It's just getting warm around here, and already the streets are taken with brand new motorcycles everywhere, brand new pipes, <100 miles on the odo, and with brand new leathers riding on top.
Yep, a fresh crop of mid-life-crisis riders are out with the first >60F weather. It's cute, sad, and funny all at the same time.
It's cute because of how much they over-invest in their bikes, just because they have the money. Like a brand new exhaust on this Yamaha I saw this past week on the FDR, when the rider should have known that a first bike like that is likely to get dropped, and so why would you invest in an exposed can as your first purchase?
It's sad because you can spot them immediately. They're the guys on 9A and the FDR scared out of their minds, holding a single line in the lane (not taking advantage of the full width of the lane), and usually riding in the center lane. Any city rider knows that the center highway lane is the most dangerous, and that the left lane is by far the safest. Even the scooters know this, for crying out loud!
It's also sad, because statistically speaking, there are a handful of these folks that won't make it through the summer without a serious accident. Likely caused by a combination of dulled reflexes, inexperience, and a big pot hole on West End between 73rd and 74th, heading South. You could have avoided it if you weren't driving in the oil-slicked middle of the lane, Mr. Saturday BMW driver... you know who you are.
And funny because of the all blacked out clothes they were, to become completely invisible to all traffic. What's the point? Why not just charge headlong into a cement highway divider, and save someone else the traumatic experience of hitting you from the rear because your black helmet, black jacket, and hidden license plate with fender eliminator and tiny little lights didn't stand out. No crud. To be fair, I did see a guy on the FDR recently with a white helmet, and a hi-viz jacket over his black jacket. And a couple where the woman in back hung a hiviz reflector pad over her back. Bravo to both of you. In the meantime, everyone else can tell me by the: white helmet, yellow pants, reflector pads, white jacket, extra rear blinking flashers, and additional headlights... and proud of it.
Sunday, May 4, 2008
Saturday, March 8, 2008
Riding a GSXR 1000 in NYC, Manhattan
I've had my Gixxer now for almost 9 months, and of course that means upwards of 9000 miles :) Most of those miles came from my cross country trip, and half of the remainder came from trips up to the Catskills and Adirondacks in the dead of winter. And the rest were logged in Manhattan.
So what's it like?
Image
Well, to begin with, people like me a whole lot less than when I had the Buell. There's something about people's knee-jerk reaction when they see a brightly colored "croth rocket" driving down the street. I'd say in general, that's not fun to deal with, but I get by.
Cruising
Someone once told me Manhattan's speed limit is 35 mph. Most of traffic goes around 45, with some crazies hitting 60 in straight avenues. Well, after 9 months, I now know what everyone means when they say, "you'll never leave 3rd gear". It's true, almost. 6th is for highway, and for getting 230 miles to the tank. 5th is for 9A, relatively straight riding. 4th gear is for the FDR, with a little more weaving traffic, and a greater need to change speed dramatically. 3rd is for 9A or the FDR, when I get a little nervous or anxious (like if there are lots of NJ BMWs around me). And I usually go between 1st and 2nd around the city. In truth, there's no reason to leave 2nd downtown, and 3rd on the highway. Up to 4000 rpms. That's ridiculous. In case there was any doubt, the answer is "no" - I don't use more than 10% of this bike's potential on a regular basis.
Handling
9 months, serviced twice, still turns like a charm. I was used to the Buell, which had high, wide handle-bars, so when I first got on the gixxer, I had some difficulty balancing sharp turns. But now that I've practiced, I'm just as good at turning small, tight circles as I was on the Buell. So it's not only possible, it's now second nature to me.
Braking
No complaints here. Sharp as a knife. Stops on a dime. Hydraulics and pads holding up perfectly after 9 solid months of rough stop-and-go.
Acceleration
There's no question about it - this motorcycle's gift is also it's curse. On the one hand, I can attest to 3 specific instances where the crazy acceleration of the 1000 got me out of tight spots (like a few weekend ago, when a cab was bearing down on my rear, and another cab decided to dart right - right into me). But on the other hand, I'm only in those positions to begin with because I'm on a motorcycle. So 6 of 1, half dozen of another. The morale of the story: if I'm going to be on a motorcycle, I want to be on a crazy fast one, for those times I need to get out of trouble in a hurry.
Overall
I've said it before, and I'll continue saying it. Riding a gixxer 1000 is like riding a scalpel. You cut from one place to the next. That's incredible, and for gixxer owners out there, you'll know what I mean when I refer to that insane 75% throttle whack on the highway that suddenly calms the bike as it moves into its power band, and suddenly the bike literally feels like it disappears out from underneath you. Simply amazing.
Yet somehow, something is still missing. It's too perfect, too clean, too sterile. It's all function, form, and perfection. It makes a BMW feel like a whale, a Buell feel childish, and a Ducati an unrefined drunken barman. But those characters are what I ride for... I'm leaning towards the inevitable evil: I need two bikes. The Suzuki is perfect for long rides through the countryside, out to Long Island, and back without and fear of breakdown, mechanical glitch, or hiccup. But the next bike, yet to be identified, will be for shorter rides, more adventurous flings, with a louder, growlier snare to it, and a bit more menace in the engine...
So what's it like?
Image
Well, to begin with, people like me a whole lot less than when I had the Buell. There's something about people's knee-jerk reaction when they see a brightly colored "croth rocket" driving down the street. I'd say in general, that's not fun to deal with, but I get by.
Cruising
Someone once told me Manhattan's speed limit is 35 mph. Most of traffic goes around 45, with some crazies hitting 60 in straight avenues. Well, after 9 months, I now know what everyone means when they say, "you'll never leave 3rd gear". It's true, almost. 6th is for highway, and for getting 230 miles to the tank. 5th is for 9A, relatively straight riding. 4th gear is for the FDR, with a little more weaving traffic, and a greater need to change speed dramatically. 3rd is for 9A or the FDR, when I get a little nervous or anxious (like if there are lots of NJ BMWs around me). And I usually go between 1st and 2nd around the city. In truth, there's no reason to leave 2nd downtown, and 3rd on the highway. Up to 4000 rpms. That's ridiculous. In case there was any doubt, the answer is "no" - I don't use more than 10% of this bike's potential on a regular basis.
Handling
9 months, serviced twice, still turns like a charm. I was used to the Buell, which had high, wide handle-bars, so when I first got on the gixxer, I had some difficulty balancing sharp turns. But now that I've practiced, I'm just as good at turning small, tight circles as I was on the Buell. So it's not only possible, it's now second nature to me.
Braking
No complaints here. Sharp as a knife. Stops on a dime. Hydraulics and pads holding up perfectly after 9 solid months of rough stop-and-go.
Acceleration
There's no question about it - this motorcycle's gift is also it's curse. On the one hand, I can attest to 3 specific instances where the crazy acceleration of the 1000 got me out of tight spots (like a few weekend ago, when a cab was bearing down on my rear, and another cab decided to dart right - right into me). But on the other hand, I'm only in those positions to begin with because I'm on a motorcycle. So 6 of 1, half dozen of another. The morale of the story: if I'm going to be on a motorcycle, I want to be on a crazy fast one, for those times I need to get out of trouble in a hurry.
