September 2012 - CityBike

citybike.com

September 2012 - CityBike

News, Clues & Rumors

Volume XXIX, Issue 9

Publication Date: August 20, 2012

On The Cover:

Bob Stokstad snaps the East Bay Dragon’s

Big Joe while in one of his forgiving moods,

Oakland, August 2012.

Contents:

NCR .............................. 3

New Stuff .......................... 7

Events. ........................... 10

East Bay Dragons. .................. 13

Book Review: Soul on Bikes .......... 15

AMA Flat Track: Sacramento .......... 16

Shop Stop: Bell Helmets ............. 18

MotoGP, Laguna Seca ............... 19

Honda PCX 150. .................... 20

Victory Boardwalk .................. 21

Victory’s New Direction .............. 23

Hertfelder. ........................ 24

Hershon .......................... 25

Melissa Pierson .................... 26

Marketplace ....................... 27

Classifieds ........................ 28

Tankslappers ...................... 30

British Cusine Appreciation. .......... 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 Editors: .........John Joss,

Will Guyan

Chief of the World Adventure

Affairs Desk:. .......Dr. Gregory Frazier

Staff Photographers:

— Robert Stokstad

— Gary Rather

Art Director: ................ Alan Lapp

Advertising Sales: .........Kenyon Wills

Contributors:

Dan Baizer, Craig Bessenger, John Bishop,

Joanne Donn, 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,

Gary Jaehne (RIP) Jon Jensen,

David Lander, Alan Lapp, Lucien Lewis, Ed

Milich, Courtney Olive, Larry Orlick, Jason

Potts, Bob Pushwa, Gary Rather,

Curt Relick, Charlie Rauseo, Mike Solis,

Ivan Thelin, James Thurber, Adam Wade.

CityBike is published on or about the third Monday of each month.

Editorial deadline is the 1st 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 manuscripts or use

them to wipe our large, fragrant bottoms.

©2012, CityBike Magazine, Inc. 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 CityBike

Magazine, Inc, especially for purposes of recycling, is theft and will

be prosecuted to the full extent of civil and criminal law. Yeah!

CityBike magazine is owned by CityBike Magazine, Inc and has

teams of sleep-deprived, coke-addicted attorneys ready to defend

it from frivolous lawsuits, so even if you see Lucien Lewis doing

one of his wheelies on the cover and decide you want to do that too

and then you hit a parked car and your bike is wedged under a van

and it catches fire and the Vallejo FD has to come and extinguish

the resulting blaze and four cars and your bike are melted into

slag and you suffer permanent trauma including a twisted pinkie,

sleeplessness and night terrors, it’s not CityBike Magazine Inc.’s fault

and we don’t have any assets so just suck on it. You know better.

sleeplessness and night terrors, it’s not CityBike Magazine Inc.’s fault

and we don’t have any assets so just suck on it. You know better.

Photo of the Month

Our new baby: another one of Ryon Gesink’s brilliant

custom newsracks. This one is rarin’ to go inside

the D-Store at 131 South Van Ness in San Francisco

(415/626-5478). You can see our other custom art racks

at Hayward Cycle Salvage (21065 Foothill Boulevard,

510/886-2328) and at Tokyo Moto (50 Otis St., San

Francisco, 415/558-8144).

STENS-IN-JAIL

The three and a half-year-long struggle to

render justice for Astrid Molzow-Gunter,

maimed by drunk driver Fecalia Stenson,

has finally come to an end. Scooterist Karryll

Nason sent this report from the courtroom:

Justice for Astrid…or Just the End?

Some three dozen motorcylists, scooterists

and friends greeted Astrid Molzow-

Gunter with applause as she arrived at the

San Francisco Superior Court on Friday,

August 10 for the sentencing of Felicia

Stenson, who had irrevocably altered

her life on the evening

of February 26, 2009.

Driving intoxicated, the

defendant made an illegal

left turn, hitting Astrid as

she rode her Honda Silver

Wing scooter.

Court convened at 1:45

p.m., in a nearly filled

courtroom. Before

pronouncing sentence,

Judge James P. Collins

heard statements from

the victim and defendant.

Emotional yet reasoned,

Astrid detailed the

losses suffered from the

accident: a broken back,

permanent nerve damage,

her left leg amputated

above the knee. Now in

a motorized wheelchair,

she may never walk,

September 2012 | 3 | CityBike.com

drive or ride a motorcycle; her debilitated

condition, requiring regular

physical therapy and continuing

pain medications, has robbed her

of her previously active lifestyle,

as well as her ability to look after

aging parents in Germany.

Speaking for the two-wheeled

community was Tucker

Perry from the San Francisco

Motorcycle Club, who stressed

the importance of keeping

drunk drivers off the road and

expressed doubts that Ms.

Stenson, previously convicted

of DUI with injury, could be

trusted to stay sober. He went

on to remind the judge that “Ms.

Stenson’s reckless, solipsistic

behavior cost Astrid her leg. She

has been sentenced to a lifetime

of disability, and has had her

passion for scootering taken

away from her.”

Maxine Ferman, a friend in San

Francisco Scooter Girls, spoke

as a recovering alcoholic since

1987, about what it takes to

“work the program” successfully.

Carol Allio, managing director

of Recovery Management

Services in Concord, where

Ms. Stenson has been in

rehabilitation for more than 900

days, spoke about the progress

that the defendant has made, testifying

to her sobriety during this time. Finally,

Felicia Stenson read a letter, accepting

responsibility and apologizing for her

actions. She pledged to remain sober and to

serve as an example and warning to others.

The sentence had been pre-determined,

yet Judge Collins listened carefully as

each person spoke and was clearly moved.

Following the pre-trial conference in

May, he had accepted the defendant’s plea

open, based on the recommendation of the

Probation Department. Wanting to sustain

rehabilitative progress, he sentenced Ms.

Stenson to five years’ supervised probation,

under very restrictive conditions. She

must attend five AA meetings a week on

five separate days; she must find a sponsor

willing to report regularly to the probation

department; she must pay substantial fines

and fees to the court; and she must make

restitution (as determined by the probation

department) to Astrid. After leaving the

rehab facility, she must wear a SCRAM

ankle bracelet which will detect and report

any alcohol in her blood. Should she get

her license back, an interlock device would

be installed on her ignition. Recognizing

the permanent life-altering damages to

Astrid, the judge sentenced the defendant

to six months in county jail. Judge Collins

warned her that any violation of probation

would result in a sentence of up to eight

years in state prison.

Following the sentencing, Assistant

District Attorney Mary Plomin said that

the plea open had been accepted over

the objections of the District Attorney’s

office, but she felt that the judge had made

a sincere decision aimed at preventing

the defendant from repeating her offense,

sufficiently severe to deter others. She said

she was amazed by the support provided

to Astrid by the two-wheeled community,

which had rallied repeatedly during the

three-year ordeal.

Judge James P. Collins seems to have been

automatically re-elected in June 2012 for

his seat, as there were no challengers in the

primary. CityBike magazine tries to avoid

endorsing political candidates, but when he

is up for re-election in 2018, we will commit

to donating resources to unseat him.

CITYBIKE DAY

If you missed it, you shouldn’t have:

CityBike Day 2012 was a rousing good time

for everyone involved.

It was a hot day up at the Junction on Mines

Road in Livermore on Sunday, July 29th,

but that didn’t keep hundreds of CityBike

readers, friends, contributors, advertisers

and other assorted characters from


showing up. Everybody we had ever known

was there, it seemed, so we apologize if we

didn’t have time to shake your hand or chat.

So many folks showed up we had had a

tough time finding room for our exhibitors

booths and late-arriving riders had to park

way out on the main road. But everybody

seemed to have a good time—there was

an amazing collection of bikes to eyehump,

from an incredible $50,000 XR750

street tracker to a surprising number of

clean Yamaha RZ350s (including Julius

Franam’s home-made single-sided front

suspension version) to at least two “Bacon

Slicer” Guzzis and everything in between,

including Victor Boocock’s 1914 Harley

Davidson and enough Brit iron to start a

whole new England.

Tunes were provided by Charlie

O’Hanlon’s fun and soulful band The

Feral Cats, with the lovely Zee on vocals,

Charlie strumming his made-from

Honda-parts guitar, M’falme on bass

and Tracy on percussion. Their music

was lyrical and lovely, a mix of tunes they

wrote themselves and covers, including a

terrific rendition of “Sittin’ on the Dock

of the Bay.” They weren’t quite drowned

out by Jim Davis and his borrowed mobile

dyno trailer, which measured the rearwheel

horsepower of a dozen or so bikes,

including Editor Ets-Hokin’s flaccid 19-hp

CB350 cafe racer.

Our sponsors showed up in droves—too

many to thank in this space—but of note

were California Speed Sports, with Can

Am Spyder three-wheelers, Aprilias and

Moto Guzzis to lust after,

Tri-Valley Moto, with

the latest in BMW and

Triumph-ry, Ray Abrams’

A&A Racing, with the

aforementioned XR750,

Arlen Ness of Dublin,

with an incredible

Victory Judge cafe racer

you have to see to believe,

Russ Brown Attorneys,

where the hard-working

Dave Young and Shawn

O’Donnell were signing

up riders for their

free Breakdown and

Legal Assistance for

Motorcyclists (BAM) left

and right.

The bike-judging went well, if somewhat

ad hoc. Hayward Cycle Salvage had a

$100 gift certificate to the oldest Japanese

bike—a very interesting CB77 police

model. Zen House awarded $100 to the

oldest Euro-ride, one of the bacon-slicers.

Raber’s in San Jose handed over $100 for

“Lola’s Choice,” that lovely young lady’s

favorite brit bike at the show. Addiction

Motors in Emeryville handed Victor his

annual Oldest American bike award, as

well as $100 to Julian for his RZ for best

home-built. MotoShop, the do-it-yourself

Mecca, handed out 100 bones to a sadlooking

Yamaha Radian as winner of

“most work needed.” Good luck, dude!

An exciting giveaway was the Zooni

Leathers Oldest Leathers award. Lola

from Raber’s decided which attendee

had the oldest leathers—a young guy

with a 25-year-old Hein Gericke jacket

(remember those?) got $500 from Juan

Lindo of Zooni to use towards a brand-new

suit of his stylish and hard-wearing leather.

Thanks go out to the Junction, Tri-Valley

Moto, Arlen Ness, California Speed Sports

and all the readers and advertisers that

helped make it a great day

MOJO TO ZEN

Turnout was a little lighter for

our third-annual Mojo-to-Zen

ride on the very next Sunday,

but we had fun anyway. It

started at 8:30 am with coffee

and bagels at Mike Aron’s new

Mojo Town gear shop location

at 1417 4th Street in downtown

San Rafael. We then headed

up the coast at a sometimes

leisurely, sometimes not-soleisurely

pace chasing Citizen

Wills on his surprisingly speedy

screaming-yellow Superhawk

all the way up Highway One

to Point Arena. Once

there, we enjoyed Kelley

Litle’s delicious annual

pilgrimage to Chile

Colorado pork taco-dom

and then gave away much

swag in a prolonged

moto-trivia contest. The

turnout was light, but we

saw some old friends—

Contributor Will Guyan

took a break from

churning out the BMW

On the Level newsletter

and Bobby Godwin of

KMUD radio’s “Riding

in the Mud” to ride

down to say hi. There

were plenty of elderly

and interesting bikes,

including a spanking-new

Ducati 1199S Panigale as

well as the Evan Wilcox

tank-equipped 900SS

parked in the Zen House

repair bay.

The ride home may have

been the highlight—

Skaggs Springs Road

was almost deserted and

the last 25 turns were as

well-engineered and perfectly surfaced as

always, and we saw not a single policeman.

Thanks to Mojo Town and Zen House for

making it happen again!

BMW S1000RR HP4

Making a good thing better, BMW

announced its first four-cylinder addition

to its high-performance HP line, the HP4.

It gets a host of improvements to make

it lighter and more race-ready than

before. Forged alloy wheels and titanium

Akropovic (say “uh-crop-o-vitch”)

exhaust make up most of the approximate

15-pound weight savings—the bike

weighs in at 439 pounds with the tank 90

percent full—and there’s a smaller battery

to shave a few more ounces. Suspension

improvements include an adaptive

suspension system called Dynamic

Damping Control, which BMW claims

is the first to be used on a production

streetbike. Other differences from the

vanilla S1000RR include enhanced

traction control that’s tunable in the

‘slick’ mode and refined race ABS with

separate settings for slicks or supersport

DOT tires. Speaking of tires, the rear

meat is now a 200-section. Launch

Zen House’s Kelley Litle serving up their famous spicy pork

tacos to one of her regular customers. Don’t fill up on the

pork—there’s pie, too...Photo: Will Guyan

control comes standard to keep down the

inevitable wheelies, but the only engine

enhancements are tuning—a little more

oomph in the midrange, and an improved

map for the ‘rain’ mode. Unlike the RR, the

full 193 hp Monty is available in all four

modes, so look out. For the racers, there’s a

competition package available with carbonfiber

bodywork, sponsor sticker kit, rearsets

and other goodies.

Larry Saenz at S.F. BMW (bmwmotorcycle.

com, 415/503-9988) says he’s expecting

some of these beasts in the fall, but pricing

is still unknown. We think it’ll be under

$20,000, but Larry expects it to be north of

there—after all, Ducati sells its Panigale S

for $23,000.

UP A CLEAR CREEK

Some good news for the dirt-riders from

our friends at the Blue Ribbon Coalition:

The BlueRibbon Coalition (BRC), a

national trail-based recreation group,

applauds legislation today introduced

by Congressman Sam Farr that would

designate a popular OHV site in central

California as a National Recreation Area.

This bill could help resolve the ongoing

conflict between access interests and the

BLM regarding the future of motorized

and human powered recreation at the

BLM’s Clear Creek Management Area.

In 2008, the BLM issued a blanket closure

of 70,000 acres to all users, even hikers,

citing concerns about a public health risk

due to naturally occurring asbestos. There

has never been a documented case of injury

despite decades of inhalation of the soils in

question by humans in every conceivable

activity. The BLM has been considering a

highly restrictive management plan based

on the alleged health concerns. California

State Parks Off-Highway Motor Vehicle

Recreation Commission, San Benito

County, IERF scientists, OHV groups

and at least one conservation group have

questioned the science and BLM’s analysis.

In October of that year, the San Benito

County Board of Supervisors petitioned

Congress to consider designating the

unit as a National Recreation Area and

reinstating responsible motorized and nonmotorized

use there.

Don Amador, Western Representative

for the BRC, states, “Congressman Farr

should be commended for this proactive

legislation that emphasizes education

and informed choice over heavy-handed

closure regarding the purely theoretical

public health risk that might occur through

excessive use of the area.”

The bill would allow

recreational access

to resume under

the 2005 travel plan

generated through

formal agency study

and public input.

The bill would

also designate an

adjacent portion of

qualifying land with

full protection as

Wilderness.

“This legislation

could go a long way in

helping restore good

relations between the BLM, the County

and recreationists. This is a carefully

crafted win-win and we hope it gains the

support of affected interests and politicians

on all sides of the aisle,” Amador concludes.

WE’RE PEAKING, MAN!

A bit of PR from Ducati NA:

Carlin Dunne dominated the 2012 Pikes

Peak International Hill Climb, setting the

new course record for motorcycles today

from pole position for the second year in a

row on a Ducati Multistrada 1200 S. This

win marks

Ducati’s

third-straight

victory at the

historic race

to the clouds.

Both Dunne

and Spider

Grips Ducati

teammate

and six-time

winner Greg

Tracy finished

the race under

the 10-minute

barrier, which

is a first for any

motorcycle in

the race’s 90-

year history.

Dunne

crossed the

finish line at

the 14,110-

foot summit

of Pikes Peak with the record-settingtime

of 9:52.819, beating his previous record

of 11:11.32, while Tracy was less than

six seconds behind, placing second with

9:58.262.

“Today was an emotional day,” said Dunne.

“The year of work the Spider Grips Ducati

team put into preparing for Pikes Peak

got us across the finish line in under 10

minutes, an achievement we’re very proud

of. When we heard that we won and broke

the record for the second time, I was

speechless. The one-two finish proves the

Ducati Multistrada 1200 S is the ultimate

bike to conquer Pikes Peak.”

Dunne reached speeds above 144 mph

throughout the mountain’s straightaways,

and traversed 156 turns, ranging from

hairpin, blind, decreasing radius, and

multi-apex turns, while consistently

gaining elevation up the technical 12.42-

mile course.

That means Dunne was railing through

156 turns—12.5 turns per mile, or

more than twice as twisty as Sonoma

(Sears Point) Raceway—at an

average speed of 73 mph—ed.

RIDE, MAN, RIDE

Friend of CityBike and

freelance moto-journo Mark

Gardiner wrote a mustread

book about his yearlong

adventure of selling

everything and moving to the

Isle of Man to compete in the

TT race in 2002. The book,

Riding Man, was successful,

as such things go, selling out

its first edition. But that’s not

all—the press release from

Gardiner has some surprises

for fans of the book:

“In the last couple of years,

Riding Man’s also attracted

attention in Hollywood.

After Tom Guttry (Airspeed Productions)

became fascinated by the story, he

pitched it to Mark Clayman of One Way

Productions (he produced the Will Smith

film ‘Pursuit of Happyness’ .) Guttry and

Clayman then teamed up with another

veteran producer Bob Teitel, of State Street

Productions. That trio pitched it to Jason

Blumenthal, at Escape Artists (A Knight’s

Tale, and The Taking of Pelham 1,2,3). At

this

point, Blumenthal and Escape Artists are

looking to ‘attach talent’ as they say in the

film business.

“I was hoping to wait for an announcement

on the film before releasing a second

edition,” says Gardiner.

“But putting together

movie deals takes forever.

Meanwhile I saw a

mint copy of the first

edition sell for a hundred

bucks on Amazon. At

that point, I realized

two things: first, that if

prices got any higher my

mom was going to sell

her personal copy and

second, that it was time

to print a second edition.”

