Awareness Education

It has been a while since my last post. I haven't had an opportunity to review more bikes, but I have still been riding mine regularly. Every morning and afternoon I am out on the streets and highways, going to work, from work, and many other destinations. In my many thousands of miles since getting the Goldwing, some things have been very apparent. First of all, driver awareness education is horrible. Second, rider education is also poor. These two things contribute to many of the accidents and near-misses I see and hear about daily.

The first problem is driver awareness. Car and truck drivers just don't know how to look for motorcycles. Heads do not turn, eyeballs just glance at mirrors. If I am in a lane next to a car, I am likely in a blind spot. If my front tire is level with or behind the passenger door or quarter panel, that driver will not see me without turning his or her head. The tendency to not turn heads is prevalent and is the main cause of accidents where both cars are moving. An accident that causes minor damage to cars can cause major or catastrophic damage to motorcycles and their riders.

How can drivers improve awareness? First, turn your heads and look. Second, you can make a game of it for yourself. See how many motorcycles you can count every time you check traffic around you. Train yourself to see them, to count them. If you have passengers or kids with you, make it a friendly contest. Once you can easily pick out motorcycles for counting them, you have trained your brain to pick them out even if you aren't actively looking for them. Even if you do not want to do the counting game, you can simply turn your head before changing lanes or turning. As a driver, you owe a duty to care to everybody around you. Mirrors are limited in what they reflect, so you have a duty to use your eyes. Safe and defensive driving helps everybody, especially you. Accidents increase insurance rates, which everybody dislikes. Even insurance companies dislike raising rates. Yes, they get a bit more revenue, but the associated risk increase is like baking a cupcake with salt instead of sugar.

How can riders improve awareness? This is perhaps the easiest thing to do. There are many classes offered by many organizations, such as the Motorcycle Safety Foundation, that provide skills training specifically aimed at improving rider skill both on the bike and also while navigating city streets. To a novice rider, operating a motorcycle has many counter-intuitive properties. Turning, for example, is hard for untrained novices. Counter-steer sounds odd, but is great in practice. Skills training provides a safe and consistent way to improve abilities and situational awareness. When I am in my car, I can focus on the cars around me and the road ahead. The scope is limited, as the risk is generally low. On my Goldwing, however, I need to be aware of all cars all around me at all times. The douchebag three lanes over with a kazoo in his muffler cut across two lanes, so I need to be prepared to swerve or brake quickly. The minivan behind me has mom and dad in the front, but I can see that dad is a little distracted and is catching up to me. Grandma Bluehair ahead of me has her left signal on, but just merged right. Knowing what the cars around me are doing, even if they aren't right next to me, is important on my bike. I have a duty of care to drive safely and defensively, just like cars.

In short, all those who use the roads have a duty to look out for everybody else. Motorcycles can be harder to see, but that is not a defense if you fail to look in the first place. If I have a matte-black bike, I wear dark clothes, and I turn off my lights, I am being negligent if I ride at night. If I drive safely, with lights on and with reflective riding gear, I am doing my part to make my presence known. If you are in a car, please you your part as well.

Citizen Motorcyclist: Why I ride

I have done quite a few reviews of different machines, but what I have not yet covered is why I ride. I may have covered my memories of riding on the back of my dad's Goldwing when I was a kid, and that is part of it. Different people ride for different reasons, and very few people have identical reasons. Some people want adrenaline rushes, so they ride bikes that are light and fast. Other people want to be seen and recognized as riding, so many of them go peacocking on flashy choppers. I want to note that not all chopper riders are vain. My friend Richie, for example, put a chopper kit on his VLX 600. The bike looked cool without being overly flashy. It turned like a pig, but was perfect for freeway riding. The bike fit his riding needs.

Many riders only want to ride on weekends or days off, when they can take the time to enjoy the ride and not worry about commuting in traffic. Those weekend warriors are laughed at by many bikers, but as far as I am concerned they still put their knees in the wind, and that is great in my book. A person who wants to ride, even only on weekends, is still a person who wants to ride. The quality of the ride is more important than the quantity for these people.

