Do It Yourself: Put Together a Moving Truck

Making your trailer that can move your motorcycle with ease is certainly one smart way to travel with your motorbike intact and strapped snugly as you relax and enjoy the scenery. Besides, you want to preserve the paint and chrome nice and clean. Correct?

This specific setup can easily carry three motorcycles inside a good trailer and that's just what exactly we require, to optimize the availability of space or room. The entire process takes little time and physical skill; the results are awesome even on a decent trailer like ours.

Step 1: Get started by cutting some lengths of E-track to be utilized for the D-ring clips to support the bike down.

Step 2: The E-track can often be attached into the wood floor of the truck; some individuals like to have some bolt all the way through with a nut on the underside.

Step 3: Once in place on both sides of the trailer the E-track will offer many different mounting spots of the D-rings to ensure that any length motorcycle will be lodged.

Step 4: Next, mark the spot you desire the removable chocks and mark the area where installation padding is going to be fitted.

Step 5: These do get pass through bolts with lock nuts and washers.

Step 6: This is an excellent view at the tabs which are at the base of the chocks and just how they glide into the receivers.

Step 7: Use 2 sets of installation components so either a skinny chock, for a thin 21 inch tire, or a wide tire, for a fat tire holder may be put to use.

Step 8: The forefront tire of the 1949 bike is in the thin chock, it's the ideal match and will not allow the skinny tire loose.

Step 9: Next, are the strap racks. Having a holder that makes stuff organized is a good option to ensure nothing gets missing and to keep your trailer neat and tidy.

That's it; a simple way to build a moving trailer even when there is limited space. It needs handful of components and a bit of time and effort, and you will accomplish it in the quickest time. You could carry nearly every bike with this install. This is fantastic for moving old classic motorcycles given that we all know how gentle they may be and strapping them in this manner is the best way to do this project.

As always, just before all of us head out and part ways, make sure "always" use protective apparel when riding on a bike. Whether you're making your way to another state or maybe around the corner, you will not know when the time comes in the event that a mishap might possibly occur. Check out this awesome video clip of a top quality German motorcycle helmet that is also the toughest in the market. It is manufactured out of carbon fiber and Kevlar; this gives you the least heavy, strongest, and the most crafted bike helmet you'll find in the market! Enjoy your travels and safety factors are often number one.

DIY Motorcycle Tech: Servicing Your Brakes

After years and miles of use, your brakes could be providing you with lackluster performance and you don't even realize it. Do your brakes provide smooth progressive braking or do they work like a switch -all or none? This doesn't mean that they are bad or worn out, your calipers just need serviced. There are sealing a-rings in your calipers that just need cleaned and lubed. By doing this service, it will increase your braking performance drastically. I have found that a lot of mid to late model Harleys are in need of caliper servicing.

The way to tell if your bike is in need of this is to just squeeze the brake handle. If it touches or comes close to the throttle grip, your calipers need serviced. What you're going to need to do this job is some brake clean and some sort of lube like Tool Box Buddy or WD-40 and a pry bar.

Remove your calipers from the bike and pump the brake handle. As you can see, just two of the four pistons in the caliper are actually working okay. The other two are sticking.

Now what you need to do is clean the caliper pistons, spray some brake clean on them and blow dry with compressed air. You might need to do this a few times depending on how dirty your calipers are.

Now that your caliper pistons are clean, spray some lube on them. Then take your pry bar and insert it in between your brake pads and pry the pistons back into their bores. Now pump your brake handle and take notice of how the pistons come out of the caliper. What you are after is that all of the pistons all come out equally and at the same time. You're going to have to do this a few times to get them to come out smoothly.

This is what you're after: all pistons equally extended. This should take five to ten pumps of the brake handle. Reinstall your brake and torque the caliper bolts to spec., normally 35 ft. lbs.

Pump your brake handle till you have a nice solid feel. Notice how far away the handle is from the throttle grip. This is how your brake handle should look and feel. Now you're ready to take your bike for a test ride. Be careful and give yourself enough time to adjust to the newly serviced brakes. This tip can be applied to anything that has brake calipers, even your old shop truck.

Comparison Between Automotive Oil and Motorcycle Oil

Oil is quite essential for the smooth functioning of engines in both motorcycles and automobiles. However, there are different types of oils which have different types of viscosities and it should be chosen accordingly. In the past, engine oils used in cars and motorcycles varied hugely due to various factors. Nowadays, both cars and motorcycles are manufactured with revving engines that can use automotive oil without any bad effects.

Motorcycle oil Vs Automotive Oil

Although both these can be used in bikes, the engines of both cars and cycles function differently and require oils which are specifically formulated for these engines. Compared to the car engine and bike oils are expensive. Most of the motorcycles include some important factors which enable better performance and durability of the motorcycles. Car oil is quite inexpensive compared to bike. Some of the major differences between these two types is elaborated below.

Viscosity: Compared to the automotive and bike is thinner even though both these oils are classified under the same viscosity. This is made thinner so that it provides better and easier lubrication for small internal parts in the motorbikes.

Price: It is quite expensive compared to car oil as it is highly refined. Bike oil is thoroughly refined so that it provides better lubrication and passes easily through small internal components in the vehicle. As it requires an extended refining process, it is quite expensive than the standard types of engine oil. However, it is important to purchase motorcycle oil for vehicles as it guarantees better performance and higher durability of the engines.

Reduction of heat: In comparison to the automotive oil, this oil is designed to reduce the amount of heat generated in the internal parts of the engine. Moreover, heat is generated in focal points in these engines compared to car engines.

Specifically formulated oil: As compared to cars, bikes require specifically formulated one as oil breaks down faster in bikes due to the continuous meshing of gears. So all the motorcycle oils are designed and formulated specifically for bikes.

Different additives: Automotive do not contain additives which are present in motorcycle oils. Various types of additives such as PTFE or Teflon are included in these to reduce excessive heat and friction. This is coated onto the gears of the vehicle.

Friction: The engine oils used in bikes helps to reduce friction and thereby prevents clutch slippage. It can therefore be used effectively in vehicles with oil-wet clutches. But car engine seldom can be used to reduce slippage or friction.

However, when exposed to extreme pressure and heat, both these types of engine oil breaks down which further causes thinning of the oil. It then fails to lubricate the engines effectively.

Today with technological developments in various fields, different types of engine oils are made available quite easily in most of the online stores. Synthetic oil is another type of automotive oil used in most of the vehicles today.

What You Need to Know About Ball Bearings?

Ball bearings are sphere-shaped metal ball that works densely with other types of bearings that have similar shape and sizes to allow spinning motion. There are various sizes of ball bearings from very small to extremely large types. This type of tool can be used in wide array of application.

Though, it may seem that it may look like a sphere-shaped metal ball, some form of these bearing look vastly different. The appearance depends on the application and the specific function. Bicycle uses wheel type with size somewhat similar of the pea. Some are rolling in bearing cup, others are sealed like a donut, and some are hidden like those used for bicycle wheel or fishing pole.

This kind of tool rolls around in an enclosure to let the object or the thing inside to move and spin. A system where these bearing are spinning around is known as the race. The steel ball bearing is one of the many types of this tool. The function of this bearing is to spin around, sometimes in an extremely fast rate that causes heat and friction.

One of the main causes why ball bearing fails to function properly is heat and too much friction. If this tool is exposed to these elements like the combination of hot and cold weather or exposure to rain and dew, these may cause the wear down of its lubrication. These elements cause the bearing to rust and prevent from spinning freely.

Thus, the secret in combating heat and friction is to use lubricants. Lubrication also helps to extend the life of the race and bearings. If this tool is well-greased, it will reduce the heat that causes friction.

It is important to note that there are various types of lubricants used in different applications, so you need to use the correct lubricant or grease. If you prefer to put the grease in ball bearing, make sure not to put too many lubricants. Liberal grease coating can surely help the situation but adding excessive amount may cause more problems.

As a rule, the faster you want this tool to perform, the more you need to put lubricants or grease. Thus, it is very important to note that in coating high speed bearings like those found in the wheels, you must use only high quality grease. Using multi-purpose grease will ensure high performance and long lasting use.

A good type of grease can repel water easily and it will help the ball bearing not to heat up or break down when exposed to these elements. Moreover, the quality of the bearing also counts, so make sure that you only use genuine material. Using sub-standard quality may deter the proper performance of your engine and other machinery which is dangerous for the end-users.

History of the Harley-Davidson Motor Company

One of the most well-known motorcycle companies in the world, Harley-Davidson Motor Company, started from humble beginnings and has become one of the top motorcycle manufacturing companies in the world. This iconic motorcycle brand started in a small wooden shed, where William S. Harley and Arthur Davidson built the one-cylinder engine that started it all, back in 1901. This engine was built onto a standard bicycle and made a motorized bike that was truly the first Harley motorcycle. Their second motorbike was created with a bigger engine, and was entered into a motorcycle race in Milwaukee.

The company grew in just three years, and the headquarters was moved to what is now known as Juneau Avenue, where the company headquarters still resides to this day. They brought in help, Walter Davidson, who was Arthur's older brother, as well as starting to hire employees, and the company began producing more motorbikes.

William Davidson earned his degree in mechanical engineering in 1907 from the University of Wisconsin, and this knowledge helped the company expand and provide even better, faster, and more amazing motorbikes. The ever-popular V-Twin engine was developed during this time, and became a signature component of their bikes. In 1910, the logo that is now used today was created and placed on every motorcycle that was made. The bar and shield logo is one of the most recognizable logos in motorcycle history. In 1912, the company began to deal internationally, and began selling its popular motorcycles in Japan, among other locations outside of the United States.