Later this month,

Gardiner will read from

Riding Man in Tacoma

at LeMay/America’s Car

Museum. The museum is

holding a cool motorcycle

event, ‘Meet at the Ace’,

August 24-26. The

second edition is already

available at Amazon.

com. Readers can get a

signed copy directly from Mark, with free

postage, at ridingman.com, or by visiting

his popular blog at bikewriter.com.”

September 2012 | 4 | CityBike.com

September 2012 | 5 | CityBike.com


I am Mike Padway, and

I ride motorcycles.

I prefer to represent

motorcycle riders who have

been injured because I like

working with motorcyclists.

We are slightly different than the

rest of the population, in a way that

makes us just a little more engaged,

realistic, and a lot more enjoyable

to be around.

I am proud of the fact that

I protect the interests of

motorcyclists because it

can seem at times like the

deck is stacked against us.

Insurance companies often attempt to use “car logic” to

settle a motorcycle case, and as

you and I both know that is not

fair. Furthermore, it is explicit

that your desire to have your

losses compensated is in direct

conflict with an important goal

of the insurance industry: to pay

out as little as possible to you, and

maximize their profit!

That is where I come in.

I have decades of experience

navigating the legal and

insurance hurdles, have lectured

nationally for the American

Bar Association, and have represented riders across the

country. Of course, nobody

can guarantee any outcome of

any case, but it is always better

to have representation that is

experienced in your type of case.

If you have been injured

in a motorcycle accident,

please do not hesitate

to call for a phone

consultation or to set up a

meeting in person. Oh, and

unlike other lawyers you can

talk to me and I will return

your phone call.

If you have been injured on a

motorcycle and need a lawyer, call:

1 (800) 928-1511

www.michaelpadway.com

MILE POST

Did you miss the

Sacramento Mile?

No worries—not

only can you see

some fantastic

photography and

read a rousing

account of the main

event in this very

issue (page 16),

but you can also

take advantage of

a second mile-long

Grand National

event in Santa Rosa

September 29 and

30. This is real

racing, the way God

intended, and it’s

affordable—general

admission starts

at just $30, and

you can get deluxe box seats for just $65.

You can also attend the Grand Marshall’s

dinner on Saturday night (the 29th) and

hang out with legendary past flat track

champions.

You can buy tickets at Michael’s Harley-

Davidson of Cotati (7601 Redwood Dr ),

G&B Kawasaki-Yamaha (326 Petaluma

Blvd North, Petaluma), G&B Cyclepro

(2175 Bluebell Dr #A Santa Rosa),

Santa Rosa Powersports (910 Santa

Rosa Ave, Santa Rosa), Vee Twin (1240

Petaluma Hill Rd), The Motorcycle Shop

(3383 Airway Dr, Santa Rosa), Parriott

Motors (1027 Pope St., St. Helena)

or go to santarosamile.com or call

888/71-TICKETS. Don’t miss it this time!

PENINSULA MOVES

Peninsula Motorsports, an independent

repair shop in Redwood City, has moved.

The new address is 101 5th Avenue,

also in Redwood City. Owner John

Schoenfeld regrets he lost the lease

on the old place—it was the location

of MDK Motorsports, a high-volume

dealership—but he says they’re happy in

the new spot. It’s 50 percent larger and

has enough room to work on all brands

of motorcycles, new or old, from BMW

to Honda to Norton to Harley-Davidson.

Plus, he’s got experienced mechanics

(including Dave McClellan, whom you

may remember running Daly City’s M&H

Machine shop—he now takes on side work

machining projects at motomachineworks.

com); “ my mechanics are older—they’ve

seen it all.”

Schedule a service with Peninsula

by calling 650/367-9000 or head to

peninsulams.com

NEW SPOT FOR HELIMOT

There’s a lot of shop-moving-around these

days, it seems. As we reported in this space

in the July issue, Helimot Leathers and

Advanced Cycle Service, sharing a building

on Old Bayshore Highway in San Jose, were

presented with big rent increases from the

landlord: seems he’s going into what must

be a very lucrative field—oil recycling.

Helimot founders Linda Key and Helmut

Kluckner had been in that space for three

decades, but f—k it, they said. And they’re

happy they left. They found a sparkly new

location in Fremont, very close to the Tesla

plant (that used to be the GM NUMMI

plant). As Linda reports:

“We love it here already, even with a mess

still inside. Grass, trees, clean, cool. and...

ta-da...the A.C. works, the roof doesn’t

leak, we have hot water and there are nice

neighbors. On July 31 Helmut moved the

last thing out of the old shop. And what was

that? Why, the Helimot sign, of course.”

“It was a really horrendous move from a

building we had been in for 17 years, about

10,000 square feet all told, to about 3000

square feet. Even our stuff had stuff! We

have several pieces of machinery that had

to be moved with a crane (thanks, Dennis!)

and everything had to be done in a big hurry.

“We absolutely could not have done it

without the really super, over-the-top help

we received from Bay Area motorcyclists. It

was really heartwarming and Helmut and I

are so very thankful.”

Helimot re-opened on August 17 and

expects to have a grand re-opening

celebration later in the year. Advanced

Cycle Service is still busily plugging away

in the old location for now, but we’ll get you

its new address as soon as we hear.

MISSION ACCOMPLISHED

Last but not least—Wendy Epstein is firmly

in the driver’s seat at Mission Motorcycles

at the Top of the

Hill in Daly City

(6232 Mission,

650/992-1234)

and the place is very

busy since Golden

Gate Cycles in San

Francisco closed

its doors. Not only

has the shop added

Suzuki to its brands

(in addition to

Honda, Yamaha,

Kawasaki and

Zero), but there’s

a surge of buyers

coming down

from the City—

Mission is the

only place to buy

a Japanese brand

in a huge, densely

populated service area, and sales are up

over 150 percent compared to last year.

She’s stepping up to demand by looking

at all options, including finding another

location, and needs help in sales or other

departments—give them a ring if you want

to work at what could grow into one of the

biggest shops in the Bay Area.

NEW STUFF

KALI NAZA CARBON

Helmets is helmets.

Are they? Well, actually...yes. Every helmet

manufacturer will tell you its helmet is the

best, most protective on the market, but

take a helmet apart and you’ll see they all

look the same inside. You got your hard

outer shell, you got your Styrofoam energyabsorbing

liner and a comfort liner to go

against your skin. They all meet at least

the DOT standard and you can feel pretty

good about even the cheapest chain-store

lid doing its job.

At least that was true before composites

engineer Brad Waldron, industrial designer

David Assyag and branding expert Mike

Wilson came up with Kali Protectives. The

company is based around Brad’s patented

Composite Fusion (TM) technology—a

helmet-making process where the EPS

liner is molded right into the helmet’s

shell, completely filling any void between

the shell and foam, rather than gluing the

pre-made liner in. That eliminates the gap

between the shell and the liner, a gap that

can actually magnify energy transmitted

to the liner (and your skull), even if just

for microseconds. A deluxe version—

Composite Fusion Plus—uses up to seven

different foam densities (depending on

helmet size) with cone-shaped formations

within the lining to channel energy away

from the head. That means Kali can use

softer foam next to your head, which means

better absorption of energy, especially

when your head is moving forward inside

your helmet, which is where brain injury

frequently occurs.

Kali says it has confirmed the protective

benefits of its design in tests, and though

the company didn’t tell us exact numbers

about how much better the Composite

Fusion technology is, it does seem to be a

unique product, the first real change (other

than dual-density foam, which many other

companies use)

for decades. “We

design helmets for

the one percent

of the time when

you’re really using

it,” said Kali’s Alex

Stover. However,

Kali didn’t provide

independent

verification of its

claims, and when

we took the helmet

apart, we noted

that the mechanical

fusion process

isn’t used on the

chinbar—that

portion of foam was

glued in, just like

the competition’s.

Still, it seems like a

solid concept, one that would doubtless be

quickly copied if not for the patent.

We received one of Kali’s top-of-the line

models to review, the Naza Carbon ($369).

The helmet’s main advantage—safety—

can’t be tested without spending thousands

of dollars on testing and destroying helmets,

so we have to take Kali at its word. But

regardless of protection, we have to live with

the helmets when we’re not crashing. To

that end, Kali has designed a comfortable,

practical and functional helmet.

It’s made with a Carbon/Kevlar/

Fiberglass shell, available in two sizes to

accommodate the range of helmet sizes

from XS-XXL. The rest of the features are

familiar to helmet buyers-vents, washable

liner, anti-fog visor, yadda yadda. The

helmet meets DOT and ECE standards,

but not Snell—this is a choice, according

to Stover: “many in the helmet testing

community have chosen to build to the

ECE/DOT standard because softer forms

absorb more energy, more quickly, than

the SNELL standard allows.” The helmet

fit pretty well, similar to other Asian-made

brands like HJC and KBC.

Here’s Kali’s competitive advantage aside

from safety claims: the Naza Carbon is

feather light. At exactly three pounds, it’s

about as light as any helmet we’ve tested,

much lighter than your average lid in this

price range. That’s a bonus for touring

riders or anybody who spends long hours

in a dome.

Other than that, we found the Naza

Carbon to be pretty average as helmets

go, and maybe a little below average for

this price range. Build quality is what

you’d expect in a made-in-China product

(although the five-year warranty should

erase concerns about this), complete with

inexpensive-feeling materials and

squeeky sounds when you work

the vents. The faceshield’s

optical clarity isn’t the

best and the antifog

is just mildly

effective. On

the road, the

helmet is

noisier

and

draftier than a premium helmet. The vents

don’t seem to do too much at freeway

speeds, which we’ve come to expect from

motorcycle helmets. That sounds like a

long list of flaws, but they’re minor, and if

the Naza Carbon was priced at $199 we

would feel silly mentioning them—but at

$369 we’d be a little disappointed.

The good news here is you could buy the

Naza FRP for $269—the same helmet,

just made with a heavier fiberglass shell.

Or for $149 you could get the

Nira CF, which uses

Composite

Fusion

Photo: Bob Stokstad

2012 Zuma 125

Go Anywhere—

and get 89 MPG!

Always wear a helmet, eye protection, and protective clothing.

Please respect the environment, obey the law, and read your owner's manual thoroughly.

BERKELEY YAMAHA

735 GILMAN STREET

BERKELEY (510) 525-5525

www.berkeley-yamaha.com

Tues.-Fri. 9-6, Sat. 9-5 — Sun.-Mon. Closed

September 2012 | 6 | CityBike.com

September 2012 | 7 | CityBike.com


technology, just with more conventional

dual-density foam. Kali is to be

commended for pushing the boundaries

of protective engineering in a market that

usually puts a higher value on styling and

other non-safety features.

Find out more about Kali at your local motoshop

or by going to kaliprotectives.com.

HELMET AUDIO: CARDO SCALA

RIDER G9 POWERSET

You can’t escape it—with so many ways

to communicate, privacy is becoming a

rare commodity. You are expected to be

reachable 24 hours a day, seven days a

week, with folks calling, texting, Tweeting,

emailing, Facebook-ing and expecting you

to be responsive to all of it. How do you

hide from it all? Well, you could practice

law, which apparently excuses you from

the need to answer the phone ever again, or

you could leave your helmet conspicuously

on your desk—nobody expects you to take

a call on your bike.

At least they don’t for now. Bluetooth

headsets for motorcycles have been in

service since around 2006, and though the

early models left much to be desired, they

are getting better and better. The Cardo

Systems Scala Rider G4 we tested last year

demonstrated all that—it was the first selfcontained

BT headset we tested that was

actually functional at freeway speeds on an

unfaired motorcycle. That’s the litmus test

for us, because if you can’t wear earplugs

and hear crisp, clear audio at 75-plus miles

per hour, what’s the point of wearing it?

Well, Cardo Systems’ Scala Rider G4

($290) and G4 Powerset ($500) is a system

that can deliver that kind of performance,

so when the non-motorcycling population

starts seeing the majority of motorcycle

riders wearing these things, you can forget

about using your helmet as a refuge from

the constant storm of electronic media. Oh

well, at least you’ll still be able to ride.

The G4 was already very good for groups,

but the G9 is even better. That’s thanks

to a few innovations on the G9. Like

the G4, the G9 allows a simultaneous

conversation with three other riders, using

very good voice-activation technology

and outstanding speakers to minimize the

“whats?” and “say agains?” But the G9 adds

the “One + 8” feature, which lets the user

pair with up to eight other Scala-equipped

riders (even those with older models) and

then use the Voice Command feature to

call that specific rider by name.

The intercom’s claimed max range is a

mile, and we found in testing found that

yes, indeed, in optimal conditions—line

of sight in good weather—the range is

just about a mile, but unless you’re riding

somewhere with flat, straight roads, you

can lose contact in just a few turns on a

twisty road or a block or two in the urban

office-tower canyons.

Another innovation the G9 offers is a

social-networking aspect. When a user logs

in to the Cardo Community website and

his headset is plugged into his computer,

the site detects the headset and displays

its settings—VOX sensitivity, FM radio

presets, etc. It also shows a buddy list of the

paired riders associated with that headset,

and there’s even a function to look up users

the rider may know to add to the buddy list.

It’s like Facebook for your headset.

Pairing is now simpler with the G9. To link

two G9 headsets, you just put the headsets

Photo: Bob Stokstad

in standby mode and then have them

gently nasty-dance together—they pair

automatically. If your buddy list is full, the

buddy you haven’t spoken to for the longest

time will be bumped off (you probably

didn’t like riding with him much anyway).

You identify your buddies by the names they

have chosen for themselves, and you can

scroll through the list of paired buddies.

In use, it’s a hell of a thing. There they are,

your riding buddies, and if you’ve been

riding with them for a while, you can now

talk to them whenever you want. And you

can’t ignore them, because it’s rude. The

only thing you can do is go faster so you

go out of their line of sight, but that means

you can only ride with those slower than

you, or you will be trapped listening to

stories about their kids/theories about the

Trilateral Commission/complaints about

various ethnic groups. And if you’re used

to just communicating with your lovely

wife or wonderful husband with just the

occasional brush on the knee or squeeze

on the tushie, let’s just say you should start

saving for the divorce attorney now.

That’s

because, like

the G4, audio

quality on the G9 is

superb. Both the microphone and speakers

work just as advertised, if you install and

use them correctly. A speed-sensitive audio

booster kicks in and makes music, podcasts

or Ned’s description of the 23-pound bass

he caught in 1987 resound in your skull

with perfect clarity, even through earplugs.

We frequently find we’re having phone

conversations and the other conversant

has no idea we’re riding a motorcycle, and

we’re also impressed with the reception,

ease of use and decent sound from the FM

radio. The rechargeable (from a USB port,

easy to rig up with your bike’s 12v system)

lithium battery gives seven days of standby

time, 13 hours of talk time and charges in a

few hours. It works with any Bluetooth 2.1

device including radar detectors, GPS units

and smartphones. You can also swap the

boom mike for a plug-in mike on the G9,

to work better with full-face helmets with

close-fitting chinbars.

It’s spendy, but the functionality and good

design of the Scala makes it a favorite for

staff rides. Get it at your favorite motoshop

or head to cardosystems.com to

order online.

LEATT BRACE

A few months ago I was asked to “test” the

Leatt neck brace and write a review. I agreed

to try it out but I really didn’t want to “test”

its effectiveness—crashing sucks! After a

few phone calls I learned that not only do

they make the very popular off-road version

but they were hard at work on a street

version as well—color me interested. A few

weeks later a package arrived containing

both the GPX off-road ($299 to $699) and

the STX road version ($399).

A few weeks later I had a little time to sit

down and try to get the brace assembled

in anticipation of my next dirt adventure.

It came with the only tool you need but to

get the perfect fit, you first need to put your

gear on and have a couple hours to try the

different spacers for a perfect custom fit—I

thought I was good to go, but that’s when I

discovered that it was a little too tight after

I put my chest protector on and I had to

leave it behind. I was a little bummed, to

say

the

least,

since

I had

watched

several

AMA

Supercross races

and noticed that

almost every single

competitor was wearing

a Leatt brace. Let’s be honest:

this device could literally save your

neck.

Back home I was determined to not let

this happen again. I got the manual, pulled

all the extra pieces out of the box, put my

gear on and sat there until it fit perfectly. I

(finally!—ed.) was now ready to ride and

review the brace.

Since I also ride sportbikes I pulled the

street version out of the box to work on

getting it set up as well. However, I found

the street version is really best for sport

touring or touring, because it prevents

your neck from bending back so you can’t

get into an aerodynamic tuck. If you are

commuting, or into sport-touring, this

would be great addition to your protective

gear. But I still had the off-road GPX; I was

going dirt riding and this time it was set up

and I was ready to shred.

First off, putting the brace on is easier if

you lock one side then slide the brace on

sideways around your neck, then lock the

other side into position. Finally, pull the

straps down around your chest to prevent

the brace from riding up, clip the straps

together and you’re ready to go. Once on

the bike and riding I found the brace was

hardly noticeable except when looking

up or behind, which really shouldn’t be a

problem since you shouldn’t be looking

behind you while you’re riding anyway.

Overall, if I

had read the

instruction

manual

and taken the

time to put my gear

on and get the fit

customized for me

before I went riding

that first time, I would

have saved myself a lot

of time. Hopefully if

you’re thinking about

buying a Leatt neck

brace for street or

dirt this article will

save you that time

and frustration

because I don’t

think anyone can

argue that this is probably one of the

most important protective devices for

motorcyclists since the back brace.

I am a sucker for protection and probably

wear too much but when it all goes wrong it’s

usually worth it, because when I do crash, I

usually crash big! Hopefully we will never

find ourselves in a situation where we need

or wish we had this device, but I am glad

it’s out there and will be adding one to my

off-road kit. Thank you to Dr. Leatt and his

team of engineers for their research and

devotion to saving our necks. You can find

the Leatt brace at your better Bay Area gear

shops or by pointing your browser to leattbrace.com.

—Jason Potts

Honda CRF70F

Now in stock!

Always wear a helmet, eye protection, and protective clothing. Please respect the

environment, obey the law, and read your owner’s manual thoroughly.

