By [http://ezinearticles.com/?expert=Sarah_Freeland]Sarah Freeland
Owning a motorcycle can be a dream come true. They offer you freedom, excitement and affordable travel. In addition to being a great recreational vehicle they can also be an affordable commuting option. Motorcycles are inexpensive to drive because they don�t use very much gas and because they don�t require a lot of upkeep. However, to improve the quality of ride that your motorcycle delivers, to extend the life of your bike and to reduce the maintenance and repair costs associated with owning your motorcycle, you may want to invest time in learning how to replace, install and upgrade motorcycle parts and accessories by yourself.
There are several types of motorcycle parts and accessories that most motorcycle owners shop for on a fairly regular basis. The most common parts shopped for are those parts that deal with lubrication and friction reduction. These parts include oil filters, pumps and air filters.
Tires and wheel rims are two other motorcycle parts that most motorcycle owners shop for. Upgrading or replacing your motorcycle�s tires and rims can be a quick way to improve the look of your bike and to improve the smoothness of its ride. They can also be a great way to transform a bike from a street bike to a track bike, or from a street bike to a touring bike.
In addition to motorcycle parts, hardcore motorcycle gearheads also spend a lot of time and money shopping for motorcycle accessories. These accessories can either be for their bikes or for outfitting themselves. Accessories that are designed for outfitting bikes include bike covers and saddlebags. Accessories that are designed for outfitting the rider include helmets, caps, apparel and motorcycle gloves.
In addition to a superior line of motorcycles, Ducati also offers a great line of custom bike accessories. These accessories include items like [http://www.ducatimotorcycleparts.info/ ]Ducati 1098 parts, racing bike parts, [http://www.ducatimotorcycleparts.info/ducati_superpole_helmet.html ]Ducati helmets, engine performance upgrade kits, wheel upgrades and bike covers. Wrecked and [http://www.wreckedmotorcycles.info ]salvaged Halery-Davidson motorcycles, parts and accessories from major manufacturers such as Harley-Davidson, Ducati, Henderson, Yamaha, Buell and Kawasaki. Find the parts you need to repair your bike or restore a vintage motorcycle as a hobby or profession
Thursday, June 28, 2007
Monday, June 25, 2007
Respect And Protect The True Custom Builders
By [http://ezinearticles.com/?expert=Cyril_Huze] Cyril Huze
When I am asked what kind of customized bikes people will want to ride next year, in 5 years or in the future, I usually answer that I don't care. When I started building custom bikes professionally 15 years ago, I made a choice that I never reneged on: to never to duplicate a one-off bike built for a client, even its color, whatever the amount of money offered to me. There is just something about each individual that sets him apart. So, since two clients will never be alike, the same should be true of their custom motorcycles. It's what true custom builders do: they innovate for each client. Because we are a close knit community, yes we launch big new trends, choppers, bobbers or whatever. But inside each trend a true custom builder can be identified by the fact that with each new project he is able somewhat to reinvent a style, to bring new ideas mechanically & aesthetically. It's what makes him a true custom builder.
We design and build a bike for you and only you, even if you are a corporation trying to promote itself or a charity trying to raise money for a good cause. So, why would we care about what the mass wants to ride? Custom building a motorcycle is not �one style fits all�. I must admit that it doesn�t sound very smart to try to build and grow a business by refusing to take advantage of your successes. Most of our custom motorcycle industry is making a living by selling good or bad replicas of the work of the true designers & custom builders. And the public must know that these copy machines are the ones who make the most money by knocking off in the US or in China our designs & parts.
It doesn�t mean that the true custom builder doesn�t want to be an inspiration for others, motorcycle shops, garage builders, individuals who, maybe, will want to join our sport because they love what they see on TV, in magazines and in the streets. Yes, as artists, we expect recognition & acknowledgment. But everyone should realize that what we do is for the love of it and that we just try to make a living from our passion Whatever their background, physical appearance, style of bikes, the true custom builders (you know who they are) are modern day "greasers" identifying themselves with the "Kustom Kulture." They are an artistic subculture that celebrates everything custom. Our love for custom motorcycles is still a mystery, even for ourselves, but it is pure love and we should be respected for such integrity.
How the industry and the public can give us more respect? By acting such a way that the true custom builders receive the just rewards of their work and may be able to continue to be creative without worrying every month about paying the rent. Show organizers: pay us to drive coast to coast to show our work. Would you make money without us? To motorcycle shops: we give you inspiration and bring you clients who would like a bike from you, but�just like this one in the magazine�. Please, pay us back by buying the parts from the original custom builder who created them? To the public at large: you pay for what you get, and although I am for free trade, you should not buy a China part when you know it�s only a copy of the one just created by this custom builder that you pretend to like so much. One way or the other, I know for sure that motorcycle design and technology will continue to advance. Whatever tomorrow�s style of bikes, custom motorcycles must remain an object of desire and affection and a pretext to new friendships. So, please, whoever he is, respect and protect your favorite custom builder.
Cyril Huze is a master custom motorcycles designer & builder, inductee in 2006 in the IMBBA Hall Of Fame, whose work has been featured worldwide on TV, videos, covers of magazines, hard cover books, calendars, etc. His customs are some of the prettiest and most acclaimed in the motorcycle industry [http://www.cyrilhuze.com] http://www.cyrilhuze.com He also designs and markets his own line of custom motorcycle parts sold to motorcycle dealers and direct retail all ver the world [http://store.cyrilhuze.com] http://store.cyrilhuze.com He is a columnist and contributor for several major magazines in the US & Europe. He is also the only celebrity of the custom motorcycle industry to publish a Blog at [http://www.cyrilhuzeblog.com] http://www.cyrilhuzeblog.com updated daily with news, new custom bikes & parts, tidbits about the custom motorcycle scene. His Blog is the most credible and the most read by the medias, professionals and fans of custom motorcycles all over the world.
Article Source: [http://ezinearticles.com/?expert=Cyril_Huze ] http://EzineArticles.com/?expert=Cyril_Huze
[http://ezinearticles.com/?Respect-And-Protect-The-True-Custom-Builders&id=608664 ] http://EzineArticles.com/?Respect-And-Protect-The-True-Custom-Builders&id=608664
When I am asked what kind of customized bikes people will want to ride next year, in 5 years or in the future, I usually answer that I don't care. When I started building custom bikes professionally 15 years ago, I made a choice that I never reneged on: to never to duplicate a one-off bike built for a client, even its color, whatever the amount of money offered to me. There is just something about each individual that sets him apart. So, since two clients will never be alike, the same should be true of their custom motorcycles. It's what true custom builders do: they innovate for each client. Because we are a close knit community, yes we launch big new trends, choppers, bobbers or whatever. But inside each trend a true custom builder can be identified by the fact that with each new project he is able somewhat to reinvent a style, to bring new ideas mechanically & aesthetically. It's what makes him a true custom builder.
We design and build a bike for you and only you, even if you are a corporation trying to promote itself or a charity trying to raise money for a good cause. So, why would we care about what the mass wants to ride? Custom building a motorcycle is not �one style fits all�. I must admit that it doesn�t sound very smart to try to build and grow a business by refusing to take advantage of your successes. Most of our custom motorcycle industry is making a living by selling good or bad replicas of the work of the true designers & custom builders. And the public must know that these copy machines are the ones who make the most money by knocking off in the US or in China our designs & parts.
It doesn�t mean that the true custom builder doesn�t want to be an inspiration for others, motorcycle shops, garage builders, individuals who, maybe, will want to join our sport because they love what they see on TV, in magazines and in the streets. Yes, as artists, we expect recognition & acknowledgment. But everyone should realize that what we do is for the love of it and that we just try to make a living from our passion Whatever their background, physical appearance, style of bikes, the true custom builders (you know who they are) are modern day "greasers" identifying themselves with the "Kustom Kulture." They are an artistic subculture that celebrates everything custom. Our love for custom motorcycles is still a mystery, even for ourselves, but it is pure love and we should be respected for such integrity.
How the industry and the public can give us more respect? By acting such a way that the true custom builders receive the just rewards of their work and may be able to continue to be creative without worrying every month about paying the rent. Show organizers: pay us to drive coast to coast to show our work. Would you make money without us? To motorcycle shops: we give you inspiration and bring you clients who would like a bike from you, but�just like this one in the magazine�. Please, pay us back by buying the parts from the original custom builder who created them? To the public at large: you pay for what you get, and although I am for free trade, you should not buy a China part when you know it�s only a copy of the one just created by this custom builder that you pretend to like so much. One way or the other, I know for sure that motorcycle design and technology will continue to advance. Whatever tomorrow�s style of bikes, custom motorcycles must remain an object of desire and affection and a pretext to new friendships. So, please, whoever he is, respect and protect your favorite custom builder.
Cyril Huze is a master custom motorcycles designer & builder, inductee in 2006 in the IMBBA Hall Of Fame, whose work has been featured worldwide on TV, videos, covers of magazines, hard cover books, calendars, etc. His customs are some of the prettiest and most acclaimed in the motorcycle industry [http://www.cyrilhuze.com] http://www.cyrilhuze.com He also designs and markets his own line of custom motorcycle parts sold to motorcycle dealers and direct retail all ver the world [http://store.cyrilhuze.com] http://store.cyrilhuze.com He is a columnist and contributor for several major magazines in the US & Europe. He is also the only celebrity of the custom motorcycle industry to publish a Blog at [http://www.cyrilhuzeblog.com] http://www.cyrilhuzeblog.com updated daily with news, new custom bikes & parts, tidbits about the custom motorcycle scene. His Blog is the most credible and the most read by the medias, professionals and fans of custom motorcycles all over the world.
Article Source: [http://ezinearticles.com/?expert=Cyril_Huze ] http://EzineArticles.com/?expert=Cyril_Huze
[http://ezinearticles.com/?Respect-And-Protect-The-True-Custom-Builders&id=608664 ] http://EzineArticles.com/?Respect-And-Protect-The-True-Custom-Builders&id=608664
Friday, June 22, 2007
Three Things A Motorcycle Rider Must Know Before Buying A Motorcycle Saddlebag
By [http://ezinearticles.com/?expert=Harry_Alan_Dar] Harry Alan Dar
With the increase in gas prices more and more people are opting for motorcycles. When motorcycle is used as primary or most frequent mean of transportation the motorcycle saddlebags become an absolute necessity. Most of what fits in your backpack and even bigger items can be easily and more securely carried in a good quality leather saddlebag.
