I’ll admit right up front that I know I am not the intended market for Harley-Davidson’s “Forty-Eight” (Sportster XL1200X). But I was curious. My first bike is the only cruiser I’ve ever ridden. And the whole H-D attitude … what better way to understand it than to climb on one?

So I made room in the garage for the bike. I was immediately astonished at how small and non-sinister it looked. The 26-inch seat is lower than what I’m accustomed to. It’s quite narrow, too, which led me to underestimate the power under that seat. But I’m getting ahead of myself.

“The bike performs best in the urban jungle. With ample torque, and a throaty stock exhaust growl, it’s easy to feel like a rebel out on a cruise”.

I walked around it, appreciating the minimalistic approach Harley-Davidson has taken in designing this model. The front fender is just long enough to keep the single, 55-watt quartz halogen headlight safe from spinning debris. The analog speedometer is uncomplicated. A hidden button lets the rider scroll through the digital odometer, clock, and tripometer. The low-mounted mirrors and flat handlebars keep what H-D calls the “bulldog” profile low. I didn’t like the mirrors, which gave me a fantastic view of my hips. The LED brake and turn signals are contained in the same unobtrusive bullet-style housings.

The air-cooled, black powder-coated V-twin has a bit of bling on the polished rocker covers, and of course the two staggered tailpipes are long and chromy. You have to have something to polish besides the gas cap, right?

The paint on this bike was Vivid Black – it’s also available in red, blue, or a hideously disco metal-flake gold. And new for 2013, you can get that giant metal flake in Barbie pink — with a sparkly silver seat. I was grateful that this one was just plain black.

It was easy to admire the sleek, gorgeous finish. Except, look. There’s a fingerprint. And another one. And another one…

The spoked front wheel sports a 130mm Harley-Davidson-branded front tire. I kind of liked it. Other things about the bike seemed, well, petite. This tire is definitely not dainty; the rear tire is 150mm.

This bike is called the Forty-Eight because that was the year H-D introduced the itty-bitty peanut tank. The 2.1-gallon gas tank on this bike is exiguous. Even if gets the claimed 48 mpg, the low-fuel warning starts in at just over half a tank. How could you even think about doing a long ride on this thing?

The solo seat was equally tiny. I pushed down to feel the suspension and was not pleased with the distinct lack of springiness.  According to the H-D literature, suspension travel is 3.62 inches in the front and 1.63 inches in the rear. Yes, you read that right.

To keep the rear fender line clean, the license plate is mounted on the left side. It pokes out awkwardly like a dramatic afterthought. Hmmm. This must be part of the mystique of the design.

Some of the features seemed well thought out and others had me puzzled. Ultimately, I have the impression that this was merely a canvas upon which customizing begins. The only options available for this bike are the paint colors and the Harley-Davidson Smart Security System. However, there are myriad accessories out there, including several different seats, windshields and luggage combinations. Be prepared to pay premium for some of those shiny H-D-branded doodads, though.

Enough talk. Let’s take it for a spin.

A press of the start button produced a deep growl from the Evolution engine and the entire machine rumbled to life. But it sounded wrong. The steady chugging I expected was interrupted intermittently. I’ve heard a rumor that when Harley-Davidson converted to fuel injection, they programmed their bikes to miss once in a while so that they sounded “right.” The literature describes H-D’s Electronic Sequential Port Fuel Injection (ESPFI) and performance tuning. Maybe that’s what I was hearing. In any case, this brand-new bike had less than 300 miles on it and it sounded broken.

I found the forward controls and quickly discovered that there was exactly one riding position due to my height, the location of the footpegs and the arrangement of the seat. I also found that I am not built for this bike and there was no way to accommodate for the spine-jarring ride over a bumpy road or railroad tracks. I was starting to understand why H-D marketing uses the words “slammed” and “unruly” for this bike. My bones protested the entire time I was in the saddle.

On the upside, it took sweeping corners fairly well. Shifting the 5-speed was smooth and easy. There’s a ton of power in that 1200 and it responded well with minimal throttle input. In fact, several times I felt like I was going to slide backward off the seat. This kept me from goosing it, but what fun is that?

At 70 mph on a chilly fall day, I felt the full effects of riding without a windshield. Yet it was easy to achieve that speed – maybe too easy. I was cruising along and found that I still had another gear to spare.

The turning radius was wider than I expected for this narrow bike. It was also surprisingly heavy, weighing in at over 570 lbs. When I attempted a tight U-turn, I was wrestling it more than riding it. The end result was an awkward four-point turn.

Riding this particular bike has not shed much light for me on the appeal of this very popular, 110-year-old brand. It seems to be mostly about aesthetics and hanging out looking rebellious – which are fine, but I log a lot of miles and so a microscopic tank and intolerable riding position aren’t very practical. I don’t particularly care about looking cool. I care about moving. With my skeleton intact.

It’s possible that carving up twisty roads would be fun on the Forty-Eight, but this motorcycle seems to lend itself more to very short commutes and just being conspicuous. The range limitation and lack of ergonomics (at least for me) still have me baffled.

MMM

by Dave Samborski

No manufacturer today helps you recreate an image better than Harley-Davidson. Call it old-fashioned, one-foot-in-the-past, or just plain classic, Harley‘s “inspiration” from the past helps create a product line that features a mix and match of some of the company’s best design cues.

The “Forty-Eight” appears to be no exception.

“The bike performs best in the urban jungle”.

Built on the long-standing 1200cc Sportster line, this model is a real ground hugger. From the under-mounted mirrors on the low drag bars, low seat and rear suspension, to the chopped rear fender and side mounted breakaway license plate, this bike hints at an independent custom creation.  I like the compact look, without the gaudy accouterments of many cruisers. An edgy street prowler look right from the factory.

The Forty-Eight is based in black, with four fuel tank colors to choose from. H-D does outstanding work on paint and finishes, and this one is no exception. From the handlebar bracket imprinted with “Milwaukee, USA”, the triple clamps, the rigid-mounted turn signals, tank and fenders to the belt guard, many parts are flawless in finish. From a guy who spent some dirty time in a body shop, real respect should be given to the folks from the Dairy State. This Harley exudes vanity.

The first of two items that stand out is the tiny tapered “peanut” fuel tank. The year 1948 was the first that iconic fuel tank was used on a Harley-Davidson, the TS125.

The bike is called the Forty-Eight because that was the year H-D introduced the iconic “peanut tank”.

Over the years, the peanut tank was used on many bikes, and that simple 2.1 gal. vessel was very often the choice for customs of all flavors. One tank color option on the Forty-Eight is Coloma Gold Flake, part of Harley’s “Hard Candy Custom” color line. Liberace may have had matching attire but it is, arguably, a gorgeous finish.