Overall
I've said it before, and I'll continue saying it. Riding a gixxer 1000 is like riding a scalpel. You cut from one place to the next. That's incredible, and for gixxer owners out there, you'll know what I mean when I refer to that insane 75% throttle whack on the highway that suddenly calms the bike as it moves into its power band, and suddenly the bike literally feels like it disappears out from underneath you. Simply amazing.
Yet somehow, something is still missing. It's too perfect, too clean, too sterile. It's all function, form, and perfection. It makes a BMW feel like a whale, a Buell feel childish, and a Ducati an unrefined drunken barman. But those characters are what I ride for... I'm leaning towards the inevitable evil: I need two bikes. The Suzuki is perfect for long rides through the countryside, out to Long Island, and back without and fear of breakdown, mechanical glitch, or hiccup. But the next bike, yet to be identified, will be for shorter rides, more adventurous flings, with a louder, growlier snare to it, and a bit more menace in the engine...
Monday, February 4, 2008
Winter riding with a gixxer ... in the cold
I searched every forum out there, and couldn't find anything on riding a gixxer in the dead of New England winter, so here it goes:
It's wonderful.
First, as every hard core winter rider will tell you, you need enough power in the alternator to charge the battery, high beams, fancy flashers, heated gloves, and a heated jacket. The gixxer has more than enough power to handle all of the above and a little more - like maybe a second jacket, or a pair of heated pants (which I no longer use because I just bought better pants).
Second, the rumors of japanese bikes kicking it with cold weather are quite false. I've ridden in -20F on three occasions this past winter, and regularly went out in 0ish, with no oil or hydraulic troubles. So whoever started that myth, should know that it doesn't hold on a gixxer 1000 from 2007.
Third, and this is a big one... the gixxer's battery is battle hardened. It started up with no problems all winter long. I did leave it in zero weather for a month without riding, starting, and with a voltmeter plugged in that slowly drained the battery... and it died. On a Buell or modern day BMW, a dead battery would spell the end of the road, and you'd need a jump start and several minutes of idle charging to get back into charge (because the EFI and associated electronics need charge to work). But on the gixxer, I just bump-started it with 3 runs, and I was up and running. The Suzuki somehow charges fast enough for it not to be a problem... why all bikes aren't designed to start from a dead battery, I don't know. But thanks to Suzuki, the gixxer 1000 therefore makes the perfect dead-start winter bike.
The only recommendation I would have - though this is for any biker, really - is to invest in a thermometer and a voltmeter. I keep them connected all the time, just for mental health, more than anything.
It's wonderful.
First, as every hard core winter rider will tell you, you need enough power in the alternator to charge the battery, high beams, fancy flashers, heated gloves, and a heated jacket. The gixxer has more than enough power to handle all of the above and a little more - like maybe a second jacket, or a pair of heated pants (which I no longer use because I just bought better pants).
Second, the rumors of japanese bikes kicking it with cold weather are quite false. I've ridden in -20F on three occasions this past winter, and regularly went out in 0ish, with no oil or hydraulic troubles. So whoever started that myth, should know that it doesn't hold on a gixxer 1000 from 2007.
Third, and this is a big one... the gixxer's battery is battle hardened. It started up with no problems all winter long. I did leave it in zero weather for a month without riding, starting, and with a voltmeter plugged in that slowly drained the battery... and it died. On a Buell or modern day BMW, a dead battery would spell the end of the road, and you'd need a jump start and several minutes of idle charging to get back into charge (because the EFI and associated electronics need charge to work). But on the gixxer, I just bump-started it with 3 runs, and I was up and running. The Suzuki somehow charges fast enough for it not to be a problem... why all bikes aren't designed to start from a dead battery, I don't know. But thanks to Suzuki, the gixxer 1000 therefore makes the perfect dead-start winter bike.
The only recommendation I would have - though this is for any biker, really - is to invest in a thermometer and a voltmeter. I keep them connected all the time, just for mental health, more than anything.
Monday, September 24, 2007
A Yankee Gixxer in Cruiserland: My cross-country ride
I ran into quite a few fellow american bikers on my cross country tour, and most seemed in awe that anyone would chose a Suzuki GSXR 1000 K7 as the cross-country riding weapon of choice.
Further research indicates there are few, if any, internet accounts of brave (or idiotic) sportbike tourers. In fact, many Craigslist and Ebay superbikes - especially in the litrebike category - rarely if ever have more than 3000 miles on them, after 4 years. My gsxr1000 now has a proud 6,500 after 3 weeks of ownership. I think that makes me a first. It certainly makes me stand out a little from other sportbike owners.
Since there seem to be a lot of avid UK sportbikers, I thought I would offer this comparison: my trip was like driving the circumference of the island of England every day for a week :)
I also ran into quite a few cruisers on my ride, and so I thought I would offer another way to relate: it's like driving back and forth between Sturgis, SD and Daytona, FL 3 times in one week :)
Enough boasting already... what's the punchline?
It really wasn't that bad! The gsxr1000's riding position is actually downright tolerable, and only after about 400 miles did I start to have to shift my weight around from side to side to reduce numbness. But that's true of almost any bike. The vibration was significantly less than my old Buell - in fact the ride was downright smooth! The suspension let me vault over cracks in all types of road surfaces, and the quiet engine tolerated 80-90 mph highways speeds perfectly with no complaints. In fact, it almost seemed bored at that speed, whereas my old Buell would have complained the whole way.
If I had to do it all again, I wouldn't pick any other bike. No other bike would balance the handling I needed to get through the Rockies, Mohave, Adirondacks, and Smokeys with the speed to get through the plains and Utah in record time, with 200 miles to the tank, wind fairing for wind and rain.
Further research indicates there are few, if any, internet accounts of brave (or idiotic) sportbike tourers. In fact, many Craigslist and Ebay superbikes - especially in the litrebike category - rarely if ever have more than 3000 miles on them, after 4 years. My gsxr1000 now has a proud 6,500 after 3 weeks of ownership. I think that makes me a first. It certainly makes me stand out a little from other sportbike owners.
Since there seem to be a lot of avid UK sportbikers, I thought I would offer this comparison: my trip was like driving the circumference of the island of England every day for a week :)
I also ran into quite a few cruisers on my ride, and so I thought I would offer another way to relate: it's like driving back and forth between Sturgis, SD and Daytona, FL 3 times in one week :)
Enough boasting already... what's the punchline?
It really wasn't that bad! The gsxr1000's riding position is actually downright tolerable, and only after about 400 miles did I start to have to shift my weight around from side to side to reduce numbness. But that's true of almost any bike. The vibration was significantly less than my old Buell - in fact the ride was downright smooth! The suspension let me vault over cracks in all types of road surfaces, and the quiet engine tolerated 80-90 mph highways speeds perfectly with no complaints. In fact, it almost seemed bored at that speed, whereas my old Buell would have complained the whole way.
If I had to do it all again, I wouldn't pick any other bike. No other bike would balance the handling I needed to get through the Rockies, Mohave, Adirondacks, and Smokeys with the speed to get through the plains and Utah in record time, with 200 miles to the tank, wind fairing for wind and rain.