The concept of motorcycle saddlebags stems from the sacks used to carry luggage on horses and mules in old days. Motorcycle saddlebags are far more advanced and high tech than the sacks used on horses. At an average speed that a motorcycle travels it required a secure and convenient mean of carrying the rider's belongings. This article offers step by step guidelines for choosing the right kind of motorcycle luggage.
The most important factor while choosing the saddlebag for you motorcycle is determining whether it provides security to the motorcycle rider and his luggage. You might come across offers from several online retailers offering extremely cheap saddlebags. But do you think they provide a complete solution to you and if they do not then what is a complete solution.
A complete solution or three things a motorcycle rider must know before buying a motorcycle luggage are whether they can be mounted on a motorcycle securely, can be locked and are easy to access. In order to mount a motorcycle saddlebag on any motorcycle the saddlebags must accompany mounting hardware. A set of motorcycle bags that does not include or provides clear instructions regarding the mounting of it on a motorcycle is not a safe solution. In absence of a motorcycle mounting hardware the motorcycle riders attempt to tie the saddlebags with the fender can lead them into a serious accident. It can also cause damage to the back fender of the motorcycle.
The second important and one of the most needed features of saddlebags is their ability to lock. Try to buy saddlebags that can be easily locked. This would give you a piece of mind while away from you motorcycle.
The third critical factor to consider while hunting for a good pair of motorcycle saddlebags is convenience. Try to buy saddlebags that are easy to access. By ease of access I mean quick release buckles. Quick release buckles let you open and close the motorcycle luggage without buckling and unbuckling its straps.
Some more advance features that you should look for are detach ability, reinforcement, and color matching. More and more motorcycle riders are choosing motorcycle saddlebags that can get taken of and put on the motorcycle within seconds. This option is available in more expensive set of motorcycle bags.
Color matching is another popular phenomenon. More and more bikers are trying to match the color of their bags with their motorcycle; this certainly enhances the motorcycle's look.
Viking Bags manufacturers quality
[http://www.vikingbags.com] motorcycle saddlebags, motorcycle luggage and leather saddlebags.
[http://www.vikingbags.com] http://www.vikingbags.com
Article Source: [http://ezinearticles.com/?expert=Harry_Alan_Dar ] http://EzineArticles.com/?expert=Harry_Alan_Dar
[http://ezinearticles.com/?Three-Things-A-Motorcycle-Rider-Must-Know-Before-Buying-A-Motorcycle-Saddlebag&id=601074 ] http://EzineArticles.com/?Three-Things-A-Motorcycle-Rider-Must-Know-Before-Buying-A-Motorcycle-Saddlebag&id=601074
With the increase in gas prices more and more people are opting for motorcycles. When motorcycle is used as primary or most frequent mean of transportation the motorcycle saddlebags become an absolute necessity. Most of what fits in your backpack and even bigger items can be easily and more securely carried in a good quality leather saddlebag.
The concept of motorcycle saddlebags stems from the sacks used to carry luggage on horses and mules in old days. Motorcycle saddlebags are far more advanced and high tech than the sacks used on horses. At an average speed that a motorcycle travels it required a secure and convenient mean of carrying the rider's belongings. This article offers step by step guidelines for choosing the right kind of motorcycle luggage.
The most important factor while choosing the saddlebag for you motorcycle is determining whether it provides security to the motorcycle rider and his luggage. You might come across offers from several online retailers offering extremely cheap saddlebags. But do you think they provide a complete solution to you and if they do not then what is a complete solution.
A complete solution or three things a motorcycle rider must know before buying a motorcycle luggage are whether they can be mounted on a motorcycle securely, can be locked and are easy to access. In order to mount a motorcycle saddlebag on any motorcycle the saddlebags must accompany mounting hardware. A set of motorcycle bags that does not include or provides clear instructions regarding the mounting of it on a motorcycle is not a safe solution. In absence of a motorcycle mounting hardware the motorcycle riders attempt to tie the saddlebags with the fender can lead them into a serious accident. It can also cause damage to the back fender of the motorcycle.
The second important and one of the most needed features of saddlebags is their ability to lock. Try to buy saddlebags that can be easily locked. This would give you a piece of mind while away from you motorcycle.
The third critical factor to consider while hunting for a good pair of motorcycle saddlebags is convenience. Try to buy saddlebags that are easy to access. By ease of access I mean quick release buckles. Quick release buckles let you open and close the motorcycle luggage without buckling and unbuckling its straps.
Some more advance features that you should look for are detach ability, reinforcement, and color matching. More and more motorcycle riders are choosing motorcycle saddlebags that can get taken of and put on the motorcycle within seconds. This option is available in more expensive set of motorcycle bags.
Color matching is another popular phenomenon. More and more bikers are trying to match the color of their bags with their motorcycle; this certainly enhances the motorcycle's look.
Viking Bags manufacturers quality
[http://www.vikingbags.com] motorcycle saddlebags, motorcycle luggage and leather saddlebags.
[http://www.vikingbags.com] http://www.vikingbags.com
Article Source: [http://ezinearticles.com/?expert=Harry_Alan_Dar ] http://EzineArticles.com/?expert=Harry_Alan_Dar
[http://ezinearticles.com/?Three-Things-A-Motorcycle-Rider-Must-Know-Before-Buying-A-Motorcycle-Saddlebag&id=601074 ] http://EzineArticles.com/?Three-Things-A-Motorcycle-Rider-Must-Know-Before-Buying-A-Motorcycle-Saddlebag&id=601074
Tuesday, June 19, 2007
Bikers Run Your World - So Appreciate Us
By [http://ezinearticles.com/?expert=Scott_Lawrence_Clark] Scott Lawrence Clark
I know that when a biker blows by them on the highway a piece of them is pissed. A part of them wants to step on the gas and catch up with him or her and flick 'em off. That would be so relieving for them, I know. But if they stopped just for a moment and thought about who they are chasing down they would be surprised at who they would find under that helmet. Is he or she going to take on their next court case? Does that biker perform surgery on their child when they are in need? We put out their fires, we arrest criminals, we sell them their favorite shoes, we build their cars, we file their mortgage, and yes, we even write their legislature. Bikers are everywhere and we are growing in numbers and demanding respect.
There has always been this hostility between bikers and the drivers who share our road. Why? Is it jealousy? Do they wish they could take on the dangerous and unexpected? Is it fear of the unknown? They see all black leather in the hottest weather and hear a loud screaming exhaust pipe and immediately lock their daughters in doors. Why is this?
Well, I think we can all agree that the hostility against bikers is very fear based. But despite the fact that they fear us they need to recognize that they need us. It's actually quite humorous when I discuss this topic with non-riders and they try to explain to me that, "bikers' are disrespectful, selfish and rude individuals that act as if they own the road." That is a direct quote, but I'd love to hear her say that when her house is burning to the ground. Is she going to hand pick her firemen and make sure they are not 'selfish' bikers?
Scott Lawrence Clark is owner and founder of 2badmotorsports.com, a web based motor sport classified service. [http://www.2badmotorsports.com] http://www.2badmotorsports.com is a great place to sell your beloved vehicle to other enthusiasts and find your dream vehicle for purchase. Scott is an entrepreneur and a biker by nature. He is passionate about his work and even more passionate about the sport. Scott has and will continue to ride anything and everything with a clutch and a throttle.
Article Source: [http://ezinearticles.com/?expert=Scott_Lawrence_Clark ] http://EzineArticles.com/?expert=Scott_Lawrence_Clark
[http://ezinearticles.com/?Bikers-Run-Your-World---So-Appreciate-Us&id=570057 ] http://EzineArticles.com/?Bikers-Run-Your-World---So-Appreciate-Us&id=570057
I know that when a biker blows by them on the highway a piece of them is pissed. A part of them wants to step on the gas and catch up with him or her and flick 'em off. That would be so relieving for them, I know. But if they stopped just for a moment and thought about who they are chasing down they would be surprised at who they would find under that helmet. Is he or she going to take on their next court case? Does that biker perform surgery on their child when they are in need? We put out their fires, we arrest criminals, we sell them their favorite shoes, we build their cars, we file their mortgage, and yes, we even write their legislature. Bikers are everywhere and we are growing in numbers and demanding respect.
There has always been this hostility between bikers and the drivers who share our road. Why? Is it jealousy? Do they wish they could take on the dangerous and unexpected? Is it fear of the unknown? They see all black leather in the hottest weather and hear a loud screaming exhaust pipe and immediately lock their daughters in doors. Why is this?
Well, I think we can all agree that the hostility against bikers is very fear based. But despite the fact that they fear us they need to recognize that they need us. It's actually quite humorous when I discuss this topic with non-riders and they try to explain to me that, "bikers' are disrespectful, selfish and rude individuals that act as if they own the road." That is a direct quote, but I'd love to hear her say that when her house is burning to the ground. Is she going to hand pick her firemen and make sure they are not 'selfish' bikers?
Scott Lawrence Clark is owner and founder of 2badmotorsports.com, a web based motor sport classified service. [http://www.2badmotorsports.com] http://www.2badmotorsports.com is a great place to sell your beloved vehicle to other enthusiasts and find your dream vehicle for purchase. Scott is an entrepreneur and a biker by nature. He is passionate about his work and even more passionate about the sport. Scott has and will continue to ride anything and everything with a clutch and a throttle.
Article Source: [http://ezinearticles.com/?expert=Scott_Lawrence_Clark ] http://EzineArticles.com/?expert=Scott_Lawrence_Clark
[http://ezinearticles.com/?Bikers-Run-Your-World---So-Appreciate-Us&id=570057 ] http://EzineArticles.com/?Bikers-Run-Your-World---So-Appreciate-Us&id=570057
Saturday, June 16, 2007
When Hawgs Could Fly: The Harley-Davidson Tri-Hawk
By Paul Garson
Yes, the legendary manufacturer of the classic Harley-Davidson motorcycle now long past celebrating its 100th Anniversary did indeed sell an automobile� well, kind of.