Now, why do I ride? The reasons are complex and are a bit of a mixture of these and other reasons. It is exciting riding, even if it is on a large Gold Wing. My Wing does not accelerate very quickly, but it can lean into turns and hold lines with many sport bikes. The road to Tortilla Flats is well known to many bikers and I was happy when I did not scrape anything, even when coming into a curve a little too hot. My Sportster would have made sparks with the pegs or pipes on many of those curves. The Wing is heavy, but has a low center of gravity. It turns easily, so the excitement factor is there for me. I also admit that yes, I like when I am noticed on the bike. Do I want to be pointed out and cheered? Nope. If that were the case, I would have gone to Sturgis. My desire to be noticed is actually based on safety. If I am noticed, it means other people are aware of me and being aware of bikers is unfortunately uncommon.

I am not one of those weekend warriors, although I do enjoy a weekend joy ride. Quality is more important than quantity, but I also enjoy a large quantity of riding. I may be commuting, and sometimes the traffic sucks, but at least I am able to enjoy the scenery much more effectively. The scenery, environment, and experience are my primary reasons for riding. When I drive a car, I can look outside through the windows and watch the trees pass. I am inside the car, watching the world outside my car. On my bike, there is no "inside" or "outside." The ride is IN the outside. The trees are not seen through a dirty window (except if my sunglasses got dirty) nor do I need to open a window to feel the wind rush by. In my car, I drive through the world, mostly oblivious to things that are not of immediate concern. On my bike, I am in the world, aware of everything. Consciousness is not bounded on four sides, with views blocked by the frame and pillars. I have no blind spots on my bike. I turn my head and I see everything from the windshield to the trunk rack. I hear everything, from my humming engine to the old Jeep with bald tires two lanes over. I smell the air after a night of rain. The fragrance of desert flowers in bloom stays with me for miles. Yes, the occasional sewer or septic problem is there too, but that's part of the ride. The ride is passion. Opening the senses to beyond what we typically experience. I have driven convertibles, but the sense of "inside" and "outside" is still there. Once I got on my Sportster many years ago, I learned how it feels to really be a part of the world. When I sold it, the sense of loss was not so much for the bike, but for the knowledge that my perspective was now far more constrained. My drive to ride again never stopped, although there were times I doubted I would ride again any time soon. With my Wing, though, the world is open again. Will I always have a motorcycle? I don't know. Will I always want to ride? Absolutely.

My point of this blog was to get you to think about riding. Knowing what bikes are good commuters is nice, but knowing why you want to ride is far more important. The machine is to be nothing more than an extension of the person, and the person's reasons for riding will dictate how the bike is ridden. Find your reasons to ride, then get riding.

Until next time, keep the rubber on the road and your knees in the wind.

Citizen Motorcyclist reviews the 2013 Harley Davidson Dyna Switchback

I had gone to the Harley dealership intending to demo a 2013 Dyna Super Glide. There were quite a few available, and I did a basic sit-test on all of them. Even though each one was a bit different, they all felt similarly unsuited to commuting. Each bike had different handlebars, seats, and pegs. A few even had floorboards. Harley did a good job with avoiding carbon-copying its models, so that each individual rider could find a bike to fit his or her tastes. Still, even with all these options, sitting on the bikes had my arms far forward and me leaning into the bike. The dealership staff told me that the Super Glide was designed to be the chopper-ish part of the Dyna family, so the fork rake was extended and the frame was longer. It looked cool and made for decent riding, but not so much for regular commuting. I did not want to demo this unit, as its engine was more powerful than the Sportster's and I did not want to risk the extra torque ripping the bike out of my already compromised grip. So, I spent the next hour or so looking for a suitable bike that would be comfortable, without having the typical Harley high price. The Switchback is priced competitively with the Stratoliner and Roadliner from Yamaha and the Vulcan 1700 from Kawasaki. Honda no longer has a large cruiser, and Suzuki's offerings are somewhat less expensive. Still, the Harley is fairly priced for what it can do.

As with the Sportster and the Super Glide, I did a basic sit-test. The bike was heftier than either of the other bikes, but not so hefty that it requires an overly strong touch. In fact, the person who rolled it outside for me was 5'4" and maybe 120 pounds, and she walked the Switchback like it was a dirt bike. The sit-test revealed things that made me happy. The handlebars are pulled back, making for a nice and comfortable upright position. The floorboards are generous, and the rubber footpads are resting on springs. The comfort from just sitting there was very impressive. The windshield is standard on the Switchback, as are the saddlebags. Even though they are standard, they are all of the quick-release variety. I was able to release and reattach all three pieces in under 60 seconds. Want clean-looking street cruising? Remove them. Want highway comfort? Put them on. The Switchback is so called because the rider can switch back and forth as he or she desires. I apologize if it seems like I'm trying to endorse or advertise for Harley. That is not the case. I was just very impressed with the features of the bike.