This Sportster begins with an air-cooled 73ci V-twin (what else?) Evolution engine that debuted in 1984. Modern fuel injection results in dependable starting and cleaner spark plugs. Nothing very inspiring motor-wise, but plenty of torque when asked, and well delivered to the rear wheel.  A few blurps at a cold idle every now and then made my ears alert, but nothing more materialized.

The few chrome parts balance out the blacked out powertrain. The traditional side-mounted air cleaner interrupts right knee comfort. Rubber mounts in the steel frame do help damp some vibrations, but the shake reverberating throughout lets you know you are on a wild ride. At traffic lights, a steady shake never lets you forget that V-twin beneath you.

Controls are standard Harley-Davidson, with good quality switch gear and rubber handgrips. Self-cancelling turn signals help us road-focused riders from looking the novice rider part. The naked one-gauge speedometer incorporates a digital clock, odometer, and dual trip-meters, scrolled with a button underneath. Brake and clutch levers are stout with easy pulls. The under-mounted mirrors take some getting used to, but exude that street custom look without the custom work. Plenty of vibration gives a shakey rear view, but I could easily see my jacket pockets were still zipped and put my mind at ease knowing the contents were accounted for.

The gap between the tank and seat has a missing visual “connection,” and I often found myself sliding off the seat taking off from a stop. Add the thin seat cushion with a couple of inches of rear suspension and the result is a hard pounding on the back. Good thing the fuel tank is small because a rest is welcome at a gas stop. The low fuel light illuminates around 65 miles; running on fumes under 100.

Behind the bars, handling is easy; clutch pull and engagement is smooth, the transmission clicks nicely through all five speeds, and neutral is easy to locate.

Power delivery via the belt final drive is tight, and left nothing to desire. Downshifting fast with engine braking will make the rear end hop, especially around a corner. Pucker up. The forward footpeg feelers stick out overtly, and drag very early in a lean. I drug one within seconds after getting on the first time, and many after that. Pucker up again.

Single hydraulic front and rear discs bring you to a stop. The smooth front brake lever on a well-designed hydraulic reservoir (read: no flimsy plastics here) deliver front disc grab. Dual front discs would greatly increase stopping power, and I noticed a slight “ticking” in the front brake, but I’m nit-picking here. The rear brake was effective via the rather large brake lever. By and large, braking both front and back was smooth and adequate to slow it down. No ABS option on this model.

With the big meaty front 130/90-16 tire mounted on a spoked steel wheel up front, the front steering is surprisingly easy. The forks soak up any jarring bumps, and return swiftly. Input is light and easy, return is a bit slower. Lock-to-lock steering is a few degrees short of useful, making rocking back and forth necessary for a turn around in the driveway. The traditional rear, outward-mounted shocks with step adjustment offer little spring and send the bounces right up the torso.

The bike performs best in the urban jungle. With ample torque, and a throaty stock exhaust growl, it’s easy to feel like a rebel out on a cruise. Weight is kept low, and I never had to exert effort to keep it upright. Out on the highways and interstate, some effort and strain is needed to hang on; riding at highway speed with a 20 mph headwind can wear out the heartiest of rider. I found the front end to be as well as a cruiser can be, with good steering geometry and suspension damping. The stiff, bouncy rear-end leaves more to fancy.

Ultimately, the Forty-Eight is a great foundation for customizing, if one desires. If not, street-cred is immediately garnered behind these bars. No one updates an old design as well as Harley-Davidson, or is as good as stoking the “mystique” of owning and riding one. The Forty-Eight is an easy way to enter that mass of membership. Allen and the folks at Viking Land in Sauk Rapids can help you out with that.

MMM

The Scooter Market 101 

“Scooter” is a commonly used term for motorized two-wheeled vehicles that can be registered either as mopeds or motorcycles. It’s a moped if it 1) has an engine size of 50cc or less, 2) develops no more than 2 hp, and 3) is capable of no more than 30 mph on a flat surface.

Many new entrants into scootering seek simple surface street transportation, are unwilling to become licensed, and thus are often relegated to small-sized 50cc models. With that said, however, the medium-sized market has grown over past years as existing motorcycle license-holders increasingly purchase these more powerful mid-range models that are priced fairly closely to their more diminutive brethren yet supply greater surface street security due to greater get-up-and-go.

Nowadays, you’ll find scooters ranging from relatively simple 30 mph neighborhood travelers to plush 100 mph models that are as comfortable as an easy chair and worthy of long stretches on the interstate. In fact I have been the maxi-scooterist on the receiving end of a retracted two-finger salute by a FJ1300 rider.

Scooter sales are more directly related to fuel prices than any other motorized two-wheeler. As it happens, fuel prices generally begin to rise in March and last through May. Generally. Obviously things are different this year.

For many, the lure toward scooters comes from their ease of use and fuel efficiency. Most scoots feature simple automatic belt-driven CVT transmissions and rely only on a twist-and-go throttle with left and right brake levers similar to a bicycle, and many achieve between a claimed 60 and 100 mpg of fuel. The step-through design often also serves as a benefit for commuters.

Where industry reporting is concerned, the U.S. Scooter Market can be split into two segments: Traditional Brand Scooters, supplied by long-established manufacturers; and Non-Traditional Brand Scooters, bikes supplied by relative newcomers to the market.

Both segments experienced a bump in sales in 2012, with gains occurring earlier in the year on the specter of high fuel prices and rebounding again later in the year on what may have been blowout pricing on non-currents.

Maxi scoots and the generally more expensive Euro brands benefited from well-heeled buyers while other common suppliers of small and medium-sized twist-and-go scooters may have scored on general product availability and the lure of new models.

APRILIA

Aprilia’s three-model line-up for 2013 features the air-cooled & carbed SR Motard 50 ($1,999) and liquid-cooled & fuel-injected SR 50 ($3,199) and SR 50 R Replica SBK ($3,199). You also likely be able to find the Sportcity 50/125, Scarabeo 100, Scarabeo 200, Sportcity 250 and Scarabeo 500 ie.

Most sought-after models in Aprilia’s range include the Sportcity 250, Scarabeo 200 and Scarabeo 100.

BMW

Arguably the biggest news to come from BMW in 2012 was the introduction of the company’s new scooter product, the C 650 GT ($9,990) and C 600 Sport ($9,590) – developed in cooperation with KYMCO from Taiwan. The German company has said it anticipates attracting current BMW brand automobile and motorcycle owners to the niche, which would no doubt massively increase sales in coming years.

