News, Clues & Rumors
Volume XXVIII, Issue 4
Publication Date: March 22, 2011
On The Cover:
On the Cover: Ducati’s mid-life crisis gives us
the Diavel. Brian J. Nelson gives us the nice
photo. Photoshop (and A.D. Ahlan Lapp) does
NCR .............................. 3
New Stuff .......................... 6
Events. ........................... 10
My CityBike: Hotrod Duc ............. 14
Discussion: Ducati Diavel ............ 16
Darioen or RoaAerstichdcrafter? ...... 20
Should Rider Training be Madatory?. ... 23
Ed Hertfelder ...................... 24
Dr. Gregory W. Frazier ............... 25
Tankslappers ...................... 26
Marketplace ....................... 27
Classifieds ........................ 28
AFM Section ....................... 30
Comprehensive Asian Buffet Guide. .... 33
PO Box 10659 Oakland, CA 94610
Find us online: ....... www.citybike.com
News ‘n Clues: ...................Staff
Editor-in-Chief:. .........Gabe Ets-Hokin
Senior Editor: .......... Robert Stokstad
Contributing Editor: .......... John Joss
Chief of the World Adventure
Affairs Desk:. ........Dr. Gregory Frazier
— Robert Stokstad
— Gary Rather
Art Director: ................ Alan Lapp
Advertising Sales: .........Kenyon Wills
Publisher: .............EHW Partnership
Choreography: ...........Elaine D’Marco
Gaffer: ................Floribundo Higgs
Micromanager:. ...........Celine Dionne
Best Boy: .......................Jesus
Worst Boy: .................Adolf Hitler
Brenda Bates, Dan Baizer,
Craig Bessenger, John Bishop,
Joanne Donne, John D’India (RIP),
Mike Felder, Dr. Gregory Frazier,
Will Guyan, Joe Glydon (RIP),
Brian Halton, David Hough,
Maynard Hershon, Ed Hertfelder,
Harry Hoffman, Otto Hofmann, Jon Jensen,
John Joss, David Lander, Lucien Lewis,
Ed Milich, Patrick Moriarty, Larry Orlick,
Jason Potts, Bob Pushwa, Gary Rather,
Curt Relick, Charlie Rauseo, Mike Solis,
Ivan Thelin, James Thurber, Adam Wade.
CITYBIKE: YOUR MAGAZINE
We at “News, Clues” are merely
the guardians of CityBike—
we just work here, really. The
true owners of the magazine are Bay Area
motorcycle enthusiasts, so get involved!
We’re waiting for your letters, emails, stories,
photos. We had “user generated content”
before Al Gore stopped smoking weed
and started inventing the Internet (yes, we
know he didn’t really invent it), but because
it’s so easy now to post online, we don’t get
the volume of reader mail and feedback we
used to. But you can change that! Send your
traffic to email@example.com or give us a call
at 415/282-2790 with feedback, criticism
(not too much!) story ideas or tips. We love
hearing from our reader(s).
In that vein, we would like to announce
new ownership of CityBike. As of April
1, 2011, EHW Partnership will be under
majority control of Pendleton Investment
Group, a multi-billion dollar investment
capital organization. Known for turning
around struggling regional publications,
Pendleton will utilize its know-how in the
publishing and pharmaceutical industries
to reinvent the paradigm that is CityBike,
while still delivering the free-wheeling
wackiness that you’ve come to know and
love over the last three decades. Expect the
cover price to double in the first 90 days
and the motto will change from “Ride Fast
Take Chances” to just “Ride.”
This season marks the 28 th or so that
CityBike has been sending you race reports
on the exciting and close-matched racing
of Northern California’s own American
Federation of Motorcyclists. To celebrate
our relationship with what is arguably the
fastest, most storied and best-attended
Elena Meyers tries
her bike on for size.
DiSalvo stands by as his crew refuels during the 200.
roadracing club in the United States, we’re
now devoting two pages monthly to AFM
coverage. We’ll profile racers, sponsors,
machinery and of course keep providing
race results. Thumb through to the back
and check it out.
This month’s erratum is a doozy: we’ve
been printing the wrong volume number
over there in the masthead box for the last
24 months. The proper number should be
XXVIII, not XXIX. The problem seems to
have started in March, 2009 when we came
back after skipping the February issue—
some person (we’re not sure who) added an
extra “I” to the numeral. The problem was
exacerbated by the fact that nobody in the
Art Department reads Latin or owns an
expensive watch, making fact-checking of
Roman numerals difficult.
This is a very serious offense, and the
violation is currently under investigation
by the Vatican’s Special Office of Roman
Numerals Standards and Practices. The
findings will be made public sometime in
the next VI to VIII weeks.
In the meantime, we ask those who don’t
recycle CityBike or use it as eco-friendly
paper towel replacement to please use
White-Out and fix the volume numbers
in your back issues. All of 2009 should be
“XXVI,” 2010 should be “XXVII,” and the
current year should be “XXVIII.” Ay-yi-yi.
The slogan of the 2011 Daytona 200
should have been, “Well, that’s racing.”
The historic race was plagued by multiple
crashes and pandemic tire failure, but the
day ended with a happy Jason DiSalvo—
CityBike is published on or about the 15 th of each
month. Editorial deadline is the 1 st of each month.
Advertising information is available on request.
Unsolicited articles and photographs are always
welcome. Please include a full name, address and
phone number with all submissions. We reserve the
right to edit all manuscripts.
Web hosting and design by mojotown.com
©2011, EHW Partnership. Citybike Magazine is
distributed at over 150 places throughout California each
month. Taking more than a few copies at any one place
without permission from EHW Partnership, especially for
purposes of recycling, is theft and will be prosecuted to
the full extent of civil and criminal law. So there.
April 2011 | 3 | CityBike.com
Bad things can happen
to good motorcyclists
If bad things happen when you’re on a motorcycle,
our legal system and the people in it aren’t always set
up to understand the difference between a
motorcyclist and everyone else.
I’m Scotty Storey and I ride motorcycles.
I know the obstacles motorcyclists face
when moving their claim or case
forward and I know how
to best overcome
those hurdles for
you to achieve
Accidents, Personal Injury, Criminal Defense, Traffic Citations, License Issues:
We keep bad things from getting worse after the fact.
Call us when you need us.
We’re here 24 hours a day,
7 days a week to help you.
You will speak to a real live
attorney, not a call center.
Free legal seminars held weekly!
See our website for schedule and details.
and the ecstatic Ducati factory—
victorious, and the racing was as exciting as
it’s ever been.
The practices and tire tests were
done in shorter sessions and cooler
temperatures than the
main event, so the tire
problems weren’t apparent
to Dunlop (provider of
the spec tire for the event)
until racers started to
pit early to change front
tires, soon followed a
few laps later by more
and more riders. At that
point, Dunlop asked
the AMA to stop the
race so the tires—a new
formulated for the
race—could be swapped
for another compound.
the temperature soared
to over 100 degrees, and
the pavement had recently
been resurfaced for the first
time in years.
During that interlude, which
lasted more than an hour,
DiSalvo’s Team Latus Motors
Racing swapped out his 848
EVO’s motor, which DiSalvo
thought may have lost a
cylinder right before the
red flag was thrown. On the
restart, it was close racing, with the fastest
six or seven riders dicing closely until
DiSalvo—who had backed off with five laps
to go when he thought he was once again
having bike problems—“slingshotted”
himself into the lead position shortly before
the finish. The race was cut to a 15-lap
sprint race, but it was no less exciting or
memorable, and the impression is that it
was close, hard racing—classic Daytona
200. Ducati was justifiably proud of the
win, but with seven 848s on the grid (the
most Ducs in 10 years), and considering
the displacement advantage, it’s hardly
Of local interest is the story of the
Sadowski brothers, Matt and Dave, jr.,
sons of 1990 200 winner Dave Sadowski.
When not racing motorcycles, they can be
found working the parts counter at Top
Shelf Motorcycles, a CityBike advertiser in
San Rafael. Just two Sundays before the
200, Top Shelf co-principal Tom “Turbo”
Griffith showed up at the Sunday Morning
Ride smoke break near Stinson Beach on
a brand new Ducati 848 EVO. He couldn’t
stick around for breakfast, though—he had
to complete break-in and get the bike to the
shop to be race prepped.
A week later, a pair of EVOs, now equipped
with Racetech suspension, Leo Vince
exhaust, race bodywork and a few other
items, was loaded into a trailer. Fifty-one
hours after that, the Sadowski boys pulled
into the Daytona pits. Practice went well,
with all the racers getting used to new tires.
The 200 started well enough, with Mat
and Dave jr. riding hard as they could and
taking advantage of what seemed like
most of the Sadowski family working as a
well-timed pit crew, managing a 13-second
pitstop at one point. But as the race wore
on, the tire problems started rearing up,
and the race was red-flagged for new tires.
On the re-start, Dave Jr., realized he would
be racing what was essentially a 15-lap heat
race, one he would be hard-pressed to win
Top Shelf Racing’s Mat Sadowski strolls the pits at Daytona.
with what was essentially a stock-motored
bike. Still, the four-time Daytona veteran
pressed on to an impressive 19th place (as
of Sunday night—continuing protests and
other controversy may change the results).
Mat had a tougher row to hoe. On the
first lap after the restart, debris hit his
front wheel, ripping off the fender and his
front brake line as he barreled into Turn
1 at 170 mph. “That was interesting,” Mat
told us when we asked what it was like.
“I used a whole lot of four-letter words,
but hung on and used the rear brake,” as
he hurtled towards the hay bales. Using
engine braking and his overworked rear
binder, he managed to scrub off 50 mph of
speed before he hit the gap between two
bales, managing to keep the bike upright,
under control and uncrashed. “Quite the
Was it worth it, to make the 6000-mile
round trip for a 19 th -place finish and a
DNF? Stupid question. Both boys are
unabashedly enthusiastic about racing and
can’t wait to make the next race at Infineon
raceway in May.
Other locals at Daytona: Munroe Motors’
Nick Hayman and local teen terror Elena
Myers were shining in the SuperSport
events. Elena scored a remarkably
consistent 6 th and 7 th places in the two
races, while Nickers edged into the top
20 in the second race on his Ducati 848.
Nineteen-year-old Rosevillian Cameron
Beaubier finished 8 th in the 200—not bad.
TICKETS FOR TROOPS
Infineon Raceway has set up a program
to thank our service men and women
(past and present) by allowing race fans
to purchase reduced-price tickets for two
upcoming events for them, the NASCAR
sprint race on June 26 th or the Indy Grand
Prix of Sonoma, August 28 th . You or your
business can buy the tickets for $20 each
(less for greater quantities), and you’ll get
recognition in the souvenir program. Call
800/870-RACE for more details.
“Our future isn’t tied to
accepting or embracing
us. Seventy percent of our
customers are coming to
two wheels because of
what we’re not.”
Harden told us that a few weeks before the
official launch of Zero Motorcycles 2011
product launch, but the words resonated as
we rode the new products. True to what he
said, there is plenty that the bikes are not.
For instance, they aren’t fast. They aren’t
long-distance capable. They aren’t cheap....
That’s if you compare them to internalcombustion
motorcycles. But this is a new
powersport category, one that can’t really
be compared to existing niches.
Zero’s press event was held in Watsonville,
California, about 12 miles south of its
Scotts Valley headquarters. A motocross
course and off-road trail was set up for the
off-road models, and a 12-mile street-riding
loop was laid on on the local roads.
We started out the street loop on the
redesigned Zero S supermoto. Compared
to its cruder ancestor we rode in 2009
(“Zero Electric Motorcycle,” June 2009),
it’s a very polished product. Fit and finish is
much more like a mass-produced vehicle.
The suspension (with a Fox shock in back)
felt properly set up and developed, the
brakes were better (but not great—still
wooden and weak) and the seating position
(and seat) was more humane. The DS is
similar to the S, but with different wheel
sizes and longer suspension travel. Weight
on both bikes is about 300 pounds (dry, of
course—the only liquid on these bikes is
Performance was adequate for
the Zero’s mission as an urban
runabout. The electronics damp
and smooth out the power curve,
so that it felt a bit like a small gaspowered
motorcycle, at least as far
as amount of power went. It didn’t
leap off the line, and opening the
throttle to the stop didn’t bring
the cool red-anodized front hoop
into the air. Seventy mph may be
possible, given a good downhill
run (but you can practically watch
the charge meter drop as you gun
it), but don’t bet on it. And keeping
up with traffic is no problem. We
never felt like an annoyance to
the local drivers, but we were near
Santa Cruz, the mellowest place in
the world. They probably wouldn’t
have been annoyed by a 1970 VW
microbus with two flat tires, either.
Zero’s new XU is a more street-friendly version of its popular MX and X off-road bikes.
What is remarkable about the
Zero’s power is how smooth it
is. Instead of the noise, heat and
vibration you get from twisting
the go-handle on a gas-powered
bike, you get...nothing. No sound (except
some whirring), no vibration. It was
disconcerting at first, as rolling off the
throttle going into turns just sends the
bike coasting, with no engine braking
(regenerative braking would add too much
weight and expense without benefit), but
you adapt your riding style to it quickly.
It’s just you zipping along, with the sound
of the wind getting louder around your
helmet. Even the slap and clank of the
chain is gone, replaced by a silent carbonreinforced
belt. It’s sort of a magical
experience that you can’t match with
Our rides on the $9995 S and the $10,495
DS were very brief. The bikes don’t have
the range to allow an extended press intro,
and we were the last of three waves of riders
that day. A 45-minute recharge was only
enough for about a 9-mile ride. However,
Zero claims a 43 mile range (measured by
the EPA’s new UDDS mileage test), ridden
in a relaxed, urban-commuter mode. So we
don’t have real experience with the range—
that will have to wait until we can get an
extended test of the bike.
Also available are four models of off-road
machines. The $7995 X is a trail bike,
with a smaller battery and frame than the
roadsters. The $9495 MX is a motocrosser,
equipped with a high-output Agni (the bigblock
V-Eight of the electric-vehicle world)
motor. Both the X and MX are available
in street-legal dual-sport versions for an
extra $500. We didn’t ride the MX or X as
they were intended to be ridden, but they
are lightweight (about 200 pounds) have
April 2011 | 4 | CityBike.com
April 2011 | 5 | CityBike.com
good suspension and look like lots of fun
to jump, slide and plant in the mud. Expect
a complete ride report in this space next
month, penned by our own off-road champ,
Based on the X/MX chassis is Zero’s latest
model, the $7995 XU. With smaller wheels,
a low seat and the same battery pack as
its dirtbike brethren, we found the XU to
be more fun than the larger S and DS. It’s
intended for denser, European-style cities,
where lots of very short trips are the norm.
It shares the smaller (50 pound) battery
pack with the X/MX, and that means it
can be quickly removed and carried into
an apartment or workplace for recharging
(handy for S.F.’s urban denizens). That
might have to happen a lot—although
Zero claims a 25 mile range (by UDDS
(Retail Value Over $150)
With Any Purchase
1833 Polk St. (@ Jackson) San Francisco - johnsonleather.com
(800) 730-7722 • (415) 775-7393
Forcefield Body Armour, The worlds
leading “Soft armour technology”
Body protection system specialists.
We stock a large selection of
heavy duty jackets , pants,
chaps, & bags.
Custom garments and accessories.
We repair, alter and
clean leather products.
Our leathers are guaranteed
against defect for life.
custom 1 & 2 piece
test), it was well below half-charge after
a 10-mile loop (Zero’s engineers told us
the battery gauge takes a few charges to
“learn” each battery capacity, so our battery
may have been partly discharged when
it was installed in the bike we rode). The
XU, with a 51 mph top speed isn’t as fast,
but it accelerates nicely and the handling
is as good as you’d suspect a 218-pound
motorcycle’s to be.