On to the ride. After filling out the required releases, I was allowed to start up the 103 cubic inch engine. It started easily, thanks to the fuel injection. The engine was not very loud at idle, but a quick throttle twist brought out that familiar Harley rumble. This bike was heavier than the Sportster, so I went to the rider training course to ride around and get a feel for its slow-speed handling. I must admit, I was very impressed. I could lean at angles that would have the Sportster dragging pegs without any complaint from the Switchback. All in all, slow speed handling felt good. Stops were smooth, and the starts were equally smooth. The engine is much more powerful than the Sportster's engine, but the power was manageable and did not leave me feeling overwhelmed. Loose circles, tight figure-8s, and u-turns were easily executed.

With slow speeds mastered, I moved to the streets. The dealership requested that I take a longer route on this bike, one that involved more highway and street riding. Compliance was no sacrifice to me, so I gladly set out on this new route. As predicted, the street experience was easy and smooth. Braking was predictable with no play or surges when squeezing the handle or applying the pedal. Clutch pull was fairly light, and the engine was strong enough to compensate for a clutch hand unaccustomed to that particular clutch. After a few blocks, though, that bike's clutch was mastered and there were no more problems. Turning from one street to another was also easy, and rolling on the throttle got me back up to speed effortlessly. Shifting is not hard or clunky. A quick and easy click puts the bike into the next gear. The windshield effectively blocked most of the wind and I enjoyed the feel of street cruising. Now that I was comfortable on the streets, it was time to hit the highway.

My course on the streets brought me to the freeway onramp, and the bike accelerated like a champ. Each gear was used for a few seconds, just enough time to get to the speed for the next gear. Before I knew it I was in 6th gear and keeping up with traffic. More than keeping up, actually, as I soon caught up to a group of cars going well below the posted speed limit. How do I know? I was going the posted limit and I caught up to them. I slowed down to avoid an accident, saw the next lane over was clear, and rolled on the throttle. Power was abundant and I was quickly past the gaggle of slow drivers, all without moving to a different gear. Once I was settled at a reasonable speed, I could assess how the bike handled. High speeds were just as comfortable as low speeds, and the spring-mounted floorboard footpads eliminated engine vibration to the feet. I was calm, cool, and comfortable. After a few miles, I went back to the dealership. This final act did reveal a potential sticking point: the bike was hard to get back into neutral. A quick tap up from first took it to second, rather than neutral as I intended. It took a very light touch to get the green N to light up. The kill switch ended the very enjoyable demo ride, and I was sad to have it end. Still, here are my opinions:

What I did not like: I disliked very little. The hard-to-find neutral would be my biggest fault, and it could get easier as the bike got broken in. The windshield could also be improved. While far better than the Sportster, it was a far cry from the protection I get from my Gold Wing. Different windshields are available, so some choice is available to rectify this.

What I did like: Too much to list. Still, I can provide some highlights. First, the power. It is easy to manage, and more than enough on tap when needed. The bike does not have much of a learning curve, so somebody new to motorcycling could easily use this as a daily driver. Vibrations were also low and sufficiently isolated to allow me to use my mirrors at highway speeds. The large tank holds a lot of gas, and the six speed transmission means the bike can more efficiently use that gas. The bike I rode had a half-full tank, and the estimated range was still close to 150 miles. More miles between fill ups means more smiles on the road. Finally, I really liked its comfort. No sense of fatigue or strain from any body part.

Suitability as a daily commuter: In my opinion, the Switchback is absolutely suited to be the daily driver of just about any rider with any skill level. It is forgiving enough for beginners and strong enough for the more experienced. It is not a bike that a person will quickly grow out of. Instead, this is a bike that will provide rewarding commuting for many years. If I had the financial means, I would happily trade my Gold Wing for it. I love my Wing, but the Switchback is a far more functional and flexible platform.

