Motorcycle Loans - The Good, The Bad And The Ugly

Today, the advanced technology has gifted the world with many ease, which are molding the life of the people, making it luxurious, more convenient, for their job been done.
These creating the craze among the people to avail for better ease, resulting the need of car, motorcycle, bungalows, etc. Thus the need for loans arises.

With many types of motorcycle available in the market, a buyer often doesn't pay attention towards the motorcycle loan process. Most common mistakes committed by the customers are that, they fail to make a proper survey about the motorcycle loans available in the market. Don't let the lender confuse you with their various credits scoring scheme and options.

There are various types of motorcycle loans available in the market:

After bankruptcy motorcycle loan - It's an overwhelming experience to get an after bankruptcy motorcycle loan. People having bad credit are often looked by these lenders. Consider the following steps:

1. Be prudent about the shady bad credit motorcycle lenders.
2. Don't be shy to negotiate.
3 Do check your credit Report for any errors.
4 Have the motivation.

- Credit Card Motor cycle Loan - This prove to be of great benefit for new buyers. Cash payment would be of great risk so its better to pay through credit card.
You can also finance your motorcycle through visa, master card, etc.

- High Risk Motorcycle Loans - having good relation with the lender help in getting approved for High Risk Motorcycle loans. There are also many agencies that can help you to evaluate your credit report and to find errors.

- Military Motorcycle Loan - If you are a military personal make sure your address on financing application tallies with your credit reports and also obtain a free credit report. To avoid bank to bank travel one can opt for online military motorcycle loan as the process is hassle free.

- No Credit check Motorcycle Loan - It's hard to get a No Credit Motorcycle Loan, but by online you can do an easy research and find a lender who matches your criteria and low interest rates.

There are other options as well for motorcycle loans, like Used motorcycle Loans, New Motorcycle Loans, Bad Credit Motorcycle loan, etc. Thus, even if you hold bad credit, maintaining a proper attitude and remaining motivated can help you to get the approval for the Motorcycle Loan.


About Guest Author : I loves motorcycle and ride everywhere. Lucky I'm living in Los Angeles, so I can ride all year around. Check out this website.

Starting a 1963 BMW R69S in Cold Weather

 

Starting a 1963 BMW R69S in cold weather

Q:  My 1963 BMW R69S starts OK but takes forever to warm up, even in the relatively temperate winter here in Miami. What I find so odd is that this motorcycle, designed and built in the chilly land where Mr. Fahrenheit was born, has no choke or other discernible accessory to enrich the mixture in cold weather. How can I get it to run on those 40 degree mornings and still be in tune when the temperature goes back up to tropical? - Glenn Patron/Miami, Fla.

A: Regarding your 1963 BMW, the shop manual I have shows you have Bing carburetors that look an awful lot like the one on my 1974 Jawa. There’s no choke, just an enrichment tickler like on an early Amal carb on a British bike. There are several possibilities, none of them all that promising. You don’t say if you are just having an idling problem or if the bike runs rough at larger throttle openings. If it is just an idling problem you could fit a larger idle jet to get you through the winter, but you will probably have too rich an idle once the bike warms up. If it runs rough in general until warmed up you could also up-jet the main, but again, it will likely be too rich when warm. You might be able to adjust the idle mixture screws on the carbs to provide a slightly richer mixture for your winter. Loosen the jam nut locking the idle screw first. I’d start with one-half to one turn counter-clockwise on each carb and see if that improves things. You’ll want to write down whatever adjustment you make so you can come back to the proper summer mix. I’d suggest a faster idle speed, too, but be aware that you’ll upset the balance between the two cylinders if you start twisting the idle speed screws without some way to synch the carbs. MC

Source : http://www.motorcycleclassics.com/

Yogo electric scooter features fast-charging removable battery

Yogo electric scooter features fast-charging removable battery
The yogo, by fledgling British company econogo, is the UK's first and only full production electric scooter that has removable lithium batteries. What’s so good about that? Well, instead of having to run an extension lead from a mains electricity socket inside the house or garage, the yogo’s removable battery allows owners to recharge their scooter’s battery inside their home - or office, which greatly increases the flexibility of a scooter that only has a range of 22 miles per battery charge. Carry another charged battery with you and double the distance you can travel before having to recharge (it only takes an hour).

With a top speed of 38mph, the Yogo’s 1.5kW motor is billed as the equivalent of 100cc motorbike. There is also a smaller-engined version (equal to a 50cc petrol engine) with a top speed of 27mph that owners who passed their British riding test before February 2001 can ride without having to take a CBT test (but not for the bigger motor).

The 1.5kW motor is run by a 30A controller unit which is powered by a fully detachable 20A 52V LiFePO4 battery that weighs 11kg and fits neatly under the seat, and a spare battery can be carried easily on the scooter. econogo says that 100cc and under petrol engines account for 45 percent of the 140,000 powered two-wheelers sold each year in the UK, so it is targeting a healthy market.

The charge time is 1 hour per pack that runs out a range of approximately 23 miles (45 miles with 2 packs). “We believe that much of the <100cc motorbike/scooter market can now be captured by electric vehicles," said James South, Founder of econogo. "Our detachable battery offers people the utmost in convenience and style, as well as being excellent value for money.”

Owners have the added security that the yogo will remain powerless on the street when the battery is detached.

econogo offers the yogo with a number of options such as a selection of graded fabrics and colors for the seat and different paint color for bodywork which can be made to order.

Both versions of the yogo sell for £1999 (US$3073 approx. at time of publishing).

Source : http://www.gizmag.com/

Harley-Davidson Sportster 1200 Sport

Harley Sportsters have been with us for many years now, and with the 1996 1200S Sport edition you could say they've come full circle. First introduced in 1958, Sportsters were based loosely on the K-model racer of the middle to late 50's. Stripped down, narrow, and light-weight, they were considered the Sixties superbike. During the AMF days of the 70's and early 80's, though, the Sporty evolved into Harley's econo-cruiser. With the arrival of the 883 Sportster, and now the Sportster 1200S, Harley has brought the Sporty back to where it started, to compete with semi sporting bikes.

The XL 1200S is an all new model in the Sportster family for 1996. The first road-going Harley to be factory equipped with full-on adjustable sporting suspension, the 1200 Sport features many other enhancements not found on the likes of any other Harley-Davidson. Items such as new 13-spoke cast aluminum wheels mounted with Dunlop K591 Sport Elite tires, flat, sport-styled handlebars, sport-styled seat with textured insert and embroidered Sportster logo, larger 3.3 gallon fuel tank, and dual front, floating-disc brakes turn this Sporty into a serious backroads scratcher.

The addition of fully-adjustable suspension to the new 1200 Sporty is a radical update for the Motor Company. Of course, in the grand scheme of motorcycle building, adding spring- and damping-adjustable suspension components isn't a big deal -- for instance, designing and tooling up a new motor, like Harley did with their five-speed Evolutions a decade ago, is much more costly and labor intensive. No, the new 1200 Sport is a big subjective gain for many.