We know what the electric motorcycle
isn’t. So what is it? It’s really a whole new
kind of transportation. and we see multiple
advantages. First, for dirt-lovers, imagine
having a full-sized motocrosser or trail bike
that you could ride in your back yard, or for
those of you with Texas-sized living rooms,
indoors. In an era where we’re losing
more and more public off-highway vehicle
recreational land, this could be a way to
revive the sport.
Second, it offers a new mode of transport
to those who are yearning for an electric
car but don’t want to spend $30,000 or
more to get one. Zero’s management and
investors believe there is a large, untapped
market of non-motorcyclists who are
intimidated by the speed, power, price and
culture of motorcycling and are looking for
something different. After all, most trips we
make are well under 20 miles, and we can
recharge while we work or sleep. And while
it is time-consuming to charge, it is easy
(just plug it in—the street models all have
built-in chargers, and an available $595
220v quick charger cuts the charge time
in half) and so cheap (a penny a mile, says
Zero) it’s practically free.
Regardless of how you feel about
e-motorcycles, the potential to bring
new customers into the industry, which
seems to be shrinking away to nothing,
is welcome. And while performance isn’t
impressive, advances in battery technology
(which will probably be easily retro-fitted)
have the potential to dramatically change
that in the coming years. Our rides on the
Zeroes didn’t make us want to own one,
but it did convince us it’s a serious company
with a serious product.
Art Baumann passed away in February of
heart failure. If you remember the AFM
and national racing scene in the ‘60s and
‘70s, you’ll remember “Art the Dart.” The
talented racer was well known for racing
all the big national events and being on
both the Kawasaki and Suzuki factory race
teams with the likes of Yvon Duhamel and
Also passed: Henry Africa (born Norman
Hobday), owner of motorcycle-cluttered
Eddie Rickenbacker’s on Second Street in
San Francisco passed away after an illness
at the age of 77. Although Rickenbacker’s
is best known to motorcyclists because
of its great collection of two-wheed
transportation hanging from the ceiling,
Africa is best known for (probably)
inventing the “fern” bar in 1969 when
he used plants to cheaply decorate his
namesake bar in Russian Hill.
Sad news from Bay Area Rider Forum
(BARF) Mayor Bud Kobza:
I am writing today because BARF lost
one of its founding members and one of
our favorite personalities. If you joined
in our first year you became a founding
member—there are a total of 1722.
Paul Griffiths was known as Silly Sod. We
lost him to natural causes at the age of 46.
Paul joined in month ten and nine-plus
years later Silly Sod has left us. The man
was damn entertaining and one of our
most popular posters. His style and humor
were like no other. Writing in a Scottish
(or “Soddish”) accent almost always, you
had to take the time to figure out what he
was saying, but once you got it no doubt a
smile would appear on your face. Here are a
couple of his short posts:
Eat Woz as if Nassim Nicholas Taleb
himself was talking. Well putt; hand eye
can knot believe ewe got off with $3 eye use
ewe ali have to fork over $5, a rock of crack
and a spark plug.
Eye have fought hard a boot duct tape, any
tape on me buzz bucket... pay too much
for me buckets..so I use what’s called my
left hand when the son bothers me. Tinted
visor..left hand..no kneed four tape.. it just
looks tacky and as ewe nose I’m all a boot
looks on me boike.
He did love his “boike” and attended
BARF events, making friends quickly.
Once introduced it was hard to believe he
was Silly Sod, because he was just a normal
moto guy when you chatted. We would
see him leave for a while and come back
to BARF out of the blue, to the joy of the
membership. His last post was in February,
likely as his kidneys were beginning to fail.
What I found in Paul was an amazingly
creative, unique and fun-loving guy…and a
He truly became a well-known BARF
We have lost good friends before and every
one hurts.. but noon was like de Sod.. ind
‘eed he was a Silly Ladee…an din deed eye
wil mish ‘im.
Read more of Paul’s postings at
REPORT FROM MR. MAGOO
It is virtually impossible to grow old
without reminiscing and so it was in the
spirit of “All our Yesterdays “ that Mr.
Magoo, formerly the World’s Oldest
Newspaper Boy, revisited a few places in
Baja last month on his bike. It was exactly
16 years ago that he and his wife Liz
entered the peninsula for the first time
Lead by City Bike columnist John D’India
in February of 1994.
D ‘India was on his new red Yamaha Seca
II and Halton was aboard his brand-new
bumble bee GS one thousand BMW. This
past month Halton stayed in many of
the same places the three had visited so
long ago, including the Hotel El Morro
in Guerrero Negro, a place Halton once
described in CityBike as being “without
question one of the most forlorn places on
earth. With its cold, relentless Pacific wind
there is something perversely haunting
about the place. Perhaps I’ll live there
Heading north, Halton retraced the group’s
path, D’India with him in spirit, if not in
flesh. Once in Ensenada, the old guy got to
reminiscing about another CityBike Baja
adventure and decided to ride to San Felipe
for the second time in his life.
The first time was when Kawasaki invited
him to participate in La Carrera, a road
race for cars and motorcycles that began
in Ensenada and finished in San Felipe
and organized by a promoter with the
unforgettable name of Loyal Truesdale.
That was October of 1988 and Halton was
given a new Ninja 250 for the event. The
race results showed he had finished second
But that was actually due to a scoring error..
Halton, of course, did nothing to correct
that impressive result.
Now on the morning of Sunday, the 26th
of February, the old guy set off into the
mountains to retrace that ride a second time.
At first the road seemed identical and
his head was filled with memories of
the past event.
But things changed dramatically as the
mountain range ahead appeared to be
covered in snow And so it was, four inches
deep on both sides of the highway, as far up
the mountain passes as Halton could see.
And although the road itself was clear, the
air was very cold.
And the road kept climbing higher and
higher and higher.
After two hours of this torture, at an
average speed of just under 50 mph,
Halton was flirting with hypothermia. “I
remember reading once that it really isn’t
a bad way to go,”he remembered as Things
began to get Dreamy with less and less
feeling in his hands and wrists. At times
he thought he was in real danger, but then
the dreamy feeling would return and he
continued down the cold roads.
Mercifully the highway at last began to
descend after more than two hours and
the old guy found himself riding across
the magnificent desert floor near Laguna
Diablo. And although it was not warm it
could be described as less cold.
Rolling into San Felipe he never saw so
many people wearing cold-weather gear,
both Americans and Mexicans alike. The
Mexican resort looked more like a seaside
stop on the coast of Maine.
A 20-minute hot shower in the Hotel
Caribe (500 pesos), followed by a large
glass of Mexican gin and the old guy was
good as new, heh, heh.
April 2011 | 6 | CityBike.com
April 2011 | 7 | CityBike.com
For the rest of 2011,
CityBike will occasionally
reprint one of Kari
Prager’s (late and muchmissed
founder of Cal
BMW in Mountain View)
poems. We welcome
contributions of your
poetry or moto-related
literary fiction (as long as
it’s less than 700 words!):
I am sitting on the top of the ridge;
the peaks on either side watch the dusk.
This is my closest approach to the heavens,
balancing on the keen knife-blade
of the arête, the summit’s sharp edge.
The peak cuts the sky open like a scalpel.
Inside, alive in the glories, the sunset pours out,
glowing the granite redrose in the twilight;
The low heat in my legs warmed from the climb
balances the chill of dark blue turning black
while the stars dream of appearing.
Neither grief nor death signify
while the sun glories the stones
under my feet, licked clean
by the glaciers’ icy tongues
to receive the color of the sky.
I sit at the creation of the evening,
at the beginning of all cosmology.
Jan 23, 2006
Get the latest at
Come race with us!
And as the gin began
to take effect, Halton
reflected on the very
real possibility That he
might have perished
in those snow-covered
and then was thrilled
to imagine his own
funeral service and
those who knew him
gathered around and
repeating in chorus
that oft-heard eulogy,
but with a slight twist;
“Well at least Magoo
died doing what he
TAKING IT TO
Taking it to the Limit:
20 Years of Making
By Peter Starr,
pages, 500+ color
photographs, free DVD
Wow! That’s the
word for this book. A
work of extraordinary
dimensions. In an era
April 2011 | 8 | CityBike.com
when print gets increasingly short shrift
from the cell-phone and digital-pad publics,
we can enjoy reading again. Former racer
and movie-maker Peter Starr has delivered.
This is a compulsively page-turning work
that captures the golden age of motorcycle
sports on and off road and track. Not a dull
page in it.
Starr’s first-person text is written in a
modest, readable style that reveals his nononsense
character. He pulls no punches,
discussing his challenges, successes and
failures (including poignantly admitting
how his workaholic nature prevented
him from enjoying companionship and
married life as he would have wished).
He goes into enough detail to put the
reader into time and place engagingly.
He gained the cooperation of many great
national and world champions, including
their work as camera bearers carrying on
their bikes some strange—yet effective—
MARCH 19 - 20
APRIL 16 - 17
MAY 7 - 8
JUNE 4 - 5
JULY 9 - 10
AUGUST 27 - 28
OCT 1 - 2
www.afmracing.org (510) 796-7005 www.afmracing.org
Photo: 4theriders.com - Layout: Mojotown.com
camera lash-ups. He acquired their
enthusiastic help based primarily on
his engaging personality and his Brit
gift of gab.
Hundreds of color and black-andwhite
photos, plus track diagrams
and maps, make this perhaps the
best-illustrated motorsports book
ever conceived. Many ‘names’
contributed, offering candid
portraits of great riders, and
dramatic, intimate action shots,
helping Starr flesh out his words.
Several industry publications
The reader realizes that Starr is an
international treasure who captured
motorcycle sports on film worldwide
in ways no one else matches. Making
movies has always been one of the most
challenging blends of art and business—
you need actors, sets, scripts, costly
equipment, highly skilled technicians, lots
of time, money and business savvy.
Starr’s task was always compounded by
his having little or no . . . anything, except
enthusiasm and perseverance. Much
of his work and his technology were ad
hoc, unprecedented. His ‘actors’ were
professional motorcyclists disinterested in
faking anything. His sets? Locations, in any
Little could be scripted. Starr cobbled
together equipment that was often
unsuited to the task, such as gun cameras
from fighter aircraft with severely limited
film capacity—a few minutes—long
before today’s two-ounce ‘lipstick’ CCD
video cameras and telecommunications.
Mounting an eight-pound camera on a
helmet was a major struggle and
risk for riders. Camera
mounts on bikes
had to create stable
severe shock and
Starr had to find
sound technicians wherever
he could, and could rarely
pay them as much as he would
have liked—they shared his
enthusiasm and hung in, often
at intense personal discomfort
He fought the clock, always—in
racing, motorcycles vanish in the
blinking of an eye. His budgets, he
admits, were usually less than they
should have been, stretched to the
limit. He had to rely often on the
kindness of manufacturer and track
staffs, and strangers who understood and
supported him. Legal complications over
his feature film—the distributor went bust
and took the earnings—made life hell. Still
What is extraordinary in the book is
the insight and internal detail about the
machines, the tracks and especially the
racers, never shown before in this way.
Starr wanted to know about, see and film
every form of motorcycle competition
except stunts (they belong in a category
of their own). He was indefatigable.
He brought it all back, alive, in his film
canisters. The upcoming, digitallyremastered
DVD of his film “Take It To
The Limit,” will be seized and treasured by
The book is not entirely without faults
but they are not worth dwelling upon.
Covering the IoM TT, Starr writes, for
example, that “several riders have lost their
lives in Isle of Man races.” Several!?
The real number: 225+ and
counting. The minor typos
are not worth griping
Your own motorcycling
viewpoint will determine
whether you should buy this
somewhat expensive book.
If you’re only idly curious
about motorcycle sport or
ride for utility rather than
enthusiasm, this book
might not be for you. But
if, like most riders I know,
including CityBike readers,
you have a bone-deep
affinity for a remarkably challenging and
fulfilling sport, get it now.
Look at it this way, as we enter a winter
when riding may be uncomfortable
or dangerous, or not even feasible: for
the cost of a few tanks of gas, you get
hours of pleasure living vicariously
through the eyes and enthusiasms of a
great cinematographer, plus permanent
memories in your bookshelf.
CRUZ TOOLS AXLE WRENCHES
You may have flipped forward to Ed
Hertfleder’s column this month, and
if so, you’ll probably identify with his
problem—a giant load of tools in his fanny
pack. Too bad Cruz Tools didn’t
come up with its new pair of
Combo Wrenches before he
The Combo Wrenches are a
clever design. They handle
the problem of loosening the
oversize axle nuts found on
most Honda, Yamaha and
Suzuki dirtbikes and dualsports,
as well as many
Kawasaki models. They
also work to turn your
sparkplug socket. One
model works 14mm,
22mm and 27mm
sizes, the other offers
14mm, 22mm and
about five inches
long and weigh
five ounces each.
one in each boot.
Made of high-strength carbon steel
and finished in polished chrome, Cruz
promises a quality product and plenty
of versatility for $15 apiece. To lighten
your load, check with your local dealer or
contact Cruz Tools at cruztools.com or
AEROSTICH GUT WRENCH SET
We’ve all had the same problem—your
energy snack is worthless when it comes
to tightening or loosening fasteners, even
though those Nature Valley granola bars
that have been in your fanny pack since
1987 are pretty tough, and your wrenches
are much too hard and metallic to eat.
What to do?
Luckily, the inventive and devious minds at
a solution. The Gut
Wrench is a “new
type of tool that is
equal parts useful
Aerostich claims it
works as a wrench
while also being
iron and other
set of metric wrenches in various sizes and
flavors. Our tester said they worked well as
wrenches, but were “too filling and hard” to
enjoy as a meal—he could only eat one at
a sitting, and then complained of stomach
pains almost instantly. Luckily, the steep
$34,519 pricetag includes a one-time
emergency extraction coupon redeemable
at all participating Blue Cross/Blue Shield
medical facilities and Rite-Aid drugstores,
as our tester has no health insurance and
Continues on page 13
April 2011 | 9 | CityBike.com
Art Direction, Graphic Design & Illustration
I’m Alan Lapp, a 25-year veteran designer & illustrator.
I’m a giant graphic design and art direction geek. I admit
it. I am seriously introspective about white space. I enjoy
talking at length about the varied emotional impact of
different typefaces. I like to solve visual problems.
I can help you or your company
design and produce outstanding
printed materials. Here is a short list
of the types of work at which I excel:
Publications (duh!), annual reports,
catalogs, package design, collateral
materials, brochures, direct mail,
advertising in print & web, identity
packages—logo, letterhead, stationery,
business cards, or literally any other job
which involves ink and paper.
Have a look at my portfolio, and give
me a call.
Great work to follow.
EVENTS APRIL 2011
Every Saturday: $7 All-you-can-eat
Bacon and Waffles at Godspeed!
10:00 am to 3:00 pm: Godspeed
Oakland, 5532 San Pablo, Oakland,
Build a bacon house, then use the equity
to finance a bigger bacon house.
Every Sunday April 3-May 8
MotoGP and World SBK at D-Store,
S.F.: Watch MotoGP, enjoy snacks,
refreshments and the giant wall-o-flat
screens! D-Store S.F., 131 S. Van Ness
First Monday of each month
April 4, May 2:
6:00-8:00 pm: NORCAL Guzzi Bike
Night at Applebee’s in Milpitas (84
Ranch Drive, off N. McCarthy Blvd.).
All motorcycles welcome! Call John
510/377-5575 or check pastariders.com
for more details.
First Monday of each month
April 4, May 2:
6:00 pm: American Sport Bike Night
at Dick’s Restaurant and Cocktails,
3188 Alvarado Street, San Leandro.
Bring your Buell and hang out with
like-minded riders. All brands welcome!
Our meeting of Buell and Motorcycle
enthusiasts has been happening the first
Monday of the month for the last 12
years, without ever missing a meeting.