Citizen Motorcyclist reviews the 2013 Harley Davidson Sportster 1200 Custom

I went to my local Harley dealership with permission to demo a few bikes. One of the bikes I was able to ride was the Sportster 1200 Custom. I gave the bike a good visual inspection so that I could see how the bike was laid out and to see if I could identify any potential challenges to commuting. All in all, it is laid out very well. Handlebars are close enough to the rider to provide a naturally comfortable rider triangle. Some of the amenities on the new Sportster include fuel injection and self-cancelling turn signals. The turn signals were a nice touch, as I have seen more than a few bikers going down the road with one blinker on. The foot pegs were set forward to allow legs to have a comfortable stretch. Different riders of different sizes will have their own opinions of the peg locations, but I think they are placed at a good average point. The bike is also light. Having gotten very used to lifting my heavy Goldwing off its side stand, getting the Sportster upright almost ended up with it going over the other direction. The light feel of the bike made it feel very well suited to the task of commuting to and from work on a daily basis. I hadn't even started the engine and I was already happy with the bike.

From this point I filled out some of the basic hold-harmless paperwork, and the dealership made sure my jeans, boots, and helmet were all ready to ride. The bike was wheeled outside and I was walked through the steps of starting the engine. Starting a bike engine is old hat to me, or so I thought before getting to know the nuances of a fuel-injected Harley. Turn on the ignition, toggle the kill switch to "Run" and wait for the fuel injectors to get primed. A yellow engine symbol is lit while the injectors prime and when it shuts off, it is time to bring the engine to life. The engine started easily, as expected. At this point, the positive feelings about the bike started to get challenged. The bike's v-twin engine, with the signature Harley rumble, also had the common Harley vibration. I hoped that it would get a bit smoother when the engine got warmer, so I started the demo ride to warm the engine up.

This dealership has a rider training course on the grounds, so I was able to use it to get myself acquainted with the machine. Turns on the bike were smooth, although wider than what I was able to do on my Wing. The forks were a bit more raked out, causing the wider turning circle. Still, throttle response was nice and the bike went from turn to turn with barely a flick. Circles, figure-8s, laps around the track, and slow-speed maneuvering were done without issue. The engine, however, still vibrated at idle. It was time to test on-street performance, so I filed the vibration issue in the back of my mind. 

The high torque in the low RPM range was very evident. Pull was strong in all gears, and keeping up with traffic and stoplights was a breeze. Speaking of breeze, the demo unit lacked a windshield, which put me into full wind-blast. On streets, with speeds below 45 mph, the wind was nice and welcome. I got to the freeway, though, and the wind blast was very strong. At 75 I felt like a human parachute between the pull of the engine and the drag of the wind. The engine vibration was muted, but still there on the freeway. My mirrors shook, making them useless. The seat was nice and provided good support for my rear. The seat did have one problem, and that problem is sliding. When I roll on the throttle, the torque feels like the bike wants to come out from under me. Fighting wind while I also fight to stay on the bike made for a rather unpleasant experience. A different seat, plus a good windshield, would do much to make it more comfortable. 

I rode back to the dealership and told the reps of the highs and lows of the bike, and they were understanding and made a point to mention many of the customization options, such as windshields, seats, saddle bags, and the like. To be fair to the bike, I rode a basic floor model, so the accessories were few. Any serious commuter would look to make the bike into what they needed, so the need for a windshield is variable and dependent on the needs of the rider. Still, here are my opinions, presented as objectively as I can.

What I did not like: One of the things I did not like was the vibration. At idle it is the worst, but even at high RPMs the shaking can be felt. Another negative is the power. Yes, it may seem odd that the lowly Sportster 1200 would have too much power, but that power is delivered through a transmission and final belt drive that are geared for quick acceleration. The bike can go from zero to 60 very quickly, as I found out. A transmission that allows for better gearing would be good for the bike, I think. Another bad thing is the lean angle. The bike was leaning into a turn when I heard the the pegs scrape. No real damage, so I'm good. 

What I did like: With many things, engine power can be good or bad. In this case, it is good. While yes, it can be tough to control, It is still nice to know you will pass slow drivers with ease. Another good thing about the bike is that it is very light. It will easily negotiate traffic, so even new riders will be comfortable. The transmission is geared for fast acceleration so it will do better on streets than on freeways. 