Take only memories, leave nothing but rubber
It took 8 days. 650 or so miles per day on average, with a couple of legs around 750. I stopped for gas, ate while refueling, and took pictures from my bike. I was accompanied by my best friend, who drove the whole time I rode.
Through the adirondacks, across the plains of kansas, over the rockies, through the barren wasteland of utah, through las vegas and across the mohave desert in california, down around the forests and desert of arizona and new mexico, across texas, through new orleans and up through the mouth of the mississippi across the bible belt, and finally back home.
Here's the link to my trip
For the most part, the stops represent nights where I slept, except for the markers in Denver, Co and in California (in both of those cases, I took a different route than the Google optimum route).
It was insane. I'm still remembering sights, sounds, feelings from the trip. And because it happened so fast, I'm sure it will take me weeks yet to fully digest. And yes, I did it all on my 2007 Suzuki GSXR 1000 K7 (with the gel seat). All of my belongings were stashed in a backpack that I wore the whole time.
Highlights: Utah, Arizona, Kansas, The Mohave Desert. The most serene moments of enjoying scenery, nature, and enjoying the power of technology-enabled independence. Somehow, riding the peak of modern technology in motorcycle form while enjoying the rawness of north american geography was deeply satisfying.
Lowlights: The rockies (it rained, there were high winds, rocks on the road, deer crossing, switchbacks, and dotted traffic lines that meant SUV's constantly swerved into my lane). It was hell on earth, and I repeatedly thought I was going to die. Also, I had the opportunity to ride through a number of great midwestern and southern cities, but none were as dangerous as Dallas. I feel perfectly comfortable riding in Manhattan, but have never felt more exposed and vulnerable as I did in Dallas. In NYC, everyone drives a constant speed: fast. In Dallas, some people drive slow, others drives fast, and some crawl - in every lane. Dallas highway driving was a constant chore to avoid getting swiped by a massive tinted-windowed SUV piloted by a cell-phone holding soccer! Finally, for some reason the plains of Texas develop some nasty crosswinds on the highway. I've never before felt like my bike was actually going to lose traction because of the wind (previous bikes were all naked, while the gsxr1000 is fully faired), and this was quite scary. However, I found that I could avoid the winds by riding in the wake of large trucks, who sliced the wind, and left behind a calm zone 20 feet around their trailers.
I took a few pictures, and even some videos from my seat. But none were as nice as the artistic ones you can find on fliky or google images. Apparently it was Chief Seattle who said, "take only memories, leave nothing but footprints." I'd like to propose a blatant / cheesy modernized biker ripoff:
Take only memories, leave nothing but rubber...
Through the adirondacks, across the plains of kansas, over the rockies, through the barren wasteland of utah, through las vegas and across the mohave desert in california, down around the forests and desert of arizona and new mexico, across texas, through new orleans and up through the mouth of the mississippi across the bible belt, and finally back home.
Here's the link to my trip
For the most part, the stops represent nights where I slept, except for the markers in Denver, Co and in California (in both of those cases, I took a different route than the Google optimum route).
It was insane. I'm still remembering sights, sounds, feelings from the trip. And because it happened so fast, I'm sure it will take me weeks yet to fully digest. And yes, I did it all on my 2007 Suzuki GSXR 1000 K7 (with the gel seat). All of my belongings were stashed in a backpack that I wore the whole time.
Highlights: Utah, Arizona, Kansas, The Mohave Desert. The most serene moments of enjoying scenery, nature, and enjoying the power of technology-enabled independence. Somehow, riding the peak of modern technology in motorcycle form while enjoying the rawness of north american geography was deeply satisfying.
Lowlights: The rockies (it rained, there were high winds, rocks on the road, deer crossing, switchbacks, and dotted traffic lines that meant SUV's constantly swerved into my lane). It was hell on earth, and I repeatedly thought I was going to die. Also, I had the opportunity to ride through a number of great midwestern and southern cities, but none were as dangerous as Dallas. I feel perfectly comfortable riding in Manhattan, but have never felt more exposed and vulnerable as I did in Dallas. In NYC, everyone drives a constant speed: fast. In Dallas, some people drive slow, others drives fast, and some crawl - in every lane. Dallas highway driving was a constant chore to avoid getting swiped by a massive tinted-windowed SUV piloted by a cell-phone holding soccer! Finally, for some reason the plains of Texas develop some nasty crosswinds on the highway. I've never before felt like my bike was actually going to lose traction because of the wind (previous bikes were all naked, while the gsxr1000 is fully faired), and this was quite scary. However, I found that I could avoid the winds by riding in the wake of large trucks, who sliced the wind, and left behind a calm zone 20 feet around their trailers.
I took a few pictures, and even some videos from my seat. But none were as nice as the artistic ones you can find on fliky or google images. Apparently it was Chief Seattle who said, "take only memories, leave nothing but footprints." I'd like to propose a blatant / cheesy modernized biker ripoff:
Take only memories, leave nothing but rubber...
Time for some changes
So after a full summer of incredibly great riding, and almost no time to write, I'm back on the web filled with incredible experiences and hopefully helpful insights for other current or aspiring NYC riders. Where to start?
How about starting at the top :)
I have a new bike.
I just rode cross-country on it.
I have my old bike, but will be selling it soon.
And I'm now officially an entirely different profile of rider, which is a mixed blessing.
It's time for some exciting posts!
How about starting at the top :)
I have a new bike.
I just rode cross-country on it.
I have my old bike, but will be selling it soon.
And I'm now officially an entirely different profile of rider, which is a mixed blessing.
It's time for some exciting posts!
Wednesday, September 5, 2007
Suzuki GSXR 1000 K7 vs. Buell Xb12Ss 2006
I'm so excited to write this review, because I know an entire community of Buell riders out there dying to finally know what the real difference is between an XB12 engine and the best of the litrebikes, the Suzuki GXSR 1000cc.
What a world of difference! I've tried to mirror the sections of my previous Buell vs. BMW K1200R review, for objectivity sake. I've also added a few sections that are specifically relevant to this litrebike category.
First impressions of the Suzuki GSXR1000 K7
I will never leave 1st gear, ever. Wow. Actually, the only reason to leave 1st is to save gas on the highway. In the city, I'll never leave 1st. That makes gear shifts entirely a thing of the past. Goodbye cruel world of shifting. The bike actually feels freakishly similar to the Buell in many respects.
Engine revving
This engine is meant to be revved very very very high. I lied in my first impression comment. There are actually 3 meaningful gears on this bike: 1st for aggressive city riding through the financial district, 3rd for laid back city riding through central park on a weekday, and 6th for the highway. Oh yeah - it has 6 gears instead of the 5 on the Buell, but I don't really notice. The one big difference that I haven't gotten used to yet is the throttle position. On the Buell, I used to really crank the throttle to accelerate, and that gave me the impression of really pulling out all the stops and accelerating like mad. On the GSXR1000, that same level of power can be found within a quarter inch, making full open throttle whacks either a thing of the past, or downright dangerous.
