After reading a few reviews on the web about the Axio Swift hard shelled backpack, I decided to swing for one of my own in light gray, and paid $130 including shipping for one over the web. It arrived a few days ago, and I've been using it ever since.
If you could tell already, the name of my game is visibility - which is a must in downtown NYC. So the first thing I did was cover the bag with three vertical strips of hi visibility red 3M diamond grade tape. I had to work the tape carefully on the side strips, as the bag curves, but all in all I'm fairly content with the outcome.
The bag itself is hard on the outer edge, but is made of sturdy canvas on the side that faces your back. This is important, as it allows the bag to curve to your back, and makes for a comfortable wear all day. Strength of a riding bag has always been important to me, since I stuff it full of chains and disc locks to secure my bike when parked. The Swift bag has no problem supporting the 15 or so pounds of solid metal I put back there. In fact, it feels quite good. The neat part about this bag, is that it has a series of straps and flaps on the inside that allow me to secure my bike chain so that it doesn't move around.
Another cool part about the bag is the special compartment inside the little hump. This turns out to be perfect for storing my wheel flat kit, and my touring kit (with bandaids, emergency money, maps, etc.).
Altogether, I give this bag a 5 star rating - well done, Axio!
Axio Swift Motorcycle Hard-Shell Backpack: ***** 5/5 stars
Sunday, December 31, 2006
Saturday, December 30, 2006
My solution to EZ-pass
I almost forgot to mention my incredible conquest today... I finally found a solution to the EZ-pass dilemma which has plagued me ever since receiving my pass. My solution only required $5 of velcro.
First, I made a velcro strip that could fold onto itself if I wrapped it around the middle bar on my steering assembly. Then, I cut some strips of heavy duty white velco from Home Depot and laid them across the back side of the EZ pass device (the fuzzy side). I took special care not to put anything over the bar code label. Then, I put a piece of velcro on my white helmet, so that you can't even tell it's there. When I drove up to the EZpass stations, I pull the pass off the handlebars, and stick it on my forehead. I drive through, it reads perfectly, and then after I've cleared the traffic, I pull it off my head and put it back on the handlebars. With the exception of the velcro on my helmet, the system is relatively non-intrusive, and works perfectly... no more messing around with gloved hands and trying to pull the pass out of my leather jacket pocket!
First, I made a velcro strip that could fold onto itself if I wrapped it around the middle bar on my steering assembly. Then, I cut some strips of heavy duty white velco from Home Depot and laid them across the back side of the EZ pass device (the fuzzy side). I took special care not to put anything over the bar code label. Then, I put a piece of velcro on my white helmet, so that you can't even tell it's there. When I drove up to the EZpass stations, I pull the pass off the handlebars, and stick it on my forehead. I drive through, it reads perfectly, and then after I've cleared the traffic, I pull it off my head and put it back on the handlebars. With the exception of the velcro on my helmet, the system is relatively non-intrusive, and works perfectly... no more messing around with gloved hands and trying to pull the pass out of my leather jacket pocket!
Cold riding today
I went out today for a nice ride around the Belt parkway, and out to Rockaway park. If you haven't made the trip, it's a great ride, and especially scenic once you get to Rockaway. There's a nice little paved beach path that you can ride along if you sneak past one of the locked gates (which isn't too hard, since the sidewalk is easy enough to ride on).
Anyway, I think I've found the limit of extended cold weather riding; 65 mph in 42F required that my heated vest be put on the maximum adjustable setting. This is the first time I've ever had to max it out that high. Oddly enough, upon returning the Manhattan, I noticed that the temperature climbed a few degrees immediately, and the lack of wind combined with slower riding speeds meant I had to readjust to half temperature to prevent myself from burning up.
Anyway, I think I've found the limit of extended cold weather riding; 65 mph in 42F required that my heated vest be put on the maximum adjustable setting. This is the first time I've ever had to max it out that high. Oddly enough, upon returning the Manhattan, I noticed that the temperature climbed a few degrees immediately, and the lack of wind combined with slower riding speeds meant I had to readjust to half temperature to prevent myself from burning up.
Thursday, December 28, 2006
Getting ready for Isle of Manhattan
A yearly tradition on the 1st of each year, Isle of Manhattan is NYC's own version of the legend itself, Isle of Man TT race. The ride is a lap around the island and is a great chance to meet up with fellow riders. This year's event will take place at noon, on January 1st, and will begin at the Sidewalk Cafe at the corner of 6th street and Avenue A.
I look forward to seeing you there!
