Woodcliff Lake, NJ - January 24, 2008... Motorcycle enthusiasts eagerly awaiting the arrival of BMW's new F 800 GS will need to be a bit more patient, as production of the middleweight dual-purpose enduro will be delayed due to worldwide demand for the popular F 650 GS.

The F 800 GS is expected to be available at US BMW Motorrad retailers in Fall 2008, making it a 2009 model.

Fulfilling a need for a pure off-road oriented motorcycle that still has all the power, handling and reliability required for long-distance adventure touring as well as on-street handling, the F 800 GS is perfectly positioned as a middleweight dual-purpose enduro. The bike, representing yet another market segment in BMW's dual-sport category, follows in the footsteps of its highly acclaimed "older brother" - the R 1200 GS - which traces its roots back to the early 1980s when BMW won the grueling Paris-Dakar rally four times with its trailblazing dual-purpose R 80 G/S.

The F 800 GS, BMW's latest dual-purpose enduro, features an asymmetrical double headlight and a look that is sleek, trim and 100% aggressive. With a compact 85-horsepower parallel twin engine, lightweight steel trellis frame and double-sided swingarm, along with a chain drive and longer front and rear suspension travel, there has never been a BMW dual-purpose machine offering such a unique blend of power, comfort and off-road muscle.

The 2008 BMW Motorrad GS line features the upgraded R 1200 GS and GS Adventure models, which will arrive in dealerships this Spring. Since their debut in 2004, the versatile R 1200 GS and its rugged companion, the R 1200 GS Adventure, have earned praise from motorcycle enthusiasts and the press for their exceptional performance both on and off the road.

The R 1200 GS has earned award after award, including Cycle World's Best Open Class Street Bike and the International Journalist's Panel "Best Bike in the World." For 2008, this go-anywhere motorcycle has several enhancements that meet the demands of serious motorcyclists on both dirt and pavement. A new aluminum handlebar which can be mounted in two positions offers increased ergonomics, making its seated (or standing while off-road) position even more comfortable. Its engine offers 5% more power and its new transmission ratios also mean quicker acceleration and better low-speed traction.

The R 1200 GS Adventure - named "Best Adventure Bike" three years in a row by editors of Motorcyclist Magazine - also offers a number of significant features that make it even more adept at riding to the ends of the earth. In addition to new design elements, including two-part, two-color hand protectors, the new 2008 R 1200 GS Adventure provides a taller windshield, adjustable seat and extra wide foot pegs making long days in the saddle both comfortable and enjoyable. A generous 8.7 gallon fuel tank allows the rider to cover vast areas of territory easier and optional ABS enhances braking safety when required.

The most significant technological development found on both the 2008 R 1200 GS and GS Adventure models is optional enduro ESA (Electronic Suspension Adjustment) technology (a first-time offering for BMW off-road bikes) with three damper settings - Sport, Normal and Comfort -- giving riders the option of customizing both front and rear suspensions to his or her specifications. Whether they are navigating the urban jungle or touring off the beaten path, these GS models have set a new standard for the entire adventure bike category.

Motorcycle enthusiasts got a preview of all three new GS models at Cycle World IMS shows this winter.


Press release via BMW

So what about the numerous model codes that we have also become acquainted with over the years, such as R, RS, S, CS, C, CL, GS, RT, RS, GT and LT?

The first time that ‘R’ was communicated was with the R 100 R of 1991. It means ‘Roadster’ of course. ‘S’ stands for Sport. It first appeared with the R 50 S and R 69 S and then again in 1973 with the R 90 S. More recently, the R 1100 S, R 1200 S and K 1200 S have proudly worn the ‘S’ designation.

There was a BMW car model series in the Sixties called ‘Coupé Sport’, or ‘CS’. In motorcycles, this designation was used in 1980 for the first time after the facelift of the R 100 S, but this time standing for ‘Classic Sport’. It also appeared with the launch of the rotax-powered F 650 CS in 2001, but in this case, meaning ‘City Scarver.

The RS designation appeared for the first time at a 17-round series for production racers. On the 1939 R 51 RS, it stood for ‘Rennsport’ (race sport) with the ‘SS’ designation standing for Supersport. From 1976 the ‘RS’ description became known as ‘Reisesport’ (travel sport), and has since been joined by ‘RT’ (Reise-Tourer – travel tourer); ‘LT’ (Luxus-Tourer – luxury tourer); ‘C’ (Cruiser); ‘CL’ (Cruiser und Luxus – luxury cruiser); and ‘GT’ (Grand Tourisme).

The ‘GS’ designation we know so well actually made its debut in 1980 as ‘G/S’ to mean ‘Gelände/Straße’ (off-road/on-road). There was also the ‘ST’, which was first used in 1982 for the street version of the GS. It stands for ‘Straße/strada’ (street) and can be seen on the latest R 1200 ST model.

The decision of BMW to produce motorcycles with in-line engines saw the bikes in these model series receive a totally separate designation.

The development designation ‘K’ was adopted as a series badge. As with the boxer models, the ‘K’ was followed by a number derived from the displacement of the in-line engine. BMW followed the same pattern with the single-cylinder machine that went on sale in 1993. This model series was given the designation ‘F’, referring to the ‘Funduro’ concept. More recently, the new generation of lightweight single-cylinder machines presented in 2006 took on the letter ‘G’.

BMW explored a totally different direction in its attempt to launch a new type of mobility concept. Its ‘enclosed motorcycle’ was christened BMW ‘C1’, the ‘C’ standing for ‘City’ – the main area of use for this two-wheeler. Meanwhile, the new off-road bike unveiled in 2005 saw BMW break for the first time with the naming systems used for boxer-engined motorcycles since 1923. It was dubbed the HP (High Performance) 2 (cylinders) Enduro. This range has since been expanded with the ‘Megamoto’ and HP2 Sport.

To be continued....

BMW took the new instructions as the signal to introduce a new internal naming system.

As the numbers 100 to 199 had already been assigned to aero engines, motorcycles were given the range from 200 to 299 and cars the 300-to-399 band. The existing motorcycle models were integrated into the new system according to their conventional designation. For example, in development documents the ‘R 32’ became the ‘232’. The sales designations traditionally used for motorcycles were retained, although modifications were made to the existing system. From the mid-1930s the nomenclature for the models reflected, as a rule, the engine displacement. For example, the 500cc boxer unit was named the BMW ‘R 5’ and its successor the BMW ‘R 51’.