We have had many local and national
celebrities from the Motorcycle world
grace our meetings. It has been fun and
First Monday of each month
April 4, May 2:
6:00 pm: California (Northern, East
Bay) NORCAL Guzzi Bike Night at
Applebee’s at McCarthy Ranch Mall,
off 880, in Milpitas, California. All
MGNOC members, interested Guzzi
riders, and all other motorcycle riders
always welcome. More information,
contact John Cerilli at: 510-377 5575
First Monday of each month
April 4, May 2
2:30 – 10:00 pm: Northern California
Ducati Bike Nights at Benissimo (one
of Marin’s finest Italian Restaurants),
18 Tamalpias Dr, Corte Madera.
Third Monday of each month
April 18, May 16:
6:00 pm to 10:00 pm: East Bay Ducati
Bike Night at Pizza Antica (3600 Mount
Diablo Blvd., Lafayette, 925/299-0500)
Bike parking on the street right in front
of the restaurant, indoor and heated
outdoor seating, excellent wine list.
All moto brands welcome. Bring your
appetite and a smile, be prepared to
make new friends.
Third Sunday of each month
April 17, May 15:
9:00 am: California (Northern)
Moto Guzzi National Owners Club
(MGNOC) breakfast at Putah Creek
Cafe in picturesque Winters, California
(Highways 505/128) MGNOC
members and interested Guzzi riders
meet for breakfast and a good time. The
Putah Creek Cafe is located at Railroad
Avenue. More information contact:
Northern California MGNOC Rep,
Don Van Zandt at 707-557-5199.
Third Sunday of each month
April 17, May 15:
Moto-Sketch at Tosca Cafe: come and
sketch a live model draped over a custom
bike. $7 to sketch, free to just watch.
Tosca Cafe, 242 Columbus Ave. in S.F.
First Saturdays of each month
April 2, May 7
Mission Motorcycles (6292 Mission
St. Daly City, missionmotorcycles.
com 650/992-1234) has Brown
Bag Saturdays: 15% off all parts and
accessories you can stuff into a brown
Friday, March 25 th to
Saturday, March 26 th
Santa Clara County Fairgrounds, 344
Tully Rd, San Jose.
Saturday: Clubman’s All-British Show:
The Annual Clubman’s Event is one of
the largest All-British motorcycle shows
and swap meets in the Western States.
There will be around 150 show bikes
registered and competing for dozens
of trophies, and the swap meet will
have 70 vendors selling new and used
British motorcycle parts. There will be a
British bike sale corral. This year, a fully
restored 1969 BSA Firebird Scrambler
will be raffled off, with tickets selling
for $1. Admission is $5, with kids 12 or
under admitted free.
On Sunday, the ‘Morning After’ ride
will be held, starting in Los Gatos and
following a route through the Santa
Cruz Mountains, with a lunch stop
along the way.
Also at the event: European motorcycle
show, CJMC Open Asian Bike Show and
indoor short-track racing and legends
banquet. CityBike will be there—will
you? For more info go to cjmc.org,
bsaocnc.org and sanjoseindoor.com.
Saturday, March 26 th
1:00 pm to 4:00 pm
Home-built bike get-together at Mission
Pizza in Fremont (1572 Washington
Blvd. 510/651-6858). After the Clubman
show stop by: 32 beers on tap and cool
people. Open to all chopper, bobber,
cafe, vintage, resto, come show off your
hard work! For more info call Jason at
6:30 pm to 10:00 pm: Diavel Night in
Santa Cruz (Moto Italiano/Ducati Santa
Cruz, 3600 Soquel Ave. 831/462-6686,
We’re unveiling the exciting new Ducati
Diavel and celebrating its arrival. Local
Catering, Monster Drink Creations, DJ
Stoney from Cypress Lounge, Raffle for
Japan and trunk show with Prexport’s
new line of Italian technical and urban
Friday, April 8 to Sunday, April 10
2011 California Championship
Hillclimb & Verticross PRO/AM Series -
Round 2 and the U.S. Open of Verticross.
U.S. Open of Verticross, a three-day
event starting off with round two of the
Pro/Am series with the final day of the
event seeing the crowning of the first
ever U.S. Open of Verticross Champion.
Sunday, April 10 th 9:00 am
CJMC Delta Levee ride:
‘Classic’ Bike Ride, Electric
Train Museum, Lunch.
Gather in the Oakley Raley’s
parking lot or meet at Rio
Vista bridge, northwest
corner around 9:30 am. Call
Neil, 408-374-6288 or check
Saturday, April 16th and
Sunday, April 17th
(Highways 37 and 121).
Saturday, April 23 rd
9:00 am: CJMC “West Side Story”
ramble: Ride from Yuba City through
200 miles of Northnern Caifornia
backroads. 450cc and larger classic
Japanese bikes welcome. Meet at the
Waffle Barn, 590 Colusa Ave. Yuba City.
Contact Dude Green at 530/6730-4319
or go to cjmc.org for more info.
Sunday, May 1, 2011
10:00 am to 4:00 pm
21st Annual Pacific Coast Dream
Machines Show. Half Moon Bay
Airport, on Highway 1, 20 miles south
of San Francisco and 5 miles north of
One of the West Coast’s biggest shows,
this remarkable exhibit of over 2000
vehicles will feature motorcycles
from antique turn-of-the-century
models, high-performance sport,
racing and off-road bikes to the hottest
custom bikes of the modern era. All
motorcycles are welcome for display.
Club rides are welcome.
You’ll see everything from Ducati,
Norton, BMW, Moto Guzzi and more
represented. The show also includes
antique, vintage, classic, and custom
automobiles, trucks, aircraft, tanks and
massive gas engines and steam tractors.
Spectator admission is $20 (adults), $10
(age 11-17 and 65+), and free (age 10
and under). To show a motorcycle, the
registration fee is $30 ($40 for entries
postmarked after April 15) and includes
a commemorative pin and admission for
two people. CityBike will have a booth
at the event, so come by and say hello! If
you have an interesting bike you’d like to
show off, email us: firstname.lastname@example.org or
For information and registration
forms, call 650/726-2328 or
Saturday, May 7th and
Sunday, May 8th
AFM Championship Roadracing:
Infineon Raceway, Sonoma (Highways
37 and 121). AFMRacing.org.
Friday, May 13 and
Saturday, May 14
Third Annual Quail Lodge (800 Valley
Greens Drive, Carmel, 831/620-8887,
Gathering. 100-mile kick-off ride Friday
for 50 participants—$250 fee includes
tracktime at Laguna Seca Raceway and
intimate dinner reception featuring guest
speakers and preview of the Saturday
Bonhams and Butterfields auction.
Saturday’s events include display of rare,
interesting and classic motorcycles,
including the John Edgar Vincent
“bathing suit bike” that Rollie Free rode
at Bonneville in 1948, as we as a tribute
to racing, bike judging, southern-style
barbecue lunch and then the auction
(which will include Steve McQueen’s
1971 Husqvarna 400). $65 per person,
proceeds to benefit Riders for Health.
Saturday, May 14
9:00 am: CJMC Cherry Lake Quarter-
Horse Ride. Ride to Cherry Lake from
Jamestown, CA. 250cc and smaller
classic motorcycles welcome. Meet at the
Ranch House, 8971 French Flat Road,
Jamestown. More information: Neil,
408-374-6288 or check cjmc.org.
April 2011 | 10 | CityBike.com
April 2011 | 11 | CityBike.com
West Coast Moto Jam
AMA Pro Road Racing | Supermoto USA | Flat Track | AHRMA National Motocross | TTXGP
5 Series, 1 Weekend
Catch all the two-wheel racing you can handle at the
biggest motorcycle race weekend of the year!
Special appearances by AMA legends Scott Russell,
Brad Lackey, Rich Oliver and Reg Pridmore
Buy today and save! Tickets start at just $15
Kids 12 & under Free
April 2011 | 12 | CityBike.com
Continued from page 9
you can bet we’re not going to pay to have a
wrench extracted from some idiot’s colon,
even if we did tell him to swallow it. We’ll
see if the Whitworth versions are easier to
digest, as soon as we can find the intern,
last seen hiding under a pile of helmets in
the hall closet.
Aerostich: aerostich.com or 800/222-1994
I’ve been wearing modular (flip-front)
Nolans for years and pretty
much worn out two of
them, with nary a
as I imagine it
ride and seldom
ride at night. A
on and taking
riding in town,
the front of the
helmet up: the front
of a Nolan modular
swivels up close to
the top of the helmet,
creating a minimum
wind dam. Another modular
Nolan would have suited me
fine, but the $300 N43 was available so I
said sure, I’ll write something about it.
When the helmet arrived, I saw
immediately that it was a nice, deep blue
with white trim, very close to the colors
of my DR650 Suzuki. The shape is fun,
kind of a ducktail look. Controllable front
vents provide what seems to me to be good
ventilation, but honestly I can’t tell one
helmet from another by how much breeze
blows through. I confess I can’t always tell
if the vents are open or closed.
The N43 looks like an open-face helmet,
but a new-style one: The lower sides reach
further forward in front of your ears than
older helmets. A sturdy black plastic chin
bar snaps into place in those lower sides.
With the bar locked in place, the Nolan
feels like a full face helmet. Solid.
You can wear the Nolan with or without
the chin bar and with or without the big,
distortion-free face shield. The face shield
extends down over the chin bar. If you
remove the face shield, you can install a
visor peak included with the helmet.
I remove the chin bar, easy with the shield
raised, to put the helmet on or take it off.
I suspect Nolan intended the wearer to
do just that. Makes putting their helmet
on and taking it off much easier. The N43
uses the same fastening method I’m used
to with my modular Nolans: It’s like the
clasps on motocross riding boots, a plastic
or nylon ratchet strap. Works great.
The N43 can also be equipped with
Nolan’s communications devices for about
an extra $250 for hard-wired systems,
$350 for Bluetooth. A microphone on a
flexible stalk extends from the left lower
of the helmet and control switches are
mounted on the left side below the shield
pivots. I’ve never used any of those items.
A slide control for the swing-down inner
sunshade is also on the left side. The shade
doesn’t come down quite far enough for
me and is an answer to a
question I never
weight to the helmet
and saves you from having
to change visors or stop to put on
I like the versatility of this helmet and have
actually ridden with it as a full and openface
unit. I don’t know that I’ve ever seen
another one. It’s a fine helmet.
Nolan Helmets: Cima International
(nolan-usa.com or 866-2HELMET)
Repair & Service
Salvaged & New Parts!
Tue–Fri 10–6 Sat 9–5
April 2011 | 13 | CityBike.com
We Ship Worldwide
CALL US FIRST!
My CityBike: DNA’s Hotrod Frankenbike
Ducati’s marketing people should figure
out a way to charge extra for that sound.
What? They already did? Oh.
By John Joss
Photos by Gary Rather
Life’s unfair. Designers, managers
and race champions get most of the
gold and the glory, the goodies and
the girls. Sales and marketing take what’s
the guys in
The fires of
at Ducati, long after office hours, not just
in Bologna. At Ducati North America’s
headquarters in Cupertino, the Service
gang has created a project bike that will
have Ducatisti worldwide drooling.
“It was the right thing to do with a pile
of parts at DNA,” says Bruce Meyers, a
renowned Ducati racebike preparer and
former Ducati dealer who now trains
DNA’s techs to Master Technician skill
levels. So Meyers and DNA Technical
Manager Jon LaForte took stock. A 1098
trellis frame, tank, fairings, swingarm—
okay. Öhlins forks with 1098 upper
clamp and 999 lower—we can do that.
Öhlins rear spring/shock—on hand.
Forged Marchesinis and top-of-theline
Brembos—check. Toss in an 848
crankcase, an instant fit—got it.
Crower titanium rods—a lucky
find, in Meyer’s Ducati Performance
stock. Sound easy? It is...so far. Then
it gets more interesting, especially
when you must pay for the parts
office to get
years Ducati’s air-cooled, two-valve
V-Twin became iconic. Inevitably
it yielded to water cooling and four
valves, as outputs rose, pushed by
World Superbike and MotoGP.
The more stressed the air-cooled
machine the more unreliable,
the less competitive—a service
headache that demanded costly
and time-consuming TLC, more
often. Grafting a high-performance
two-valve top end onto a bottom end
designed for much more power seems like
a good solution.
“We blended the best of both worlds: an
air-cooled power plant with the big-sump
benefits of the water-cooled machine, in an
up-to-the-minute frame,” said Gray. “Back
Jon LaForte with his creation.
The ‘office’ is based on a Hypermotard
wiring harness, but less complex electrics
(no traction control needed for these
relatively benign power levels) simplify
wrist chores. What you get is what you see:
an engaging mixture of vintage Ducati aircooled
mill in a modern frame/suspension
setting. Old wine, new bottle. If you liked
Ducati’s historic road and track weapons,
and enjoy its latest 848/1098 or even
Desmosedici derivatives, you’d love this
Bottom line: an 1176cc torque-monster
(about 90 ft.-lbs. at 3800 rpm, on the
Dynojet dyno at WyoTech, DNA’s training
partner), asked to produce a mere 115
horses at moderate revs (9000), managed
by a catalog Ducati Performance ECU.
Since the entire machine weighs just 300
pounds, more powerful bikes will sweat
to keep up in track days and club racing,
especially in the vital 0-120-mph speed
bracket. As LaForte puts it, grinning ear to
ear, “a truly sick bike.”
So: Ducati’s in-house Service Specialist
hotrod, a wolf in wolf ’s clothing, painted in
livery that honors its origins.
Over to you, Bologna. Or perhaps
Cupertino’s Service Gang can clone the
existing creation. The bike you see here is
not for sale but in the real world anything
should be possible for Nicky. You want one,
too? Get in line.
The Frankenbike: it’s alive!
Send us $14.99 + $5 for
shipping and we’ll send you
a shirt... really! Email us:
email@example.com or mail a
check. Let us know your
shirt size (S-X XL) and
City Bike Magazine
PO Box 10659
Oakland, CA 94610
* if you have stress management issues, and allergic
reactions to shellfish, 1 out of 7 doctors recommend
wearing this shirt only under professional supervision.
Full Service On
Harley-Davidson, Honda, Kawasaki
Suzuki & Yamaha Motorcycles
Parts & Accessories
636 Alfred Nobel Dr.
Hercules, CA 94547
Tuesday through Sunday 9:00AM to 6:30PM - Closed on Monday
Sales, Service &
$400 off MSRP!
(not valid with
any other offers)
1433 El Camino Real • Santa Clara, CA 95050 • 408-280-7277
Strip its bright red clothes and you may experience a “Crying Game” moment when you see the
to the future, eh! Air cooling eliminates
costly plumbing and reduces weight,
though we needed dual oil coolers. Boring
and re-sleeving creates a big, low-stress
motor that doesn’t need constant fettling.”
Into that mildly machined crankcase
went a previously damaged Multistrada
crankshaft (carefully repaired and
balanced by Fox Performance Engines)
and a pair of air-cooled cylinders, bored
to within a millimeter of their metallic
lives and then resleeved, enclosing
custom, (and carefully balanced) highcompression,
14:1 pistons from Pistal
(in Rocchetta Tanaro, Northern Italy),
crowns matched lovingly to custom
titanium valves. Cam shape and timing?
Ducati Performance ‘Hyper’—moderate,
not extreme overlap, for best rideability.
Final weight saver: the DoubleDog
(doubledogmoto.com) carbonfiber tail
section, just seven pounds vs. the stock 16.
Bikes gotta breathe—the old in and out.
For the ‘in,’ beautifully flowed and polished
input tracts and ports, fed via a 1098’s
pressurized airbox through 45mm throats
in EFI-controlled Multistrada throttle
bodies. The ‘out’ is 1098 plumbing ending
in minimum-back-pressure Termignonis,
producing the glorious thunder of midrange
torque beloved of V-Twin riders.
