Ride to Work Day

Tomorrow marks the 19th annual Ride to Work Day. During any given day of the week, motorcycles and mopeds comprise only 200,000 of the over eighty million vehicles people use to commute to work. On the third Monday of June, however, the number of motorized two-wheeled transport used during the commute rises remarkably. Considering that over eight million motorcycles and mopeds are registered in the United States, we have a lot of room to make a sound impression.

We illustrate that we can conserve energy and space. Most motorcycles consume far less fuel and produce fewer harmful emissions than even conservative compact cars. Commuting by motorcycle demonstrates efficiency in the way motorcycles convert that fuel to usable power. Only the world's fastest cars--and expensive, might I add--can produce the range of power available even to motorcycles in the 600cc bracket, and few of those cars, if any, claim the fuel consumption rates of their two-wheeled counterparts. Motorcycles can be parked just about anywhere. In the parking garage where I house the Ninja during my time at work, it shares a small out of the way corner with a Honda Helix. The space these two vehicles occupy isn't really a space, but rather, one of those lost corners completely unusable by even the smallest cars. Though only two of us have recently used this space, practice a little judiciousness and the space could easily manage two additional machines.

With the spill in the Gulf of Mexico pouring tens of thousands of gallons of oil into the sea each week, I can think of no finer demonstration of outrage than to utilize a method of transportation that has the potential to hit Big Oil where it can do the most damage. We can hit them in their pocket books. Granted, one day will do little to alter the grand scheme. My hope remains that if a fraction of riders taking to the asphalt tomorrow commute again the following day and then the day after that, the slow trickle toward a more permanent shift begins. While we're a long way from being free of the consumption of fossil fuel, we can find cleaner and more responsible methods of consumption.

There has been much finger pointing lately regarding just who is to blame for the Gulf spill catastrophe. Protesters call for President Obama to take action and Tony Hayward's head on a silver platter. Truth be told, if we really want to see who's to blame, we should all take a hard look at ourselves in the mirror before slipping our helmets over our heads in the morning. We create the demand and only we have the power to do anything about it. Ride safe. Ride free. Ride wisely.

Twist of the Wrist

I've recently realized that I'm not well connected to any form of motorcycle community. When I examine my own riding history and style, I find I've been that way most of my riding life. I usually ride alone. A benefit to solo travel includes being able to stack on as many miles as my skinny butt can handle without having to worry about my fellow riders stopping 300 miles before I'm ready. I've always written off some of the drawbacks to my anti-social tendencies. I'm talking about the loneliness that only a lone rider feels standing at 5,000 ft. on the Cherohala Skyway in March watching the clouds sift through the skeletal trees. Cheery, ain't it. Truth be told, I've never much cared for the company of other human beings, even my own kind. Riding the Ninja 650 doesn't exactly attract those motorcyclists in whose company I'd genuinely feel welcome. Most riders mistake it for a sport bike when it's really a standard with some plastic for show. As a result, I frequently draw the attention of the squids, whose vacant heads annoy me, who can not exercise restraint in spinning that yarn about how they crashed their precious GSXR-750 on the interstate while pulling a wheelie at 90 mph and can't wait to try the stunt again next week.

"Just as soon as I get another bike," they say, eyeing my 650 in a way that always makes my heart drop a little.

Another disadvantage to my lack of communion with the motorcycling general populace is that I often miss events like the one night only opening of Twist of the Wrist: Louisville Art on Motorcycle Culture. It just so happens that while screwing off....err....surfing the net at work last Thursday, I came across an article in the cyber version of the Louisville Eccentric Observer detailing the opening of the show and the lives of some of the artists exhibiting. The motorcyclists and artists interviewed for the piece described their love of vintage machines in particular. Having owned several quirky old bikes myself and cultivated a wallflower's interest in two-wheeled culture, I decided that this was something that I had to check out.