BMW got back into its stride after the end of the Second World War with further developments of its pre-war models. The first post-war motorcycle was an only slightly modified version of the pre-war single-cylinder BMW R 23. As well as breathing new life into 1930s engineering, BMW also rekindled the familiar old designation system, and the first post-war model – presented in 1948 – bore the name BMW ‘R 24’.

When it came to motorcycles powered by boxer engines, BMW retained the familiar designation ‘R’ (followed by a number denoting the engine displacement) over the course of the decades that followed. Offshoots of the basic model were identified by added-on abbreviations: for example, ‘G/S’ standing for Gelände/Straße (offroad/on-road); ‘GS’ for Geländesport (off-road sport); and ‘RT’ for Reisetourer (tourer).

To be continued....

BMW acted to simplify the system in the mid-1920s. The references to the number of cylinders and model series were abandoned. Now the only entry in front of the project number was to denote an engine (‘M’ = Motor), transmission (‘G’ = Getriebe), a frame for motorcycles (‘R’ = Rahmen) or a chassis for cars (‘F’ = Fahrgestell).

And this was how the first ever BMW motorcycle got its name. The frame for the new bike was given the project number ‘R 32’ when it was entered into the project list. The engine was christened ‘M2B33’, later shortened to ‘M33’. The transmission used in the motorcycle bore the designation ‘G 34’. The internal project number for the frame construction saw the motorcycle unveiled with the official sales designation ‘BMW R 32’. Initially, all the brand’s motorcycles were issued with their name according to this system, a product of the design organisation. In the public use, the ‘R’ stands for ‘Rad’, a short name for Motorrad (=motorcycle) at this time. Interestingly, many mistake ‘Rad’ for the other sense of the word – ‘wheel’!

The mid-1920s saw an enforced change to this designation principle. Up to that point each motorcycle had its own frame construction. Now the designers started using the same frame for several models, although these could be distinguished by the engine variant fitted. This development meant that the sales designation for the models could no longer be based on the project numbers for the frames. The ‘R’ was retained, but was now followed by a two-digit number that differed from the design designation.

Motorcycles were to be given new sales designations. A system giving the single-cylinder machines single-digit sales designations and the two-cylinder units two-digit designations was hastily introduced.

With the acquisition of the Eisenach vehicle factory in 1928 the decision was taken to separate the numbering systems for aero engine, motorcycle and car development. The National Socialist authorities oversaw an intensification of rearmament in Germany from 1933. In order to simplify the expansion of the Luftwaffe, the Reich Air Ministry apportioned fixed numbering systems to its various engine manufacturers. BMW was given the range between 100 and 199.

To be continued....

Ever wondered how BMW motorcycles get their names? The history of the nomenclature for aero engines, motorcycles and cars is marked on the one hand by enduring lines, and on the other by surprising twists and turns.

As the company started out building aero engines, it was ancient history that provided BMW with the inspiration behind the naming of the first ones. The German Imperial Flying Corps arranged the engines for its aircraft according to output classes using a system based on Roman numerals, and the majority of engine manufacturers adopted this military coding for their product designations. The company used this naming system for both its water-cooled and air-cooled aero engines up to 1932 – from the ‘BMW IIIa’ to the ‘BMW XV’.

However, this military-inspired nomenclature sat rather awkwardly with the power units developed by the BMW engineers for cars and motorcycles. Instead, these engines were given the name ‘Bayern-Motor’ as a sales designation, usually followed by the output figure. A new designation system for these units was agreed within the company based around their technical fundamentals, such as the number of cylinders, their model series and project number.

This produced designations like ‘M4A1’ and ‘M2B15’, which looked decidedly secretive at first glance. Broken down, however, it was immediately clear to the initiated which product they referred to. The ‘M’ stood for ‘Motor’ (engine), the following figure for the number of cylinders, the letter for the model series and the final number for the project number in question. For example, the ‘M4A1’ was an ‘A’ series (large-capacity in-line) four-cylinder engine with the project number 1.

To be continued....

International auction house Bonhams & Butterfields will be offering for sale motorcycles previously owned by screen legends Clark Gable and Steve McQueen (pictured) at next month's auction at the Petersen Automotive Museum in Los Angeles.

Gable's 1934 Harley-Davidson RL and McQueen's 1970 Kawasaki G31 - hand painted by Von Dutch - are expected to be highlights of a sale with an already stellar line-up.

Bonham's annual auction at the Petersen is renowned for combining the best of the motoring world with that of popular culture. Consisting of motorcycles, hot rods, automobilia and, this year, an extensive collection of original Von Dutch items, the sale is a "must attend" for automotive and pop art aficionados worldwide.

Says Dick Messer, Director of the Petersen Museum, "Bonhams is one of the oldest, largest and most active auction house in the world and it's an honor to host this with them. The history, art and people represented in this sale, from the kings of the silver screen, to the king of counter culture (Von Dutch), to hot rods from the personal collection of the founder of the museum (Robert Petersen), is astounding."

The autumn sale is also scheduled in conjunction with the famous charity fundraiser, the Love Ride, and California Bike Week, so there will also be a myriad of activities for attending motorcyclists.

The date of the auction is Saturday, November 10th at 11:00 a.m. at the museum's location on Wilshire Boulevard in Los Angeles.

For final consignments, please e-mail motors.us@bonhams.com. To register to bid - remotely or in person - and to purchase illustrated catalogs, go to http://www.bonhams.com/us.

For general information about Bonhams and its 50 specialist departments worldwide, visit http://www.bonhams.com.


Press release via Bonhams & Butterfields

Woodcliff Lake, NJ -- September, 2007 -- Ever since the introduction of BMW's original Motorrad Navigator several years ago, sales of maps to BMW riders have fallen dramatically.

Subsequent generations of Navigator II, Navigator II Plus and Navigator III GPS systems further revolutionized long distance route finding for riders with their fast processing speed, fuel and water-resistant casing, and unique mounting cradle that enhanced portability as well as operation with gloved fingers. Now, BMW Motorrad has raised the benchmark in motorcycle navigation equipment yet again with the introduction of the BMW Zumo Navigator.

More compact and rugged than its predecessors, the BMW Zumo Navigator is packed with preloaded maps, high-end navigation features and an ample display screen to give riders the confidence to take the road less-traveled on their next trip.