Off the line and low speed riding
The Buell is definitely punchier off the line. There's no getting around it's higher torque at lower revs. But the Suzuki has the same amount of punch if the engine is revved slightly before letting out the clutch. The one weird thing about the gsxr1000 is that the clutch friction zone is TINY compared to the Buell. On the Buell, I would frequently ride the clutch, in order to hit speeds around 35-50 miles. I frequently found myself clutching an acceleration on the Buell. On the gsxr1000, the off-the-line ride is completely different. You essentially clutch to get into 1st gear until about 10 mph, and then you're done. I have yet to find a need to ride the clutch. Instead, all of my speed control is done with my right hand. To summarize, with my clutching Buell habits, I still haven't mastered the art of releasing the clutch from start on the gsxr1000, but as soon as I do I can pull away as fast as the Buell in almost every way. One last thing I'll note is that the Buell somehow gave me the "feeling" of accelerating quite hard, while the Suzuki feels like I'm accelerating less hard, but gauging from the speedometer and the appearance of cars behind me, I'm actually accelerating much faster than a Buell. I've figured out why: the Buell's upright seating position meant that as I accelerated, my body leaned backwards, and so I had to hold onto the handgrips to stay on the bike - the result was an out-of-this-world holding-on-for-dear-life feeling of acceleration. The gsxr1000's seating is bent down more, and so as I accelerate, I feel my weight naturally transfer through my legs to my feet. I feel the acceleration less, but I'm accelerating faster than ever. It's weird and counter-intuitive.
Cruising speeds
The gsxr1000 gets 45-50 miles to the gallon, and because of it's HUGE 5.2 gallon tank, that means about 200 miles in between fill-ups. The Buell got 50-60 miles to the gallon, but only had a 3 gallon tank, which meant I filled up regularly at about 150 miles to the tank. Oddly, in a strange alternate universe sort of way, this ironically makes the gsxr1000 a better road cruising bike than the xb12ss. I still find that odd to say.
High speeds
As I said before, I really don't know why you'd need to shift on this bike. I stay in first all the time, and that means I can theoretically go as fast as 100 mph just in first. That's just an unnecessary display of power, but needless to say, when I shift to 6th gear, I've found I still have so much power I can accelerate out of any scary situation. The Buell always started to choke up around 85 mph, which tended to be my highway cruising speed up and down I-87 (where the rest of traffic tends to go 85-90mph in the left lane). On the gsxr1000, it's more more comfortable touring for long distances at 85mph, and doesn't feel stressed at all at 90mph. In fact, I needed to avoid a Jersey driver on the highway, and simply got out of his way with a quick flick of my wrist. Over and done with. Whereas on the Buell, getting out of the way would have been a concerted effort. So it's clear to me now that the Buell is a bike built for sub-60, while the gsxr1000 is a bike built for over-30.
Handling / steering
Perfection in every sense. People complain that the Buell is scary at high speeds, but I never found that to be the case - perhaps because I had the XB12ss. The gsxr1000 feels just like the XB12ss at turns. The width of the gsxr1000 makes it slightly harder to lane split, which is fine since that's illegal anyway :) Also, the turning radius of the gsxr1000 is about 2 feet wider than the xb12ss. While I could comfortably do a circle on a street with cars parked on both sides with plenty of room to spare, the gsxr1000 makes it 75% of the way, and then needs a k-turn. I think I'll get better at this, but for the time being, I'm less efficient at u-turns on the gsxr1000 because of the bike's increased apparent width, and somehow the weight feels higher off the ground. By comparison, the Buell's weight felt like it was 2" off the ground (vs. about 1 foot for the gsxr1000), and about half as wide (even with the buell side pucks installed). Bottom line: the buell felt like a smaller bike, because it *was* a smaller bike.
Braking
Buell wins, hands down. It's stopping is far more stable. On the gsxr1000, I need to squeeze the brakes more, and more gradually. I also need to be more carefully balanced over the center of the bike when I decelerate, or the front will start to wobble slightly. And by slightly, I mean that the gsxr1000 is moving micrometers, so this is a very small downside. But somehow, the Buell decelerated in perfect stability. Score one for Erik Buell's crazy front brake. I'll surely be looking into how I can increase the braking stability on my gsxr1000 to match the Buell. In conclusion, the Buell as of right now is a slightly safer city traffic bike because of it's smaller size and razor sharp brakes - and consequently, I've ridden the gsxr1000 with a larger cushion around me than I did with the buell.
Nit picks
The buell had me trained to like the gauges and display anchored to the front steering. The suzuki's display is part of the body, which means that when I turn the front wheel, the display kind of juts out at a weird angle. I'm still not used to that. The buell had me trained to actually using the clutch. If the gsxr1000 had a centrifugal clutch (like the ones found on gokarts), I'm confident that I would never use the clutch again. However, the gsxr1000 still has a clutch, and I haven't yet mastered the tiny friction zone on it. This means that in every sense, the gsxr1000 is an expert's bike. It's more challenging to control on the the left hand and on the the right throttle (tiny movements translate to large amounts of power - so much so that when I readjust my right hand on the throttle to a more comfortable grip on the highway, I have to be very careful not to blip the throttle too much and almost wheelie!). I've added the gel seat option to the gsxr1000, which makes a world of difference, and actually results in quite a comfortable ride. It took me all of two days to develop the back muscles and wrist muscles to adapt to the gsxr1000's difference ergo/posture, which meant one sore day. But after that, it's been perfect.
Ultimately, the gsxr1000 is like ten different bikes in one. If I keep the bike in 1st gear always and always ride sitting straight up, it's like my old Buell all over again. If I always ride in 3rd gear, it's like every BMW K series I ever tested. If I ride in 5th on the highway, it feels like the Ducati 999 I test drove, and if I put it into 6th, it's like the sportiest touring bike I've ever ridden. Then, if I change the riding modes from A (full power) to C (600cc power), I have my own 600cc or triumph speed triple. And believe it or not, every single one of these bikes wrapped into one is incredibly fun, very predictable, and an awful lot of fun. I'm thrilled with my purchase, but also grateful for having taken the time to grow into this bike. I can echo the generations of others before me passing advice down to new riders: take your time growing into a litrebike. But when you do, you'll be glad you waited, and you'll be thrilled with your new bike. I am.
What a world of difference! I've tried to mirror the sections of my previous Buell vs. BMW K1200R review, for objectivity sake. I've also added a few sections that are specifically relevant to this litrebike category.
First impressions of the Suzuki GSXR1000 K7
I will never leave 1st gear, ever. Wow. Actually, the only reason to leave 1st is to save gas on the highway. In the city, I'll never leave 1st. That makes gear shifts entirely a thing of the past. Goodbye cruel world of shifting. The bike actually feels freakishly similar to the Buell in many respects.
Engine revving
This engine is meant to be revved very very very high. I lied in my first impression comment. There are actually 3 meaningful gears on this bike: 1st for aggressive city riding through the financial district, 3rd for laid back city riding through central park on a weekday, and 6th for the highway. Oh yeah - it has 6 gears instead of the 5 on the Buell, but I don't really notice. The one big difference that I haven't gotten used to yet is the throttle position. On the Buell, I used to really crank the throttle to accelerate, and that gave me the impression of really pulling out all the stops and accelerating like mad. On the GSXR1000, that same level of power can be found within a quarter inch, making full open throttle whacks either a thing of the past, or downright dangerous.