Source : http://www.motorcycle.com/

Honda to show electric supersports RC-E motorcycle at Tokyo Motor Show

At long last, the world's largest and most influential motorcycle manufacturer appears to be getting serious about electric motorcycles, announcing it will be showing a supersports motorcycle concept at the Tokyo Motor Show next month.

Named the RC-E, the images released by Honda indicate a a super sports motorcycle designed solely for the "the joy of riding."

The brief press statement indicates that the machine is powerful, smooth and will only be the size of a 250cc-class machine. One wonders if Honda will pursue its time-honoured formula for capturing marketplaces - going racing - with the new EV.

I'll be in Tokyo for the show, and simply cannot wait for this one.

Source : http://www.gizmag.com/ - By : Mike Hanlon

SPACE folding bike unfolds with a touch

Folding bicycles are a great idea, in theory. In practice, they often provide a poor riding experience and can be a hassle to stow away. Budapest-based designer Simon Hukaya believes he’s solved both these issues with SPACE – a concept folding bicycle which sports a one-touch unfolding mechanism and 20-inch wheels.

Like other folding bicycles, SPACE is primarily designed to be used as a “last mile” transport solution, folding up neatly when a daily commute necessitates hopping aboard a train, tram, or bus. However, Hukaya states that its 20-inch wheels, which are spaced relatively far apart, allow SPACE to handle better than one might expect from a bike of its type.

The folding mechanism implemented in SPACE consists of a threaded rotation point which pushes the frame out of the original plane and allows the two wheels to come together, while a lock prevents accidental release.

To fold the bicycle, the user presses a button to release the folding mechanism and bring the bike together. To unfold is similarly effortless and involves simply pressing the same button and releasing the two wheels, allowing the resulting momentum to move the bike into the correct shape.

Once duly folded, SPACE measures just 91 x 68 x 47 cm (roughly 35 x 27 x 18 inches) and while in this position, it can also be pulled along by the handlebars to allow easier transportation on foot.

SPACE is still firmly a concept at present, and we've not heard word as to if, or when, Hukaya aims to bring it to market.

Source : http://www.gizmag.com/ - By : Adam Williams

Ducati 848 Streetfighter Review - First Ride

With the world launch of the 1199 Panigale superbike at the EICMA show in Milan still a month away, Ducati filled the interim with an international press launch of the 2012 848 Streetfighter. The combined street and track ride in and around Modena, Italy, exposed the newest naked performer to Sunday morning twisties and trackday duties.

Nearly identical in appearance to the larger 1098 Streetfighter, the new 848 is meant to provide motorcyclists a more affordable and less extreme option to the superbike-powered S model, which is the only other Streetfighter available for 2012 as the standard Streetfighter is being discontinued.

The most obvious difference between the two 2012 Streetfighter models is engine displacement. Whereas the Streetfighter S utilizes Ducati’s 1099cc L-Twin cylinder engine producing a claimed 155 hp and 89 ft.-lb. of torque at 9500 rpm, the new Fighter is powered by an 848cc Twin outputing a claimed 132 hp and 69 ft.-lb. of torque at 10,000 and 9500 rpm, respectively. Producing its peak horsepower 500 rpm higher in the rev range and with a compression ratio of 13.2:1, compared to the S’s 12.5:1, the new SF is a little more high-strung than the larger-displacement model.

Ducati’s crankshaft-derived power figures will decrease when run on a rear-wheel dyno. The 848 Superbike is factory-rated at 140 hp, 8 up from the new Streetfighter due to slightly less valve lift and duration, and it produced 119 hp on the Superflow dyno at Mickey Cohen Motorsports during our middleweight sportbike shootout. Thus, we expect the 848 SF to generate a little over 110 ponies at the rear wheel. 

This amount of power is plenty fun and exciting on a bike weighing approximately 410 pounds full of fluids. On the street there’s enough oomph for any situation, whether it be wheelieing or passing, while on the track the 848 Fighter will make easy work of better bikes with lesser riders.

Set to retail at $13,000, the 848 Streetfighter is substantially more affordable than the $19,000 Streetfighter S but only $2000 less than the soon to be nonexistent $15,000 standard Streetfighter (hurry and get yours now if you perceive the standard 2011 1098 Streetfighter a better value). The 848 does retain Ducati Traction Control, which is a commendable technology to be included at such a low MSRP.

The bigger Streetfighter S model, in addition to the increased power of the larger engine, boasts an Ohlins fork whereas the 848’s front legs are of the Marzocchi variety. Both suspension components are fully adjustable and measure 43mm in diameter. The 848’s front end, however, is steeper than the S with 24.5 degrees of rake compared to 25.6 degrees on the S model. The 848 also has less trail than the S, 103mm vs 114mm, respectively, but the wheelbase of both bikes remains identical at 58.1 inches.

2012 Ducati 848 Streetfighter

New rake and trail figures do little to cure the Streetfighter’s front-end nervousness.

Whether on the street or the track the Streetfighter takes some time for the bike to feel comfortable and/or familiar. The front end on the 848 version as well as the 1099cc original can feel a bit twitchy, especially when leaned into a corner, and trail braking doesn’t come naturally when riding the Streetfighter. With the 848 spanning the same distance between contact patches as the S model but with a steeper rake and less trail suggests that Ducati may still be searching for a better base setup — which if achieved would go a long way in making the bike more inviting — but neither measurement lends itself to improved confidence.

Usually less rake and more trail would help calm down a nervous front end, so Ducati’s unconventional approach of more rake and less trail to apply calm is interesting. Without a 1098 Streetfighter to ride for comparative purposes at the event, it’s hard to say if the change in front end measurements are better or worse, with the issue still persisting, though, it’s definitely not solved.

It wasn’t until the second session on the track that I was riding comfortably fast, pushing the Streetfighter closer to the edge of its performance envelope. The front end’s nervousness and higher handlebars dictate a light touch — ham-fistedness results in a wondering front wheel.

Other significant differences of the 848 SF include a wet rather than dry clutch and new 10-spoke wheels instead of the five-spokers on the S. The tapered aluminum handlebars of the 848 are also 20mm higher than those of the S model. The high seat height of the S, 33 inches, carries over to the new 848, as do the slippery footpegs.

The majority of these changes comprise to make the new 848 Streetfighter a better companion to the motorcyclist who is more concerned with the competency of the Streetfighter as a usable streetbike and less about the upgraded performance of the S model.

The higher handlebars, for instance, relieve some of the pressure on a rider’s wrists allowing for more time spent in the saddle. Because Ducati didn’t go as far as to change the seating position itself, this extra leverage is oftentimes put to use maintaining a comfortable distance between fuel tank and crotch. The combination of a very narrow tank/seat junction and downward sloping seat can make bumpy road riding a testicle-harrowing experience.

On a smooth, closed course racetrack such as the brand new Autodromo Modena (the 848 Streetfighter press intro was the track’s first official function) the narrow seat/tank juncture allows for quick, side-to-side transitioning.