For many years in addition to its Big Twin cruisers and lighter weight Sportsters. Harley-Davidson made three-wheelers in the form of utility and police �trikes,� but they were Barney Rubble lumps compared to the svelte Mirage Fighter looks of the short-lived, but fast-paced Tri-Hawk, circa 1984. Chances are you didn�t ogle one in your local Harley dealer�s showroom for they appeared only briefly, and were chalked up to a marketing miscalculation and rather rapidly deselected from the Milwaukee line-up.
The two-passenger Tri-Hawk had already been in limited production before the Motor Factory decided to take it on as their own ostensibly to fill some exotic niche which had no name. In the previous year, H-D had made a deal with the Austrian Rotax company for engine-gearbox racing units destined for 500 cc short track racing, so maybe it was in this euphoria of internationalism that Milwaukee opted for a three-wheeled machine powered by a French-built Citroen four-banger. And yes, �Citroen� does seem to loosely translate as �lemon.� But this lightweight, knife-edge handling bird-of-prey was no bit of sour citrus.
Decades earlier the fuel-economical, albeit quirky German Messerschmidt �car�, a recycled bit of Luftwaffe fighter plane, had carried two passengers around post-WWII Germany. Since then all kinds of other motorcycle engine-powered three-wheeled car/bike hybrids have been born in Dr. Frankenstein�s lab, but none ever caught on. In the early �80s, the Tri-Hawk appeared at a time when experimenters were again looking for alternative designs and better power to weight options. The Tri-Hawk was a product of this enthusiasm, the design conjured up by race car engineer Robert McKee while the deep pockets underwriting the project was millionaire sportsman Lou Richards. The finished product was assembled in a small plant located in a beachside town called Dana Point that basks in the SoCal sun betwixt Los Angeles and San Diego. The 1299 cubic inch flat four air-cooled engine rode up front while the frame and suspension echoed McKee�s racecar experience. Again borrowing from French technology, the builders incorporated a hydraulic braking system manufactured by Renault.
Tipping the scales at 1300 lbs., and powered by 80 horsepower through a 5-speed transaxle transmission, theTri-Hawk has what could be called �exhilarating performance characteristics.� Also it was not shy in the exhaust note department, a snarling Formula One rapture issuing from the pipes.
If you wanted to buy a Tri-Hawk back in the autumn of 1984 at the time of Harley-Davidson�s acquirement of the company, you had to cough up $12,000 which today will buy only about two-thirds of a Big Twin. Back then 12K seemed a lot for a vehicle with no top and only three wheels. Yet it had appeal, and substance, both in performance and in the looks department. It coulda, shoulda�but the Factory game plan was lacking in the area of infrastructure to support sales. Milwaukee decided not to sell them through their dealers, leaving only the factory in Dana Point and three other franchise locations to sell the Tri-Hawk� not exactly universal availability nor were there Super Bowl ad spots in the way of promotion. Even then, only about eleven Tri-Hawks were leaving the factory nest on a monthly basis, again not exactly flying out of the assembly door into the waiting arms of the motoring public. So like many endangered species, the Tri-Hawk died not from intrinsic design flaws, but from neglect.
Bottom line, the Tri-Hawk is an intelligently designed, seriously made sports machine that shares much of the adrenaline producing qualities of the Cobra�s eyeball sucking performance and the Lotus car�s nimble handling, but with motorcycling licensing and insurance perks, plus a bit of jetfighter tossed in. It could carry two in relative comfort, and safety thanks to the integral roll bar and safety belts. And you didn�t need to know French to drive one. They weren�t delicate or temperamental, gave good gas mileage, and were easy to park. And in the curvies, they ate big Beemers and Benz�s for breakfast. Today 12 grand seems a bargain, except the last Tri-Hawk this author knows about sold for $25,000. You might catch it near Los Angeles flying around the Malibu Canyons piloted by a guy with a big grin.
For starters Paul Garson rides motorcycles daily in L.A. He's also been the Editor of Hot Bike, VQ, Early-Riders and Eagles Eye magazines. Some 60 motorcycles and over 1000 magazine articles later he's developing a somewhat wobbly eye for bikes beyond bizzare and the never ending Norton Fastback project growing in his apartment closet.
Article Source: http://EzineArticles.com/?expert=Paul_Garson
http://EzineArticles.com/?When-Hawgs-Could-Fly:--The-Harley-Davidson-Tri-Hawk&id=580240
Yes, the legendary manufacturer of the classic Harley-Davidson motorcycle now long past celebrating its 100th Anniversary did indeed sell an automobile� well, kind of.
For many years in addition to its Big Twin cruisers and lighter weight Sportsters. Harley-Davidson made three-wheelers in the form of utility and police �trikes,� but they were Barney Rubble lumps compared to the svelte Mirage Fighter looks of the short-lived, but fast-paced Tri-Hawk, circa 1984. Chances are you didn�t ogle one in your local Harley dealer�s showroom for they appeared only briefly, and were chalked up to a marketing miscalculation and rather rapidly deselected from the Milwaukee line-up.
The two-passenger Tri-Hawk had already been in limited production before the Motor Factory decided to take it on as their own ostensibly to fill some exotic niche which had no name. In the previous year, H-D had made a deal with the Austrian Rotax company for engine-gearbox racing units destined for 500 cc short track racing, so maybe it was in this euphoria of internationalism that Milwaukee opted for a three-wheeled machine powered by a French-built Citroen four-banger. And yes, �Citroen� does seem to loosely translate as �lemon.� But this lightweight, knife-edge handling bird-of-prey was no bit of sour citrus.
Decades earlier the fuel-economical, albeit quirky German Messerschmidt �car�, a recycled bit of Luftwaffe fighter plane, had carried two passengers around post-WWII Germany. Since then all kinds of other motorcycle engine-powered three-wheeled car/bike hybrids have been born in Dr. Frankenstein�s lab, but none ever caught on. In the early �80s, the Tri-Hawk appeared at a time when experimenters were again looking for alternative designs and better power to weight options. The Tri-Hawk was a product of this enthusiasm, the design conjured up by race car engineer Robert McKee while the deep pockets underwriting the project was millionaire sportsman Lou Richards. The finished product was assembled in a small plant located in a beachside town called Dana Point that basks in the SoCal sun betwixt Los Angeles and San Diego. The 1299 cubic inch flat four air-cooled engine rode up front while the frame and suspension echoed McKee�s racecar experience. Again borrowing from French technology, the builders incorporated a hydraulic braking system manufactured by Renault.
Tipping the scales at 1300 lbs., and powered by 80 horsepower through a 5-speed transaxle transmission, theTri-Hawk has what could be called �exhilarating performance characteristics.� Also it was not shy in the exhaust note department, a snarling Formula One rapture issuing from the pipes.
If you wanted to buy a Tri-Hawk back in the autumn of 1984 at the time of Harley-Davidson�s acquirement of the company, you had to cough up $12,000 which today will buy only about two-thirds of a Big Twin. Back then 12K seemed a lot for a vehicle with no top and only three wheels. Yet it had appeal, and substance, both in performance and in the looks department. It coulda, shoulda�but the Factory game plan was lacking in the area of infrastructure to support sales. Milwaukee decided not to sell them through their dealers, leaving only the factory in Dana Point and three other franchise locations to sell the Tri-Hawk� not exactly universal availability nor were there Super Bowl ad spots in the way of promotion. Even then, only about eleven Tri-Hawks were leaving the factory nest on a monthly basis, again not exactly flying out of the assembly door into the waiting arms of the motoring public. So like many endangered species, the Tri-Hawk died not from intrinsic design flaws, but from neglect.
Bottom line, the Tri-Hawk is an intelligently designed, seriously made sports machine that shares much of the adrenaline producing qualities of the Cobra�s eyeball sucking performance and the Lotus car�s nimble handling, but with motorcycling licensing and insurance perks, plus a bit of jetfighter tossed in. It could carry two in relative comfort, and safety thanks to the integral roll bar and safety belts. And you didn�t need to know French to drive one. They weren�t delicate or temperamental, gave good gas mileage, and were easy to park. And in the curvies, they ate big Beemers and Benz�s for breakfast. Today 12 grand seems a bargain, except the last Tri-Hawk this author knows about sold for $25,000. You might catch it near Los Angeles flying around the Malibu Canyons piloted by a guy with a big grin.
For starters Paul Garson rides motorcycles daily in L.A. He's also been the Editor of Hot Bike, VQ, Early-Riders and Eagles Eye magazines. Some 60 motorcycles and over 1000 magazine articles later he's developing a somewhat wobbly eye for bikes beyond bizzare and the never ending Norton Fastback project growing in his apartment closet.
Article Source: http://EzineArticles.com/?expert=Paul_Garson
http://EzineArticles.com/?When-Hawgs-Could-Fly:--The-Harley-Davidson-Tri-Hawk&id=580240
Wednesday, June 13, 2007
Aliens Ate My Motorcycle: : Things to Do in New Mexico When You re UFOing
By Paul Garson
You could say I�ve been into the �UFO scene� since my fourth grade teacher Mrs. Madugle read to us kids on a daily basis from Truman Bethurum�s �Aboard a Flying Saucer, � a cult classic in the �contactee� literature of the 1950s. It left one of those indelible impressions spinning in my head.
Now here I was, years later, riding my motorcycle from L.A. to Roswell, New Mexico, a vortex of interest for UFO buffs, the place where in early July 1947 a flying saucer allegedly crashed and its occupants recovered, as the story goes. Of mythic proportions, the enigma of Roswell is still a hotbed of controversy half a century later thanks to official obfuscation, as in �cover-up� and the Freedom of Information Act by which researchers have unearthed incriminating documentation.
