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  • 09/03/2014 - 15:20

    Church Of MO First Ride: 2000 Honda RC-51

    The new millennium was a big occasion around the world. While some were worried the world’s computers would revert back to 1900 once Y2K struck, in the moto world, there was much buzz in the world of racing. Ducati were owning World Superbike with the 996, and Honda wanted a piece of the pie. Since the rules allowed liter-class twins to compete with 750cc fours, after a moderately successful run with the ultra exclusive RC-30 and RC-45, Honda adopted the “if you can’t beat’em, join’em” mantra, and Soichiro’s boys set out to create a Ducati-beating V-Twin. The result? The RC-51. With retrospect on our side, we now know how special this bike became in the hands of Colin Edwards. In this week’s Church of MO, we take you back to 2000, and our first ride review of Honda’s Ducati killer.
    First Ride: 2000 Honda RC-51
    A Terror of a Twin to Tame the Tracks (and other alliterative devices)
    By MO Staff Apr. 20, 2000
    Monterey Bay, CA, February 29, 2000 – The air had the sort of crispness that can only come from a seaside locale after a furious winter storm. The smells of the damp, green foliage on the side of track were heightened by the cold air carrying the fragrance into our sinuses. The rain beaded up on our face shield when the wind speed became too great for the water droplets to hold on. Hard on the throttle with the front wheel barely in touch with the wet track, the gear-driven V-twin howled just beneath us; cresting a blind rise as the tarmac disappeared into the clouds before turning sharply left while dropping away, leaving the bike and rider weightless in a cloud of sensory overload …Could it get any more beautiful? The location: Monterey, California. The track: Laguna Seca. We were riding Honda’s new RC51, coming up the hill out of turn six, heading towards the infamous Corkscrew.
    2000 Honda RC51 action
    Laguna was ground-zero for the press launch of the bike that Honda designed to be the platform for its race bikes in both AMA Superbike races as well as the World Superbike series. No amount of rain or cold ocean winds would stop us from riding such a significant motorcycle on such a significant track.
    The Briefing
    “This new RC51, although it is a twin, has nothing to do with the old VTR 996 Superhawk.” While talking about the obvious comparisons between the RC51 and the VTR 996, Doug Toland, Honda’s development rider and media liason, warned us not to broach this topic. “Don’t even go there.”
    Like most well-bred things, the RC51 looks even better naked. Even so, Toland couldn’t get past a single part of the RC51 without making reference to a similar part on the Superhawk. Only the countershaft sprocket, valve tappet shims and valve seals are the same; everything else is new. While that’s something with which to be proud, the RC51 is 18 pounds heavier than the VTR and 60 pounds heavier than a 929. Honda expects us to believe this is a good thing?
    Well, yes. It is when the entire chassis weighs 53 pounds more than the VTR because of the amount of rigidity needed to handle the 126 horsepower and 75 foot-pounds of torque that the new 90-degree, 999cc V-twin motor produces. A major contributor to the increased weight is the new frame that weighs 8.5 pounds more than VTR’s. The swingarm is also 3.6 pounds heavier because it is wider and has been strengthened to cope with the additional stress that higher cornering loads place on the chassis.
    2000 Honda RC51 engine
    There’s something special about a 90-degree V-twin with “HRC” stamped on the cases. While the chassis may weigh more than the VTR’s, the RC51′s motor weighs nine pounds less. And because of the narrow-crank design, the RC51 is one of the most aerodynamic bikes Honda has ever produced, second only to the NC30, a 400cc, V-four. Because of superior aerodynamics, the RC51 is able to achieve the same 170 mph top-speed as the CBR929RR, despite a 24 horsepower deficit.
    A lot of “show” material is used on this bike, but so is a lot of “go” material. There are six sensors connected to the engine management system: Ram-air pressure, intake manifold pressure, atmospheric temperature, water temperature, throttle position and engine RPM. Muffler capacity on the RC51 has been increased from 4.5 liters to 5.3 liters to make sure that the high-revving V-twin breathes properly.
    HRC Kits
    So you just took delivery of your brand new RC51 and it’s already pretty exclusive, but the stares you receive from various onlookers just aren’t enough for you still? Or maybe you’re not into posing and, instead find yourself at a racetrack every other weekend needing a sharper edge with which to chase the competition around? There’s only one answer, then: HRC’s Racing Parts Kit.
