April 2011 - CityBike


April 2011 - CityBike

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

the rest.


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

CityBike Staff:

PO Box 10659 Oakland, CA 94610

phone:. .................415/282-2790

e-mail: .............info@citybike.com

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

Staff Photographers:

— 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.


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 info@citybike.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

the best


for your


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

compound especially

formulated for the

race—could be swapped

for another compound.

Understandable when

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

adventurous trip.”

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.


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

customary motorcyclists

accepting or embracing

us. Seventy percent of our

customers are coming to

two wheels because of

what we’re not.”

-Scot Harden,

Zero Motorcycles

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

brake fluid).

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

internal combustion.

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,

Charlie Rauseo.

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



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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

Gary Nixon.


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.

-Silly Sod”


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.

-Silly Sod”

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

hardcore motorcyclist.

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.

Godspeed Ladee.


Read more of Paul’s postings at



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

in class.

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.

-Kari Prager

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

Mexican mountains,

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

loved best—drinking.”




Taking it to the Limit:

20 Years of Making

Motorcycle Movies

By Peter Starr,

published by

MotoDVD.com 262

pages, 500+ color

and black-and-white

photographs, free DVD


Wow! That’s the

word for this book. A

staggering, epochal

work of extraordinary

dimensions. In an era

or call

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—


Race Schedule

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

platforms despite

severe shock and


Starr had to find

cinematographers and

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

and risk.

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

he endured.

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.

—John Joss


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

wrote it.



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

32mm. They’re

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



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

RiderWearHouse have

a solution. The Gut

Wrench is a “new

type of tool that is

equal parts useful

and nutritious.”

Aerostich claims it

works as a wrench

while also being

packed with

iron and other


Aero also






ordered a

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

Design Geek

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.




Now with


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,

510/547-1313, godspeedoakland.com

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

exciting. amricansportbikenight.net

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

paper sack.

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

riding gear.

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

AFM Championship

Roadracing: Infineon

Raceway, Sonoma

(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

Highway 92.

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: info@citybike.com or

call 415/282-2790.

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,

quaillodgeevents.com) Motorcycle

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

Parking Free

April 2011 | 12 | CityBike.com

May 11-15




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

complaint. The

helmet functions

as I imagine it

should and

that modular


always fit

me fine.

I wear


when I

ride and seldom

ride at night. A

flip-front helmet

makes putting

on and taking

off sunglasses

easy. When

riding in town,

I sometimes

(foolishly) flip

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

asked. (I

happen to




It doesn’t

add much

weight to the helmet

and saves you from having

to change visors or stop to put on

sunglasses. --ed.)

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.

—Maynard Hershon

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


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

left. Service?

Who? But

the guys in

Service can

still dream.

The fires of


burn hot

and bright

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

and work

long hours

outside the

Re-made in

the USA

office to get

it done.

But what


to use?

Over the

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

elegant beast.

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:

info@citybike.com or mail a

check. Let us know your

shirt size (S-X XL) and

shipping address*

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

Apparel, Tires,

Parts & Accessories

Tire Mounting




636 Alfred Nobel Dr.

Hercules, CA 94547



Tuesday through Sunday 9:00AM to 6:30PM - Closed on Monday


Sales, Service &

Performance Upgrades


$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

air-cooled engine.

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.

The Inaugural

Salinas TT and Short Track

April 23-24


Pro Grand National

Motorcycle Races




April 2011 | 14 | CityBike.com

April 2011 | 15 | CityBike.com

Gabe Ets-Hokin:

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,

sportbikes and


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

suspension performance.

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)

Poseur-mobile or

serious roadster?

CityBike’s Illuminati

take up the question.

Proudly Made In USA

Nichols Manufacturing

913 Hanson Court

Milpitas, CA 95035

(408) 945-0911


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

practical. Trackday

tool? For the right

lunatic, maybe.

So who will

buy one?