I look forward to seeing you there!
Tuesday, December 26, 2006
Bridge review: Verrazano-Narrows Bridge
A casual reader pointed out that I'd excluded one of the most scenic bridges in the greater NYC area, the Verrazano-Narrows. Of course it's not technically a Manhattan bridge, as it connects Staten island to Brooklyn, but nonetheless:
Verrazano-Narrows bridge **** 4 stars
For starters, this bridge can be tricky to get to from Manhattan - most people will take the Brooklyn-Battery tunnel to 278, and then veer East in order to go West, which throws off enough people at the highway fork alone to consider the trip unsafe (riding in the far left lane is best here). What's worse, the entire trip will consist of high ocean winds buffeting you on both sides. But in spite of its weaknesses, the view is truly spectacular, just as long as you're on the Trucks lanes on the upper level of the bridge, and not on the Cars only lower level. From here, you can see Manhattan island at a distance, and a view of Staten island and New Jersey from the peak. Just make sure to brush up on your wind counter steering skills before making the trek.
Verrazano-Narrows bridge **** 4 stars
For starters, this bridge can be tricky to get to from Manhattan - most people will take the Brooklyn-Battery tunnel to 278, and then veer East in order to go West, which throws off enough people at the highway fork alone to consider the trip unsafe (riding in the far left lane is best here). What's worse, the entire trip will consist of high ocean winds buffeting you on both sides. But in spite of its weaknesses, the view is truly spectacular, just as long as you're on the Trucks lanes on the upper level of the bridge, and not on the Cars only lower level. From here, you can see Manhattan island at a distance, and a view of Staten island and New Jersey from the peak. Just make sure to brush up on your wind counter steering skills before making the trek.
Manhattan twisties
It's a little known secret that buried deep within NYC is a great - albeit small - route I like to think of as the "mini twisties." That's right, I'm talking about the Central Park loop drive. It's only open during the middle of the day, and on weekdays, which makes it inaccessible to all but the most loyal riders, willing to take a day off from work to cruise about.
Still, during holidays, it's worth the drive. The scenery reminds you of a nice country road, and the road snakes around like a typical New England back woods two laner. The obvious shortcoming, of course, is that it's so small you have to do it three or four times to feel like you got your money's worth. Either way, it's worth a shot to the uninitiated.
Still, during holidays, it's worth the drive. The scenery reminds you of a nice country road, and the road snakes around like a typical New England back woods two laner. The obvious shortcoming, of course, is that it's so small you have to do it three or four times to feel like you got your money's worth. Either way, it's worth a shot to the uninitiated.
Sunday, December 24, 2006
Christmas eve bridges ride and review
I celebrated the holiday by rising early this morning - around 8 am - to begin my city tour. First, I ran straight down Park to the financial district, and proceeded to cross and re-cross each of the major East-side bridges; Brooklyn, Manhattan, Williamsburg, Queensboro, George Washington and Triborough. My bike gives me a great, high seating position, so I could easily look out across and over the guard rail each time.
Brooklyn bridge ***** 5 stars
By far my favorite bridge, Eastbound out of the city gives a great Southern view, and I enjoy looking out to the boats for miles down the river. Westbound gives a great view of the financial district. The view is truly awe-inspiring.
Manhattan bridge *** 3 stars
A specialty bridge, in my opinion, whose strength is in its Westbound view up-river and in its Soho scenery. Neither of these does itfor me, so I only give it 3 stars
Williamsburg bridge **** 4 stars
This one's just plain fun to ride. The bridge itself has an old iron-cast look about it which gives it great personality, even if the over-abundant cross bars do inhibit the view slightly. Better yet, the tremendous height and curvature is like a free elevator ticket to the highest skyscraper for an entire city view. Still not as fun as the Brooklyn bridge, but it holds its own
Queensboro bridge *** 3 stars
At one point in time, this bridge would have received 5 stars and special distinction... back when the top level was operational. Today, the top level is constantly under construction, and so you only get to ride on the lower level, which is essentially a tunnel of steel with very little view. Also, the guard rails are particularly high, which obstructs an otherwise nice view.
George Washington bridge ** stars
A long span, this bridge gives an immaculate view out over the West Side & Hudson river. That alone would give this bridge a 4 - maybe 5 - star rating. But I subtract 2 stars for poor road surface quality and insane traffic patterns, which make for a thrilling but nerve racking ride.