During the wars, the American motorcycle company produced thousands upon thousands of motorcycles for World War I and World War II. During World War I alone, the company provided 20,000 motorcycles for the military, and continued to do so for the second war. The company ceased production of their civilian motorcycles in order to commission their bikes for military use. This is what makes the Harley-Davidson Motor Company brand extremely popular in the United States and with the American military, due to their commitment to providing bikes for the war. This is an amazing form of patriotism that makes them what they are today.

The company experienced a slight downfall in the early 1970's when the company was bought out by the AMF (American Machinery and Foundry). Some less-than-desirable motorcycles were produced during this time, thanks to a labor strike that damaged the reputation of this once amazing company that focused on quality and high standards. Things were looking up in the 80's when Willie G. Davidson and Vaughn Beals and their investors took over the company, and began combining efforts with that of the Sturgis. Production improved, as did quality, and the company regained its popularity.

The company continues to provide high-quality bikes with a fascinating history, and continues to be one of the most well-known motorcycle brands in the entire world. It dominates the motorcycle world, accounting for over 60% of motorcycles on the road in America today. The company has been in existence for over a hundred years, and has become a household name everywhere. As long as the company continues to thrive on quality parts, mechanics, and stunning designs, Harley-Davidson Motor Company has a bright and promising future up ahead.

Motorcycle Jackets: Evaluating Quality

Motorcyclists might put a lot of thought into choosing a helmet, as the degree of protection remains critically important. Criteria such as DOT and Snell certifications provide the rider with additional assurances about the integrity of a helmet's construction. But what about other protective gear such as motorcycle jackets?

Unfortunately, no safety rating certifications exist for protective clothing inside the U.S. But there are some safety factors that the buyer can evaluate prior to purchasing a motorcycle jacket.

The first thing a rider needs to know when evaluating the quality of a jacket is what areas of the upper torso need the most protection.

The greatest areas of impact on the upper torso include the shoulders, forearms and back. Bruising and abrasion, including everything from "degloving" (the removal of the skin from muscle tissue) to deep tissue injury remain a concern for the motorcyclist. So when evaluating motorcycle jackets, make a note of how well the jacket is constructed in these areas. Does it offer double-layering, with leather or other synthetic materials such as ballistic nylon or Kevlar® in those critical areas susceptible to abrasion?

The right motorcycle jacket can accomplish the following in the event of a crash:

• Help prevent cuts, gravel rash and friction burns from sliding on the road.
• Protection from burns if the bike ends up on top of the rider.
• Reduce the risk of infection and complications caused by road dirt in open wounds.
• Save muscle and skin tissue from being stripped from the body.
• Prevent or reduce the severity of some fractures and joint damage.

Materials

The kinds of materials used in today's motorcycle jackets offer everything from leather to textile fabrics that make use of synthetic woven fabrics like Kevlar®, ballistic nylon, and Cordura®. CE approved armor--hard protective inserts that offer additional protection--is widely used in many of the motorcycle jackets today. Manufacturers look for a happy median between style, comfort and safety when manufacturing motorcycle jackets. It's up to the buyer to determine what best meets his or her needs.

Ventilation

Ventilation remains an important factor for riders. Touring or riding that involves longer distances or riding in extreme temperatures requires that a rider stay properly ventilated. Look for motorcycle jackets that provide good venting, preferably vents that can be opened or closed as needed. Placement of venting on motorcycle jackets is typically found above the chest area. This allows air to move down over the torso and exit through the bottom of the jacket when riding. A removable liner also provides flexibility, as it allows the rider to adjust to changing weather conditions.

Visibility

Motorcycle riding apparel should offer some level of visibility. Many motorcycle jackets come with reflective panels or piping that increases visibility when on the road. Manufacturers incorporate branded reflective materials such as Phoslite® or 3M™ Scotchlite™ to increase this important safety factor for the rider.

Stitching

If a jacket comes apart, it will break down first at the seams. The seams remain the weakest stress points of any piece of apparel. Examine the stitching as a broken or missing stitch can indicate a weakness in the overall seam. Look for double stitching in areas where additional layers are prevalent.

Do Your Research

No one can prevent an accident. The best a rider can do is prepare as much as possible by using the best gear and knowing the limits of his or her riding ability and machine. Do the necessary homework when evaluating the quality of your next riding jacket. It might be your best friend in the advent of an accident.

Motorcycle Adventures in Tennessee and North Carolina

When it comes to two things that offer the excitement and adventure of the outdoors, motorcycles and the Smokey Mountains make a great mix! When you are on the back of a motorcycle with the wind blowing in your face and the scenery flying by, you have the ultimate freedom to explore the fascinating sites that you can discover in this wonderful region.

Here is a couple of exciting motorcycle sites in Tennessee and North Carolina part of the Smokies:

The Dragon Road Trip

One of the most famous routes to follow for an exciting trip while riding a motorcycle in the section of the Smokey Mountains going through Tennessee and North Carolina is called the Tail of the Dragon. This motorcycle journey is about three hours of round trip travel and is full of twisty and winding roads.

It starts at Chilhowee Lake in Tennessee near U.S. Highway 129 and goes all the day to Deal's Gap, which is located on the North Carolina side of the mountains. Riders will begin right by the Townsend Visitor Center, which is located on Highway 321 South. The exciting trip then continues through the Foothills Parkway before it hits the challenging part of this motorcycle venture.

The Dragon is famous for having no less than 318 windy, curvy roads, all in a mere 11 mile stretch of roads. It is not meant for the inexperienced driver, because you will also be sharing the road with any other vehicle that comes your way!

Riders should take care to obey the posted speed limits, which changes from 55 mph to 30 mph once you cross over into Tennessee. Along the route you could witness nature's wonders in the form of deer, black bear or other wildlife, as well as enjoy the beautiful foliage.

The Cherohala Skyway Road Trip

Another challenging motorcycle trip popular with riders is the is the Cherohala Skyway Road Trip, which is also called the Ride Above the Clouds. It is 36 miles long and runs in-between Tellico Plains on the Tennessee side of the Smokies and Robbinsville, North Carolina on the other border.

This beautiful scenic route will take riders into two National Park areas: Cherokee and Nantahala. Dress appropriately, because the elevation is over 5,000 feet and the temperatures have been known to drop to as low as 20 degrees because sometimes the route actually has you driving through low lying clouds!

The round trip for this special motorcycle journey is estimated to take around four to six hours, depending on how many times you stop to admire the scenery or the view from the available overlooks.

Foothills Parkway Drive

If you only have a couple of hours, another popular motorcycle site to ride through is the Foothills Parkway. It is 20 miles long and gives some great views of the Smokey Mountain's beauty. The area belongs to the Great Smokey Mountain National Park. Some of the sites along this two hour ride are the Thunderhead Mountain, and Look Rock Tower, which offer panoramic viewing of both states.

Motorcycle Camp Grounds in the Smokies

Another popular motorcycle adventure to undertake in the Smokey Mountains is camping. There are several campsites and special cabins and lodges set up around the Smokey Mountain area especially for motorcycle riders. That's because motorcycles are a popular way to travel through the mountainous area since they are easy to maneuver in tight spots such as windy mountain roads and trails.

Here is information on a few of these motorcycle campgrounds:

Blue Ridge Motorcycle Campground

Centered in Canton, North Carolina, which is near the famous Blue Ridge Parkway, one of the impressive freeways in the Smokey Mountains. If you love fishing, camping and motorcycle riding, you will love it here!

The camp has a fully stocked pond full of trout or you can choose to fish in the nearby stream. You can set up your own tent or rent one of the available cabins. There is even a little store so you can buy food or supplies and you can get free coffee and breakfast too. They also hold events like barbecues during the summer. For more information go to their website at: http://www.blueridgemotorcyclecamp.com.

Punkin Center Motorcycle Resort

The Punkin Center Motorcycle resort is another great area especially for riders going through the Smokey Mountain areas. It is right beside the Great Smokey Mountains National Park and hosts several motorcycle rallies and other special events throughout the year.

It is also near The Dragon, so if you plan to ride that route as already mentioned earlier, then you can have your fun there and then relax at the Punkin Center Motorcycle Resort that evening.

You can choose to either set up a tent or rent a full service cabin that is complete with several amenities. They also hold many events especially for riders all during the year. For more information go to their website at: http://punkincentermotorcycleresort.com/

Fontana Village

Fontana Village is another resort that caters to special groups such as motorcycle clubs. You can have the whole gang and their bikes come here to relax, as well as challenge themselves with the nearby Dragon and other motorcycle journey such as the 50 mile long Cherohala Skyway route.

Fontana Village has several types of accommodations, to include cabins, areas for tents, and for RVs. There is even free Internet WiFi so you can stay in touch with the world. Plus, the Village has its own store, restaurant, gift shop, pool, marina, a fitness center and more. It is definitely not your average motorcycle lodge!

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Selecting a Motorcycle Fairing for Your Motorcycle

A large number of people get confused when it comes to choosing good quality motorcycle fairings for them. One of the first things you should keep in mind while getting a fairing is the brand of the motorcycle. Having information about the type of motorcycle, the body structure of the bike and the exact type of fairing you want will help you to make right decisions while buying these items for yourself. The more information you have the more chance of getting a good quality fairings for yourself. The next important factor is to know about where you want to place your fairings and for what they will be used for. Once you get the reason why you need them, it will be easier to make a decision about which fairing you want. It's an important process while determining what you need and will help you to narrow down the wide variety of options that is available.