You could say Roswell is the Plymouth Rock for UFO researchers although most of us Saucerheads are not UFO-nuts. We�re your average motorcycle riding, freelance article writing, advanced degree holding traveler who�d rather spend timing delving into paranormal mysteries than the souvenir shops in Disneyland. We�ve got our own Tomorrowland to explore where the stakes are cosmic and oftimes comic. But that�s the nature of the universe, a balance of the wild and wacky, the weak and the strong forces that glue all the quanta together.
As I zipped up my armor-enhanced riding jacket and donned my full-face helmet, I was actually more concerned that the forces holding together my 20-year old German motorcycle would prevail. First gear was popping out and puffs of gray smoke from the left cylinder exhaust meant ring job, but the trusty old BMW R100/7 had gone150, 000 miles so what was a couple thousand more in the face of light years of adventure lurking around the next hairpin curve.
To cut to the chase, let�s just chalk up the intervening space between L.A. and my intermediate stop in Santa Fe as a missing time experience, a lot of boring freeway pavement during which one could meld the mindset for the project at hand. Since I had only a short timeframe for this adventure, I took the semi-direct route from L.A. first to Santa Fe, about 860 miles from L.A., then on to Roswell, about 200 miles south. If you want to skip Santa Fe altogether and do the straight 970 miles from L.A., you just get onto the 1-10 East and keep going for 674.90 miles, connect to the US-70E which becomes the US-285 S. A left on the NM-2, another left on NM-2 and you�re there. Of course you might want to stop and smell the cactus now and then.
Without any mechanical mishaps or speeding tickets, I and my trusty Beemer arrived in Santa Fe a.k.a. the �City of the Holy Faith.� Founded in 1607 and boasting 200 art galleries and five museums the town is a sandstone, pinion tree and cactus clad nexus co-constructed by three cultures: Native Americans who got there first, the Spanish who arrived later and lastly the Anglos who ended up owning the place. My first impression was that Santa Fe was designed by Barney Rubble thanks to the ground hugging houses with their rounded asymmetrical handmolded look. Everything is rendered in the hues of the surrounding desert� breccia browns, gecko grays, tumbleweed tans� a whole city muted to eco-friendly, zero-scape invisibility. What keeps it on the map are supernovae of intense color peaking through the adobe cloaking device. They can be seen in the historic plaza district, specifically the shopping stalls situated under the portico of the Palace of the Governors where the local Indians gather to sell their brilliantly polished silver jewelry and rainbow woven tapestries and clothing. In addition, huge strands of dried red chilies like mummified kelp forests hang everywhere. Santa Fe�s shamanistic talismans, they weave a spicy spell since everything you order to eat seems to come with chili salsa.
I felt a grumbling and it wasn�t coming from any secret underground U.S. Air Force/Alien installation although one is alleged to exist in the area. I was hungry and something brought me to the massive hand carved wooden doors of the Inn of the Anasazi (113 Washington Ave., 505-988-3030). The Inn�s 59 rooms feature gaslit fireplaces, four-poster beds, Indian artwork, even organic toiletries created locally with native cedar extract. Artists, historians and archaeologists host fireside chats in the Inn�s living room. Call it a microcosm of the best Sante Fe has to offer under one vigas and latillas constructed roof. The Inn was named after the Native American people who had built a flourishing culture on the nearby cliffs of Chaco Canyon then suddenly disappeared without a trace six hundred years ago. Yes, petroglyphs and cave drawings in the area do depict strange creatures with helmet-like headgear. Alien UFOnauts or bikers? Science had no answers, but the hotel�s excellent restaurant did� their specialty lamb prepared by Chef Randall Warder and augmented by a stellar wine list.
To burn off some of the calories I signed up for a little excursion I learned about from the plethora of brochures found at the hotel. (Brochures and checking out the local phone book Yellow Pages is often my first reconnaissance maneuver when entering uncharted territory.) No tours to UFO landing sites but I did find something called �Aspook About Ghosts � Close enough since some investigators see a link between etheric and inter-dimensional warps and UFOs. What the heck, after a big dinner I needed a walk.
For a few bucks the tour organizers promised �a haunting experience into Sante Fe�s misty past� life (and death) among the coyotes, witches, ghosts, and the not quite dead.� Conducted by Santa Fe ghost guide Peter Sinclaire (505-988-2774), I and my fellow spook seekers met at the palatial Eldorado Hotel at the intersection of San Francisco and Sandoval for a two hour bipedal exploration of Santa Fe�s haunted places. It�s a great way to see Sante Fe, kind of Ghost Busters Meets the Travel Channel.
Santa Fe is also into digging up the bones of the past, and so am I. But I like to look in fossil and mineral stores for UFO related items. You never know when a piece of the Roswell crash will show up, right? No saucer debris, but there was a great deal on dinosaur egg shells at the Charlie �Have Rocks Will Travel� Snell shop located at 1110 Calle La Resolana.
Before I spent all my money on eggs I couldn�t eat, I threw my pack back on my bike, and pointed its headlight toward Roswell about 175 miles south of Sante Fe. State Road 285 is a perfect place to get abducted. It�s virtually devoid of traffic with nothing but scrub brush and wide-open nothingness for hundreds of miles in all directions. Better to ride it at night if you want a close encounter of the fourth kind, but better to do it in the daylight if you�d rather not run into the pronghorn antelope you see everywhere. Antelope and motorcycles don�t blend well.
I nailed the throttle and blasted back down 285, and lo� and behold soon found myself entering the city limits of Roswell. It came in the form of a giant trampoline painted with the face of an Alien Gray� big head, bigger eyes� plastered on the front of a godawful big Wal-Mart department store. Inside my head, something whispered that UFO�s had been commercialized. It was no big secret that Roswell was on the international map because of the 1947 incident and the town�s subsequent total embrace of the whole idea. If there is such a place that deserves the title �UFOville� then it�s Roswell. From Wal-Mart to the Arby�s sandwich drive-through to the International UFO Museum and Research Institute, Roswell was 100% Flying Saucer Central. I loved the place at first sight.
I checked into the �cost-effective� Crane Motel, one of those bring-your-own-ice-bucket� places. You can�t miss it. There�s a strange assortment of old junk cars with flat tires growing roots in the ground, an old ploy to convince people the place has guests. Or maybe the guests never left. One Plymouth had a faded �Vote Nixon� bumper sticker on it. In any case, I spent most of the next two days living in Roswell�s International UFO Museum. You could easily spend a month if you�re into the subject. Exhibits cover the Roswell crash or crashes since other witnesses have come forward with another crash site about 58 miles from Roswell. You can watch the video made by the late Jim Ragsdale a few days before his death. He relates the details of his encounter with a crashed disc that careened over his pickup truck in which he and his girlfriend were �buck naked� at the time. You can buy a copy of the tape or the book. Judge for yourself, but pretty darn convincing.
Dozens of other UFO related books and videos are available, a few of the over 1000 items stocked by the museum�s gift shop, a day�s exploration in itself. I bought an Alien New Mexico driver�s license that I think will get me into most bars in town. I also bought a commemorative Roswell rug and a membership in the museum. I spoke with the charming Ms. Phyllis Blackard, one of the museum volunteers (admission is free!) who as a young girl was present in Roswell when it all came down from the sky. �I was here when the military swarmed in, and I know Glenn Dennis the mortician who saw the little alien bodies. You can take his word to the bank.�
Located at 114 N. Main, the museum has had over 1,000,000 visitors. The exhibits follow the time line of the July 1947 incident and its aftermath, display purported alien craft fragments, and also spotlights the crop circle mystery and other associated subjects. Documents and photos line the walls as do various artists renderings of UFO scenes. There�s even a section with UFO humor, cartoons, and such as well as two video screening rooms where you can watch documentaries. You can also have your photo taken in front of an �alien autopsy� scene that boasts props from the �Roswell� film starring Martin Sheen. Bulletin boards post the latest in reports from the around the world, and if you want to take a Roswell UFO crashsite tour you can call (505) 622-0628.
Although I wished I could I remain in Roswell through the annual July 4th celebration extravaganza, UFO-themed of course, I had to get back to L.A. and work. But I occasionally glanced upward, always responding to the UFOlogist�s mantra ��Watch the Skies.�
For starters Paul Garson rides motorcycles daily in L.A. He's also been the Editor of Hot Bike, VQ, Early-Riders and Eagles Eye magazines. Some 60 motorcycles and over 1000 magazine articles later he's developing a somewhat wobbly eye for bikes beyond bizzare and the never ending Norton Fastback project growing in his apartment closet.
You could say I�ve been into the �UFO scene� since my fourth grade teacher Mrs. Madugle read to us kids on a daily basis from Truman Bethurum�s �Aboard a Flying Saucer, � a cult classic in the �contactee� literature of the 1950s. It left one of those indelible impressions spinning in my head.
Now here I was, years later, riding my motorcycle from L.A. to Roswell, New Mexico, a vortex of interest for UFO buffs, the place where in early July 1947 a flying saucer allegedly crashed and its occupants recovered, as the story goes. Of mythic proportions, the enigma of Roswell is still a hotbed of controversy half a century later thanks to official obfuscation, as in �cover-up� and the Freedom of Information Act by which researchers have unearthed incriminating documentation.
You could say Roswell is the Plymouth Rock for UFO researchers although most of us Saucerheads are not UFO-nuts. We�re your average motorcycle riding, freelance article writing, advanced degree holding traveler who�d rather spend timing delving into paranormal mysteries than the souvenir shops in Disneyland. We�ve got our own Tomorrowland to explore where the stakes are cosmic and oftimes comic. But that�s the nature of the universe, a balance of the wild and wacky, the weak and the strong forces that glue all the quanta together.
As I zipped up my armor-enhanced riding jacket and donned my full-face helmet, I was actually more concerned that the forces holding together my 20-year old German motorcycle would prevail. First gear was popping out and puffs of gray smoke from the left cylinder exhaust meant ring job, but the trusty old BMW R100/7 had gone150, 000 miles so what was a couple thousand more in the face of light years of adventure lurking around the next hairpin curve.