An aging


owner who

refuses to

shuffle off to

the mainstream

cruiser farm,

or maybe

a touringcruiser

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

Diavel’s mysterious

appeal, I think of the

design team and

model fabricators. I

think of the tooling

and production

expenses and

costs of approval

in various


How ‘bout

the lavish



Oh, and the



catalog of



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

claims it?

Is the idea

simply to own

a new Diavel?

Does Ducati

care if anyone

rides one? It’s a

Ducati after all.

Isn’t providing

a great-riding

bike the point?

If the point is

to attract new


by offering

a product


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

track day?

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

(408) 945-0911


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

you their...appreciation.

Andy Goldfine:

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

hidden nuance.

■ Attracting top employees is done

both with compensation and prestige.

Would mobile phone design

engineering people

prefer to

work at Apple

or Motorola, all

compensation and

logistical factors

being equal?

So Ducati has the

money, talent and

will to produce

this thing, and

there is an open

niche for it in

the marketplace.

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

cuisine. Clothing

and couture. You

could call this

bike a poor man’s

Confederate or


Remember the failed

Honda Valkyrie

Rune? Same target

market as this

Ducati. But that

Honda was

McDonalds or

Kountry Kitchen

trying to sell a

lightly poached

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

opportunities? Hmmm...

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

were dancing.

At some point

he looked my

way and

inquired, “Is

this yours?”

I nodded

and replied,

“Yeah,” with

some pride.

At that

moment he

was curiously


the added


chain oiler

and smiling.

“Did you do


Again, with

a smile and

another nod,


This 620

has multiple


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.

No doubt

before you

make a


you’ll do far

more research

and study than

I did some

25 years ago.

Back then, I

looked around

at what the




riders I’d met

were wearing.

They were role

models for me,

and if they’d

been wearing

buffalo robes,

I would have

as well. But

they had


bought mail-

order from



Aerostich in

the Midwest.

I ordered one

and haven’t

worn any other

suit since, my

present one

being the third

I’ve owned

and, like the

others, it’ll

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

(which invariably

have the gall to

suggest you hang

up and instead

“visit our website”),

no overseas call

center, and no

holding whatsoever.


Aerostich’s oldfashioned


to customer

service is especially

valuable because, as I

discovered, properly

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

custom beauty.

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.

-Courtney Olive

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

South America.

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

a decision—which

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

either Roadcrafter

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

Roadcrafter, I

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

its performance

that evening. My

comfort level

was also boosted

because I was

wearing the TL

Tec Windblocker

Fleece Liner,

which zips into

the Darien jacket,

and a Kanetsu

AirVantage electric

liner under that.

Test passed.

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

evaporative cooling.

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.

Gabe Ets-Hokin

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

accomplish anything?

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/

reports/california_ program_evaluation.

(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









calendar year








‘98 ‘99 ‘00 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 ‘07 ‘08

Calendar Year

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

Calendar Year






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

research materials.

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

tapping keys.

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

program when

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

liposuction when

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

liposuction when

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

and locks

the wheel stopped

no matter the

speed or terrain.

This is particularly

aggravating on

a highway with

anything labeled

“Kenworth” close

behind you.

When this

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

from home.

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

the belt.

A few days ago me and Norm went on a 60

mile ‘let’s-see-how–badly-we-can-get-lostthis-time’

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




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

six-cylinder mills?

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.


Adam Arcane

Pelican Bay



Dear Editors,

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

March issue.

Her firm, round

buttocks, clad

in a thin layer

of shimmery

material, are

delightful, to

be sure, but

being placed

on display to

your slavering,

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?

Charlotte Gilman

Womyn Against Objectification

North Berkeley Chapter


Stormy, cold Sunday

Motor sitting quietly

CityBike on lap






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April 2011 | 26 | CityBike.com

April 2011 | 27 | CityBike.com


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255 8 th Street at Folsom in San Francisco: 415/255-

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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.