Off the line and low speed riding
The Buell is definitely punchier off the line. There's no getting around it's higher torque at lower revs. But the Suzuki has the same amount of punch if the engine is revved slightly before letting out the clutch. The one weird thing about the gsxr1000 is that the clutch friction zone is TINY compared to the Buell. On the Buell, I would frequently ride the clutch, in order to hit speeds around 35-50 miles. I frequently found myself clutching an acceleration on the Buell. On the gsxr1000, the off-the-line ride is completely different. You essentially clutch to get into 1st gear until about 10 mph, and then you're done. I have yet to find a need to ride the clutch. Instead, all of my speed control is done with my right hand. To summarize, with my clutching Buell habits, I still haven't mastered the art of releasing the clutch from start on the gsxr1000, but as soon as I do I can pull away as fast as the Buell in almost every way. One last thing I'll note is that the Buell somehow gave me the "feeling" of accelerating quite hard, while the Suzuki feels like I'm accelerating less hard, but gauging from the speedometer and the appearance of cars behind me, I'm actually accelerating much faster than a Buell. I've figured out why: the Buell's upright seating position meant that as I accelerated, my body leaned backwards, and so I had to hold onto the handgrips to stay on the bike - the result was an out-of-this-world holding-on-for-dear-life feeling of acceleration. The gsxr1000's seating is bent down more, and so as I accelerate, I feel my weight naturally transfer through my legs to my feet. I feel the acceleration less, but I'm accelerating faster than ever. It's weird and counter-intuitive.
Cruising speeds
The gsxr1000 gets 45-50 miles to the gallon, and because of it's HUGE 5.2 gallon tank, that means about 200 miles in between fill-ups. The Buell got 50-60 miles to the gallon, but only had a 3 gallon tank, which meant I filled up regularly at about 150 miles to the tank. Oddly, in a strange alternate universe sort of way, this ironically makes the gsxr1000 a better road cruising bike than the xb12ss. I still find that odd to say.
High speeds
As I said before, I really don't know why you'd need to shift on this bike. I stay in first all the time, and that means I can theoretically go as fast as 100 mph just in first. That's just an unnecessary display of power, but needless to say, when I shift to 6th gear, I've found I still have so much power I can accelerate out of any scary situation. The Buell always started to choke up around 85 mph, which tended to be my highway cruising speed up and down I-87 (where the rest of traffic tends to go 85-90mph in the left lane). On the gsxr1000, it's more more comfortable touring for long distances at 85mph, and doesn't feel stressed at all at 90mph. In fact, I needed to avoid a Jersey driver on the highway, and simply got out of his way with a quick flick of my wrist. Over and done with. Whereas on the Buell, getting out of the way would have been a concerted effort. So it's clear to me now that the Buell is a bike built for sub-60, while the gsxr1000 is a bike built for over-30.
Handling / steering
Perfection in every sense. People complain that the Buell is scary at high speeds, but I never found that to be the case - perhaps because I had the XB12ss. The gsxr1000 feels just like the XB12ss at turns. The width of the gsxr1000 makes it slightly harder to lane split, which is fine since that's illegal anyway :) Also, the turning radius of the gsxr1000 is about 2 feet wider than the xb12ss. While I could comfortably do a circle on a street with cars parked on both sides with plenty of room to spare, the gsxr1000 makes it 75% of the way, and then needs a k-turn. I think I'll get better at this, but for the time being, I'm less efficient at u-turns on the gsxr1000 because of the bike's increased apparent width, and somehow the weight feels higher off the ground. By comparison, the Buell's weight felt like it was 2" off the ground (vs. about 1 foot for the gsxr1000), and about half as wide (even with the buell side pucks installed). Bottom line: the buell felt like a smaller bike, because it *was* a smaller bike.
Braking
Buell wins, hands down. It's stopping is far more stable. On the gsxr1000, I need to squeeze the brakes more, and more gradually. I also need to be more carefully balanced over the center of the bike when I decelerate, or the front will start to wobble slightly. And by slightly, I mean that the gsxr1000 is moving micrometers, so this is a very small downside. But somehow, the Buell decelerated in perfect stability. Score one for Erik Buell's crazy front brake. I'll surely be looking into how I can increase the braking stability on my gsxr1000 to match the Buell. In conclusion, the Buell as of right now is a slightly safer city traffic bike because of it's smaller size and razor sharp brakes - and consequently, I've ridden the gsxr1000 with a larger cushion around me than I did with the buell.
Nit picks
The buell had me trained to like the gauges and display anchored to the front steering. The suzuki's display is part of the body, which means that when I turn the front wheel, the display kind of juts out at a weird angle. I'm still not used to that. The buell had me trained to actually using the clutch. If the gsxr1000 had a centrifugal clutch (like the ones found on gokarts), I'm confident that I would never use the clutch again. However, the gsxr1000 still has a clutch, and I haven't yet mastered the tiny friction zone on it. This means that in every sense, the gsxr1000 is an expert's bike. It's more challenging to control on the the left hand and on the the right throttle (tiny movements translate to large amounts of power - so much so that when I readjust my right hand on the throttle to a more comfortable grip on the highway, I have to be very careful not to blip the throttle too much and almost wheelie!). I've added the gel seat option to the gsxr1000, which makes a world of difference, and actually results in quite a comfortable ride. It took me all of two days to develop the back muscles and wrist muscles to adapt to the gsxr1000's difference ergo/posture, which meant one sore day. But after that, it's been perfect.
Ultimately, the gsxr1000 is like ten different bikes in one. If I keep the bike in 1st gear always and always ride sitting straight up, it's like my old Buell all over again. If I always ride in 3rd gear, it's like every BMW K series I ever tested. If I ride in 5th on the highway, it feels like the Ducati 999 I test drove, and if I put it into 6th, it's like the sportiest touring bike I've ever ridden. Then, if I change the riding modes from A (full power) to C (600cc power), I have my own 600cc or triumph speed triple. And believe it or not, every single one of these bikes wrapped into one is incredibly fun, very predictable, and an awful lot of fun. I'm thrilled with my purchase, but also grateful for having taken the time to grow into this bike. I can echo the generations of others before me passing advice down to new riders: take your time growing into a litrebike. But when you do, you'll be glad you waited, and you'll be thrilled with your new bike. I am.
Friday, August 31, 2007
It's official: I have joined the Squid ranks
I am now a squid.
Wow, that hurt to say. My other posts have blatantly made fun of, name called, and generally disrespected owners of absurdly powerful 1000cc Japanese race bikes. After all, how impractically fast, unnecessarily torqued, ridiculously light these machines are known to be.
But let me step back a bit.
I went in to the dealership knowing I was going to scrutinize the GSXR 1000. I wanted one in yellow, for visibility sake. And I wanted one stock with no squid mods like tinted visors, removed rear view mirrors, exhausts, gold chains, or chrome (choke). And they had one, so I sat on it and "tried out the ergos."