To cut to the chase, let�s just chalk up the intervening space between L.A. and my intermediate stop in Santa Fe as a missing time experience, a lot of boring freeway pavement during which one could meld the mindset for the project at hand. Since I had only a short timeframe for this adventure, I took the semi-direct route from L.A. first to Santa Fe, about 860 miles from L.A., then on to Roswell, about 200 miles south. If you want to skip Santa Fe altogether and do the straight 970 miles from L.A., you just get onto the 1-10 East and keep going for 674.90 miles, connect to the US-70E which becomes the US-285 S. A left on the NM-2, another left on NM-2 and you�re there. Of course you might want to stop and smell the cactus now and then.
Without any mechanical mishaps or speeding tickets, I and my trusty Beemer arrived in Santa Fe a.k.a. the �City of the Holy Faith.� Founded in 1607 and boasting 200 art galleries and five museums the town is a sandstone, pinion tree and cactus clad nexus co-constructed by three cultures: Native Americans who got there first, the Spanish who arrived later and lastly the Anglos who ended up owning the place. My first impression was that Santa Fe was designed by Barney Rubble thanks to the ground hugging houses with their rounded asymmetrical handmolded look. Everything is rendered in the hues of the surrounding desert� breccia browns, gecko grays, tumbleweed tans� a whole city muted to eco-friendly, zero-scape invisibility. What keeps it on the map are supernovae of intense color peaking through the adobe cloaking device. They can be seen in the historic plaza district, specifically the shopping stalls situated under the portico of the Palace of the Governors where the local Indians gather to sell their brilliantly polished silver jewelry and rainbow woven tapestries and clothing. In addition, huge strands of dried red chilies like mummified kelp forests hang everywhere. Santa Fe�s shamanistic talismans, they weave a spicy spell since everything you order to eat seems to come with chili salsa.
I felt a grumbling and it wasn�t coming from any secret underground U.S. Air Force/Alien installation although one is alleged to exist in the area. I was hungry and something brought me to the massive hand carved wooden doors of the Inn of the Anasazi (113 Washington Ave., 505-988-3030). The Inn�s 59 rooms feature gaslit fireplaces, four-poster beds, Indian artwork, even organic toiletries created locally with native cedar extract. Artists, historians and archaeologists host fireside chats in the Inn�s living room. Call it a microcosm of the best Sante Fe has to offer under one vigas and latillas constructed roof. The Inn was named after the Native American people who had built a flourishing culture on the nearby cliffs of Chaco Canyon then suddenly disappeared without a trace six hundred years ago. Yes, petroglyphs and cave drawings in the area do depict strange creatures with helmet-like headgear. Alien UFOnauts or bikers? Science had no answers, but the hotel�s excellent restaurant did� their specialty lamb prepared by Chef Randall Warder and augmented by a stellar wine list.
To burn off some of the calories I signed up for a little excursion I learned about from the plethora of brochures found at the hotel. (Brochures and checking out the local phone book Yellow Pages is often my first reconnaissance maneuver when entering uncharted territory.) No tours to UFO landing sites but I did find something called �Aspook About Ghosts � Close enough since some investigators see a link between etheric and inter-dimensional warps and UFOs. What the heck, after a big dinner I needed a walk.
For a few bucks the tour organizers promised �a haunting experience into Sante Fe�s misty past� life (and death) among the coyotes, witches, ghosts, and the not quite dead.� Conducted by Santa Fe ghost guide Peter Sinclaire (505-988-2774), I and my fellow spook seekers met at the palatial Eldorado Hotel at the intersection of San Francisco and Sandoval for a two hour bipedal exploration of Santa Fe�s haunted places. It�s a great way to see Sante Fe, kind of Ghost Busters Meets the Travel Channel.
Santa Fe is also into digging up the bones of the past, and so am I. But I like to look in fossil and mineral stores for UFO related items. You never know when a piece of the Roswell crash will show up, right? No saucer debris, but there was a great deal on dinosaur egg shells at the Charlie �Have Rocks Will Travel� Snell shop located at 1110 Calle La Resolana.
Before I spent all my money on eggs I couldn�t eat, I threw my pack back on my bike, and pointed its headlight toward Roswell about 175 miles south of Sante Fe. State Road 285 is a perfect place to get abducted. It�s virtually devoid of traffic with nothing but scrub brush and wide-open nothingness for hundreds of miles in all directions. Better to ride it at night if you want a close encounter of the fourth kind, but better to do it in the daylight if you�d rather not run into the pronghorn antelope you see everywhere. Antelope and motorcycles don�t blend well.
I nailed the throttle and blasted back down 285, and lo� and behold soon found myself entering the city limits of Roswell. It came in the form of a giant trampoline painted with the face of an Alien Gray� big head, bigger eyes� plastered on the front of a godawful big Wal-Mart department store. Inside my head, something whispered that UFO�s had been commercialized. It was no big secret that Roswell was on the international map because of the 1947 incident and the town�s subsequent total embrace of the whole idea. If there is such a place that deserves the title �UFOville� then it�s Roswell. From Wal-Mart to the Arby�s sandwich drive-through to the International UFO Museum and Research Institute, Roswell was 100% Flying Saucer Central. I loved the place at first sight.
I checked into the �cost-effective� Crane Motel, one of those bring-your-own-ice-bucket� places. You can�t miss it. There�s a strange assortment of old junk cars with flat tires growing roots in the ground, an old ploy to convince people the place has guests. Or maybe the guests never left. One Plymouth had a faded �Vote Nixon� bumper sticker on it. In any case, I spent most of the next two days living in Roswell�s International UFO Museum. You could easily spend a month if you�re into the subject. Exhibits cover the Roswell crash or crashes since other witnesses have come forward with another crash site about 58 miles from Roswell. You can watch the video made by the late Jim Ragsdale a few days before his death. He relates the details of his encounter with a crashed disc that careened over his pickup truck in which he and his girlfriend were �buck naked� at the time. You can buy a copy of the tape or the book. Judge for yourself, but pretty darn convincing.
Dozens of other UFO related books and videos are available, a few of the over 1000 items stocked by the museum�s gift shop, a day�s exploration in itself. I bought an Alien New Mexico driver�s license that I think will get me into most bars in town. I also bought a commemorative Roswell rug and a membership in the museum. I spoke with the charming Ms. Phyllis Blackard, one of the museum volunteers (admission is free!) who as a young girl was present in Roswell when it all came down from the sky. �I was here when the military swarmed in, and I know Glenn Dennis the mortician who saw the little alien bodies. You can take his word to the bank.�
Located at 114 N. Main, the museum has had over 1,000,000 visitors. The exhibits follow the time line of the July 1947 incident and its aftermath, display purported alien craft fragments, and also spotlights the crop circle mystery and other associated subjects. Documents and photos line the walls as do various artists renderings of UFO scenes. There�s even a section with UFO humor, cartoons, and such as well as two video screening rooms where you can watch documentaries. You can also have your photo taken in front of an �alien autopsy� scene that boasts props from the �Roswell� film starring Martin Sheen. Bulletin boards post the latest in reports from the around the world, and if you want to take a Roswell UFO crashsite tour you can call (505) 622-0628.
Although I wished I could I remain in Roswell through the annual July 4th celebration extravaganza, UFO-themed of course, I had to get back to L.A. and work. But I occasionally glanced upward, always responding to the UFOlogist�s mantra ��Watch the Skies.�
For starters Paul Garson rides motorcycles daily in L.A. He's also been the Editor of Hot Bike, VQ, Early-Riders and Eagles Eye magazines. Some 60 motorcycles and over 1000 magazine articles later he's developing a somewhat wobbly eye for bikes beyond bizzare and the never ending Norton Fastback project growing in his apartment closet.
Sunday, June 10, 2007
Choosing the Right Motorcycle Boots For You
By Dominik Hussl
Choosing the right Motorcycle Boot for you.
Like so many things when it comes to motorcycle apparel and gear these days, motorcycle boots are being produced by so many manufacturers its hard to pick one. You can get a cheap motorcycle boots for under a hundred bucks these days. Not only do you have different makers to choose from you know have to add motorcycle shoes to the equation. These are tough shoes made to be durable enough to give you some protection in a crash. Most have reinforced stitching, ankle protection and a shifter pad as well as a non slip type sole. If you are looking for a quality boot or shoe there are several manufacturers with a good track record to choose from. Alpinestars, AGV Sport, Double H and Icon are most of the more popular brands currently available. Not to mention non brand names. I however recommend that you go with a quality boot that is made by a well known manufacturer. I have a pair of AGV Sport motorcycle boots that have lasted 8 years.
Picking a motorcycle boot really depends on you. If you ride a cruiser probably one of Double H 's boots will appeal to you since they are made to have a more classic styling. Double H makes an engineer boot which is a perfect nostalgic looking motorcycle boot or the Jump boot which also has a classic look. I find that people that rider cruisers tend to lean towards those styles, since they fit that sort of bike as well as the gear that goes with riding a cruiser. You would look kind of funny in race gear on a cruiser!!
Motorcycle Boots and Shoes for riders of sport bikes are quite abundant. Icon AGV and Alpinestars all make quality motorcycle boots that are tough enough to even wear on track days depending on the one you decide to wear. Most of these boots come with toe sliders, ankle support, shin and ankle protection as well as high impact materials that are integrated in to the boot in case of a crash. These boots are usually made for more aggressive riding there fore you will find more safety features designed to protect your feet from the road. You will find these boots come in lots of different colors that will match most sport bike gear. Also most of the manufacturers of these boots also make gloves and leathers that are all color coordinated to be worn together. Now one of the newer things on the scene are motorcycle shoes. These shoes are quite durable but are not recommended for track use. They are tough enough to offer some protection but nothing like what you will get out of a full boot. The shoes are generally made for street riding. They are popular because they look much like regular tennis shoes so you can wear them at work without it being noticed. The shoes usually do not offer much in the way of protection but rather they have a non slip sole and a shifter pad which makes it easier for you to shift while riding. Most of the shoes are reinforced to some degree but not nearly like motorcycle boots.
Typically your riding style and the type of bike you ride will dictate what kind of motorcycle boots you will choose to wear. Just keep in mind to wear gear that adequately protects you for your style of riding. Ideally a helmet, gloves, jacket, riding pants and boots should be worn at all times when you are out on a motorcycle.