    There have been rumors circulating as to the contents and price of this kit, but Honda assures us that no kit has been finalized as of yet. HGA (Honda Japan) has provided HRC with a list of components available for the kit. It’s now up to HRC to decide which parts they are going to offer. Criterion for a part to make it into the official kit? It has to make a real-world difference in performance and not raise the cost so much that it puts the kit out of reach for the general consumer. Honda wants it bikes to win (on the tracks and salesroom floors) and doesn’t want to price itself out of contention. Stay posted. We’ll provide an official parts kit list, with prices and specs, as soon as HRC is done with the picking and choosing.
    Like the engine management system, Honda transferred a significant amount of racetrack tricks over to the new RC51. The linkage ratio on the rear suspension is similar to that of an RC45 works bike. The seat-center-to-steering-stem-distance is almost equal to that of an NSR500 in order to keep the rider’s weight up front to aid in improving front tire traction as well as for better rider feedback. The seat height is also up 5mm from the VTR to help put more weight on the rider’s wrists and the front tire.
    Honda put a great deal of thought into the RC51′s image for the enthusiast who wants a bike that is not only capable of rapid travel but one that looks racy as well. The rear shock is anodized just like the factory racebikes and “HRC” is lettered on both left and right side engine case covers. In addition to the external compression adjusters on the forks and the piggy-back rear shock, a few Showa stickers have been placed on the bike for that fresh-from-the-paddock feel. HRC-style six spoke rims go a long way towards making its racing image come together.
    The RC51 Experience
    2000 Honda RC51 project directorRC51 Large Project Leader, Naoyuki Saito, standing beside his creation.
    As we suited up in our leathers we wondered just how much dry track time we would actually see. We feared that the intro would be less of an evaluation and more of a well-organized chit-chat session with nothing more than, “boy, don’t she look pretty” comments instead of questions to Honda’s engineers regarding various handling traits.
    For the start of the first track session, we decided to learn the layout of the still-wet track on one of the VTRs that Honda brought for comparison. This would allow us a better basis from which to judge the new RC51.
    As we burned a few laps and the track began to dry, the speeds increased and it became clear that the new RC51 was far better suited to track duty than the Superhawk. Where the Superhawk felt a bit vague and moved around on its haunches, the RC51 looked planted and unfazed by any sort of mid-corner correction made to avoid damp spots on the track. After only a few laps, the VTR’s foot pegs started gnawing into the track surface while we tried to keep pace with the New Twin. Not only did the VTR drag parts mid-corner, but while going up the hill after turn five and hitting the rev-limiter before grabbing fourth gear, we discovered there was simply no way we could keep pace with the RC51. The new twin made faster progress up the power-robbing incline, putting it a solid ten bike lengths ahead at the next corner.
    Instead of pushing our luck any further, we swapped our machine for an RC51 and immediately noticed a huge difference. The riding position was definitely more race-inspired than the Superhawk’s, but compared to a Ducati 996, the RC51 felt like a sport-tourer. In addition, the digital gauges were easy to read because of both their location and size. There’s also something thrilling about seeing the gauges go through their check-out cycle, telling you that everything is ready and the only hold-up is you.
    Pulling onto the track we immediately noticed how much quicker-revving the new mill is. When the throttle is cracked open, the revs climb far more rapidly than on the VTR. While the RC51 does not rev as rapidly as most in-line fours, it does so very respectably, particularly for a large-displacement V-twin.
    RC51 v. CBR929RR
    The CBR929 was designed from the start to be Honda’s street-based sportbike that needed to be heavily modified for racing, whereas the RC51 was designed to be the platform for the factory race bike first with street-duty a secondary consideration. After recently riding the CBR929RR at Las Vegas and now the RC51 at Laguna Seca, we’ve got a pretty good handle on the two flagship bikes that will carry Honda into the new millennium. Even though the comparisons were on totally different tracks under different circumstances, a few differences, and a few similarities, are already clear.