Salinas TT and Short Track
Pro Grand National
April 2011 | 14 | CityBike.com
April 2011 | 15 | CityBike.com
Just Ride One, Already
The Ducati Diavel is built for looks,
at least partly. It’s built to attract
a more-heeled, less-traditional
Ducati buyer. It looks like a cruiser, and
therefore must be less functional than the
high-performance, lightweight standards,
Ducati is legendary
for. Poseur bike,
right? Not for you,
right? Give me an
1198 or maybe a
Monster 1100, I’ll
use the extra cash
to remodel the
And then you ride
The first thing you notice about the Diavel
is that it really does feel like a cruiser when
you’re seated on it. The seat is scooped-out
and low, the bars come right back to your
hands, and the footpegs are fairly forwardset.
Not quite chopper-like, but definitely
not sportbike. A lowered dualsport is
what it most reminded me of. The seat
did slant me downwards, which became
uncomfortable after a few hours of riding.
Lift it off the sidestand and you feel how
Our Ducati single-sided
swingarm axle nuts are far lighter
than stock. Everyone knows
that reducing unsprung mass is
a great way to improve
Call for pricing & availability.
2011 Ducati Diavel
light and easy it is to handle, and you know
you’re not on a regular cruiser.
Firing it up confirms that. Fueling is right
on, and the exhaust note is great, like a
recording of an unmuffled V-8 Chevy
played at low volume. Pulling away from the
curb and rocketing around city streets in the
“urban” mode (limited to 100 horsepower)
take up the question.
Proudly Made In USA
913 Hanson Court
Milpitas, CA 95035
lets you know the new Testastretta 11° is a
sensational engine for cruiser use.
Any gear, any time—you can chugchug-chug
along in fourth gear at 20
mph, if that’s what you’re into, or you
can howl along at nine grand. Figure
out how to put it on the “sport” or
“touring” mode, but make sure you
brought clean underwear with you,
as rolling on the throttle when you
have 162 hp pulling 500 pounds of
bike will make you giggle and feel real
fear at the same time, even with the
traction control and ABS along as
a security blanket. Sure, the 1198 is
80-odd pounds lighter, but the Diavel
has a bigger rear sprocket (a 43 tooth
compared to a 37), which makes it
feel as quick, maybe quicker.
Luckily, the rest of the bike is up to
the demands of the 11°. The frame is
stiff. The 50mm Marzocchi fork is
fully adjustable, as is the hydraulicpreload-and-linkage-equipped
shock. The rear tire, though stylishly
phat, doesn’t really hamper handling
that much, although you know it’s
there—and that goes double for that
stretched wheelbase. Thanks to the
wide, fat handlebar and sensible (for
a cruiser) geometry, the Diavel can
get around corners at least as well as
any other bike its size. It reminded
me of Kawasaki’s much-missed
So there you are, carving up your
favorite mountain road. In front
of you is that metal tank cover
reminiscent of the hood off a big
old muscle car. You can’t see much
else from the saddle (a good thing,
according to the Diavel’s many
critics—and the looks do need to
grow on you), just the bar and the
little instrument pod. The TFT
display under that requires a glance
down to really view. The rider
display contains lots of information.
Wind protection is not bad, great
for a naked cruiser, and there’s an
accessory windscreen available.
You can go any pace you like,
really: press it hard and you will blow
past sportbikers, or you can just leave it in
fourth gear and enjoy the scenery.
Sound like a good touring bike? I think so
too. How about a commuter? With 15,000-
mile service intervals, and good fuel
economy, it may even be
tool? For the right
So who will
shuffle off to
geek looking for more power and
handling than his 750-pound beast offers.
Someone who loves sportbikes and not
needing a chiropractor.
Comfortable, easy to ride (but it’s not a
beginner-friendly bike), attention-getting
and unique, the Diavel is one of the most
interesting—and entertaining rides I’ve
experienced in many years. Who’s
it for? Anybody who
wants to ride a cool
Maybe even you. I’m not saying you should
buy one. I’m just saying—go ride one
before you pass judgement.
Maynard Hershon: Business as
The announcement of a new
motorcycle model must be
celebrated and trumpeted in as
many print and online publications as
possible. The industry depends on the
press for what’s called unbiased reporting.
The press counts on the manufacturers
for ad revenue (you hear that, Ducati? Pay
up! --ed.) and exciting new products about
which to write.
Business as usual. But, oh my, will we ever
stop reading about the Ducati Diavel—a
motorcycle of an apparent uselessness that
will only be exceeded by its rarity.
We’ll read thousands of words about the
new Diavel, but we will never ride one and
may seldom see one. What will we do with
all that information? Do you know anyone
who wants a Diavel? I don’t, and I ride with
a group of riders who prefer European
bikes to the exclusion of Japanese
and American ones.
As I scan one article after
another describing the
appeal, I think of the
design team and
model fabricators. I
think of the tooling
costs of approval
Oh, and the
accessories to lure
the Diavel’s owners
back for more bling—to
be displayed, one supposes,
outside Starbucks. “I’ll have a
decaf latte, please miss, and by
the way, my ‘sickle has no valve
I think of the talented scribes and
photographers, factory mechanics and
marketing people, all flown to Spain,
housed and entertained there for the lavish
unveiling. So much money spent and effort
expended, and I wonder: How many can
they sell? If they sell a few hundred bikes
around the world, how can they pay for
the press launch? How can they pay their
employees and executive staff?
The figures don’t add up. I live in a
prosperous city of a million people with
two fine Ducati dealers. Will I see a Diavel
in motion with some guy sitting on it? If
not here, where? Will Ducati offer an award
for the first Diavel rider to wear out a rear
tire? How long will it be before someone
Is the idea
simply to own
a new Diavel?
care if anyone
rides one? It’s a
Ducati after all.
bike the point?
If the point is
to attract new
different from what we’d expect from
Ducati, so be it. BMW has done that quite
successfully with the S1000RR. BMW
also tried to attract new customers some
years ago with the R1200C, claiming at
one point that the clumsy, clunky cruiser
was their best-selling model. After decades
of making bikes people wanted to ride,
they made one to satisfy people who only
wanted to wear chaps and be seen on a
BMW. Didn’t work for them, did it?
Virtually every Ducati has been a rider’s
bike, and now we have the Diavel.
Certainly it’s fast in a straight line. Is the
Diavel the first Ducati straight-line bike?
What is it? Is it a cruiser? Is it a muscle bike?
Is it difficult to classify? Is the rear tire too
wide? Is it wide enough? Is there a
relationship between rear tire width and
some perceived personal dimension of its
owner—or is wider simply better?
How much motorcycle competence is too
much to sacrifice for a low seat height?
Is the Diavel an Italian V-Rod or VMAX?
If it is, and given that VMAXes and V-rods
are not backed to the curb side-by-side
in front of local hangouts in my town (or
probably yours), what’s the idea? If the
Diavel was created to upset the Ducati
faithful, it has fulfilled its mission. If Ducati
is trying to create a new category midway
between a cruiser
and a superbike,
cool. Still...all that
money and effort
to design and
build a new bike.
Why not build
one that provides
reasons to ride it
across a state line
or two or five?
One that makes
you want to ride
it out of Dodge,
not just park it
outside the Long
Branch Saloon. A
bike that makes
you feel like a
rider, that inspires
you to enroll in
a track school or
participate in a
What will US owners do with their
Diavels? Will we see them on the scenic
routes? Or only the boulevards? Will Diavel
owners go to the WSBK races in Utah—or
Sturgis in South Dakota? Will they go to
the Indy MotoGP to park in Ducati Island
in the infield? Or to Daytona in March
hoping that liquored-up women will show
them their boobs?
Will they ride to those events or trailer
their nearly 200-hp, nearly $20,000 new
bikes to the venues?
Service & Repair
While we are well-known
for our work on Ducatis, we
provide outstanding service
on all brands and all models!
Plus, it’s a friendly place...swing
by on a Saturday for a cup o’
coffee and some bench racing.
Nichols Sportbike Service
913 Hanson Court
Milpitas, CA 95035
April 2011 | 16 | CityBike.com
April 2011 | 17 | CityBike.com
If we’re racing fans, we wish
Ducati well. We hope Diavel
sales strengthen Ducati’s ability
to develop bikes and sponsor
riders and teams.
That said, I feel that for most of
us, spending 20 grand on a new
bike of questionable utility is
suspect, unless that super wide
rear tire is truly meaningful to
you...as a man, you know.
If you want something your
friends don’t have, something
for sunny Sundays, with that
twenty grand you could buy
a lovely restored old Ducati,
Norton or Velocette. You would ride it
just as much and perhaps just as fast. You
wouldn’t scare yourself nearly so often.
You would make friends you’d really like.
And, if you show some style in other areas,
a far better class of women might show
The Big Puffy Cat
don’t personally like the new Diavel
but I don’t mind it either. Ducati
was not targeting me or Maynard.
They were doing what businesses do:
make a profit and grow. This new
model should help Ducati achieve both
of these objectives.
Things we all know:
■ In rich and advanced countries
motorcycles are toys.
■ The average motorcycle in the USA is
ridden about 1600 miles a year.
■ The average H-D motorcycle in the
USA is ridden about 1200 miles a year.
■ There are more rich and elite-class
persons now than there were five years
ago, both in the USA and world-wide.
Maybe a third more.
■ The rich and elite-class persons now are
richer per-person than they have ever
been. By a good margin.
■ The market for motorcycles targeted
toward these individuals is healthier
and stronger than ever.
■ Ducati is way up in sales and for a
bunch of reasons is currently (arguably)
the world’s leading “elite” motorcycle
Things some people may not know:
■ Ducati is rich now as a result of its
recent years of success.
■ Top successful companies are made
up of smarter, more aggressive, more
ambitious people than less “top”
achieving companies. From engineers
and designers to the CEO.
■ Companies compete with one another
in ways that are complex, with a lot of
■ Attracting top employees is done
both with compensation and prestige.
Would mobile phone design
work at Apple
or Motorola, all
So Ducati has the
money, talent and
will to produce
this thing, and
there is an open
niche for it in
The niche is
people who are
consumers of hotrod
In cars, the comparison is Aston Martin
vs Corvette. In bikes it’s this Ducati vs the
VMax. There is wine, and
there is fancy expensive
wine. There is food
and there is haute
and couture. You
could call this
bike a poor man’s
Remember the failed
Rune? Same target
market as this
Ducati. But that
trying to sell a
McTruffle fois gras
for $50 a plate. Fail.
It could be argued that the
Black Shadows and Broughs
were like this—in their day.
Did those magnificent bikes
advertise the qualities of virility
and fitness-to-reproduce of their
riders? In spades.
The new Ducati is the same thing. It shows:
1. “taste,” 2. money, 3. courage. What
normal male would not want to display
the finest plumage? What more could a
corresponding female mate-hunter want to
see...as long as the male rider/owner’s story
was semi-credible (another important level
of nuance, that).
So the new Ducati is Chanel #5 for men. It
is also a puffy hair-on-end cat show to all
of the other MC companies and to Ducati
(in the mirror) about how bad-ass they are.
When a cat sees another strange cat enter
its territory, it stands all its hair on end,
and walks toward the intruder sideways on
tiptoe, wanting to present itself as larger
than it actually is.
Posturing is sometimes good for all kinds
of situations, from war to dating. The
Diavel is made more for posturing
than riding. It is a lighter, more
powerful, faster, “thinking
man’s” muscle bike,
with a bunch of advanced engineering
Scientists now believe that before feathers
evolved for flight purposes they probably
were evolving (and being used) for matingdisplay
reasons. That news has major
ramifications. Which is more important
for evolution, escaping predators better or
attracting more and higher quality mating
I’ll close with this story.... In 2008 my
brother and I bought a low-mileage Ducati
620 Multistrada Dark. Last week, while I
was in Phoenix I took the bike to a large
Ducati/Triumph/BMW dealer for an
oil and filter change. I did a whileyou-wait
thing. A browse through
the showroom, and then I wandered
around to the back of the building.
The little 620 was already on a lift.
I leaned against the open
garage door frame, quietly
watching the mechanic
work. He was so fast,
professional and smooth that the
expensive shop rate made sense. I
was watching an artistic ballet..as if he
At some point
he looked my
“Did you do
a smile and
and a 5000-
mile film of
dirt. It has
an added throttle lock, converted electric
grips, an ambient temp thermometer,
adjustable bungees wrapped around the
factory accessory luggage rack, and pigtails
for electrical gear and a trickle charger.
It’s Avon tires were about 1/3 worn. The
optional center stand’s too-low (!!!) lugs
were a little ground away from cornering.
The technician was
to his waltz. The next time he paused
momentarily he looked over at me and said,
“It’s nice to see one of these being ridden...”
His voice just trailed off.
He was taking about Ducatis, not
Multistrada 620 Darks.
meant Ducatis-in-general, and 19,000 isn’t
all that many miles but at his job it was.
I smiled again. It was the best compliment
I’d received all week. He was working on
a dirty example of Ducati’s least-powerful,
runtiest product. And enjoying it.
Who cares about the new Diavels, really?
Andy Goldfine is the man behind Aerostich and
Ride to Work. Ride to Work day is June 20 th , 2011.
April 2011 | 18 | CityBike.com
April 2011 | 19 | CityBike.com
Aerostich: Roadcrafter or Darien?
Life’s full of hard choices, but this is one we all should have.
By Bob Stokstad, words and photos
Next to the motorcycle itself,
nothing affects your enjoyment
of riding, your comfort and your
safety as much as the gear you wear. A
poorly engineered, cheaply fabricated suit
may be fine on a mild, dry summer day,
On the Nuerburgring’s Nordschleife. Germany.
but it will make you miserable in wet or
cold weather, and can greatly inflate your
medical bills when you crash. But I suspect
you know all this, wise reader, and that
you’ve decided to spend what it takes to
wear the right stuff. The only question is,
what to buy.
you’ll do far
and study than
I did some
25 years ago.
Back then, I
at what the
riders I’d met
They were role
models for me,
and if they’d
I would have
as well. But
I ordered one
worn any other
suit since, my
being the third
and, like the
DarenLIght on the left, worn by Erik Stokstad, next to his old man in the
last at least 10 years. I love to tell people
what a great invention is the Roadcrafter: it
doubled my motorcycle-riding pleasure.
But the Roadcrafter, believe it or not, may
not be the best suit for you. There’s another
one, similar in some respects (Goretexbacked
nylon-woven fabric, protective
armor and pads, many pockets, and
Aerostich’s signature reflecting stripes)
but of a different construction and degree
of water resistance. It’s called the Darien,
after that swampland between Panama
and Columbia that is the missing link in
the Pan-American Highway. As you’ve
guessed, the Darien was designed with the
adventure-tourer in mind. The Roadcrafter,
as everyone knows, was originally
developed as a commute-suit, something to
wear over a button-down shirt and slacks
The Aerostich Shopping
After years of blasphemous
waffling, I recently joined
the church of the Aerostich
Roadcrafter one-piece suit. While
the quality of an Aerostich suit is
undeniable and well documented,
I’m here to testify on the remarkable
experience of buying one.
It starts when you call their toll-free
number and you’re directly connected to
a real, live human. No automated menus
have the gall to
suggest you hang
up and instead
“visit our website”),
no overseas call
center, and no
service is especially
valuable because, as I
fitting a Roadcrafter
is a fine art. After
talking through my
measurements, type of
bike (because a cruiser
rider’s suit would need
to fit differently than
a sportbiker’s), and
whether I planned to
do much winter-clothes
layering under the suit,
they recommended a size 42L. To be
completely sure, they even offered to
send me a try-on suit and stressed the
importance of getting on the bike with it
on. I gladly accepted and the brand new
trial suit arrived a week later.
The try-on suit fit exceedingly well
right out of the box. The only issue was
something I invariably experience with
motorcycle gear—as a result of my
poor posture the shoulder armor wasn’t
positioned quite far enough forward to
cover the front portion of my shoulders.