By: Dominik Hussl webmaster of discount-motorcycle-parts.net come see our motorcycle boot selection.
Choosing the right Motorcycle Boot for you.
Like so many things when it comes to motorcycle apparel and gear these days, motorcycle boots are being produced by so many manufacturers its hard to pick one. You can get a cheap motorcycle boots for under a hundred bucks these days. Not only do you have different makers to choose from you know have to add motorcycle shoes to the equation. These are tough shoes made to be durable enough to give you some protection in a crash. Most have reinforced stitching, ankle protection and a shifter pad as well as a non slip type sole. If you are looking for a quality boot or shoe there are several manufacturers with a good track record to choose from. Alpinestars, AGV Sport, Double H and Icon are most of the more popular brands currently available. Not to mention non brand names. I however recommend that you go with a quality boot that is made by a well known manufacturer. I have a pair of AGV Sport motorcycle boots that have lasted 8 years.
Picking a motorcycle boot really depends on you. If you ride a cruiser probably one of Double H 's boots will appeal to you since they are made to have a more classic styling. Double H makes an engineer boot which is a perfect nostalgic looking motorcycle boot or the Jump boot which also has a classic look. I find that people that rider cruisers tend to lean towards those styles, since they fit that sort of bike as well as the gear that goes with riding a cruiser. You would look kind of funny in race gear on a cruiser!!
Motorcycle Boots and Shoes for riders of sport bikes are quite abundant. Icon AGV and Alpinestars all make quality motorcycle boots that are tough enough to even wear on track days depending on the one you decide to wear. Most of these boots come with toe sliders, ankle support, shin and ankle protection as well as high impact materials that are integrated in to the boot in case of a crash. These boots are usually made for more aggressive riding there fore you will find more safety features designed to protect your feet from the road. You will find these boots come in lots of different colors that will match most sport bike gear. Also most of the manufacturers of these boots also make gloves and leathers that are all color coordinated to be worn together. Now one of the newer things on the scene are motorcycle shoes. These shoes are quite durable but are not recommended for track use. They are tough enough to offer some protection but nothing like what you will get out of a full boot. The shoes are generally made for street riding. They are popular because they look much like regular tennis shoes so you can wear them at work without it being noticed. The shoes usually do not offer much in the way of protection but rather they have a non slip sole and a shifter pad which makes it easier for you to shift while riding. Most of the shoes are reinforced to some degree but not nearly like motorcycle boots.
Typically your riding style and the type of bike you ride will dictate what kind of motorcycle boots you will choose to wear. Just keep in mind to wear gear that adequately protects you for your style of riding. Ideally a helmet, gloves, jacket, riding pants and boots should be worn at all times when you are out on a motorcycle.
By: Dominik Hussl webmaster of discount-motorcycle-parts.net come see our motorcycle boot selection.
Thursday, June 7, 2007
Pit Bike Modification Guide
By Marc Wilton
Firstly these bikes have many restrictive components which mean that the pit bike can not perform at its best all the time. The most restrictive parts on these bikes are the carburettor and the manifold. A carb can be picked up for as little as �40-�50 which is a bargain for the potential power it could give you, and when you have purchased the carb it would be good to invest in a performance air filter, which allows more air to flow into the engine which equals more horsepower!
Next it would be an idea to change the exhaust to a performance exhaust, this combined with the carb and air filter will mean great power gains. Exhausts can be bought for around �50 off some websites but then again some of these exhausts retail at hundreds of pounds so be sure to shop around before making your purchase.
These two modifications will add low to mid range torque with a good benefit to the top end of the bike and a small increase in overall horsepower.
In a lot of pit bikes there is usually a restrictor in the CDI unit, these are often limited to around 8,500 rpm, if a performance CDI unit is purchased then this will be increased to 10,000 rpm meaning a smoother and more powerful acceleration curve and a higher peak meaning better top end as well.
Adjustments can be made to the gearing of the bike as well, in order for you to adjust this depending on the style of track you will be riding on. If you want to make adjustments to the gearing of the bike the best thing to do will be to change the sprockets. Standard sprockets are usually 14 tooth on the front, with a 37-40 tooth sprockets on the back.
Changing the front sprocket with a larger one will result in better top end, and a smaller rear sprocket will have the same effect, however acceleration will be lost when top end is gained and vice versa.
Marc Wilton, I have been riding mini motos for around two years now and am currently an editor for the website minimotosgo
For more information on modifying pit bikes, or for details of parts for sale which will increase the power of your pit bike then visit minimotosgo.com and take a look for yourself.
Firstly these bikes have many restrictive components which mean that the pit bike can not perform at its best all the time. The most restrictive parts on these bikes are the carburettor and the manifold. A carb can be picked up for as little as �40-�50 which is a bargain for the potential power it could give you, and when you have purchased the carb it would be good to invest in a performance air filter, which allows more air to flow into the engine which equals more horsepower!
Next it would be an idea to change the exhaust to a performance exhaust, this combined with the carb and air filter will mean great power gains. Exhausts can be bought for around �50 off some websites but then again some of these exhausts retail at hundreds of pounds so be sure to shop around before making your purchase.
These two modifications will add low to mid range torque with a good benefit to the top end of the bike and a small increase in overall horsepower.
In a lot of pit bikes there is usually a restrictor in the CDI unit, these are often limited to around 8,500 rpm, if a performance CDI unit is purchased then this will be increased to 10,000 rpm meaning a smoother and more powerful acceleration curve and a higher peak meaning better top end as well.
Adjustments can be made to the gearing of the bike as well, in order for you to adjust this depending on the style of track you will be riding on. If you want to make adjustments to the gearing of the bike the best thing to do will be to change the sprockets. Standard sprockets are usually 14 tooth on the front, with a 37-40 tooth sprockets on the back.
Changing the front sprocket with a larger one will result in better top end, and a smaller rear sprocket will have the same effect, however acceleration will be lost when top end is gained and vice versa.
Marc Wilton, I have been riding mini motos for around two years now and am currently an editor for the website minimotosgo
For more information on modifying pit bikes, or for details of parts for sale which will increase the power of your pit bike then visit minimotosgo.com and take a look for yourself.
Monday, June 4, 2007
Milestone Machine: 1984 Hildebrand and Wolfmullet
By Paul Garson
�Before the beginning of great brilliance and beauty there first must be a period of complete chaos.� � I Ching
One could arguably trace the embryonic days of motorcycling back to 1817 and the German �hobby horse� which was in effect a human powered two-wheeler with the locomotive force provided by paddling one�s feet along the pavement. Good for shoemakers, bad for the spine. More efficient cranks and pedals attached to a wheel didn�t appear until 1861 when a Frenchman put it all together. Over the next two decades, a succession of two-, three- and four wheeled steam- and gasoline-powered cycles huffed, puffed and sputtered themselves into existence as the evolution of the motorcycle spawned ever newer, and occasionally better, designs across Europe and America.
Although the above quote from the prophetically inclined I Ching may not pertain to the entire state of the fledgling world of motorcycles prior to 1894, it wasn�t until that year that things began to coalesce. The year brought profound changes, those advances synthesized from German, French and British designers and manifested in one of the seminal machines of motorcycling� the Hildebrand & Wolfmuller.
The stage was set: Munich, Germany, 1894. Not far away in Russia, Nicholas II, the last of the pre-Soviet czars had ascended the throne while further east China and Japan were at war in Korea. However, politics and empire building were of little interest to brothers Heinrich and Wilhelm Hildebrand. They were busy revolutionizing human transportation. True, their initial focus had been on building steam powered machines in an effort to conquer the steep inclines of their beloved Bavarian hills, but it was a start, if a hot and bubbly one. After a period of steamy experimentation, Heinrich and Wilhelm discovered that a bunch of hot air could only take you so far. Being bright and industrious lads, the Hildebrands decided to join forces with two nimble-minded engineers Alois Wolfmuller and Hans Geisenhof, both residents of nearby Langsberg, a few kilometers from Munich. Geisenhof brought some extra clout to the party as he had been a member of the Benz automobile group and knew his way around powerplants.
The Geisenhof/Hildebrand early efforts resulted in a rather anemic and unreliable two-stroke gasoline fed engine, a powerplant that did not reach their level of expectations. But then it was Wolfmuller�s turn to try his hand. He met the challenge, designing a much more robust four-stroke engine of parallel twin design. Unfortunately the sheer mass of metal that went into his creation proved too burdensome for the spindly bicycle �safety� frames of the era. In fact, very shortly after implantation, the weight of the engine snapped the frame. Now they had an engine, but no frame.
It was not exactly back to the drawing board since the H&W team came up with a reworked version of the frame originally utilized by their 1889 steam bike, so all that effort had some pay back after all. The twin-tube, open duplex design nicely accommodated the big four-stroke gas engine. It seemed to be a well-planned out execution including the fuel tank attached neatly to the down-tubes. In any case it all managed to hold together well enough for the clerks at the Munich patent office to grant their official state stamp of approval. Thus as of January 1894 the Hildebrand & Wolfmuller motor cycle was a legitimate, and thus saleable, product. Now all the four inventors had to do market the fruits of their labor.
They promptly formed a company called, with true Teutonic verbal efficiency, the Motofahrrad-Fabrik Hildebrand & Wolfmuller and built headquarters in Munich. The company�s coffers were well stock with funding and now it was full-steam, rather now full-gasoline, ahead as the entrepreneurs hastened to put their innovative H & W motorcycle into production� and into the history books as literally the first vehicle to be described with the generic term �motor cycle.�
The H &W was also remarkable for several other �firsts.� For one, it featured the largest engine ever successfully fitted into a two-wheeled production vehicle in the 90-year history of two-wheelers with a displacement of 1498cc from a pair of horizontal cylinders with a bore and stroke of 90 x 1117 mm.