GENUINE

Genuine’s eight-model line-up features the 50cc two-stroke Roughhouse ($1,999) at home in the gravel as much as it is on paved streets, 50cc air-cooled two-stroke Lil Internationals ($2,199) available in “Pamplona” and “Italia” color combinations, two-stroke Buddy 50 ($1,999), four-stroke Buddy 125 ($2,799), the retro-modern Buddy 170i ($3,349), modern and sporty Blur SS220i ($3,999), and the classically styled steel-bodied 150cc Stella ($3,699) that remains a four-speed shifter but now is available only in a four-stroke version.

The Buddy 125, for its price point and output, remains Genuine’s bestseller, followed by the Buddy 50s, 170 and Roughhouses. Of course, the Stella remains the brand’s most recognizable model.

HONDA

Honda’s six-model line-up for 2013 features the 49cc four-stroke Metropolitan ($1,999) and Ruckus ($2,649), 108cc Elite ($2,999), modern runabout PCX150 ($3,449), big wheel SH150i ($4,499) and 600-class Silver Wing ABS ($9,270).

Highlights in the line include the best-selling four-stroke Ruckus 50 that has become a popular skeleton for modification, and the PCX150 with enough power, style and amenities to serve as an excellent urban commuter.

KYMCO

KYMCO’s 15-model line-up features the fuel efficient Agility 50 ($1,499), Super 8 50 2T ($2,199), Like 50 ($2,199) and Like 50 LX ($2,299), as well as the classic looking Compagno 110i ($2,999), Agility 125 ($1,899), modern mid-size Movie 150 ($3,199), Super 8 150 ($2,499), Like 200i ($2,699), Like 200i LX ($2,799), People GT 200i ($4,899) & People GT 300i ($5,399), Downtown 200i ($5,199) & Downtown 300i ($5,599) and newly designed Xciting 500 Ri ABS ($6,899).

Because all of KYMCO’s 50cc models are considered mopeds in Minnesota, the company’s best-selling scoots here include the Agility 50, Super 8 50 2T and Like 50.

KYMCO dealers are currently in the process of receiving deliveries of the Compagno 50i ($2,599), and KYMCO USA plans to reveal some new products (possibly a 700cc scoot?) later this month.

PIAGGIO

Piaggio’s eight-model line-up features the air-cooled 49cc Typhoon 50 ($1,899) and 49.9cc Fly 50 4V ($2,199), Typhoon 125 ($2,699), Fly 150 ($2,899), and executive style BV 350 ($5,699), as well as the three-wheeled MP3 250 ($7,199), MP3 400 ($8,699) and MP3 500 ($8,899).

Moving most briskly are the Fly 150 & 50, as well as the BV 350, but the MP3 range continues to serve as the brand ambassador for its unique front-end geometry. Try it. At the very least, you’ll come away with an appreciation for the engineering.

SYM

Taiwan’s SYM is the third most prolific brand in its home country, behind #1 KYMCO and #2 Yamaha. The brand experienced a rough introduction to the U.S. market with its initial distributor, but those kinks have been worked out and the brand’s six models of scooter are gaining adherents stateside.

Offerings include the diminutive Mio 50 ($1,999), the Symba 100 ($2,399) offering the timeless step-through look of Southeast Asia, classic style Fiddle II 125 ($2,299), the big wheel HD 200 EVO ($3,499), 15hp RV 200 EVO ($3,699) and top of the range Citycom 300i ($4,699).

VESPA

Vespa’s 10-model line-up for 2013 features the sporty S 50 4V ($3,299), S 50/150 Sport SE ($3,399/$4,599), S 150 IE ($4,499) and GTS 300 IE Super ($6,199), as well as the classic LX 50 4V ($3,399), LX 150 IE ($4,599), GTS 300 IE ($6,199) and GTS 300 Super Sport SE ($6,399), and LXV 150 IE ($5,499) and GTV 300 IE ($6,999) with a wealth of factory accessories.

Best-sellers for this upmarket brand include the LX150 IE, GTS 300 IE and LX50 4V.

Look for the Vespa 946, a 150cc model revealed late last year at the big EICMA show in Italy, to hit U.S. dealerships in November 2013. Reportedly, it’ll retail for $9,946. Yup.

YAMAHA

Yamaha’s top three best-selling two-wheelers in the U.S. in 2012 included the Zuma 50F. The OEM’s four-model scooter line-up for 2013 features the 49cc Vino Classic ($2,290) and Zuma 50F ($2,590), sporty Zuma 125 ($3,390) and 400-class Majesty ($6,850).

It’s difficult to pinpoint a highlight in the Yamaha line as the OEM has made sure that each model serves a distinct market segment. The strategy has worked, with the Zuma 50F and 125 becoming bestsellers, and the Vino and Majesty both strong category entrants.

Sadly, we here in the U.S. no longer enjoy the privilege of being able to purchase a new Yamaha TMAX, the 499cc parallel twin scoot lauded by reviewers around the world.

MMM

Could Scootering
Be for You? 

Think you may have an interest in utilizing a scooter this summer but don’t have much experience on anything other than a bicycle?

Scooter operators are required to have a motorcycle permit or motorcycle license endorsement, and Bill Shaffer, State Program Administrator, Motorcycle & Roadway Safety Programs, Minnesota Department of Public Safety, says “there is a fair amount of confusion” about the differences between mopeds, scooters, and motorcycles when it comes to licensing and registration.

Every two- or three-wheeled vehicle in Minnesota requires a motorcycle endorsement or permit to ride unless it meets all three of these conditions: 1) engine size of 50cc or less, 2) no more than 2 hp, and 3) capable of no more than 30 mph on a flat surface.

A two-wheeled vehicle that exceeds any one of these conditions must be registered as a motorcycle, which requires a driver’s license and motorcycle endorsement or motorcycle instruction permit to ride. A two-wheeled vehicle that meets all of these conditions can be registered as a moped and will display a Moped license plate. Operators are required to have a driver’s license or a motorized bicycle operator’s permit.

Here’s the rub, though: Many scooters that are 50cc or less do not meet the horsepower and mph requirements and thus are required to be registered as motorcycles.

The Twin Cities-based Rider Academy offers student riders specially designed coursework, as well as the use of scooters to offer range experience that is directly applicable to what is or may be in the garage at home.

As for training via the Minnesota Motorcycle Safety Center (MMSC), if a scooter is registered as a motorcycle, operators may ride their scooter in the Basic Rider Course (BRC) and take the skills test with it providing they show proof of insurance, their scooter is street legal with an engine displacement of 500cc or less and the model has an unladen weight of 400 pounds or less. For further training, any size scooter is welcome in BRC2.