    The ergonomic packages on the two bikes are vastly different. The 929 feels like a sporty street bike should with the rider placing the majority of his weight on the front end without sacrificing the comfort that is so necessary for longer rides on the street. The wind protection on the 929 is also more abundant than on the RC51i, which had top speed aerodynamics at top speed its primary concern. The 929′s motor does make a significantly larger amount of power in the upper revs, but we’d venture to guess that the more usable ponies that the twin makes would propel a rider up his favorite canyon as fast as the more powerful 929.
    Still, for all-around street use, we’d chose the 929 over the RC51. But if track duty was a primary concern or if we lived on our favorite twisty road, we’d go with the racier RC51 hands-down.
    As we began shifting through the gears while holding the throttle open, we found out why the VTR had so much trouble keeping the other riders in sight earlier: the RC-51 likes to rev and in the process it transfers all of its power straight to the rear Dunlop D207-ZR. The strange thing about having all this newfound power at our disposal was that the bike didn’t feel significantly faster even though it was.
    There wasn’t much of a surge in the powerband, but where the VTR’s power would suddenly stop, the RC51 pulled so hard that we frequently found ourselves hitting the rev-limiter. Sure, this bike made enough power on the bottom-end that we could short-shift it and still maintain rapid progress, but we kept wishing for a few hundred more RPM before the electronic brigade came in to curtail the fun. This is a Honda, after all; we’re confident there’s room for a few hundred more revs in there without sacrificing reliability. With the RC51′s added power, we approached corners much faster. When we overshot our braking marker and grabbed a handful of front brake, we found ourselves pleasantly surprised that we had actually scrubbed too much speed.
    2000 Honda RC51 brake
    The RC51 is equipped with some of the strongest brakes we’ve felt. The initial bite is truly race bike-like and superb when slowing from any speed. There was ample braking-power. New 43mm inverted forks and full-floating 320mm discs. and a high degree of feel to go with it. We never feared that we would end up past our turn-in point because of a lack of braking power. The only way we could miss a turn would be due to a lack of rider skill. The rear brake also worked well, though it wasn’t of much use on the track since the front brakes were able to get the back-end so light that anything except a perfectly-executed downshift caused the rear wheel to slide already.
    Once the track had dried completely, the RC51s were refueled and fitted with Dunlop’s new D207GP-Star tires. After we re-fueled our own bodies, we headed back onto the track to see how the Honda would react at the higher speeds the stickier Dunlops afforded.
    After the tires were scrubbed in, we were able to maintain such high cornering speeds that we started dragging what are the longest foot peg feelers in the industry. Even so, nothing more than foot peg feelers ever touched the tarmac. With the new tires fitted and the suspension stiffened accordingly, we were able to click off remarkably fast lap times on a bike that only makes 126 horsepower at the crank. There’s a lot to be said for a motor that makes respectable amounts of usable power as opposed to a motor that makes an abundance of power that’s hard to access and control.
    The RC51 turns into corners far easier than its weight would have you believe is possible. This bike hides its weight well, so you’d expect the easy-turning to come at the expense of stability. However, the only place on the track were we noticed any sort of misbehavior was up the hill after turn six, heading into the corkscrew. There’s a rise in the hill that, when the throttle is open wide and the bike is making the rear Dunlop claw for traction, the front end becomes light, barely touching the ground, and twitches a little bit. It was only here that the front end exhibited any sort of instability.
    2000 Honda RC51 engine caseOil sight window and the “longest foot peg feelers in the industry.”
    However, we had not experienced this with the stock tires, so maybe the GP-Stars didn’t quite get along with the bike and the particular suspension settings. Then again, maybe we are being to picky since only a few of the fastest riders noticed this.