A closer look at the engine uncovers its steam heritage as the design incorporated long connecting rods that linked, in a steam locomotive style, directly to rear wheel spindle cranks that incorporated an epicyclical reduction gear. The solid rear disc wheel stood in place of a flywheel (a design that would later haunt H &W) while a pair of wide rubber straps facilitated the return stroke of each piston. Borrowing from the Daimler auto people, the H &W utilized a platinum hot tube as a means of igniting the fuel that found its way from the gas tank to a surface type carburetor. The inlet valves themselves were automatic, while long rods and a cam on the rear wheel actuated the two exhaust valves.
Yet another technological development borrowed from other designers was the combination rear fender/water tank configuration. First innovated by the Englishman Edward Butler and the Frenchman Georges Richard, the fender served not only to keep the rider tidy, but also served as a reservoir for a supply of water used to cool the engine. In addition one frame tube took the place of an oil tank. Yes, an oil-in-the frame, water-cooled four-stroke engine of almost 1500cc displacement built more than a hundred years ago. Such wonders obviously will never cease, but this was a �first.�
It also seems the Munich motorrad was the first motorcycle to come equipped with pneumatic tires, the air-filled rubber treads built by the German company of Veith via the British Dunlop company who had pioneered the tire design in 1888.
Now, with all the accolades heaped upon the H&W notwithstanding, the machine did have its share, and then some, of shortcomings. The term �spoon� is used to describe the Stone Age-ish contrivance working its friction upon the front tire. When it was applied, it also automatically closed down the throttle, while in the early models, a pedal operated a metal plate to bring it into direct contact with the pavement in a further if desperate effort to slow the bike�s forward progress. It certainly made for an entertaining and startling sight in the dark hours of night with sparks flying all about. At least it would give ample warning for pedestrians to make their escape.
The starting procedure for the H&W required grit, grip and cardio-vascular integrity. Gripping the machine you flung it and yourself forward, your legs pumping as fast as they could go until you heard the pop and crack of ignition� there was no clutch by the way�and then you would leap aboard and make all effort to quickly find the thumb-screw operated throttle and then turn it just the right amount to maintain an equal supply of fuel. In other words, athletic ability akin to Olympic bobsledding and the dexterity of a brain surgeon were helpful.
But the rewards were� well you were off and running to a maximum of 28 mph, all the H&W�s 2 � horses could manage at a ripping 240 rpm. Again, these are relative fun-factor figures since we must remember we�re blasting along on 1894 roads, our snarling, spark throwing machine terrorizing man and beast. The world would have to pass in a blur, since even the steam powered trains of the day, riding on nice safe steel rails, could only manage twice the bike�s speed.
The H&W was indeed �wunderbar�, and at first glance a brilliant success, a miraculous machine that caught the fancy of many an adventurous and advant garde customer of the day. Orders flooded the company�s offices to the tune of 2, 000, 000 Deutschmarks. Such was the public demand, and the money in hand, that Hildebrand and Wolfmuller ordered up architectural plans for an all new factory to be erected on the Colosseum Strasse. Its vast interior would be home to 1200 employees not to mention satellite buildings and the contracting of work from many local engineering workshops. You could say that H&W had brought a boom of more than one kind to the city of Munich.
As part of the promotional activities H &W sent one of their new machines to Paris to test the French Vichy waters. The plans included a public relations fete hosted by bon vivant Pierre Giffard, a newspaper publisher and pioneering motor sport enthusiast, who in fact had hosted the world�s first motoring contest, the 1894 Paris-Rouen race.
Once again it was another glorious outing for the H&W, and as a result the French company of Duncan, Suberbie et Cie signed on as licensed dealers. However, they felt the German name might not be that much of a selling card for their French customers and conjured up the named �La Petrolette� which seemed to translate to something like �small gasoline.� But in any case there was an almost immediate order for 50 of the motorcycles, so the French called in for a hundred just to be safe.
Now the �Duncan� of that French company was an Englishman transplanted to Paris, and he was very bully for the bike, and thought it would be good advertising to stage a race in the lovely town of Lille. So it came to pass in the spring of 1895 that the roar of �La Petroletttes� were to resound in the previously tranquil French countryside. However, Fate made a sudden and foreboding detour in the fortunes of the H&W. A fire broke out in the event�s hotel the night before race day, the flames ravaging the three bikes intended for the demonstration. Moreover, adding insult to injury, the loud sounds of the exploding Dunlop tires fed rumors that the gasoline powered machines were inherently dangerous. While the event was canceled, it did not thwart the H&W company�s plans for expanding their market.
Looking for the proper venue to highlight his product, Wolfmuller himself transported two bikes to Italy where he and Giovanni-Battista Ceirano, an automobile enthusiast, would ride them in another history making event, the country�s first combination car and bike race. The machines would speed from the city of Turin to the village of Asti and return, all on the day of May 28, 1895.
Over hill and dale, the slew of pre-1900 cars and motorcycles slid, slipped and surged along the 62-mile course. By day�s end, the two stalwart H&W�s with Wolfmuller and Ceirano covered in dust and glory crossed the finish line in 2nd and 3rd Place, bested only by a Daimler automobile. But that glory was short-lived as the next race, the important Paris-Bordeaux-Paris race ended in disaster at the mid-way point as both H&D entries fell victim to what were becoming glaring and dangerous design flaws. The problems lay with the hot tube ignition, and the erratic handling of the rear wheel caused by its poor flywheel effect that in turn caused the rider to lurch around violently on his mount.
When things go wrong, they can go wrong all at once and as if nobody had an inkling until it all too late. Not only were the bikes in need of �recall,� the bean-counters back in Paris and Munich finally figured out that the cost of making the machines was more than their price tags. In effect, the company was operating in the red. And then it started, the droves of first-time customers, recently acquainted with their new purchases, were writing unpleasant letters about starting problems among other issues.
Worse yet, many wanted their money back. Sadly, by 1897 and after producing approximately 800 machines, the German and French companies imploded, and the H&W was no more. While the marque became another of the many short-lived and long extinct motorcycles, it had well-earned its niche in the history books. As the first production motorcycle, H&W had brought together many innovations and the genius of several nations, and in so doing carved yet another stepping stone on the long, often rocky road of the motorcycle�s evolution.
In all fairness, the Hildebrand and Wolfmuller should be remembered in the context that it represented the pivotal moment when the so-called motor-bicycle entered the public consciousness as the motorcycle. And like many technological introductions, it had a dramatic effect on the cultural psyche. An English test rider of the day, after riding the H&W responded, "I have never forgotten the first sensation of riding a bicycle propelled by its own power. The feeling of traveling over the ground without effort was delightful. From that moment I became a staunch believer in the motor-bicycle and predicted a great future for it.�
For starters Paul Garson rides motorcycles daily in L.A. He's also been the Editor of Hot Bike, VQ, Early-Riders and Eagles Eye magazines. Some 60 motorcycles and over 1000 magazine articles later he's developing a somewhat wobbly eye for bikes beyond bizzare and the never ending Norton Fastback project growing in his apartment closet.
�Before the beginning of great brilliance and beauty there first must be a period of complete chaos.� � I Ching
One could arguably trace the embryonic days of motorcycling back to 1817 and the German �hobby horse� which was in effect a human powered two-wheeler with the locomotive force provided by paddling one�s feet along the pavement. Good for shoemakers, bad for the spine. More efficient cranks and pedals attached to a wheel didn�t appear until 1861 when a Frenchman put it all together. Over the next two decades, a succession of two-, three- and four wheeled steam- and gasoline-powered cycles huffed, puffed and sputtered themselves into existence as the evolution of the motorcycle spawned ever newer, and occasionally better, designs across Europe and America.
Although the above quote from the prophetically inclined I Ching may not pertain to the entire state of the fledgling world of motorcycles prior to 1894, it wasn�t until that year that things began to coalesce. The year brought profound changes, those advances synthesized from German, French and British designers and manifested in one of the seminal machines of motorcycling� the Hildebrand & Wolfmuller.
The stage was set: Munich, Germany, 1894. Not far away in Russia, Nicholas II, the last of the pre-Soviet czars had ascended the throne while further east China and Japan were at war in Korea. However, politics and empire building were of little interest to brothers Heinrich and Wilhelm Hildebrand. They were busy revolutionizing human transportation. True, their initial focus had been on building steam powered machines in an effort to conquer the steep inclines of their beloved Bavarian hills, but it was a start, if a hot and bubbly one. After a period of steamy experimentation, Heinrich and Wilhelm discovered that a bunch of hot air could only take you so far. Being bright and industrious lads, the Hildebrands decided to join forces with two nimble-minded engineers Alois Wolfmuller and Hans Geisenhof, both residents of nearby Langsberg, a few kilometers from Munich. Geisenhof brought some extra clout to the party as he had been a member of the Benz automobile group and knew his way around powerplants.
The Geisenhof/Hildebrand early efforts resulted in a rather anemic and unreliable two-stroke gasoline fed engine, a powerplant that did not reach their level of expectations. But then it was Wolfmuller�s turn to try his hand. He met the challenge, designing a much more robust four-stroke engine of parallel twin design. Unfortunately the sheer mass of metal that went into his creation proved too burdensome for the spindly bicycle �safety� frames of the era. In fact, very shortly after implantation, the weight of the engine snapped the frame. Now they had an engine, but no frame.
It was not exactly back to the drawing board since the H&W team came up with a reworked version of the frame originally utilized by their 1889 steam bike, so all that effort had some pay back after all. The twin-tube, open duplex design nicely accommodated the big four-stroke gas engine. It seemed to be a well-planned out execution including the fuel tank attached neatly to the down-tubes. In any case it all managed to hold together well enough for the clerks at the Munich patent office to grant their official state stamp of approval. Thus as of January 1894 the Hildebrand & Wolfmuller motor cycle was a legitimate, and thus saleable, product. Now all the four inventors had to do market the fruits of their labor.