Triboro bridge * 1 star
The last bridge, and also my least favorite, this barely qualifies as a bridge. First of all, there's a toll on the bridge, which is a royal pain until I get my EZpass in the mail (hopefully sometime in the next week). It's also barely a bridge, because it hops over to Randalls-Wards Island so quickly, you're only over water for a hundred meters or so.
Brooklyn bridge ***** 5 stars
By far my favorite bridge, Eastbound out of the city gives a great Southern view, and I enjoy looking out to the boats for miles down the river. Westbound gives a great view of the financial district. The view is truly awe-inspiring.
Manhattan bridge *** 3 stars
A specialty bridge, in my opinion, whose strength is in its Westbound view up-river and in its Soho scenery. Neither of these does itfor me, so I only give it 3 stars
Williamsburg bridge **** 4 stars
This one's just plain fun to ride. The bridge itself has an old iron-cast look about it which gives it great personality, even if the over-abundant cross bars do inhibit the view slightly. Better yet, the tremendous height and curvature is like a free elevator ticket to the highest skyscraper for an entire city view. Still not as fun as the Brooklyn bridge, but it holds its own
Queensboro bridge *** 3 stars
At one point in time, this bridge would have received 5 stars and special distinction... back when the top level was operational. Today, the top level is constantly under construction, and so you only get to ride on the lower level, which is essentially a tunnel of steel with very little view. Also, the guard rails are particularly high, which obstructs an otherwise nice view.
George Washington bridge ** stars
A long span, this bridge gives an immaculate view out over the West Side & Hudson river. That alone would give this bridge a 4 - maybe 5 - star rating. But I subtract 2 stars for poor road surface quality and insane traffic patterns, which make for a thrilling but nerve racking ride.
Triboro bridge * 1 star
The last bridge, and also my least favorite, this barely qualifies as a bridge. First of all, there's a toll on the bridge, which is a royal pain until I get my EZpass in the mail (hopefully sometime in the next week). It's also barely a bridge, because it hops over to Randalls-Wards Island so quickly, you're only over water for a hundred meters or so.
Christmas cheer
It's amazing... with the holiday season now in full swing, the number of pedestrians marching up and down 5th avenue is mind boggling. It also makes for a great scenery from the biker's perspective, just watching all those people swarming around.
A funny thing happens in NYC during holiday time that you learn to love while riding. Obviously, with so many intersections and stop-lights, riding is often a stop and go experience. When you're going, it's great to see all the landmarks whizzing by you. Also, I'm no longer intimidated by riding down even the most clogged areas, like 5th, or within a 5 block radius of either train station. But when you're stopped, especially in crowded areas, it's great to see all the envious looks from pedestrians. It's almost addictive.
A funny thing happens in NYC during holiday time that you learn to love while riding. Obviously, with so many intersections and stop-lights, riding is often a stop and go experience. When you're going, it's great to see all the landmarks whizzing by you. Also, I'm no longer intimidated by riding down even the most clogged areas, like 5th, or within a 5 block radius of either train station. But when you're stopped, especially in crowded areas, it's great to see all the envious looks from pedestrians. It's almost addictive.
Friday, December 22, 2006
NYC motorcycling: total cost of ownership
So here goes... I finally decided to do a recap financial analysis of what I've spent and will spend on motorcycling this year. Though some clothing and safety items carried over from previous purchases, I'll include those here, to establish a blank slate startup cost for motorcycling in NYC:
Startup costs:
Training: 350
NYC registration/paperwork/licensing: 200
Motorcycle: 8,100
Taxes: 800
Protective gear: 2,800
Security: 350
Mods: 1,000
Lo-jack: 900
Annual costs:
Parking: 1,920
Insurance: 2,500
Gas: 520
Tolls: 260
Total startup costs: 14,500
Total annual costs: 5,200
Total: 19,700
Note: A skeptic might suggest comprehensive and collision coverage along with garage payments and lo-jack are all overkill. Minimizing these to their minimum, total annual costs would be $15,080 assuming $200 in parking tickets, but excluding any inconvenience associated with having to move the bike twice a week for street cleaning. Now it's a matter of personal decision, but I'd definitely pay $12.67 more per day to sleep easy knowing the bike is safe, and to ride with a clean conscience knowing I'm covered should anything go wrong.