Other key features of the new BMW Zumo Navigator include:

• Slick full black body design.
• Glove-friendly touch screen.
• Left hand controls, designed for motorcyclists.
• Special programming lock -- limits reprogramming while in movement.
• BMW specific software.
• BMW Dealer database.
• Mounting base plate compatible with BMW mounting brackets.
• TMC -- Traffic Receiver included with 3-month subscription.
• Custom BMW caps included -- set of three designs.
• Water resistant, shockproof and specially designed for motorcycles.
• Vibration-tested and built with fuel-resistant plastics to withstand the elements.
• Replaceable lithium ion rechargeable battery (included) for use off the bike up to 5 hours.
• Bluetooth wireless technology for phone communication.
• MP-3 Player for storing music.
• Compass feature equivalent to Navigator III.
• Shock-resistant, sporty carrying case.
• High brightness, sunlight-readable, UV-resistant display screen.
• Motorcycle console for trip information, including fuel gauge to remind riders to 'fill up.'

New York, NY, March 27, 2007 – Motorcyclists can now enjoy the freedom of handsfree mobile communication following the release of the BlueAnt Wireless Interphone Handsfree and Intercom.

To be launched as part of BlueAnt’s latest product line up at this week’s CTIA Wireless 2007 Event in Orlando, the Interphone will be on display within BlueAnt’s booth (#1173).  Easily attached to either full faced or open faced helmets, the fully weatherproof, water resistant Interphone incorporates a world class Digital Signal Processor (DSP) designed to reduce noise and echo to ensure excellent clarity of sound.

With automatic volume adjustment feature which fine-tunes to environmental noise caused by speed, the BlueAnt Interphone device enables excellent performance in speeds of up to 80mph.  The microphone incorporates an anti-noise and anti-echo feature designed to minimize noise and wind interference.  In order to increase usability and maximize safety whilst in use, the Interphone offers automatic voice answer,voice dialing and redial functionality.

The BlueAnt Interphone also incorporates an intercom capability which can be used between either pillion riders or motorcyclists riding in close proximity to each other (up to 490 feet).  This facility is enabled when two units are being used.

BlueAnt Wireless Senior Vice President Peter George, says, "This handy device was designed with focus on its operating environment.  Special attention has been given to the technology which eliminates external noise, which is changeable depending upon the speed of the rider.  Additionally, careful consideration has been applied to the device’s ability to withstand exposure from the elements, particularly rain”.

“It offers up to 10 hours talk-time and an amazing 700 hours standby time.  This is essential if the rider is on the bike all day for work, or on a long journey, and doesn’t have an opportunity to recharge the unit whilst on the run,” he said.

The Interphone Handsfree and Intercom is supported by BlueAnt's committed customer service program and 24-month hardware warranty.

The Interphone delivers a range of benefits including:

•    Wireless headset for your Bluetooth enabled cell phone at a range of up to 33 feet
•    Bike-to-bike Intercom for rider & passenger or two separate bikes up to 490 feet   
•    World class Digital Signal Processor (DSP) for noise and echo reduction
•    Excellent performance at speeds of up to 80mph
•    Microphone incorporates anti-noise and anti-wind feature
•    Automatic volume adjustment depending on speed induced environmental noise
•    All weather, water resistant including heavy rain
•    Large multi-function button for easy use with gloves on
•    Full duplex
•    Configurable with Bluetooth Headset compatible GPS devices
•    Easily mounts to all full faced and open faced helmets
•    2 clip mounts included - Clamp mount and Adhesive
•    Voice answer, voice dialing & redial
•    Up to 10 hours talk-time or 700 hours standby
•    2 year replacement warranty

MSRP- $189.00



For a list of available retailers, please refer to: www.myblueant.com/wheretobuy_online.htm

For product images, please visit our image gallery at www.myblueant.com/gallery.htm


Press Release Via BlueAnt Wireless

About BlueAnt Wireless
BlueAnt Wireless is Australia’s largest supplier of Bluetooth peripheral devices. BlueAnt’s product portfolio includes hands-free, stereo audio streaming and wireless communication products offering cutting edge technology, design and features. Based in Melbourne, Australia, BlueAnt has expanded its operations to the U.S with a North American office located in New York. For further information, please refer to BlueAnt’s North American website: www.myblueant.com

Can you hear me now? These revamped WWII-era field phones come with no frills, fees or frustrations. Just wind up the generator, dial the number and you're good to go.

"Bob ate a what?" "Did you say bar-b-que underpants?" Never get cut off or miss important calls like these again. No matter where you are in the world, communication is always analog clear on the CellNo Phone. Works on new, superlow 10 kHz BWF and is good for up to one hour of free conversation per ten windings. Need more time? Just keep winding. Low power? Ditto. Comes complete with flip-out polaroid pinhole camera and rider-to-rider conversion kit. Specify chain or belt drive. Not Bluetooth compatible. Leather and bakelite. 7"x10"x4". 17 lbs.

# EMO $999.26

Features:

• No fees
• No "poor reception" calls
• Impossible to misplace
• Attractive, aged leather case and strap
• You won't find one of these anywhere else 
• Integrated, vintage flip-out camera 
• April Fools

To get a free catalog call 800.222.1994 or email catalog@aerostich.com

To order or for further information, contact Aerostich/RiderWearHouse
Phone: 800.222.1994
Fax: 218.720.3610
Web: http://www.aerostich.com/
Email: press@aerostich.com

Contact:
Andy Goldfine agoldfine@aerostich.com or Lynn Wisneski lwisneski@aerostich.com

In Brian Catterson's "Cat Tales" column in our March 2007 issue, he asked readers to sign the petition to save the fabled Autodromo di Monza. Here's a link to that site (and yes, we realize it's in Italian).

http://www.petitiononline.com/m0nz4/petition.html

And here's a more irreverent version translated into English.

http://www.petitiononline.com/monza/petition.html

Thanks for doing your part!

In our March 2007 issue's "MC Garage" section, we featured an inexpensive hop-up of the Suzuki DR-Z400SM. Space constraints prohibited us from running a full parts list, but we promised to post it online. Here, then, is where you can find all the items mentioned in that article.  