September 2012 | 8 | CityBike.com

September 2012 | 9 | CityBike.com


EVENTS

First Monday of each month

(September 3, October 1):

2:30 – 10:00 pm: Northern California

Ducati Bike Nights at Benissimo (one

of Marin’s finest Italian Restaurants), 18

Tamalpias Dr, Corte Madera. NorCalDoc.

com

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.

americansportbikenight.net

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 Pierre at:

408/710-4886 or pierredacunha@yahoo.

com.

Second Tuesday of Each Month

(September 11, October 9)

6:30 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 Wednesday of Each Month

(September 19, October 17)

6:00 pm to 10:00 pm: Emeryville

Ducati Bike Night at Hot Italian (5959

Shellmound Street #75, Emeryville,

510/652-9300) A fun, social atmosphere

for Ducati owners, folks that want to

become Ducati owners, and folks that

don’t yet know that they want to become

Ducati owners, to sit, eat, talk, walk

around and look at other Ducatis. All

brands and models of motorcycles are

welcome, so please don’t be put off by the

event name.

Every Friday Through September 2012

5:00 pm: Primetime Classic Autorama

show (1551 Sycamore Ave, Hercules:

Home Depot parking lot) Always FREE

to show/attend. Bring all your classic

rides: cars/ trucks / motorcycles / big rigs

/ military. ALL ARE WELCOME! BBQ

/ vendors / and a raffle. Call Professor J at

510/455-3093 or hit professorj.biz

Take it to the track! Catch some of the best, most varied, most competitive roadracing

anywhere with our local racing club, the American Federation of Motorcyclists.

For racetrack and spectator info orto find out about corner-working opportunities or how

to get your race license, go to afmracing.org or call 510/796-7005.

September 1 and 2: Infineon

October 6 and 7: Thunderhill

Photo: Gary Rather

Third Sunday of each month

(September 16, October 21):

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.

Evenings: 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.

Wednesday, September 5th

6:00 pm-9:30 pm

TrackerNite5 Motorcycle Show

and BBQ (Barnaby Machine Co, 954

Shulman Ave. Santa Clara)

A celebration of modified and racing

motorcycles done on the streets of

Santa Clara at the famed Barnaby

Machine Co. at 954 Shulman Ave. All

bikes are welcome to show, Antique

Doc Wong Clinics!

CityBike says if you haven’t done a Doc Wong clinic, go do one ASAP. It’s fun, free and

will make you a better/safer/happier rider. Register by emailing docwong@aol.com or

call Full Motion Chiropractic at 650/365-7775.

August 24/26, 2012 “Dual Sport Adventure Riding Clinic”

Friday 7 PM and Sunday 9 AM

August 31, 2012 “Basic Suspension Part 2”

Friday night 7 PM

September 13, 2012 *NEW* “Braking Confidence and Skills” workshop

Thursday 6:30 PM - 8:30 PM

September 21, 2012 “Riding Position and Ergonomics Workshop”

Fri 6:30 PM - 8:30 PM

September 23 2012 “Smooth Riding - Awareness, Vision and the Vanishing point”

Sunday 9 AM-3 PM

September 28, 2012 “Basic Suspension Part 1”

Friday night 6:30 PM - 8:30 PM

September 30, 2012 “CPR and First Aid for Motorcyclists Class”

Sunday 9AM-3 PM

October 18, 2012 *NEW* “Braking Confidence and Skills” workshop

Thursday 6:30 PM - 8:30 PM

October 19, 2012 “Riding Position and Ergonomics Workshop”

Fri Fri 6:30 PM - 8:30 PM

October 21, 2012 “Cornering Confidence - Road Surfaces and Curve

Configurations” Sunday 9 AM-3 PM

October 26, 2012 “Basic Suspension Part 2”

Friday night 6:30 PM - 8:30 PM

More info: docwong.com

to Modern, Flat Trackers, Café, Street

Trackers, Rats, Trikes and Touring bikes.

Recently called a “Flash-mob motorcycle

show” by Bay Area magazines,

TrackerNite© has grown from a few

friends gathering at a machine shop into

a full-on BBQ and free Motorcycle Show

with bike show awards, music and racing

celebrities.

You’ll enjoy seeing bikes of the past and

some that are on the edge of today’s

technology. Come on out and enjoy an

evening of real “grass roots” motorcycle

fun. This event is unique in so many ways,

drawing motorcyclists from all over the

Bay Area, NorCal and So Cal.

For more information or to RSVP, please

call or e-mail Lorin Guy: 408/242-1976 or

via flattrackshow@yahoo.com Reference

TrackerNite©.

Friday, September 14 to Sunday,

September 16

Central Coast BMW Riders Autumn

Beemer Bash at the Plumas-Sierra

County Fairgrounds, Quincy, California.

A non-profit rally to benefit the BMW

community at large. Acres of shade and

grass for camping or RV hook-ups and

plenty of hot showers! Saturday Night

Dinner, Saturday & Sunday Continental

Breakfast. (Pre-Reg Only). Invited

Speakers will include CityBike Editor-in-

Chief Gabe Ets-Hokin (but you should

go anyway). Door Prizes! 50/50 Drawing!

Grand Prize! Vendors! Swap Table! Things

to do Saturday: Portola Railroad Museum

- Poker Run - Self Guided Riding Tours -

Guided GS Ride.

On site microbrews, wine, soda, water

and food, 2012 bash pins for the first

500 registered (we ran short last year

and are bringing twice as many this

year). Famous, free CCBR coffee from 6

am-8:30 am. Leashed pets okay. Preregistration

package (for all ages) - $52-

camping, Bash pin, prize drawings and

three meals. Please note: pre-registration

ends and no refunds after Tuesday,

September 4, 2012. Gate pass (for all ages)

- $40 - camping, Bash pin, prize drawings

- no meals. Kid’s pass (age 6 through

11) - $20 - no extra tent, pin, drawings or

meals. Kids age 5 and under are admitted

free - no extra tent, pin, drawings or meals.

There will be no day passes this year.

More info: bashinfo@comcast.net or call

888/203-5871

Friday Sept 14-Sunday Sept 16

5:00 pm Friday: CityBike Magazine/

Pashnit Tours Nutcracker 1000 Holiday

Inn Express Hotel & Suites, 4055 N.

Carson Street, Carson City, Nevada

Dream of the open road? We do. Endless.

Vast. Distant.

If those words describe your longing to

get up out of that chair—we have just

the ride for you. Join us as the kids go

back to school and the temps settle into

manageable for a truly epic ride.

The 1000-mile day is a moment, a day

in in your life, where time and distance

become lost, forgotten concepts. A day

when you can leave it all behind and melt

into the horizon. Where all the land is but

a fuzzy image in your mirrors constant

and fading.

This is the 1000-Mile Day. Commonly

called the Saddlesore 1000 by Iron Butt

folks, Pashnit Tours is putting together

a mutual destination ride. No group. No

leader. No sweep. Just road. Just ride.

There is no group size limit as there is no

group. The Nutcracked Riders will all

converge on Carson City, NV on Friday,

Sept 14th. Many of us will meet up on

Friday evening for Meet-n-Greet at the

foot of the Sierra Nevada Mountains.

Lying to the east, south and north are

broad regions of the United States where

distances are vast, amenities are few and

the view stretches to the horizon. Ride

on Saturday from the California Border

to Utah and back on a loop through

Nevada in one day, stay at the same

hotel Saturday night, disperse Sunday

morning. Pashnit Tours is an authorized

witness for the Iron Butt Association, and

will be handling that aspect of the ride if

you wish to participate in it.

Arrive on Friday, Sept 14th, group meet:

5:00 pm, Friday. Ride Saturday, recoup on

Sunday. Riders arrange their own rooms.

Sign up is located at pashnittours.com/

booktour.html

Saturday, September 15th and Sunday,

September 16th

Dust Devils Motorcycle Club of Reno

Nevada 2012 AMA Sanctioned Ride

Reno 200 Dual-Sport Ride and “Save

the Trails Banquet” Nugget Casino,

Reno, Nevada

Two hundred miles over two days of the

best dual sport trails in the west! Sunday’s

ride has a checkpoint/break time next

to the Reno Air Races racecourse. The

RR200 is held the same weekend as the

annual air races.

Lunch on the trail both days, Saturday

night Banquet at the host Casino/

hotel—John Ascuaga’s Nugget—ride

Tshirt. “Buy a Save the Trails” beer glass

and the beer is bottomless! Door prizes,

raffles, the host hotel has huge indoor

pool and spa and provides covered,

secured, reserved motorcycle parking for

our event. $165 per rider.

More information at dustdevilsmc.com or

contact Gary Lambert: 775/224-0361 or

gary@dustdevilsmc.com

Wednesday September 19 to Sunday

September 23, 2012

Street Vibrations® Fall Rally: Music, Metal

and Motorcycles (Reno, Sparks, Virginia

City, NV)

Street Vibrations Motorcycle Festival

is a celebration of music, metal and

motorcycles. It offers tours, live

entertainment, ride-in shows, stunt

shows and more to more than 50,000

biking enthusiasts. Major event venues

are planned at Reno, Sparks, historic

Virginia City, Lake Tahoe and Chester’s

Reno Harley-Davidson Dealership. Rides

to Lake Tahoe provide unparalleled

entertainment. Don’t miss America’s

Finest Custom Bike Builder’s Expo to view

the latest creations. Check out the Tattoo

Expo for body art extraordinaire. Marvel

MCMA Member Specials:

RS-Taichi Product Coming Soon

Great Selection of Arai Helmets

Service: Dirtbikes, Streetbikes,

Racebikes, Scooters, and Harley’s

AFM/Track Race Prep

Come get your Tires Installed while you wait.

757 Lincoln Ave Door 19 San Rafael Ca 94901

(415) 453-6686

www.TopShelfMotorycycles.com

Store Hours: Tues-Fri 10a-6p Sat 10a-5p

September 2012 | 10 | CityBike.com

September 2012 | 11 | CityBike.com


Events at Motoshop: Moto Shop

325 South Maple Ave #20, South San Francisco.

650/239-6686, bayareamotoshop.com

Roadside Repair Class

Thursday August 23rd 6pm - 9pm

Have you ever broken down on the side of the road with your moto, or a friend’s

moto, and not known what to do? This can happen to anyone, anywhere—even in

your garage. This class will help you attempt to figure out what the problem may be

and fix it yourself. We will also teach how to pick up a dropped bike, fix a flat, load a

bike on a truck, and more.

Basic Motorcycle Maintenance Clinic

Sunday September 2nd 9am - 1pm

Get your bike ready for riding! During this hands-on clinic you will perform a

complete inspection and make minor adjustments on your motorcycle to make

sure it is safe and ready for many good miles of riding. This will include chain,

brakes, tires, wheels, controls, lights, battery, fluids, suspension, and more! This

clinic is perfect if you are new to your bike or new to riding.

Lee Parks All-Day Suspension Clinic

Sunday September 9th 9am - 5pm

Learn the art and science of suspension setup from one of the leading experts in the

country, Lee Parks. This all-day clinic will teach you the secrets used by top tuners

to increase performance and safety.

Barbara Vos Art Opening @ Moto Shop

Sunday Sept 16th 6pm - 10pm

Join us for an evening of art and music at Moto Shop. barbaravossanfrancisco.com

at extraordinary stunt shows and the

Globe of Death. Spend some money with

more than 300 vendors and more than 15

factory rigs selling everything motorcycle

and more. Crosby, Still and Nash, the folk

rock supergroup, will be headlining at the

Reno Events Center on September 22.

Tickets are available at ticketmaster.com.

You can register as a Street Vibrations®

participant online, at the Reno Ballroom

at 4th and Center St. in downtown Reno

or at Street Vibrations Headquarters.

A portion of the proceeds benefits the

Juvenile Diabetes Association. The nocolors

event is open to all motorcycles.

More info: road-shows.com/street_

vibrations.php or dial 775/329-7469.

Saturday, September 22nd

8:00 am to 4:00 pm: El Camino Cycle

Meet and Swap (Irwindale Raceway, 500

Speedway Drive, Irwindale California

909/629-7420, classiccycleevents.com)

Check out over 350 vendors and an

antique/classic motorcycle show with

over 100 bikes at the largest swap-meet

and show on the West Coast. The long

drive down to SoCal should be worth

it—food, fun, vintage parts exchange,

bike-sale corral and FREE parking for

ride-in motorcycles (other vehicles: $5

each). Vendor space starts at just $75, or

enter your bike in the show for $35 for

the first bike, $10 for each additional.

Participants get an event pin, poster and

other souvenirs.

Sunday, September 23th

11:00 am to 5:00 pm: 2012 Cannonball

Finish Party at Dudley Perkins (Dudley

Perkins Co. Harley-Davidson, 333 Corey

Way, South San Francisco, 650/737-6547,

dpchd.com

Join the staff, customers and friends of

one of the country’s oldest and most

storied Harley dealers as they welcome

the finishers

of the 2012

Cannonball

Rally. The

Cannonball

is a cross

country

endurance

riding event

for antique

motorcycles

manufactured

before

1930. The

Cannonball

ride starts in

Newburgh,

NY on

September 7,

and travels across the country to finish on

September 23rd in San Francisco.

Come to welcome these intrepid men

and women and celebrate this epic

journey. Mingle with the riders and

hear their stories of the road, and check

out their machines, every single one of

them a piece of history. The event will

feature live entertainment, food and

refreshments. Several local companies

will be showcasing their products as

well. Come and attend this unique event

and become a part of motorcycling’s

rich history! The riders are expected in

at 1:15, but well, you can understand if

they’re late. See you there!

Sunday, September 30th

1:00 pm: Santa Rosa Mile AMA Pro

Flat Track (Sonoma County Fairgrounds,

1350 Bennett Valley Road, Santa Rosa)

After a 42-year absence, the spectacular

two-wheeled action of AMA Pro Flat

Track racing returns to the Santa Rosa

Fairgrounds on Sunday afternoon,

September 30th.

Run in 1968, 1969 and 1970, the Santa

Rosa Mile spotlighted the top level

competitors of the time such as Dick

Mann, Gary Nixon, Freddie Nix, Chuck

Palmgren, Jim Rice and more wrestling

BSA, Harley- Davidson and Triumph

machines for dominance on the dirt.

Now it is back. Be sure to be on hand

to witness the return of America’s

most spectacular two-wheeled

competition. Order your tickets now

by calling 888/71-TICKETS or go to

santarosamile.com and be part of this

historic event.

Sunday, September 30 to Tuesday,

October 2

Giro d’ California no. 8

Three days of timed-trial riding, 1950s

Italian style in the coastal mountains

of Northern and Central California.

Pre-1958, 175cc and smaller machines

compete in regularity trials between

secret checkpoints. Entry fees include

hotel accommodations, lunches and

awards banquet, along with t-shirt and

bag-o-swag. If you have a little old Italian

roadster, you need to do this event!

Go to girodcalifornia.com or email

girodcalifornia@earthlink.net to get

your application.

Saturday, October 13

9:00 am-4:00 pm: Central Coast

Classic Motorcycle Club Show and

Swap Meet in San Luis Obispo (1775

Calle Joaquin in SLO).

General Admission $10. Classic bike

show, swap meet, and motorcycle games.

Fundraiser for Making Strides Against

Breast Cancer of SLO. Catered by

Splash Café. Details at 805/704-6357 or

centralcoastclassicmc.com

Sunday, October 21st

Photo: Craig Howell

All Day: Carnegie OHV Area Visitor

Appreciation Day (Carnegie SVRA,

18600 Corral Hollow Road, Tracy

925/447-9027 motomartcarnegie.com)

Free Admission to the Park, Product

Displays from Area Motorcycle

Dealers, Free Suspension Clinic,

Dual Sport Poker Run, Scavenger

Hunt for Kids, Free Raffle Ticket,

Drawing for Great Prizes, Food

Booths in the Event Area, Off-

Road Demonstrations, Music,

ATV Simulator Rides, Hillclimb

exhibitions, Factory Representatives,

Blue Ribbon Coalition, AMA District

36, Special Guests, and a visit from the

REACH helicopter. Bring the family

and get dirty!

Check out the Carnegie website for

more details as we near the date: ohv.

parks.ca.gov/?page_id=1172

By Gabe Ets-Hokin

Photos by Bob Stokstad

“OMG!” I typed in the email “That

bike is made out of Win!” Art Director

Lapp had taken a moment to browse

Craigslist for an interesting Dirtbag-

Challenge candidate and fixated on a

diamond in the rough—$850 would buy

you a SOHC Honda CB750 with a rakedout

girder-style front end, chromed valve

cover, custom seat and ape-hanger bars.

The rusted-out tank and crudely modded

frame were customized, with the faded

magenta and cream paint overlaid with

sprays of marijuana leaves and on the top

of the tank, the willowy figure of a buxom

African-American woman (who looks

suspiciously like Nichelle Nichols, who

played mega-hot Lt. Uhura on Star Trek),

nude, Afro-ed, and intently picking the

kind, abundant harvest. Sadly, though the

bike was non-running, a collector in L.A.

snapped it up within 12 hours.

After savoring the delicious post-modern

irony of this Blaxploitaiton-era kitsch, it

made me think. How big did your balls

have to be to ride this thing around the

East Bay in the ‘70s? An image appeared

in my mind—the CB750 with an

enormous black man riding it helmetless,

skimpily-clad girl on the back, wraparound

shades and leather vest with

nothing underneath, riding straight into

the waiting arms of the San Leandro

police. What was it like to be a black biker

in Soul-Era Oakland?

For an answer, I called up the East Bay

Dragons, arguably the best-known and

oldest continuously operating all-black

motorcycle club in

the country. I was

expecting some

tough guy to answer

the phone, and I

wasn’t disappointed.

Ali Rasheed, the

Dragon’s business

manager, looks the

part of the tough

biker—leather

vest and all the

trimmings—but is

also well-educated, retired

after a professional career

and evenly enthusiastic

about motorcycles—he’s

ridden all kinds of brands,

but later in life settled on

Harleys. He’s just sold off

his V-Rod after piling up

60,000 miles for a trickedout

Sportster, in contrast

to the other members’

chrome-slathered baggers. “My taste has

always been performance.”

Hanging out around the never-ending

domino game in the clubhouse garage. was

member Charles Jones—aka Darth Vader.