So let's say the final range is somewhere between:
$15,100-19,700
Startup costs:
Training: 350
NYC registration/paperwork/licensing: 200
Motorcycle: 8,100
Taxes: 800
Protective gear: 2,800
Security: 350
Mods: 1,000
Lo-jack: 900
Annual costs:
Parking: 1,920
Insurance: 2,500
Gas: 520
Tolls: 260
Total startup costs: 14,500
Total annual costs: 5,200
Total: 19,700
Note: A skeptic might suggest comprehensive and collision coverage along with garage payments and lo-jack are all overkill. Minimizing these to their minimum, total annual costs would be $15,080 assuming $200 in parking tickets, but excluding any inconvenience associated with having to move the bike twice a week for street cleaning. Now it's a matter of personal decision, but I'd definitely pay $12.67 more per day to sleep easy knowing the bike is safe, and to ride with a clean conscience knowing I'm covered should anything go wrong.
So let's say the final range is somewhere between:
$15,100-19,700
Wednesday, December 20, 2006
Don't dress for the ride...
...dress for the crash. It's one of those mantras recited at every motorcycle training school across America. And of course as true as ever here in NYC. I thought I'd share my version of what it takes to ride on the safer side - though I'll note that there are some times when I can foresee situations where all this would be insufficient:
Feet: racing boots with high ankle protectors, articulated metal frame, and rigid inner boot ($350)
Lower legs: dirt-bike quality shin and knee guards, abrasion-resistant knee wraps ($150)
Upper legs: two layers of abrasion resistant spandex shorts; 1st pair contains CE approved impact pads, second pair contains hard plastic grinding pads; both contain protection for quads, hips, and rear ($200)
Legs: thick riding leather pants ($350)
Torso: weight lifting belt across kidneys, abrasion resistant long-sleeved undershirt, dirt-biker's full torso integrated CE padding with two chest plates, shoulder plates, back pad, elbow plates, tricep and bicep pads ($500)
Upper body: thick leather riding jacket with another set of integrated should, forearm, and back padding ($300)
Head: DOT & Snell approved helmet ($500)
Back: back pack with CE padding and abrasion resistant straps ($120)
Total cost of protective gear: ~ $2,500-3,000
Feet: racing boots with high ankle protectors, articulated metal frame, and rigid inner boot ($350)
Lower legs: dirt-bike quality shin and knee guards, abrasion-resistant knee wraps ($150)
Upper legs: two layers of abrasion resistant spandex shorts; 1st pair contains CE approved impact pads, second pair contains hard plastic grinding pads; both contain protection for quads, hips, and rear ($200)
Legs: thick riding leather pants ($350)
Torso: weight lifting belt across kidneys, abrasion resistant long-sleeved undershirt, dirt-biker's full torso integrated CE padding with two chest plates, shoulder plates, back pad, elbow plates, tricep and bicep pads ($500)
Upper body: thick leather riding jacket with another set of integrated should, forearm, and back padding ($300)
Head: DOT & Snell approved helmet ($500)
Back: back pack with CE padding and abrasion resistant straps ($120)
Total cost of protective gear: ~ $2,500-3,000
Tuesday, December 19, 2006
Must-have mods for NYC riders
It occurred to me the other day that it would be great to collect a set of tips for future NYC newcomer riders, and so I start this mini-series. Notice a few recurring themes?
Reflective tape - to put on your helmet, backpack, tail bags
White or yellow helmet - the goal is to stand out from the grey tones ever present in the city. White has the added advantage of making you at quick glance appear to be a policeman, and car drivers in NYC are trained to react with fear to the color of yellow cabs
Frame guards/sliders - your bike will fall. It won't be your fault, it'll be the fault of that Jersey minivan trying to squeeze in that compact car spot in front of the Met. He'll realize too late he doesn't fit, and drive back across the border
More reflective tape - this time for the bike itself, your jacket, pants, and just about everywhere (anywhere) else you can think of...
Heavy duty chain & lock - to anchor yourself to all those strategically placed mini-gardens that surround trees on the sidewalks. Each mini-garden has a cemented guiderails that make great anchors
Two brightly colored disc locks - one for the front, one for the back. You'll hear it from everyone, "if they want your bike, they're going to take it." True, but first they'll take that Monster parked down the street, then they'll come for yours. You'll have plenty of warning from the high-pitched squeeling made by the 'cati owner to move yours to a garage...
Electronic immobilizer - look up "how to steal a motorcycle" on the net. Scroll through the depressing how-to's that revolve around hauling the bike into a van, and you'll see some of the next most common methods involve hot-wiring
Dirty bike cover - if you have a new one, rub it on the street a bit to dirty it up a bit. Older bikes are less desirable, and if you must park on the street, this is a must
Rear brake LED flashers - a full set usually costs $99, and will double the amount of light emitted from the back of your bike. A good set will flash for 5 seconds whenever you brake. I've had cabbies pull up to me and comment that they saw me braking two blocks away. You can't pay enough for that kind of visibility in NYC.