There are basically three types of motorcycle fairings available nowadays in the market. The first one is the full face fairing. This one provides more protection than the other two types. They cover most part of the bike thus saving you from wind, rain and from dangerous debris that may come in your way. The second one is the half fairings which includes covering the windscreen and extends only below the handlebars. The third kind is the quarter fairing. It includes only the windscreen and fairings around the headlight. The windscreen in this type of fairings is most of the time light and scratch resistant. One of the main reasons why fairings are being used on bikes is that because they help in the reduction of fuel consumption given that they improve aerodynamics, therefore boosting the life of the motorcycle's engine. Without fairings, the effects of aerodynamic drag on the performance of the motorcycles are negative and harmful in the long run.

Considering the weight of these items is also important while purchasing them. There are fork mounted fairings available which turns as you turn the handlebars. It allows you to direct the headlights. Then there is frame mounted fairing which is attached to the motorcycle and hence cannot move. Select the one which you think suits your needs and personality. Some bikers want to change the look of their old motorcycles to make them look more stylish and trendy. In such a condition, it is important on your part to know the type of bike you have. It is most important to understand the sort of bike you have, its body composition, its specifics and everything else about the bike. More the knowledge you have, more it will be easier for you to get a suitable fairing for yourself. You can get information about the dealers of these items through the internet and ads on yellow pages. Word of mouth is also a good option. So, get good quality and stylish fairing for yourself and boost the style quotient of your bike.

This news article is brought to you by HEALTH-AND-FITNESS - where latest news are our top priority.

Taking Care of Your Motorcycle

There's nothing like riding a motorcycle on the open road. For most of the world, the motorcycle or 2-wheel scooter is the most common form of motorized transportation available. Around 200 million motorcycles are in use worldwide (compared to almost 600 million cars) and almost 60% of these are in Asia and the Far East - China and India both have over 35 million motorcycles and motorized scooters in use. Contrast this to the United States where the car is dominant (about 30% of the world's cars are here in the United States). In fact, the world's largest producer of two-wheel vehicles isn't Harley Davidson or Suzuki, it's Hero Motocorp, based in India. Kind of small indication of how the world is changing, isn't it?

While we're not experts on the place of motorcycles in the culture of these other countries, it's obvious that here in the USA, the motorcycle has a unique niche in our pop culture consciousness. This place was cemented in the 1960s with movies like Easy Rider and Hunter S. Thompson's book on the Hells Angels motorcycle gang in the mid-1960s. Harley Davidson's sales are bolstered by their unique marketing appeal to how motorcycles look and feel on the open road. Harley even patented the exact sound of their engine. Beyond Harley Davidson, motorcycle sales in the United States today are around 1 million units a year. So lots of people these days are hitting the open road and feeling the wind in their face.

While motorcycles and scooters are fuel-efficient and a lot of fun to ride, they aren't necessarily cheap. High-end motorcycles like a Harley can easily rival what it costs for a new car. That's a lot of money invested in two wheels. So if you have a motorcycle or scooter, it's important to take care of your investment so it will keep you riding for years to come.

This article covers advice and tips from professionals to guide you in the steps you need to follow to take care of your bike and keep it working its best for as long as possible. We will talk about areas of the bike that you need to pay regular attention to and why. We'll talk about the right fuels to use and how to store your bike.

YOUR OWNER'S MANUAL - THE ESSENTIAL GUIDE TO SUCCESS

Following the owner's manual is, quite frankly, pretty underrated when it comes to ensuring a long and successful ownership experience of your motorcycle (and your car, too). But they write owner's manuals for a reason. The manual will give you the best advice from the manufacturer on important issues like

• What you need to get fixed, how often, and when you should schedule the service
• The type of oil and essential fluids needed by your bike
• Any special procedures you can undertake yourself to keep your bike running its best

For those of us who are heavy into DIY and more mechanically-inclined, there are "full service" manuals available that basically tells a mechanic everything they need to know to rebuild the entire bike from scratch, down to such esoteric information as how many pounds of force to tighten a bolt on the bike.

Whether you're one of those gearheads or just an average biker who wants to keep your bike in its best shape, you need a copy of your owner's manual and you should check it often. The investment will be worth it.

PROPER MAINTENANCE SCHEDULES

Manufacturers recommend that motorcycles be serviced at specific mileage or time intervals. The suggested maintenance intervals are listed in the owner's manual to help owners and technicians set up a realistic and appropriate maintenance schedule. Most motorcycles made after 1980 are pretty reliable if maintained properly. To some extent, the high reliability of today's motorcycles has worked to the disadvantage of many riders. Some riders have been lulled into believing that motorcycles are like modern cars and require little maintenance. Modern bikes require less maintenance than they did in the 60's and 70's but they still need a lot more maintenance than a car.

BREAKING YOUR MOTORCYCLE IN FROM NEW

When you lay out the money to buy a new cycle, you certainly want it to start its life out right. This means you have to "break it in" correctly. This will prevent problems with your bike later on. Exactly what you need to do in this respect depends on the manufacturer recommendations for your bike, which will be found in your manual. It could be as light as just being advised to do "light riding" for the first hundred miles of life, to more complex and involved break-in protocols that involve driving the bike at specific speeds and engine RPMs for specific amounts of time, and which may change and morph from doing one thing during the first few hundred miles to doing something else for the next thousand.

Whatever your owner's manual says for this is what you need to do. And you do need to do it. It will save you headaches down the road. You have enough headaches in your life without having one from not following these guidelines.

THE ESSENTIAL OIL CHANGE STEP

You should be well familiar with the concept that changing your oil within the recommended guidelines is the single best thing you can do for any engine on any kind of vehicle. This obviously includes motorcycles.

It's just as important to change your motorcycle oil on a regular basis because those engines tend to work harder - at higher speeds and RPMs - than cars and truck engines. Your owner's manual will have the best recommendation for the right oil to use. It will also tell you how often you need to change it. Ignore these recommendations at your peril.

Go too long between changes and your oil won't protect the metal parts from wear as effectively as it should. Remember that oil contains additives such as acid neutralizers which are used to protect the engine surfaces from build-up of damaging contaminants and combustion products (like soot and acid). So if you go too long between changing your oil, these additives will wear out and stop protecting the engine.

On the flip side, change your oil too often and you'll be flushing money down the drain. Sure, you could change your oil every 500 miles "just to be safe", but what would be the point? You'd just be wasting money by being too overly cautious.

AIR FILTER MAINTENANCE

An internal combustion engine requires a constant intake flow of air to provide the oxygen needed to support combustion of the fuel. A clean air filter is important for making sure that the air that goes into your engine doesn't bring in foreign contaminants and substances that may do harm to your engine. Dust and dirt and particles from the environment can get trapped in the oil film or onto metal surfaces where they act as abrasives and damage the valves, cylinder and internal bearings.

Cleaning or changing the air filter will help prevent this. How often you should do so is dictated by your owner's manual (there it is again). It's also always a good idea to increase the frequency with which you change the filter if you ride your motorcycle a lot in dusty environments. Obviously a dusty environment increases the speed at which your filter gets dirty and excessively plugged.

Lastly, a clean air filter will also help your gas mileage. This is a bonus that everyone likes. Now it won't boost your mileage by 20% or anything like that, but you do typically get a small mileage bonus for being conscientious in your maintenance in this area.

RIDE UNDER PRESSURE

Tire pressure can be the difference between wasting gas and money or riding at your best. Tires are the contact points for the road and influence so many things about your riding experience. Your fuel mileage stays high and your bike handling is best when your tires are at the proper pressure. Tire pressure that is too low causes too much of the tire's surface to contact the road at any given time. This creates excessive drag and drops your gas mileage. It also places pressure on the side walls of the tires and speeds the wear of the tire. So make sure you're not riding too low. But don't raise the tire pressure too high, either. It is true that higher tire pressure gives you a mileage boost. But go too far in this direction (some people think if a little of something is good, a lot of it has to be great) and you won't get the best traction in wet weather, which is obviously dangerous. And tires that are overinflated wear more quickly too, but in the middle of the tread, instead of on the sides.

There's no rocket science here - just check your tire pressure once a week with a gauge.

KEEP YOUR BEARINGS (GREASED) AND CHECK YOUR SUSPENSION PARTS

People who own dirt bikes are already familiar with the habit of greasing wheel bearings, since dirt bikes need a lot of grease virtually from the minute they've been purchased. Street bikes don't have as many exposed bearings as dirt bikes do, but they do need a healthy dose of grease in areas like suspension linkages. Checking them and following regular greasing routines will make these exposed parts last longer.

Any good maintenance routine should involve checking the health of important bearings for signs of wear. It's essential to do this because these bearings wear out quickly when they start to go. Steering stem bearings should be checked (raise the front wheels off the ground on a stand and check the feel of the turn). Any unusual feeling or excessive loose play during this check could be a sign that these bearings need to be replaced.

Check your bike's swing arm. The pivot point should be tight and it should not have any side-to-side play in it. Same thing for the front and rear axles. Any play in these areas necessitates replacing of these bearings.

In summary, check all your bolts and bearings regularly. Grease them regularly to make them last longer, and put anti-seize coating on them when you reinstall your bolts (swing arm, linkage, motor mount). Paying attention to these critical parts will prevent bigger issues at a later time.

WATCHING YOUR DRIVETRAIN

We've already talked about the importance of clean oil and a clean air filter in your bike's health. But another essential part that works with these components is the chain, belt or shaft that enables your transmission to drive your bike's wheel - the drive train. Which one of these you have depends on the model of bike you have.