I was impressed. At 5'11", I'm pretty much average if not slightly taller than the average rider, and I found the bike perfect for my fit. Sure, the lean was more intense than the Buell, but the magazines were dead-on; the Suzuki is by far the most comfortable of the sportbikes I've ever tried. After an extremely scientific comparison of every single major literbike and 600cc in the store's inventory, I can definitively say that sportbike comfort comes down entirely to knee-bend angle. The R1 had a ridiculous angle of bend, the Honda put my butt further back and so my knees were higher than normal, but the Suzuki was perfect. Though my entire body was generally rotated forward, my knees were bent at the same angle as on the Buell - A+. Also, I didn't have to sit crouched over all the time, and in fact given my arm length, I felt perfectly comfortable turning my head freely.
So I bought it. On the spot. And 3 hours later, I rode it away... into the sunlight.
Wow, that hurt to say. My other posts have blatantly made fun of, name called, and generally disrespected owners of absurdly powerful 1000cc Japanese race bikes. After all, how impractically fast, unnecessarily torqued, ridiculously light these machines are known to be.
But let me step back a bit.
I went in to the dealership knowing I was going to scrutinize the GSXR 1000. I wanted one in yellow, for visibility sake. And I wanted one stock with no squid mods like tinted visors, removed rear view mirrors, exhausts, gold chains, or chrome (choke). And they had one, so I sat on it and "tried out the ergos."
I was impressed. At 5'11", I'm pretty much average if not slightly taller than the average rider, and I found the bike perfect for my fit. Sure, the lean was more intense than the Buell, but the magazines were dead-on; the Suzuki is by far the most comfortable of the sportbikes I've ever tried. After an extremely scientific comparison of every single major literbike and 600cc in the store's inventory, I can definitively say that sportbike comfort comes down entirely to knee-bend angle. The R1 had a ridiculous angle of bend, the Honda put my butt further back and so my knees were higher than normal, but the Suzuki was perfect. Though my entire body was generally rotated forward, my knees were bent at the same angle as on the Buell - A+. Also, I didn't have to sit crouched over all the time, and in fact given my arm length, I felt perfectly comfortable turning my head freely.
So I bought it. On the spot. And 3 hours later, I rode it away... into the sunlight.
Wednesday, August 29, 2007
Thought process review: Suzuki "Litre" bike
Can I honestly consider myself a Squid? That'll be pretty hard to swallow. But every magazine and comparison review I read consistently puts the Suzuki GSXR 1000 at the top of the list. Supposedly it's power is intoxicating, and you never want for more.
Toughness: Great
Japanese bikes are notoriously abused. They never get oiled, they get dropped, stunted (aka "stun'd" on Craigslist), run through rain and snow, and generally neglected. Yet they still run like mad and get raced down the FDR and 9A at midnight and generally stand up (until they get run into a divider by a young squid who never learned to counter-steer).
Handling: Great
It's a sportbike, and every review I've read says "it holds lines well" which I presume is racer lingo for "it corners well and is stable". On the street, I like to say, "my bike avoids cabs". Maybe it's not as nimble as the Daytona 675, but the GSXR 1000 wheel base is comparable to the Buell XB12ss, so I'll be familiar with it.
Coolness: Ok-Great
Ok - so I could say I own the fastest production vehicle you can buy. I could go 0-60 faster than the fastest Ferrari's, Porsches, or whatever that other banker spent to drive next in the Hamptons. But something inside will die a little bit everytime I have to tell a co-worker, client, or colleague that I ride a "racing sportbike". I'll need to work on another term. For instance, I like how they call them "litrebikes" or "superbikes" in the UK.
Comfort: Ok
I just learned that the Suzuki has "the best ergos of the litrebikes". That's a good thing, but I doubt anything will top the Buell or a BMW. I'm going to have to try this out to be sure. My primary concern is that I retain complete freedom and neck movement. I'll need to "check my 6" every 3 milliseconds, and I don't want to have to look down my back every time. I need to be able to swing my head around freely, and I'm quite concerned about this point.
Summary: Ergos and the squid image are my primary concerns. But otherwise, I've always been curious about the legendary litre superbikes "they" always talk about. I just have to be careful to balance safety against the obvious other points above.
Toughness: Great
Japanese bikes are notoriously abused. They never get oiled, they get dropped, stunted (aka "stun'd" on Craigslist), run through rain and snow, and generally neglected. Yet they still run like mad and get raced down the FDR and 9A at midnight and generally stand up (until they get run into a divider by a young squid who never learned to counter-steer).
Handling: Great
It's a sportbike, and every review I've read says "it holds lines well" which I presume is racer lingo for "it corners well and is stable". On the street, I like to say, "my bike avoids cabs". Maybe it's not as nimble as the Daytona 675, but the GSXR 1000 wheel base is comparable to the Buell XB12ss, so I'll be familiar with it.
Coolness: Ok-Great
Ok - so I could say I own the fastest production vehicle you can buy. I could go 0-60 faster than the fastest Ferrari's, Porsches, or whatever that other banker spent to drive next in the Hamptons. But something inside will die a little bit everytime I have to tell a co-worker, client, or colleague that I ride a "racing sportbike". I'll need to work on another term. For instance, I like how they call them "litrebikes" or "superbikes" in the UK.
Comfort: Ok
I just learned that the Suzuki has "the best ergos of the litrebikes". That's a good thing, but I doubt anything will top the Buell or a BMW. I'm going to have to try this out to be sure. My primary concern is that I retain complete freedom and neck movement. I'll need to "check my 6" every 3 milliseconds, and I don't want to have to look down my back every time. I need to be able to swing my head around freely, and I'm quite concerned about this point.
Summary: Ergos and the squid image are my primary concerns. But otherwise, I've always been curious about the legendary litre superbikes "they" always talk about. I just have to be careful to balance safety against the obvious other points above.
Thought process review: Ducati
Whatever bike I'm going to get, it has to be more powerful than my current Buell Xb12Ss. That's not going to be easy. I've test driven some of the Ducati Monsters, and find them tremendously under powered. I guess that leaves me with (unfortunately) (sarcasm) just one option: the 1098
Toughness: Poor
The antithesis of a BMW, these things need to be serviced every 500 miles. Pieces break, parts snap, valves re-seat, cluthes don't slip, oil resevoirs bleed ... it goes on and on and on. I'm about to drive cross country on whatever bike I buy. Something tells me a 1098 isn't going to run through the rain / wind / dirt of the rockies / plains / deserts I plan to ride through.
Handling: Great
It's a racing bike, so it's made to handle. I've seen quite a few around NYC, so it must not be horrible to drive. Also, cabs will notice it and will stop and stare, rather than hit me, and that's a good thing.
Coolness: Ok-Great
It would be soooo cool to have a Ducati. Sort of. Somehow, after you purchase a Ducati, you become a toolish snob. It happens to everyone - I've seen the best become the worst. A Ducati does something to the human brain, which makes it clogged with pretentiousness and selfishness. This doesn't necessarily make a better rider in NYC. An anal-retentive rider can be a safe driver in some cases, but you can never love the bike so much that you wouldn't jump off it or put it between you and a charging cab / Jersey driver :)
Comfort: Poor
Google the words: "Ducati" "torture" "rack". Enough said.