Typical of many members, Darth came to

the Dragons after tiring of another club,

the Japanese-riding Vagabonds. “I grew up

East Bay Dragons

The strange but not-so-terrible story of

Oakland’s oldest surviving

African-American motorcycle club.

with Harleys, but we liked speed so we rode was the ‘chop,’ a heavyweight touring bike way of rider or passenger comfort. We’re

cafe racers, Hondas.”

like a Panhead or Knucklehead customized, talking about the classic Easyriders choppers,

stripped and souped-up for maximum with massively raked forks, skinny front

Rasheed and Jones came to the club older,

straight-line performance—but little in the tires, hardtail rears and straight pipes. Not

but there are some younger Dragons

picking up the torch. “Diddy,” in his early

30s, was in his second week of being a club

‘rook,’ after spending some time riding We fix anything on American V-Twin bikes

around the East Bay on Japanese sportbikes

with the Ruff Ryders. Joining the club

seemed like a natural choice—his uncles

are members and it’s always been in his life.

But why join a

black-only club?

That’s secondary

to Diddy; he likes

the tradition and

camaraderie,

but also likes

the safer, longdistance

riding

style of the

Dragons.

That’s right—

long distance. The

Dragons, formed in 1958,

is all about riding long

distances. Trips to L.A.,

where the club has longstanding

relationships

with similar clubs, are

routine, and rides to the

Central Valley are barely

an afterthought. I talked

to members who had just

ridden halfway across the country and

talked about their trips as if referring to a

daily commute.

It wasn’t always that way. According to club

founder (and current President-for-Life)

Tobey Gene Levingston’s book Soul on Bikes

(2004, Motorbooks International, written

with Keith and Kent Zimmerman, out of

print), the ride of choice in the early days

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September 2012 | 12 | CityBike.com

September 2012 | 13 | CityBike.com


a fun bike to grind out the miles on unless

your body is youthful and elastic enough to

help you bear the terrible pain.

That lasted until 1992, when Tobey Gene

bought a H-D tourer with the intent of

chopping it. He took it for one long ride

before putting it under the Sawzall, but on

the ride, he discovered “...a funny thing...

My arms and shoulders didn’t ache. I

wasn’t rattled or tired.” He realized a

touring rig was the ticket

for enjoying the actual

riding experience even

more, which led to almost

universal adoption of

baggers throughout the

club—Street Glides and

Road Glides, for the most

part, modded with lavish

paint jobs, acres of chrome

and sound systems that

can disrupt weather

patterns. He now owns

a ‘99 Electra Glide Ultra

Classic, although he hasn’t ridden it in a few

years. Why not sell it and accept the role

of elder statesman? He bristles a bit and

tells me he’ll “stop riding when the old boy

upstairs tells me to get off. When he tells

me to get back on, I’ll ride, but I don’t care

what anybody else says.”

He really doesn’t. Tobey Gene has lived

Sinatra’s “My Way,” starting the club in

1958 with his brothers and friends (with

cars at first) so they could enjoy the

California dream as other young people

did—driving, drinking, dancing to rock

n’ roll—on their own terms. When they

discovered motorcycles the next year, they

all bought bikes—always Harleys—and

never looked back. Their club (according

to the autobiography,

which is filled with a lot

of good factual stuff but

may also have some of the

stories motorcycle clubs

seem to have that get just

a little more colorful with

each telling) always had

the fastest motorcycles,

the best riders, the fiercest

brawlers, the best-looking

ladies and the sort of

dances everybody wanted

to crash.

And yet, the Dragons seem to have gotten

along well with (mostly) anybody and

everybody. The Hell’s Angels are allies—

Tobey and his brothers knew Sonny Barger

before he started riding—other white

clubs like them, and they’ve had a special

relationship with the Oakland Police

Department since at least the 1960s, when

a motor officer named Milton Harbelt took

the Dragons under his wing, taking care

of their police-related problems and even

showing up at their parties. The Dragons

reciprocate; they provided the only club

escort at the funeral of the Oakland officers

gunned down in 2009 and escort the little

league team when the police can’t do it.

Hook, a founding member, tells us about the

old days.

(and all male) to this day. “Why do I need

a black club?” Tobey said, pointing his

cane at me, “why do you need the KKK?” I

didn’t bother telling him the Klan stopped

admitting Jews some time ago, but point

taken. The Dragons actually had a white

founding member, a guy named Buzzy,

but when Buzzy would drink, he’d start

“talking black” as Tobey Gene said, even

using the hated N-word, and though he

never received a richly deserved beating

for it, he still disrupted the harmony and

unity of the club. So after Buzzy moved

away (much to everybody’s relief), the club

was all-black and all male (women are a

no-go, Tobey tells me, because the jealousy

and back-biting gets too much when

couples start getting involved). Tobey’s

brother Joe Louis Levingston told me that

when he hangs out with folks from other

backgrounds, “I can’t be me and you can’t

be you,” something that resonates with any

group (motorcyclists, for instance) that

feels marginalized by society.

Soul on Bikes: the East Bay Dragons

MC and the Black Biker Set was a

great read. I don’t know if it’s the

fact that the subjects are things I love—

Oakland, motorcycles, urban history—

or the Zimmerman brother’s excellent

work co-authoring the book (they also

wrote extensively about Sony Barger and

the Oakland Hells’ Angels, so they’re

familiar with the subject), but it’s an

Dragons pose at their favorite

barbecue shack. Photo: East Bay

Dragons Collection.

entertaining page turner

that gives you an idea of

what it was like to live in the

turbulent, troubled—but

fun—East Bay in the ‘50s,

‘60s

and

‘70s.

There’s a

complete

rendering of

the history

of the

Dragons,

as well as

portraits

of other

black clubs,

both in

Northern

and Southern

California.

There may be

a bit too much

Tobey Gene in

there for some,

but I enjoyed

finding out

how he

viewed the

world and

how that

view evolved

over the

Give yourself a dope-slap

if you said, “hey! That’s Angela Davis!” It’s Kathleen Cleaver at a Free

Huey rally, 1968-ish.

years. After

all, how

many black

motorcycle

club

Presidentsfor-Life

have you

Bags was a popular

Dragon—sadly, he died under mysterious

circumstances coming back from a Reno rally

in 1999; the only Dragon, we were told, to die

in a crash. Photo: East Bay Dragons Collection.

chatted with? I’m guessing not more

than one.

Tobey Gene would answer many of my

questions with a cry to “read the book!

You gotta read the book!”, and I’m glad I

did. The problem is that it’s out of print

and used copies are priced at $70 and

up—yow! Luckily, it seems to be in

most Bay Area libraries, including San

Francisco and (of course!) Oakland.

Releasing it as an e-book seems like a

no-brainer to me, so email the Dragons at

info@eastbaydragons.com or Quayside

Publishing (who own Motorbooks):

customerservice@quaysidepub.com and

tell them to get on the ball..

The fuzz in San Leandro and Hayward

weren’t so accommodating, harassing the

club members mercilessly, and after many

arrests and bike impoundings, they learned

to stay away from those towns.

I asked Tobey Gene why he needed to start

an all-black club, and why it’s all-black

What does the future hold? Tobey is

President for Life, but at 78 years old,

that era will be ending sooner rather

than later. But he and his brother aren’t

worried. “We’ll still be an all-black club in

200 years,” Joe Louis told me. “The new

members will keep it going because they’re

harder about the rules than we were.”

Seeing the camaraderie and hearing the

stories makes me believe that the Dragons

will be waking people up at 3:00 am with

their straight pipes and booming sound

systems for many decades to come.

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AMA Flat Track: Sacramento

By Courtney Olive

Photos by Bob Stokstad

No sooner does the national anthem

hit its last note than an Apache

attack helicopter soars upward,

banks a few times for a good show, then

thunders out of view. Seconds later the

booming of the Apache is overpowered

by the music of twin-cylinder motorcycles

roaring to life. Mechanics lugging starter

motors scurry out of the grid as the

HarleyKawiTriumDucati symphony

reaches full thunder.

The AMA track boss, a no-nonsense lady if

ever there was one, stomps her way in front

of the rows of bikes. She snaps her forearm

forward at one-second intervals and points

an authoritative finger at each rider. This

touches off a volley of clutch-feathering/

tire-spinning/front-lifting as each blasts

forth on their warm-up lap.

Returning to the grid, they take their

positions, engines revving purposefully. A

few look around, most stare straight ahead

at turn one. A trophy girl parades across

with the 10-second sign. Riders crouch.

Seconds tick. RPMs skyrocket. BAM, the

flag drops!

The Sacramento Mile is underway.

The first thing you notice is the pack. The

bikes circulate in one big mob. There are no

back markers like you’d see in a roadrace.

As the pack approaches on each lap, the

ground starts to shake, there’s a deafening

roar as they blur by, then they’re past and

you’re hit with a high-speed dust cloud, like

the tail of a comet. The sound fades and the

cloud is gone as fast as it arrived. You pivot

and follow the pack through turn Two, then

Three, then Four. They tuck in, left hands

on the tank, and here comes that ground

rumbling again. All this in 38 seconds.

No wonder fans at The Mile know how to

cheer. Arms wave wildly, fists pump, and

everybody is out of their seat as the riders

scream by. Every rider carries a nickname:

“Flyin” Bryan Smith, Jared “The Jammer”

Mees, and “Jersey” Jake Johnson—the

number-one plate holder. To call it close

racing is a woeful understatement. Bikes

return to the pits with tire marks burned

onto their side number plates.

In the Main Event so many vie for the lead

that it’s a wonder the announcer can keep

all the nicknames straight. It’s a five-way

battle between Smith, Mees, Johnson,

“Slammin” Sammy Halbert, and “B-Rob”

Brandon Robinson. Smith is on board a

Kawasaki, a Versys-powered 650 that is

blisteringly fast. The bike has been specially

designed to compete only on mile tracks,

unlike any other at the race. The tank is a

sliver that scarcely rises three inches above

the frame. It’s a wonder the fuel inside is

enough for the 25-mile Main event. But

looking at the cutting-edge crispness of

the rest of the bike and the sanitary nature

of Smith’s pit, you get the impression his

team knows exactly what they are doing.

And when Smith tucks down tight against

The

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of the Mile

Pro Singles Heat Race: 28P - Michael Bickerton,

76L - Gerit Callies. 30S - Jason Inennock, 2and

5A - Shayna Texter, winner of the Pro Singles

main event.

that low tank and rockets ahead on the

straights, your impression is confirmed.

Johnson and Mees fight fiercely with Smith

in the Main. The three form a tight pack for

the whole race, with Halbert and Robinson

keeping constant pressure, just a bikelength

behind. At times Smith loses the

lead but he reels it right back within a lap.

When the checker falls they roar by, Smith

taking the victory, then Johnson, Mees,

Robinson and Halbert.

But the night’s show-stopper is the Pro

Singles race and Miss Shayna Texter.

Standing five feet sharp and weighing 95

pounds (with steel shoe), Texter takes

command right off the line. She is the first

to turn one and almost instantly establishes

a gaping lead. A hard-fought battle rages for

second and third, but Texter remains well

ahead. It’s almost as though she’s running

an entirely different race.

This affords time to study each rider’s

stunning transition from full tuck on the

front-straight to winging through turn

one. In one motion they snap themselves

upright to attention while their waist

bounds forward from the back of the

seat up onto the tank, right elbow shoots

skyward as the bike tosses over and left foot

touches down. With each, it’s a skill. With

Texter, it’s poetry. While others seem to

use their body weight to sling the bike into

submission, her transition is so smooth as

to be almost imperceptible. It’s as though

the bike scarcely notices her tiny frame

as it sails through the corner completely

unrattled by the rough dirt below.

As the 12-lap race passes its half-way

point, the pack of Stephen Vanderkuur,

Jake Shoemaker, Dominic Colindres and

Brian Smith on his Versys-powered, race-winning Twin.

Gerit Callies seems to expend so much

effort battling for second and third that

Texter might remain unchallenged for the

win. But as the race nears the end, things

change quickly. The pack suddenly catches

Texter in what seems like three turns.

Because they’ve caught her so quickly, the

instant thought on every fan’s mind: Can

she hang on?

Soon the answer is no. Vanderkuur and

Shoemaker pass her in quick succession

on lap 11. Deflated, the crowd watches

what seemed like a sure win slip through

Texter’s fingers. “She must be getting tired,”

some say. As other racers close in on her,

even third place now looks uncertain. But

suddenly there’s no more losing ground.

Texter is tucked in and locked on to

Vanderkuur and Shoemaker. Four turns

to go and, as with the whole race, her form

exemplifies smoothness.

Charging through the back straight

Vandekuur/Shoemaker/Texter are ankles

to axles. It will be decided by the final turn,

and the crazed crowd may bring down the

grandstand. The pack charges in, pitches

their bikes over and Texter begins to make

her move. Sling-shotting out of the turn,

they enter a three wide dash for the finish.

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Texter’s perfect cornering fluidity results

in tremendous drive. Halfway down the

straight she has passed Shoemaker and

is closing on Vanderkuur to retake the

lead—if only the

track will allow her

enough distance to

get it done. She edges

beside Vanderkuur,

they streak across the

finish line—a photo

finish with her wheel

just a spoke-length

ahead of his.

The crowd goes

into orbit as Texter

adds to her string of

firsts for women in

motorcycle racing.

With this victory, she

is the first female to

win a Grand National

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Is Shayna wondering

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event at a mile-long track. “It just feels like a

fairy tale,” she says.

Podium speeches and champagne wind

down the night. Racers excitedly shuffle

their way to each other’s pits to celebrate,

skid shoes sound out a ringing thud on

the sandy soil. Once the track is clear,

officials open the stands and the fans take

the infield to join the fun. No whiff of

pretention - more backyard cookout than

fashion runway. A meet-and-greet line

forms at Shayna Texter’s pit, her giant

grin is constant.

The house lights dim and fireworks erupt.

On the far side of the track a couple of true

devotees can be seen walking a lap of the

sacred ground. They follow the blue groove

of rubber that is the racing line, stopping

every so often to gesture with imaginary

handlebars. One kneels down and grabs a

pinch of dirt as a souvenir.

Courtney Olive is a City Bike Contributor

who lives, rides, and writes in Portland, OR.

Motorcycle time travel is one of his favorite

pastimes.

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September 2012 | 16 | CityBike.com

September 2012 | 17 | CityBike.com


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provide outstanding service

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Plus, it’s a friendly place...swing

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For Ducati product info, please go to:

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Shop Stop: Bell Helmets

By Gabe Ets-Hokin

Photos by Alan Lapp

Shop stop is a non-journalistic feature that

highlights Bay Area motorcycle businesses, some of

which are advertisers.

When you think about the

motorcycle industry and the

Bay Area, you may think we’re

more a community of consumers and small

businesses rather than the big national

players—you’d have to make the trek down

to L.A. to see the agglomeration of OEMs,

giant distributors and large manufacturers

of aftermarket parts and accessories.

But there are some big boys up here, as

well—Fox Racing is located in Morgan

Hill, Cycle Gear’s chain of 90-plus retail

stores is headquartered in Benicia, exhaust

distributor Leo Vince is in Richmond, and

right next to the Zero electric motorcycle

factory in a low-key corporate office park

in Scots Valley is Easton Sports, parent

company of Bell Helmet.

CityBike’s Illuminati

got a tour of Easton’s

facility, and while

helmets aren’t the

coolest thing ever,

we stick our heads

into them every day

so you may want

to know how they

get conceptualized,

designed and tested.

Accompanied by

Bell Brand Manager

Brian Horton, Senior

Product Developer

Ken Baker and

R-and-D Project

Manager Amy

Martin, we got the

grand tour of both

the design studios and testing equipment

for the Easton brands housed in the Scots

Valley offices.

On our tour, we got the idea—Bell and

its sister brands are on the cutting edge of

business philosophy and technology. The

old way would put each separate brand in

its own headquarters, flying designers and

managers around the globe for face-to-face

meetings or to collaborate. Instead, Easton

Bell Sports’ brands—including Giro

bicycle helmets, maker of various sporting

implements Easton and Ridell, whose name

may have adorned your softer bits when

you played football in High School—share

the ‘Dome,’ a giant grouping of cubicles,

CAD/CAM stations and meeting rooms

where designers and engineers can pool

their resources. “There’s a lot of knowledge

in this room” Martin tells us. “We’re lucky

because we have every resource we need to

design and test.”

Another center in Asia is laid out the exact

same way, with the same equipment, so

when personnel do have to travel, they

can pull up a chair and get to work—they

already know where everything is. In fact,

Horton claims Bell is the only helmet

maker with in-house design facilities.

September 2012 | 18 | CityBike.com

Baker and Martin

explained the helmetdesigning

process.

First, the designers

make tiny mock-ups

called ‘Eggs’ by hand

with foam and knife.

Once they’re happy

with the basic shape,

they put it in a 3-D scanner and digitize it

for the CAD software. Parts can be made

on a 3-D printer, which means prototypes

can be rapidly assembled here in California

or across the Pacific Ocean at Bell’s

Chinese factory (Easton actually makes

some of its products here in the USA—just

not motorcycle helmets). “All the experts

[in composite manufacture] are in Asia,”

said Martin.

To ensure the helmets pass safety standards

the world over, Easton Bell has its own

testing equipment. Along with the rigs,

weights and headforms needed to test for

the variety of standards from Australia to

the USA (Bell helmets are manufactured

and sold by a different company in Europe

and Asia, although, confusingly, Bell

automotive helmets are sold in the USA by

Bell Europe). We watched as a helmeted

headform was raised to 15 feet or so and

then dropped onto a steel post, resulting

in a brief, expensive crunch that told us the

product had done its job. But that wasn’t

it for the Very Expensive Destructive

Instruments department—there were

also rigs to test reliability and longevity by

cycling components through thousands

of uses, and even a machine that can be set

up to fire balls at jockstraps, a gathering

spot, no doubt, for after-hours amusement.

High-speed digital cameras record each

blow in minute detail to help the engineers

make the helmets and other gear safe, not

just in normal usage, but even when it’s

used with aftermarket accessories like

cameras or headsets.