Visit www.RiderAcademy.com and www.motorcyclesafety.org for more details.

MMM

Scenery 

This riverside route from Minneapolis to St. Paul brings you from an inner-city environment through wooded sections rife with wildlife, along populated river bluffs and into a second urban environment.

Road Quality 

Paved roadways marked by infrequent cobblestone. This tour takes place in the cities of Minneapolis and St. Paul. Stay alert.

Need Assistance? 

Closest motorcycle dealerships include Honda Town, Scooterville, Ducati Minneapolis, Bluecat Motors, Hitching Post Motorsports, St. Paul Harley-Davidson and Indian Motorcycle of the Twin Cities.

Attractions 

Your starting point, the 943-foot-long Plymouth Avenue Bridge, opened in 1983, serves as the first segmental concrete girder bridge built in Minnesota. Since then, other bridges in the state have used this construction method, including the I-35 Saint Anthony Falls Bridge in Minneapolis, the Wabasha Street Bridge in St. Paul and the Wakota Bridge in South St. Paul. The original bridge was a wooden truss design, built in 1873, when Minneapolis, then only on the west side of the river, consolidated with the city of St. Anthony on the east side of the river.

Travel beneath the 1,037-foot-long Hennepin Avenue Bridge – which, in its original 1855 form, became the first permanent span across the Mississippi at any point – and the 2,223-foot-long Third Avenue Bridge, built with a shallow “S” curve to avoid fractures in the limestone bedrock that supports its piers.

At this point, although you just started your journey, you may want to park and check out St. Anthony Falls, the Stone Arch Bridge, Mill Ruins Park and other sites that make up the St. Anthony Falls Historic District. From 1880 to about 1930, Minneapolis was the “Flour Milling Capital of the World”; this area serves as a reminder of the important industries that carved out the Twin Cities.

Keep traveling past the Mill City Museum, beneath the Guthrie Theater’s 178-foot cantilevered “Endless Bridge” to the I-35W Saint Anthony Falls Bridge – opened in 2008 following the 2007 collapse tragedy that claimed the lives of 13 people and injured 145.

Completed in 1967, the first I-35 bridge (dubbed “Bridge 9340”) was, when it fell, still the most recent river crossing built on a new site in Minneapolis. The new $234 million structure, erected in a mere 13 months and 17 days, includes 50,000 cu. yards of concrete and was assembled in shifts with as many as 400 workers during the day and 200 at night. It spans more than 1,216 feet, allows for 10 lanes of traffic, and carries approx. 140,000 commuters per day.

Travel past Bohemian Flats Park, a section of low riverside land that once served as an immigrant neighborhood, to your next bridge encounter: the twin-deck Washington Avenue Bridge that connects the East Bank and West Bank portions of the University of Minnesota’s main campus. While a utilitarian structure with simple architecture, the 1,130-foot-long bridge remains culturally significant in the Twin Cities because thousands of students, faculty, staff and visitors walk across it every day. In fact, a study in 2009 showed the bridge was traversed by an average 71,400 people per day, including 21,000 pedestrians and bicyclists.

As you continue southeast along West River Parkway, enjoy the Mississippi on your left and the tree-lined boulevard on your right before coming across the 1,001-foot-long twin-pier steel I-beam Dartmouth Bridge, which carries more vehicles than any other bridge in the state (167,000 vehicles daily), on Interstate 94 between downtown Minneapolis and Saint Paul.

Once safely out from beneath that structure you’ll find yourself approaching the Franklin Avenue Bridge – officially named the F.W. Cappelen Memorial Bridge after the structure’s designer. The current 1,055-foot-long concrete arch bridge replaces one built in 1889 and was added to the National Register of Historic Places in 1989.

Put a finger to the throttle (but not much, this is a 25 mph road) until the reinforced concrete arch Lake Street-Marshall Bridge comes into view.  Connecting Lake Street in Minneapolis to Marshall Avenue in St. Paul, this 1,484-foot-long structure opened in 1992 as a replacement for a wrought-iron span built in 1889. Some of you may remember the first attempt at its demolition failed. Another, more powerful batch of explosives brought the old bridge down a few weeks later.

While you lost a view of the Mississippi a while back, be sure it’s there just beyond the trees on your left as you continue south along West River Parkway and around Mississippi Gorge Regional Park.

The next bridge you’ll encounter is the Intercity Bridge, more commonly known as the Ford Parkway Bridge (and sometimes referred to as the 46th Street Bridge). You’re going to use this one to cross the river. The Intercity Bridge is historically significant as one of the largest reinforced concrete bridges ever built in Minnesota. In the National Register of Historic Places, the 1,523-foot-long structure opened in 1927 and underwent significant work in 1973 and 2004.

At this point you should traverse off of Ford Parkway and onto South Mississippi River Boulevard, heading south with Ford’s vacated Twin Cities Assembly Plant on your left and Ford Dam (officially known as Lock and Dam No. 1) on your right.

Here the boulevard carves its way high atop the bluffs over the river, past Hidden Falls-Crosby Farm Regional Park on your right and a splendid display of mansions on the left.

South Mississippi River Boulevard turns into Shepard Road when it crosses perpendicular over the Fort Road Bridge, a girder span that connects Ft. Snelling in Minneapolis with St. Paul and was first completed in 1880, replaced in 1912, and replaced again in 1961.

Continue rolling east on Shepard Road, with the Mississippi to your right and neighborhoods, retail areas and industrial sites to your left. This soon leads you into St. Paul proper. Traverse your way onto the Wabasha Street Bridge and follow it onto Harriet Island.

The Wabasha Street Bridge is a segmental box girder bridge and actually consists of two separate bridges, one for northbound and one for southbound traffic. Built in 1998, it replaced a structure erected in 1889 and features 11-foot-wide sidewalks, six overlooks at the pier locations, and a stairway to Raspberry Island – which features a park and serves as home to the Minnesota Boat Club, a rowing club founded in 1870.

Harriet Island was named for Harriet Bishop, a Baptist teacher from Vermont who arrived in Saint Paul in 1847, was involved in the temperance movement and opened the first school in the frontier city. The park was the idea of Dr. Justus Ohage, St. Paul’s health officer, who donated the land to the city in 1900. The park’s pavilion, built of Mankato-Kasota stone, was designed by Clarence W. Wigington, the nation’s first black municipal architect.

MMM

This is the second in a series of three articles devoted to First Aid tips specific to motorcyclists. MMM writer Catten Ely has been an EMT since 1997 and is certified as an ASMI lead instructor. 