Is this bike a good commuter? It is light enough for street confidence, yet still heavy enough for some comfort on the highway. The fuel injection makes starting and running the bike very easy, and the low seat height makes for sure footing when stopped, even with shorter riders. If the rider picks the combination of accessories that he or she feels is best, then the bike would make for excellent and fun commuting. All in all, I was happy with this choice of motorcycles. The 2013 is a good candidate for a daily commuter, and can be a nice choice for a short day trip on weekends. Citizen Motorcyclist puts his Stamp of Approval on the 2013 Harley Davidson Sportster

Until next time,

Keep your rubber side down and your knees in the wind.

Citizen Motorcyclist on a 1983 Honda Goldwing Interstate

The time has come for me to cover my own daily driver, a 1983 Honda GL1100i. I remember my dad's Goldwing very well. He would ride it almost every day to and from work. This was very economical, as he worked 55 miles from our home. The route he took was actually a few miles longer than the shortest possible route, but he was able to avoid the famously heavy Southern California traffic. A jaunt up Hwy 74 over the Ortega mountains, then over to the 405 to Fountain Valley. It was a route that was fun and frightening, as the trees covered the sun and the highway ran next to Ricochet Alley, a term given to a creek gulch that was narrow and had steep sides. The winding road was mostly scenic, even with the occasional sharp drop just pass the barrier. I remember being on the back seat on this highway, and the immense joy I felt with the wind on my face.

I suppose these trips gave me the desire to have two wheels of my own. To re-live that nostalgia, as well as have an economical way to and from work, I bought my own Wing. It had been a few years since my last motorcycle, the Harley, and the Goldwing was not a beginner's bike by any means. It is large, heavy, and handles like a pig. At least, that was my opinion the first couple trips. It is still large and heavy, but now I am learning just how nimble it can be. What felt at first like a bike that was too large to be practical has turned into a bike that is starting to feel a bit small. It is physically large and imposing, but I am finding that it has a turning radius that the Harley just can't match. I can do slow-speed u-turns within two parking spots. My Harley was lucky to turn around without crossing four parking spots. I understand that it is because the rake on cruiser forks are considerably more angled, but knowing my huge Wing can out-turn my old small Harley still amuses me. The available power is also nice, but with a large caveat. The power band heavily favors high revs, as the engine has max power at 7,000 rpm and redlines at 8,000 rpm. Torque is also high, but again requires high revs. Getting up to speed is difficult if I keep rpms under 3,000, as there is not enough power to effectively accelerate. Once past 4,000 rpms, though, the speed piles on. The heavy bike pulls like a train even in top gear if you let it. The thing is, I do not like running at high revs. I do not like hearing crotch rockets scream past me, and at high revs my Wing sounds almost like one. Granted, the 4-cylinder engine will not have the familiar cadence of a v-twin. Still, I prefer keeping rpms low as this minimizes strain on and engine and can maximize fuel efficiency. To keep rpms low on the highway, I try to stay around 65 mph. This tends to annoy many drivers behind me, since I ride in the carpool lane. The engine runs consistently smooth, so I am becoming accustomed to the higher rpms.

I find that the more I ride it, the more I like riding it. Riding the freeways has had some unexpected benefits. First, the large bike with the full fairings and bags is imposing to vehicles all around. I am very visible, thanks to my lights and reflectors. Second, riding with a white open-faced helmet and a black jacket makes me look like a motorcycle cop if given a quick glance. Since many motorists are too engrossed with texting, I usually only get a quick glance anyways. Drivers tend to behave better when I am around, which is comforting. I have seen other motorcyclists merge into my lane near me just so they will be in less danger. Usually it is the cruiser riders with loud pipes that join me. The drivers hear his bike and see mine, so that is just extra coverage. While I have had a couple instances where a driver tries to merge into my lane when I am in it, thankfully a quick swerve and a loud horn have prevented problems.

I have had the bike three months now, so I think I am ready to evaluate it fairly.