Out of curiosity I called Aerostich to
see if there was anything they could
suggest to remedy this. Sure enough,
they had a standard alteration that
covered it. I added this alteration to my
order, returned the try-on suit with the
pre-paid shipping label they’d kindly
included, and awaited the arrival of my
When it showed up I relished in the
unpacking process. The instructions
alone were worth celebrating. My Dad
always championed any product with
thorough, understandable instructions.
He would be an evangelist for the
Roadcrafter’s instructions, as they cover
every aspect of functionality,
and the all important how-to-don the
suit illustrations. While unpacking I
noticed another customer-service magic
touch: A thank you note, hand-signed
by all five employees in Minnesota
who’d made my suit. When you
sign your name to something you’re
responsible for, chances are you’re proud
of your craftsmanship.
Indeed, the suit is truly a beacon of
quality. The fit is precise, seams are
sharp with no errant threads, and the
functionality is an encyclopedia of
innovations gathered from real riders.
What was a delightful buying experience
will undoubtedly carry over into many
spiritual miles of riding in my new ‘Stich.
while riding to work.
But the decision of
which to buy isn’t
so obvious, as you’ll
see Darien suits
everywhere, too, not
just on the road to
For a year, now, two
suits hang in my
garage, next to the
bike. Each morning
I ride (300+ days a
year) I have to make
to put on? The
Roadcrafter or the
Darien? How that
decision is made
(it’s not a coin-flip)
and my riding
experience with the
two suits may be
of help when you
come to that line
on the order form
where you’ll write
or Darien. Of course, if you’ve got a big
tax refund coming you could just order
both and jump ahead to the next article in
CityBike. It wouldn’t be a bad decision.
All wired up and ready to go. The cables
connect a thermo-controller to a Kanetsu
AirVantage electric liner under the Darien.
The Darien is actually waterproof. Not
long after I received it, a winter storm
blew in from the Pacific and it was raining
buckets that night. For no other good
reason I suited up and went for a ride.
For hours after the point where, in the
would have felt that
cold wet trickledown
in my crotch,
I was still snug
and dry. The suit is
waterproof. I can’t
think of any other
way to describe
that evening. My
was also boosted
because I was
wearing the TL
which zips into
the Darien jacket,
and a Kanetsu
liner under that.
On a typical
morning, it’s cool
and there’s a light
drizzle, and the
weather report says
it’s not going to get any worse. In half an
hour I need to be in San Francisco and
will have a couple of places to visit before
heading back across the Bay Bridge to
Berkeley. It’s a no-brainer. Pull on the
Roadcrafter—don’t need the Darien for
this trip. Putting on either of these suits
is not rocket science (who has trouble
pulling on a pair of pants?) but the
Roadcrafter is miraculously quick and
easy to put on. You literally step into it,
1204 PORTOLA AVE • 925-371-8413
April 2011 | 20 | CityBike.com
April 2011 | 21 | CityBike.com
Desert delight in the Darien. Baja.
Crash into this bush and you’ll be glad
you’re wearing an Aerostich. Anza-Borrego,
The author’s DarienLIght, Bill Mittendorf with Darien jacket and Roadcrafter
pants. Torsten Jacobsen is all Roadcrafter while Paul Goodacre wears brand X.
tug on a total of three long zippers (two
with the one-piece) and you’re ready to
ride. Even if I’ve got only a five-minute
ride ahead of me, I put on the suit without
even thinking twice. Believe me, it was
never that way with my old leathers. For
any ride that’s not in a storm and in which
I’ll put on and take off the suit frequently,
it’s the Roadcrafter—hands down.
Perhaps you’re wondering what I did
during all those years I owned only a
Roadcrafter—did I forgo touring in bad
weather? Not at all—I carried a rain suit,
which I’d put on under my ‘Stich, since I
could never find one big enough to go over
it. How long to wait after it starts raining
before stopping and pulling on the rain suit
is one of those agonizing and usually nowin
decisions that you won’t have to make
if you’re wearing a Darien.
Because of our climate in the Bay Area
and my largely commute-like daily riding,
the Roadcrafter is the default choice for
me on any morning. But if I’m going on
a trip, even just an overnight, I take the
Darien. Simply put, it’s the better suit for
touring. Once I deliberately switched these
roles for a few weeks, just to see what it
was like if I wore the Darien in situations
where I would normally have preferred the
Roadcrafter. My conclusion, once I was in
the suit and riding the bike, was that the
Darien and Roadcrafter were practically
interchangeable: It’s in the getting on and
off that I would notice the difference.
The key word above is “practically.” There
are little differences. The horizontalflap
pockets in the Roadcrafter jacket
are handier and easier to use than the
angled side pockets in the Darien; it’s a
two-handed job to pull the zippers on
the latter. The smooth nylon liner sewn
into the Roadcrafter feels so luxurious
compared to the bare Gore-tex liner on
the backside of the Darien’s nylon fabric. It
also prevents snagging the protective pads
in the knees, elbows, and shoulders when
you shove your limbs down these fabric
tunnels. That same nylon liner also holds
moisture when, in hot, dry weather, you’ve
wet down the inside of the suit to provide
The ballistics on the Roadcrafter will
take punishment that will send the
Darien back to Duluth, to be fixed by the
American workers who made it for you in
the first place. I had a minor get-off on a
dirt road while wearing my Darien. The
armor pad saved my knee from impact
and abrasion, but the outer fabric tore.
On the Roadcrafter’s ballistics, that
would have been a scuff. No big deal
in this case, but the Darien will clearly
suffer greater damage in a more serious
crash than the Roadcrafter.
The Darien is lighter, which is a comfort
factor if, indeed, one is bothered by
weight. (I chose the DarienLight.)
Also, its styling is less spacesuit-ish. The
Roadcrafter’s extensive ballistics—on
shoulders, elbows and shins—evoke awe,
The Final Word
I don’t want to pee on the fires of this
Aerostich love-fest, but I do want to
make sure you, the reader, know this
is a magazine with some pretense of
unbiased moto-journalism, if such an
animal can really exist in this country.
So I will tell you the Aerostich
Roadcrafter is not a perfect product.
It probably never will be. It leaks in
the rain, a problem Aerostich has been
doggedly pursuing like some kind
of corporate Captain Ahab for most
of the last three decades. You can
live with it, and there is a new zipper
design that I’m eager to try, but a true
rain suit it’s not. It also flaps and gets
breezy at high speeds, the armor is
heavy and can be uncomfortable, and
though you can survive a ride through
the desert in August in one of these,
the venting could be better, to be
polite about it.
So why am I on my third suit? Why
does everybody I know—including 80
percent of my friends in the motorcycle
media and PR industry—have one of
these things, usually covered with grit,
grime and bugs?
It’s because every bit of riding gear you
own is a compromise, and it’s amazing
what a good balance the Roadcrafter is.
Nothing else I’ve owned (and my closet
is so stuffed with riding gear I can’t
close the door) matches the versatility,
especially in the mild Bay Area climate.
Custom road-race leathers? I’ve got
them. The latest hip-hop “urban” riding
gear you see all over the magazines?
Whatever I want, I just send an email
and a UPS guy drops it off a few
days later. That stuff looks good and
probably protects me well, but for
comfort, convenience, protection from
the elements and the good feeling I get
from wearing a well-made garment,
what’s better? Nothing so far.
at least among other patrons waiting to
check out at my local Safeway. The Darien
draws less attention.
But now we’re back to that question—if
you’ll only have one suit, which one to
choose? If you’re primarily a day-rider,
commuter, or short-hauler, pick the
Roadcrafter and take a rain suit along
when you tour. If it’s the other-way-round
and you live for touring, the Darien is for
you. In deciding on an Aerostich riding
suit, you’ve made the best choice in what
to buy. For which to buy you’ve got my
advice, for what it’s worth. Best of all, you
can’t go wrong with either the Roadcrafter
or the Darien.
Roadcrafter one-piece suit: $847.
Darien jacket and pants: $724.
DarienLight jacket and pants: $684
aerostich.com or call the Rider
WearHouse at 800/222-1994 for a free
(and very entertaining) catalog.
Aerostich is a CityBike advertiser, but we like
to think that fact doesn’t affect our love for its
products, we would buy even if even if we had
to pay retail.
By David L. Hough
Photos by Bob Stokstad
When we start thinking
about different approaches
to reducing the carnage
of motorcycling, one frequent idea is
requiring all motorcyclists to take rider
training. It sounds simple enough. Just
make training mandatory. Riders learn to
manage the risks of riding. Problem solved.
Or maybe not. Mandatory training is not as
simple as it might sound, even if you think
it might work. One big issue is just getting
enough instructors* trained and certified,
and enough training sites available to
handle the workload. At present, almost all
states struggle to provide enough training,
and it’s typical for a new rider to bump into
a two-month wait to get an opening.
Although instructors get paid, it’s not easy
to get trained and certified. Let’s say you’ve
been riding for 573,981 miles, and know
a thing or two about riding. Well, being
an instructor is not a matter of blurting
out all your experiences and war stories to
wide-eyed students. An instructor must
deliver a presentation someone else has
prepared. Not everyone with motorcycling
experience can learn to teach.
The prospective instructor must agree
to teach for a training site, then take
an intensive instructor course, then do
some assistant teaching, and then teach
a minimum number of hours per year to
maintain certification. Frankly, it’s hard
work, although if you think you have
what it takes, contact a training site and
have a chat.
Since 1991, training (meaning the MSF
Basic RiderCourse) is mandatory for
all California riders under age 21. Rider
training is huge in CA. In June 2010 alone
the MSF reported 7840 new riders took
the Basic RiderCourse at 121 training
sites throughout the state. Where does the
money come from? Like many other states,
California funds rider training through a
surcharge on motorcycle licenses (and each
student pays $250 to the individual school,
$150 if they are under 21—ed.).
Okay, the mean age of motorcyclists is
around 41 these days. What would it take
to get all those over-21 new or return riders
trained? Well, California would need to at
least double the number of training sites
and RiderCoaches. If you’ve been out on
the road and haven’t heard, the state coffers
are in even worse shape than my 401k.
Should Rider Training be Mandatory?
Which means training additional riders
would require increasing licensing fees for
all motorcyclists—say jacking the licensing
surcharge from $2 to $10. And even if
a way could be found to make training
mandatory for all ages, before you agree
to cough up any more money it might be
clever to get a reality check on how rider
training is doing.
Does rider training
I spent a number of years myself as an
instructor, and I just have to believe that
training accomplishes something. But
is there any statistical proof that
the CSMP does anything other
than to encourage more people to
buy motorcycles? In a nutshell, the
discouraging answer is uhhh, no.
Part of the 1991 law requires a formal
evaluation of the impact of training
on motorcycle accidents. I think
there’s a lot of wisdom in California
law requiring CMSP to evaluate the
results. It’s tempting for a training
administrator to come up with all
sorts of things that are convenient to
teach and helps build an empire, but don’t
affect the crash/fatality numbers.
As that report states, “…a few of the earliest
studies…found that a straight comparison
of trained and untrained riding populations
showed that the untrained riders had lower
overall accident rates…” I’m not making
this up. You can read more at smsa.org/
(CityBike has not investigated if there are
credible studies other than the one David cites
here, which dates from 1998. -Ed.)
How About the Curriculum?
Let’s note that if training were made
mandatory, you wouldn’t get a chit to go
take a session from Doc Wong or Keith
Code or Nick Ienatsch. In California,
mandatory training means the Basic
RiderCourse, or “BRC.” The MSF also
has the Experienced RiderCourse (ERC),
a new sportbike course, and an on-street
course. The important question we might
ask is whether different curricula would
alter the crash and fatality rates. For
that matter, would a special course for
experienced riders accomplish anything?
We might buzz over the Siskiyous into
Oregon, to find a very different approach.
A few years ago, when the MSF changed
from a tried-and-true program called the
RSS to the new warmer, fuzzier BRC, Team
Oregon was reluctant to change. In the end,
Oregon basically flipped the MSF the bird
and went its own way and can now tailor
its courses to meet local needs. Oregon
recently passed a law making training
mandatory, phasing training in over several
years by age groups. The curious might
wonder whether Oregon’s approach results
in reduced crashes and fatalities.
Two strong indicators of training
performance are the state fatality totals and
the fatality rate.
Fun With Numbers
A September 2008 Technical Assessment
showed that California motorcycle
fatalities increased from 276 in 2000 to
506 in 2006. However, to understand what
those numbers mean, we need to compare
fatalities to the numbers of riders and bikes
on the road. There’s no easy way to measure
numbers of riders, or miles traveled, but
we do have a pretty good idea of vehicle
fatalities per 10,000 registered motorcycles
registrations. We’d also like to have
numbers for the latest years, but it seems
to take the statisticians three or four years
to come up with final data, so lots of the
charts are stuck on 2006.
California motorcycle registrations
increased from 448,501 in 2000 to
726,096 in 2006. So, the fatality rate
(per 10,000 registered motorcycles)
went from 6.15 in 2000 to 6.97 in 2006.
Uh oh. Rider training is supposed to be
reducing the numbers.
USA Motorcycle Registrations (Millions)
2000 2003 2004 2005 2006
‘98 ‘99 ‘00 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 ‘07 ‘08
Number of Fatalities
Just for fun, let’s compare some motorcycle
fatality rates over several years:
If you’re interested in what’s happening
in Oregon, you can read more at oregon.
There might be some valid reasons why
California should have a greater fatality
rate than Oregon, but less than the
national average. For example, the
warmer winter weather in Southern
California might be more conducive
to riding. And there are other southern
states with a huge motorcyclist
population, including Florida. So,
rather than look only at the fatality
totals, it might be more instructive
to look at whether the fatality rates
are going up or down. The California
rate has been steadily increasing.
The Oregon rate has been steadily
decreasing since 2003.The USA
fatality rate increased from 2000 through
2005, then slowly started decreasing.
See? The question of mandatory training is
a bit more complex than it might seem. And
we’ve only scratched the surface.
*in California the CHP Motorcyclist Safety
Program is administered by the Motorcycle Safety
Foundation (“MSF”), who refer to a motorcycle
safety instructor as a “RiderCoach”, but I’m going
to call them “instructors” here out of respect.
‘98 ‘99 ‘00 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 ‘07 ‘08
USA Fatality Rate (Per 100,000 Motorcycles)
April 2011 | 22 | CityBike.com
April 2011 | 23 | CityBike.com
dr. gregory w.
The ordered diary of a motorcycle
adventurer my daily notes are
not. Closer to describing it would
be like a well-thumbed Big Book (the
Alcoholics Anonymous Handbook) from
some juicehead who had been in and out
of the court-ordered Twelve Steps four or
five times. Pages are ripped out, sentences
are underlined or highlighted and ink color
from my pens change in mid-sentence.
My motorcycle expeditions or adventures
are generally related to my work, so I
need to keep details of costs for sleeping,
food, airline, shipping, gas, repairs, office
supplies, and visas. This is done in a 6-inch
by 10-inch notebook on a daily basis much
like morning ablutions, a routine taking a
few minutes but deemed necessary.
The diary also has taped-to-pages items
like business cards or stickers from fellow
travelers, hotel/motel papers with their
addresses and newspaper articles I cut
out from what publication I was reading
that interested me or will want for future
reference material. Occasionally taped in
are photographs, map sections and odd
slips of paper.
I do keep a written record of where I have
been on what day and any highlights, like a
copy of the ticket I received for some minor
infraction. Words in clipped sentences are
scribbled on dated pages to remind me
when I look at the pages later. Most of my
Pd $2.00 Go Away
money to old
hooker in bar!
diary scrawl would make little sense to a
reader. For instance: “Met 2/3 Easy Rider
groups. One copied other, but which?”
That was a reference to two or three tour
guides I met on the streets of Hoi An,
Vietnam, each claiming to be Easy Rider
guides, one handing me a printed copy of
a WARNING with the details of why the
other group was a fake, or copies of the first.
One group even had printed Internet links
of where their real Easy Rider motorcycle
tour group could be found.