Headlight modulator - though I don't have one on my own bike (yet), I've seen others riding around the city with them. I'd feel a lot more comfortable riding up and down the split routes like Park.
A louder horn - $20-40 usually gets you a significantly louder horn than the one that came standard on your bike. The goal here is to project over the sounds of all other traffic noises, like that jack-hammer, ambulance, and horn war between dueling cabs
Reflective tape - to put on your helmet, backpack, tail bags
White or yellow helmet - the goal is to stand out from the grey tones ever present in the city. White has the added advantage of making you at quick glance appear to be a policeman, and car drivers in NYC are trained to react with fear to the color of yellow cabs
Frame guards/sliders - your bike will fall. It won't be your fault, it'll be the fault of that Jersey minivan trying to squeeze in that compact car spot in front of the Met. He'll realize too late he doesn't fit, and drive back across the border
More reflective tape - this time for the bike itself, your jacket, pants, and just about everywhere (anywhere) else you can think of...
Heavy duty chain & lock - to anchor yourself to all those strategically placed mini-gardens that surround trees on the sidewalks. Each mini-garden has a cemented guiderails that make great anchors
Two brightly colored disc locks - one for the front, one for the back. You'll hear it from everyone, "if they want your bike, they're going to take it." True, but first they'll take that Monster parked down the street, then they'll come for yours. You'll have plenty of warning from the high-pitched squeeling made by the 'cati owner to move yours to a garage...
Electronic immobilizer - look up "how to steal a motorcycle" on the net. Scroll through the depressing how-to's that revolve around hauling the bike into a van, and you'll see some of the next most common methods involve hot-wiring
Dirty bike cover - if you have a new one, rub it on the street a bit to dirty it up a bit. Older bikes are less desirable, and if you must park on the street, this is a must
Rear brake LED flashers - a full set usually costs $99, and will double the amount of light emitted from the back of your bike. A good set will flash for 5 seconds whenever you brake. I've had cabbies pull up to me and comment that they saw me braking two blocks away. You can't pay enough for that kind of visibility in NYC.
Headlight modulator - though I don't have one on my own bike (yet), I've seen others riding around the city with them. I'd feel a lot more comfortable riding up and down the split routes like Park.
A louder horn - $20-40 usually gets you a significantly louder horn than the one that came standard on your bike. The goal here is to project over the sounds of all other traffic noises, like that jack-hammer, ambulance, and horn war between dueling cabs
Monday, December 18, 2006
Five types of NYC motorcyclists
Riding through the city, I keep running into the same types - but different riders - over and over again. This has led me to the conclusion that downtown NYC is dominated by five types of bikes/riders:
1) Ducati S2/800 riders: there seem to be dozens of Ducatis roaming about on any given weekend, and hundreds more parked curbside on side streets. I always see more riders standing next to their bikes, talking to other people, than I see actually riding. This leads me to a broad, sweeping generalization that these folks are mostly novice riders, students or young professionals with a fleeting fancy to ride, but mostly into it for the social image of riding. These bikes turn over like hot cakes on Craigslist, which only confirms my assessment.
2) BMW folks: not surprisingly, there are quite a few BMW bikes in the neighborhood. This makes sense, since there's a massive BMW dealership in midtown West. Funny thing is, I almost always see these riders on the West side highway or FDR, which makes sense, because I can't imagine trying to pilot one of those massive bikes through street traffic. I imagine if I had a BMW on the weekend, I'd be hitting the highways for Jersey, Penn, or CT just as fast as possible.
3) Buellers: surprisingly, I seem quite a few fellow Buell bikes parked on the streets. Mostly, I see them parked in midtown, or on Park Ave., which leads me to believe their riders are working professionals, commuters, and probably live out in one of the boroughs. I've yet to meet one of these guys riding on the weekends.
4) Temporary sportbiker: there's this poor sportbike over on 2nd ave that gets more abuse than any other bike I've seen. The poor thing is chained, locked up, and very well secured, but seems to be on its side every other weekend. I think this typifies the NYC sportbiker's experience; frustration. You'll usually catch a glimpse of one of these bikes for a week, and then you'll never see them in the area again. I've concluded they either get stolen, or the owners never come to grips with their paranoia and park them in a garage somewhere.
