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.