Now, I'm not going to wax poetic on the virtues of modern art or the reflection of society such art provides. I just don't have it in me and, frankly, I really don't care. Vintage bike society intrigues me while vintage bike artist society I find somewhat aloof and unreachable. While I'm not one of those riders to sit around and discuss the shaping effects of motorcycles on rebellion in our modern culture, I can appreciate a stunning photograph of a laced wheel strung with cobwebs as the machine to which it's attached slowly rusts into the forgotten ground of a motorcycle salvage yard. It appeals to the lonewolf in me. Sarah Lyon, a female rider, mechanic, and photographer, contributed the most stunning piece in the show, her bronzed pair of leather motorcycle harness boots, which witnessed 30,000 miles of Sarah's travels on two wheels. All of the small imperfections immortalized in those boots spoke to me in a way that reached past my intellect and kicked me somewhere in my gut.

And even this anti-social got a chance to practice his communication skills a little bit. Here's a few photos from outside the show that capture one of those rare moments when my keepers let me out from under the stairs.

Here I am discussing a Honda C350 project with another attendee

Gives new meaning to the term Iron Butt

Assorted scooter trash discussing the shaping effects of motorcycles on rebellion in our modern culture

In the end, for me, it's always about the bikes

Ride to Work Day

Today is the 18th annual Ride to Work Day. In the past, the day was observed in July. A change was made to a Monday in June in order to better promote the idea of motorcycles for transport to the general public. This year, Ride to Work Day is endorsed by the Federation Internationale de Motorcyclisme in the international community.

50 Years of Honda

Honda celebrated fifty years in the United States this week. On June 11, 1959, American Honda Motor Company, Inc. was formed in Los Angeles, California. Honda is given credit for revolutionizing the American motorcycle industry with the release of the step-through model seen above, the Honda 50. This machine helped coin Honda's signature pitch, "You meet the nicest people on a Honda."

Honda also celebrates their introduction to the world of motorcycle racing this week. In 1959, Honda debuted at the Isle of Man TT Race. The company has plans to commemorate their anniversary with special events to be held at the 2009 race.

Read a little more about it at Clutch and Chrome and the LA Times.

Be Aware

May is Motorcycle Safety Awareness Month. Groups such as the Motorcycle Safety Foundation and the National Safety Council in the United States utilize programs to increase awareness of motorcycles in regards to those who share the roadway with us. The MSF's Motorist Awareness Tips outline ten points all motorists should know about motorcycles, and the Foundation launched a website, For Car Drivers, designed specifically to educate drivers to the particular hazards faced by motorcyclists. Even the National Highway Traffic Safety Administration gets in on the act with it's Share the Road campaign.

While I applaud the above organizations for their efforts in educating non-riders, May is also a time when we as motorcyclists should be examining our own habits. When was the last time any of us took part in an MSF certified training course? Certain manufacturers offer rider education programs of their own, like Harley's Rider's Edge program. Do we check our gear, assuming we wear it, for signs of break down and does that gear need to finally be replaced? Sites like Rock the Gear, started as a collaborative effort between Brittany Morrow, known as the Road Rash Queen, and the MSF, promote a postive combination of proper riding technique and modern motorcycle-specific safety gear. Ultimately, it's up to the rider to determine just how much polish the rider's skills and gear require.

TRIUMPHant

Because it was my birthday on the First, I spent the afternoon at my local Triumph Motorcycle dealer, Commonwealth Motorcycles. One of my colleagues clued me in to the fact that Commonwealth was offering demo rides on select models of the Triumph line. All I needed was a clean driver's license, a helmet (and other gear I deemed necessary for my safety), and the willingness to swear that I wouldn't break any laws, including the posted speed limit. So the sales team scanned my driver's license, and I signed my name on the dotted line, with my fingers crossed behind my back, of course. I spent a small chunk of my afternoon tooling around downtown Louisville astride the Triumph Street Triple.