Keeping your drivetrain healthy is pretty straightforward but important to do. Check your chain and sprockets for wear. Make sure you have no cracks in your belt. Check the shaft housing and add oil to it every so often. Maintenance to this essential area pretty much involves observation to ensure the lubrication is adequate. Don't ignore this. You can't go anywhere if your drive train is out of order.

BATTERY CHARGE

Even if your drive train is in good working order, you won't go anywhere if your battery is dead. Batteries drain slowly from new, so it's up to you to maximize the total life you'll get out of it. There are two kinds of batteries you can opt for: a sealed battery and an exposed battery. Exposed batteries require that you check the liquid solution inside every so often. If the solution gets too low, top it off. This keeps the internal plates from getting exposed and wearing the battery out too quickly. If you use a sealed battery, you won't have to worry about this.

RIDING WISELY

Beyond the simple things above that you can do to make your bike last longer, how you operate the bike also goes a long way in this regard. A car driver who squeals his tires, pops his clutch and slams on his brakes isn't going to get very long life out of his clutch or brakes and transmission and is likely to be spending a lot of time with his friendly neighborhood mechanic. The same is true for motorcycle riding. Riding the bike rough, not feathering the clutch while shifting, not backing off the throttle at the right time - these will wear your transmission out pretty quickly. In the same vein, accelerating and braking in controlled manners help out as well and will keep you out of the repair shop for much longer periods of time. You have enough things to spend money on these days without wasting it by wearing essentially bike parts out too quickly.

FUEL SYSTEM MAINTENANCE - ESSENTIAL STEPS

The fuel system is an essential internal system that ensures your motorcycle gets its essential life blood of fuel delivered to the right place in the right amount for the best performance. Like other parts of the bike, the fuel system requires a little bit of looking after, but it doesn't have to be difficult or labor intensive, it's more preventive in nature.

GETTING THE FUEL RIGHT

Fuel is quite often overlooked as a form of preventive maintenance on a motorcycle. Any time you're talking about fuel and fuel systems, you should always consider the fuel filter. It's wise to check the fuel filter regularly if you have one to make sure it is not clogged, looks clean and is clear. It is recommended that you replace fuel filters every 2 years, or sooner if you have any signs of contaminated fuel. While you're at it, check the bike's fuel lines for weather damage and cracking. Replace these lines immediately if any damage is found.

Typically, untreated gasoline retains its best combustion quality in storage for about six months; much less if the gasoline contains ethanol. Things that cause gasoline fuels to lose their quality are exposure to air and light, and the accumulation of water from the environment. Air and light cause chemical reactions (oxidation) to occur in the fuel, producing discolored gasoline with dark deposits collected on the bottom of the gas can or storage tank. These reactions happen faster in hot weather.

Ethanol fuels also have the issue of pulling water out of the air and into the fuel. This is due to the chemical nature of the ethanol itself. When enough water is absorbed, the dissolved ethanol m ay start to drop out of solution in a process known as "phase separation". The free ethanol mixes with the water and sinks to the bottom of the tank (because water and ethanol is heavier than gas). When this happens, you've got some problems that are best avoided, like leftover gasoline that is stripped of its octane rating, or your fuel line sucking up a water/ethanol mix instead of sucking up gasoline.

The best way to prevent these storage problems is to treat the fuel with an additive. But in order to be effective, any fuel additive must be added when the gasoline is in good shape. Once the fuel goes bad, there are no products on the market that can restore it to good condition, and the gasoline must be discarded at that point. At best, poor performance and at worst, serious engine damage can result if deteriorated gasoline is burned in your engine. A good fuel additive treatment can double or triple the life of gasoline and will have a positive effect on the performance of your motorcycle.

Furthermore, the ethanol found in most on-road gasoline is highly corrosive and will actually dissolve the aluminum in your carburetor over time. A good fuel additive mixed in with the gasoline should coat and protect the carburetor and fuel system components, protecting them from this process. This is very important when your bike is in storage for a long period of time.

WHEN YOUR BIKE SITS AROUND - BURNING YOUR RESERVE

Also remember that, when parking your motorcycle for any extended length of time, to turn the petcock to the off position. This prevents any fuel potentially leaking or flooding the carburetor. The fuel that is drawn in when you change your petcock setting from "Normal" to "Reserve" comes from a different part of the gas tank, usually from the very bottom. The gas located in this part of the tank is more likely to be phase-separated gasoline containing higher concentrations of water, ethanol and whatever foreign matter and heavy deposits that would have accumulated over time. The potential here is that the very first time you need your reserve fuel, your motorcycle just stops dead because this contaminated fuel would be drawn into the carburetor or fuel injection system. A good preventive solution to this problem is to ride on the reserve setting with a full tank of fuel on occasion. The ratio of contaminated to good fuel will be so small as not to be as much of a problem. You're more likely to burn off whatever bad gas is in the reserve without nearly as many problems. This will also mean that the day you need your reserve, it's going to work like you need it to.

STORING YOUR MOTORCYCLE

When preparing to store a motorcycle for an extended period of time, you should take certain steps that will reduce the chances of having certain storage-related problems. The following items are some recommendations for steps to take before you put the cycle away for storage. This will ensure that when the next riding season arrives, your motorcycle will be free of problems and ready to go:

• Change the oil and filter.


• If the motorcycle is liquid-cooled, be sure that the cooling system is filled with a 50 percent antifreeze solution to prevent the cooling system components from freezing.


• Fill your fuel tank with gasoline and add a fuel stabilizer. There are a number of options for this, some better than others. A good fuel additive will prevent corrosion to fuel system components (especially from ethanol) and prevent the fuel from deteriorating during storage.


• Drain the carburetor if possible or turn the fuel petcock to the off position and run the engine until all the fuel in the carburetor is consumed and the engine dies.


• To prevent rusting in the cylinders, poor a teaspoon of clean engine oil into each cylinder by removing the spark plugs. Place a piece of cloth over the spark plug holes and turn the engine over a few times to disperse the oil and coat the cylinder walls. Replace the spark plugs after completing this operation.


• Remove the battery and verify that it is fully charged and store it in an area to protect it from freezing. You should place the battery on a trickle charger once a month while in storage to prevent it from discharging and sulfating.


• If the motorcycle has a drive chain, you should lubricate it to prevent it from rusting.


• Inflate the tires to the factory recommended pressure to prevent sidewall cracks or flat spots.


• Wash and wax all the painted and chrome parts.


• Cover the motorcycle to keep dust and grit from settling on the paint which can result in a scratched finish. It is also recommended using a cloth cover to avoid any moisture collecting on the cover or the painted or chrome surfaces.

Following these procedures will reduce the chances of having problems when taking the motorcycle out of storage and ensuring that your motorcycle will look as good and run as well as it did when you placed it in storage. The result will be an enjoyable riding season when it begins.

The Development of the Motorcycle Battery

There was a time when every motorcycle was simply kick started. The idea of using an electric start system powered by a battery to start a motorcycle seemed unnecessary. That was something reserved for the larger and heavier cars. Today, practically every motorcycle has a battery for starting the engine.

However, in the earliest days of motorcycles, the idea of having an electric start system was there. There are extant poster adverts from the 1920s extolling the virtues of such a system. These consisted of clumsy and heavy lead acid batteries, coupled to equally clumsy and heavy electric starter motors.

Most people riding a motorcycle, however, continued to use the kick starter. It wasn't very reliable, and it could kick back, so you had to be careful, but by and large it worked. Prior to 1908 when the kick starter was first introduced, practically all motorcycles had to be push started.

It wasn't really until the 1960s that an electric start system on a motorcycle became popular and common. At this time it was still almost exclusively the old tried and trusted lead acid battery that was used in a 12-volt system, or even a 6-volt system. The batteries had to be topped up with water on a regular basis to make up for natural evaporation, but that was really all the maintenance required.

The next big development in the motorcycle battery was the sealed unit. These are maintenance-free dry cell batteries, and are usually only available as 12-volt systems. These batteries didn't really offer any advantages in terms of power or longevity, but rather just a unit that you could install and forget about, which for many people was a definite step forward.

The next motorcycle battery development was the introduction of the gel battery. These batteries are normally only available for 12-volt systems, they are fully sealed and completely maintenance-free. They are commonly found on motorcycles these days, especially where the battery has to lie on its side or at an angle. That would have been impossible with earlier units that have stoppers on the top allowing acid to leak.

It was the introduction of the cell phone that kick started the battery industry, as manufacturers of cell phones needed a smaller, more powerful battery that could last longer and discharge slower.

The lithium ion battery has an excellent energy-to-weight ratio. It has no 'memory' effect either, and it discharges at a very slow, almost negligible, rate. The latest development is the lithium ion polymer motorcycle battery. It is not yet available on a typical road bike, as the manufacturing cost is still quite high, but the performance level is quite amazing. The development of the motorcycle battery has indeed come a long way.

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Today's Most Common Types of Motorcycle Saddlebags

With gas prices increasing almost every day, more and more people are turning to motorcycles to become their everyday driver. The one drawback to that choice is storage. That is why motorcycle saddlebags where invented, to offer the ease and convent of storage while riding the open road. Ever since the motorcycle was invented in 1867 people have tried to find a way to secure a suitcase or duffel bag to their motorcycle. All with good intentions, there have been many different variations of saddlebags. All those trial and errors have brought us to today's top three most common motorcycle saddlebags.

The most common are Leather, Synthetic Leather and Hard saddlebags. Each one adds its own advantages. While Hard Saddlebags that are made of fiberglass or mild steel, offer higher security and strength from weather conditions. They also have a higher price tag attached to them. On the other hand Leather and Synthetic Leather saddlebags are offered at a lower price, but do not provide the longevity that hard saddlebags provide.