5) Dormant cruisers: they're everywhere, sitting on side streets just taking up space. I mean really, someone's got to move them on street cleaning day twice a week, right? So why don't I ever see these guys? It's amazing. Cruisers win the award for lowest ratio of hours ridden to hours parked of any class of bike in NYC. For the record, I've heard that Harley's get stolen very often in NYC, which explains why the only ones you see parked on the streets are retros from the 70's or 80's.
1) Ducati S2/800 riders: there seem to be dozens of Ducatis roaming about on any given weekend, and hundreds more parked curbside on side streets. I always see more riders standing next to their bikes, talking to other people, than I see actually riding. This leads me to a broad, sweeping generalization that these folks are mostly novice riders, students or young professionals with a fleeting fancy to ride, but mostly into it for the social image of riding. These bikes turn over like hot cakes on Craigslist, which only confirms my assessment.
2) BMW folks: not surprisingly, there are quite a few BMW bikes in the neighborhood. This makes sense, since there's a massive BMW dealership in midtown West. Funny thing is, I almost always see these riders on the West side highway or FDR, which makes sense, because I can't imagine trying to pilot one of those massive bikes through street traffic. I imagine if I had a BMW on the weekend, I'd be hitting the highways for Jersey, Penn, or CT just as fast as possible.
3) Buellers: surprisingly, I seem quite a few fellow Buell bikes parked on the streets. Mostly, I see them parked in midtown, or on Park Ave., which leads me to believe their riders are working professionals, commuters, and probably live out in one of the boroughs. I've yet to meet one of these guys riding on the weekends.
4) Temporary sportbiker: there's this poor sportbike over on 2nd ave that gets more abuse than any other bike I've seen. The poor thing is chained, locked up, and very well secured, but seems to be on its side every other weekend. I think this typifies the NYC sportbiker's experience; frustration. You'll usually catch a glimpse of one of these bikes for a week, and then you'll never see them in the area again. I've concluded they either get stolen, or the owners never come to grips with their paranoia and park them in a garage somewhere.
5) Dormant cruisers: they're everywhere, sitting on side streets just taking up space. I mean really, someone's got to move them on street cleaning day twice a week, right? So why don't I ever see these guys? It's amazing. Cruisers win the award for lowest ratio of hours ridden to hours parked of any class of bike in NYC. For the record, I've heard that Harley's get stolen very often in NYC, which explains why the only ones you see parked on the streets are retros from the 70's or 80's.
Sunday, December 17, 2006
Why Buell?
So I bought a Buell Lightening XB12Ss. Buell makes several versions, and mine has a lengthened wheel base, extra large gas tank, and a 1200cc V-twin. The other versions include a 900cc Lightening called the CityX, and the Firebolt line (which complements the Lightening line) of sportier looking bikes. I spent a great deal of time test driving BMW's, Ducati's, and Japanese bikes (everything from the CBR F4i to the legendary Hyabusa), but found the overall package and value of the Buell unmatched. Here's why:
Power: I intend to ride primarily in NYC... downtown Manhattan. I need all my usable power optimized under 60 mph. An insane HP curve that maxes out at 12,000 rpms doesn't do me any good, since most of my riding will be in 2nd and 3rd gear at most. In fact, a quick look at the torque and HP curves confirms that the Buell XB12Ss is the most powerful naked bike under 7,000 RPMs. What's more, the Buell's flat torque at all RPMs beats most Japanese bikes' maximum torque at full power.
Street ridability: Practical street riding on any bike tends to hover in the 3,000-6,000 RPM range, and I want instant maximum power to respond to surprises. I don't want to have to rev the engine to 10,000 before I have the full capability of the engine under me - by that time, the truck in back of me will have already barreled into me. What's more, this develops habits of revving the engine to get to optimal peak power, which begets a tendancy to over-accelerate, followed by a need to aggressively deccelerate. The takeaway? Low RPM power on a motorcycle means more command over street riding.
Handling: I needed the most nimble and reactive bike possible, for dodging potholes, black tar patches, and oil pools... not to mention cabs, courier/messenger bikers, pedestrians, and Jersey drivers. This ruled out most large bikes with awesome straight-line abilities like the BMW K series or most Japanese liters. Sure, riding in a straight line will get you a great mark on the back cover fact-sheet tables in Bike or Rider magazine, but in all but your wildest racer boi fantasies, the real world is far more demanding.
Presence and visibility: No stealth riding for me, thanks. I need to be seen and heard from blocks away. The Buell XB12's gold rims do a great job of highlighting the profile view, and though not an official feature, the head lights can be toggled to keep the ultra-bright high beam on as well as the normal light. Best of all, the stock muffler and V-twin sound like the illegitimate child of a mack truck and big bore Harley Davidson. When I sense trouble, a flick of the throttle sends window-pane shattering vibrations that echo between townhouses and skyscrapers, turn cabbie heads, and make pedestrians skitter away like roaches.