SOURCES

Suzuki OE parts
See your local dealer
www.suzukicycles.com
Renthal Fat Bar 56111-35G00 $196.47
(2) '07 front axle sliders, complete set $40.40
(2) '07 rear axle sliders, complete set $40.98
'07 rear axle locknut $2.12
(2) '07 bar ends 56200-29840 $25.63 each = $51.26
'07 ignition switch 37110-29FA0 $64.65
'07 upper handlebar clamp 56221-35G00 $42.33
(2) '07 lower handlebar clamps 56242-28C60 $25.04 each = $50.08
(4) bolt 51166-35F00 $3.92 each = $15.68
(2) nut 08319-31107 $1.33 each = $2.66
(2) spacer 56243-42A00 $3.55 each = $7.10
TOTAL $513.73

Cycra Racing
171 O'Neill Dr.
Hebron, OH 43025
(740) 929-0188
www.cycraracing.com
M2 Spines Handguards $44.95
Probend Billet Handguards (handlebar mount) $109.95
Probend Racer Kit (triple-clamp mount) $129.95

Dynojet Research, Inc.
2191 Mendenhall Dr.
North Las Vegas, NV 89081
(800) 992-4993
www.dynojet.com
Jet Kit $64.89*
*3x3-inch airbox mod required

Galfer USA
310 Irving Dr.
Oxnard, CA 93030
(800) 685-6633
www.galferusa.com
Front brake line FK003D291 $70
Rear brake line FK003D264R $53
Front brake pads FD164 $35.97
Rear brake pads FD093 $35.97
TOTAL $194.94

Race Tech
1501 Pomona Rd.
Corona, CA  92880
(951) 279-6655
www.racetech.com
.46 kg-mm fork springs
5.7-kg-mm shock spring
Gold valves for fork & shock
TOTAL $799.41

Rhino Motorcycle Products LLC
P.O. Box 20181
San Jose, CA 95160
(408) 313-8113
www.rhinomoto.com
Fork sliders $59.99
Swingarm sliders $59.99

Yoshimura R&D of America, Inc.
5420 Daniels St.
Chino, CA 91710
(909) 628-4722
www.yoshimura-rd.com
RS3 Comp-Series Slip-On, Stainless Steel $375

There comes a time in a relationship when parting becomes the
necessary

WORDS: Ralph Couey
Photo: Courtesy of Darryl Cannon: Killboy.com, Powerhead Productions

There comes a time in a relationship when parting becomes the
necessary, even logical thing to do. For riders, a guy especially,
the time we spend with our bikes is less "ownership"
than "relationship." Over the years and the miles, a bond develops
between us and our machines. It's difficult to articulate exactly
why this is so.

In most cases, riding is viewed as a solo activity. Whether it's a
ride through spectacular natural beauty, a vigorous prosecution of
hairpins and switchbacks, or simply time spent clearing one's head,
the experience is an internal one. Ronald Reagan once said, "The
best thing for the inside of a man is the outside of a horse."
Change "horse" to "motorcycle" and most riders would sagely nod in
agreement.

A motorcycle, despite our willful anthropomorphizing, is a mechanical
construct; an engineer's vision executed by an assembly line. Many
would insist that it is a soulless collection of metal and plastic
parts. But once in the saddle, we can feel the collection of
parts rise and transcend themselves to a higher plane of existence,
taking us along for the ride.

Riders change, acquiring more skills as time goes on. The bike that
was such a challenge to us in the beginning now seems to be unable to
follow us to the places our skills can take us. "Upgrade" is the
operative word here. Also, our habits change. At first, maybe we
were content to commute and take rides in the country over the
weekend. Now perhaps we feel the horizon calling and need a bike
that can haul camping gear and a couple changes of clothing. Also,
we have a desire to share the things we love with the people we love,
which means that person needs to have a comfortable place to enjoy
the ride.

Whatever the reason, we will find ourselves one day ruminating about
Making a Change.

I found myself in that spot over the past two months. My bike, a
1995 Honda PC800, has been my constant companion for the last 8
years. In that time span about 75,000 miles has receded in the rear
views. The bike still navigates twisties like a micro surgeon and
the engine still hums like a Swiss watch. With new shocks, springs,
and cables, a measure of the machine's youth has been restored. But
my wife, whom I readily admit to loving more than my motorcycle, has
continually expressed her desire to accompany me on my trips. She
has never been comfortable on the PC, complaining that the seat was
too hard and the wind kept trying to rip her half-face helmet off of
her head. So, with 94,000 miles showing on the clock, I made "The
Decision."

I half-heartedly posted an ad on our group's website. Almost
immediately, the e-mails began coming in. One potential buyer from
Western Canada dropped out based on the reality of distance and the
onset of winter. Others wrote and asked polite questions, then never
came back. One day, I received a note from a fellow in a town that
was only about 40 miles down the road. And on a cold November
afternoon, he appeared at my front door, a delightful individual with
a ready smile, full of anticipation.

We went to the garage and after several minutes, I fired up the
engine and with some trepidation, watched him ride off down the
street. It was similar to the first time I saw a young lad take one
of my daughters away for an evening of movies and fun. While he was
gone, I nervously puttered about the garage. My hands were busy, but
I was at war with myself. It was hard to think about that empty
space in the garage.

After a period of time, he returned, wearing a big smile. My heart
sank a little. He shut down the engine, swung off the bike, and
after some conversation, looked me dead in the eye and said those
fateful words, "I like what I see." We haggled, settled on a price
and shook hands. He would return in a week to pick up the bike. He
then said something surprising. "I'll need you to ride the bike to
my home, because I don't think I can find anyone to bring me up
here." I felt like he had unintentionally tapped into the emotions I
was feeling. He was giving the chance for a farewell ride. Of
course, I accepted.

After he left, I went into the house wearing a sad look. My wife
looked at me and asked what had happened. I mumbled, "He wants the
bike." The silence of the house was broken by her shriek of
joy. "Now we can get that insulation done on the house!" I looked
at her with surprise. I felt like we were selling a church in order
to pay off a credit card. I guess it is hard to mix the magical with
the mundane. Of course, she was right. Our outrageous heating bills
from last winter made this a very necessary thing to do.

Later, I went back out to the garage, got out the polish and lovingly
gave the bike a beautiful glow. As I worked, my mind went back over
the years, remembering all the special times. The time in Colby,
Kansas, getting caught in a surprise late-season snowstorm. And the
night I pulled into my campsite at Two Harbors, Minnesota after a 700-
mile day to find Lake Superior aglow with the silvery touch of a
majestic full moon. I remembered the group rides I hosted in
Missouri, looking back to see a line of 16 motorcycles following us
through the Weinstrasse in eastern Missouri. The marvelous, gentle rhythm
of the road through the Flint Hills of Kansas; the plains of Texas
and New Mexico under a bright summer sun. The Rockies, the
Sacramentos, the Alleghenys. Tombstone, Arizona; Estes Park,
Colorado, the Keweenaw Peninsula in Upper Michigan, Lake Erie, and
the penultimate experience of Deals Gap. All the places that had
feasted the eyes and touched the soul the bike and I shared in that
somehow indescribable way.