What I like: Comfort. The Goldwing is like a couch on two wheels. I sit on the bike and the seat is wide enough for support, plus narrow enough to allow me to flat-foot the bike at a stop. The little rise at the back of the driver seat is enough to push against the lower back, offering just that little bit of extra support and comfort. I just recently discovered that the seat is adjustable, just like a car seat. I can slide the seat backwards and forwards. The seat had been all the way forwards, which is why the bike started to feel cramped once I got used to handling it. I moved the seat back all the way, and now it feels more open and comfortable. Sitting upright is easier than ever now. Maintaining good posture is easy, as the seat and handle bar layout almost create a naturally neutral posture. I could easily ride from full tank to full tank and still be able to feel my butt. Goldwings were designed for touring comfort, so this is to be expected. To have it on a bike that is 30 years old is amazing. I also enjoy the radio. The bike is equipped with a Clarion stereo with 4 available presets, clock, and CB radio. There is also an intercom system, but I have neither an intercom in my helmet nor the desire to carry a passenger. Having a headset would be nice for the CB radio, but since I mainly just commute to and from work, listening to the stereo is more than good enough. The bike also has a tape deck, but I have not had an opportunity to test it out.

I also like the power that the engine can create, but only if I rev the engine enough. Highway riding is nice and spirited, as I can keep up with traffic with ease and handle curves very well. I would like to have a sixth gear to reduce rpms when at a constant freeway speed, but I am still happy with what I can get with the bike. I have not yet taxed the available power band of the bike, and yet I have already come close to exceeding my maximum speed when I rode the Shadow 750. There is a good reason that Honda changed the speedometers in my model year. Up to 1982, they maxed at 85 mph. Mine maxes at 150, and I am confident that the bike is mechanically capable of that speed. I have no interest in going that fast on my Wing, so do not worry about that (I am more or less speaking to my wife here...). The engine power, plus the shaft drive, equals a good riding experience.

What I do not like: The Goldwing is a great machine, and I have trouble finding faults. Since nothing is perfect, though, I do have a few negatives to cover. The first I would like to cover is engine power. Yes, I understand that I praised it in some of the preceding paragraphs. While I enjoy how much power it can produce, I do not like that I need to rev the engine high to get it there. I know this blog is not about technical numbers, but I think in this case my point can be made stronger with them. The GL1100 engine produces 81 crank hp at 7,000 rpm and about 64 ft-lbs of torque at 5500 rpm. I typically run my engine between 3,000 and 4,000 rpms on the freeway, so I rarely if ever get to these numbers. I was used to peak torque at low rpms, as v-twins usually provide. With my usual riding style, the engine just does not produce much power. I need to get outside my comfort zone for any real action. I guess there could be a philosophical lesson here, as leaving comforts zones can often create interesting adventures. Still, I have little interest in blowing a 30 year old engine by pushing the redline.

Another negative is the low-speed cooling ability of the radiator. The radiator is in front of the engine, sure, but it is also behind a large front tire and its even larger fender. The air flow getting to the radiator as speeds under 30 mph is anemic, as the temperature needle will gradually climb towards the red. Granted, the fan comes on and is enough to cool the engine even in 110-plus degree weather, but I still dislike seeing that needle get that close to the red. The engine heat is also a negative, as it puts out huge amounts of heat and since heat rises, I am sitting on an 1100cc oven at stoplights. High rpms also produce more heat, which just makes the temperature needle climb faster. Keeping rpms low enough to reduce heating, plus high enough to produce power is a difficult balance in a Phoenix summer.

The last negative I want to cover is the fact that the bike has carbs. It has four carbs, one for each cylinder. I bought the bike and all the carbs had been synched, and they still are. The problem is that carbs make for inconsistent starting in cold weather, even if I use choke. I remember a few cold mornings in April where the bike just did not want to wake up for me until it had 5 minutes to warm up. After that, performance was great. It makes me wonder what I will experience in winter, when temps can get really frigid. It is possible that the bike will be fine, because riding it daily helps keep the fluids flowing and helps prevent problems associated with keeping engines in long-term storage. I am looking forward to getting a fuel-injected bike in the future, but as yet there is no time frame for it.

My opinion on the 1983 GL1100i as a commuter's motorcycle: I think that the specific circumstances of a particular commute will drive the decision, rather than my experiences. If a daily commute consists of mainly highway riding, like what my father had and I have, then it is an excellent choice. If the commute is primarily city streets, then I would suggest an alternate machine, such as the Shadow 750 I reviewed previously. If the commute is a mix of the two, then the best advice I can give is this: If you are OK with high-revving engines, then go for the GL1100. If you prefer having power available at lower rpms, then a different machine would suit you better.