Complaints were made of the original Streetfighter that a rider’s right ankle was forced uncomfortably away from the bike due to an exhaust heat guard. Ducati addressed this on the 2012 848 SF by adding a 10mm spacer to the right footpeg. Yes, the ankle no longer feels at an odd angle, but the modification did take away a degree of lean angle on a bike that has riders touching toe sliders to tarmac in concert with placing a knee on the ground.
The twin front, radially-mounted Brembo brakes and 320mm discs provide good braking power and didn’t fade during our two track sessions, but feel at the adjustable lever is a little vague.

At the rear of the bike a fully adjustable Sachs shock attaches to a cast aluminum single-sided swingarm. The 5.5-inch rim holds a new 180/60 ZR17 Pirelli Diablo Corsa tire. The new size tire provides a wider contact area over its radius, and Pirelli claims improved damping capabilities to provide a smoother ride. Boasting a World Superbike compound on the right and left sides, the tire’s traction was never in question.

The 848 Streetfighter will be available in Fighter Yellow, Ducati Red and Dark Stealth but in any color the bike remains a stunner. The aggressive sex appeal of this motorcycle is undeniable, and if you can manage its few foibles, the 848 Streetfighter should make for a wonderful companion.

With the exception of the uncomfortable tank/seat juncture, the seating position provides plenty of leg room and a respectable distance from seat to footpegs. The higher handlebars will help keep the weight of a passenger off the rider’s back and the increased distance of the footpeg alleviates discomfort of the rider’s right foot.
I personally wouldn’t want to spend more than an afternoon on the Streetfighter, but for a motorcyclist looking for competent weekend carver and occasional track day tool the Streetfighter is all that in an attention-getting package. 

Source : http://www.motorcycle.com/ - By : Tom Roderick

Aprilia Caponord 1200

Another year, another contender in the large-displacement adventure-bike game of thrones. The undisputed king of the segment, the BMW R1200GS, wears the crown. Beemer’s benchmark bike just keeps taking on all comers – and continues to bat down each and every challenge, as in our 2012 Adventure-Tourer shootout. This year brings a reincarnated Aprilia Caponord to the game, initially unveiled at EICMA 2012.

 Based on the aforementioned Dorsoduro 1200, which we loved during our 2011 review, the Caponord has the underpinnings for a great long-distance machine. Throw in the hard panniers, RSV4-inspired styling, ABS, traction control, multiple ride modes, adjustable windscreen, hand guards, and semi-active suspension (aka Aprilia Dynamic Damping) and the technology-laden Caponord is sure to be a contender for the A-T crown this year.

We’re glad to see Aprilia jumping on the A-T bandwagon in a big way. But it faces some stiff competition for top honors. "Since its introduction the Ducati Multistrada has been in a class by itself,” says Content Editor Tom Roderick. “This new Caponord, with semi-active suspension, looks to finally give the Duc a run for its money."

In regards to the Beemer, Associate Editor Jon Langston remains skeptical. “Knocking the GS from the top of the heap has proven impossible thus far. It’ll be interesting to see how well the new Caponord measures up – not only to the GS, but against the other contenders.”

Source : http://www.motorcycle.com/ – By : roy Siahaan/Staff

Max reigns supreme in 2012 WSBK Race 1

Former multiple world champion Max "the Roman Emperor" Biaggi took his Aprilia RSV4 to victory in the first race of the 2012 World Superbike season at Australia's Phillip Island today.Starting from second on the grid behind Tom Sykes on the Kawasaki ZX10R and in front of reigning champion Carlos Checa riding his #7 Ducati, Biaggi rode a dominant race after an early incident saw early race-leader Checa retire after a dramatic high-side while exiting the blindingly fast turn 12, fortunately walking away unhurt.

After a tragic race incident yesterday which saw 17 year old Oscar McInyre succumb to his injuries after crashing and colliding with two other riders during the Superstock 600cc Championship race, superpole was cancelled and the WSBK grid was decided after averaging the practice times from the previous two sessions. The fastest rider during practice, Tom Sykes, was awarded pole and he led into the first corner but was then soon overtaken by Checa with Biaggi in hot contention.

Biaggi eventually won by over 8 seconds from fellow Italian Marco Melandri who had an impressive race on his BMW S1000RR to take second podium position from 13th on the grid, with Sylvain Guintoli, the only Ducati to score a podium, coming in third.

We noticed that Carlos Checa had a slight limp in the pits after the race and we hope he is able to be at full strength for the second race.

We also extend our sincerest condolences to the family and friends of Oscar McIntyre.

Inside Deus ex Machina

At Deus ex Machina, Los Angeles’ new biker boutique with a different spin, enthusiasts of clothing, surfing, custom bikes, coffee and baked goods, will be surrounded by coolness galore. The company, originally founded in Australia, now has locations worldwide, including the Los Angeles-based connection recently opened on Lincoln Boulevard near Venice Beach.

When not riding his 1973 Triumph T120V, General Manager Julian Heppekausen says Deus “Is all based around creating a family and community around the business, and everyone having a good time while sharing that culture.” One way Deus creates this culture is frequently orchestrating a variety of bike-oriented/pop culture events. This particular one, the “Sound and Vision Vintage Swapmeet,” focused on bringing together fans and vendors of vintage music and photography.


 A potpourri of classic amplifiers and speakers shared space with tons of vintage LPs and mountains of posters and photos, while camera buffs ogled old shutterbugs offered at swap meet prices. Beer was free (with a catch) and “bangers” (aka sausages) and onions were grilling on the barbie. Bands kept the beat going while bikes of all sizes, shapes and vintages rolled in throughout the day. The sun was shining and it was definitely a Dog’s Day Afternoon with fun for all.In fact, Deus Ex Machina intrigued us enough to warrant a full-on feature story that you’ll see on these pages in the coming weeks. For now, enjoy these pictures from one of Southern California’s more eclectic moto-hangouts.

Best Standard Kawasaki Z1000

In our Oddball Sport-Touring Shootout the Z surprised even us as to how well it performs when placed into a role where it isn’t expected to excel.

The Z1000 is adept at stunts like this. However, after much experience blasting around town, and up and down the state of California, we found the Z makes an excellent all-‘round motorcycle. Rebirth of the UJM, perhaps?

The Z1000 is adept at stunts like this. However, after much experience blasting around town, and up and down the state of California, we found the Z makes an excellent all-‘round motorcycle. Rebirth of the UJM, perhaps?

Its nod to the streetfighter style means an open, upright riding position with little to shield the rider from the elements. Yet rarely does a rider feel cheated by a lack of a substantial windshield. An easy reach to the one-piece handlebar, roomy cockpit, humane seat height and a 481-lb wet weight combine to make the Z a friendly, manageable motorcycle. Smooth, linear power from its liter-class inline-Four paired with excellent throttle response enhances the Z1000’s user-friendly nature. But with over 123 hp at the wheel, an agile yet stable chassis and good brakes, the Z is a wolf in sheep’s clothing.

The naked Kawi’s numerous admirable qualities mean to us that this bike is capable of filling many roles, making a case for itself as a new UJM. From commuter to canyon-carving sportbike slayer, from a lightweight tourer to everyday transportation, the Z’s got it covered. It even makes more horsepower and torque than MV Agusta’s $4,500 costlier Brutale 990R. The Z1000 does all this for the modest sum of $10,499.