Most leather and hard saddlebags come in a variety of styles and sizes. Many of the choices include very plain looking saddlebags, all the way up to fringe and studs for added details. Hard saddle bags have close to unlimited color and appearance choices. Details for hard saddlebags include chrome details and many different paint designs that can become a custom piece of art. With so many different manufactures out there to choice from it can become quit frustrating so here are some key factors to remember when purchasing saddlebags.

* How much room do you need for storage?

* What weather conditions are you traveling in?

* How do you store your motorcycle?

* How much security do you need?

* What is your budget?

* Make sure it will mount to your motorcycle

* Do you need detachable features?

Most of the early motorcycle saddlebags where throw over style which are still available today. The convince of this style is they do not require any extra mounting brackets or hardware. You install these types of saddlebags by attaching them under the motorcycle seat. The installment of these motorcycle saddlebags are very quick and easy. The draw back to this is they are not easy to take off your motorcycle while out on the open road. If removal of your motorcycle saddlebag is essential, then make sure to purchase ones that offer quick release saddlebags or mounted motorcycle saddlebags. Mounted saddlebags are attached to the bike with brackets or hardware most offer the convince of quick release so you are able to detach your saddlebags and carry them with you. The mounting process is more detailed, and be sure that the motorcycle saddlebags you purchase come with mounting brackets or you purchase them separately.

Keeping Safe

Modular helmets are simply the more sophisticated name for the full face helmet. These essentially cover your entire head and have a flip open visor across the face. Being able to have this flip open face, makes adjusting the helmet rather easy and also makes it comfortable compared to the open helmets that many prefer. It in no way brings down the safety levels of the helmet, because when you are riding, you can choose to close down the visor.

When worn the right way, these helmets are really safe. It is best never to ride with these helmets flipped open. Debris could get into your eyes causing you to lose control of the vehicle and crash. The main idea behind a modular helmet is to provide the rider with comfort as well as some level of adjustment without compromising on the safety levels of the helmet. One main advantage to this helmet is that it can be used by those who wear prescription spectacles as it gives them a great deal of comfort.

When you are testing out the helmet make sure that you wear it and check whether it has a tendency to roll over. Should you be in an accident and the helmet actually rolls of your head when you fall, you are going to be severely injured. It is also important to have the front portion of the helmet in the downward position when riding even if you do feel a little exposed considering that it is removable.

It is best that these helmets are bought at a retail store. This gives you the ability to wear and test it for comfort and fit. There are several stores with a specialty in modular helmets and you shouldn't have much of a problem finding one that suits you. Look for stores that carry multiple brands and do your research on the credible brands. Remember that they may be expensive, but they do an important job of keeping you safe in the course of an accident. The prices range between $100 and $300. You will of course get those that are below $100 but the level of safety is not exactly guaranteed.

What you could do is a research online on the different brands available and the price ranges. This will give you a good idea of what you would like to test. Once you are sure of a couple of models you can head down to the store and make a choice based on good fit.

3 Reasons for Choosing Harley-Davidson Bags

Being a biker, you probably wish to have a safe and smart bike that not only offers to be a reliable road partner, but also attracts eyes wherever you drive it. Since these two features are must for most of today's bikers, buying a great bike and adorning it with equally quality bags and bike accessories is a good idea. Since high quality bags are the most convenient accessories, you will be missing out on a lot if you don't check out the top Harley-Davidson bags.

You may think that Harley-Davidson bags are expensive and unnecessary. However, if you need motorcycle bags, this is the brand you should choose, and here are the three reasons why.

1. Harley-Davidson is a well-known name in the world of motorbike, gear and accessories. The company's century-long experience not only makes it a master in this field, but also ensures its clients that it is fully aware of the latest market demands and customer satisfaction. This is the reason you see the company introducing a line of trend-setting motorbikes, bags, accessories, motorbike kits, tools and other items. So, if you notice a few catchy motorcycle gear, keep in mind that Harley-Davidson probably thought of it first and has a few collections of it.

2. The best thing about Harley-Davidson bags is their quality. Made from pure leather and other quality synthetic material, they are a guaranteed companion for plenty of years ahead. This mean that you will never regret buying your motorcycle bags from this manufacturer. In addition, these bags are an excellent value for your money. Their price range is between $100 and $400, but because they last for years, you will definitely get the most for your dollar. Besides, because of the bags' high quality, you are bound to stumble on them across the world. So, wherever you are, you can be the proud owner of one of these exquisite motorbike bags.

3. The major temptation of Harley-Davidson bags lies in the variety of their design, size and capacity. Because Harley-Davidson is a huge brand, you can easily look up these bags on the internet and find out about the latest entries to the market.

Motorbike bags from Harley-Davidson are strong, durable, weather resistant and high in quality. Moreover, these bags are user-friendly and can easily be mounted or strapped to your bike. So, don't deprive yourself and your ride from owning one of these bags.

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The Motorcyclist and Law Enforcement

Learn the local laws for the area where you are planning on attending a Rally or just touring on vacation. Although many places in the USA enforce their laws more harshly when they know a certain breed of traveler comes through their area; especially where rallies are held, and some municipalities focus on ways to improve their revenue. Life is more tranquil when you develop the right attitude about you as the motorcyclist and law enforcement.

There are quite a few police officers that love bikes and ride them on and off duty; also there are some members of the law enforcement society that dislike motorcycles with a passion. They might have had a friend maimed or killed on a motorcycle and they will never like bikes or people that ride them. It's those kinds of officers that think the world would be safer without any motorcycles allowed on the highways and they might harass the riders so they won't show up in their part of the world again.

Motorcycle profiling is defined as using the fact that a person who rides a motorcycle or wears biker paraphernalia as a factor in determining who to stop or question, take enforcement action, arrest, or search a person or vehicle with or without legal basis under the U.S. Constitution. Profiling is illegal but can be administered under the guise of a safety check point or other means of pulling motorcyclists over.

If you are pulled over by the Law do not start arguing unless you want to be detained longer than necessary, especially if you are borderline legal in one or more areas. Keeping a civil tongue goes a long way towards a small delay in time, as opposed to the beginning of your worst nightmare. Eventually you will get pulled over for some reason; when it happens, do not start swearing at the cop because you will not win, even if he is wrong, you will still lose.

Some people can not accept authority in any shape or form, as soon as they are confronted, by a police officer or any form of authority, their hair stands up on the back of their neck and they see red. Those individuals should keep a very low profile, ride a stock bike without a lot of graphics, no straight pipes without baffles, no ape hangers, just a completely stock bike and observe all traffic laws. Do not try and stand out in the crowd, by letting your freak flag fly.

The law as well as most rally goers takes a very close look at any bike or person that does not conform to the general masses. Everyone likes to be separated from the pack, unless you are the leader of the pack or a 1%er (one percenter), but there are ways of doing it that won't draw the awareness of the Police. For instance if you ride like there is a bear in the air; you will have few problems. Actually there are satellites up there that can monitor most activity on earth now, that's spooky so keep that in mind about you as the motorcyclist and law enforcement.

Picking The Right Leather Motorcycle Jacket

When you want to purchase a leather motorcycle jacket, you will find that there are many different choices available in both online and offline shops. As a result, picking the right one is not as easy as you would imagine. There are many important variables that you need to consider when choosing a motorcycle jacket. While most people purchase these jackets in order to look stylish or achieve an intimidating tough-guy look, picking the right jacket goes way beyond looks.

The first and most important thing that you need to consider when picking a jacket is protection. A good motorcycle jacket should provide you with adequate protection from wind and probable accidents. Look for a jacket that offers a little more padding in the shoulders, spine and elbows. Thick padding will protect you a little better in case of an accident. The quality of the leather is also important when it comes to protection. A jacket that is constructed with a thick high-quality leather will provide you with added security should you take a spill on your bike.

The next thing that you need to take into account when selecting a motorcycle jacket is the climate where you will be taking most of your rides. If you live in a cold place, consider purchasing a thick jacket that has a zip out liner and zippers on the wrists. A lined jacket is very versatile, and you will be prepared for varying weather conditions. The zippers on the wrists will help to keep you warm in winter and cooler during summer. On the other hand, if you will be riding in predominantly warmer climates, you need to find a vented jacket. A vented leather jacket allows better air flow, which will help to keep you cool. A jacket with a full zip-out lining is also a great choice. You can always remove the lining when it is hot, and add it back when the weather is cold.

Another important consideration that you need to keep in mind when picking a leather jacket is the size. Do not just pick a jacket because it looks nice. Find a motorcycle jacket that fits you properly. Such a jacket will allow you to ride your bike with maximum comfort. A motorcycle jacket needs to fit fairly snugly since you will be wearing it while riding in high speeds. However, it is also important to allow room for whatever you will be wearing under the jacket. A sizing chart can help you to determine the right-sized jacket for you. A good motorcycle jacket should fit you snugly around the waist, especially if you will be riding in cooler weather. This helps to keep the wind from blowing up your back.

The quality of the leather and the hardware are also important considerations when selecting a jacket. Choose a jacket that is made from durable leather, preferably cowhide or buffalo hide. The jacket's hardware, including, buttons, snaps and zippers should also be of high quality. Lastly, although it is always good to look for affordable items, a high-quality leather motorcycle jacket does not always come cheap. However, it is worth every dollar that you may spend on it since it will last for quite a long time.