Until my next review, keep the rubber down and your knees in the wind.

Citizen's views of the 2005 Honda Shadow 750 Aero

This review will cover the 2005 Honda Shadow 750. I did not own it. Rather, I borrowed it from a friend to test ride it, and it was quite the test ride. I had a good mix of city, highway, twisties, and slow speed experiences. It has been a few years since I rode, it, but I remember the experience.

The test ride took me all over Arizona. Started in Phoenix and went to Payson. From there we went to Show Low. Next was Globe, then back to Phoenix. The route was through the deserts, across mountains, and through several valleys. From Phoenix to Payson was a great introduction to the bike. We rode east on surface streets for about 10 miles. The weather was cool and the sky was clear. The ride down Shea Blvd to the main highway let me explore the rev range of the bike, as well as it braking power. The bike's calm demeanor was very welcoming, and this continued when we got on to Highway 87 to Payson. Many parts of Highway 87 are nice and flat with gentle curves. I learned how to corner on the bike, which behaved a little differently because of the shaft drive. I was used to a chain drive, which has noticeable differences in behavior. Once I became accustomed to the shaft drive, however, it became apparent how beneficial it was. Chain-driven rear wheels are very responsive to throttle changes. The noise of the chain and the slight vibrations it causes are ever-present, and stronger at high speeds. The shaft drive was smoother, quieter, and smoother with throttle changes. The elevation gain to Payson was modest, and the carbs kept up with the altitude. Payson is only about a mile high, so the bike did not have any strain. Payson to Show Low was a different story, as it showed areas in which the bike is weak. The road to Show Low, the 260, is curvy and full of hills. The biggest challenge was the ascent up the Mogollon Rim, which is over 7000 ft high. The 260 tops out at just under 8,000 ft a few miles after the Rim is behind you. The air is thin and cold. Snow piles still littered the shoulder and the forest beyond was a mix of green and white. My leathers kept me warm, so I was happy. The bike, however, was not. The thin air led to a noticeable drop in power. I had a hard time making 70 mph on straight and level parts of the road, and 70 was a nice dream going uphill. Eventually, though, we made it to Show Low. From Show Low to Globe was mostly downhill, and we made excellent time on the 60. Parts of it were curvier than I thought and I scraped the pegs a time or two. No damage to the bike, thankfully. The Salt River valley was beautiful, and the elevation was low enough for the engine to take full breaths. The road back up the valley was nice and uneventful. From Globe to Phoenix, still on the 60, was an opportunity to see how well the bike behaves at high speed. I will not say how fast I got it to, but I was able to keep up with some of the sportier bikes in the group. All in all, it was a great ride and gave me an appreciation for what Honda can do.

What I liked: The shaft drive is what I liked best. Smooth and quiet, with no chain links or sprockets to get fouled up. The transmission was also nice. It was more closely spaced that my Harley's 4-speed, but the 5th gear was taller than my 4th gear and the final drive ratio was also better, in my opinion. The revs were high at 70 mph, but at least I did not feel like the engine was going to shake itself apart. I was able to use my mirrors without engaging the clutch and coasting the bike, which was what my Harley needed. Speaking of the clutch, I liked how it had a very light pull. Two fingers was enough for quick gear shifts. Fuel efficiency was also nice, as I averaged 55 mpg for the whole trip. The bike's slow speed handling was also great, as negotiating parking lots and gas stations was done with ease. Street riding was where the bike seemed to be in its element. Sure, highway riding was nice and comfy, but the nice torque curve and good brakes made for easy stoplight hopping.

What I did not like: Engine power, especially at high altitudes. This bike is not designed to melt asphalt, sure, but a little extra power would make getting up to highway speeds easier. Except for this, I really have no problems with the bike. It is designed for commuters and it does a superb job. It may not win many speed races, but it is very well suited to getting a person from point A to point B.

My overall opinion: The Honda Shadow is an excellent choice for somebody who commutes on two wheels who also enjoys a nice jaunt out of town. As long as that jaunt does not involve hills at high altitude, the rider should have no problems with this bike. New models include fuel injection, which may negate some of the high-altitude problems I referenced here. If I ever get a chance to try one out, I will certainly let you know here.