Best Sport Touring BMW K1600GT

Designating a touring motorcycle is fairly straightforward, but defining a sport-touring motorcycle always seems a more contentious task and is a debate we’ve ‘rassled with many times. But when BMW’s performance-driven K1600 machines came along, choosing a class-leading sport-tourer became much easier.

The K1600GT possess all of the K1600GTL’s engine power, handling prowess, and technological wizardry. But in the interest of appealing to riders that want all of the GTL’s performance, yet don’t want a cross-country ready rig (not that the GT isn’t capable of gobbling up hundreds of miles at a time), the GT ditches the GTL’s trunk box and employs a sportier windscreen shape (read: slightly less wind protection in some positions). Of course, the GT’s windshield is also electronically adjustable.

Just as the Touring category remains largely unchanged from last year, so, too, does Sport-Touring, thus the K1600GT easily wins this department for a second year. To repeat ourselves from 2011, the K1600GT is the Gold Wing that retiring track addicts would hope for.

Kawasaki Versys Review

Since its introduction four years ago, some have grappled with defining this competent but somewhat ambiguous 649cc parallel-Twin all-round sport motorcycle, which even Kawasaki once listed on its website under “Dual Purpose.”

Its name is contrived from the words “versatile” and “system,” and offers some clues.

The Versys takes elements from dual-purpose bikes, standards, adventure-tourers and sportbikes; sharing characteristics of all, but neatly fitting into the category of none.

See the stylistic family resemblance between the Versys and shorter travel ER-6n? The Versys has more sophisticated suspension and stronger midrange power, and is every bit as much the sporting machine as the ER.

In fact, it is essentially a longer-travel ER-6n, albeit with a more sophisticated inverted fork, an asymmetrical “gullwing” aluminum swingarm, retuned engine for broad midrange power, and with unique looks.

The Versys is led by the ER-6n and followed by the Ninja 650R. Don’t let the green bike’s racer looks deceive you. The Ninja has nothing on the Versys when the roads get twisty.

The Versys and ER-6n also share many features with their fraternal-triplet sibling, the Ninja 650R. But while the Ninja 650R and ER-6n have identical, peakier versions of the same engine, the Versys has revised intake and exhaust cams, a 10.6:1 compression ratio instead of 11.3:1, and redline set 500 rpm lower at 10,500.

While officially considered a “worldwide bike,” the Versys was designed first for the European and Canadian markets, and launched there in 2006. Then after many requests from U.S. riders, Kawasaki brought it in, at first as a 49-state 2008 model. California got its Versys in 2009, when a required evaporative emissions canister was fitted.

Even so, the bike is still much better appreciated in Europe, as evidenced by its sales performance.

“We also have to realize that the lion's share of Versys are purchased in Europe where they understand and embrace this type of motorcycle and where it is ridden enthusiastically,” says Kawasaki’s Public Relations Supervisor, Russ Brenan.

The American motorcycle press never underappreciated the Versys, however, and some publications loaded it with accolades, saying it is well suited for anyone, be they new or experienced or somewhere in between.

This leads us to wonder whether this hearty and unanimous recommendation was received just like a lot of advice so often is from an experienced elder – disregarded by the kids who know better!


To wit, Kawasaki says 64% of U.S. Versys purchasers are age 45 and older, and 62% have more than five years riding experience.

In contrast, riders under age 25 comprise just 2% of U.S. Versys buyers, and those age 25 to 34 represent a mere 8%.

We might euphemistically attribute this to different priorities between younger U.S. riders and their European counterparts, including possible objections over its “funky” appearance.

But whether its looks will enhance the image you think you represent, or not, the Versys is aptly named. 

Its is good at nearly any kind of on-road riding you can throw at it – from grocery getting, to commuting, to sport riding, to exploring even the roughest of roads nearby, or on tour.

The 2010 Versys received a styling overhaul while leaving its functional aspects – engine, 6-speed cassette transmission and brakes – intact.

Plastic Surgery

This year’s model received mostly stylistic bodywork tweaks, which while subtle, are not few.

A new stacked headlight leads the way for the 2010 Versys.

The Versys’ face is as distinctive as ever, now with dual stacked headlights. Its semi-double-cradle, high-tensile steel frame is adorned with new plastic, ranging from a re-sculpted fairing, radiator shroud, engine covers and rear fender.

Blocking the wind is a bigger three-way adjustable windscreen which protects the rider surprisingly well. Kawasaki also offers a “Tall Windshield” for $159.95, and a “Vario Windshield” with a wider, taller base, and adjustable spoiler for $199.95.

This year, new mirrors, turn signals and an LED tail light from the Z1000 are also included.

The counterbalanced engine is reasonably smooth, but rigid rear engine mounts were replaced with rubber mounts, and the footpegs now utilize hollow rubber inserts to further quell vibration.

Kawasaki Vulcan 1700 Vaquero Preview

For 2011 Kawasaki continues the bagger segment growth trend with its Vulcan 1700-based Vaquero.

A blacked-out color scheme distinguishes the Vaquero from its Vulcan brethren while creating a turnkey custom look. The engine, air-cleaner cover, wheels, fork assembly and tank cover all get the blackout treatment; chrome accents (engine guards, exhaust, mirrors, etc.) provide just enough gleam to tactfully offset the Vaquero’s dark matter.

Building on the blackout theme is the Ebony paint scheme; but if an all-black bike is a bit much for you the Vaquero is also available in Candy Fire Red.

As part of the Vulcan 1700 Vaquero’s name implies, the same 52-degree, SOHC, 1700cc V-Twin that motivates the entire 2011 Vulcan line (including the Voyager, Classic and Nomad) powers the Vaquero.

Introduced in 2009 as an all-new upgrade over the Vulcan 1600, the big 1700cc (103.7 c.i.) lump utilizes a single-pin crank for that genuine “Big Twin feel,” and overdriven fifth and sixth gears keep engine rpm low while a claimed 108 ft-lbs help you bomb along at freeway pace.

Dual 300mm front discs with twin-piston calipers and a 300mm rear disc with a two-piston caliper help reel in that healthy torque.

The Vaquero’s 28.7-inch seat height is the same as on the Vulcan 1700 Voyager and Nomad, while a 5.3-gallon fuel capacity is shared across the Vulcan lineup. A claimed ready-to-ride curb weight of 836 pounds for the Vaquero is within a hair’s width of the

The Vaquero is ready for overnighters with its lockable, side-loading, 10-gallon capacity (per bag) hard bags. A “chopped” frame-mounted fairing – repurposed from the Vulcan Voyager tourer – lends to the Vaquero’s bagger look that’s highly evocative of Harley’s Road Glide.

Also Harley-like is an ignition key that’s removable once the Vaquero is started. The impetus behind this is to prevent the key(s) from nicking up the finish around the ignition area.

Tucked inside the appearance-defining fairing is a centrally placed LCD readout flanked by analog speedo and tachometer dials; analog fuel and temp gauges round out the instrument package. The dials feature large numbers and chrome bezels to create a muscle-car atmosphere in the cockpit.