Finishing up, I stepped back, taking in the bike. It was beautiful.
In a way, I was saying goodbye and thanking this machine for all the
wonderful days we had shared.

That last ride down the Pennsylvania Turnpike was perfect. It was a
glorious sunny day, so unusual for November in the Alleghenies. I
rolled through the gentle twists, the bike gliding effortlessly. All
too soon, the ride ended, the transaction completed, and my wife and
I were pulling away. One last time, I looked back, seeing the bike's
new owner regarding the machine with that quintessential new bike
owner's grin. My sense of loss was tempered by the comforting
thought that the bike had gone to the right owner, one who understood
the magic.

Come springtime, another bike will occupy
The Sacred Space in the garage. More trips will be made, more places
will be visited, and many more miles will unwind in the rear view
mirrors. Another relationship will be forged. I guess in the end,
it's not just the bike; it's the ride that makes the magic.

And it's that magic that makes riding an unforgettable act of spirit
and passion.

On-road, off-road and everything in-between

The majestic craggy peaks and deep ravines of the Drakensberg Mountains and the vast dusty plains of the Great Karoo desert are contrasted by miles of untouched beaches flanked by superb roads against a backdrop of an African sky. Needless to say, South Africa offers all bikers a spectacular ride.

In fact, we’d go so far as to say that the country was built for biking and especially for any of the BMW GS range of motorcycles. We all know that ‘GS’ is a German acronym for Gelande Strasse which translates roughly to ‘off-road’ (gelande) and ‘on-road (strasse). South Africa offers any aficionado great Gelande, superb Strasse and everything in-between such as phenomenal eating and unrivalled hospitality for an unbelievable yet affordable getaway. That’s according to Jurgen Muess, the owner of Cape Town-based Karoo Biking which specialises in BMW motorcycle tours and rentals.

"I attribute our success to our intimate knowledge of South Africa’s less travelled roads, striking the right balance between on- and off-road riding, the affordable luxury South Africa offers and of course, the excellent client service which we focus on providing," says the impossibly tall German who has made Cape Town his home.

Launched in 2002, Karoo Biking has conducted countless successful tours in German and English as the testimonials on the website confirm. Located at www.karoo-biking.com the website is well worth a visit as it not only includes detailed day-to-day itineraries of its range of current tours but also galleries of past tours, insights into South Africa and useful tips of what to bring.

Although Karoo Biking currently offers nine guided tours it also has self-guided tours for the more confident traveler in-search of a solo experience. The standard group tours however, vary in length and price and include airport transfers, accommodation, catering, the motorcycle rental with unlimited mileage, insurance, maps and a tour guide. Here’s a list of the standard tours.

•    14 days - Karoo Gardenroute Tour, 3,300 kms.
•    10 days - West Coast Tour, 2,800 kms.
•    10 days - Around Lesotho Tour, 2,500 kms.
•    Day trip - Cape of Good Hope, 200 kms.
•    14 days - Cape Town to Jo'burg Tour, 4,000 kms.
•    9 days - African Adventure Tour, 2,000kms.
•    12 days - Great African GS Challenge Tour, 3,000 kms.
•    7 days - Karoo Gardenroute Tour, 2,000 kms.

Karoo Biking has also recently launched a two-week 3,300 km trip which starts in Windhoek (the capital of neighbouring Namibia) and which winds its way down Southern Africa’s west coast to culminate in Cape Town. The city-to-city tour promises incredible scenery from cityscapes to desolate Namib Desert dunes.

With both on- and off-road riding, the Windhoek to Cape Town tour is an epic tribute to solitude and uninterrupted riding. The two weeks spent exploring one of the world’s oldest deserts and its second largest canyon will be punctuated by the razzle-dazzle of city lights.

For many, South Africa is but an overnight flight away and because it’s based in the Southern Hemisphere, it is the ideal way to extend the biking season as winter hits hard at home. "Astride top of the range machines from the most recent BMW line-up, we’ve fine-tuned our motorcycle tours to offer you customers not only the best possible riding experience, but also an extraordinary South African adventure," concludes Jurgen enthusiastically.

Fast-Acting cure for the common commute

WORDS: Tim Carrithers

Milwaukee is only cranking out 1400 of these warmed-up Screamin’ Eagle V-Rods to commemorate 23-year-old A. Hines Pro-Stock drag racing dominance. His 160-inch air-cooled two-valve pushrod version is presumably quicker (6.968 seconds @ 197.45 mph) and stronger (360 lb/feet of torque, measured at the clutch) but this one looks like a better bet for navigating Highland Avenue to the 101 South at 6:30 p.m. without being *** for a pair of handcuffs.  Besides, I have the keys and a full tank of gas.

Three blocks out and one thing is abundantly clear. The `Rod takes some serious getting used to. Drag bike steering geometry is a tad bit cumbersome when you’re trying through bumper-to-bumper humanity on 678 pounds of Milwaukee’s finest. The American Chiropractic Association had nothing to do with Harley’s Clamshell riding posture. Those clams at Fisherman’s Warf never looked all that comfortable with it either, now that I think of it. Still, looking cool tends to dull the pain enough to sit through an hour’s worth of freeway before the lumbar spine doth protest.

But here’s my new favorite thing. Stop the bike, turn, switch the ignition off and walk away. Delphi electronics in Harley’s Smart Security System key fob disable the starter, ignition system and EFI.  Saddle up again and the magic fob turns everything back on from inside your pocket. No fumbling around with the key. Just turn the switch and go. Slick.

Give it some real estate to reel in and the bigger-bore 1245cc Revolution twin standard pulls hard enough to inspire a firmer grip. It’s smooth like silk at 70 mph. Gearbox? Flawless. Fuel injection? The same. Fuel disappears at a predictably rapid rate - The four-pot Brembo front brakes are genuinely stellar. Passenger accommodations fairly define cruel and unusual punishment for those who have outgrown their GrrAnimals.

Lobbying for a $20,000 tactical adrenaline pump that services one customer may be somewhat challenging in a double occupancy household. If your powers of persuasion come up short, I have one last suggestion short of open collusion or coercion. Buy two.

Our Screamin’ Eagle V-Rod came with Harley’s Smart Security System. Walk away from the bike with that key fob automatically immobilizes engine electronics until you return.

Andrew Hines on the Pro-Stocker at Sears Point

Most of you probably don’t know this (we sure didn’t), but recently crowned MotoGP World Champ Nicky Hayden is bit of a basketball fan.

WORDS: Mitch Boehm

Most of you probably don’t know this (we sure didn’t), but recently crowned MotoGP World Champ Nicky Hayden is bit of a basketball fan.