After seeing the efficient, modern facilities

and meeting the energetic, enthusiastic

staff, I think about Bell helmets a bit

differently. The Bay Area influence is clear

in the helmet’s design and functionality,

another way our region exerts its influence

on a larger industry.

Red Bull MotoGP: Mazda Raceway Laguna Seca 2012

Words and Photos by Thomas Gray

Awake at 9:00 am and the fog is

blanketing most of Monterey,

stretching its arms inward. It’s not a

fluke; this happens

every friggin’ day.

Welcome to the

Central Coast!

It’s late July which

brings several

events to the

area such as the

Monterey Reggae

Festival, the Gilroy

Garlic Festival,

some antique

nonsense in Moss

Landing, and of

course, the Red

Bull U.S. Grand

Prix—all on the

Clockwise from top: Stoner hauling ass,

Elena Myers showing her stuff in close AMA

competition, Zero electric motorcycles in a tight

(if not too fast) pack, Spies tellin’ it like it is, and

some Italian cheesecake on Ducati Island.

same weekend. I hate garlic ice cream,

wouldn’t know what to do with antiques,

love reggae, and more-so motorcycles;

however, I certainly don’t claim to be a

race fan. But it wasn’t hard to find me; I

was at the track all weekend.

The race weekend was packed with nearly

a half dozen different races and events

including posing with the Ducati umbrella

girls, the TTXGP Battery Juicers the

MotoGP race, and the always interesting

Cannery Row Bike Night. The races drew

in an estimated 52,000 attendees on

Sunday and a sporadic showing throughout

the weekend. There was much to do and a

whole lot to see over the three days despite

many enthusiasts who claim that the event

is on death’s door.

I watched nearly all of the practices, most

of the races, and meandered around

the vendor area. I also plugged into the

media tent where they held the press

A Shutterbug hits the track

for a foggy weekend

conferences. To be fair, it was the lunch and

armfuls of free Red Bull that brought me

into the tent each morning. I easily drank

myself into a caffeine stupor each day

before noon. Hospitality rocks!

The vendor area was as expansive as ever.

Honda had about a bagillion bikes on

display, Tissot drew you in with expensive

eye candy (I’m still not sure what the

company sells), and if nothing else Red Bull

had a big mobile-speaker-truck-thing that

everyone had to take a picture with.

For me, the AMA races are best for

spectators. The competitiveness appears

September 2012 | 19 | CityBike.com

to be

higher,

almost

as if the

racers have

something

to prove,

and at

the end

it’s all fist

pumps, fist

bumps, and

bruises. For

someone unfamiliar with the AMA series

it is awfully confusing with the three

different races so rather than dwelling on

who was racing who I just sat back and

enjoyed the show.

This weekend would prove itself quite

interesting for MotoGP fans as well. The

first shocker came only days before the

race. Ben Spies, team Yamaha, was leaving

the GP circuit and heading back to World

Superbike! Why? It was clear that he wasn’t

going to reveal his intentions this weekend

so we can only speculate that his decision

came about due in part to some of his team

leaving, the inclusion of the Claiming

Rule Teams (CRT), or perhaps both.

Like most I had no idea what CRT was

all about, but some of the GP racers were

quite opinionated: CRT does not belong.

Whatever it is, it can’t be good…can it?

After a little investigating/researching I

learned that it is really just a modern day

David-vs.-Goliath story without the sweet

ending. Clearly the CRT guys have no real

chance at winning

and are really doing

nothing more than

blowing their bank

loads to race with

the big boys. Do

they deserve the

privilege to be out

there racing against

the likes of Stoner

and Rossi? Is this

really what the fans

want? For me, it’s like

watching Pumpkin

Chunking…yeah,

Pumpkin Chunking

is that legit! You have

the dedicated factory

race teams with a

budget that easily

surpasses my annual salary tenfold. Then

you have the “regular Joe Racer” coming

in and trying to contend. I say, hell yeah…

go CRT! (Note: The fastest CRT rider

was still more than 2.5 seconds behind

Pedrosa.) Hope to see them out there again

next year…more Red Bulls for me!

More of Thomas Gray’s work can be found at the

TGrayPhotography website:

tgrayphotography.com


First Ride: Honda PCX150

CityBike First Ride: 2013 Victory Boardwalk

Can you test a ZX-14R

and then jump on

a 150cc (153cc,

actually) scooter and still

have fun? Still be impressed?

Yes and yes, if that scooter is

Honda’s new PCX150.

Of course the PCX150

isn’t about mind bending

acceleration and 9-second

quarter miles. It is fun

because it feels light and

nimble, has an incredibly low

CG, and has enough power

to put a pal or significant

other on the back.

Sort of like a Weight

Watchers dessert, that

enjoyment comes without

the guilt. A claimed (and

believable) 102 mpg, and

an MSRP of just $3449. Fill

your 1.6-gallon fuel tank

for $6, and have the power

to hop on the freeway and

cruise at 65 mph. You could

say this is the right vehicle at the right

time for lots of buyers.

For 2013, Honda took the PCX125

and gave it the extra oomph to provide

genuine freeway, and two-up capability.

Oh, and the crew there even improved fuel

efficiency in the process.

The new, larger engine is lighter and

smaller overall, which reduces the

unsprung weight controlled by the rear

suspension. Honda also claims to have

improved seat comfort this year with a

redesigned cushion and backrest.

In addition to the ample underseat storage

that (just barely) swallowed my large, fullface

Arai, the PCX150 features a glove box

in the dash, and will soon have the option

of fitting a 35-liter top box (currently in

development). You can also store a helmet

by a hook and loop, which is locked in place

by the seat.

Previous to this test, the smallest

displacement scooter I have personally

ridden is a 250cc single-cylinder Vespa. The

Vespa is a nice machine, but I actually felt

the 153cc Honda engine pulled at least as

well as the Vespa despite the displacement

disadvantage. The Honda pulls

impressively off the bottom, as I discovered

when my friend Barry Winfield and I took

off on two of the PCX150s to split traffic

on California’s Pacific Coast Highway. We

frequently pulled up to red lights between

two cars, and blasted away from them when

the light turned green. Something you

take for granted on a larger motorcycle, but

impressive on a scooter of this size.

We even took the PCX150 on the freeway,

where it comfortably maintained 65

mph, and appeared to have a top speed in

the low-to-mid 70s. Of course, a strong

headwind or hill will reduce the top speed

of any small displacement scooter, and the

PCX150 is no different.

The 14-inch wheels are a big improvement,

in my opinion, compared to the 12-inch

wheels found on some other small scooters.

Bumps are smoothed out considerably, and

the handling is much more stable at higher

speeds. The little PCX felt rock steady on

the freeway, for instance.

At the same

time, the

narrow tires

and low center

of gravity make

the PCX150

extremely

nimble, yet

still able to

confidently

hold its line on

fast, sweeping

turns. Again,

impressive for

this category.

Big fun in a

small package

The engine

performance

and excellent

CVT

transmission

combined to

allow two-up

riding without

seeming to be

much of a strain

on the drive train. I sampled a 130-pound

female passenger, as well as a 6-foot-plus,

200-pound male (putting us at roughly 400

pounds, total). With the smaller passenger,

I felt very little additional engine strain. I

could even see taking her on the freeway

without too much trouble. The 200-pound

passenger was more obviously felt, but the

bike was still surprisingly quick off the line.

The non-adjustable rear suspension, with

a progressively wound spring, also held up

surprisingly well under the additional load.

The ergonomics were comfortable, and

wind protection was reasonable. Shorter

riders will have no trouble standing

flat-footed at stop lights, and even sixfoot-five

Barry did not look comically

large as he rode next to me. Suspension

performance was very good, as well. The

rear suspension, in particular, impressed

me. It is relatively firm, but smooth at the

same time.

Left: The front disc and rear

drum brake are plenty strong

and offer decent feel. Use of

the rear brake will combine

automatically with application

of the front brake while the front

brake lever is not linked.

Below: My 200 pound

passenger told me the

passenger accommodations

were pretty comfortable, so I

don’t know why he wanted to

strangle me.

About the only thing I could

criticize after our initial ride

would be a hard seat that

felt comfortable on shorter

trips, but might be a bit

uncomfortable on longer

rides. Of course, the focus of

this bike is not long distance

touring, rather shorter trips

with the convenience of being

both freeway legal and twoup

capable.

With a very competitive price point

($3449), Honda appears to have hit the

sweet spot with the PCX150. It is hard

to see a category of rider that couldn’t

find interest in this excellent mid-sized

scooter. If you are concerned about the

environment (and your wallet), it could

appeal to riders of all skill and experience

levels as a second bike. Anyone interested

in fun, economical and practical motoring

would be a logical candidate as well. The

PCX150 feels light and easy to handle, so

brand new riders and females also fit the

profile. Who knows, this might even be one

of the machines that gets disinterested Gen

Z members on to two wheels.

Dirck Edge twists the throttle at

MotorcycleDaily.com, one of America’s bestknown

and longest-lived motorcycling websites.

By Alan Lapp

Photos by Brian J. Nelson

Since I don’t fly the cruiser

flag, I was a bit surprised

and extremely pleased

to be included in the press

introduction of the new

Victory Boardwalk, held

in beautiful Santa Barbara,

California. There, we

were treated to

some of the

finest coastal

California

has

to offer—fish tacos at

the fabulously secluded

Jalama beach, a

loop through the

rolling hills of

the Chumash

Highway,

Solvang and

Buellton, and

on the second

day an out-and-back on the

legendary Maricopa

Highway/Route

33, which

winds its

way

A cruiser

for the

inner racer

through the stunningly beautiful, rugged,

and remote Los Padres National Forest.

In two days, we rode the Boardwalk close

to 400 miles on a huge spectrum of types

of roads and modes of riding. We used the

heck out of the bikes, and got a really good

feel for them.

I’m going to start off

by saying that the

entire Victory line

is smartly designed,

and works very

well given the

constraints of the

market segment

in which each model

competes. With this in

mind, if you are familiar

with Victory products, then

the technical details of the new

Boardwalk will be familiar. It utilizes the

106 cubic inch, fuel-injected, overheadcam,

four-valve, air/oil cooled, 50-degree

V-Twin used in other Victory models.

All Victory bikes are belt driven, have

self-adjusting cam chains, and hydraulic

lifters. With hardware like this, it’s clear

why Victory claims it has the number-one

reliability rating for heavyweight cruisers.

Riding the Boardwalk was, for me (an

ex-road racer and current dual-sport

enthusiast), an exercise reminiscent of

Mark Twain’s quip that “Wagner’s music

isn’t as bad as it sounds.” My last experience

with cruisers was testing the Victory Judge

(“2013 Victory Judge,” July 2012), and that

bike was fun and cool around town, but

seriously painful to ride on the highway—

the prospect of doing over 180 miles each

day had me a bit anxious. Fortunately, the

Boardwalk is actually a very comfortable

bike for longer (if not Iron Butt-longer)

days in the saddle.

Approaching the bike in the lot outside

the hotel, I immediately noticed the wide

beach-cruiser bars. They are the source

of the name, too: beach… boardwalk…

get it? One grumpy journalist thought

that was a big stretch, but it’s not that

obtuse. The bars, along with wire wheels,

wide whitewall tires, a sleek tank, a really

striking wrap-around rear fender, and

a redesigned lighting package give the

Boardwalk an old-time-y vibe. It’s a

handsome bike.

Throwing a leg over, I notice the low,

scooped-out seat is pretty comfortable.

The reach to the forward-mounted

floorboards is quite reasonable. The

shifter is a toe-only affair (i.e. no

heel-n-toe shifter) so there is a lot of

room to move your feet around on

the floorboards, a big enhancement to

comfort. And it’s available with 100

percent more colors than Henry Ford

offered. Your choice of black or white.

Slip the key into the chrome horn

housing nestled between the cylinders,

press the go-button, and the big Twin

lights off instantly, with zero fuss. I’d

love to say that it slipped into gear the

way a college girl’s nylon thong slides

down freshly-shaven legs, but it’s really

more the way a hairy, sweaty lumberjack

throws his muddy size-13 Redwings in

the back of his pickup. Once underway,

and the ritual of precisely matching

September 2012 | 20 | CityBike.com

September 2012 | 21 | CityBike.com


engine and road speed before shifting is

observed, shifting can be accomplished

with reasonable alacrity. Apparently, with

113 foot-pounds of torque available, the

gearbox needs to be built a bit sturdier than

other bikes, even those with more than

twice the horsepower. The stock fueling

is exemplary: it’s always spot on with no

burbles, hiccups,

or glitches

anywhere in the

rev range and

under any load

condition. I wish

my 10-year-old

Japanese bike

fueled this well.

Underway, the

suspension is

surprisingly

good. Struggling

to keep fellow ex-Honda Hawk roadracer

and current madman (and Victory press

liaison) Robert Pandya in sight gave the

suspension a comprehensive workout.

Right up to

dragging

floorboards and

beyond, the

Boardwalk was

as steady and

predictable as

the proverbial

rock. If a former

roadracer

Boardwalk

owner should

desire more

cornering

clearance, there

is a one-inch

longer shock

available as a

factory option.

Obviously, it

will raise the

back of the bike

a bit, but the

aesthetic tradeoff

is worth it. If

you’re thinking

“hey, why didn’t

the jerk just crank up the preload...” it’s

because the preload adjuster is buried

under bodywork and other bits, and the

average owner would likely take it to the

dealer for that adjustment.

One of the beauties of the Victory line

is the available factory options. One of

our test bikes was equipped with a wider,

cushier seat, saddle bags, and a windscreen.

Another test bike was equipped with a

freer-flowing exhaust, a re-mapped fuel

injection—together, these mods create

a noticeable increase in thrust—and a

“speedo unlock” which enabled a host

of features on the electronic dash such

as instant fuel

economy: a neat

diversion for

the technicallyminded.

Victory is

justifiably

proud of its

number-one

reliability rating

and is actively

improving

reliability with

a testing program. Every model and every

factory accessory is subjected to numerous

torture tests to ensure reliability. The tests

include extended time on a shaker table (a

machine which

can simulate

a variety of

frequencies

of vibration

that mimic

actual use), and

environmental

testing to

determine if

finishes and

materials

such as paint,

rubber, vinyl,

and chrome are

satisfactorily

durable.

The real bottom

line for any firstperson

testing is

to ask if I’d buy

it personally, or

recommend it

to a friend. The

answer is yes,

I would. It’s a

technologicallysuperior

machine dressed up in really cool

vintage duds. If someone miraculously

emptied my garage of street bikes, and

told me I could have a well-accessorized

Boardwalk and an iPhone full of surf

music… I might just be okay with that. And

that’s really saying something.

Victory 2013: New

Logo, New Strategies

By Alan Lapp

Victory hosted a memorable press

launch at the luxurious Canary Hotel in

beautiful Santa Barbara, California. We

were wined, dined and Powerpointed, we

fondled the new line of apparel, and rode

some motorcycles. Shiny new Boardwalk

aside, there is plenty else of interest to

Victory fans or just those curious about

the inner workings of a

big company like Polaris,

Victory’s parent company.

If you’ve followed Victory

since its early history, you’ll

know the 14-year-old brand

has been working hard to

establish its market niches. Product

Manager Ben Lindaman described how

Victory views the heavyweight V-Twin

scene. The Victory Boardwalk occupies

the “Traditional Cruiser” segment of

an organizational tool for the entire

Victory product line called “The Nine

Block,” a matrix used to guide product

development. Each row is a market

segment, and each column is an attribute:

Cruisers, Baggers, and Tourers, crossreferenced

by Attitude, Modern and

Classic. The Victory Judge is a Modern

Cruiser model, and the anti-freeze green,

flamed, Arlen Ness-designed Arlen

Ness Victory Vision Tour is an “Attitude

Touring” model. The Cruiser line is less

expensive: introductory models that focus

on style and performance. The Bagger

line is designed to appeal to riders that

do intermediate-distance touring and

need some storage on their bikes. And

obviously, the Touring category is for

long-distance riding and concentrates on

comfort and features.

Polaris VP of Motorcycles Steve Menneto

shared that since acquiring the Indian

brand in 2011, Victory will need to

adjust the strategy of its product line.

Victory will focus on its Modern and

Attitude lines and leave the Classic line

to Indian. The overall styling direction

will be to design Indian models

as if they had been in continuous

production, with evolutionary

development over time, instead of

recreating vintage designs. Indian’s

people also mentioned that Indian has

a racing heritage, but that teaser was

left un-explored—modern board-track

racer, anyone? How about a land-speed

record attempt in the footsteps of the

great Burt Munro? These amazingly

cool possibilities could be assets of the

Indian marque.

Indian’s Director of Industrial Design

Greg Brew showed off the new Victory

logo after explaining the need to redesign

it. As the art director of a motorcycle

publication and 30-year veteran of the

advertising industry, I feel moderately

qualified to discuss both the shortcomings

of the old logo and the strengths of the

new one. The old logo was a multi-layered

image on a blue field. It had a number of

problems; for instance, it looked derivative

of both the Ford and Subaru logos. It had

seven distinct elements—the blue oval,

three separate typographic

parts, the wings, the

globe,

and

the

“V.” Most

people

who are not

intimately

familiar with the logo don’t even

realize there is a globe in it—a sure sign of

clutter. In my experience, companies that

are tentative or unsure of the popularity

of their product adopt a

conservative logo like this

one to avoid alienating

potential customers. The

downside of that safer

approach is that the old

logo was ambiguous

and forgettable in a

noisy marketplace of visual

communication. In short, it was

a flabby, corporate logo

designed by a committee.

The new logo speaks in

a completely different

language. It is significantly

pared down to a clean,

lean tautness that was

lacking in the old version. The

color palate is different as well: the

use of red signifies aggression and

masculinity. The metallic volume

suggests solidity, durability and

reliability. The prominence of the

Victory name within the logo is a sure

indicator of more confidence in the brand

and direction. Its bold simplicity will be

much more “sticky” to the viewer and

have more appeal to

motorsports buyers.

This has broad impact:

not only is the new

line of bikes badged

with the logo, all

Victory-branded

apparel will carry the

new mark as well. It’s a

good move by Victory,

and properly timed

to support—but

not compete—with

Indian.

The new

line of

apparel

and

gear was

debuted

by Apparel

Manager Ian O’Reilly.