A robust sound system consists of an AM/FM/WX tuner pumping out the sounds through twin speakers and is compatible with iPod, XM tuner or CB radio units. Additional radio controllers are located on the left switchgear for convenience, while electronic cruise control switches are mounted on the right side switchgear.

The cockpit and sound system is generally the same as on the Vulcan Voyager.


Kawasaki offers optional accessories to personalize and increase the creature comfort level of your Vaquero. A few of these Kawi-approved goodies include: grip heaters, dual gel saddle, solo seat, heated solo seat, rider backrest, quick-release backrest, passenger floorboard kit, saddlebag liners, luggage rack, quick-release solo luggage rack, rear engine guards, auxiliary riding lights, DC power sockets, headset kit, GPS mount, billet handlebar clamp, engine cover, saddlebag top and side rails, front fender trim and more.
The 2011 Vulcan Vaquero should hit Kawasaki dealer showrooms by late October and will retail for $16,499.

First Impression: 1997 Suzuki XF650 Freewind

"Hey! What's going on here?" I shout to myself while the right footpeg leaves a trail of rubber on the asphalt of my favorite canyon road. "This is supposed to be a budget priced, do-it-all beginner's bike? What's going on here?" But first things first.

Suzuki's engineers always seemed to have a keen hand for crafting good value bikes. It's surprising that a do-everything sort of bike was missing from their line-up. Enter the new Suzuki XF650 Freewind for 1997, a true all-'rounder. Naturally, this depends on your definition of the perfect do-it-all bike. We're not talking about just street riding, so the new crop of naked "standard" mounts, such as Suzuki's own Bandit, just won't do.

Also, the bike should be plenty capable of touring road work while still being able to tackle the occasional fire road or trail, so that rules out most dual purpose machines as well.

For many Americans and Europeans the answer has been BMW's F650, a bike that's topped European sales charts the last few years and might do the same in the U.S..
 The Japanese have been slow to catch up with this trend, but now Suzuki is playing along. And with a price tag that blows away the BMW.

Suzuki built their Beemer-beater simply: they took the engine from their successful DR650 dual-purpose mount, slotted it in a lowered frame and equipped it with an abundance of road-oriented features such as massive body work, a useful fairing and 19-inch front wheel.

Result?

The most European-looking Japanese bike made in the last few years. With its understated Suzuki logo the Freewind appears more like the spawn of a fancy Italian manufacturer and celebrity designer than a committee-designed big-four machine.

On the street many onlookers refused to believe that those sensuous curves belonged to "just another Suzuki." You won't see much of its styling from the saddle, right?

So let's get moving. Taking the Freewind off its stand takes very little effort. Indeed, it's no heavyweight at 360 pounds. The first shocker comes gazing upon the instrument panel, or should I say instrument screen, as it's 100 percent LCD. After putting LCD odometers in their latest sportbikes, Suzuki equipped the Freewind with a complete LCD panel, displaying speed with digital numbers and revs with a graphic bar. It has a nice fuel gauge to boot. And you know what? It works better than expected.

"Even in strong sunshine everything is easily read, and its rev bar and speedo are fun to watch, too."

Start the Freewind and you'll hear a very muted and un-thumper-like sound. This should come as no surprise, with noise regulations being what they are these days. What is surprising was its lack of stomp from idle when compared to its livelier cousin, the DR650.

Suzuki's Freewind will still pull a wheelie if actively persuaded, but a less-experienced rider shouldn't fear the bike ever doing an unwelcome rear wheel stand.

A quick get away from a full stop requires a lot of revs, but from then on the Freewind gets into its stride and accelerates smartly. The general feel is soft.

With a reasonable seat height of 32.5 inches that sags quite a lot with rider weight, you get an excellent beginner's mount. It should be noted that like the DR650, the Freewind can be made even lower by readjusting its suspension.

The wide off-road type bars allow for plenty of leverage in tight situations, and all other controls are extremely light. The seating position does feel a bit odd at first, with a deeply curved seat locking the rider into a fixed position, but after a long time in the saddle this proved to be a rather comfortable compromise.

Good city manners are expected from a dual purpose hybrid. Less expected is the excellent freeway behavior. Try cruising at more than 70 mph on most big trailies and you'll get plenty of handlebar wag.

Thanks to its 19-inch front wheel and low mounted aerodynamic fender, the Freewind shows none of this misbehavior, tracking straight and true at elevated speeds.

Its single lung engine enjoys stretching those gear changes too, and what you get is seamless acceleration.

"Even more impressive is the total lack of vibration from its engine at all revs."

You'll be hard pressed to find a smoother running single. When you consider that Suzuki achieved this smoothness by using just one balance shaft (to save weight) instead of the usual two found in most singles, you can appreciate what a great design this mill really is. Its smoothness allows for long periods of high-speed mile eating. Also, the Freewind's fairing does a good job protecting the rider's chest from windblast. I'm a fairly tall rider, so shorter riders should find even more peace behind the screen.

"...Suzuki's Freewind offers a true, rounded and sorted package..."

All this might sound a bit too sedate and proper, and the Freewind indeed has that user friendly personality that prompted Suzuki-Europe to target women riders, but the XF650 turns out to have a strong liking for kinks and sick lean angles. Yes, we all know that D-P bikes can run circles around sportbikes in the tight twisties, but truly the Freewind is in a league of its own.

Thanks to its lowered and stiffened DR suspension, the XF stays firm and steady at lean angles and speeds of which most D-P bikes can only dream. No less important in the traction equation are the excellent Pirelli MT80 tires. They are totally road oriented and seem to be made from a track compound that allows footpeg scraping in a bike with supposedly endless ground clearance.

Well, you say, my Bandit 600 can do all the above with ease and power to spare. But what do you do when the road ends? I know I wasn't supposed to, but the temptation to try the Freewind on a trail was too great. In a word, the Suzuki can cope, and rather well at that.

Fire roads are entirely within its scope, and only its expensive looking plastic and shortened suspension persuade you not to take on too big a challenge. With a good rider aboard and proper tires, the Freewind could tackle any hard-packed flat trail. It is nice to know that off-road ability is there.

This new segment of light, single-cylinder do-it-all bikes is now alive and kicking. Until now, BMW pretty much owned the market, but not any more. With a price tag in some markets around 15 percent cheaper than the F650, Suzuki's  Freewind offers a true, rounded and sorted package that will take a rider in comfort to almost anywhere, both on- and off-road.

For a beginning rider who doesn't know what their preferred kick might be, the XF650 can supply a guided tour through most motorcycling activities. And next time you think those road-going pseudo trailies are dull and boring, go out and check your local canyon road. You might be in for a surprise.