Last time I mentioned that the most likely injuries in a motorcycle crash involve blunt trauma, broken bones, dislocations, and head and spine damage. Even with the best intentions, an untrained person cannot only do more damage to a fallen rider; he might become an unwitting victim himself.

If you see a bike crash, slow down and be as visible as possible to other traffic. Drivers are notorious rubberneckers and we all know how well they see us when their eyes are on the road. If you brake suddenly or make an abrupt lane change, your risk of becoming a casualty skyrockets.

You’re going to be revved up; it’s normal. So take a few deep breaths before you approach the crash victim. Your calmness will not only reassure him, it will also establish that you are the person in control of the scene and people will be much more likely to follow your directions.

The #1 thing you must do when you arrive at a crash scene is MAKE SURE THE SCENE IS SAFE. Look for obvious hazards like downed power lines and fire. Send someone up the road to signal traffic to slow down. Look for liquid leaks — it’s more likely someone will slip on it than it catching fire. And be certain that you are well out of the path of traffic.

Identify the highest-trained person on the scene. If that’s not you, you can still do a lot to help: direct traffic, keep bystanders out of the way, or help with administering first aid.

When a cyclist goes down, he will usually be confused and scared. He may not know what’s happened. He will almost always want to know about his bike. This speech has worked well for me: “You’ve been in a crash. Help is on the way. We’ll take care of your bike. It’s important that you don’t try to move right now. My name is Cat and I’m an EMT. Can I help you?”

State laws vary, but it’s always a good idea to get consent before you touch someone. Unfortunately, in this litigious society you can’t be too careful.

Send someone to call 9-1-1 if it hasn’t been done yet. The dispatcher will want to know the victim’s location, that it was a motorcycle crash, and how many victims there are (most ambulances can only carry one patient). It’s smart to have EMS evaluate a crash victim, even if the victim says he’s fine. A crash at just 10 mph can cause significant head trauma that may not be apparent immediately. If a first aid kit is available, make sure it’s handy. (If it’s your kit, make sure you’re familiar with the contents before you actually need it.) If possible, send people to the nearest intersections to direct the ambulance.

At this point, your training will dictate what you do next. If you don’t have any training at all, sometimes all you can do is stay with the victim until help arrives.

DON’T move the victim, remove a helmet, start CPR, or apply a tourniquet unless you’ve been trained to do so. If you have sufficient training to perform bandaging, remember that EMS will want to assess the wounds you’ve so meticulously covered, so don’t be offended when they unceremoniously cut them off.

I encourage all riders to take a first aid class. First responder courses provide the essentials. If you’re ambitious, a wilderness first responder course includes ways to improvise. And the Road Guardians’ comprehensive “A Crash Course for the Motorcyclist” is designed especially for motorcyclists.

MMM

MMM’s resident engineering geek, Goebel recently had the opportunity to spend a few minutes with Erik Buell. Buell, of course no longer associated with Harley-Davidson, is in the process of creating a “higher volume/lower price point” sport bike via his new venture, Erik Buell Racing (EBR).

Erik Buell

MMM: Is there a story behind the Erik Buell Racing logo?

EB: The brand is really EBR. The little Pegasus goes way back. That’s actually on my family crest – I’ve always used it. It seemed like a nice logo. This time, we changed the look from before; it’s really aggressive, very modern. The idea being that we are now high-tech and modern instead of the classic look … which fit the Harley because they are more of a classic brand.

MMM: Is the 1190RS a street bike?

EB: It is a street bike. The limited run of 100 we already built are street-legal, California-legal, and legal in Western Europe. But in commercializing the 1190RS in higher volume/lower price point … we are about 75-80% of the way there.

MMM: Will the production version of the 1190RS be built here in the U.S.?

EB: Yes.

MMM: Is there a plan for a less expensive version? When will it hit the deck?

EB: Yes. Next year.

MMM: Are you considering a middleweight 600ish bike in the lineup?

EB: I want to get into the sport bike business. I have a whole range of bikes, but that stuff is way off. Right now I’ve got to work on this. Now we are an independent company and … ah, I’m really grateful for the things that happened with Harley.  Learned a lot from it – built lots of cool bikes. As part of the big corporation, you know, our job was different; it was supposed to feed them with cash and things. Now being independent, we can focus on sport bike customers. So there’s many, many different sport bike things I would like to do. But, it will take me a while.

MMM: What is your degree in?

EB: Mechanical engineering.

MMM: Do you have any problems finding employees who think outside the existing motorcycle engineering paradigms?

Erik Buell spent the past few years building EBR, as well as working on select projects with India’s Hero Motor.

EB: No, we have a lot of out-of-the-box thinkers. A lot of guys like that independent kind of smaller company atmosphere. So we get people from Europe as well as from around here who send in their resumes.

MMM: By now you have seen the many sides of manufacturing, are there any other manufacturers that you admire?

EB: There’s a lot of really cool companies out there. Hero is unbelievable. Working for them… they built 6.1 million motorcycles last year! You wanna see logistics …?!

MMM: Any companies outside of the motorcycle sphere?

EB: There are thousands of them. 3M is a really cool company. I like companies that just do innovative stuff. They’re breaking the mold often, you know?

MMM: You have furthered many sportbike innovations – inside-out brake, under bike exhausts, in-frame fluids – to name a few, why does the 1190RS have two exhaust cans?

EB: The secondary, the resonator takes out 3 db. We are actually 2 db under, but if we take it off, we would be 1db (over the EPA sound level limit). We couldn’t do it in the muffler; we had to use an extra. Same power, less noise. It’s got really good emissions-tail pipe and evaporative.

MMM: Is there a catalytic converter hidden in there?

EB: Yes. We are at a fourth of the requirements. So you take a high performance big twin with a lot of cam and that’s a great accomplishment. Usually people squeak under.

MMM: With your usual eye toward the future, where is the future of motorcycle design? Gurney Gator or TRON bike?

EBR 1190RS

EB: (Smile and laugh) I rode Dans’(Gurney) bike. He brought it up for testing. Innovative stuff is cool. You will see some really innovative things out of us. We’re trying to be in the market for being innovative, rather than being innovative just to be innovative. We want to make sure that what we are doing has purpose, you know? The stuff you will see in the future is gonna be, you know … each thing will be unique depending on the situation and the purpose.

MMM: In the 1960s the frames were the weak link, as they got better, tires became the weak link. Where do you see the current weak link with regard to motorcycle design?

EB: Current bikes are awfully good. I mean the horsepower is getting, like, there’s nothing you can do much more with horsepower. Nimbleness … rideability … you can add electronics packages – that’s good – but I’m still trying to focus on what makes a bike light. That wins in every way. So that’s what I’m focused on.