Summary: As cool as it would be, I also know that Ducati's are expensive to maintain. And they break. Neither of those are great selling points. Ok, so their current marketing slogan is: 50% less maintenance. Ok, great, so 500 mile checkups only cost $1000, instead of $2000? Not for me. I don't think.
Toughness: Poor
The antithesis of a BMW, these things need to be serviced every 500 miles. Pieces break, parts snap, valves re-seat, cluthes don't slip, oil resevoirs bleed ... it goes on and on and on. I'm about to drive cross country on whatever bike I buy. Something tells me a 1098 isn't going to run through the rain / wind / dirt of the rockies / plains / deserts I plan to ride through.
Handling: Great
It's a racing bike, so it's made to handle. I've seen quite a few around NYC, so it must not be horrible to drive. Also, cabs will notice it and will stop and stare, rather than hit me, and that's a good thing.
Coolness: Ok-Great
It would be soooo cool to have a Ducati. Sort of. Somehow, after you purchase a Ducati, you become a toolish snob. It happens to everyone - I've seen the best become the worst. A Ducati does something to the human brain, which makes it clogged with pretentiousness and selfishness. This doesn't necessarily make a better rider in NYC. An anal-retentive rider can be a safe driver in some cases, but you can never love the bike so much that you wouldn't jump off it or put it between you and a charging cab / Jersey driver :)
Comfort: Poor
Google the words: "Ducati" "torture" "rack". Enough said.
Summary: As cool as it would be, I also know that Ducati's are expensive to maintain. And they break. Neither of those are great selling points. Ok, so their current marketing slogan is: 50% less maintenance. Ok, great, so 500 mile checkups only cost $1000, instead of $2000? Not for me. I don't think.
Thought process review: BMW
Maybe it's finally time for me to make the jump and own a K1200 of some sort, perhaps an S or R? But from my last review and test drive, I can still remember what a boat those bikes are. And I would ideally like something with some semblance of handling. But it needs to be tougher than wrought iron.
Toughness: Great
BMW's have perhaps the greatest reputation for lasting for hundreds of thousands of miles, in hot weather and cold. They can be dropped, and are built like tanks with steel frames, titanium bolts (just kidding).
Handling: Poor
See my previous post comparing BMW K1200R to the Buell. It was mind blowingly depressing. This makes me incredibly concerned about city riding.
Coolness: Ok
If not poor. I don't know anyone that gets excited about talking about their BMW. Instead, you end up getting excited about the riding experience itself. BMW riders don't talk about their bikes, they talk about their incredibly long rides through the wilderness and back. Eh.
Comfort: Great
What more can I say? I could fall asleep on a BMW. The seats are somehow 3 or 4 inches thicker than any other bike I've seen. I'm convinced a woman could deliver a baby on the seat of a BMW - it's that good.
Summary: Something about these bikes don't do it for me. They're just too boat-like ... and ... easy. They're like the automatic transmission / drive of motorcycles. I think I'm looking for a manual drive... to bring me closer to the road.
Toughness: Great
BMW's have perhaps the greatest reputation for lasting for hundreds of thousands of miles, in hot weather and cold. They can be dropped, and are built like tanks with steel frames, titanium bolts (just kidding).
Handling: Poor
See my previous post comparing BMW K1200R to the Buell. It was mind blowingly depressing. This makes me incredibly concerned about city riding.
Coolness: Ok
If not poor. I don't know anyone that gets excited about talking about their BMW. Instead, you end up getting excited about the riding experience itself. BMW riders don't talk about their bikes, they talk about their incredibly long rides through the wilderness and back. Eh.
Comfort: Great
What more can I say? I could fall asleep on a BMW. The seats are somehow 3 or 4 inches thicker than any other bike I've seen. I'm convinced a woman could deliver a baby on the seat of a BMW - it's that good.
Summary: Something about these bikes don't do it for me. They're just too boat-like ... and ... easy. They're like the automatic transmission / drive of motorcycles. I think I'm looking for a manual drive... to bring me closer to the road.
Tuesday, August 28, 2007
What bike?
And here I am again, a year after I purchased my Buell, asking the most exciting question known to mankind: what motorcycle will I purchase? (ok, maybe second to "Will you marry me?")
I've spent the entire day browsing, and dreaming about the bike. It's come down to three options:
-BMW
-Ducati
-Japanese liter bike
I've chosen to evaluate my options along four dimensions:
Toughness - will this bike stand up to the rate of about 15,000 miles per year, which is about how much I seem to put on my bike
Handling - is the bike going to stand up in the city? The bike will need to turn on a dime, stop on an oil slick, and accelerate like a pedestrian inline from a cab's hood
Coolness - does the bike give me the thrilling feeling of owning a motorcycle I'm proud of?
Comfort - I need 100% of my attention for safety, so I can't be concerned with knee cramps or a sore butt.
I've spent the entire day browsing, and dreaming about the bike. It's come down to three options:
-BMW
-Ducati
-Japanese liter bike
I've chosen to evaluate my options along four dimensions:
Toughness - will this bike stand up to the rate of about 15,000 miles per year, which is about how much I seem to put on my bike
Handling - is the bike going to stand up in the city? The bike will need to turn on a dime, stop on an oil slick, and accelerate like a pedestrian inline from a cab's hood
Coolness - does the bike give me the thrilling feeling of owning a motorcycle I'm proud of?
Comfort - I need 100% of my attention for safety, so I can't be concerned with knee cramps or a sore butt.
Monday, August 27, 2007
My bike is done :(
Not officially toast, but it won't be ready in time for my trip :)
And that can only mean one thing: I need to make a choice between prolonging / canceling my trip until next year (since it's starting to get cold), or I need a new bike somehow.
This is going to be a tough decision. Yet somehow it's extremely exciting.
Option 1: Prolong until next year
I'm planning to ride cross-country. I have the route planned, and my best friend will be accompanying me in his car while I ride. This has been months in the making, and if I bail now, the trip will have to wait a year. I've already booked the vacation at work, and made all the preparations. Mentally, I'm checked in to this trip so much that it would be absolutely devastating not to go now. As I type this message, I'm realizing more and more that this isn't even an option. Which means on to option 2:
Option 2: Get a bike
This has sub-options. I could Craigslist a bike, but I intend to drive at least 5000 miles in a week, and I'd be scared that any bike I buy used won't make it. I could pressure the HD guys to fix my bike faster, but they genuinely don't know what's wrong with it, and I've been there in person multiple times so I believe them somehow. I could buy another of the same bike I have and make the trip on it. Or I could buy a new, different bike, own two for a period of time and do side-by-side comparisons, then sell the old bike once it's been fixed.
I'm sold. I'm buying a new bike. :)
And that can only mean one thing: I need to make a choice between prolonging / canceling my trip until next year (since it's starting to get cold), or I need a new bike somehow.
This is going to be a tough decision. Yet somehow it's extremely exciting.