Riding for Safety

Slow speed riding in any city is an uncomfortable affair, but when you ride so as part of a formation of around 40 riders there is a different sort of excitement attached to the affair. Add to it not one but two Police jeeps providing the formation escort at the front and rear, it becomes a memorable ride. That basically defined the Road Safety Awareness Campaign conducted by xBHP Kerala and Trivandrum City Traffic Police on the 26th of February, 2012.

xBHP Kerala chapter have been conducting Road Safety and Helmet Awareness campaigns in Trivandrum City for the past two years but this year it became an even grander event. Riders assembled from all over Kerala, some arriving the previous day itself and some like me on the day of the eve.

The day began for me at 3.45 AM when I woke up to put the finishing touches to my saddle bags and perform a ceremony that to me has been as poignant as Tom Cruise's donning of Samurai suit in "The Last Samurai" - wearing of my riding gear. As civilians I suppose we riders all may be excused this slight imaginary delight of wearing armor and comparing us to Samurai. After all when we consider the maniacal drivers and riders out there hell bent on killing us every day, a war analogy is not out of place. A couple of bananas and a pot of extremely strong black coffee and it had become 5 AM and I was on my way to Trivandrum.

The early morning ride was of course a very pleasant affair. Scant traffic and a pleasantly cool weather was something I had been relishing for some days! It was a very sedate pace that I maintained, riding at 60-65 kmph during the dark hours and around 70-80 after day break. Several pit stops I took routinely at 50 kms / 1 hour ensured my progress was steady. The rising sun view of the beaches at Kollam was simply spectacular however the breakfast stop with a fare of frigid dosas and curry was uninspiring. However when on a ride one is content at getting just about anything to eat, so no complaints and refilled thus, the ride was on.

Nearing 10 I was on the NH47 bypass near Technopark, Trivandrum looking for my entry into the city. Consulting Google devata the past day I had plotted in my mind an adequate route to the apartment of my relatives which would be my place of halt until time for RSAC. Thinking quite smart of myself I had plotted a seemingly short and traffic free route to the destination, and as I predicted it was short and remarkably traffic free. There was just one problem. There was a level cross just 2 kms short of my destination which was closed at that time and the train was standing still at the junction. Ten minutes I waited there at the railway level cross, getting cooked thoroughly in my riding gear. Then with a silent curse to Google Maps I called my mother who finally gave me a correct route.

Without much ado and after several more asking to bystanders I finally found my relatives' apartment. Regaled with lots of family gossip and a sumptuous lunch by around 1.30 PM I left my relatives' house to reach the Kawdiar Palace from where the rally would start. This time I decided not to rely on Google Maps anymore and finally reached Kawdiar Palace. At first I had no idea where to meet but some friendly chaps in a passing car told me that some bikers were waiting further down the road. There I met some of the Trivandrum xBHP'ians who too was waiting for the rest of the riders. Soon at the instructions from another senior rider we rode up to the Kawdiar Palace where the gatekeeper instructed us to park in a place that was particularly lacking in shade. The handful grew into a dozen and finally scores as nearing 3PM riders came together and fighting for the scant shade to escape from the mid-day heat the xBHP'ians renewed some friendships and cast anew new acquaintances.

Nearing 3PM the dignitaries started arriving with the more prominent arrival being that of Prince Aditya Varma, a scion of the erstwhile Travancore Royal Family. An avid follower of the biking scene, he got a treat himself when he got to ride Milan Cherian's Kawasaki Ninja followed of course by the band of journalists who had come to cover the event. By then it was time for the inauguration. After brief speeches by the Prince and Circle of Inspector (Vigilance) Mr. Rakesh Kumar the street play organized by Padhiker, a group of artists was unveiled. The evocative performance raised several issues like helmet awareness, under age driving, over speeding and seat belt awareness. Even by the conclusion of this play it was apparent to most of us that event is off to a successful start.

Having thus been flagged off by Prince Aditya Varma, the riders as a formation of two columns rode out of the Kawdiar Palace gates escorted as mentioned earlier by Police Jeeps and the ubiquitous White Police Bullets. My GoPro Helmet cam was being used by me to cover the ride initially in a rear view and then on a front view mode. Though it was a Sunday there were a fair traffic density and the usual hazard of vehicles trying to cut across the formation. Maintaining respectable riding discipline and formation, the RSAC rally made its way across Trivandrum City. The rally made halts at Museum Gate near Kanakakunnu Palace and Gandhi Park at East Fort where the Padhiker team conducted their street drama while the xBHP riders distributed pamphlets propounding the concepts of Road Safety among the public. The response from public was quite enthusiastic, the spectacle of so many bikers in full riding gear, riding in perfect formation as also exemplary performance by the street drama troupe all helped in driving the message home. The final leg of the rally was towards Shangumugham Beach where the grand finale of the Road Safety Awareness Campaign 2012 would be held. At the beach the sight of the arrival of so many bedecked bikers a substantial crowd gathered and the final performance of the street drama was held.

With the arrival of the Asst Commissioner of Traffic (Trivandrum North), M Rajamohan and Circle of Inspector Traffic (Trivandrum North) Niyas P the RSAC 2012 formally concluded. In an age where rebellious disregard for rules and regulations and disrespect and ignorance of traffic rules define youth and biking, the responsible riding ethos of xBHP were much appreciated by the officers of Kerala Police who promised cooperation in future endeavors. The setting sun of Shangumugham beach thus presented a fitting finale for the RSAC as the riders of xBHP Kerala said their goodbyes and made promises of G2Gs and rides in the future. Riding off from the event the most heartening feeling after all is the contentment at being part of an activism for something we riders truly believe in - Responsible Biking.

It would however be amiss to stop this narration here as it is from now onwards, that is after the conclusion of the RSAC'12 that the most awesome rides of the day would begin. With the end of the ride the Cochin xBHP'ians started discussing their return plans. One group were about to leave immediately at 7PM itself but then another group, i.e. Anand, Swaroop and Lijo were planning to start later after a brief halt at Lijo's place. My parents were ordering me to not ride on at night, and compelling me to stay at my relatives' house. Personally I was not very confident of riding solo at night considering my exhaustion. I knew that I could not ride with the 7PM group as I needed more time to relax. So the best choice was to ride out with the late night team.

So we rode down to Lijo's house where after being intimidated by Lijo's dog and regaled by the antics of Lijo's cat we finally set out at 10 PM joined by Vineeth who would be Anand's pillion. The first priority as we set out then was of course fuel and food. We tanked up at a fuel pump just before being chased out by its owners who wanted to close it for the day. Then lead by Lijo we made our way to the MC Road which we planned to follow before joining the NH47 at Alleppey. With increasing agony we passed several closed restaurants before finally our tummies achieved salvation at a restaurant near Vembayam.

It was the ride from here on that I was most worried about. I knew that after already riding around 250+ kms in the day, I was considerably less fresh than my co riders who all had arrived the previous day. I knew I could not discount the possibility of fatigue over coming me, but I also could not fail the personal challenge I placed over me to reach Cochin before the day was over. However the presence of excellent lead and tail riders gave me considerably more confidence. So off we started down the twisty and smooth roads of the MC road, a road that Lijo assured us was best driven only at night.

Riding on an unknown road in the middle of the night, on a road replete with speeding trucks and with exhaustion always trying to sneak in thoughts that could distract one, it was a more psychological than a physical test for me. Reason and logic tried to creep in thoughts and doubts about hidden dangers ahead and of exhaustion preventing me from completing the ride and becoming a burden on fellow riders, but then the mind strove to keep the thoughts out and concentrate all attention on the road ahead. No time for thoughts, just to focus on the road ahead and lights behind. It was a Zen state that really helped me through the ride.

Thankfully I managed not to slow down the group as a whole and I felt their pace and progress to be on par with mine, stopping every 50 kms / 1 hour for rest and coffee break. A considerably long break was taken at Changanassery where we mused about the crazy driving by a few tipper lorries in the stretch. From Changanassery we took the detour from MC Road towards Alleppey where we took another coffee break before setting out to tackle the insane traffic of NH47 once again. As distance from Alleppey to Cochin decreased, tarmac started improving and soon home was almost near. A final pit stop was taken a few kilometers before Aroor where Anand's bag tied behind my bike was given back and a final good bye was said. At Kundannoor Junction I finally took the detour to Tripunithura waving a good bye to the riders who had helped me achieve yet another memorable ride of my life!

Motorcycle Heaven (My Version)

This last week I managed to pry a few days from work to join some friends for four days of motorcycle heaven. My definition of that lofty place is all about sunny days, winding roads through incredible scenery or by another name the mighty Ozarks of North-western Arkansas. Now I've been all over most of the USA and Canada including the Rocky mountains in the West, the Dragon's Tail in the East and down to the Twisted Sisters in central Texas. The fact is that for most of the planet if a road is good for motorcycling it has traffic and traffic on scenic highways usually means those large very slow homes with motors. This seems to be an almost unalterable law of nature. Arkansas on the other hand seems to have a bounty of curvy, windy roads that are well marked and in good condition with almost nobody on them and when you do come up behind someone they usually make a point of pulling off and letting you by.

Over the years, I've stayed in a number of towns in the Arkansas Northwest and ridden all over the Ozarks. I've yet to be disappointed. In this latest iteration we stayed in Hot Springs with most of the riding based off of highway #7 with loops to Magazine mountain and Paris. As an added bonus there was also supposed to be a motorcycle rally here in Hot Springs to benefit the wounded warrior program but I'm afraid it didn't amount to much. I got the t-shirt and did my bit for the cause but I believe it was this show's first year and they didn't do very much in the way of promotion. The lack of crowds and the fact that even the hotel next door to the site of the motorcycle rally where we were staying didn't know about it seems to support my statement.