    Later in the day, the skies of Monterey decided to open up and we were caught in the midst of another torrential downpour. Just as we thought our day of riding was over, Honda announced that Dunlop was going to fit all RC51s with full-wet race tires for the duration of the test (we only had one more session).
    Most riders opted for the warmth and security of the heated tent but we knew that we’d never again get a chance to ride an RC51 with Freddie Spencer in the rain on full-wets at Laguna Seca. We put a bit of Rain-X on our visor and we were off and running. We didn’t know what to expect. Most GP riders click off faster lap times in the rain than the average rider does on a dry track, so, despite differing skill levels, there’s obviously something to be said for the tires. Although we had pictured ourselves dragging our knees through inch-deep water, we were happy just to be able to fully open the throttle exiting a rain-soaked corner without having the rear tire slip and slide uncontrollably.
    2000 Honda RC51 blurMinime’s not moving. Everything else is.
    The Dunlop “wets” worked great: They allowed us to corner faster and accelerate harder in the rain than we’d ever imagined. But something has to be said for the RC51 as well. The power this bike makes is so controllable and predictable that we were never worried about the bike doing anything unexpected. The brakes were also so impressive that we were able to brake almost as hard in the wet as we did in the dry; despite the huge amounts of initial bite, these brakes are by no means grabby, and our little rain jaunt drove that point home.
    Should You Buy One? Well, should you? Yes, you should have. If you haven’t already made a deposit on an RC51, you won’t be able to park one in your garage until next year (unless a second-hand bike is available sometime this year, though we doubt anyone will be giving up one soon). Freddie Spencer has been through the Corkscrew a time or two, but he liked it on this bike the best. Putting aside for the moment that this bike is a twin, as a machine, it’s about as impressive as they come. As nit-picky as we are, there was nothing that we could find to fault. This is extremely impressive considering the various conditions under which we sampled this bike. Our impression may change when we get the bike in our office and are able to put some miles on the bike in conditions that most riders are likely to encounter; but for now we couldn’t be more impressed.
    2000 Honda RC51 freddie spencer
    RC51 Sales
    2000 Honda RC51 wheelieAmple power in an easy-to-use package equals big wheelies in the middle of a downpour.
    If you haven’t already put pen to paper and signed a deposit check, you will not be riding an RC1 this year. Every bike coming to the States is already spoken for and that’s really no surprise considering the cost and performance of Honda’s latest.
    We’ve heard rumors that some dealers are still able to get their hands on a bike, but we’ve also heard (from reliable sources inside Honda) not to be surprised if the Year 2001 RC51 retails for upwards of $12,000 USD without any changes. We’ve also heard that dealers are over-selling these bikes, so even if you buy one that a dealer just “found,” do your research and make sure you’re getting more than just a piece of paper with the bike to follow when next year’s batch comes rolling off the assembly line.
    Sure, the bike doesn’t make power that puts inline-fours to shame; we didn’t expect it to. And yes, it weighs more than we would like it to; but when you put the spec sheet back in the folder and simply ride the bike, it feels as light as any twin we’ve thrown a leg over. The handling is solid and the visceral appeal makes the bike extremely sensual. It’s not quite a Ducati in some ways, but measurably more so in others.
    The fact that HRC is going to offer hop-up kits for people who want even more performance from an already competent package makes this bike almost irresistible. We’ve seen what this bike is able to do in only its first go-round at Daytona under the guidance of Miguel and Nicky, so we can’t wait to see how this bike stacks up to the competition in a comparo of our own. Judging by what we experienced in Monterey, we wouldn’t bet against the flying wing; they have a way of making a winner where others have failed. We think they may have just done it again.
    2000 Honda RC51 beautyThe blue background? The photographer crashed and shot this picture as the bike flew over his head. Nice reflexes, Kevin.
    Church Of MO – First Ride: 2000 Honda RC-51 appeared first on Motorcycle.com.