My next review: 1983 Honda Goldwing Interstate

My first ride: a 1982 Harley Sportster.

This is my first post to review the usefulness of a particular motorcycle. I think I will use my first ride, a 1982 Harley Sportster. I got it second-hand, so the unknown maintenance habits of the previous owner(s) may play a role in this opinion. Being my first ride, I did not know what to expect at first, but the year or so I had it taught me many things about riding. This opinion will be both objective and subjective, so feel free to share what you think.

The good: Power. The bike had plenty of grunt when you added the go-juice. It had an S&S carb, which improved air flow into the engine. It also had Cobra pipes, which helped air flow out of the engine. Better breathing leads to better volumetric efficiency, which equates to better power. Yes, many performance bikes would eat it for breakfast, but it was still plenty powerful enough to get moving at highway speeds. The bike's forward controls helped keep the legs stretched to avoid cramping. Being a Sportster, the emphasis was on sport. Lean angles were nice and I had to make an effort to find the touch-down limits. Lines were held nicely through curves, and parking lots were easy to navigate. Brakes were nice, but the rear tire had a habit of locking up when braking was a bit too eager. Another thing I liked was the volume. The bike was calm and nice when idling or under light loads. Twist that throttle, pull hard from a stoplight, and the pipes roared with enough volume to get attention. My friend's custom pipes on his cruiser were loud, but mine were deafening. There is an adage that loud pipes save lives. There is debate on that, but I can be reasonably sure that the sound of my pipes helped to remind people that bikers are always around.

The bad: Maintenance. Simply put, the upkeep on the machine was murder on my wallet. I did not have a service history for the machine, so I don't know all that had been done in the 25 years or so since it was built. Oil leaks, chain squeaks, and carb problems reduced the fun factor. A lot. I get that older Harleys leak oil. The series of bad gaskets, though, were a bit much. Another thing I did not enjoy was that a lowering kit had been installed, as the previous owner was a short women. Suspension travel suffered, and rolling down bumpy streets was torture. Vibration, too, was a problem. At idle, the gentle rumble was nice and relaxing. At speed, though, was a different story. I could not use my mirrors on the freeway. The shaking was so bad that the mirrors actually sheared off one day. If I wanted to see my mirrors at 70 mph, I had to disengage the clutch and coast along while the mirrors settled down enough for me to get a clear picture. Part of that is due to the 4-speed gearbox. If I went much past 55 I was wishing for a 5th gear. The scream at 75 was disconcerting, but I have recently learned that the engine is designed for high revs. I didn't like the sound or the feel of that engine revving that high.

How I used the bike: I mostly used it for commuting to and from work. Roughly 25 miles each way, mostly by freeway. The seat was uncomfortable, but I will not list as a pro or a con. Seats are interchangeable, and I just chose to keep it. I also took the bike on short trips, such as to Payson and back and to Tortilla Flat. Highway 88 is fun, as long as you do not get stuck behind boat trailers or RVs... I would have liked to have taken it more places, but I was afraid of a break-down far from home. All in all, I put 10,000 miles on the bike.

My opinion: Would this bike make a good choice for a daily rider? Yes, with some caveats. First, restore the original height of the bike. Second, making sure the gaskets are good at all likely fail points. In other words, closer to a stock Sportster would make for a very good daily driver. It was good on streets and highways, did not have many odd behaviors, and was fun for short and long trips. If you have the time and resources to keep the oil leaks under control, I would recommend the bike.

Up next: A 2005 Honda Shadow 750.

Intro to the Blog

This is my new blog. In this blog I will be covering the joy of motorcycling. I understand that yes, there are other blogs that also cover motorcycles that offer technical reviews, performance data, and a lot of good information about the bikes. What I want to do is show the usefulness of different motorcycles for people who ride regularly, if not daily. Weekend warriors who ride only on weekends with good weather are not my target demographic. If you are the kind of person who is on two wheels in the middle of summer, the middle of winter, and the middle of nowhere, then this blog can be for you. I promise that my opinions are honest. Also, my opinions are just that. If you, the reader, decide that you have a different idea of a bike's usefulness, please share your opinion. I just ask that you do so in a respectful manner, with some attempt at correct grammar and spelling. You don't text and ride, so don't use text speak here. 

Thank you and happy riding!

Citizen Motorcyclist