They promptly formed a company called, with true Teutonic verbal efficiency, the Motofahrrad-Fabrik Hildebrand & Wolfmuller and built headquarters in Munich. The company�s coffers were well stock with funding and now it was full-steam, rather now full-gasoline, ahead as the entrepreneurs hastened to put their innovative H & W motorcycle into production� and into the history books as literally the first vehicle to be described with the generic term �motor cycle.�
The H &W was also remarkable for several other �firsts.� For one, it featured the largest engine ever successfully fitted into a two-wheeled production vehicle in the 90-year history of two-wheelers with a displacement of 1498cc from a pair of horizontal cylinders with a bore and stroke of 90 x 1117 mm.
A closer look at the engine uncovers its steam heritage as the design incorporated long connecting rods that linked, in a steam locomotive style, directly to rear wheel spindle cranks that incorporated an epicyclical reduction gear. The solid rear disc wheel stood in place of a flywheel (a design that would later haunt H &W) while a pair of wide rubber straps facilitated the return stroke of each piston. Borrowing from the Daimler auto people, the H &W utilized a platinum hot tube as a means of igniting the fuel that found its way from the gas tank to a surface type carburetor. The inlet valves themselves were automatic, while long rods and a cam on the rear wheel actuated the two exhaust valves.
Yet another technological development borrowed from other designers was the combination rear fender/water tank configuration. First innovated by the Englishman Edward Butler and the Frenchman Georges Richard, the fender served not only to keep the rider tidy, but also served as a reservoir for a supply of water used to cool the engine. In addition one frame tube took the place of an oil tank. Yes, an oil-in-the frame, water-cooled four-stroke engine of almost 1500cc displacement built more than a hundred years ago. Such wonders obviously will never cease, but this was a �first.�
It also seems the Munich motorrad was the first motorcycle to come equipped with pneumatic tires, the air-filled rubber treads built by the German company of Veith via the British Dunlop company who had pioneered the tire design in 1888.
Now, with all the accolades heaped upon the H&W notwithstanding, the machine did have its share, and then some, of shortcomings. The term �spoon� is used to describe the Stone Age-ish contrivance working its friction upon the front tire. When it was applied, it also automatically closed down the throttle, while in the early models, a pedal operated a metal plate to bring it into direct contact with the pavement in a further if desperate effort to slow the bike�s forward progress. It certainly made for an entertaining and startling sight in the dark hours of night with sparks flying all about. At least it would give ample warning for pedestrians to make their escape.
The starting procedure for the H&W required grit, grip and cardio-vascular integrity. Gripping the machine you flung it and yourself forward, your legs pumping as fast as they could go until you heard the pop and crack of ignition� there was no clutch by the way�and then you would leap aboard and make all effort to quickly find the thumb-screw operated throttle and then turn it just the right amount to maintain an equal supply of fuel. In other words, athletic ability akin to Olympic bobsledding and the dexterity of a brain surgeon were helpful.
But the rewards were� well you were off and running to a maximum of 28 mph, all the H&W�s 2 � horses could manage at a ripping 240 rpm. Again, these are relative fun-factor figures since we must remember we�re blasting along on 1894 roads, our snarling, spark throwing machine terrorizing man and beast. The world would have to pass in a blur, since even the steam powered trains of the day, riding on nice safe steel rails, could only manage twice the bike�s speed.
The H&W was indeed �wunderbar�, and at first glance a brilliant success, a miraculous machine that caught the fancy of many an adventurous and advant garde customer of the day. Orders flooded the company�s offices to the tune of 2, 000, 000 Deutschmarks. Such was the public demand, and the money in hand, that Hildebrand and Wolfmuller ordered up architectural plans for an all new factory to be erected on the Colosseum Strasse. Its vast interior would be home to 1200 employees not to mention satellite buildings and the contracting of work from many local engineering workshops. You could say that H&W had brought a boom of more than one kind to the city of Munich.
As part of the promotional activities H &W sent one of their new machines to Paris to test the French Vichy waters. The plans included a public relations fete hosted by bon vivant Pierre Giffard, a newspaper publisher and pioneering motor sport enthusiast, who in fact had hosted the world�s first motoring contest, the 1894 Paris-Rouen race.
Once again it was another glorious outing for the H&W, and as a result the French company of Duncan, Suberbie et Cie signed on as licensed dealers. However, they felt the German name might not be that much of a selling card for their French customers and conjured up the named �La Petrolette� which seemed to translate to something like �small gasoline.� But in any case there was an almost immediate order for 50 of the motorcycles, so the French called in for a hundred just to be safe.
Now the �Duncan� of that French company was an Englishman transplanted to Paris, and he was very bully for the bike, and thought it would be good advertising to stage a race in the lovely town of Lille. So it came to pass in the spring of 1895 that the roar of �La Petroletttes� were to resound in the previously tranquil French countryside. However, Fate made a sudden and foreboding detour in the fortunes of the H&W. A fire broke out in the event�s hotel the night before race day, the flames ravaging the three bikes intended for the demonstration. Moreover, adding insult to injury, the loud sounds of the exploding Dunlop tires fed rumors that the gasoline powered machines were inherently dangerous. While the event was canceled, it did not thwart the H&W company�s plans for expanding their market.
Looking for the proper venue to highlight his product, Wolfmuller himself transported two bikes to Italy where he and Giovanni-Battista Ceirano, an automobile enthusiast, would ride them in another history making event, the country�s first combination car and bike race. The machines would speed from the city of Turin to the village of Asti and return, all on the day of May 28, 1895.
Over hill and dale, the slew of pre-1900 cars and motorcycles slid, slipped and surged along the 62-mile course. By day�s end, the two stalwart H&W�s with Wolfmuller and Ceirano covered in dust and glory crossed the finish line in 2nd and 3rd Place, bested only by a Daimler automobile. But that glory was short-lived as the next race, the important Paris-Bordeaux-Paris race ended in disaster at the mid-way point as both H&D entries fell victim to what were becoming glaring and dangerous design flaws. The problems lay with the hot tube ignition, and the erratic handling of the rear wheel caused by its poor flywheel effect that in turn caused the rider to lurch around violently on his mount.
When things go wrong, they can go wrong all at once and as if nobody had an inkling until it all too late. Not only were the bikes in need of �recall,� the bean-counters back in Paris and Munich finally figured out that the cost of making the machines was more than their price tags. In effect, the company was operating in the red. And then it started, the droves of first-time customers, recently acquainted with their new purchases, were writing unpleasant letters about starting problems among other issues.
Worse yet, many wanted their money back. Sadly, by 1897 and after producing approximately 800 machines, the German and French companies imploded, and the H&W was no more. While the marque became another of the many short-lived and long extinct motorcycles, it had well-earned its niche in the history books. As the first production motorcycle, H&W had brought together many innovations and the genius of several nations, and in so doing carved yet another stepping stone on the long, often rocky road of the motorcycle�s evolution.
In all fairness, the Hildebrand and Wolfmuller should be remembered in the context that it represented the pivotal moment when the so-called motor-bicycle entered the public consciousness as the motorcycle. And like many technological introductions, it had a dramatic effect on the cultural psyche. An English test rider of the day, after riding the H&W responded, "I have never forgotten the first sensation of riding a bicycle propelled by its own power. The feeling of traveling over the ground without effort was delightful. From that moment I became a staunch believer in the motor-bicycle and predicted a great future for it.�
For starters Paul Garson rides motorcycles daily in L.A. He's also been the Editor of Hot Bike, VQ, Early-Riders and Eagles Eye magazines. Some 60 motorcycles and over 1000 magazine articles later he's developing a somewhat wobbly eye for bikes beyond bizzare and the never ending Norton Fastback project growing in his apartment closet.
Friday, June 1, 2007
Dealerships Have A Selection Of Cheap Gas Scooters
By Ken Wilssens
Dealerships have a big selection of electric and gas scooters. If you are looking for cheap gas scooters you might want to go and take a look around. The prices depend on the manufacturer, accessories and some other details, but before you buy one you should check and compare all the options.
You should even check electric scooter as well, they are very popular as they save a lot of money in gas and they are quiet, usually the gas scooters are noisy and dogs love to chase them. Noisy scooters are not welcome in most of the neighborhoods.
Gas scooters are usually around $100 to $900 USD or more. A cheap scooter around $100 might not be as fast and sophisticated as the ones above $400.
The specifications are different between one model to another so everything depends on your needs to decide what is cheap and what is not when buying one.
You can find a very good and cheap scooter that can take you around and get you satisfied.
Scooter industry is developing very fast and everybody looks to like and enjoy going around in this new way of transportation.
Thanks to this development, it is easier for buyers to get better deals with the same quality.
There are a lot of dealerships and everybody wants to sell so they have to come with new ideas and better deals to get as much customers as possible. That's why you should take your time to look around until you find what you are looking for and get completely satisfied.
You don't have to spend a fortune to get what you want now days and if you fell for one of the most expensive scooters you can always finance it, so is just up to you when to get it, start looking a get ready to roll.
For lots of information on cheap gas powered scooters and other related topics, visit Scooters Guide at www.scooters-guide.com
Dealerships have a big selection of electric and gas scooters. If you are looking for cheap gas scooters you might want to go and take a look around. The prices depend on the manufacturer, accessories and some other details, but before you buy one you should check and compare all the options.
You should even check electric scooter as well, they are very popular as they save a lot of money in gas and they are quiet, usually the gas scooters are noisy and dogs love to chase them. Noisy scooters are not welcome in most of the neighborhoods.
Gas scooters are usually around $100 to $900 USD or more. A cheap scooter around $100 might not be as fast and sophisticated as the ones above $400.
The specifications are different between one model to another so everything depends on your needs to decide what is cheap and what is not when buying one.
You can find a very good and cheap scooter that can take you around and get you satisfied.
Scooter industry is developing very fast and everybody looks to like and enjoy going around in this new way of transportation.
Thanks to this development, it is easier for buyers to get better deals with the same quality.
There are a lot of dealerships and everybody wants to sell so they have to come with new ideas and better deals to get as much customers as possible. That's why you should take your time to look around until you find what you are looking for and get completely satisfied.
You don't have to spend a fortune to get what you want now days and if you fell for one of the most expensive scooters you can always finance it, so is just up to you when to get it, start looking a get ready to roll.
For lots of information on cheap gas powered scooters and other related topics, visit Scooters Guide at www.scooters-guide.com
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