber knuckle guard but they also have double layered leather on the palms over areas most likely to suffer abrasion from sudden contact with concrete. The leather used over the fingers and palm is thick but very soft to the touch. It's more like suede than the drum dyed leather of my Joe Rocket gauntlets. The back of the glove is a mesh material, but, between the liner of the glove and the knuckle guard, it doesn't do much in the way of letting air across the back of your hand. Fortunately, the vents on the fingers are quite effective at forcing air through the glove.
Today was my first chance to wear them on the bike. I was impressed with how well I could feel the controls in spite of the thickness of the palms. As I said earlier, I was happy to have the finger vents to cool my hands some on the ride home. It hit 100 degrees on the roads. The thick gloves could use better ventilation, but it's all a trade off for the added protection of the carbon fiber. Speaking of the armor brings me to my only complaints so far. One, the armor sits a little too far back on one of my knuckles putting a little bit of pressure on the finger, but not enough to be obnoxious. Two, I wish the seams were stitched differently. I've been spoiled by the gauntlets that have all the seams on the outside of the fingers. The Firstgear gloves have normal ones which leave a ridge of leather along the inside of your grip, rubbing uncomfortably.
All in all, though, my initial take on them is quite favorable.
On a different note, one more reason to wear full gear. This morning, as I rode in, the car in front of me hit a cardboard box in the roadway. The box got kicked up by the rear tire and smacked right into my arm at the front end of the elbow armor and then into my knee. As it wasn't all that heavy it didn't have much of an effect on me and I really didn't even feel it hit. However, I have a feeling that without my jacket on I could have had a little bit of trouble with it.
Wednesday, July 16, 2008
Smooth looking bike.
Saw a Honda Pacific Coast while riding home yesterday. I've heard it described as ahead of it's time in design. After actually seeing one on the road, I have to agree and add that if you like spaceships this is the bike for you. (Picture from Wikipedia: http://en.wikipedia.org/wiki/Honda_Pacific_Coast)
Now I want to test ride one...
Monday, July 14, 2008
Finger on the trigger.
Something I've noticed about my riding style has changed in recent weeks. I've gotten a little horn-happy. I've used my horn as many times in the past seven days as in the first six months of riding. I don't think it's that there are more drivers who need to be alerted to my presence, I think it's that I notice more drivers who might need a reminder.
This is part riding. As you get more experience and build more muscle memory, your brain can process more of what's going on around you. Now, does this mean I should be using my horn more? No, but it does mean that I'm more aware of possible avenues of trouble. It means I have the time to both react and draw attention to myself, rather than just react.
This is also why we practice, read articles and books on technique, and critique our own riding. The earlier we can catch problems or mistakes, the earlier we can commit good motorcycling practices to our memory and improve our riding just that little bit more.
I guess my point to this whole rambling post is this:
Never assume you can't get better and learn more, and never assume that you don't need to learn more.
This is part riding. As you get more experience and build more muscle memory, your brain can process more of what's going on around you. Now, does this mean I should be using my horn more? No, but it does mean that I'm more aware of possible avenues of trouble. It means I have the time to both react and draw attention to myself, rather than just react.
This is also why we practice, read articles and books on technique, and critique our own riding. The earlier we can catch problems or mistakes, the earlier we can commit good motorcycling practices to our memory and improve our riding just that little bit more.
I guess my point to this whole rambling post is this:
Never assume you can't get better and learn more, and never assume that you don't need to learn more.
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