Derived from the Daytona 675, the mill of the Street Triple has been tuned to provide riders with more mid-range usability than it's race-bred counterpart. After learning to negotiate with the touchy throttle, I exited the parking lot and, with a quick twist, vanished down East Jefferson St. The exhaust note is throaty with the bike at a standstill but let out the reigns a bit and the engine winds out with the same high-pitched whistle found in any Japanese crotch rocket. Sitting on the machine, I leaned farther forward than I'm normally accustomed and the position, though a "standard" one, felt awkward. The mirrors made me feel claustrophobic mounted as they were on the bars and not on any bodywork. All of my misgivings while astride the bike in the parking lot evaporated when I took to the street. The Triple feathers through corners, light and airy in it's handling. Effortless snicking through the transmission had me checking the digital readout to be sure which gear I entered, and the bike yeilded few if any flat spots. The brakes drag the machine down from speed with precision. I could actually see something other than my shoulders in the mirrors!

I circled through the east end of town in what I considered to be a long loop. Lifting the visor upon my return to the dealership, there wasn't need to ask whether I enjoyed the ride or not. My grin said it all. After describing my route to the mechanic, he simply nodded and said, "You sure weren't gone very long."

These Boots Are Made For Walkin'

With the advent of a new riding season, I required a replacement for my three and a half year-old Cortech Solution waterproof road boots. Over the last six months, the waterproofing of the boots has become dubious. The harder the rain, the more water works it's way past the seals. Lately, "hard rain" has become a broad category. Often, I'd climb off the bike at work and squelch my way down the hall to my office, doomed to wander the corridors in wet socks for the day.

To be fair, the Cortech's have seen nearly 50K miles of on-cycle use. If I'm riding, I spend the day in my boots, strolling around the office. While on tour, I hike short trails in them, provided my right ankle can take the strain. The bottoms of the no-slip rubber soles have been worn smooth. Fine white stress lines web the outer leather shells, and the soft, inner material, known as K-315, has degraded to a hard, flat panel, like walking on a piece of balsa wood. Small chunks of K-315 occasionally attach themselves to my socks for a free ride through the house.

Like saying farewell to an old friend, I have a hard time discarding something as comfortable as an aging pair of boots. Seems to me, the longer I utilize a boot, the more hospitable an environment they prove to be for my feet. In fact, the Cortech's haven't made it to the trash yet. Visitors to our house discover them sitting neatly by the door, leaning against the Alpinestar Web Gore-tex boots I purchased to replace them. Why replace them? There are two areas that just seem to make the world a brighter place when they're dry. The first is my testicles, and running a close second, I appreciate toasty lower digits. There's nothing quite like the sensation of water slowly soaking into socks, like milk supersaturating cereal left too long uneaten in the bowl.

When shopping for replacements, several factors play a role in my choice for the next pair. Waterproofing is a must. No squish, squish. While I'm not interested in winning a fashion show by any means, boots with style add a little flair to any motorcyclist's ensemble. Basic black remains a static choice with me. Then there's the practical things to consider. Dry boots mean dry feet which keeps feet healthy, especially between those lower digits I mentioned earlier. Nothing like intolerable athelete's foot to cause problems at 70+ mph. The Alpinestars have hard armor on both sides of the ankle and the shin. The Cortechs do not, which is the main reason influencing my decision, comfortable and reliable though they may be, not to purchase a second pair. I evaluate not only the motorcycle with the dawn of the spring season, but the effectiveness of the gear I use as well.

After shelling out the cash, I slide into my new boots for the ride home and stuff the Cortechs into the saddle bags. I grimace a little as I walk out of the store. The Alpinestars are a little stiff. "Don't worry," the salesmen calls after me, "they'll break in after a while. There's nothing like a pair of Italian leather boots. After a while, they'll be as comfortable as an old pair of tennis shoes."

Oh yes, Italian; I think my new boots and I are going to become old friends.