Specifications:

Manufacturer: Suzuki
Model: XF650 Freewind
Engine: Four-valve single-cylinder, air-oil cooled
Bore and Stroke: 100 x 82mm
Displacement: 644cc
Carburetion: Twin 32mm Mikuni
Claimed power: 47 hp @ 7000 rpm
Transmission: 5-speed
Wheelbase: 58.3 in (1465mm); 57.3 in (1455mm) lowered position
Seat height: 32.6 in (830mm); 31.5 in (800mm) lowered position
Fuel Capacity: 4.9 gal (18.5 liters)
Weight: 355 lbs (162 kg)

BMW K 1200 S sets 175.57 mph World Land Speed Record

"It was a rare opportunity for me and BMW," commented Sills, an avid BMW enthusiast, who, collectively, has amassed more than 300,000 miles on four BMW motorcycles within the last seven years. Sills went on to say, "The best part is that our record on the stock BMW K 1200 S matched to the mile, the historic last record run of 173.68 mph by Ernst Henne on a specially equipped streamlined BMW! He must have been watching over us."

Sills, who began making his mark on the Bonneville Salt Flats four years ago and who holds the world 80cc and 100cc motorcycle streamliner records, also clocked a record speed of 169 mph, riding the K 1200 S two-up with passenger Erin Hunter. The pair received a standing ovation from a cheering crowd of fellow competitors as they made their way into the pits.

The records, which were ratified on October 25, 2005, were set September 8, 2005 according to rules set forth by the Federation Internationale de Motocyclisme (FIM), the century-old, Swiss-based governing body for five motorcycling disciplines (road racing, motocross, trial, enduro and track racing).

Another record at Bonneville was achieved by Brian Parriott and San Jose BMW, fielding the BMW K 1200 R Power Cup bike, setting an AMA speed record for unstreamlined motorcycles in the 1300cc class at an average of 164.480 mph and top speed of 167.331mph. San Jose BMW is also no stranger to Bonneville, having previously set the 1000cc world record with their infamous R 100 "Wrecking Ball".

The new BMW K 1200 S is the most powerful motorcycle ever produced by BMW Motorrad. A 167 horsepower engine delivers performance of 0 to 60 mph in 2.8 seconds. Yet, its unbridled engine power is effortlessly controlled by a newly designed six-speed gearbox and an all-new front suspension system, called the Duolever - another first-ever innovation found on the K 1200 S, delivering comfort, nimble control and an unprecedented capability for speed. The BMW K 1200 S has been available for sale through authorized BMW Motorrad retailers as of May of this year.

Record setting speeds were set in mph, and thus have not been converted to km/h.

2011 Honda Silver Wing ABS Review

A lot of scooterists want specialization from their ride. They want a grocery getter. They want a sport-tourer. They want a commuter. They want a lifestyle accessory. And so the permutations of scooters produced by various manufacturers cater to a variety of those tastes, wants and needs.

And that makes life rough for the riders who want it all. Searching for a do-anything machine can prove maddening in a world of specialization. It’s a little like trying to find a good general practitioner when you’re hunting for a doctor; all you come up with are docs with rarified pedigrees.

The 2011 Silver Wing continues with its same swoopy, aerodynamic design. It’s definitely attractive, but an update might be in order.

Fortunately, Honda’s Silver Wing answers that call for a scooter that is as happy on a long road trip as it is making the daily commute. And maybe that shouldn’t come as a surprise. The Silver Wing has picked up a number of fans over a decade for its blend of power and practicality.

A generous fixed windscreen provides ample protection.

Let’s start with the first half of that blend when looking at the 2011 edition of the Silver Wing. In terms of power, a 582cc liquid-cooled parallel-Twin with DOHC (four valves per cylinder) and EFI sits at the heart of the Silver Wing to deliver smooth and steady power. This yields nice off-the-line acceleration and enough power to give you confidence that you can escape any uncomfortable situations that might develop on the road.

Flying around Southern California’s network of freeways, the Wing's 582cc Twin is awake and ready for action — you twist, it goes. Blasting past drivers that were rolling chicanes holding up traffic and other highway and interstate obstructions was effortless and seemed second nature to both rider and scooter. During regular freeway cruising, the Silver Wing felt entirely happy sitting at 70 mph or so for long periods of time. The parallel-Twin just keeps humming below, like an appliance.

In fact, the Silver Wing often feels like it was made with the freeway in mind, because the scooter delivers a full package experience on the freeway. That smooth, steady, always-there power was complemented by terrific, rail-like handling. I chalk that up to the fore and aft suspension. Up front you’ll find a 41mm hydraulic fork with 4.7 inches of travel, and in back dual hydraulic shocks featuring five-position spring-preload adjustability and 4.5 inches travel.

Both fore and aft you’ll find single 276 mm discs with a three-piston calipers that offer not only ABS, but a dual-braking system.

The result is a surprisingly level at stability higher speeds, which adds to the overall confidence and enjoyability of the ride. The rider doesn’t have to constantly look ahead to pick lines through bad pavement and the like, and can instead concentrate on the important things, like what’s happening with traffic up ahead. About the only time you do feel the pavement is when the road truly gets rough, but even then, the motorcycle-like amounts of suspension travel soften any blows and keep you on track.

Braking is the big deal on the 2011 edition. This year’s Silver Wing offers a combination of both ABS and dual braking. Both fore and aft you’ll find single 276 mm discs with a three-piston calipers. While I wish that a scooter with a 550-pound curb weight would have twin discs up front, I have to give props to the scooter’s overall braking system.

And I call it a system for a reason: How you apply the brakes determines how the pistons actuate as part of the overall dual braking scheme. Squeeze the front and two of the three pistons engage. Squeeze the back and the third front piston kicks in along with the rear pistons. It sounds completely unnatural, but the result is stopping power that feels completely natural and predictable. Most importantly, it brings those 550 pounds to a quick, surprise-free halt.

Given that you’ll probably spend longer stretches in the saddle, I have to give big points to the Silver Wing’s seat and ergonomics. The riding positions on maxi scoots are a major pet peeve of mine. I’m not a huge fan of the legs-forward position that is almost forced on riders of larger scooters. I much prefer to be on top of a ride, rather than in it. But the Silver Wing gets it right. The seat height and position were perfect for me and, with an adjustable backrest, I didn’t find myself searching around for a good position like I do on a lot of other sloping, scooter saddles.

For two-up riding, the pillion portion of the saddle is equally generous, and flip-out footpegs ensure the passenger is in position that is comfortable yet still stable for the pilot.

Also a generous fixed windscreen paired with aerodynamic design ensures provides good protection from the wind. It’s also worth noting that the Silver Wing seems less affected by crosswinds, as well. I’m not sure why that is, because the Silver wing appears to have just as much bodywork as any other maxi scoot, but even through strong gusts from the side, the scooter felt firmly planted on the pavement.

From a utility perspective, the Silver Wing’s under-seat storage offers 14.5 gallons of stowage, which provides more than enough space to house your helmet and riding gear when you're parked, and a bag and your lunch when you’re headed to work. Or some grocery bags if you’re hitting the supermarket.

On longer trips you might find the trunk a little limiting due to its stepped shape. The flat portion at the rear of the trunk space steeply slopes down in such a way that it makes longer items hard to fit. For instance, testing it out with some camping gear, I found that after stowing my ultra-light sleeping bag and tent/bivvy I was running out of space and realized I’d have to sling my daypack of clothes and small items I was hoping to fit in the trunk over my shoulders.