"Nicky is a big hoops fan," Red Bull’s Jordan Miller told us recently, "and so when we took Nicky to a Lakers game I called the team and asked if we could get a meeting with Nicky and Kobe. The Lakers asked Kobe if he'd meet Nicky, and they called me back and said Kobe'd meet with Nicky after the game. Kobe rides, and so they chatted for a couple minutes. Nicky gave Kobe a couple Championship jerseys we and Alpinestars had made up, and a pair of the Red Bull U.S. Grand Prix gloves. Nicky invited Kobe to the Red Bull U.S. Grand Prix, so maybe we’ll see him there this summer."

 ... roads iced over or crusted in salt, and an average temperature hovering around 20.7 degrees F

WORDS: Aaron Frank

I rode my GSX-R yesterday. In fact, it was the third time that I've ridden it in the past week. Not unusual, you might say, except that I live in Wisconsin and it's January. In a typical month of January we might expect to see 14 inches of white stuff falling from the sky, roads iced over or crusted in salt, and an average temperature hovering around 20.7 degrees F. The past two weeks have been anything but "typical," though. Temps have been lodged in the forties and fifties, we've only had one snowfall so far this year (a month ago, it all melted in days), and the lakes haven't even frozen over yet-frustrating those of us who like to keep our go-fast skills sharp racing dirtbikes on the ice. If it weren't for the changing calendar, you'd swear it was still October here. Not that I'm complaining-I'm not suffering the riding withdrawals that winter normally brings, but it does change things. When you're still riding every week, there's not the same off-season opportunity for leisurely bike projects, overdue teardowns or long-term rebuilds. The annual New Year's Day ride-traditionally the litmus test for the true hardcore Midwest riders-isn't nearly as epic on a sunny, 55-degree day. And man, what I wouldn't give to roost a little ice... Believe me, I'm just as nervous about global warming as the next long-haired, dirt-worshipping, granola head, but a few more weeks of riding time each year might go a long way to calming those fears. I can always eBay my cross-country skis or hockey skates to finance another set of sticky tires. Just as long as both coasts don't end up under water, and all you displaced motoheads don't start heading to Wisco and crowding our great roads.

My last motocross outing had ended with a crash and an ambulance ride

WORDS: Angie Loy

Last November, Jan Plessner, Public Relations Manager at Kawasaki, emailed me with an exciting offer. She had just returned from a dual-sport trek and was itching to go again, this time with friends. Normally I would accept any invitation to go on a motorcycle ride, but just this once I kindly refused. My last motocross outing had ended with a crash and an ambulance ride (http://blogs.motorcyclistonline.com/1002524/events/moto-x-mishap/index.html), and I wasn’t ready to eat more dirt.

Disappointed with my answer, Plessner responded with a simple solution: Dirtbike School. She coordinated a private day of lessons for me in the dirt lot adjacent to Kawasaki’s headquarters in Irvine, California, with MSF instructors Bonnie Warch and Andrea Beach from coach2ride.com. (Look for my review in a future issue of Motorcyclist magazine). Upon completing the school, my confidence was back, my fear of dirt riding was gone and I was ready to go dual-sporting.

So we did.

The riders–Andrea, Bonnie, Jan and Jeff Herzog, Senior Media Relations Coordinator at Kawasaki–met on November 29th  in Ramona (which for you MotoGP fans happens to be John Hopkins’ hometown). Our adventure began through the back country of San Diego County, Beach and Warch’s usual playground. Kawasaki supplied us all with KLX250s, a perfect motorcycle for this ride which encompassed both dirt and pavement.

We began on the dirt fire roads through the Pamo Valley and then hit the pavement through some twisties to the Sutherland Dam and Santa Isabel, and the famous Julian Pie Company, where I had a slice of the best pie I’ve ever eaten. It was a 4-hour loop through the lush countryside and quaint surrounding towns, and as many of you know, a barren landscape is hard to come by in SoCal, so it was a real treat. As we were heading pack to Ramona, Andrea pulled off the road and pointed to a ranch on the hill. I couldn’t believe what I was seeing: a camel farm! Why would someone raise camels in San Diego County? I could only guess to satisfy the needs of some eccentric millionaires’ diets of raw camel milk and cous cous. It was a perfect Twilight Zone moment. Amused, we all headed back and said our goodbyes.

So, thanks to Jan, Jeff and the gals from coach2ride.com, my confidence in dirt riding was elevated and it was fun again. I’m not sure I’m ready to go back to the motocross track and hit the doubles, but for sure I’ll go dirt biking again.

I could have sworn that Carl Fogarty had been the road developer

WORDS: Luke Dunphy

At least 4 of us showed up every Sunday.  It was like clockwork.  We usually met on base by 7:00 at the gas station.  Other than the chuckles at the insane arrival announcement of Mike’s full race exhaust on his Mille R, it wasn’t until coffees had been sipped and the final yawns had been exhausted that anyone even really spoke to each other.

It was always the same conversation.  Where to this time?  London?  Nottingham (which was the location of the only Hooters restaurant in Britain)?  The coast?  Donington or Brands Hatch race circuits?  There was a plethora of riding havens for a small army of leather-clad sport bikers such as ourselves, but there was one ride which had become our default Sunday morning religion.  The Haverhill Run, as we affectionately named the route, is and was an unforgettable, dream-inspiring stretch of faultless pavement from Newmarket to Steeple Bumpstead. 

Beginning with gently rolling hills and sharp 90-degree turns weaving between the property lines of wheat farmers, the route quickly became a tight and twisty rollercoaster upon entering a thickly wooded forest.  Feet gestures to the riders behind us warned of the few road hazards, sometimes including rather large raptors devouring fresh road kill.  The intermittent shadows created by the tunnel of trees overhead created difficult yet exciting challenges to the eyes of each rider, sometimes even creating a strobe light effect on my windshield.  Ten miles later, the lone Hayabusa in our unit was rewarded for his efforts with a short stint south on a 4-lane A road.  British Police were nonexistent this early on Sundays, so even the big Busa was able to stretch its legs on this road.

We finally arrived at the section of the run that we really came for, virtually free of 4-wheeled cages.  Haverhill Road was nearly impossible to find without trying to get lost.  Defined by its racetrack-like road surface and steep elevation changes, the snake-like road allowed a constant line of sight through 2 turns ahead and so allowed us to challenge each other into, and out of, many of the tight and twisty turns.  Oh, and the chicane!  I could have sworn that Carl Fogarty had been the road developer here.
 