MMM: Do you have any electric projects in the wings?

EB: Actually we are pretty far along on electric stuff. But there again, I want to make sure what we do makes sense. I don’t want to prove a point; I want to sell motorcycles that are really viable to people. So, there are some things we are doing. There’s a serial hybrid that has a regen(erative) motor that charges it. We have a bunch of patents on that kind of stuff.

MMM

I’m writing this a couple of days after an eight inch snowfall. This is our May issue. Last year at this time I had been riding regularly for a couple of months. I had mowed my lawn three times and our softball team had practiced at least twice. I have to say, this has been the most miserable winter I can remember. I’m sure last year’s ridiculously warm winter has affected my opinion of this one. Okay, that’s it for my weather rant.

My new used bike will be here in a couple of days. It’s a BMW R1200R. This is my first BMW and I’m pretty excited about it. I rode one at the Factory Demo Ride at Moon Motorsports last year and I really liked it. It makes plenty of power, has a good ridng position and it ran twisties really well. I need to add bags and I’ll be ready to go.

The reason for my wait to get it, is because I bought it on ebay. I’ve bought and sold lots of stuff on ebay but this was by far my biggest-ticket-item yet. I purchased the bike from MAX BMW in Troy, New York which is why shipping was required. I was a little apprehensive about sending what I considered a large chunk of cash for something I only saw photos of.  I had been looking at bikes these guys were selling for the past year and I did some research on them so I was fairly confident it would be okay.

Normally I would buy my bike locally because that kind of thing is pretty important to me. I’m also not a very patient person and I couldn’t find one at a price I considered a good deal. Patience not being one of my virtues probably had more to do with my ebay purchase than the price because after the shipping costs my good deal became a reasonable one. Then waiting ten days for it to show up at my house became even more of a test in patience.

Here is where this miserable winter has worked in my favor. It has allowed me the time to purchase bags for my incoming bike, which I got locally from Crosstown Cycle. It’s given me the extra time I needed to get my chopper road-ready for the upcoming Vintage Torque Fest in Dubuque Iowa. I’m pretty sure that if it wasn’t snowing every couple of days I would have pulled out what little hair I have left wishing my bike was here and/or booking a flight to New York so I could ride it home. This would have cost me the money I spent on the bags and the time I’ve been able to put into the chopper. The end result being no bike for Torque Fest and no way of carrying stuff on my new bike. This is my way of putting a positive spin on our fabulous weather.

If you’re wondering what Vintage Torque Fest is you can check it out at vintagetorquefest.com. It’s in Dubuque Iowa May 3-5. They call themselves The Only Traditional Hot Rod, Custom, Vintage Cycle Show in Iowa. This is not a typical car show. There are three stages of music, art show, swap meet, vendors, indoor theater, and a dirt track with different exhibitions to get everyone on their feet and moving around. It kicks-off Thursday evening with an open-header parade and the actual show starts Friday at noon. There is a pin-up girl contest, vintage stock car racing, vintage flat-track motorcycle racing, chain racing, drag racing and a flame-throwing motorcycles and cars exhibition. How could any of this not be fun?

What I’m hoping for at this point is that summer happens to fall on the weekend of May 3-5 this year. I don’t think that’s asking for too much.

MMM

You have to admit that is a pretty arrogant title for a column like mine. Parental responsibility; as if I know something about that subject.

When our kids were little, almost 40 years ago, my wife and I were as careless about seatbelts and how our lifestyle affected our kids as any pair of dumbasses ever recorded by history. Yes, on a motorcycle and in my kids’ lifetime, I have always worn a helmet, gloves, boots, and some kind of jacket when I ride, but I am not an AGAT (all the gear, all the time) kind of guy. I should be. I try to be. But I’m not. I often bicycle without a helmet. Sometimes I don’t wear safety glasses when I use power tools. I’ve even been known to tack weld a spot or two without eye protection. I just squint.

My perspective has always been that, “It’s my life and I’m going to live it the way I want to live.” I don’t expect to, or want to, live to a ripe old senile and incapacitated antiquity. As Hunter Thompson once said, “I’d rather be shot out of a cannon than squeezed out of a tube.” Even knowing the end result of the necessary and unpleasant landing after the cannon shot.

In a demonstration of what a dumbass I really am, it has taken me most of my life to realize that my kids have taken cues from my attitude. And, like most humans, I’m most affected by my own faults when I see them in someone else.

For example, a pair of really nice people brought their son to a BRC a while back. He came to the class with great gear; an expensive and well-designed perforated armored jacket, a Snell-approved full-face helmet, quality riding boots, and racing gloves. He and his dad had spent a lot of time riding off-road and his skills were pretty good and heading toward excellent. He is a great kid, an excellent student, and left the class a better rider than I was at twice his age. If our kids are a reflection of ourselves, I imagined his parents might be approaching national role models.

To bust that bubble, on the last day of the BRC, his proud parents came to watch in full hardly-hardcase costumes; bare-headed, sleeveless leather vests, tennis shoes, and torn jeans. And it hit me how strong a message that was for their son. It’s, obviously, the same message I often sent to my own kids when I ignored seatbelts or tested the depth of a river by jumping from a 20 cliff into the rapids. Again, don’t mistake what I’m saying for pride in my behavior.

I do, however, speak from experience. The worst thing I can imagine is outliving my children. Maybe outliving my grandchildren would top that. Just after her 20th birthday, my youngest daughter was in a terrible crash. She, somehow, ended up on the wrong side of a Colorado two-lane and her Toyota pickup smashed head-on into a Ford F250 pickup at highway speeds. Her vehicle was unrecognizable and she suffered a half-dozen injuries that could have been fatal. During the week that she was in a coma and the weeks of her painful recovery, my heart broke so many times that I thought I’d collapse in a quivering heap for the rest of my miserable life. I don’t know any words that can describe that feeling and I’m not going to try to find them. Genya recovered and she has gone on to be a better person than her father, in every way. Our story had a happy ending, although we could have done without that plot twist.

Whenever I see a parent (always a father, in my experience) with a kid on the back of his bike wearing an adult’s helmet and no protective gear, or worse, I think about how badly that kid will be injured when Dad screws up. Let’s face it: anyone dumb enough to risk their kid’s life so thoughtlessly is going to screw up, sooner or later.

The obligation we take on when we become parents is the responsibility of constantly setting an example.