Someday I may go back to my diary and try
to sort out exactly which was the original
Easy Rider and who copied who from the
business cards and WARNING handout
taped in the diary. I can figure out the trail
from my notes. Pity the poor soul who gets
the job of going through my 25-30 years
of adventure diaries once my estate hands
them over to the beneficiary of my workrelated
The various adventure diaries also include
outlines for magazine articles and books
as I think of them while traveling. I try to
record these moto-journalistic adventure
epiphanies as brief outlines or memory
triggers for later when I need them. One
book idea may only have a working title
and a few notes about the content in the
diary. Later that might result in a book
60,000 words in length with 250 pictures,
or maybe just 100,000 words.
At the other end of the diary-keeper profile
is an acquaintance that had his numerous
adventure diaries lined up on a shelf in his
house. When I peeked inside I was amazed
at the detail he had gone to record his
travels. Hand written were the daily miles
ridden, names of towns passed through,
liters of gas purchased at how much per liter
and a computation of how many miles per
kilometer his motorcycle had gotten from
the last fuel stop. What he ate throughout
the day was also recorded, as was the price.
The name of a campground or guesthouse
was also noted with costs and a reflection
whether it was 1-5 stars.
What was missing in my acquaintance’s
diary was any emotion or reference about
what might have happened exciting or
adventurous during the day. My Vietnam
diary might have a few words like, “F-ing
drive shaft bolt broke again!!!! 2 hrs to fix
in hot sun!” His words were, “Turned right
onto Highway 1, six kilometers from Hung
Low. 23 kilometers south on Highway 1
to Jip. Lunch at Jip: Coke 1 Euro, chicken
sandwich 4 Euro, chips 1 Euro.”
“What do you do with your diaries?” I
He answered, “In the winter when I
cannot ride my motorcycle because of
cold and snow, I read them and relive my
When doing the same with my diaries
it would be more like reliving bad
nightmares. The records in my diaries were
the highs and lows of a day, like crashing on
a beach 20 miles from help, or flooding my
engine while crossing a stream in Alaska
with 10-15 bears wandering the shores
looking for an easy meal.
And then there are the keyboard diary
keepers, the adventurist traveling with a
computer, often connected to the Internet,
who diligently pound out their daily
progress and upload reports with pictures.
I am an analog diary keeper while these
computer adventurists are digital diary
I do not travel with a computer so I record
my adventures with a pen and paper, often
over dinner or in the morning. I was in
a youth hostel in Fairbanks, Alaska one
evening, watching a digital diary keeper
while I ate a can of warmed spaghetti and
sipped a cola. He had wires and electronic
devices taking up the better part of a square
meter in front of him. After I had taken a
shower, visited the market and gas station
I came back to the kitchen and he was still
When I asked what he was doing he said,
“Sending road reports, posting pictures,
and keeping my followers updated.”
“How often do you do that?”
“Every night,” he replied.
While I had been roaming the city meeting
people and exploring the surrounding
geographic area he had been diligently
keeping his cyber diary. I was impressed.
Daily diary time for me is usually limited
to 5-10 minutes. For my adventures,
excluding time spent sleeping, eating and
on logistics, I try to maximize my riding
time. The Fairbanks digital-diary keeper
likely covered the same distance in a day,
but had excluded the additional adventure
seeking on two wheels, transferring it to
adventure posting with two hand .
Possibly I may in the future upgrade
adventure seeking for adventure posting,
both likely being a motorcycle definition of
adventure pursuits. In the meantime I will
keep my adventure diaries in the present
form, letting some historian, accountant
or archivist try to figure out what I meant
when I scribbled, “Pd $2.00 Go Away
money to old hooker in bar!”
Dr. Frazier’s latest book, Motorcycle
Adventurer, has been described as “the true
story of the world’s longest, most difficult and
most perilous motorcycle journey ever attempted,”
and “should be a must read for every red-blooded
motorcyclist.” It is about the first motorcycle ride
around the world in 1912-1913 and can be found
at motorcycleadventurer.com. Watch for news
about a 2012 ‘round the world ride retracing
the original route to celebrate the incredible
achievement by Carl Stearns Clancy.
When it comes to gaining weight,
my fanny pack holds the Weight
Watcher’s Yo-Yo Award for
having gained, then lost, 765 pounds in less
than two years.
The pack is a nice piece of gear, but the way
it gains weight is hard to believe. I usually
start a reducing
I discover that I
have to jump three
times to ease the
belt’s tension so I
can unbuckle the
thing. I decided the
fanny pack needed
I hung it on the
back of a chair and
the thing toppled
over backward like
it had been shot
between the eyes.
How does the
weight gain begin?
It’s this way.
One day I needed
a pair of dykes—
diagonal cutter-style pliers—to amputate a
cotter pin on someone’s Yamaha and didn’t
have one in my fanny pack. I filed this
information in my brain’s must-rememberto-get
section, as I gnawed the cotter pin in
half with a piece of hacksaw blade.
A week later I used a pair of dykes to
change channels on my television set
because my big cat had removed all the
knobs and batted them under the radiators.
After I had the TV tuned in to something
suitable for human consumption, I put the
dykes in my fanny pack.
Later that evening I used a different pair
of dykes to trim a toenail that was getting
very thick with some weird growth I
probably picked up during a shower I
was taking at the printing plant where I
worked that kept us workers surrounded
by a fog of flying ink.
Naturally I made sure these dykes went
into the fanny pack.
That weekend I stopped at a real flea
market (you can tell when you feel the
fleas bouncing off your ankles) and I
spent a whole dollar on two pairs of
dykes: one pair went into the fanny pack
so I wouldn’t lose it.
To tackle the weight problem I dumped
the whole works onto my kitchen table,
shooed away the cat, who thought it was
time for batting practice, then decided
to make four separate piles. Pile A would
certainly go back into the fanny pack. Pile
B was for maybes to go back into the pack
and pile C was for definite maybes to go
back if there was room in there. Pile D
would be stored somewhere in the Ford
van as God intended.
There were dykes in each pile and my
forehead was lined like a ’46 Ford grille
with worry lines.
I decided the
fanny pack needed
I hung it on the
back of a chair and
the thing toppled
over backward like
it had been shot
between the eyes.
This was my dilemma: I needed at least
two pair of dykes in the fanny pack because
my Honda 600 Single’s rear brakes were
approaching the hazardous 30 percent
remaining lining when the cam goes overcenter
the wheel stopped
no matter the
speed or terrain.
This is particularly
a highway with
happens, two pair
of dykes are just
great for bending
a piece of tin back
and forth until it
cracks in a straight
line to provide
strips for spacing
the toe ends of the
brake cams clear
of the brake shoes. A good indication of
just when the tin strips are required is this:
if the locked–up wheel can be released by
pushing the motorcycle backward, get the
dykes ready to carve up an empty beer can
(be careful that there are no disgruntled
bees investigating the interior of the can).
Be advised that this publication, and
Hertfelder, advises newly re-lined brake
shoes for most applications. Keep the tinstrip
applications for instances where the
motorcycle is 40 miles and 4000 feet higher
Another neat item in my A pile was a pair
of small, bent, needle-nose pliers which are
perfect for retrieving nuts or small bolts lost
in the deep recesses of a coal-shovel skid
plate. After an hour of carrying tools back
and forth between piles A through D, I’d
reduced the fanny pack load by at least four
pounds. Out went two of the three Swiss
army knives that seem to gravitate to all
fanny packs. Also in the “out” pile was the
extra 10-inch crescent wrench so useful in
straightening bent shift or rear brake levers.
I knew it didn’t belong to me when I saw
“Steve” Dremel-tooled into one of the jaws.
That almost certainly was something I’d
borrowed from a member of the MCI
enduro club. They have 42 active members
and 38 of them, plus two of their pet dogs,
are named Steve.
Considerable weight was also eliminated
when I decided that, although hose clamps
are a good thing to carry, I really didn’t
need to carry 26 of them.
All in all I felt good about reducing the
weight to where I only needed one jump
to get the tension low enough to remove
A few days ago me and Norm went on a 60
ride and we stopped to test the
chilli at Lucille’s place at Warren Grove.
When I hung my fanny pack on a chair back
the thing toppled over with such a crash the
young state trooper at the corner table went
for his gun.
Here’s what happened: I bought new
brake shoes that went into the pack on
Wednesday and Friday afternoon I found
a set of shoes I’d picked up at a Honda
dealer’s tent sale last year. They all had gone
into the fanny pack.
What had tipped Lucille’s chair over were
the shoes with fifty percent linings from
one of Bob Schmidt’s salvage jobs.
The price was right so what can you say?
For a copy of Ed’s latest book, 80.4 Finish Check,
send $29.95 with suggested inscription to Ed
Hertfelder, PO Box 17564, Tucson, AZ 85731
From 3:14 Daily
Valencia @ 25th
April 2011 | 24 | CityBike.com
April 2011 | 25 | CityBike.com
NOT A GOLDWING FAN
Dear New Magoo,
The hackneyed, over-burdened dinosaur
Goldwing is a Yugo compared to an M3
next to the unbridled techno tour de force
BMW K1600. Let’s look at the hard facts:
And, the rolling Barcalounger Honda has
no ESA, dynamic leveling headlight, power
windscreen, ASC, Bluetooth, iPod/USB/
Multi Controller included with its base
model. Oops! BMW has no reverse gear...
With neck-and-neck pricing, the BMW
is miles ahead, and has a 3-year warranty.
Nolo contendere, City-bound amigos! Oh,
did you know that BMW is famous for its
It’s said to be the most glorious engine on
two wheels. Smooth as a jet engine. Watch
what happens to the Gold Wing market.
BMW has pre-sold almost 700 K1600s
to buyers who’ve never even twisted its
throttle, and the company is fat and sassy
because they make great rolling funmobiles.
I enjoy your magazine, but I object to
the objectification of womyn I see in its
pages, especially the figure pictured on
LuxoBarge: Honda GoldWing BMW K1600GTL
Power (bhp) 118 160
Torque 125 129
Heads: 2-Valve 4-Valve
Camshafts SOHC DOHC
Transmission 5-speed 6-speed
Weight, pounds 895 703
(dry, OEM claimed)
MSRP, Base Model $23,199.00 $24,540.00
page 17 of the
Her firm, round
in a thin layer
be sure, but
on display to
perverted readership demeans not just
her, but all womynkind. How much longer
must we be displayed like haunches in the
Whole Foods butcher case?
Also, do you have her number?
Womyn Against Objectification
North Berkeley Chapter
TAKE A HAIKU
Stormy, cold Sunday
Motor sitting quietly
CityBike on lap
*free mount and balance
w/wheels off bike
lowest prices on dirt
and street tires in the bay area.
993 e. el camino real sunnyvale, ca
btwn. lawrence & wolfe
• Valve Seat & Guide Replacement • Race Prep •
• Porting • Polishing •
In Business Since 1978
ENGINE DYNAMICS, LLC
• Flow Bench Testing • Competition Valve Jobs •
2040 Petaluma Blvd. N.Petaluma, CA 94952
ADMISSION & RIDE OUT
Sacramento Drive-In – Sacramento, CA
SEPTEMBER 18, 2011
(800) 762-9785 • WWW.TOPPINGEVENTS.COM
• /5 and later Airheads
+ Early K-Bikes
• Service and Repair
• Original Parts
• Since 1980
1064 ReveRe ave. S.F., Ca
mon-FRi 11:00 to 7pm (415) 822-2041
April 2011 | 26 | CityBike.com
April 2011 | 27 | CityBike.com
The Northern California Norton Owners’ Club
(NCNOC) is dedicated to the preservation and
enjoyment of the Norton motorcycle. Membership
is open to all British Motorcycle enthusiasts and
is currently $25 per year, you can join online. Our
monthly rides, meetings and tech session and events
are open to all members and guests see our web site
calendar at www.nortonclub.com
Now celebrating our 40th year!
This 2002 BMW R1150R sold in less than 24 hours!
While we can’t guarantee it, we’ve been selling nice
consignment motorcycles quickly. We have the staff,
the customer base and the resources to make it happen
fast and hassle free for YOU! Call Tri Valley Moto today
for a “no obligation” quote. 925-583-3300 www.
NEW AND PRE-OWNED
1931 Old Middlefield Way #201, Mountain View
Quality Pre-Owned Motorcycle Sales. Trades and
consignments welcome. Good/Bad Credit, no problem!
ACE MOTORSPORTS has the largest selection of
Used Motorcycles in the Bay Area. We offer Financing
on all our pre-owned inventory. www.eastbayace.
com - (925) 969 7818
6232 Mission Street Daly City, CA 94014.
650/992-1234 or 415/333-1234
PRE-ORDER your 2012 YAMAHA SUPER
TENERE! Accepting pre-orders through March 31 st .
Come by or call!
1st Saturday of the month is BROWN BAG Saturday! Get
it in the bag and Get 15% OFF!
Any Parts or Accessories in stock are 15% off the
marked price! One bag per customer, so get in as much
stuff as you can and have fun while saving money!
Our Service Department will check your tire pressures
for free whenever you bring in your motorcycle, scooter,
or ATV for servicing or repairs.
Zero Electric Motorcycles available here At Mission
Motorcycles. Call To Schedule A Demo Ride - (650)
992-1234 The Zero S qualifies for the 10 % Federal plugin
vehicle tax credit AND a sales-tax deduction!
2004 Honda VFR800FI — C436 Great allaround
motorcycle. New Pirelli Angel ST tires. 49 state
CA legal, only 9039 miles. $4999
2006 CRF250R — U970, Newly rebuilt motor!
2006 CRF70F — U1100, Family fun starts with this
green-stickered semi-auto! $1299
2008 Kawasaki KLX140L—U1111 Get dirt riding
on this electric-start bike designed for kids or adults.
2008 Kawasaki ZX-10R — U1049, “Willie D.
Custom” Too many goodies to list! Only $8599
2010 Victory Kingpin—U1114 Kingpin Kruising
with a Stage One kit installed! Big power for little bucks!
Only 460 miles, two-tone blue and sandstone metallic,
1993 Suzuki Intruder 800 Only 740 (not a typo!)
miles! Recently tuned and ready to ride. $2699
See all of our bikes online at www.
Prices do not include government fees, taxes, dealer
freight/preparation(new vehicles only), dealer document
preparation charges or any finance charges (if
applicable). Final actual sales price will vary depending
on options or accessories selected.
MUNROE MOTORS—SAN FRANCISCO’S
OLDEST AND BEST MOTORCYCLE
412 Valencia Street, 415/626-3496
www.munroemotors.com Tues-Fri 9-6, Sat 9-5
MV Agusta 2007 F41000R Immaculate monopostal
Mv up for grabs for some lucky Italian bike lover.
All stock and ready to rock! Only 4900 miles. $11,995
Moto Guzzi 2010 V7 Cafe A rarely seen used
Guzzi V7 Cafe! Cruise to the coffee shop in pure Italian
style. Ciao! 900 miles. $8295
Suzuki 2006 SV 650 It’s red, has a V-twin motor.
It’s kinda like a Ducati, right? Ok, maybe not but it sure
is fun to ride! Nice corbin seat, headlight fairing and
frame sliders round out this suzzy. 2000 miles $3995
Triumph 2008 Bonneville Who doesn’t love
Bonnevilles? No friends of mine, that’s who! This one
is show room quality and desperately needs someone
to take it and ride it! It’s only got 250 miles! Sheesh!
Triumph 2002 Bonneville What’s up with these
super low miles on these beautiful bonnevilles? Grab
this thing and promise me you’ll go have lots of fun
putting on the miles! 150 frickin’ miles. $5995
Ducati 2003 999S Lots of nice goodies added to
this bike. Termignoni system with the open clutch cover
makes for that super mean Ducati sound everyone
loves. Of course the “S” model comes equipped with
the Ohlins suspension. 6100 miles. $8995
Kawasaki Ninja 650R Green and mean! Super fun
used Kawasaki Ninja 650R with 7800 miles. Bone stock
and ready to rock for at a low, low price. $4495
Ducati 2006 ST3s ABS and the oh so dreamy
Öhlins suspension. 14,600 miles. Black and beautiful!