  • 09/03/2014 - 08:48

    2014 Harley-Davidson Low Rider Review

    2014 Harley-Davidson Low RiderEditor Score: 84.25%Engine 18.25/20Suspension/Handling 12.5/15 Transmission/Clutch 8.5/10Brakes 8.25/10 Instruments/Controls4/5 Ergonomics/Comfort 9/10 Appearance/Quality 9/10Desirability 9/10Value 8/10Overall Score86.5/100
    When introducing a new motorcycle, many manufacturers lead off with all the technical marvels they’ve packed into their latest offering. Harley-Davidson often begins with talk of the style of its new motorcycle and how it ties to the company’s history. Being one of the largest motorcycle manufacturers in the world certainly says something about the success of the motor company’s development model.
    So, when the representatives at a Harley new model press briefing mention styling first, it should come as no surprise. Reintroducing a model that was first released in 1977 (at Daytona Bike Week, no less) after it has been on a five year hiatus, Harley naturally calls upon the bike’s past heritage (by, maybe, introducing it at Bike Week) before outlining how it’s been modernized with a more powerful engine and a refined chassis.
    1997 Harley-Davidson Dyna Low Rider – And A Brief History Of The Low Rider Models
    In the Heritage Department, the Low Rider wears some unmistakable styling touches that were featured in the original FXS model of the Low Rider. Take a gander at the polished headlamp visor or eyebrow (as it was referred to in the press briefing). The polished fork and the tiny front fender carry a family resemblance. How about those split five-spoke aluminum wheels, featuring both machined aluminum and wrinkled black paint? Hey, the engine gets the same wrinkle paint, machined metal look, too. The chromed 2-into-1 exhaust has the same bad attitude of the original. Yep, theme duly noted here.
    The design team's attention to detail ties the Low Rider to its predecessors yet looks more modern at the same time.The design team’s attention to detail ties the Low Rider to its predecessors yet looks more modern at the same time.
    The Low Rider has always been about hot-rod-styled performance wrapped in an attention-getting chassis (most recently the Dyna chassis) that just so happens to fit shorter riders. However, when addressing the FXDL’s past style, Harley’s engineers gave themselves some technological challenges to puzzle over. The biggest task was the desire to have the Low Rider fit riders ranging in height from 5’1″-6’1″. Yes, an entire foot difference in height. Most American riders don’t know that, although the Low Rider has been shelved domestically for the past five years here, it has continued to sell – and sell well – in the Japanese market. Since Japanese are typically shorter than Americans, the size spread begins to make more sense.
    The Low Rider was designed to fit every body size between a Japanese female who measures in the 50th percentile of height for a Japanese woman while the 6’1″ top end of the equation settles in at the 90th percentile height of American men. So, the FXDL is supposed to fit riders ranging from a mid-sized Japanese woman to an above average height American man. Considering the variables of arm, leg, and torso length, this is an astonishing challenge. To find out what the needs of riders in the market for a bike like the Low Rider were interested in, Harley used the same customer-focused process they developed for Project RUSHMORE.
    The puzzle presented by the Low Rider is really a question of ergonomics. How does a single motorcycle accommodate such differing body types? In the end, Harley did it with some good old American ingenuity, the key of which was the all-important rider triangle. The handlebar, seat and pegs constitute the primary contact points with the rider. Within these points the physical limitations of the differing body sizes needed to be accommodated. If the pegs were in a fixed location (though ultimately two inches forward from their previous location), then the points available to change by the riders themselves were the grips and the seat. Both were addressed in simple but clever ways.
    Sometimes a simple solution is the best one. Take a look at how the same seat can support two different sized riders.Sometimes a simple solution is the best one. Take a look at how the same seat can support two different sized riders.
    Using computer models, the design team was able to overlay the two extremes of the rider triangles onto the chassis in order to calculate the range that the two variables needed to support. Once those were determined, the trick was to make the bike easily adjustable. For example, Harley could have sold the Low Rider with a seat option for shorter and taller riders. Many manufacturers do this. Instead, a seat was created with a means of changing its size to fit smaller riders.
    The FXDL’s seat has a spiffy chrome Harley badge inset into the lumbar section of the seat. However, what looks like a nice styling touch is really a cover. Lifting the seat reveals two screws positioning the badge. When these are unscrewed, mounting points under the badge are exposed that secure a bolster which moves the back of the seat 1.5 inches forward. Reaffixing the badge holds everything neatly in place. This mode of adjustment is much more convenient for both the customer (who isn’t forced to make a choice at the time of sale) and the manufacturer (who only needs to build and track one seat).
    The handlebar position is given infinite variability within a 2.4 in. range thanks to a clever riser assembly. In an arrangement that looks somewhat like dog bone risers (only bent about 60 degrees), the adjustment comes from clamps located just above the triple clamp. Then the risers themselves pivot forward and rearward through the range of adjustment. Atop the risers a pair of clamps hold the handlebar itself. Adjusting the bar position is as easy as loosening two allen bolts and adjusting the tilt of the risers. Once they’re tightened in position, loosen two handlebar bolts and rotate the handlebar until the grips are in the desired location. Total time is just about two minutes!