Saying “do what I say, not what I do” is a waste of breath. Our children either look at how badly we’ve failed, and try to do better, or accept our actions as the definition of how life should be lived and emulate us. How would you feel knowing that your example led to your child’s terrible injuries or death? Even indirect responsibility is a terrible burden. Believe me.

MMM

by bj max
bjmax@mnmotorcycle.com

I’ve learned that Deal’s Gap is just another fun road as long as you don’t ride over your head. There are threats though but nothing that can’t be dealt with if you mind your P’s and Q’s. For instance, squids on sportbikes can be downright dangerous. For some reason they have to pass and seeing as how Deal’s Gap ain’t nothing but curves, they pass in the curves. Exciting to say the least. Then there’s trucks. Big trucks that take up the whole road as they bellow and smoke and bend themselves around the corners. Meeting one of them in a blind curve is a loads of fun. Another threat that you wouldn’t normally consider is hurricanes. That’s right, hurricanes. Back in ’99 me and a buddy of mine got caught in the remnants of Floyd as it gasped it’s way through the heart of Dixie before blowing itself out somewhere around the Shenandoah Valley. That was fun too.

All these are legitimate threats but all can be managed if you keep your wits about you. But, there are always exceptions. On a recent trip to the Smokies, I learned of another danger one might face at the Gap, one even more ominous than squids, log trucks and hurricane’s. A threat that I had never even considered before.

At the local meeting of the Happy Bottom Riding, Yachting and Snipe Huntin’ club last month, the Chapter Director asked if anyone in attendance had ever ridden Deal’s Gap. Several hands shot up and after acknowledging them he asked, “What’s the biggest threat to motorcyclist ridin’ Deal’s Gap? Anybody know?” Hillbilly, my long time friend and co-conspirator, blurted out “Bear Hunters”.

Bear Hunters?

The assemblage slowly rotated in their seats and stared at my old ally as if turnip greens had suddenly sprouted from his ears. How in the name of Grizzly Adams could bear hunters possibly pose a threat on the most famous motorcycling road in North America. Well pull your chair up a little closer ‘cause I’m fixin’ to tell you.

In the world of two wheeling, I don’t guess there is a more famous stretch of public highway than that eleven mile section of US 129 known as Deal’s Gap. The name is synonymous with motorcycling and like Bike Week, Americade and Sturgis, riding Deal’s Gap is on every motorcyclist “things to do before I die” list.

Deal’s Gap, AKA “The Dragon”. Three hundred and eighteen curves in eleven miles. That’s what it says right here on my ball cap. However, that claim has its detractors and believe it or not, there are those who have actually taken the time to count the curves. Me, I never did. I was always too busy having fun to be counting curves.

Deal’s Gap is an awesome road no matter what the curve count. The section of 129 known as the Dragon twists and coils its way through the foothills of the Great Smoky Mountains like a rattlesnake on acid.. There are dozens of hairpin’s, switchbacks, lotsa’ blind curves and trucks. Yes trucks. Big trucks. So big in fact that some of them need all of their lane and most of yours to negotiate the curves.

Fall is one of the most popular seasons in the Smokies and motorcyclist come in droves. The days are warm and the nights are cool and crisp. Perfect riding weather and the mountains, resplendent in their brilliant fall colors, are nothing short of breathtaking.

Motorcyclist aren’t the only sportsmen drawn to this area in the fall. In Tennessee, bear season open’s in September and for two weeks bear hunters and their dogs converge on these mountains from all over the country. Smoke from their campfires hangs heavy in the chilly morning air and pickup trucks are parked all up and down the Dragon Road. Small group’s of hunters lean against tailgates sipping camp coffee, checking their guns and discussing the previous days hunt as they prepare to head out to the sounds of the hounds. If you cut your motor you can hear the dogs barking in the distance as they chase the black bear through the hills and hollers of Appalachia.

For the most part, the hunters and bikers have adopted a live and let live attitude over the years and with the exception of a few isolated incidents, they live in harmony during the short but noisy hunting season. But now and again, as with everything else, a jerk arrives on the scene, and as usual when this happens, trouble ain’t far behind.

The jerk in this story comes in the guise of a young block headed bear hunter. In this kid’s warped little mind the motorcyclist and their noisy machines were ruining what he considered his private killing grounds, spoiling his day of joyful slaughter. With every passing motorcycle he got madder until finally, unable to control his anger any longer, he scrambled down near the road, hid behind a tree and waited for the next rider to come along.

If you’ve ever ridden Deal’s Gap then you know that he didn’t have to wait long. Just a few curves north of his position a sport bike came slicing up 129. Down, up, around and back and then, just as the rider straightened out of a right hander and positioned himself for the left hander coming up, the young hunter calmly stepped from behind his tree and pitched a six foot chunk of deadwood under the front wheel of the speeding motorcycle. Notice this nut didn’t place the log in the road hoping a rider would come along later and run over it. Nope, he wanted to make sure he bagged a biker. So, as the rider approached, he just tossed it right out there in front of him as he sped by.

The rider hit the log and went down of course but, fortunately, he was wearing full leathers and even though his bike was busted up, the rider himself only received a few minor cuts and scratches.

At this point, you would think the hunter would have scurried off into the woods like the weasel that he was, but no, not this clown. He wasn’t that smart. To add insult to injury he ran across the road and confronted the downed rider. Naturally, the biker came up swinging. Meanwhile, over at the Deal’s Gap store they got wind of what was going on and called the Tennessee Highway Patrol. Two cruisers were promptly dispatched to the scene. The troopers arrested the hunter and, after his release from the hospital, carted him off to jail.

We first got wind of this story from a BMW rider out of Detroit. He warned us of the bear hunters and told the tale as written above except in his version the troopers never showed up. Not true said a group of riders at the Deals Gap store. According to them, they got there in record time…. (We verified this story through several motorcyclists, the proprietor of the Deal’s Gap store and the Tennessee Highway Patrol)

The young hunter supposedly told the state police that the bikes were scaring the bears away. Well, as the saying goes, that old dog won’t hunt. If there’s anyplace in the Smokies where bears are use to motorcycles, it’s Deal’s Gap and I can’t imagine a motorcycle scaring one off…. In fact, I can’t imagine anything scaring a bear off. But even if this were possible, the motorcyclist had a little rectangular tin plate bolted to the back of his motorcycle authorizing him to ride that particular highway and any other public highway he had a mind to, hunters or no hunters and if anybody’s got a problem with that they should take it up with their congressman. I sincerely hope that little jerk got some time outta’ this. He most certainly deserved it.