I went down only once in over 25 trips to here, a lowside when my rear tire clipped the sand at the edge of the road at a significant lean angle.  I never let go of the clutch and my frameslider took 100% of the damage.  I still got my knee to the ground in 2 of the next 3 corners after picking the bike up.

To this day I am still looking for a default ride in my area with even a fraction of the appeal and character of the Haverhill Run.  I’m sure there’s a fresh group of riders who utilize the very same gas station, and who chuckle at the audible oncoming of the ridiculously (yet very awesome) loud pipes of Mike’s Mille R, which I’m sure he still has.  And no one says much of anything until the coffee has burned the sleep off their tongues and it becomes time to figure out where they’re going.  Maybe this Sunday it’ll be the Haverhill Run again.  I hope Mike doesn’t email me about it.  It took me two years to get it out of my dreams.  Then again, maybe I’ll email him today and ask where they rode to this weekend…

Motorcyclist magazine would like to welcome and introduce you to the newest edition of our staff, Aaron Frank, Editor-at-Large.

Motorcyclist magazine would like to welcome and introduce you to the newest edition of our staff, Aaron Frank, Editor-at-Large.

Aaron worked for Motorcyclist magazine from 2001-2002, quickly proving himself as both a fine writer and rider. In 2003 he ended his stint with Motorcyclist to help launch Primedia publication Super Streetbike, a lifestyle magazine focusing on freestyle riding and "stuntin’," as we like to call it. There he served as Editor-in-Chief.

Aaron was invited back to Motorcyclist at the end of 2006 and, fortunately for us, he accepted. Aaron’s young perspective and adventurous nature is going to give Motorcyclist a fresh new zest with his goal of assisting the other editors in producing "the smartest, savviest—and coolest—motorcycle magazine you’ve ever read."

Look for Aaron’s work in future issues. As an expert roadracer, he’ll be Motorcyclist’s "fast guy" at future sportbike press intros. Like he says, "It’s always better to ride a fast bike fast than it is to do anything on a slow bike."

Don’t miss Aaron’s first editorial in the March 2007 issue of Motorcyclist.

Interceptor, Hurricane, Ninja, Katana…

WORDS: Aaron Frank

Interceptor, Hurricane, Ninja, Katana… During their infancy, pretty much every sportbike built was gifted with a bold, vaguely sinister name intended to strike fear into the heart of riders everywhere-especially those riding bikes from competing brands. Remember Honda's famous ad tag line, "Even the Ninja knows to hide from the Hurricane?" Unfortunately, it wasn't just other riders that were scared of these names. Insurance adjusters (and certain hyperventilating politicians) were downright terrified by the image they projected, and in an attempt to avoid skyrocketing insurance rates and potential performance-limiting legislation, Japanese manufacturers abandoned the nomenclature of speed and replaced these famous monikers with more benign-sounding stings of letters and numbers that weren't so blunt in their intentions. Unfortunately, numerotextual names like CBR1000RR or YZF1000R1-LE sound nowhere near as sexy or romantic as the Tornados, Rockets, or Phantoms of the past. Unlike insurance agents or politicos, though, the sportbike population remains hopelessly romantic: witness the affectionate "Gixxer" nickname that far outpaces the more politically correct GSX-R1000 in casual usage, or the staying power of the name "Ninja," (which, it's worth noting, Kawasaki never abandoned), frequently used by the idiot squid population as a generic descriptor for any sportbike, interchangeable with the term "crotch rocket." For those of us who miss sportbikes with real names, there is evidence that this trend might be reversing. Consider naked bikes, those *** stepchildren of sportbikes, nearly all of which are gifted with gloriously thuggish names: Monster, Brutale, Bandit, Fazer, Speed Triple, Tuono, insurance adjusters be *** Mark my words: meaningful names are coming back to sportbikes sooner than later. Nostalgia is a powerful potion in the marketing of modern motorcycles. In the nineties the industry was driven by boomers buying up classic cruisers that resembled the bikes they grew up idolizing in the fifties; the mid-naughts, it appears, are owned by flower children clamoring for hippie-hearted Bonnevilles, Scramblers and Sport Classics. How many more years will it be before the Gen X kids who grew up with high, hard ones for Hurricanes and Ninjas start pining for plastic-wrapped, retro CBR600s and neon lime-and-purple ZX7s in their local dealerships? Not long enough, I'm guessing, and when they come, they will be named.   

It was by pure luck that my new neighbor Drew happened to be an avid motorcyclist ...

WORDS/PHOTO: Luke Dunphy

It was by pure luck that my new neighbor Drew happened to be an avid, experienced motorcyclist, 10 years my senior.  At only 20 years old, I purchased a ‘97 GSXR 600, my first serious sport bike and second bike overall (a sweet ’95 EX500 was my cherry-popper).  I then moved to England with my week-old 600 only riding once because I knew neither the roads nor any riding companions, admittedly because I was scared stupid of the bike’s speed and wanted someone to drag me out of the gutter if need be.
 
One afternoon, I noticed my new neighbor Drew rolling out a Buell Lightning the day after he moved in.  As fortune would play out (on my part, at least) the wicked British wind of springtime knocked the Buell on its side that night, causing several hundred dollars in damage.  I noticed the overturned Buell when I woke up at dawn much like seeing a fish out of water so I hurried over to knock on Drew’s front door, hesitant to be the barer of bad news yet eager to finally meet a fellow motorcyclist.

"Hey bro, I think the wind knocked over your bike." His faced turned pale and I felt horrible for him. "Dude, will you help me pick it up?" Of course I would.  

That day started the first "biker" relationship of my life, Drew and I still keeping in touch 5 years later and with 4 more kids and 3 thousand miles between us.  Our wives even became best friends, using each other to vent when their husbands’ two-hour Sunday rides ended up lasting all day long. (In our defense, British summers provided up to 20 hours of sunlight, causing us to, uh, loose track of time easily.)

Within a couple months, I eventually became as fast and then faster than Drew on his Lightning, so he traded it in for a 2002 RC 51 SP2.  The experience and friendship he provided me with undoubtedly laid the foundation to become the rider I am today.  There is a list of people like him who continue to influence both my riding groups and the people I associate with on a day to day basis.  Who knows, maybe someday I’ll be a positive influence on some young rider like my good friend Drew was to me.  Sometimes it’s just in the wind that things work out that way. 

"Only passions, great passions can elevate the soul to great things."