Set up with the Ducati hard side cases, ready for you to
load up and get outta town to wherever you want to go!
This bike has been well loved and dutifully maintained.
Jump on and go. $8995
Triumph 1972 T120v 1972 Triumph Bonneville
T120V 650cc. Own the original 5 speed, right side
shift, classic English sport bike. Almost show quality
condition for this great running bike. Grab your goggles,
your old wax-cotton jacket and your flowy scarf to hit
the road in style with this gem. Kick it over and ride
Call us for other specials we can’t print!!
It’s finally time! The unveiling of the Ducati Diavel!
Check www.MunroeMotors.com for more info!
Put your deposit in now, we don’t expect to have too
many of these to sell!
412 Valencia St. S.F. 415/626-3496
255 8 th Street at Folsom in San Francisco: 415/255-
3132, www.sfmoto.com. Located in the SOMA
(South of Market) neighborhood in San Francisco,
California we provide the bay area with new and used
motorcycles, scooters, service,and gear. We
have an overflowing inventory of used sportbikes,
cruisers, supermoto, and scooters. Lots of options
for financing as well. Our Service department
has INCREASED operating hours. Every weekday
morning service now opens at 8:00 a.m.
In the parts department....
Motul chain clean and motul chain lube 20 % off. Tony
says, “the rain’s (almost) over, clean your chain,
In the Service department:
Please remember that our service department opens
early every weekday morning. Service opens at 8:00 am.
Now we have a direct phone line into the service dept:
A new tool just arrived from Europe that allows us to
make a working copy of your Vespa or Ducati key EVEN
if you LOST your MASTER KEY! (red key)
The Sales department says:
WE BUY USED MOTORCYCLES,
—CALL US FIRST!!—
Still paying a loan? THAT’S OK, WE PAY YOUR LOAN.
Call 415-255-3132 to SELL us your bike today.
We will provide the safest way for you to get cash for your
motorcycle or scooter. It only takes about 20 - 25 minutes.
The SYM SYMBA is now available in California, and
we have limited stock on hand for you to see & feel.
Come down and meet your new buddy the SYM SYMBA!
Sign up on our mail list to get NEW INVENTORY
NOTIFICATIONS in our weekly e mail newsletter.
USED SELECTION IN S.F.!!!
2004 HONDA Shadow 750 Aero 5,150 Miles
2005 HONDA Shadow 750 Spirit 15,876 Miles
2007 HONDA Shadow 750 Spirit 2,803 Miles
2005 HONDA Shadow 600 9,063 Miles,
Orange beauty! $3,795
2007 HONDA Shadow 600 Low mi. Honda
Shadow 1,010 Miles $4,095
2007 HONDA Rebel 250 5,946 Miles Selling
2006 HONDA CBR1000RR 11,258 Miles, Silver,
2006 HONDA CBR600RR, 13,068 Miles, Silver
2008 HYOSUNG GT250R Comet 2,070 Miles,
Black, full-fairing mini-sportbike! $2,899
2008 HYOSUNG GT250 10,797 miles, red, naked
standard 250! $2,195
2009 KAWASAKI Ninja 250R Just 553 miles on
this sweet baby Ninja...make it yours for $3,695
2006 KAWASAKI Ninja 250R Older and maybe
a little wiser...purchase. Red, 7,753 Miles, $2,545
2007 KAWASAKI Ninja 250R Blue, 5,137 Miles,
2009 KAWASAKI Ninja 500 EX500 8,114 Miles,
2008 KAWASAKI Vulcan 900 Classic 7,512
Miles. Black $4,999
2008 KAWASAKI Vulcan 900 Classic 11,655
Miles, SALE! Burgundy Call For Price!
2007 KAWASAKI Vulcan 500 5,419 Miles,
2006 KAWASAKI Vulcan 500 7,5244 Miles,
2009 KAWASAKI Ninja ZX-6R 2,615 Miles
2005 KAWASAKI Ninja 636 ZX-6R 9,146
Miles, Kawi Green $4,969
2005 SUZUKI GSX-R600 10,114 Miles Blue
2007 SUZUKI S40 Boulevard LS650
Savage 4,259 Miles, Black $2,899
2003 YAMAHA XVS650 V-Star Custom
Black 10,188 Miles, $3,395
2010 YAMAHA XT250 White 104 Miles (what?!?)
2008 YAMAHA V-Star 650 Custom Black
Midnight Edition 1,630 Miles $4,795
2007 YAMAHA XVS650 V-Star Classic
Black, a mere 670 miles, $4,595
2003 YAMAHA XVS650 V-Star Classic
Black, 10,188 miles, $3,395
2007 YAMAHA FZ6 Blue 12,666 Miles, just
came in: sporty standard! $4,495
2008 YAMAHA V-star 1100 Classic 9,816
Miles Blue, CALL FOR PRICE!!!
2005 YAMAHA V-star 1100 Classic 4,211
Miles Black $5,395
2009 CPI E-CHARM Freeway Legal, Yellow 4,720
2004 Honda Reflex 250 Son of the Helix! Great
2005 Honda Metropolitan White 6,988 Miles
2007 Suzuki Burgman Silver Liquid-cooled
400cc Freeway Cruiser!! 2,229 Miles, Silver, $3,895
2010 SYM HD200 Cross-country rally scoot! Call
2006 SYM HD200 6,505 miles, Blue, $10,120,
2008 SYM HD200 6,766 miles, silver, freeway
2008 Vespa S150 Freeway Legal, and only 50
miles since new! Red, $3,495
1981 Vespa VSX P200 P200 Freeway Legal
classic two-stroke! Burgundy 17,710 Miles $2,499
1969 Vespa Primavera ET3 White, 46k miles,
classic two-stroke Primie! All docs since new! $2895
2005 Vespa GT200 Grey, 16,688 miles, fast, fun,
2006 Vespa GTS250 Silver, luxury scoot! 10,032
2007 Vespa GTS250 Silver, 2,384 Miles, $4,295
2009 YAMAHA Majesty 400 Gray, 1,539 miles,
2005 YAMAHA Majesty 400 Gray, 4,627 miles,
1999 YAMAHA Riva 125 Red, 8,565 Miles,
unbreakable scooter at unbeatable price: $999. Won’t
2010 GT250R, fuel-injected, better than the 250
2010 GV250 Aquilia Fuel-injected 250 V-Twin
Cruiser, all colors, just $3899
2010 STM Fiddle II 125cc, electric start, join the
SYM Army! Brand new and just $2,298
2010 SYM Symba 100 A Honda Cub for the 21 st
Century! So cute! Pick your color: $2,398
2010 SYM HD200, pick your color, freeway legal,
Be sure to go online: www.sfmoto.com for
hundreds of pictures and hours of video of pre-owned
FREMONT HONDA KAWASAKI
41545 Albrae St. Fremont, CA. 94538
*The only northern California dealer to receive the
2009 “Honda Counsel of Excellence” Award.
Service Department—If you have your bike
serviced and live within the Tri-City area, we’ll pick your
bike up and deliver it back at NO charge. While we are
an OEM Honda- Kawasaki service center, we do offer
service on all makes and models. Our techs all average
over 25 yrs. in the industry (one over 40 yrs.) so you
know the job gets done right the first time. Oil change,
ANY make or model $17.99 plus parts !
Parts Department—Since Fremont Cycle
Salvage moved in next door, we’ve combined all new
accessories into one dept. Same old smiling faces and
personality as well as the brand names your looking
for. Arai, Icon, HJC, Joe Rocket, Alpinestar, Speed
& Strength and still get your tires at 20 % off MSRP.
Mounting and balance is free when you bring wheels
Sales Department—Great inventory on new
Honda and Kawasakis as well as used.
We buy used bikes or can just help you sell
yours. If you’re buying your first bike, and you recently
completed the MSF class, bring your certificate of
completion in and we’ll deduct your tuition from the
cost of your new bike”. Our sales staff all have 35-40+
yrs. in the industry so we can answer all your questions
with out the BS. If we can’t get you financed, no one
2001 Kawasaki Vulcan 1500 Classic $5999
Like brand new, only 5700 miles. Burgundy/Silver with
windscreen, back rest, rear rack.
2003 Harley-Davidson FXD Dyna, black
$8999 9K miles, sport screen, bags, backrest w/rear
2003 Suzuki GZ250 UNDER 300 MILES!!! $2899
2008 Honda VT750 Spirit C2 Only 958 miles
!!! $6999 $3000 in custom extras. Tons of chrome.
Saddle bags, Mustang seat, windscreen, Honda digital
MP3 sound system, back rest w/bag, custom pegs and
grips, more chrome, tank belt with pocket for MP3 or
iPod and did I mention chrome?
2004 Honda CRF80f Hand guards, FMF pipe
2003 Honda XR100 Pro Curcuit pipe $1799
2009 Kawasaki Eliminator 125 NEW CityBike
price $2499 Perfect starter bike
2006 Yamaha YZ250F Extra clean, lots of
2007 Suzuki GSX-R1000 32k miles $6499 Leo
2006 Suzuki GSX-R1000 red/blk $5999
1999 YZ250F $1499
2006 Honda CRF230F BBR Exhaust $2299
2005 Honda CBR600-F4i 121k miles $4299
2007 Honda CBR600rr 5k miles $7799
2008 Harley-Davidson FXD Low Rider
Anniversary 6k miles $12,499 #483 of 2000
Thunder Header, copper/blk. perfect.
1986 Kawasaki Concourse 45,500 original
Call Bill Keys 510/661-0100 ext.115 or E-mail bill@
BMW R75/5 AHRMA RoadRacer
WON APRIL 2010 AHRMA BEARS CLASS
AND 1999 OMRRA
OPEN VINTAGE CHAMPIONSHIP
1972 BMW frame and engine case, late model crank
and 5 speed trans, welded heads, flowed and dual
plugged, 336 sport cam, 18” Akront rims, 62 hp rear
wheel, clean and ready to run. $7500. more details
2000 Moto Guzzi Quota 1100ES. Original
owner. 36K miles. Garaged, well maintained. $3800.
2005 Yamaha FZ-1. Totaled, less than 20,000
miles on engine, $1300 or best offer. Contact JB
at firstname.lastname@example.org or call
2004 BMW R1150RT w/ Uni-Go trailer.
E-mail email@example.com for more info &
2005 BMW R1200ST 8000 miles. Graphite
and Silver. One Owner. Bought New in 2005.
Always garaged. Below list: $9000. 415/713-5602.
2003 KTM 200 MX/C. Low hours, bought new in
2004. Garaged, well maintained, needs nothing. Only
$3300 for this wicked dirt bike. Call 707/578-6686.
2003 Suzuki SV1000S, silver. One original owner, still
on first set of tires! Just 3000 miles, like new. Other items
available. $4500. Ask for Otto: firstname.lastname@example.org
1999 Yamaha R1, blue, 4.6K miles, Öhlins, Race
Tech, Graves rearsets, V&H slip-on: $3500. Also,
‘97 Aprilia RS250 & ‘99 R6 track bikes: prices
1955 Zundapp 600cc: Restored to perfection.
National award winner. Black. $25,000. Serious
inquiries only. 415/781-3432
2002 Moto Guzzi LeMans: 7000 miles,
Champagne gold, factory titanium canisters, factory
ECU chip, Corbin Gel Seat. $6000 Clay 510/758-7564,
Three Trials Motorcycles for Sale! 70cc,
250cc and 350cc. Call 415/781-3432
Munroe Motors is looking for an experienced
service advisor to join the team. Prospective
candidates should have retail motorcycle experience,
excellent written & verbal communication skills,
experience with lightspeed or similar programs,
moderate technical knowledge, multi-tasking abilities (a
must) and a thick skin. Pay is dependent on experience.
Please contact us via email ONLY. No phone calls.
PARTS AND ACCESSORIES
Complete 2008 Harley Road King 96” top end.
Cylinders, pistons, cams, heads, valves, pushrods,
throttle body, tuner. All parts from original owner, low
miles, and in great condition. $500. Also available -
Complete exhaust, including headers and Screamin’
Eagle slip-ons. $200. Call 831/252-4449 or email
O’NEAL’S MOTORCYCLE PARTS
New, used and vintage
All Bikes Welcome
5015 Appian Way, El Sobrante, CA 95803
510/243-0781 “Find great deals at O’Neals!”
THE UNDERTAKER: Motorcycle towing system.
No trailer, no tires, no tags. No parking or storing. Check
it out at www.TowYourBike.com.
925/413-4103. Dirt Bike or Cruiser.
MOTORCYCLE STORAGE AND
RENTALS IN SAN FRANCISCO
Never worry about theft, vandalism, weather damage
or parking tickets. DUBBELJU MC RENTALS, San
Francisco’s oldest motorcycle rental shop, offers safe
storage for your bike in our shop at 689A Bryant St. Not
only is it a great shop to store your motorcycle but we
have cool rental bikes as well; BMW, Triumph, Harley,
Honda, Suzuki, and even Yamaha scooters. Keep us in
mind when your bike is in the shop or you have a friend
come in to town. Be sure to check out our web site:
www.dubbelju.com and see all the things we have
going on. 415/495-2774.
Rotors, Brake lines, Pads, Street, Race, Off-road,
PashnitMoto is one of the largest Galfer Braking dealers
in the USA.
Colored brake lines, custom lengths, Wave Rotors. 50
Pages of part numbers.
www.PashnitMoto.com or call 530/391-1356
Large Parts Inventory for American V-Twins
Full service on all American-made bikes
Machine Shop & Welding
2395 H Monument Blvd, Concord
Have an old Japanese
moto collecting dust
in the garage ?
Let HONYASUKA MOTORCYCLE REPAIR
put it back on the road , Doesn’t matter how long has
been sitting there. No job too big or too small . 30
years experience, plenty of parts hanging around here,
We charge $65 dollars per diagnostic.
Hire us to do the repair, and we’ll credit this amount to
the final bill.
530 Peralta St, West Oakland
Just off 7th St , between the Post Office & Bart Station
Manuel (510) 290-1668
Release the Hounds!
Motorcycle Performance Parts, Accessories, Services.
Low price on Tires!!!
We will PRICE MATCH with any store.
1391 N. 10th St
San Jose CA 95112
Please mention this ad and you will receive an
additional 5% off on your purchase.
ROCKRIDGE TWO WHEELS
Need new rubber? To get you off to a good start in
2011, for January and February, Rockridge Two Wheels
is offering a $50 mount and balance with the purchase
of two tires. Factory techs. 40 years experience.
CITYBIKE BACK ISSUES!
For sale: Old CityBike mags! From Early ‘90s to
current (some years incomplete). $0.50 each. Call
(916) 203-7526 (Davis). Also available: Friction
Zone and the other SF motorcycling publication.
We offer parts and service for Triumph, Norton, BSA,
In-house cylinder boring, valve jobs, surfacing and
1984 Stone Ave.
San Jose, CA 95125
Tues-Fri 11-6, Sat 8-5
ADVANCED CYCLE SERVICE
*Motorcycle Service and Repair*
• Tires • Service •Insurance estimates
Monthly bike storage available
Come check us out
1135 Old Bayshore Hwy
San Jose, CA 95112
email@example.com — www.advcycles.com
DUCATI SUZUKI KAWASAKI YAMAHA HONDA
Custom Design Studios
Mind-Blowing Custom Paint Since 1988
Visit Our Showroom!
V-Twin Service, Repair, Parts, & Fabrication.
Harley Factory Trained Tech.
56 Hamilton Dr. # A
Novato, Ca. 94949
MOTO TIRE GUY
Motorcycle Tire Services
San Francisco - Bay Area
Order your tires online, Zero CA sales tax plus
Free UPS Ground, then have a Preferred Installer
in your local area do the installation and save!
Please visit website for details.