Jutting behind the seat is a mount for a top box for more storage. It fits the scooter’s lines well, and my only complaint is that I wish it had some kind of spot where one could fit a bungie cord or two in order to strap down odd items and use that mount as a rack.

Up front, you’ll find no standard glovebox on the Silver Wing. Instead there is a shallow compartment on one side for smaller items such as shades or toll-road cash, and on the other is a much deeper, narrower compartment for fitting… a 40-ouncer? A halibut? It’s an oddly shaped space that seems perfect for loaves of bread.

If you can figure out what this space is intended for, you win whatever goes in it. We think it’s for baguettes.
  
A perfect spot for shades, toll-road cash or a passport.

Styling-wise, the Silver Wing is pretty much the same Silver Wing before except this time you can get it in any color as long as its black. Admittedly, the 2011 Silver Wing’s black livery is particularly attractive when complementing the rest of the package. It’s a look that works well, but couldn’t Honda offer at least one additional color?

The Silver Wing’s controls and dials offer no frills, but are easily read and used. The bars offer a comfortable riding position that still offers good control.

But maybe an extra color would be a half measure. What I think a lot of prospective Silver Wing owners would truly jump at is a new look. The current Silver Wing look is a good one. I like its long, swoopy, aerodynamic lines, but it’s time for an update. The Silver Wing GT 600 found overseas offers some more aggressive styling, and perhaps that could be a direction the scooter’s design could go in. Suffice it to say that the scooter needs an style update.

The other question mark I have is the Silver Wing’s $9,099 starting price. For me, that seems a little steep for a scooter that, while powerful and with excellent handling, has yet to receive a fresh look and lacks some of the extras that would instantly demand a top asking price. That said, I think the Silver Wing’s crafty linked braking alone is worth additional money.

All in all, the Silver Wing has had more than 10 years to hit its stride, and it’s a confident stride at that. With solid handling and a beefy powerplant paired with good utility, the Wing delivers a balance that is often hard to find. If you’re seeking a do-it-all maxi scoot, the Silver Wing should be on your short list.

2013 Harley-Davidson CVO Overview

New to the 2013 CVO stage are the Road King and Breakout while the Ultra Classic Electra Glide and Road Glide Custom return for encore performances. Auspicious is the 2013 model year for Harley-Davidson as the company celebrates 110 years of motorcycle manufacturing. To augment the occasion, Harley is offering three CVOs in anniversary garb with 110th-anniversary badging and fuel tank medallions, but the Breakout is way too cool to participate in any organized merrymaking.

They’re all special, but our personal favorite of the four 2013 CVO models is the new Softail Breakout in its Hard Candy Gold Dust/Liquid Sun with Pagan Gold Graphics color scheme.

Standard among all CVO models is the Screamin’ Eagle Twin Cam 110 engine (110B on the Breakout) and the new Assist & Slip Clutch Pack said to reduce driveline loading during downshifts. The clutch lever has been reshaped to optimize control while clutch action is reduced by 10 percent and clutch lever hold-in force is 17 percent lower. Twenty-thirteen CVOs also come with cruise control, ABS and H-D’s Smart Security System as standard equipment.
Extra benefits when purchasing a 2013 CVO come in the form of a CVO embroidered indoor/outdoor storage cover and a one-year membership to the H-D museum including all kinds of special CVO privileges and discounts.
Let’s now get on to the specifics of each new 2013 CVO model.

The Heavy Breather intake attached to the Screamin’ Eagle Twin Cam 110B engine emphasizes the Breakout’s virility.

2013 Harley-Davidson CVO Breakout
Price: $26,499
Worldwide Production: 1,900 units
Performance: 112 ft. lbs. @ 3500rpm
Colors:      • Black Diamond/Molten Silver with Crushed Slate Graphics
   • Crimson Red Sunglo/Scarlet Lace with Hammered Sterling Graphics
   • Hard Candy Gold Dust/Liquid Sun with Pagan Gold Graphics

Best power-to-weight ratio of any 2013 Harley, but cornering ability is limited because of minimal ground clearance and suspension travel.

Polished chrome Turbine wheels rolling on a fat 240/40-18 rear tire and equally wide 130/60-21 front with fenders chopped to the legal limit to show off as much rubber as possible, the new Breakout strikes an imposing profile without trying. Weighing 724 pounds wet and producing a claimed 112 ft.-lb. of torque at 3500 rpm, the Breakout boasts the best power-to-weight ratio of any 2013 Harley-Davidson model.
Powering the CVO Softail is a Screamin’ Eagle Twin Cam 110B engine with a Heavy Breather intake. The Electronic Sequential Port Fuel-Injected (ESPFI) motor is manipulated via Electronic Throttle Control (ETC) and the power is delivered to the rear wheel by way of hydraulic clutch operation, an Assist & Slip Clutch Pack, and a 6-speed Cruise Drive transmission.
Of the three paint schemes two feature hand-polished steel sections on the fuel tank and fenders while the third incorporates hand-laid lace stenciling. While the two hand-polished Breakouts sport black leather seats, the Crimson Red model flaunts brown leather seats. The CVO Breakout also boasts a polished and chromed single-rib cast aluminum oil tank.
For a full review of the 2013 CVO Breakout click here.

Absent since 2008, the Road King returns to the CVO lineup with an MSRP almost identical to its predecessor from five years ago.

2013 Harley-Davidson CVO Road King
Price: $29,999/$30,999 anniversary model
Worldwide Production: 3,620 units including 900 anniversary models
Performance: 118 ft. lbs. @ 3750rpm
Colors:    • Burgundy Blaze with Hot Fusion Graphics
   • Crushed Sapphire with Cold Fusion Graphics
   • 110th Anniversary Edition Diamond Dust/Obsidian with Palladium Graphics
    

The Wind Splitter windshield with adjustable venting works, but some may not approve of its styling, and for that it’s detachable.

The Road King isn’t new to the CVO scene, having received the customized treatment on four other occasions, but at $29,999 next year’s CVO Road King is priced nearly the same as its last iteration in 2008, but with 2013 model-year amenities. The new CVO Road King is the first Road King to receive a factory-installed audio system with a 200-watt amplifier. The system features handlebar controls for operating the included 8GB iPod or your personal iPod/iPhone. Sound is pumped through two 5.25-inch speakers mounted in the fairing lowers and two 5x7-inch speakers located in the saddlebag lids. A handy carrying pouch in the saddlebag keeps the iPod/iPhone safe and dry when riding.
The 2013 CVO Road King is distinctive by way of its vented Wind Splitter windshield. The detachable windshield was developed in the Wichita State University’s wind tunnel. Using computational fluid dynamics, the H-D team was better able to determine the flow of air over and around objects thus significantly reducing wind buffeting to the rider. The vane within the vent is adjustable to match air flow to a rider’s preference. Not a breakthrough technology, the vented windscreen does, however, work as described while its swoopy design distinguishes it from lesser aftermarket options.
Other 2013 refinements include a new, ergonomically designed, 1.25-inch, chromed handlebar and a solo touring seat (via a removable passenger pillion) with a lower seat height. A low-profile console includes both a speedometer and a tachometer, and features programmable background colors. A new painting process features hand-finished graphics created with textures and solvents in a multistep process resulting in unique detailing on each motorcycle.