All that aside, I still enjoyed the show, got to talk with a number of folks who are as passionate about motorcycling as I am. My only fear is that they had such a poor showing that they give up and don't try next year. I think all they need to do is promote it a bit better and they'd have as big a crowd as they handle. Hot Springs is only a few hours away from a lot of major population centers including Dallas Fort Worth, Oklahoma City, and Little Rock. There is very little excuse for such a poor showing. Lets hope they can pull it together for next year, after all they're in the middle of motorcycle heaven.

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Running Motorcycle Lead In A Bicycle Race

Hey, going racing on a motorcycle: That'll get your blood pumping, no? Well, yeah, I guess if it's the motorcycles doing the racing. But what if you're the one on a motorcycle at a bicycle race? Isn't that kind of like bringing a gun to a knife fight? Well, yeah, if you're actually competing against the bicycles, which I wasn't. I was there as the motorcycle lead, the guy out in front of all these bicycle riders running interference.

Let's back up.

I saw an ad on Craigslist looking for motorcyclists. That's not something you see every day so of course I had to see what it was about. Turns out it was this bicycle organization that hosts races throughout the warm months and they needed people to be the motorcycle guys. First off, the judges or referees or whatever they call them are all on motorcycles. They have to be; how else would they be able to move up and down the strung-out line of racers?

That was not something I was qualified for. Those guys need a lot of training and experience. But they also needed someone on a motorcycle just to run out front. I was qualified for that. I signed up.

On race day I was up early heading east out of town on the interstate until I came to a tiny so-called town (population 13?) that had momentarily had a population explosion to about 400. I checked in and got set up and pretty soon it was time to take my place in the lead. I was advised to be sure to keep far enough ahead of the racers so they couldn't draft off me, and to watch out, because sometimes they'll put on a burst of speed and all of a sudden they're not so far behind you.

It was a cool day in early spring, with a bit of breeze, but as we started out on this two-lane road out of town the wind was at our backs. Everyone was fresh and full of energy so we clipped right along. Of course I was practically idling on the throttle but the pace was steady.

The way the route was mapped out, we headed out on this one road up to a point where we turned around and then came back to town. Then we'd go through town and out the other way to another point, turn back, and the finish line was part way back on that leg. So we got to the first turnaround point and suddenly it was another world. This easy breeze at our backs was not a blast we were facing head on. The pace dropped like a rock.

If I had been riding a smaller and lighter bike, such as a Yamaha FZ1, it would have been no problem. But I was riding my big, heavy Kawasaki Concours, with full body work, and I had to creep along at a speed that had me feathering the clutch constantly while the body work was catching the full force of that wind. At least it was hitting me head on. Still, I took to putting a little more distance between myself and the racers and then just stopping until they could catch up. It was easier to stand there at a complete stop than creep along at 5 mph.

So we got back to town and headed out the other way, only now the wind was hitting us squarely from the side. Talk about that body work catching the wind! It might as well have been a sail. And by now, of course, the riders were tiring and going even slower, but at least it wasn't into a headwind. I crept along and crept along and suddenly, the leaders were almost upon me! They were dueling it out. Up to now there were three who had stuck together and left the pack behind but now it was apparently time to shed the weaker one, and as we all sprinted ahead, sure enough, there were only two leaders now.

We reached the turnaround point and headed back to the finish and the competition got hot. And while these two guys were duking it out, it started to snow. Remember, this was late spring. So they're battling to see who can get to the finish line first, I'm battling to keep my bike upright at a slow speed in a fierce crosswind, and we're all getting pelted with snow and I'm freezing.

We hit the finish line and I didn't even stop. I blasted on back to headquarters and drank about six cups of coffee and tried to warm up. I was invited to ride lead on another race but I'd had my fill. Once I was halfway warm again I remounted the bike and turned toward home. My day at the races was over.

To Restore a Knuckle Takes Dedication

The number of attention Matt McManus devoted to this 1947 FL Knuckle would pity a museum historian with OCD. Matt designed the bike precisely how a bobber would've looked in the 50's. Every nut and bolt has the correct factory finish onto it, even though circumstances and unique preference influenced a few deviations from time to time.

This wasn't his first rodeo, though. Matt and his dad each have their own old knuckle heads. They've each raised from the dead a couple of the old bikes in their lifetimes. He assembled an additional 1947 just before this one.

As he describes ityou would practically consider the very first bike as a rehearsal for this.

"The first bike was okay however it was not specifically what I planned. Someone else had started developing it and I simply completed it with what was there," he says.

The earliest was initially offered by Matt at an antique motorcycle swap meet. Some guy fell in love with it and unconditionally had to purchase it. Even though he was reluctant to start with, he ultimately decided and scooted out the swap meet without the knuckle head but with a fat pocket.

That turned out for the best. The problem with the first project was that he started when the bike was half clone to someone else's styles and he just completed the puzzle. Think of that one as a sort of starter house, it's not the best choice, but the worth within it enables you to acquire what you long for the very next time. Matt put the money from the sold knuckle into making the bike you see before you now.

Matt's first thing on his list was analysis. McManus conferred with classic photos, motorcycle mags and photos on the internet in order to get an idea of what alterations and extras were done to these bikes back in the '50s. McManus knew about the big bits and pieces. What McManus wanted were the natural modifications. Subsequently, it was a matter of putting that understanding into play. Largely, that meant searching everywhere to locate all the parts. What if you bought a classic knuckle and every little thing worked on it, there would not be much of a restoration story in it, now would there?

McManus totally refurbished the motor. It was similar to looking for treasure. Matt bought the cases from one place, barrels from another, and so on. Piece by piece he put it all together, and after that took the motor to Ben's V-twins where they did the machine task and assembled it. The original guts were worn out. Because He was restoring this bike as a rider and not a museum curator, he preferred top quality alternatives on the inside. That's why he opted for S&S pistons, rods, Rowe valves, and an Andrews S grind cam. So far, Matt has already logged 13K miles on it without a hitch.

There isn't much in the way of fabrication with this bike but what little there is comes directly from Matt himself. He bobbed the rear fender and topped it with a taillight. Also the exhaust has his handy work on it. He took a set of headers and built everything else himself. It took Matt 7 months from hunting parts to paint to reincarnate this bike.

"I've thought about changing the bike around later on by putting the actual fenders and saddle back, for the time being I'm just going to let those accessories and parts like harley hand grips and the likes, Iay around and enjoy the bike how it is now," he says.

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The Code Of The Road For Motorcyclists

It's that sinking feeling in the pit of your stomach. That's a common reaction when you're out in the middle of nowhere and your motorcycle dies on you. Of course it's a pretty uncommon occurrence if you're on a brand new Vulcan 1700 Nomad or Yamaha FJR1300A. But if you ride them enough and don't take proper care of them it can happen even on a bike like those.

More than likely, though, you're on an old bike and it's just showing its age. Or else you were just thoughtless and let yourself run out of gas. Who hasn't done that at least once?

Whatever. You're out there and the bike is dead. Dang, dang, dang. And double dang, you pull out your cellphone and it's dead, too. Arghh!! What now?

Then, while you're contemplating your options and fiddling around trying to figure out the situation, some guy on another bike comes along, and lo and behold, he pulls over. You're relieved but you're not really surprised, or at least you shouldn't be. It's the biker's code. If a brother of the road is in trouble along the roadside, you stop and help. That's just the way it is.

OK, sure, some riders will just pass you by. They apparently didn't get the memo. But more often than not, other riders do stop. And it doesn't matter what kind of bike you're on. Those black-leather clad, tattooed guys on the American-built V-twin cruisers are generally thought to have disdain for Japanese bikes like your Kawis or your Suzukis or your Yamahas, but they still stop. Because they believe in and practice the biker code. And it works the other direction as well.

Case in point. I was headed home after a track day riding my Kawasaki Concours. The engine died and I rolled to a stop. Not two minutes later a guy on a Harley pulled off and asked what he could do to help. I hadn't had time yet to even investigate the cause so he offered a few suggestions of things to check. We tried those to no avail so he asked if I wanted to use his cell phone to call for assistance. I called my wife to let her know the situation and asked her to call for help, gave him back his phone, and he took off.

Barely two more minutes later another guy on another cruiser pulled over to assist. We went through the same checklist and as we were doing so a wild thought hit me. Doh! The kill switch. The engine had died just after I reached over to set my throttle lock and I had accidentally hit the kill switch. I flipped it back to the run position, hit the starter, and the Connie fired up. Yeah, I felt like an idiot. I borrowed this second guy's cellphone to call my wife to tell her to cancel any calls for request she had made, thanked him, and we both continued on our ways.

I could tell a lot of those stories. I stop a lot to shoot photographs and more than once some other rider has pulled over to ask if I'm having trouble. I always thank them profusely and assure them I'm fine, but thanks a lot for stopping to check.

And you'd better believe I make it a point to stop if I see someone pulled over. I'll even do that if I'm in my car. Just because I'm not on a bike doesn't mean the biker code doesn't apply, at least to my way of thinking. And just as with me, most of the time they're fine. But if they do need help, it feels mighty good to able to offer it. It is, after all, the biker's code.

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Blocking The Wind Blast on Motorcycles

Some people just want to look cool on their motorcycles-even if being cool sometimes means being cold. Others-and I count myself one of them-don't care two hoots about being cool, we just want to be comfortable. The difference, and the distinguishing mark in many cases, is the presence or lack of a windshield or fairing.