These products have

also undergone

comprehensive

changes; Victory

no longer re-brands

other manufacturers’

gear. Victory now

has taken charge of

manufacturing all of its

products, and has launched

an entirely new line for the Fall/

Winter 2012 season. Look for the release

of a new line for the Spring of 2013.

Victory is one of few OEMs that subjects

its apparel to a series of destructive tests

for abrasion resistance, color-fastness,

waterproofing, and

durability, indicating a

strong commitment to

customer satisfaction.

There are two lines:

leather and textile, with

design informed by

The Nine Block. Each

garment is targeted

at one or more of the

matrix entries. Perhaps

the most interesting

and exciting addition

to the Victory riding

apparel line is the

textile touring suit.

It is nicely appointed

with features such as a

zip-out lining, useful

venting, a built-in “air

dam” at the neck, and

waterproof zippers. It’s

also very attractively

priced. All of Victory’s

gear comes equipped

with Knox brand

impact armor, which

is a huge step in the

right direction for

the American V-Twin

apparel market. While

I doubt that Victory

will move market

share from BMW, it

is nice to see another

manufacturer take gear

seriously as protective equipment, and not

merely a fashion or branding exercise.

Another impressive fact about the entire

line: every garment has versions that

are cut for men and women,

available in sizes from XS to

XXXL and tall sizes. It is now

possible for couples to enjoy the

European tradition of matching

suits when riding two-up.

Their apparel line also includes

gloves, boots and casual wear

such as branded T-shirts,

baseball hats, and woven caps.

It seems to me that Victory

is playing the long game,

playing for keeps, and they’re

doing all the right things to ensure that

they thrive in the current economic

downturn and beyond.

September 2012 | 22 | CityBike.com

September 2012 | 23 | CityBike.com


HERTFELDER

It was after our enduro club’s gavelhammer

contests—probably the night

Fritas proposed starting C riders first

to give them an easier trail to ride, and

some of us could see them getting pushed

to ride over their heads by faster riders

who would use them for traction after they

went down. Gary Noble drifted over to the

“Senior Members Only” table and asked

me if I might pit for him at the Speedsville

Two-Day Qualifier.

to get CityBike

delivered to your door

by the meanest, most

psychotic, well-armed

branch the Government

has to beat you with.

That’s right! we’ll send the man

to your mail hole once a month

for an entire year delivering the

latest issue of CityBike.

Just send a check for $30 to:

PO Box 10659 10650

Oakland, CA 94610

be sure to include your name,

address, & phone number!

or use Paypal!

paypal@citybike.com

It

Sharing the Gold

was like asking me if I’d like to help him

spend the $6 million he’d just won in the

State lottery.

It’s probably unnecessary, but I’ll explain

what a Qualifier is: It’s a step in selecting

which riders will represent the Unites

States in the annual Six Days Enduro. You

might call it a sort of Olympic tryout.

All dirt riders, regardless of ability, harbor

dreams of competing in the ISDE. The

purpose of the Qualifiers is to weed out the

hotshots who come out of the woodwork,

win an occasional National enduro and

then spend the next three days OD-ing on

Tylenol in a bedroom where the Ben Gay

fumes are peeling the wallpaper off. The

last time I dreamed of participating in a Six

Days ride was just after I’d zeroed the first

two checkpoints at an enduro—and just

before I hour-ed out at the third.

September 2012 | 24 | CityBike.com

I agreed to pit for Gary with only two

requests: that he and I have his motorcycle

110-percent ready and in my van by the

Thursday before the Qualifier and that he

had himself 110-percent ready, especially

his hands, when he left the start line. My

goal on Thursday was to get the motorcycle

away from Gary so that he could get his

mind off it and relax for 48 hours without

running to his garage to see if he had really

tightened the frammazant nuts.

It also made it easier for me to run out

to the van to see if I had tightened the

frammazant nuts.

My concern about his hands made Gary

smile because he already had the problem

covered. He’d been using a pair of springsqueeze

grips that produced a fine row of

calluses on his palms and a passable strip of

gristle along the inside of each thumb.

Too often, riders prepare for a two-day by

running, jogging and doing lots of sit-ups

and push-ups only to quit halfway into the

second day because their soft hands have

been tenderized and look like something

ready to grill. Those of us who ride the Six

Days of Michigan know how to keep the

calluses all year long—some use springsqueeze

grippers and others wind a weight

on a string up a piece of broom handle.

I prefer to take the power steering belt off

my van and carry it under the driver’s seat.

This not only develops calluses but also

tends to discourage folks from borrowing

my van when they find they can work up a

pretty good sweat just getting the thing out

of the apartment parking lot.

Speaking of the Michigan Six Days, if I ever

discover a cure for monkey butt you’ll read

about it in the Michigan Journal of Medicine

and treatment programs will be available

without a prescription at my address.

Thursday afternoon, after one brain-fade

type glitch with a new exhaust pipe, we

loaded Gary’s XR250 into my van, and

he knew he could get that off his mind.

The motorcycle would be ready and as

well maintained as I could manage both

mornings of the Qualifier.

I prefer to take the power steering belt off my van and carry it under the

driver’s seat. This not only develops calluses but also tends to discourage folks

from borrowing my van when they find they can work up a pretty good sweat

just getting the thing out of the apartment parking lot.

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I also took along a street full-face helmet,

fully prepared to ride the motorcycle to

Speedsville in the event something nasty

happened to my van.

Friday evening we camped out in the

requisite Speedsville torrential rainstorm

and enjoyed every drop because any rider

prefers mud to dangerous dust conditions.

The Speesdville pit areas resembled the

road to Baja, and on Day One Gary seemed

to get stronger and more rested at each

fuel, chocolate and water stop. He basically

cruised too a Day One bronze finish: the

only repair needed on the XR was to run a

hacksaw down the jaw of the shift lever to

tighten it on the splines.

When we discovered Gary had taken

a gold at the end of Day Two, I knew

exactly how he felt; a happy brew of

elation, accomplishment and pride

swelling in his heart.

You see, the same happy brew was also

swelling in my heart, but mine was a

thicker, tastier and warmer brew that had

been simmering for a long, long, time.

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.

maynard HERSHON

Loyal readers will recall that when I

advertised my Triumph Thruxton for

sale a few years ago, I was surprised

by the uniform demographic of my potential

buyers. I’d expected an old-time rider or

two, guys who might remember Triumph

twin glory days. Guys like me.

No one remotely like me answered my ads.

No one over 35 answered my ads.

Remarkably, I felt, each of the guys who

responded to my ad was the same guy,

within a few years of the same age, within

a few thousand dollars per year of the same

income, within a few millimeters of the

same hair length…and they all bought their

clothes at the same place.

Then my friend Aaron told me he was

selling his turbo Audi station wagon. He

mentioned in passing that the various

guys who came to check out his Audi were

all the same guy – only the names were

different.

They weren’t

the same guys

who came

to see my

Thruxton or

the guy who

bought it, but in

many ways they

were nearly

identical to one another, so much so that

Aaron remarked on it.

Last week I noted that just a block down

the hill from our place in central Denver,

in front of an apartment house occupied

by youthful graphic designers and their

friends, three motorcycles were parked

against the curb in neat formation, like

police Harleys outside a doughnut shop.

First I noticed the orderly parking.

Then I noted that the three bikes were

fundamentally the same. They were a

naked Buell twin, a KTM Duke hooligan

single and a Ducati Monster. Each had a

single front disk and a small fairing in front

of its instruments.

They were not Japanese. They were not

equipped with luggage or any sort of useful

accessories. They were not intended for

travel or sport, is my hunch, but for city

transport and appearances at Facebook

Generation gathering places.

None of the three was what you or I

would expect to see there, in front of that

apartment building. No dual-sports, no

SV650, no old Japanese Four.

I’ve watched. There is never a time when

all three bikes are absent from that curb. I

have never seen any one of them in motion

but I would bet their riders are again…

pretty much the same guy.

I’d say the three guys had never

met before they bought their

bikes. They had never talked

about bikes among themselves.

And yet they bought very similar

motorcycles—motorcycles with the same

job descriptions, the same look in profile,

the same relationships between seats and

bars and pegs.

No wonder so much money is made dividing

us into demographic consumer groups; we

are ever-so predictable as consumers. Tell

companies who produce advertising a few

things about yourself, or just let them find

out for themselves via your computer, and

they can predict what you’ll buy. Especially,

it seems, if you’re young and urban and

spend your life online.

Were we, in our relative motorcycling

youth, just as predictable? We’d have hated

the thought.

We’d have flat rejected the idea that

anyone could predict anything about

us. Especially that we’d become riders,

flaunting rebel souls. We weren’t

predictable; hell, we rode motorcycles.

In the U.S, after the war but before Honda

and the “nicest people,” there were Harley

riders, Triumph

riders and BSA

riders. We

Triumph riders

recognized

BSA riders

as our

unenlightened

cousins, but

we had hardly

crossed paths with Harley riders.

No one knew if you’d be

a Johnny Mathis fan, a

Hank Williams fan or a

Gene Vincent fan.

The Same Guy

We figured there were huge cultural

differences between us and those

guys. We might have lived in the same

neighborhoods, gone to the same

schools and hung out at the same drivein

restaurants, but when we began to

define ourselves as motorcyclists we were

strangers to one another.

Maybe we figured we could spot a Harley

rider as he walked down the street in his

work clothes, but no way did we believe

that something in our stars or our buying

habits determined that we’d be Triumph or

BSA guys, not Harley riders. No one knew

enough about us to make such a prediction.

No one imagined there’d ever be a way to

predict—by the time you got your first

real paycheck—which make or model of

anything you’d buy. No one knew if you’d

be a Johnny Mathis fan, a Hank Williams

fan or a Gene Vincent fan. Who could

know those things?

Who could have looked at my friends Phil

and Corey as young men at opposite ends

of this country and known somehow what

would be in their garages today? I believe

both those guys would deny that there

could have been any such predictions, no

matter how vague.

September 2012 | 25 | CityBike.com

Today, someone somewhere can identify

the readers of slick monthlies and niche

motorcycle magazines and websites. That

person knows what the reader rides or

what bike he or she wants to learn about.

That someone bases decisions—about the

worth of advertising in that magazine or

which models to feature in ads there—on

data we are scarcely aware they have.

Are we as consumers far more predictable

than we were 40 years ago? We know that

the science of accumulating and analyzing

information about us, about our interests

and probable buying choices, is far more

sophisticated, far more revealing. There’s

nowhere to hide.

I wonder if the three guys down the street

stand back and look at the three nearly

identical bikes parked at the curb and

wonder at their similarity.

What are we saying when we dress the

same, drive the same cars and ride the

same motorcycles as our socio-economic

peers? Are we even aware that we’re

doing just that?

If we are doing just that—or even if we

aren’t, and we think about that dude

somewhere who knows just what we’ve

done and what we’re likely to do next, does

that give us a good feeling? If it doesn’t,

what in the world can we do about it?

From 3:14 Daily

Valencia @ 25th

415-970-9670


melissa holbrook

PIERSON

In 1545, Francis I of France sent down

an order for dealing with the dissident

Waldensians, who had joined the

Protestants: Show no pity. Soldiers swept

through Mérindol and Cabrieres in a storm

of death, massacring hundreds, perhaps

thousands, including one young man who

may have been the first ever to be executed

by firing squad for reasons of ideology. The

Pope was well pleased.

We are a helpless bunch, we humans,

to avoid

drawing

lines

around our

orthodoxies

(just ask

Wikipedia,

which

responds with a modest 24,045 entries

when asked to search on “Massacre of . .

.”). Inside, outside; adhere to the prevailing

faith or find a line of guns staring you in the

face, the last sight you ever see.

Motorcyclists have one religion, but

increasingly many denominations. We are

an inclusive lot, until we find ourselves

mentally executing those who choose to

ride under a different ensign. Or, at the

least, secretly, smugly believing we have

found the One True Way—ours.

Funny, though: that’s just what all the

others think too.

In what I have come to refer to as my first

life as a motorcyclist, I rode a Moto Guzzi.

The choice was apparently arbitrary—

blindfolded, spun around twice, I pinned

the tail on the proper end of that donkey—

but revealed itself in due time as the only

possible church for the likes of me. We were

a ragtag crowd that apparently professed

religion in its original sense, which derives

from the Latin religare, to “bind to.” The

word may also be related to the root of rely,

to “rally to, fall back

on.” I for one felt bound

together to my mates

at rallies, when I often

had to fall back on their

superior knowledge

of what to do with my

bike when it decided

not to run.

It was strange, then, to find myself a

member of a less ecumenical sect in my

second, post-hiatus motorcycling life.

My choice for reentry was a K75, and

with it I was the recipient of the same

boundless generosity I had come to accept

as motorcycling’s peculiar state of grace:

miracles performed on a daily basis.

These folks too, like the Guzzisti, could

laugh at themselves; humor is the only

inoculation against sanctimony, one of the

deadliest diseases known to man. “What’s

the cheapest part on a BMW?” I was

soberly asked. Let’s see. Now my engine

had not two

Motorcyclists have one

religion, but increasingly

many denominations.

Last Century’s Tire Change Prices

but three

cylinders,

so that

certainly

wouldn’t

be it, nor

could

the

item be that strange thing—a fuel

pump, I believe it was—that had

done away with the carburetors I

had proudly learned always to shut off

(and occasionally forget to turn back

on). “No, the rider!” Guffaws. I laughed

too, sort of. Nonetheless, this sign of

irreverence was a relief.

Not so the monumental national rally

I attended that year in Johnson City,

Tennessee. The thousands upon thousands

of roundel-bearing bikes, colorful and

clean, had been apparently lined up using

a theodolite. I noticed many people wore

something pinned to the caps that also

bore the Bavarian logo. You’re kidding:

Name badges? With rank?

That night there was something called an

Ambassadors Dinner, something most of

us couldn’t get into. I was beginning to

realize that with BMW I had to learn not

only what was going on with the working

parts of a machine more complicated than

I had previously known; I also needed to

attend to hierarchy, in the way I had sought

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to decipher who was allowed to stand

where, based on stole, mitre, chasuble, in

the cathedral of St. Patrick’s when I briefly

pretended I was Catholic in order to sing in

the choir. I didn’t last long there, either.

The national club magazine

arrives, a glossy affair

filled with ads

for products

aimed at the

adventurer

with an itch

to ride

Mongolia

with thousand-dollar aluminum

hard bags. Each turn of the page

causes a lowering of my spirits, as I

realize I have neglected to count my

miles toward the hope of a hundredthousand-mile

award received amid

much celebration for elevation to a yet

more exclusive echelon. I feel chastened

for not owning any branded outerwear. I

don’t fit in.

And then I realize my true heresy: I don’t

want to fit in; I only feel at home with

misfits, which does not describe my new

friends, confident boosters of the marque.

A marque whose Munich headquarters

(every bit as glossy as that magazine,

but also the thrilling stage for two of

the most subversive YouTube minutes

you’ll ever see, watching stunt champion

Chris Pfeiffer thumb his nose at Teutonic

propriety) decrees what paint its dealers

may use in their showrooms of precisely

regulated size. A marque whose chartered

clubs have of late been ordered to get busy

redesigning their logos to conform to

brand identity guidelines.

My allergy to organized religion—

extremely well organized in BMW’s case,

the Vatican for vehicles—starts acting

up. I realize that the uprising of inner

rebelliousness makes me something of an

ungrateful cur, biting the hand that has

fed me so well. There are diehard BMW

believers who would answer my call for

assistance any time of day or night; then

there is the truth that I know happiness in

every moment with my R1150R from the

one in which I throw open the garage door

to the one when

I carefully back it

in, unnumbered

new miles on the

clock. Suddenly

I recall the

scene from a

movie that has

haunted me from

childhood.

They had decided she was a witch. A

heretic. Now a gleeful crowd of villagers

heaps rock

after rock on the

board,

under

the slow

weight

of which

her bones

begin to

crack,

her cries

gradually

die to

moans. Then

silence.

Not sure if burning at

the stake might be better?

I know a rider who waves at

every motorcyclist who passes,

without exception; in fact, he

flashes the peace sign. If this

doesn’t call forth a response,

though, he simply lowers the index

finger. Me, I take mental bets upon

approach: Is this one going to

wave in return? How about this

one? There are categories,

alas, with odds no better

than 20 to one.

Last week I was late

again, running two boys

in the car to day camp. I was

already half a mile past the fellow in black,

including leather vest, walking along

the shoulder when I realized he was also

carrying a beanie helmet, and a gas can. I

couldn’t stop and turn around now or the

boys would miss the bus that was about to

leave on a field trip; besides, I reasoned, his

bike had to be just beyond the next bend.

That must be why he was walking, not

standing, thumb out. The day promised

to be a hot one, and even though his

destination was close I felt a terrible pang;

the air was more stifling by the minute.

He had not asked for help, but as a fellow

parishioner I was bound by vows to give it.

Instead I imagined how it might have gone,

after I pulled over and opened the door. I

thought that I would tell him that I rode

BMW. No, Guzzi. Wait. Which?

When the speculative conversation had

taken me two miles farther and still no

bike, the question vanished. There was only

true dismay and then, another half mile

ahead, a black cruiser waiting patiently on

its sidestand, as it had for far too long. Then

I knew. I might have been a sinner, but I

was not a heretic to the true religion. There

would have been only one thing to say.

“Hop in. I’m a rider too.”

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City Bike Magazine

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Oakland, CA 94610

info@citybike.com

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September 2012 | 26 | CityBike.com

September 2012 | 27 | CityBike.com


CLASSIFIEDS

CLUBS

Ride with other local sport bike riders in the Bay Area.

• Mostly sport bikes

• Routes go to ALL parts of the bay area and focus on the

“twisty’s”

• We set a quick pace and newbies may get left behind ;)

• Group riding experience is highly recommended, as is

proper riding gear

• We also do track days, drag races, motorcycle camping,

and attend motorcycle racing events

http://www.meetup.com/BayAreaMotoGroup/

Bay Area Sidecar

Enthusiasts (BASE)

•W h a t doesyourdogthinkaboutmotorcycling?(A:

Hard to tell without a sidecar!)