2004 HONDA Shadow 750 Aero 5,150 Miles

Burgundy $3,995

2005 HONDA Shadow 750 Spirit 15,876 Miles

Blue $4,395

2007 HONDA Shadow 750 Spirit 2,803 Miles

Black $4,395

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

Price $2,395

2006 HONDA CBR1000RR 11,258 Miles, Silver,

sharp! $6495

2006 HONDA CBR600RR, 13,068 Miles, Silver

speeder! $5395

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,

Blue $3,849

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,

Black $3,295

2006 KAWASAKI Vulcan 500 7,5244 Miles,

Red $2,995

2009 KAWASAKI Ninja ZX-6R 2,615 Miles

Green $6,598

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

Miles, $1499

2004 Honda Reflex 250 Son of the Helix! Great

commuter $2495

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

for pricing.

2006 SYM HD200 6,505 miles, Blue, $10,120,


2008 SYM HD200 6,766 miles, silver, freeway

capable, $2395

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

miles, $3999

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

Ninja! $3799.

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,

just $3399!

Be sure to go online: www.sfmoto.com for

hundreds of pictures and hours of video of pre-owned



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

off bike.

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

Like new.

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

accessories $3799

2007 Suzuki GSX-R1000 32k miles $6499 Leo

Vince Exhaust

2006 Suzuki GSX-R1000 red/blk $5999

Carrozeria wheels

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

miles. $1499

Call Bill Keys 510/661-0100 ext.115 or E-mail bill@



BMW R75/5 AHRMA RoadRacer




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

email: Dave.Kaechele@yahoo.com

2000 Moto Guzzi Quota 1100ES. Original

owner. 36K miles. Garaged, well maintained. $3800.

guzziquota.com/forsale/ forsale@

guzziquota.com 209/854-4567

2005 Yamaha FZ-1. Totaled, less than 20,000

miles on engine, $1300 or best offer. Contact JB

at yamaharider1200@yahoo.com or call


2004 BMW R1150RT w/ Uni-Go trailer.

E-mail gustav@cruzio.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: tthrnndz@yahoo.com

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

negotiable. 408/343-0381/921-9689.

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.



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



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.




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.

Galfer Braking

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 ?


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.

Phone: 408-298-8887

1391 N. 10th St

San Jose CA 95112

Email: info@motogio.com


Please mention this ad and you will receive an

additional 5% off on your purchase.


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.



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,

Amal, Lucas.

In-house cylinder boring, valve jobs, surfacing and

much more.

1984 Stone Ave.

San Jose, CA 95125

phone (408)998-4495

fax (408)998-0642

Tues-Fri 11-6, Sat 8-5



*Motorcycle Service and Repair*

• Tires • Service •Insurance estimates

Monthly bike storage available

Come check us out

1135 Old Bayshore Hwy

San Jose, CA 95112

(408) 299-0508

jim@advcyles.com — www.advcycles.com


Custom Design Studios

Mind-Blowing Custom Paint Since 1988

Visit Our Showroom!

V-Twin Service, Repair, Parts, & Fabrication.

Harley Factory Trained Tech.

415 382-6662

56 Hamilton Dr. # A

Novato, Ca. 94949



Motorcycle Tire Services

San Francisco - Bay Area

(415) 601-2853

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.

CityBike Classifieds

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!




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



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


“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.”


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.

imperialist1960@yahoo.com 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



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

endangered resource!

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

Northern California,

the AFM (American

Federation of Motorcyclists)

is the longest-established

exclusively road-racing

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

Point,’ involved

going from last

on an AFM grid

to top of the box.

We were amazed.

KR wasn’t. Today,

many AFM racers

(former and

current) compete

in national series.

Most AFM

competitors lack

sponsorship or

deep pockets.

That doesn’t deter

them. They come

because they

love to race. They

build interesting

machines and

mount some of

the best racing


running at



and Thunderhill,

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

(bakker-framebouw.nl) have

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

Buttonwillow Raceway

Unofficial Results

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

Montano (Hon)

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

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