Back in black, the CVO Road Glide Custom returns for 2013 in its more-black-than-chrome guise.

2013 Harley-Davidson CVO Road Glide Custom
Price: $32,999/$33,999 anniversary model
Worldwide Production: 3,150 units including 900 anniversary models
Performance: 122 ft. lbs. @ 3750rpm
Colors:    • Atomic Orange/Galaxy Grey with Edge Graphics
   • Roman Gold/Burnt Emerald with Edge Graphics
   • 110th Anniversary Edition Diamond Dust/Obsidian with Palladium Graphics
    

If light made noise, the dual LED Daymaker headlights illuminating the way for the CVO Road Glide Custom would be deafening.

While not exactly a Dark Custom, the blacked-out CVO Road Glide Custom introduced last year returns for 2013 with one magnificently bright trait — the Daymaker LED headlight. A first for any production Harley, the LED headlamp, compared to a halogen bulb, increases low-beam lighting distance (punch) by 30 feet (345 ft. vs 315 ft.), and the spread of light by 55 feet (120 ft. vs 65 ft.). High-beam effectiveness is even more impressive, increasing the headlight’s punch from 610 feet to an amazing 740 feet (an increase of 130 feet.), and the spread from 110 feet to 120 feet.
Viewed side-by-side at night with last year’s halogen-equipped Road Glide, the increased viewable field is obvious, and while the LED low-beam and high-beam lights are 37 and 31 percent brighter, respectively, power consumption is reduced by 50 percent.
Like the Road King, the 2013 CVO Road Glide gets the new 200-watt amplifier to feed its six speakers: two 5x7-inch fairing-mounted speakers, two 2-inch dash-mounted tweeters, and new for 2013, two 5x7-inch saddlebag lid speakers with bridged tweeters. Gone is last year’s unsightly radio antenna, now hidden within the fairing. The Harman/Kardon stereo features CD/AM/FM/WB and comes standard with an 8GP iPod in the right saddlebag.

With 122 ft. lbs. of torque on tap at 3750 rpm, the Road Glide boasts the highest performing CVO engine. Complemented with respectable ground clearance, the Road Glide makes for a sporty handling bagger.

Also new on the 2013 Road Glide Custom is the 1.25-inch, internally wired, black powder coated handlebars, a smoked Wind Splitter windscreen with a ghosted H-D graphic, diamond pattern leather seats, as well as hand controls, brake pedal, pegs, floorboards and heel shifter from the new Sliptstream Collection.

The best bagger in the business is the CVO Ultra Classic Electra Glide. The only way to one-up this machine is to throw down the extra thou for the Anniversary Model.

2013 Harley-Davidson CVO Ultra Classic Electra Glide
Price: $37,599/$38,599 anniversary model
Worldwide Production: 3,900 units including 1,100 anniversary models
Performance: 118 ft. lbs. @ 3750rpm
Colors:    • Stardust Silver/Dark Slate/Titanium Dust with Thunderblade Graphics
   • Tribal Orange/Dark Slate/Inferno Orange with Thunderblade Graphics
   • Typhoon Maroon/Black Diamond/Burgundy Blaze with Thunderblade Graphics
   • 110th Anniversary Edition Diamond Dust/Obsidian with Palladium Graphics

I could spend all day, every day in this position until financial ruin or death made me stop. Yep, the seat is that comfortable.

At $38,599 the 2013 CVO Ultra Classic Electra Glide Anniversary Edition earns the honor of most expensive production Harley-Davidson, but the standard model at $37,599 is only $350 more expensive than the 2012 model it’s replacing.
One of the most comfortable full-dress touring cruisers available today, the Ultra Classic Electra Glide is also an impressive performer in its own right. Having the pleasure to be aboard the CVO Ultra Classic Electra Glide on a spirited ride through the coastal mountains North of Monterey, California, during the CVO’s recent press introduction, I later parked the bike with a newfound appreciation for its handling mannerisms. Along a particularly bumpy stretch of asphalt, the FLHTCUSE bottomed its suspension a couple times and scraped its floorboards now and again, but it never once lost composure, which, for a bike weighing 927 pounds wet, is quite an accomplishment.
And all this backroad scratching is taking place with music streaming from my iPhone safely secured in the saddlebag and blaring through the Harman/Kardon stereo system with high-performance BOOM! speakers (four 5.25-inch speakers with 40W per channel) and bass booster ports. A high fidelity, high performance experience on a luxo-touring motorcycle representing 110 years of American perseverance.

The cockpit is functional, efficient and aesthetically pleasing, and the sound system is without equal.

For 2013 the CVO Ultra Classic Electra Glide returns with only one model-specific change, perforated leather inserts on the seats and backrest, but it also enjoys the upgrades of the other CVO models including the Assist & Slip Clutch Pack, Slipstream Collection of grips, floorboards, pedals, pegs, etc., the indoor/outdoor CVO  embroidered cover and new paint schemes.

Blogging Tips That Will Make You More Money

Bloggins is the most popular work-from-home job opportunity out today. Millions of people attempt to blog every year and no matter what your reasons for wanting to start a blog, it helps if you understand how to build and subsequently operate your site. Here are some great blogging tips you can use to assist you.

Since blogging is on a personal level you should avoid writing formally. You should still write in a professional manner and use proper grammar. Your readers will be able to relate to you more when you are writing to them in a casual way and will continue reading your blogs.

If you are interested in blogging, but you don't particularly like to write, try starting a blog about one of your creative talents. You could try a photography blog and share your hobby with others. Or you may write poetry or music that you could post samples of. If people like what you have to offer, they will come back for more.

If you have contests or giveaways on your blog, remove them once the contest is over and the winners have been announced. The post announcing the results will allow readers to know about the contests you have had. The contest itself is out of date information that should be cleaned up.

Divide your blog into categories and subcategories so viewers can easily find your content. Not only will this make it easier for your viewers to locate information, but after you have accumulated enough content, you will have a much easier time keeping it sorted in your own inventory as well.

If you have a very long post, divide it into smaller parts, posted with the title and part number. If a reader finds the first part engaging, they will be enticed to return for further installments. Doing so also ensures that your readers do not become overwhelmed by an especially lengthy post.

Create a good blog design. Too many bloggers today build a blog that is far too cluttered and difficult to read. You want your blog to be simple and one way you can achieve this is by having simplicity in your side bar. Whatever you add to your side bar such as a widget or advertisement, you should ask yourself if someone would actually click on it. If not, then do away with it.

If you have a child or teenager who is interesting in creating their own blog, be sure to talk it over with them, giving them some rules and guidelines to follow. Let them know this is for their own safety. Some things to cover include, not giving out personal information such as full names, where they live, and of course, no provocative photos!

It's important that you understand that there's more that goes into blogging that meets the eye. Hopefully,these tips have shed some light on the subject. While it's not a very difficult subject, it is still a highly detailed one. Use these tips to get you started on the right track.