•Everdrivenintrafficwithafakemachine-gun

mountedtoyourrig?

•Wanttoknowhowto“flythechair”?

•May b ejustwanttofindoutwhatit’sliketobea

“sidecarmonkey”foradaybycatchingaridewithus?

We are a facebook-based group in the SF Bay Area filled

with sidecars and the people who love them, and we’d be

happy to meet you.

Email pej12378@yahoo.com for more information.

BSA Owners Club

The BSA Owners’ Club of Northern California was formed to

promote the preservation and enjoyment of the motorcycles

produced by the Birmingham Small Arms Company in

England. Founded in 1985, the Club now has over 500

members, and has produced the monthly newsletter, The

Bulletin, since the Club’s inception. Rides and activities are

scheduled each month in addition to two major activities:

The Clubman’s All British Weekend in the spring, and the

Northern California All British Ride in the fall. Membership

is open to all BSA enthusiasts.

For more information: www.bsaocnc.org

The Classic Japanese Motorcycle Club is dedicated to the

celebration and preservation of the Classic and Vintage

Japanese motorcycle. We have rides, meets, shows, swaps

and can help you find and sell parts, bikes and motorcyclerelated

services. Members make the club function!

www.CJMC.org.

Exciting women-only motorcycle group in the SF Bay Area.

For more info visit www.curveunit.com

The Ducati Vintage Club was founded to assist vintage

Ducati MC (1987 and older) owners with information and

resources to preserve, resurrect and bring these MC’s back to

the road! Owners and enthusiasts are welcome to join. We meet

once monthly at the Ducati Bike Night event and we sponsor

the annual European Motorcycle Show and Swap held in March

at the Santa Clara County Fairgrounds, the La Ducati Day

Concorso held in LaHonda each October and more.

Visit us at www.ducativintageclub.com

Homoto is a queer and queer-friendly motorcycle club based

in the San Francisco Bay Area. Our rides are sport-focused with

an emphasis on safety and camaraderie.

For more info: http://www.homoto.us

sanfrancisco@homoto.us

sanjose@homoto.us

The Northern California Norton Owners’ Club (NCNOC) is

dedicated to the preservation and enjoyment of the Norton

motorcycle. Membership is open to all British Motorcycle

enthusiasts and is currently $25 per year, you can join

online. Our monthly rides, meetings and tech session and

events are open to all members and guests see our web site

calendar at www.nortonclub.com.

Now celebrating our 40th year!

OMC

The Oakland Motorcycle Club is the fourth-oldest club in

the nation and celebrated 100 years of continuous operation

in 2007. The OMC is dedicated to supporting the sport

of motorcycle riding. We are a diverse group of male and

female riders with a wide variety of motorcycles, including

street, dirt, and dualsport bikes. We sponsor and organize

the following annual events to which all riders are invited:

Sheetiron 300 Dualsport, held in May; Three Bridge Poker

Run, held in July; Jackhammer Enduro, held in October.

Regular club meetings are held every Wednesday at 8:00

p.m. Guests are welcome. 742 – 45th Avenue, Oakland.

(510) 534-6222. www.oaklandmc.org.

San Francisco Motorcycle Club

San Francisco Motorcycle Club, Inc., established 1904, is

the second oldest motorcycle club in the country!

Our business meetings are Thursday nights at 8:30pm, and

guests are always welcome. Our clubhouse is filled with

motorcycling history from the last century, a pool table,

foosball and pinball games, and people who currently

enjoy motorcycles, dirt riding, racing, touring, riding and

wrenching. Check our website for events such as club rides,

socials and events, and come visit us, no matter what bike

you ride!

San Francisco Motorcycle Clubhouse is located at

2194 Folsom St, @ 18th St in San Francisco.

www.sf-mc.org

415-863-1930

DEALERS

Dudley Perkins Harley

Davidson

2008 FLHX Black Pearl , Stock #U06683. 19,444

miles. Pipes, backrest, H-D custom grips and pegs.

$16,995 + fees

2007 FLSTN Deluxe Vivid Black, Stock #U59453.

25,801 miles. $13,995 + fees

2006 FLSTC Green/Black two tone, Stock #U62264.

18,050 miles. $13,495 + fees

2011 FLHTCU Vivid Black, Stock #U63148. 17,823 miles.

under warranty until 5/2013. $18,995 + fees

2003 FLSTCI 100 yr Silver/Black, Stock #U93450,

31,900 miles. Has rides, backrest, pipes and air cleaner.

$10,895 + fees

2006 FXSTI Vivid Black, Stock #C84626, 7,557 miles,

Detachable backrest, bags and windshield. $11,995 + fees

2006 VRSCSE V-Rod Yellow/Platinum, Stock #C7526A.

8,669 miles. Clean screaming eagle V-rod. 15,995 + Fees

1994 FLSTN Birch White/Silver Stock #C30883 8626

miles real clean with chromed out motor thunder header

$14,995 + Fees

2011 V-Rod Muscle Vivid Black Stock #C04323 4432

miles very clean $14,999 + Fees

2012 XL1200N Midnit /bril silver Stock #U18753 1475

miles hard leather bags, pipes, air cleaner, Quarter fairing

$11,995 + Fees

2011 XL1200C Orange/ vivid black Stock #C26498 535

miles super clean with detachable wind shield $10,995

+ Fees

2002 limited edition fxdwg3 Navy Pearl Stock #C50432

8869 miles very clean with T-bars and 103” motor $15,995

+ Fees

J&M Motorsports

1931 Old Middlefield Way

#201

Mountain View

www.jm-ms.com

650-386-1440

Good-used-motorcycle/Fair-price specialists—Sportbikes,

Cruisers, & Dirt Bikes

We are a licensed operation run by two brothers who love

motorcycles and specialize in newer, low-mile, affordable

bikes that are worth owning. We have in-house financing

and a wide variety of bikes all in one place.

Looking for your first bike? Your 10th? Come by and see

why people like us: Easy to deal with and we really enjoy our

work. J&M is not a giant dealership. When you call or visit,

you’re talking directly with the owner.

Come by and take a look! Open Tues-Sat - Closed Sunday

We buy (nice) used bikes. Trade-ins and consignments are

almost always welcome.

$4,495 1980 BMW R65 7,942 Actual Miles

$5,995 2002 BMW R1150R 11,407 miles

$3,995 2010 Vespa S150 537 Original miles

$11,995 2007 MV Agusta F4 1000R 7,348 miles

$8,495 2006 Aprilia RSV1000R Factory 13,509 miles

$2,295 2003 YZ250 Yamaha 2-stroke Low Hours

$2,995 2009 Vstar250 Yamaha 2,545 miles

$6,995 2007 YZFR6 Yamaha 9,369 miles

$7,995 2007 YZFR6 Yamaha 12,869 miles

$6,995 2005 YZFR1 Yamaha 16,209 miles many extras

$5,495 2008 Yamaha Vstar650 Silverado 11,373 miles

$5,495 2006 FZ6 Yamaha 3,052 miles

$8,995 2011 FZ1 Yamaha 4,487 miles warranty

$3,495 1998 Suzuki GSXR750 7,949 miles

$5,995 2009 Suzuki AN650 Burgman 12,993 miles

$2,795 2005 Suzuki GZ250 13,775 miles

$2,995 2007 Suzuki GZ250 8,057 miles

$3,995 2006 Suzuki DRZ400S 7,176 miles

$4,995 2007 Suzuki DRZ400SM 3,395 miles

$4,995 2007 Suzuki DRZ400SM 6,421 miles

$3,995 2003 Suzuki SV650S 9,032 miles

$5,495 2005 Suzuki SV650S 2,754 miles

$5,495 2005 Suzuki SV650S 6,271 miles

$4,995 2004 Suzuki GSXR600 17,284 miles

$7,495 2008 Suzuki GSXR600 12,825 miles

$8,495 2009 Suzuki GSXR600 2,308 miles

$8,495 2009 Suzuki GSXR600 1,059 miles

$8,495 2009 Suzuki GSXR600 3,155 miles

$8,495 2009 Suzuki GSXR750 11,179 miles

$8,995 2008 Suzuki GSXR1000 9,905 miles

$995 2003 Kawasaki KX65

$5,995 2007KawasakiEX650RNinja 241 actual miles

$2,495 2002KawasakiEX250RNinja 1,964 miles

$2,495 2004KawasakiEX250RNinja 1,867 miles

$3,795 2009KawasakiEX250RNinja 5,919 miles

$5,995 2009KawasakiEX650RNinja 2,457 miles

Warranty

$2,995 2006 Honda CRF450R

$2,995 2004 Honda CMX250 Rebel 177 actual miles

$2,995 2007 Honda CMX250 Rebel 2,955 miles

$3,995 2002 Honda VF750 Magna 7,654 miles

$6,495 2006 Honda CBR600RR 10,683 miles

$7,495 2007 Honda CBR600RR 7,704 miles

$7,495 2008 Honda CBR600RR 3,033 miles

$8,495 2009 Honda CBR600RR 2,752 miles

$9,695 2011 Honda CBR600RR 772 Original miles

$8,995 2008 Honda CBR1000RR 2,184 miles

$17,995 2004 GMC 2500 Duramax HD 4x2 125,502

miles

$19,995 2003 Ford F250 7.3L XLT PowerStroke

169,954 miles

Peninsula Honda Ducati

THE MOTOR CAFE

1289 W. El Camino Real

Sunnyvale, CA 94087

408.739.6500

We are the south bay’s source for all your Ducati, Honda,

Kawasaki and KTM needs.

All KTM 2012 and older off-road models on sale at blow

out prices.

Big savings on all new 2011 and older inventory.

Ducati financing as low as 1.89% on certain models

Sample of our current used inventory:

2002 BMW R1150RT $7,500.00

2004 BMW R1150RABS $5,699.00

2004 DUCATI MTS1000DS $6,499.00

2008 DUCATI 1098 $10,999.00

2011 HARLEY-D XC883L $7,999.00

2009 HONDA CBR600RR $8,499.00

2001 HONDA XR400R $2,499.00

2006 HONDA CRF250XL $2,999.00

2005 HONDA CRF450R $3,499.00

2005 HONDA CRF450R $2,999.00

2001 HONDA XR400R $2,299.00

2007 HONDA CBR600RR $7,999.00

2004 HONDA VT1100 $4,999.00

2007 HONDA CRF450XL7 $3,499.00

1995 HONDA VFR750F $2,999.00

2008 KAWASAKI ZX10 $9,499.00

2006 SUZUKI C90 $6,999.00

2007 SUZUKI GSXR750 $7,299.00

2009 SUZUKI GSXR750 $8,999.00

2010 YAMAHA YZF-R1 $10,999.00

2007 YAMAHA R-6 $7,799.00

2012 YAMAHA FJR1300 $14,499.00

2004 YAMAHA YFZ 450 $3,299.00

2006 YAMAHA ROAD STAR $6,999.00

SF MOTO

275 8th Street at the corner of Folsom

San Francisco - 415 255 3132

www.sfmoto.com

We are sf moto. Located on 8th and Folsom in the SOMA

(South of Market) area of San Francisco,we serve the bay

area with new SYM scooters and recent used motorcycles.

We sell Triumph, Ducati, Yamaha, Kawasaki, BMW,Suzuki

and other brands.

Here you will find anything from Street bike to cruiser and dual

sport bikes. All our vehicles have been thoroughly gone through.

Our used motorcycles come with our own 60 day warranty.

SERVICE DEPARTMENT:

The service department is open from Tuesday throuhg

Saturday from 8:00am until 6:00pm. Direct service phone

line: 415-861-7196

SALES DEPARTMENT:

- We buy used motorcycles and scooters. We can also help

you sell your ride with our no cost consignment program.

- Bring your bike, title (or loan statement), owners handbook

and keys.

- It’s OK if you still have a loan on your bike we can still take

care of you.

- We will provide the safest way for you to get cash for your

motorcycle or scooter. It only takes about 20 - 25 minutes.

- Sign up on our mail list to get NEW INVENTORY

NOTIFICATIONS in our weekly e mail newsletter at

www.sfmoto.com

WE HAVE THE FASTEST ROTATING SELECTION

IN SAN FRANCISCO:

2012 SYM Classic 150 wolf (Honda CB150), $2995.00

2009 SYM RV250 Scooter, $3588

2012 SYM HD200 EVO scooter, $3499

2010 HYOSUNG GT250R, $4199

2012 SYM SYMBA (Honda Cub) scooter, $2349

2012 Hyosung GV250 Aquila, $3999

2012 SYM Fiddle II scooter, $2298

2007 Yamaha Vino 125, blue, $2195

2010 Yamaha YZF-R6, Black, $9495

2002 Vespa ET4, Blue, $1995

2011 Kawasaki ZX600, Blue, $8495

2009 Kymco People S200, Red, $2695

2009 Suzuki V-Strom 650, Orange, $6995

2007 Aprilia 1000R Bol D’Or, Orange/lavender $8995

2003 Yamaha YZF-R6, Blue, $4995

2005 Honda Shadow VLX600, Black, $3995

2006 Yamaha Vino, Blue, $2195

2009 Yamaha Zuma, Black, $2999

2012 Hyosung Comet, Black, $4095

2012 Hyosung Aquila, Black, $3999

2009 Kawasaki KLR KL650E, $5295

2009 Suzuki GSX-R600, $8495

2011 Yamaha Zuma 125, $2995

2006 Honda Shadow VLX600, $3495

2007 Honda CBR600RR, Blue/silver, $7695

2007 Honda CBR600RR, Blue/silver, $7995

2009 Kawasaki ER-6N, Blue, $4995

2009 Kawasaki ER-6N, Blue, $5995

2009 Genuine Buddy 125, red, $2195

2005 Honda CBR600RR, Silver, $6495

2004 ApriliaMojito scooter, Black, $1595

2006 Yamaha Vino 125, Grey metallic, $2195

2011 Yamaha YZFR6, Orange, $6995

2004 ApriliaMojito scooter, Black, $1595

1989 Honda Hawk, Red, $3495

2008 Vespa LX150, silver, $3495

2009 Yamaha Zuma 125, Blue, $2995

2008 Yamaha YZF-R6, Yellow, $8495

2003 Honda 919, Matte Grey Metallic, $5995

2008 Suzuki V-Strom 650, black, $6995

2005 Honda 919, Black, $5995

2011 Suzuki V-Strom 650, Black, $7295

2007 Triumph Bonneville, Silver, $6995

2008 Honda Rebel 250, Black, $3195

2009 Yamaha FZ6R, Black, $5995

2008 Vespa GTS250 i.e., silver, $4295

2011 KawsakiNinja650, black, $7100

2011 Suzuki GSX-R750, Blue/white, $9495

2008 KawasakiNinja250, Green, $3995

2009 Suzuki GSX-R1000, Blue/white, $9495

2009 Triumph Thruxton 900, Black, $7995

2009 Kawasaki ER-6N, Blue, $5895

The Zen House

The Art of Motorcycle Maintenance

170 Main Street, Point Arena, CA

707.882.2281 TheZenHouse.net

2007 Ducati ST3 - Extended Warranty thru 3/20/2015;

New Shorai Battery; Sargent Seat; Mag Knight Carbon Tank

Bra; Laminar Lip Touring Windshield; Heated Grips; Hard

Bags Included; Good Chain & Sprockets; 75% of Tire Life

Remaining; Full Service just Completed; All Services by

Ducati Certified Mechanics, with Receipts. Red Key & Extra

Keys. 26,429 Miles $5,950

1969 Triumph T100-S - 500CC, Single Carb, Good

Running British Classic; Nice Patina; Took 2nd Place in

Antique Class Show; Good Paint and Tires; Starts on the

First Kick; Both a Cool and Fun Ride!! 19,192 miles $5,500

1976 BMW R90/6 - Own a Vintage Motorcycle without

the Headaches! Classic BMW Styling and Reliability;

Unmolested, Original Condition; Very Clean; Professionally

Maintained; Has Bags; Ready to Ride!! Side Car Available

for an Additional $1,500 78,000 Miles $3,600

1976 BMW R90/6 - New Tires; New Rear Shocks; Freshly

Rebuilt Starter; New Switches and Relays; New Battery;

Fresh Fork Seals; Solid, Dependable Transportation! Rough

around the edges but a GREAT RUNNER!!! 62,497 Miles

Reduced $2,200 Seller Motivated!!

1974 Yamaha TY250 - All Original Trials Bike; Runs Good;

Fresh Tank; Original Seat; New Dunlop Trials Universal

Tires; New Throttle Cable; AHRMA Eligible; Ride in Next

Year’s Mendocino Coast AHRMA Trials Event!! $1,200

1998 Honda Shadow ACE Tourer VT1100T - Touring

Windshield; Crash Bars; Luggage Rack; Back Rest; Towing

Package; Upgraded Electrical System; Recently Serviced;

Lots of Extra Maintenance Parts (i.e., filters, oils, etc.); Nice,

Classic Bike at a GREAT PRICE!! $2,400

2002 KTM 200 EXC - Low Hours; Adult ridden work bike;

Never raced or ridden hard; Extra Large Tank, Brush Guards,

Decent Tires and Chain; Ready to Ride!! Reduced! $1,500!

USED MOTORCYCLES:

1952 BSA ZB 500cc - $3000

1965 Duca(ti?)Condor350cc - $2500

1966 BSA Thunderbolt 650cc - $3000

1972 BSA B50 TR 500cc - $3000

1973 HD Sprint Aermacchi - $3000

Old Ed Meagor

San Rafael

415-457-5423

Yamaha with Sidecar - 650 Yamaha-Velorex / Leading

link forks / Color Matched Paint / Rack / Many spares

included. $3400 - PETE - 415-269-1364

Scorpa trials motorcycle (French) Brand-new, zero miles

2005 model. 70cc 4-stroke, only 80 pounds. 3-speed

transmission. Call for details. $2000. 415/781-3432.

Honda 90 Trail Bike – Yellow color – Low Miles.