Reach thousands of Northern California motorcyclists. Just $15 for 25 words, 25¢
each additional word. Photos add $25. Industry classifieds are a higher price. Free
25-word listing for stolen bikes. Deadline is the 3 rd of each month. Just fill out the
form, or copy and send it with your check, payable to CityBike 69A Duboce, San
Francisco, CA 94103
City: State: Zip:
Home to motorsports enthusiasts of all types.
Parts, Accessories, and Full Service.
We are connected to the worlds largest aftermarket
distributors and most every OEM manufacturer.
Full service department including factory-trained
technicians, authorized dyno tuning center, Race Tech
adn Ohlins suspension services.
Aprilia - Artic Cat - Benelli - BMW - Buell - Can-Am
- Ducati - Harley Davidson - Honda - Husqvarna -
Kawasaki - KTM - Moto Guzzi - Piaggio - Polaris -
Sea-Doo - Ski-Doo - Suzuki - Triumph - Vespa - Yamaha
5706 Commerce Blvd.
Rohnert Park, CA 94928
For the Leading Mobile Repair Services
Automobile, Motorcycle and Watercraft
Serving the Greater Bay Area
Online Scheduling www.tech-express
STOMPERS BOOTS, 323 10th Street, SF.
Motorcycle boots, engineer boots, work boots,
construction boots! Working hard, playing hard, or just
plain old shitkicking boots. Black leather, lugged sole &
steel toe reinforced boots!
Best damn boot shop in world!
MOTORCYCLE TOW & TRANSPORT
Providing safe and reliable transport of your motorcycle!
Licensed and Insured
Hold a California Motor Carrier Permit
Santa Rosa, CA
Serving Marin, Sonoma, Napa & Mendocino Counties
707-537-5212 cell. If no answer call 707-894-9125
SAN FRANCISCO AND BEYOND:
DAVE’S CYCLE TRANSPORT
The Old Man
The Old Truck
Dave is working
Dave’s Cycle Transport
San Francisco-Bay Area and Beyond...
24 Hour Service
(415)824-3020 — www.davescycle.com
WHEELS AND DEALS
“NY Thin Crust Pizza and California’s Best Micro-brews.
Redeem this ad for $5 off your next large pie at our
new Emeryville location (3645 San Pablo Ave.). Valid
for dine in or take out.”
ACCIDENT OR INJURY?
Call 415/999-4790 for a 24-hr. recorded message and
a copy of the FREE REPORT
EBAY SALES eBay sales. Specialist with vehicles, 12
years experience, and 4000+ positive feedback rating.
Flat listing rate. I can produce auctions with 20+ large
format, gorgeous, high quality pictures with my dealer
account and pro-grade camera. Dr. Hannibal Lechter
reminds us that “we covet what we see.” Let me show
people what you have and why they should pay top
dollar for it! Interested in larger lots of identifiable,
good-quality motorcycle and car parts to buy as well.
firstname.lastname@example.org or 415/699-8760.
2002 Honda CBR600 F4i stolen from San Mateo,
CA. Silver and Red. Carbon fiber exhaust, CRG levers,
frame sliders. VIN # JH2PC35092M308867 Please
call SMPD at 650-522-7700
2009 Yamaha R6. Red and White.
VIN: YARJ16Y69A002622 CF Akra Exhaust with Akra
Yamaha Racing canister sticker; DG8 Gear Indicator;
Black GPR steering damper; HM Quickshifter; Vortex
Rear Sets; Woodcraft Superbike Tail Bodywork; #36
Number Plates; Scorpio i900 Alarm; PCV. Contact:
Jeremy Mariscal, 619-507-2528
GET YOUR BIKE IN FRONT
OF 40,000 EYEBALLS!
Classified advertising? In a newspaper? What will
they think of next? Sliced bread? Frozen cheesecake?
Flying machines? Well, it’s old as hell but it works. For
$15, we’ll run your ad ‘till sold. Add $25 bucks to run a
photo of your ride so people believe you’re really selling
something and not just lonely.
Subscribers get a free ad every month! Maybe you
should subscribe, eh?
Screw The Internet. Support your Local Motorcycle Shop.
Your local shop is an
Proper care and support
is required, or they die.
you buy doesn’t fit, you have to pay
for shipping to try a different size…
each way, every time. Plus, you meet
real, live people, not some keyboard
cowboy from another time zone.
Shop needs you, and you need them.
The Internet won’t change your oil.
The Internet won’t stay open an extra
20 minutes so you can buy a tire so
you can ride on Sunday. If the apparel
Here at CityBike, we
strongly believe that
while the Internet is great
entertainment, it’s a terrible place to
buy stuff. Your Local Motorcycle
April 2011 | 28 | CityBike.com
April 2011 | 29 | CityBike.com
Words by John Joss
Photos: Ed Haazer, Gary
Rather and 4TheRiders.
Founded in 1954 in
the AFM (American
Federation of Motorcyclists)
is the longest-established
motorcycle club in America.
It attracts enthusiasts, often
impecunious, who take racing
seriously while having fun. Your
editor is himself a former AFM
racer (Why’d he give it up? I was
too slow and too poor! -ed.)
A typical AFM meet sees
300-plus racers on track,
with up to 700 entries in
a single weekend. Eddie
Lawson, Wayne Rainey,
Kenny Roberts, Steve Rapp
and Tony Meiring are among
the world champions and
notable racers who have
fought for AFM podiums.
One of Kenny Roberts’ most
memorable races, at what we
knew as ‘Sears
going from last
on an AFM grid
to top of the box.
We were amazed.
KR wasn’t. Today,
many AFM racers
in national series.
That doesn’t deter
them. They come
love to race. They
mount some of
the best racing
attracting large, enthusiastic crowds—
Northern California has one of the
country’s largest sport-rider populations.
Interesting machines? Yes! Consider
Ed Haazer’s seeming antique, a 1975
Kawasaki Z-1. ‘Seeming?’ Look at it,
poised for the kill. He has updated it
to a competitive configuration, a wolf
in wolf ’s clothing on which Ed (see
sidebar) frequently humiliates modern
machinery ridden by younger racers. It’s a
typical AFM track bike, where advanced
experimental machines appear, such as
The Spirit of the AFM:
Ed Haazer’s Kawasaki Z-1
former 125 street two-strokes sporting
500cc four-stroke Single motors. A pit
cruise is eye-opening.
Haazer: “The Z1 was always my favorite,
as far back as I can remember. I simply had
to race it. I built my Z1 from the frame up. I
started by bracing and gusseting to stiffen
that spindly stock tubing, which in factorydelivered
form was overwhelmed by that
903-cc, air-cooled motor. I fitted ZX-7R
upside-down forks, revalved by Race Tech
(racetech.com), of Corona, California.
Kosman Specialties (kosmanspecialties.
com) in Windsor altered the triple clamps
April 2011 | 30 | CityBike.com
to accommodate the forks. I
put their name on my bike.
“Holland’s Nico Bakker
made frames for years for
many different motorcycles.
They created a swingarm
for me, to accommodate a
wider, 180 rear tire, since the
stock swingarm can only manage a 130
or maybe a 140 at a pinch. White Power
(wpsuspension.com) built the rear shocks
for me, since they had to be custom with
the new swingarm. The frame rolls on
Dunlop race slicks—soft front, medium
rear—mounted on Marchesini magnesium
“The brakes were a puzzle. Julian Farnam
of Livermore is a genius with mechanical
details. He machined and milled the brake-caliper
mounts. The fronts, the hard-working part, are AP-
Lockheed, the rear, Brembo.
“Once I had a rolling frame, I turned to the
motor. It’s big and heavy, basically ‘old tech,’
but the bottom end is solid. I bored it about one
millimeter to bring it up to 1,045 cc, which does
not require new liners, and fitted pistons of various
compression ratios, settling eventually on 13.5:1.
“The cams are from APE (aperaceparts.com)
down in Willow Springs. The heads are also APE—
they configured larger inlet valves and provided the
shim-under-bucket valve conversion for reliability.
I suffered some motor-wrecking failures with the
stock, shim-over-bucket setup. I was revving too
high, and didn’t
have a rev limiter. Rev limiters came later.
“I was trying to achieve more power by going to
higher rpm, around 12,500, long before those kinds
of revs were used in the current Superbikes, but it
was a mistake. With its somewhat ‘tall’ bore-tostroke
ratio, the Kawi motor was pushing out good
power at much lower revs, around 8500, so that’s
AFM Round 1
March 19-20, 2011
Formula Pacific - Did not run
Open Superbike - Did not run
750 Superbike - 1. Lenny Hale (Yam) 2.
Greg McCullough (Yam) 3. Wyatt King
(Suz) 4. Matt Presting (Yam) 5. Neil
Atterbury (Suz) 6. Kevin Nekimken (Suz)
600 Superbike - 1. Greg McCullough
(Yam) 2. Lenny Hale (Yam) 3. Jason
Lauritzen (Yam) 4. Berto Wooldridge
(Yam) 5. Joey Pascarelly (Yam) 6. Thomas
450 Superbike - Did not run
250 Superbike - 1. Rick Williams (Hon)
2. Brian Bartlow (Kaw) 3. Paul Urich
(Yam) 4. Robert Wetterau (Kaw) 5. Yuri
Barrigan (Yam) 6. Nick Grice (Kaw)
my upshift point. It works, and it helps me not to
destroy motors, which can be very expensive. I’ve
also added an Earl’s oil cooler.
“Mikuni 36-mm flat-side carburetors and a
four-into-one, steel Bassani (bassani.com) pipe
complete the breathing system. I may fit a titanium
ZX-7R pipe this season to save weight. I’ve worn
the Bassani thin in the corners, anyway, and
parts of the frame as well. I’m dumping the K&N
filters and fitting velocity stacks. I recently put my
bike on the dyno and I’m seeing 110 rear-wheel
horsepower at 8500 RPM, and 70 ft-lbs of torque.
“People are surprised that race parts are available
for the old Z1. Fact is, many people are still
running Z1 drag bikes and lots of performance
parts are available if you search.
“Weight? I haven’t weighed it, though weight
counts in better acceleration out of corners and
shorter braking distances. I removed everything
not needed [for the track] from the original road
bike. I’m one of those racers who thinks that in
MotoGP they should have a minimum weight for
the combined bike plus rider.”
Open Production - 1. Wyatt King
(Suz) 2. Neil Atterbury (Suz) 3. Patrick
Corcoran (Suz) 4. Jesse Carter (Suz) 5.
Quinton Jones (Suz) 6. Tim Scarrott (Suz)
750 Production - Did not run
600 Production - Did not run
650 Production - 1. Dan Sewell (Suz) 2.
Everett Dittman (Suz) 3. Thomas Dorsey
(Suz) 4. James Strauch (Suz) 5. Robin
Geenen (Suz) 6. Ken Casey (Suz)
250 Production - Did not run
Open GP - Did not run
Formula 1 - Did not run
Formula 2 - 1. Richard Snowden (TSR)
2. Michael Altamirano (Yam) 3. Richard
Denman (Hon) 4. Andrew Duafala (Yam)
5. Jayson Uribe (Hon) 6. Sergio Galvan
Formula 3 - Did not run
April 2011 | 31 | CityBike.com
AFM Racer Ed Haazer: “Age and treachery . . . ”
“ . . . trump youth and enthusiasm.” That’s the old fighter-pilot’s
adage. It likely applies to racers, too. Ed Haazer, originally from
Holland and no longer young, brings to his racing a respectable age
plus raging enthusiasm, pressed down and brimming over in joyful
combination. It’s in his eyes, his smile, his body language.
This is a man who lives for and loves motorcycling. He has
been following racing and hanging around motorcycles since
age seven. As a race enthusiast he was raised on the iconic
‘Temple of Speed’ at Assen, where a road-like, ‘crowned’
(rather than flat, as in most circuits) race surface demands
unique lines and punishes inattention. “I followed every
MotoGP race, which then could be seen only in ‘real time’ on
television in Europe.
“I started riding well below legal age. My parents tried to stop me
and explained that without a license I would be uninsured. I’ve never
stopped, despite a road accident several years ago that pinched or
stretched a nerve in my neck, which now inhibits my right arm’s
range of motion.
“I started to ride a CB250 and then a CB750, on the street, but I liked
the Z1000 from the first time I saw it. There’s something just right
about it. It was considered the world’s first superbike when it was
introduced in 1971. I always wanted to race, but at first it was too
expensive for me.
“From the CB750 I graduated to a Z1000 with which I had the arminjury
accident. Three months after the accident I bought a Zundapp
KS50, a 50-cc two-stroke bike that had been a police machine. It was
considered a genuine motorcycle because of its five-speed gearbox.
Then I got a CB750F2, then another Z1000 road bike.”
Haazer came to Minneapolis to check out the New World, but could
not find work. A friend in Los Angeles, in the home-restoration
business, invited him west to help on projects and taught him skills
that included tiling. From there, after a brief bout of romance and a
year back in Holland, he returned, to Northern California.
“I moved to a home near Alice’s on Skyline, riding a Z1000 MKII.
One day I came up on a rider who was riding a 250 and really moving.
We stopped and chatted, and he said ‘You got that big bike going well.
Why don’t you go racing?’
“Well, that was that. I started racing AFM in the SuperDino category.
Back then, it was for bikes made in 1985 or earlier, which ruled out
GSX-Rs. Now the class lets in any machine built before 1998, any
size, so I’m up against GSX-Rs, CBR600s and Ducati 916s. I also race
a Honda CBR400RR in the AFM 450 Superbike class.
Haazer supports his racing habit, and a growing family that includes
a seven-year-old daughter, with a ‘day job’ as a tile contractor. But
watch out for him on the AFM SuperDino grid. Age and treachery . . .
Formula 4 - 1. Dan Sewell (Suz) 2. Neill
O’Reilly (Suz) 3. Spencer Smith (Suz)
4. Jason Catching (Suz) 5. Jay Kinberger
(Suz) 6. Mitch Abria Joseph (Suz)
Open Twins - 1. James Randolph (KTM)
2. Eric Gulbransen (KTM) 3. Steve Metz
(Duc) 4. Patrick Blackburn (Duc) 5.
Sherwick Min (Duc) 6. Brendan Walsh
650 Twins - 1. Neill O’Reilly (Suz) 2.
Dan Sewell (Suz) 3. Jason Catching (Suz)
4. Spencer Smith (Suz) 5. Jay Kinberger
(Suz) 6. Everett Dittman (Suz)
500 Twins - 1. Allen Erkman (Suz) 2.
Andrew Patterson (Suz) 3. Brian Bartlow
(Kaw) 4. Dan Azar (Kaw) 5. Richard
Appel (Kaw) 6. Dos Piggott (Kaw)
Formula Singles - 1. Rick Williams
(Honda) 2. Richard Capps (Kaw) 3. Paul
Urich (Yam) 4. Yuri Barrigan (Yam)
Super Dinosaur - 1. Guy Hyder (Hon) 2.
Paul Rico (Yam) 3. Ivan Lozano (Suz) 4.
David Wallis (Hon) 5. Dave Moss (Hon)
6. Sean Murphy (Hon)
Formula 40 Heavyweight - 1. David
Stanton (BMW) 2. Patrick Corcoran
(Suz) 3. Bud Anderson (BMW) 4.
Sherwick Min (Duc) 5. Jeff Graham (Suz)
6. Ben Swiggett (Hon)
Formula 40 Middleweight - 1. Timothy
Kamholz (Hon) 2. Thomas Montano
(Hon) 3. Andy Carman (Suz) 4. Kelly
Barnett (Yam) 5. David Glenn (Yam) 6.
James Hendricks (Suz)
Formula 40 Lightweight - 1. Dan Sewell
(Suz) 2. Robert Campbell (Suz) 3. Jay
Kinberger (Suz) 4. James Strauch (Suz) 5.
Guy Hyder (Hon) 6. Brad Woods (Suz)
Formula AFemme - Did not run