Option 1: Prolong until next year
I'm planning to ride cross-country. I have the route planned, and my best friend will be accompanying me in his car while I ride. This has been months in the making, and if I bail now, the trip will have to wait a year. I've already booked the vacation at work, and made all the preparations. Mentally, I'm checked in to this trip so much that it would be absolutely devastating not to go now. As I type this message, I'm realizing more and more that this isn't even an option. Which means on to option 2:
Option 2: Get a bike
This has sub-options. I could Craigslist a bike, but I intend to drive at least 5000 miles in a week, and I'd be scared that any bike I buy used won't make it. I could pressure the HD guys to fix my bike faster, but they genuinely don't know what's wrong with it, and I've been there in person multiple times so I believe them somehow. I could buy another of the same bike I have and make the trip on it. Or I could buy a new, different bike, own two for a period of time and do side-by-side comparisons, then sell the old bike once it's been fixed.
I'm sold. I'm buying a new bike. :)
Harley Davidson New York City
I just got off the phone with HD on Northern Blvd in Queens. My bike is toast, and will take weeks to determine what went wrong.
Normally, I would be furious. But somehow, I'm moved to write a review of Harley Davidson NYC. I'll say it simply: they are amazing. None of the staff there give you that weirdo creep-you-out feeling that many other bikes stores give you (that feeling like you're getting ripped off every time they open their mouths). Perhaps it's something to do with the Harley staff knowing that everything they have to sell is already ridiculously over priced (fat margins) that they're just happy that anyone's in the store at all.
Anyway, on to the review:
Customer service
Fantastic. I'm greeted at the door every time I walk in, and they make an effort to know me. The salesmen aren't sleazy, and they really do give you pros / cons of their different models. I do wish the Buell section were bigger, but they always have a couple bikes on the floor for the odd folks like myself to stare at.
Parts ordering
They do require a credit card, and that you show up in person when placing an order. It almost makes you feel like they've been really screwed in the past with faulty credit card phone orders. Nevertheless, I've done a lot of ordering to upgrade my bike, and have gotten to a point where they have my orders on file and now feel comfortable selling me parts over the phone. Like many New Yorkers, this is a huge blessing because I never have time to spare to make a trip anywhere in person.
Service
Frank. What more can I say? He's the most diplomatic service desk man you could ask for. He says it straight, yet somehow always makes you feel good. "It's going to be a while, but we'll get to it." "We're real busy here, and we're moving bikes pretty quick. But I don't see yours on the stand yet. It'll be up there tomorrow for sure." I've dealt with guys in the past who actually forget what bike is yours, but not so with Frank - he actually looks out onto the floor to make sure, and sometimes even walks over to the bike to check the status of the ticket - all while you're on the phone. The actual techs are simply world class. I can't tell you how many times I've swung by after hours only to find them working on their own bikes, and happy to run a diagnostic on the bike, or check the wiring. For instance, I blew a voltage regulator last winter, and my bike kept stalling. I stopped in late at night when the tow truck dropped me off, and sure enough two guys were in the back room. Now that's passion. That alone makes it worthwhile owning a Buell or Harley in NYC.
Location
Can you say $8 cab from Manhattan? It's perfect. My only complaint is that the cab ride back from the dealership to midtown can be a drag, since there aren't too many cabs that drive through Queens. And even fewer who want to pick up a guy that looks like he's only going over the bridge.
Summary
Great place, and they absolutely make the Harley / Buell experience in NYC. Without them, owning a Buell or Harley would be a miserable experience. The staff are worldclass, and they always go out of their way to help me.
Great work, guys!
Normally, I would be furious. But somehow, I'm moved to write a review of Harley Davidson NYC. I'll say it simply: they are amazing. None of the staff there give you that weirdo creep-you-out feeling that many other bikes stores give you (that feeling like you're getting ripped off every time they open their mouths). Perhaps it's something to do with the Harley staff knowing that everything they have to sell is already ridiculously over priced (fat margins) that they're just happy that anyone's in the store at all.
Anyway, on to the review:
Customer service
Fantastic. I'm greeted at the door every time I walk in, and they make an effort to know me. The salesmen aren't sleazy, and they really do give you pros / cons of their different models. I do wish the Buell section were bigger, but they always have a couple bikes on the floor for the odd folks like myself to stare at.
Parts ordering
They do require a credit card, and that you show up in person when placing an order. It almost makes you feel like they've been really screwed in the past with faulty credit card phone orders. Nevertheless, I've done a lot of ordering to upgrade my bike, and have gotten to a point where they have my orders on file and now feel comfortable selling me parts over the phone. Like many New Yorkers, this is a huge blessing because I never have time to spare to make a trip anywhere in person.
Service
Frank. What more can I say? He's the most diplomatic service desk man you could ask for. He says it straight, yet somehow always makes you feel good. "It's going to be a while, but we'll get to it." "We're real busy here, and we're moving bikes pretty quick. But I don't see yours on the stand yet. It'll be up there tomorrow for sure." I've dealt with guys in the past who actually forget what bike is yours, but not so with Frank - he actually looks out onto the floor to make sure, and sometimes even walks over to the bike to check the status of the ticket - all while you're on the phone. The actual techs are simply world class. I can't tell you how many times I've swung by after hours only to find them working on their own bikes, and happy to run a diagnostic on the bike, or check the wiring. For instance, I blew a voltage regulator last winter, and my bike kept stalling. I stopped in late at night when the tow truck dropped me off, and sure enough two guys were in the back room. Now that's passion. That alone makes it worthwhile owning a Buell or Harley in NYC.
Location
Can you say $8 cab from Manhattan? It's perfect. My only complaint is that the cab ride back from the dealership to midtown can be a drag, since there aren't too many cabs that drive through Queens. And even fewer who want to pick up a guy that looks like he's only going over the bridge.
Summary
Great place, and they absolutely make the Harley / Buell experience in NYC. Without them, owning a Buell or Harley would be a miserable experience. The staff are worldclass, and they always go out of their way to help me.
Great work, guys!
Sunday, August 26, 2007
My trusty Buell is giving me some troubles
It was really hot today. Like 95 with peaks around 100 or so. Celsius. Just kidding.
I went out on a nice ride with some friends, and noticed a problem - my bike started misfiring when it had run for a while (while = ~2 hours). If I let the bike cool down, I could start it up again and ride for an hour with no problems, but sure enough about an hour and a half or 2 into the ride, it would start sputtering.
This is a horrible experience. My trusty companion is failing on me. I rode it all the way back on the highway from Bear mountain, and on route 87, in the middle of peak traffic, the engine died at idle, leaving me powerless in the middle of traffic - ah!
I took it to the dealership, but since it was Sunday, they couldn't look at it. They were nice enough, though, to let me drop the bike off at the dealership until someone came back on Monday.
This is very, very bad timing given my planned trip coming up in three weeks!
I went out on a nice ride with some friends, and noticed a problem - my bike started misfiring when it had run for a while (while = ~2 hours). If I let the bike cool down, I could start it up again and ride for an hour with no problems, but sure enough about an hour and a half or 2 into the ride, it would start sputtering.
This is a horrible experience. My trusty companion is failing on me. I rode it all the way back on the highway from Bear mountain, and on route 87, in the middle of peak traffic, the engine died at idle, leaving me powerless in the middle of traffic - ah!
I took it to the dealership, but since it was Sunday, they couldn't look at it. They were nice enough, though, to let me drop the bike off at the dealership until someone came back on Monday.
This is very, very bad timing given my planned trip coming up in three weeks!
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