    Why don't more cruisers have adjustable risers like this? Probably because nobody thought of this clever solution before now.Why don’t more cruisers have adjustable risers like this? Probably because nobody thought of this clever solution before now.
    To a 5’11″ rider, having the risers in the foreword-most position feels a little like the reach to a drag bar. In the full rearward position, the grips feel a bit too rearward to the same rider. Fine tuning to find the sweet spot takes seconds. Adjusting the seat only takes a phillips head screwdriver though this only moves the rider forward. The seat height itself is a modest 25.4 in. The narrowness of the front of the seat gives the rider the feeling of an even lower seat.
    The upgrades to the Dyna chassis focused on the suspension bits. The stated goal was to find the right balance between riding comfort and control. Given that the FXDL is viewed as a performance model, when the conflicting goals conflicted with each other, the nod was given in the direction of control. Both the fork and the shocks have tri-rate springs. The initial rate is quite soft to address rider comfort over smaller road irregularities. The next two rates are progressively firmer, allowing better control over larger bumps. In the 49mm fork, the firmer spring rates also minimize brake dive into the 5.1 in. of travel, giving the rider more confidence during aggressive braking.
    The riding position is relaxed for a 5'11" rider, but we wish Harley had included an inch of fore/aft adjustment for the footpegs.The riding position is relaxed for a 5’11″ rider, but we wish Harley had included an inch of fore/aft adjustment for the footpegs.
    Visually, the shocks are striking with their black body and springs capped with chrome. The firmer of the three spring rates are directed more towards handling. If the springs are too soft, the bike will be wobbly under cornering forces. Too firm and the ride will be overly harsh. The adjustable rear preload is designed to move the suspension to the firmer spring rates earlier as the Low Rider is asked to carry heavier loads. With only 3.1 in. of travel, the rear suspension doesn’t have a lot of room to work its magic. Still, in our day’s ride on the Low Rider worked well in a variety of riding conditions.
    Finally, a cruiser with a tachometer! The warning lights are hidden in the instrument faces. The LCD display offers tons of information, including gear selection.Finally, a cruiser with a tachometer! The warning lights are hidden in the instrument faces. The LCD display offers tons of information, including gear selection.
    While never feeling harsh for a 170 lb. rider on the interstate, highway or around town, truth be told, the roads we covered in rural Florida were pretty smooth, so it’s hard to get a feel for how the FXDL will behave in bumpier environments. Will the shocks bottom easily, like other Dynas we’ve tested? We did manage to navigate the eleven corners in the entire state of Florida, and again, with this limited sampling, the only thing holding the Low Rider back in corners is ground clearance typical of cruisers. The pegs drag, giving the rider some warning – a particularly important one on the right side, where the leading edge of the muffler can touch down hard. Steering response is good for a big, heavy cruiser regardless of whether we were changing lines mid-corner or changing lanes on the freeway. We look forward to get a unit for a proper test in the future.
    Cornering clearance is about average for a cruiser, but the muffler touches down shortly after the peg.Cornering clearance is about average for a cruiser, but the muffler touches down shortly after the peg.
    One area that the fun factor is immediately apparent is the Twin Cam 103 engine, which is standard in most Dynas. We’ve sampled this 103/Dyna combination before and have always come back impressed. The exhaust note is throaty for a stock unit. The engine’s rubber mounts quell most of its vibration even at elevated highway speeds. The torque curve means that, if you’re feeling lazy as you roll through one of those quarter-mile-wide towns you find on rural highways, you don’t really have to downshift and can chuff through the reduced speed zone before rolling back up to speed.
    The Low Rider’s dual 300mm front discs deliver whoa-power when you need it. The four-piston calipers offer plenty of feel and ease of modulation. Steering under braking is easy, thanks to the fork and the carcass shape of the Michelin Scorcher tires. The two piston caliper and 292mm rear disc are unremarkable, simply getting the job done without any fuss. The optional $795 ABS on the model tested worked as you’d hope it would – unobtrusively. However, the location of the brake pedal leaves a lot to be desired. The pedal is difficult to operate because it is slightly below the foot peg and almost requires that the heel be lifted off the peg. The smoothness of the pedal surface exacerbates the problem in the wet where, without a heel hooked on the peg, the rider’s foot can slip off the pedal. It’s hard to believe that the same company that created the clever handle bar risers on the Low Rider is responsible for the brake pedal.
    If you need an attitude adjustment, the Low Rider's Twin Cam 103 would be happy to oblige.If you need an attitude adjustment, the Low Rider’s Twin Cam 103 would be happy to oblige.
    Overall, our short time with the Low Rider revealed a bike that has tons of attitude and the performance to back it up. With a base price of $14,199 in Vivid Black, the FXDL is cool looking, but you owe it to yourself to pop for the two-tone Brilliant Silver/Vivid Black or the stunning Amber Whiskey/Vivid Black for $14,929. The 2014 Harley-Davidson Low Rider has made an entry into the market that is worthy of the original model. Go try this bike’s attitude on for size.