-Denis Diderot

WORDS/PHOTO: Luke Dunphy

There is a common expression amongst self-proclaimed "gearheads" (those
who are inexplicably passionate about automotive machines) which goes to
the effect of, "I'm geared just right."  Encompassing the desire to
achieve maximum speed as quickly as possible with a limited amount of
power, gearing is practically and literally the final force which has
the potential to predetermine outcomes.  Understanding this theory has
lead me to the most physically and mentally challenging passion of my
life.

In the spring of 2005, I was sitting on a racebike on a track in the
foothills of the Virginian Appalachains.  A 2.6 mile, 17-turn roadcourse
comprised of immaculately smooth asphault, Virginia Raceway is likened
to the Fenway Park or Yankee Stadium of racetracks in America.  The
serenity of the landscape, warm sun, and relative silence was
emphatically engulfed at the dropping of a green flag at the officials
podium.  Mere seconds later, I was hurling through the atmosphere at
over 120 miles per hour, part of a super swarm of furious metal
machines, when a gut wrenching realization registered in my mind over
the epiphany of high-compression internal combustion engines: All 30 of
us were trying to get to the same 24 inch piece of tarmac at the same
time!

At nearly 140 miles per hour now, we all reached the point where
throttles loosed, and brakes were frantically applied in order to have
even the slightest possibility of making the fast-coming 60
mile-per-hour right hander.  God must have been chuckling openly at the
time, simultaneously recieveing 30 silent prayers of, "Please, God, let
me make it through this corner!."

As the engines stopped revving under this brief braking period, a
screetching emanation of hot race rubber on sun-baked tarmac filled the
air.   A joker's grin sprawled across my face, showing little care of
the imminent danger posed at every angle to my current position.  A big
Honda passed me coming out of the corner, and the smile on my face faded
along with the silence as all throttles opened up wide to launch each
rider toward the next corner.  The Honda was too powerful.

And my gearing felt "off".

Skill, luck, talent, and preparation seemed ill-fated to help me
overcome my gearing mistake, and it was too late to adjust gearing at
that point.  Corner after corner, I reeled in the bigger, more powerful
Honda by braking later and harder, sometimes even showing him my front
wheel before backing off the throttle to set up for the next corner.
However, his perfect gearing and excessive power thrust him out of
corners faster than I could possibly keep up with.  Otherwise, I was
faster than him.  I know I was.  On the positive side, this rider was in
a completely different class than me.  We were running the same race,
but different races, so to speak.  I could finish behind him and still
win my race, because my class was smaller bikes than his.  And that's
exactly what I did.  I finished 3rd overall, but first in my class
during that race, only my second race ever on a motorcycle.  As I
crossed the finish line, I was overcome with an undescribable
combination of emotions.  My lack of ability to describe that feeling
leaves only one possible word to iterate any likeness of the emotion I
felt: Passion.

Passion seems to enter our lives when we least expect it.  It did for me
on a fantastic day in the Virginian Appalachains in the spring of 2005.
It gave me a purpose, solidified specific and general goals which I know
I will achieve successfully in my lifetime with the right "gearing."
And passion became an integral part of who I am today.  I don't believe
it is possible to talk to me for more than 5 minutes without sensing the
passion that I have for life, for experiences, and for those whom I
love.  Passion is, and forever will be, a part of me since that day last
spring.

After the awards ceremony at the end of the race day, the rider from the
Honda expressed his thanks to me for pushing him to a new personal lap
record during the race.  "Not to mention that my gearing was perfect,"
he then noted.

I'll be back on the track soon.  Passion won't let me stay away for too
long.  I'll be back with slightly revised mental gearing and a smaller
front sprocket.

RC51's beware!

We get tons of mail here at Motorcyclist ...

We get loads of mail here at Motorcyclist but unfortunately (and sometimes fortunately) we can't post them all in the magazine. Sometimes we even get cool pictures and thanks to the endless potential of the web we can post them online. This reader sent us pictures of his customs and we wanted to share them. Enjoy.


Just finished reading the Jan. 07' issue, and was very pleased to read multiple articles on real, restored and reproduced variations of some classic bikes. I'm in that line of work myself (classic bikes) and have completed some classic redesigned restored beauties. Naturally, I thought I would share them with you folks at MC mag. The first is a 1979 Triumph\Champion StreetTracker (black bike). The second is a British\American custom classic Tribsa (peach bike). The third is a remarkable Triton (silver bike). All bikes were built with my two hands at Framecrafters Inc. outside Chicago, IL. Id be happy to share any and all information on what it took to build these pieces of art.

Thanks for your time,
Karsten Illg
Union, IL
www.framecrafters.net

My cronies and I departed from Knoxville on what appeared to be a perfectly dry and clear roadway

WORDS: Jim West

It was a beautiful, cool September day in eastern Tennessee.  It also happened to be my wife’s birthday (age undisclosed!).  I asked my bride for permission to take a little breakfast ride to the top of Deal’s Gap in eastern North Carolina (US129) with some fellow motorcycle junkies.  Being the kind hearted, motorcycle-wife she that she is, my request was granted.

My cronies and I departed from Knoxville on what appeared to be a perfectly dry and clear roadway - a beautiful morning for some 2-wheeled fun!  I was leading the pack on my Ducati ST2 and set a fairly aggressive pace.  My good buddy Rick followed closely as not to let me separate from the group.  As we neared the mountain roads I noticed a bit of fog – just enough to be a pain in the visor.  No sooner did I realize that the heavy humidity in the air had adhered to the road the unthinkable happened.  I tipped it into a medium speed left-hander and uh-oh….the road was quite WET!  What happened next is somewhat of a blur, however no sooner had I thought about looking through the turn and using gentle steering inputs my front tire washed-out and down I went.  Unfortunately,  my buddy Ric who was following closely behind me was also collected in my tumble.  Both of us cart-wheeled down the road tumbling until we came to rest in a nice soft ditch.  After each of us sounded-off a few expletives we picked up our mangled machines and phoned home for the crash truck.  That wasn’t a pleasant conversation!  What a perfect birthday present I gave my wife; she got to drive a pick-up into the middle of nowhere and collect a couple now-dirty thugs and our mangled bikes.  Thank God she’s so understanding!

The moral of this story is that sometimes we fall.  We cannot always predict when it will occur, but it’s fairly likely it will happen at some point in our motorcycling future either by our own fault (as in my case) or some outside source (such as a cell phone toting cager pulling into our path).  Fortunately, my friend Ric and I were in full gear which enabled us to go pavement surfing without suffering any injuries (besides an injury to our pride).  Friends, please dress for the crash and not the ride - you’ll thank me later!