Low theft appeal: Let's face it, the average NYC motorcyclist will have his bike or something on it stolen. It's that simple. But there are things one can do to decrease the odds, like not buying a bike that has a huge demand for after-market parts/mods, squid-appeal, stunt ability, or other kind of street appeal. In otherwords, an "odd-ball" brand, like a BMW, Buell, Triumph, or a non-sportbike like a (non Harley Davidson) cruiser, or cafe racer. Put yourself in the shoes of the guys in Jersey who need fast money and own a van... you're not stealing a bike to ride or resell, you're stealing it to part out and sell on Ebay. Ask any insurance agent - they'll tell you the majority of motorcycles that are stolen are down to parts within hours.
Side-effects: The Buell has incredible styling; parked by the side of the road or stopped at a light, I can't tell you how many people stop to look - at least a hundred per hour. You don't see that kind of recognition for other bikes. Low insurance; as with most odd-ball bikes/brands, you're not paying for other squid life support. To quanitify this for you, I'm paying $1,500 less per year for full comprehensive and collision support than I would have with a Monster, Speed Triple, or any Japanese bike.
For the record, my final round decision-making came down to deciding between:
-Buell XB12Ss
-Triumph Speed Triple
-Ducati Monster S4Rs
-BMW K1200R
-Moto Guzzi Griso
Power: I intend to ride primarily in NYC... downtown Manhattan. I need all my usable power optimized under 60 mph. An insane HP curve that maxes out at 12,000 rpms doesn't do me any good, since most of my riding will be in 2nd and 3rd gear at most. In fact, a quick look at the torque and HP curves confirms that the Buell XB12Ss is the most powerful naked bike under 7,000 RPMs. What's more, the Buell's flat torque at all RPMs beats most Japanese bikes' maximum torque at full power.
Street ridability: Practical street riding on any bike tends to hover in the 3,000-6,000 RPM range, and I want instant maximum power to respond to surprises. I don't want to have to rev the engine to 10,000 before I have the full capability of the engine under me - by that time, the truck in back of me will have already barreled into me. What's more, this develops habits of revving the engine to get to optimal peak power, which begets a tendancy to over-accelerate, followed by a need to aggressively deccelerate. The takeaway? Low RPM power on a motorcycle means more command over street riding.
Handling: I needed the most nimble and reactive bike possible, for dodging potholes, black tar patches, and oil pools... not to mention cabs, courier/messenger bikers, pedestrians, and Jersey drivers. This ruled out most large bikes with awesome straight-line abilities like the BMW K series or most Japanese liters. Sure, riding in a straight line will get you a great mark on the back cover fact-sheet tables in Bike or Rider magazine, but in all but your wildest racer boi fantasies, the real world is far more demanding.
Presence and visibility: No stealth riding for me, thanks. I need to be seen and heard from blocks away. The Buell XB12's gold rims do a great job of highlighting the profile view, and though not an official feature, the head lights can be toggled to keep the ultra-bright high beam on as well as the normal light. Best of all, the stock muffler and V-twin sound like the illegitimate child of a mack truck and big bore Harley Davidson. When I sense trouble, a flick of the throttle sends window-pane shattering vibrations that echo between townhouses and skyscrapers, turn cabbie heads, and make pedestrians skitter away like roaches.
Low theft appeal: Let's face it, the average NYC motorcyclist will have his bike or something on it stolen. It's that simple. But there are things one can do to decrease the odds, like not buying a bike that has a huge demand for after-market parts/mods, squid-appeal, stunt ability, or other kind of street appeal. In otherwords, an "odd-ball" brand, like a BMW, Buell, Triumph, or a non-sportbike like a (non Harley Davidson) cruiser, or cafe racer. Put yourself in the shoes of the guys in Jersey who need fast money and own a van... you're not stealing a bike to ride or resell, you're stealing it to part out and sell on Ebay. Ask any insurance agent - they'll tell you the majority of motorcycles that are stolen are down to parts within hours.
Side-effects: The Buell has incredible styling; parked by the side of the road or stopped at a light, I can't tell you how many people stop to look - at least a hundred per hour. You don't see that kind of recognition for other bikes. Low insurance; as with most odd-ball bikes/brands, you're not paying for other squid life support. To quanitify this for you, I'm paying $1,500 less per year for full comprehensive and collision support than I would have with a Monster, Speed Triple, or any Japanese bike.