$985 OBO

510-387-2624 or 510-893-4821

Honda cbr1000rr. Showroom condition.less than 100

miles! Must sell asking 11690.00. Title in hand. Extras

included. Rae.SJSU@gmail.com

Magazine collection - Cycle/Cycle World $800

Motorcycle Magazine Collection for sale. Cycle, Cycle

World from ‘60s to ‘90s. Also have Motorcyclist, Dirtbike,

others, $800/all. Email: frisbeedad@aol.com

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: $3950. Also, ‘97 Aprilia

RS250 & ‘99 R6 track bikes: prices negotiable. 408/343-

0381/921-9689.

RIDING SCHOOLS

Doc Wong

Riding Clinics

PERSONAL IMPROVEMENT

Come to the FREE monthly Doc Wong Riding Clinics.

www.docwong.com

Eighteen years, 40,000 riders!

Garrahan Offroad Training

Garrahan Off-Road Training is California’s top school for

off-road motorcycle riding and racing. Located in Northern

California, our organization was founded by champion racer,

Brian Garrahan. Whether you are a seasoned rider wanting

to improve your technique, or just curious to check out the

sport, you’ve come to the right place: Come and train with

Garrahan Off-Road Training!!!

VISIT US ON OUR WEBSITE:

www.garrahanoffroadtraining.com

Learn Dirt Bikes

Motorcycle Safety Foundation (MSF) dirt bike classes at

Carnegie State Park, Tracy, CA.

Loaner motorcycles available.

www.learndirtbikes.com 925-240-7937

PARTS AND SERVICE

ADDICTION MOTORS

We are growing!

Addiction Motors has an immediate opening for a

motorcycle technician that will not only work in our shop, he

or she will own their own business.

Opening a shop on your own can be a daunting task when

you have to think about bookkeeping, advertising, social

media, reception, ordering parts, and invoicing when all you

really want to do is work on motorcycles. Here at Addiction

Motors, we take care of all the business housekeeping,

allowing you to do what you do best – maintaining and

servicing motorcycles.

We offer a secure, professional environment in a hi-tech 12,000

square foot Emeryville facility with the following amenities:

• Motorcycle Lifts

• Appointment Bookings

• Inventory and parts ordering

• Bookkeeping including accounts payable, accounts

receivable and collections

• Your own personal page on our website

• Advertising, Marketing, and Social Media

• Hi-Speed Internet and Phone Services

All you need to provide is a small investment and

your tools.

Addiction Motors has an opening for an experienced

technician. We’re looking for expertise with a variety of

bike brands and are asking for the following minimum

qualifications to ensure a high quality environment:

• At least 3-5 years working in the field of motorcycle repair

• Certification from a manufacturer or an educational

institute in your given specialty

• Customer service focused

• Effective communicator (good listening skills)

JOIN US!

send a resume and cover letter to

onebike@addictionmotors.com

ADVANCED CYCLE

SERVICE

*Motorcycle Service and Repair*

• Tires • Service •Insurance estimates

Monthly bike storage available

Come check us out

1135 Old Bayshore Hwy

San Jose, CA 95112

(408) 299-0508

jim@advcyles.com — www.advcycles.com

DUCATI SUZUKI KAWASAKI YAMAHA

AMERICAN CUSTOM

MOTORCYCLE PARTS

Large Parts Inventory for American V-Twins

Full service on all American-made bikes

Machine Shop & Welding

925-689-9801

2395 H Monument Blvd, Concord

Bavarian Cycle Works

EXPERT Service & Repair

Bavarian Cycle Works specializes in new and vintage BMW,

modern TRIUMPH and select motorcycle models. Our

staff includes a Master Certified Technician and personnel

each with over 25 years experience. Nearly all scheduled

motorcycle maintenance can be completed within a one day

turnaround time. All bikes kept securely indoors, day and

night. Come see us!

CPT Cycles

354 Bel Marin Keys Blvd Suite F

Novato, CA 94949

415-755-8283

www.cptcycles.com

Mon-Fri 9am-6pm - Saturday by appointment only.

**June special….No labor charge on oil and filter

changes**

Custom Design Studios

Mind-Blowing Custom Paint Since 1988

Visit Our Showroom!

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

Harley Factory Trained Tech.

Cycle Salvage –

Hayward

Cycle Salvage Hayward = Full Service.

People are surprised to find out that we’re more than just a

salvage yard.

• Full Service - All makes: We have 3 lifts and 3 full-time

mechanics!

• Tire installation (even if you bought tires elsewhere)

•Plastic Welding (fairings)

•Oil Changes

•New Tires

We buy used/wrecked bikes

Helmets, jackets, leathers, gloves, and all other apparel

Fair prices and easy to deal with.

Used parts -> broke yours? Call us!

Cycle Salvage Hayward

510-886-2328

21065 Foothill Blvd.

DNA Motor Lab, LLC

DNA specializes in affordable scooter/motorcycle repair

(including Chinese) in the SF Bay Area. We provide services

on-site or pickup.

510-473-7349

www.dnamotorlab.com

FRISCO VINTAGE

Vespa Service &

Repair

2-stroke shifty only. 30 years experience. Great rates.

No job too small. In San Francisco. By Appointment.

info@friscovintage.com

Galfer Braking

Rotors, Brake lines, Pads, Street, Race, Off-road, Super-

Moto

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.GalferBrakes.net or call 530/391-1356

Since 1956

Knucklehead

Panhead

Iron Sportster

Shovelhead

Evolution

Twin Cam

Multi Valve 450cc and up

Cyl. boring on H.D. only

21050 Mission Blvd. Hayward, 94541

(510) 581-5315

Introducing

Marin Moto Works!

Aprilia, KTM, and BMW Service and Repair

Located at 44 Harbor street, San Rafael

Open Monday-Saturday 10am-6pm

(415) 454-RIDE

MOTO GIO

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

www.motogio.com

Please mention this ad and you will receive an additional

5% off on your purchase.

MOTO TIRE GUY

www.MotoTireGuy.com

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.

NORCAL CUSTOMS

408-418-3150

775 N. 10th Street San Jose, CA 95112

Specializing in Full Motorcycle Repair &

Customization

Custom paint, Powder Coating, Pin stripping, Murals &

Graphics, Gold & Silver Leafing, Chroming, Engraving,

Handlebar Upgrades,Crash bar & Fender Fabrication,

Stereo Systems, Fairing Kits, Air Ride, Lowering, Lifts,

Wheels & Tires, Scheduled Maintenance, Complete Repair

& Services, Upholstery, Hard bag installs, Neon lighting

Quality Motorcycles

235 Shoreline Hwy.

Mill Valley CA

(415) 381-5059

We’re not afraid of your old bike.

RABER’S BRITISH MOTORCYCLE PARTS AND SERVICE

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

www.rabers.com

ROCKRIDGE TWO

WHEELS

Need new rubber? Rockridge Two Wheels is offering a $50

mount and balance with the purchase of two tires. Factory

techs. 40+ years experience. Full service facility.

510/594-0789

vespawalnutcreek.com

925 938 0600

rockridgetwowheels.com

510 594 0789

For all your Bay Area Vespa / Piaggio / Aprilia needs

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 PO Box 10659,

Oakland CA, 94610

Name:

Address:

City: State: Zip:

e-mail:

Santa Rosa

BMW Triumph

We are an exclusive BMW and Triumph dealer in the north

bay with genuine BMW and Triumph parts

Just 60 minutes north of the Golden Gate

Call today for a service appointment 707.838.9100

SCOTTS VALLEY

MOTORCYCLE SERVICE

CENTER

ALL ASPECTS SERVICE AND REPAIR

SPECIALIZING IN AMERICAN MADE CYCLES

JUST OFF HIGHWAY 17 FROM EITHER SCOTTS VALLEY

EXIT

4865 SCOTTS VALLEY DR.

(831) 438-6300

OPEN: TUESDAY- SATURDAY 10A-5P SUNDAY NOON-5P

MOTORCYCLE TOWING

Enter these contacts into your phone now,

while you are thinking about it, so that you

will have them when you need them.

AMBROZ TOWS

24/7 Service

650, 408, and 925 area code specialist

Jump Starts • Gas Refill • Tire plugs & fills • Motorcycle

Storage

Emercency Parts Delivery • Designated Driver • Easy-Load

truck

510-385-2374

650-260-2157

www.ambroztows.com

SAN FRANCISCO AND

BEYOND: DAVE’S CYCLE

TRANSPORT

The Old Man

The Old Truck

Dave is working

Dave’s Cycle Transport

San Francisco-Bay Area and Beyond…

24 Hour Service

(415)824-3020 — www.davescycle.com

Motorcycle & ATV

Hauling

Sonoma, Marin, Napa & Mendocino Counties

24 hour Roadside Pickup

707-843-6584

Insured & Licensed

California Motor Carrier Permit

www.mcmotorcycletransport.com

mcmotorcycle@att.net

HELP WANTED

Diablo BMW

Diablo BMW in Walnut Creek is seeking another BMW

certifiedtechnician. Master certified desired but not

essential. Must be familiar with MOSS. Email resume to

diabloparts@sbcglobal.net

Cycle Salvage

Hayward = Now Hiring

Experienced, Honest

People.

Do you have actual experience working on motorcycles at

a shop? Do you like solving problems and working with

your hands? Consider working at our salvage business in

Hayward on just about anything that comes in - scooters

to full dressers and everything in between. We offer full

service and an alternative to dealerships for bikes new and

old, and we’re growing. Please come by with a resume

10-6pm Tues-Sat. We’d like to meet good people with

experience and a good attitude.

Lightning Express

Stories Request

Messengers ride in legend! Soliciting tales of Lightning

Express, 1983-2010. Contact Allan Slaughter, (650)-364-

3403, thanatoscycle@att.net.

Part-time or Full-time. Male or female. Immediate opening

for attractive, upbeat, intelligent, well-spoken individual

with flexible schedule able to work well both independently

and as part of a larger team. Must be healthy & fit. Many

day-time and weekend commitments, occasional evenings.

Primary location will cover much of Northern California and

reliable transportation is required; possible opportunity for

paid air travel at company expense within the continental

United States. Mileage and parking reimbursed in

addition to regular flat rate compensation or salary (not

commission-based). No sales or quotas. Well-respected

company with established reputation and services you can

proudly represent. Easy industry relationships. Relevant

marketing experience and excellent people skills are a

must! Knowledge of motorcycles is a plus but not required.

Send resume or job history, current photo and a list of your

hobbies/ past-times. Company name witheld by request.

email to kenyon@citybike.com and we’ll get it to the

right person.

WHEELS AND DEALS

ACCIDENT OR INJURY?

Call 415/999-4790 for a 24-hr. recorded message and a

copy of the FREE REPORT

EAT AT REDS JAVA HOUSE, SF.

“IT’S REALLY GOOD FOOD”

SAYS CITYBIKE MANAGEMENT.

EBAY SALES eBay sales. Specialist with vehicles, 12

years experience, and 5000+ 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.

SELL YER STUFF IN

CITYBIKE!

Yes, you can do that—it’s easy. Easier than calling your

grandson, having him post a Craigslist ad, then ask you for

$20, which you wind up giving him because you decided to

go riding instead of going to his high school graduation and

you feel guilty. We here at CityBike understand your guilt

feelings, so we will run your ad (25 words or less, please)

‘till sold for just $15. 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 cheapskate?

FREE HELP WANTED ADS

In our ongoing effort to support and promote local

motorcycling businesses that we rely on, all motorcycle

industry help wanted ads will be listed in the CityBike

Classifieds Section for free.

Contact us via email: info.citybike.com

September 2012 | 28 | CityBike.com

September 2012 | 29 | CityBike.com


Tankslapper

SCARIEST RIDE, VAN AND

TRAILER EDITION

Ka-Slam! The van started to weave,

threatening to fishtail. My ears filled with

a sound not unlike many cut-off saws

grinding their way

through a twelve

inch piece of

concrete

encased

wire

cable. My

forward

view

point

bracketed

by sparks. All three mirrors, five if you

count the extenders, showing Big Roman

Candles Going Full Tick (BRCGFT).

My ass now propelled forward by a gorilla

swinging a really big bat. Bang, bang,

shoosh, shoosh; and underneath, tinkling

softly, the sound of chains dragging.

As my 24-foot trailer tried to come

around the chains would catch and whip

it back. Uncaring, and a little bit wild

and free, the trailer skied past center in

an attempt to pass me on the other side.

Once again the chains would catch it and

whip it back, passing center again, in the

opposite direction. Much loud thumping

and banging accompanied this rococo

ballet. After the fourth or fifth time I had it

figured out.

Big sparks left mirror, gentle brake, steer

left. Bang! Big sparks rear view mirror let

off brakes, steer straight, wait for the

pull. Thump. Big sparks right

mirror, gentle brake,

steer

right.

Bang! Big

sparks rear view mirror let

off brakes, steer straight, wait for the pull.

Thump. Repeat until stopped.

My good fortune had delivered me to a

wide shoulder on deserted 580 eastbound

on Monday morning. No cars. No cops.

When I checked out back I found the lock

was missing. Not sure what happened

to that. Chalk it up to another trailerhandling

goof-up.

I cranked down the screw jack. Backed the

van into the trailer. Got out, went out back

and pushed the hitch onto the ball with my

boot. Screwed up the screw jack. Clipped

the clip, wired something through the hole,

got back in, turned up the music and went

to work.

Peter Mars was the proprietor of Rocket

Ranch, the Bay Area’s pioneering Supermoto

training school. His fleet of mighty 50cc Derbi

supermotards terrorized the Stockton Motorplex

in 2003 and 2004. He remembered his hitch lock

after this incident...

ON A SHORT EIGENTLICHKEIT

OR SERIOUSLY, WHY ARE WE

DYING?

Dear CityBike:

Dave’s focus on why we are

dying is critical. Stats are

detritus of the past, subject

to diddling office dweebs and

computers.

His charts tabulate fatality, as opposed to

a night in the ER. I was once knocked cold

through a helmet when first-responders

would have an easier trip to the morgue.

Should I thank HJC, and for what? When

you straddle a bike you accept that risk.

Like the Magic Theatre, riding’s not for

everyone. It encompasses everybody from

the IIHS exec who freaks on his first fall to

the Iron Butt Rally of Mike Kneebone to

the Wednesday Night Mayhem and City

Tour from the Zeitgeist to the dispatch

rider whose idea of fun is a super-rush

to drizzly industrial San Jose, splitting

between loaded six-wheelers while singing

the end of Shostakovich’ 14th in Russian.

Raise a flag for Gabe’s pointing that out

(sidebar: “So Why are we Dying?” August

2012)! Let’s sketch a low-fatality presale

questionnaire. Are your priorities:

– Wife and kids

– Career advancement

– Regular routine

– Status in whatever’s-in crowd

– And everything else that turns salesmen

to cockroaches if they aren’t already?

If so, look into a Volvo.

But if you relish freedom, meaning,

personal responsibility; take fear/

anxiety in stride and celebrate death as

release from mortgages; if the goal of

eigentlichkeit, your own actual being,

makes sense to you, grab a pair of bars,

sign up for a riding course and welcome

to the Select. Take your time, because the

right bike can be your companion for a

while. Meanwhile, here’s our brochures,

safety manual and a copy of Brenda Bates’

Back In the Saddle—you’ll need it.

Add to that an or-else sell for full-face

helmet, armored jacket and crashworthy

boots (unless your prospect’s a lineman),

and where goes the advertising? When

Clem Salvadori this month is crowing

about “respectability” from those rubberstamps

I’d cross the street to avoid? And

where go the statistics? They won’t show

the picked-up scrapes that could otherwise

be fatals. I’d say that rate of 53.79 per

100,000 would start creeping down toward

22. Germans, I suspect, have a grip on

eigentlichkeit.

Rider is glorying about bikes as advertising

hooks for perfume, men’s cologne and

uncrashworthy dresses. This has nothing to

do with German-style steps toward safety.

They’re trading the Freudian Es for one

more word—kitsch.

Thanks,

Allan Slaughter

Eigentlichkeit sort of means something like

‘authenticity’, although it’s hard to say without

several post-graduate degrees and summers in

study-abroad exchange programs where one may be

involved with large, muscular women and natural

as well as synthetic controlled substances.

DAVE’S REPLY:

Gabe, Allan,

Great comments. Many of us got into

motorcycling because we recognized it

was an activity that stirred the soul. There

are so many different facets to riding that

it speaks to many different lifestyles and

personal needs.

The problem over the past 10 years or so

is that motorcycling has been hyped by

the industry as something everyone might

consider as something fun, or entertaining,

or as Allen mentions, Kitsch. We’ve got ads

portraying young women zipping along on

colorful scooters, hair seductively flying in

the breeze. More than a few impressionable

young people have been infected with the

dream of being a handsome biker. Two

days in a training course gets them a full

license to ride the bike of their daydreams.

The state stamps their pass and agrees they

are ready to head out into traffic—or attack

the Crest Highway or the Ortega—or

Deals Gap. The point is, lots of young men

are quickly and easily made into licensed

motorcyclists, without a real education

to the risks, the skills, and the mental

attitudes necessary to survive.

So, lots of these kids crash. Most of the

crashes are serious but not fatal. Lots of

the serious (“morbid”) crashes leave young

people crippled for life. The fatality stats

are often the headline, but for every crash

that resulted in a fatality, there are regularly

another 22 or so morbid crashes. That’s a lot

of carnage.

And it’s a taboo to mention these things

near a dealership or in publications

financed by industry ads, because it

tends to put a crimp in sales. Serious

motorcyclists quickly figure out that riding

is potentially very dangerous, and we take

great pride in being able to beat the odds

by continuing do-it-yourself education. We

appreciate that motorcycling is not merely a

fun thing to do on a sunny afternoon—it’s

an essential part of our value of life.

Statistics are easily made to lie, which is

why I wanted to start the conversation

about the numbers. I’d like to see states

made responsible for applying the results

back into the training and licensing they

offer, to make training/licensing a process

of continual improvement. If your state

requires mandatory training, and the

fatality numbers are going up instead of

down, you should revise your program.

That’s not likely to happen as long as the

motorcycle industry is driving the bus.

Observing that Americans no longer link

motorcycles with the Hollister hijinx of ‘47,

David L Hough

Bummerstan

September 2012 | 30 | CityBike.com

September 2012 | 31 | CityBike.com

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