Indian Reborn

Indian Motorcycle has announced the opening of it's first seven dealerships. The 2009 Indian Chief will be produced as a limited production model. A grand total of 750 motorcycles will roll off the line this year. The company promises the expansion of it's dealership network in it's press release by July 2009. The company will also produce a line of apparel to include jackets, pants and jeans, footwear, and a line of accessories.

The new Chief will be powered by a 105 cubic inch air-cooled engine, the Power Plus, complete with fuel-injection. The drive train will consist of a six-speed gear box and a belt final drive. The bike weighs in at just under 800 pounds. The Chief line includes four variations, the Standard, Deluxe, Roadmaster, and Vintage. I'm partial to the Vintage. With it's sloping, classic fenders, chrome guards and grab rails, leather fringed seat, and white-wall tires, undoubtably, it is a rolling work of art. An expensive work of art, the bike cashes in at a little over $35,000 according to the brochure on the company's website. While I admire the machine's lines and timeless detail, I'm afraid with a price tag like the one listed above, I'll only be admiring from afar.

Video with a Twist

Looking for something to chase away the winter doldrums? Discovery Turbo Channel offers motorcyclists the opportunity to view several series of videos taken from popular television programs aired on the Discovery Channel, including the American Chopper and Biker Build-Off series. While I do enjoy watching the production of a chopper, there's only so much dysfunctional family drama centered around American iron I can take.

Of particular interest to this rider was the Twist the Throttle series. Twist focuses on the manufacturers from around the world, including a few Japanese, Italian, and British companies. The episodes provide a brief overview of each company's history, such as Kawasaki's start as a shipping company or Bimota's beginning as a heating and air conditioning business. Each episode progresses through how and where that particular brand of motorcycle is manufactured to an enticing exploration of a brand's iconic models, such as Honda's CBR1000RR.

With limited riding time through the colder months, I'm always looking for methods of keeping my wanderlust in check. A few good books and a series like Twist keep me dreaming of open highway, dry pavement, and the sun on my back.

Big Green Machine

Motorcycle.com published an online article detailing the diversity of the Kawasaki company. The article outlines how Kawasaki began as a shipping company in 1878 and follows the company's progression into the mid-1990's. Today, Kawasaki's holdings include not just the powersports division of which I'm so fond, but also Kawasaki Heavy Industries, manufacturer of aerospace components, tunnel-boring machines, biomass powerplants, robots, and bullet trains. Read about it here.

The Heat is...Off?

I purchased the October 2008 issue of Road Runner magazine this last weekend which came complete with massive pull-out advertisement from Harley-Davidson. While the ad was impressive in itself--a pullout, fold open poster on one side and forthcoming improvements to the 2009 touring models on the reverse--I was most intrigued by some of the promised improvements. Most notably, HD has rerouted the exhaust system on the new tourers to better shield the rider from the heat produced by the exhaust during low speed or stand-still situations. Even more impressive, HD promises a rider activated control switch that temporarily deactivates the firing of the rear cylinder. Kudos to Harley-Davidson for response to rider needs that aren't necessarily centered around attitude and appearance.

A Thoroughbred By Any Other Name

The deal is done. Harley acquired all shares of Italian motorcycle manufacturer, MV Agusta, for the price of 70 million euros. That's about $108 million stateside. Read more about it at Cycle News or at Forbes.com.

I've got mixed emotions over the union. On one hand, Harley's brand loyalty and marketing power could do wonders in bringing MV Agusta to the forefront of the motorcycle world. The MV Agusta group, according to the above sources, racked up a sizable debt. No doubt, as successful as Harley has been financially over the previous decade, the Motor Company could solve the Italian manufacturer's financial difficulties.

But on the other hand, MV Agusta motorcycles are legendary for their performance and power. The Italian brand is considered one of the thoroughbreds of the industry. While Milwaukee considers it's brands as "premium", I have to question whether what classifies a brand as premium can be determined solely by level of sales. Harley's definition seems to be more a measure of marketing rather than of performance. And I'm forced to question whether a thoroughbred remains a thoroughbred if it's over bred.