For the record, my final round decision-making came down to deciding between:
-Buell XB12Ss
-Triumph Speed Triple
-Ducati Monster S4Rs
-BMW K1200R
-Moto Guzzi Griso
Saturday, December 16, 2006
Purchase and uncrating...
It all started three weeks ago. After finishing my official motorcycle training courses, I decided it was time to start looking around. I'm convinced that every motorcyclist goes through the same initial thought logic when deciding to buy a bike.
First, there's what I'll call the "Naive Ducati phase," wherein every rider thinks to himself, "I want a Ducati. It's *the* name in bikes, and everyone will recognize it. I'll be cool." This phase lasts a few days, but is quickly assuaged when the practicality of riding hits. Why? Because when you get past the name, you realize that the looks aren't that unique except for the "Ducati" name sticker, that the engine is a finicky, unpredictable beast, and the ergos are designed for 14 year old Italian waifs.
Then, there's the "Broadening Aesthetics phase," wherein every rider expands his preference set to include the bikes he finds most visually appealing. Afterall, isn't riding all about image, he thinks? This phase might last as long as a week - maybe more for the most stubborn of riders - and revolves around most Japanese sport bikes. But as the rider begins to price out extras and amenities, a wave of practicality strikes, and terminate this phase.
Naturally, the "Practicality phase" is next. Simply put, this phase is all about BMW bikes. "Oh!" the rider thinks to himself, "BMW bikes are so practical, useful, and they all come with great features." That's all great, but sticker shock comes all too soon, followed by the realization that it's no fun piloting what are known in the biker community as the manatees of motorcycles. This leads to...
The "Financial phase". This phase is all about the green. How much does the bike cost? How am I going to pay for it? How much will it cost to upgrade and mod? How much will insurance be? This phase is the ultimate filter for preferences, as it always is, and ultimately explains the prevalence of scooters and single-cylinder bikes you see everywhere.
So picking a bike is really just a matter of where in the various phases described above you fall. I'm convinced that every rider has these thoughts... or should if they're serious about riding.
First, there's what I'll call the "Naive Ducati phase," wherein every rider thinks to himself, "I want a Ducati. It's *the* name in bikes, and everyone will recognize it. I'll be cool." This phase lasts a few days, but is quickly assuaged when the practicality of riding hits. Why? Because when you get past the name, you realize that the looks aren't that unique except for the "Ducati" name sticker, that the engine is a finicky, unpredictable beast, and the ergos are designed for 14 year old Italian waifs.
Then, there's the "Broadening Aesthetics phase," wherein every rider expands his preference set to include the bikes he finds most visually appealing. Afterall, isn't riding all about image, he thinks? This phase might last as long as a week - maybe more for the most stubborn of riders - and revolves around most Japanese sport bikes. But as the rider begins to price out extras and amenities, a wave of practicality strikes, and terminate this phase.
Naturally, the "Practicality phase" is next. Simply put, this phase is all about BMW bikes. "Oh!" the rider thinks to himself, "BMW bikes are so practical, useful, and they all come with great features." That's all great, but sticker shock comes all too soon, followed by the realization that it's no fun piloting what are known in the biker community as the manatees of motorcycles. This leads to...
The "Financial phase". This phase is all about the green. How much does the bike cost? How am I going to pay for it? How much will it cost to upgrade and mod? How much will insurance be? This phase is the ultimate filter for preferences, as it always is, and ultimately explains the prevalence of scooters and single-cylinder bikes you see everywhere.
So picking a bike is really just a matter of where in the various phases described above you fall. I'm convinced that every rider has these thoughts... or should if they're serious about riding.
Thursday, December 14, 2006
Introduction
A couple of weeks ago, I bought a new motorcycle. This purchase concluded for me a four month process of searching around for the perfect bike, and of forgetting all the bad habits I'd learned about riding and relearning the right way. I bought a number of great motorcycle safety books (reviews to follow), a bunch of great gear (reviews also to follow), and took the requisite safety courses everyone talks about.
I can't believe it, but I actually settled on a Buell. Yep, a Harley Davidson powered American-made sport bike... if you can call it a sport bike. I like to think of it as an urban assault vehicle. But my decision wasn't easy...
I can't believe it, but I actually settled on a Buell. Yep, a Harley Davidson powered American-made sport bike... if you can call it a sport bike. I like to think of it as an urban assault vehicle. But my decision wasn't easy...
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