For the record, Hillbilly and I rode the Gap twice right after this incident occurred. The hunters were parked all along the highway taking a mid-morning break. As we cruised by, to a man they smiled and waved. From their friendly attitude we concluded that hostility towards motorcyclist did not run rampant through the ranks and this was merely an isolated incident. So if you have future plans to come to Tennessee and take on the Dragon by all means do. Not only is it one of the most challenging roads in North America, it’s also one of the most beautiful. I highly recommend it. Especially in the fall….during bear season.

Happy Motoring

MMM

Boyer Seeks Dismissal

NASCAR driver Clint Bowyer has asked a South Dakota judge to dismiss him from a lawsuit Klock Werks Kustom Cycles in Mitchell filed alleging he didn’t pay for $31,000 of custom work it did on his Harley-Davidson.

Bowyer says he repaid the debt through promotional services as well as a $5,000 payment for paint, The Daily Republic (S.D.) reported. He also says the court has no jurisdiction over him because his agreement with Klock Werks was made in Arizona, the motorcycle was purchased in Minnesota and it was delivered to him in North Carolina, the AP reported.

Klock Werks argues that because Bowyer or his personal representatives contacted Klock Werks in Mitchell by phone, emails and text messages to discuss the motorcycle, and the bike was customized there, the South Dakota court does have jurisdiction, the AP reported.

Cycle Reliability Reviewed

A motorcycle reliability survey by Consumer Reports concluded that Japanese-made bikes are more reliable and have fewer problems than BMW and Harley-Davidson.

The report evaluates models for practical features and identifies specific brands. The motorcycle owners surveyed all purchased their bikes new and reported the repair issues that they required within the initial four years of ownership. Most of the problems reported required relatively low-cost fixes.

Most common problems were in electrics, brakes and fuel systems. Potentially expensive engine and transmission problems were few.

Triumph Recall

Triumph Motorcycles is recalling certain model year 2012-2013 Daytona 675, Street Triple, Speed Triple, and Tiger 800 motorcycles. Due to a manufacturing error, the turn signal stems on the front and rear of the motorcycle may fracture.

Triumph said it would notify owners and dealers would replace the turn signal stems, free of charge. Owners may contact Triumph at 1-678-854-2010 for more information.

Gerbings Recalls Heated Liners

Gerbings Heated Clothing has recalled about 9,900 of its 12-volt, black nylon heated jacket liners for a defective wire connector that can cause the liner to overheat and pose a burn hazard.

The liners were sold at Harley-Davidson dealerships and other outlets nationwide from April 2011 through December 2012 for between $200 and $240. “Gerbing’s Heated Clothing” or “Harley-Davidson” is printed on the front left chest of the jacket liners.

Gerbings has received two reports of the jacket liners overheating, causing minor dime-sized burns to consumers’ backs, resulting in blisters. Consumers are asked to stop using the liners and to contact Gerbings, LLC for a free repair or replacement.

Stop Motorcycle Checkpoint Funding Act

On May 6, U.S. Rep. Jim Sensenbrenner (R-Wis.) intends to introduce the Stop Motorcycle Checkpoint Funding Act.

Sensenbrenner’s legislation (H.R. 904) would 1) prohibit the U.S. Department of Transportation (DOT) from providing funds to state and local authorities for the purpose of creating motorcycle-only checkpoints, 2) prohibit the DOT from providing grants to a state to enforce helmet laws, 3) prohibit the DOT from interfering in state matters with federal funds, and 4) require highway safety plans to include programs that “prevent accidents in order to reduce injuries and deaths resulting from accidents involving motor vehicles and motorcycles.”

“Historically, the enforcement of helmet mandates has siphoned away scarce funds from effective crash prevention programs such as rider education and motorist awareness,” the AMA wrote in an opinion. “This bill is critical to ending the discriminatory practice of MOCs and saving motorcyclists’ lives.”

Another Suzuki …

Suzuki Motor of America, Inc. (SMAI) has been announced as the sole distributor of Suzuki motorcycles, ATVs, outboard engines and auto parts and service in the continental U.S. and Alaska following the restructuring of American Suzuki Motor Corporation (ASMC).

Based in Brea, Calif., SMAI is owned by Japan’s Suzuki Motor Corporation (SMC), which supplies 147 distributors in 201 countries.

Suzuki has a 49-year history in the United States. U.S. Suzuki Motor Corp., a direct sales subsidiary of SMC, opened in Los Angeles on Aug. 16, 1963, and by 1964 was retailing seven models of motorcycle.

ASMC was formed in 1986 by the merger of U.S. Suzuki Motor Corp and Suzuki of America Automotive Corp (launched a year earlier with the introduction of the Samurai 4×4).

Küryakyn Keeping Busy

Küryakyn plans to make appearances at more than 60 events in 2013, including rallies, dealer open houses and trade shows, with multiple semi trucks that showcase the company’s full product line and offer on-site parts & accessories installation by factory-trained technicians.

“Talking face-to-face with our customers and dealers is one of the best ways for us to get feedback on products and really build one-on-one relationships,” said Marc Wolfram, Küryakyn’s Senior Vice President of Sales and Marketing.

Küryakyn’s full 2013 Event Schedule can be viewed online at Kuryakyn.com.

ZARS Dates Filling Up

The Zalusky Advanced Riding School (ZARS says its early season training and track day dates are filling up fast.

Riding School Schedule: April 26, May 4, 5 and 18, June 2, 9 and 29, July 14, 19 and 28, August 10 and 18, and Sept 8, 28 and 29.

Track Day Schedule: May 17 at Brainerd, May 27-28 at Road America, June 30 at Brainerd, July 12 at Road America, and September 2 at Brainerd.

Additionally, ZARS is offering a new punch pass system that’ll earn you a free riding day after the purchase of 10 paid rides. Your first punch can be retroactive from a 2012 ride, just bring proof. Exclusions do apply so contact ZARS for details at www.ridezars.com.

BMW Partners with TVS

In a move borrowed from KTM and Bajaj, BMW Motorrad plans to enter the below 500cc market via a new partnership with India’s TVS Motor Company, one of the largest motorcycle manufacturers in India with an annual production volume of some 2 million units.

The cooperation agreement involves the two companies each offering their own vehicle derivatives, which will be sold through their own distribution channels in India and across the globe.

BMW’s in-house IT department reportedly barricaded itself in company offices in Munich.

Christini Offers Cash to Clubs

Christini AWD Motorcycles intends to give riding clubs $500 when an active club member purchases a production Christini All Wheel Drive motorcycle factory direct.

Once the bike has been built, shipped from the factory and delivered to the club member’s door, Christini AWD then sends a $500 check made out to the appropriate organization.

Learn more about the Christini Club Cash program at www.christini.com.