I wouldn't own a highway bike without some kind of wind protection. On most of the serious road machines, such as Yamaha's Royal Star Venture S or Kawasaki's Concours 14, a full fairing is standard equipment. On others the wind screen is optional, but even when the manufacturer doesn't offer something there is always the aftermarket. No one has to ride with the wind blasting them in the chest.

But some people like it. My friend Bill is one of those. He'd be right at home on a Star Roadliner S, and even though they offer a windshield as an option Bill would not buy it. In addition to wanting to look cool-which he admits is the primarily reason he has no wind protection-he also just plain likes that feel of the wind blasting him in the face. Of course, he doesn't like it enough to cruise at interstate speeds. On the rare occasions where we get on the interstate we'll generally end up going about 60-65 because the wind blast is too uncomfortable for him.

Of course, that drives me a little crazy because my Concours is built to cruise fast on the big road, and the engine's sweet spot is actually at about 80. Plus, if we're on the interstate at all it is usually because we need to burn up some miles and I'd just as soon burn them in a hurry.

So the blast is one thing. For me, it is just not comfortable to be riding with that wind buffeting me. Plus, at times when we have traded bikes for a while, I've ended up with my eyes running so badly from the wind in my face that I've been almost blinded. Maybe wrap-around sunglasses would help that, I don't know.

But the other thing is the cold. I ride all year round, and in winter that sometimes means I'm out there at sub-freezing temperatures. One of my bikes just has a windshield, while the other has a full fairing. What a difference between the two! On the bike with the windshield I get cold pretty quickly. On the one with the fairing I will get cold after awhile but that fairing does its job. It comes up high and is wide, so there is a nice calm space behind it, which is where my upper body is. Then, down lower, it deflects the breeze away from my legs, while the engine heat helps keep them warm. I do still get cold eventually, but that fairing keeps me semi-warm at least twice as long as the windshield.

How quickly would I get cold without either? I'm thinking about 3 minutes. Even with five or six layers on and gauntlets that keep the wind from blowing up my sleeves and a scarf around my neck, that wind is going to find a way in.

And you know what? Bill doesn't ride much in winter. Oh sure, when the temps are in the 50s he'll get the bike out and go for a little scoot. But really get out and put some miles on the thing? No way. I can't imagine why. Can you? You don't suppose it could be that he's uncomfortable in all that cold air could it?

Motorcycle Driving Safety Tips

Before You Drive

There are numerous measures you can practice to make sure that your motorcycle is prepared for the ride. You can start by reviewing your bike's user guide to familiarize yourself with the specifics that you will need to maintain your motorcycle.

Motorcycles should be tested and inspected more frequently than other vehicles. Check your tires first and foremost. If there are foreign objects lodged in your thread or serious abrasions in your tires, you may be vulnerable to a mishap. In addition, keep an eye on your tire pressure with your own personal gauge. Gas station gauges can be unreliable as a result of the frequency of which customers use them.

After that, test your lights, signals, controls, side mirrors and horns to make sure they are functional. Check your oil, gasoline, and coolant levels; lower levels of these fluids might cause your bike to come to an abrupt stop.

And finally, try out your braking system as you roll off to make sure they are functioning properly.

Once on the Highway

Once you're on the highway, line of sight is vital. Make use of the front lights both during day time and night time. Make use of turn signals whenever you change lanes or turning. Keep away from positioning yourself at the rear of big vehicles or in other vehicles' blind spots. Should not be afraid to use your horn to let other road users know where you are either, particularly when they're getting too close to your motorcycle. Many crashes occur simply because drivers do not pay enough attention to riders. Always be watchful for possible hazards and ride defensively.

If you are driving in traffic at speeds under 40 mph, try to keep a 2 second gap between you and the vehicle before you. However, if you're on open road like the highway, you may broaden that gap to several seconds, depending on your velocity.

When moving past other motorists, be smart. Make sure to check your blind spot for other bigger vehicles, or motorbikes, and ensure you are at the least two seconds behind the car you wish to pass by. If you are nearing a turn or maybe a corner, hold back until the path straightens just before driving past another automobile.

Passengers

If you love motorbikes, no doubt you've shared the fun of riding with a friend. Most likely you have ridden as a passenger on a pal's bike your self. Either way, it is very important you are aware how to cope with having a passenger on your own motorcycle.

To begin with, be sure your motorbike is meant and set up to hold a passenger. Extra weight of an added rider influences acceleration and speed, stopping, and turning on curves. If your motorcycle isn't meant to have a passenger, those simple actions could lead to a devastating end result. With the similar effect, be conscious of your bike's weight limit.

Please remember that driving past other vehicles will need more time and space, the impact of the wind could be more distinct, and quick stops could potentially cause passengers to move forward and bang their headgear with yours.

Last but not least, tell your passenger of basic safety concerns. Advise them to keep their legs away from the pipe or other hot parts of your motorbike to prevent burns. Teach them to keep unnecessary movement to a minimum, and provide them a reasonable time frame to adjust to the pace of riding and the feeling of leaning before squeezing your Harley hand grips and boost your motorcycle.

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Getting a Stylish Motorcycle Fairing for Yourself

A motorcycle fairing is the shell that is placed on the top of the motorcycle frame which helps in reducing the air drag. Nowadays there are different kinds of motorcycle fairings of various brands are available in the market. If you are going for purchasing them then make sure that you buy the original pieces which are sold by well known brands like Kawasaki, Suzuki etc. These fairings come in different shapes, sizes, colors and looks and you can buy one which you think is compatible with your personality and your motorcycle. A stylish and trendy fairing can transform your bike into a classy machine. One of the main advantages of using them is that they help in reducing the fuel consumption since they enhance aerodynamics which leads to increase in the life of the motorcycle's engine.

Before buying a motorcycle fairing, you shall take care of some things. First of all you are required to have information about the model of your motorcycle as different motorcycle model needs different types of fairing. In case you buy the wrong fairings then you will end up wasting your money and have to buy a new one. After deciding on it, the next step is to figure out the kind of function you need these items for. For what you need them? Whether it's for shielding against winds, dust, dirt, debris etc. while riding them on the roads, once you are sure about the kind of the tools which you want, it will be easier for you to select the right one for your motorcycle.

In the market, there are usually three types of fairings available. They are full, half and quarter ones. Full faced are the ones which offer the maximum amount of protection and safety. Half ones include the windscreen and extend only to the handlebars. The quarter fairings are consist of only a windscreen and minor fairings extending to the area surrounding the headlight. While selecting this item for yourself, you shall make sure that it allows for visibility and enable you to easily handle the motorbike. In addition, you should also consider its weight before deciding to buy it. You should be aware of the fact that a lighter one will travel at faster rates than the heavy ones. Prefer buying the light ones but you shall also keep in the mind that extremely light fairings might have some problems while handling the motorcycle.

While buying a motorcycle fairing, make sure that it will allow for visibility and will permit you to handle the motorcycle easily. Nowadays there is a plethora of sellers of these items in the market. It's always better that you go for the one which has goodwill in the market. Prefer going for an experienced one as compared to a relatively new one. Purchase them within your budget while considering all the above mentioned factors and it's for sure that you will quite satisfy with the fairing which you have got for yourself.

Harley Davidson Sportster 48

Harley Davidson's XL SPORTSTER FORTY-EIGHT™ is one raw and radical street bike. A factory made custom street bike that was introduced by Harley-Davidson in 2010. HD Dark Custom Sportster line is a collection of unique styled motorcycles with bold radical hot rod design. This special group of custom bikes consist of Nightster, Cross Bone, Fat Bob, Street Bob and Iron 883.

Dark Custom Sportster styled in a minimalist approach that combined the muscular drag-style design with look of classic road bike. A bike filled with bad ass attitude that can only come from Harley-Davidson. "The Forty-Eight model has a collective past life experience and broken-in look that is raw and authentic." said Ray Drea, the HD Senior Director of Styling. "With its classic bulldog shoulders stance, the Forty-Eight strikes a distinctive look and low profile that could only come from Harley-Davidson."

The signature look of the Sporster 48 is the small 2.1 gallon "peanut" fuel tank. It was a design first made available through Harley-Davidson's back in 1948. Hence the name Forty-Eight. Forty-Eight is loaded with style and radical attitude. A low riding bike with slammed suspension with blacked-out and polished rubber-mounted Evolution 1200 cc V-twin engine.

The Forty-Eight features more than edgy rebellion styling and smooth comfortable ride. It comes with an Air-cooled blacked out rubber-mounted ESPFI (Electronic Sequential Port Fuel Injection ) Evolution V-twin engine with 1200cc of raw power. The chrome chopped dual exhaust produce the trade marked "potato, potato " sound. Distinctive design includes the classic 2.1 gallon "peanut" gas tank, one-piece solo seat, under-mounted mirrors, side-mounted license plate, bobbed rear fender, black out engine and meaty thick wheels. Chopped front fender mounted on fork brace with lightening holes with tall and fat front tire and 130mm Dunlop MT90 front tire and slammed tail suspension. The 26 inches lone rider low-profile look is achieve through a custom handlebar, forward-foot controls, under-mounted rear view mirror, fork-mounted short turn signal and chopped rear fender and slammed speedometer. Ultra wide tires are fitted the 150mm rear tire and 16 x 3 inches Black Steel Laced Wheels. The custom blacked-out details includes the air cleaner cover, engine cover, chain guard, frame, clutch, brake levers and turn signal lights.

The Forty-Eight features edgy rebellion styling and comfy ride and is available in special color themes: Vivid black, Brilliant Silver and Mirage Orange Pearl Colors. It comes with 2 year warranty and a MSRP: $10499