    + Highs

    • Adjustable ergonomics
    • Great engine
    • 1970s style

    - Sighs

    • Not enough ground clearance
    • Funky brake pedal location
    • ABS is not standard

    2014 Harley-Davidson Low Rider Review appeared first on Motorcycle.com.

  • 07/03/2014 - 23:57

    2014 Daytona Bike Week Activities

    Shake off the winter doldrums at Daytona Bike Week, one of America’s biggest motorcycling events, running March 7-16. The 73rd running of the Daytona 200 is a big draw, but it’s just one of the events being held through the week. Other highlights include the AMA Motorcycle Hall of Fame Breakfast at Daytona featuring Craig Vetter and the Bike Week premiere of the acclaimed film “Why We Ride.”
    Top 10 Things to Do During Daytona Bike Week
    Here are just some of the events planned for the 2014 Daytona Bike Week.

    March 7 and 9
    All-Star National Flat Track Series
    Steve Nace Promotions presents this AMA-sanctioned dirt-track competition. Action starts with a half-mile race at Oglethorpe Speedway Park in Pooler, Ga., followed by a half-mile at Volusia Speedway Park in De Leon Springs, Fla. For more information, visit http://www.stevenaceracing.com

    March 8-9
    Moose Racing Mud Mucker GNCC
    The 2014 AMSOIL AMA Grand National Cross Country season kicks off at Mud Muckers Off-Road Riding Park in Bunnell. For more information, visit http://www.gnccracing.com.

    March 8, 10-11
    AMA Vintage Dirt Track National Championship Series and
    AMA Daytona Bike Week Hole Shot Series
    Amateur dirt-track racers compete at Olgethorpe Speedway Park to earn points for the AMA Dirt Track Grand Championships on March 8 and again on March 10-11 with half-mile and short-track competition at Volusia Speedway Park. For more information, visit http://www.stevenaceracing.com

    March 8
    AMA Supercross
    Ryan Villopoto leads the AMA Supercross Championship heading into Daytona International Speedway’s infield. Tickets are available at http://www.daytonainternationalspeedway.com

    March 9
    Daytona Flat Track
    Fast Friday’s Motorcycle Speedway presents amateur short-track racing at the Daytona Flat Track just outside Daytona International Speedway. For more information, call (530) 906-2104.

    March 9-10
    Ricky Carmichael Daytona Amateur Supercross
    After the pros are done, amateur racers get their turn in Ricky Carmichael’s AMA-sanctioned race. For more information, visit http://www.racedaytona.com

    March 9-10
    Ricky Carmichael Daytona Amateur Supercross
    After the pros are done, amateur racers get their turn in Ricky Carmichael’s AMA-sanctioned race. For more information, visit http://www.racedaytona.com

    March 10
    Alligator Enduro
    The Daytona Dirt Riders hosts one of the country’s oldest enduros, with pro, semi-pro, sportsmen and amateur competitions at the Strickland Ranch on US 1 north of I-95. For more information, visit http://www.daytonadirtriders.com

    March 13
    “Why We Ride”
    The AMA sponsors the Bike Week premiere of the acclaimed documentary “Why We Ride”. The screening is free for all AMA members at 7 p.m. at the Paragon Ocean Walk hteatre. Tickets are available in advance at http://events.constantcontact.com/register/event?llr=vw9ldxbab&oeidk=a07... " target="_blank">http://events.constantcontact.com/

    March 13-14
    Daytona Flat Track
    The 2014 AMA Pro Flat Track Grand National Championship season begins with intense-bar-to-bar short-track action at Daytona International Speedway. For more information, visit http://www.daytonainternationalspeedway.com

    March 14
    AMA Motorcycle Hall of Fame Breakfast at Daytona
    Yamaha presents the Breakfast at Daytona fundraiser for the AMA Motorcycle Hall of Fame faturing Craig Vetter, 7 a.m. at the Daytona 500 Club in the Daytona International Speedway. Tickets are available at http://www.motorcyclemuseum.org

    March 14-15
    Daytona 200
    The 2014 AMA Pro Road Racing season begins with the 73rd running of the Daytona 200 featuring the AMA Daytona Sportbike class. For more information, visit http://www.daytonainternationalspeedway.com

    March 14-15
    AMA Pro Road Racing
    While the Daytona 200 is the main event, AMA Pro Racing’s other classes take to the banked corners of Daytona International Speedway with AMA Superbike and Supersport racing as well as the AMA Pro Vance & Hines Harley-Davidson series. For more information, visit http://www.daytonainternationalspeedway.com

    March 15-16
    Cross-Florida Adventure Ride
    Dual-sport and adventure riders star in the dual round of the Husqvarna AMA National Dual Sport Series and Yamaha Super Ténéré National Adventure Ride Series. For more information, visit http://www.dixiedualsport.com

    2014 Daytona Bike Week Activities appeared first on Motorcycle.com News.



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