National Cycle F-16 Tour Shield Review

Notwithstanding the general guidelines on the National Cycle site, buying an untested fairing is always a risk.  For years I relied on Givi A750/60 fairings for their good looks and excellent wind protection.  But when I went to look for a faring for Janna's Bandit I discovered Givi had discontinued the A750 and all similar fairings for whatever reason.  The only universal fairings they still offered were the entirely clear plexiglass models.  Average-looking and not tested.

That left me with few options:  Rifle, Targa, and National Cycle.  The Rifle fairings looked blocky and low-tech, and were surprisingly expensive.  Targa didn't have a faring for the Bandit.  That left National Cycle.

I've never been a big fan of National Cycle fairings.  Stylistically they've always seemed to cater more to cruisers.  They even put chrome parts in their flyscreens.  While I'm happy to buy American not all of us like chrome.  Also, in my experience the mounting kits were both klunky-looking and difficult compared to Givi hardware.  After reluctantly going over the options for the Bandit on the National Cycle site I settled on the  F-16 Tour Shield, which was the least cruiser-ish and ugly of the options.

Overall I was impressed with the F-16's looks and the ease with which it mounts to the bike.  Unfortunately the wind protection leaves something to be desired and there is moderate helmet buffeting at speed.  I've rated the F-16 in four categories:  mounting, wind protection, appearance, and value.

Mounting: 4.5/5

The ease of install is on par with the Givi A750.  It is a 2-point headlight mount with some additional clips that grip the headlight holder, similar to the A750.  My only criticism was that one of the nuts provided with the hardware kit was stripped, so I had to go to the hardware store and find a replacement.

F-16 2-point mount

I added a foam shim on the Bandit's tach and speedometer covers to prevent the fairing from rattling at speed.  Since there is no handlebar support there is nothing to prevent the fairing from rattling against the instrument cluster at speed.  The Givi has this problem as well.

Foam shims

Wind protection: 2.5/5

In spite of the name "Tour Shield," this is really more of a sport or commute fairing.   The fairing height is short and the angle directs wind towards the rider's helmet unless you are tucked in behind it.

Note low F-16 screen height compared to FZ1 screen

Both my wife and I use tank bags so fully tucking in isn't possible.  My wife is about 5'4" and reported helmet buffeting at speed.  I am 5'8" and noticed same, although at about 70MPH it's not too bad if the cross winds are minimal.

Appearance: 4.5/5

This is a somewhat subjective rating but I found the F-16 to be a surprisingly good-looking fairing on the Bandit.   It is unobtrusive and sporty, and the light tint is a nice touch.  Although it is not a nice cafe-styled fairing like the A-750, I am fairly picky and the F-16 doesn't bother me at all.  Unfortunately neither of my photos do the fairing much justice.  The parking sticker on the front of the fairing distorts the photos a little.

Value: 4.5/5

At just under $100 before tax and shipping, this is one of the least expensive fairing options I found for the Bandit.  Considering the quality and appearance of the fairing I thought the price was reasonable.  The plexiglass is a good thickness and there were no blemishes, rough edges, or issues with the fit or finish.


Overall I found this to be a good fairing for short to moderate distances at law-abiding speeds.  The wind and rain protection are minimal so probably best to go with a larger fairing for touring.  A slightly taller version of this screen would be perfect for the Bandit.

Tuesday Morning at Walk-In Court Part 1: Arraignment

On a sunny Friday morning in September I pulled up behind a slow moving vehicle as I was riding down Telegraph lane 2 on my way to work.  After mirror and shoulder checks I moved over the dashed white line to pass the car and was promptly cited by an OPD Motors for changing lanes without signaling, a violation of California Vehicle Code 22107.  Just my luck, I went to traffic school 10 months ago to clear a 5mph-over ticket.

Not much choice but to contest the citation, otherwise face out-of-control insurance rates for 3 years.  As I learned the hard way this is a long, slow process in Oakland.  The first step is called the arraignment.  It starts with lining up outside the courthouse at 7am, an hour before it opens, and takes another 4 hours after that.  So I skipped the gym, got to Oakland at 6:30am, dropped my stuff off at the office, grabbed coffee, and walked to the courthouse to stand in line.  There were 12 people ahead of me when I arrived.  When the doors finally opened at 7:45 the line was around the block.

After going through the metal detector I was shuttled into another line to talk to a clerk.  After another half hour of standing I got an appointment for the first available court session at 9:30, which meant another hour and 15 minutes of waiting for the court to open.  We were given a blue sheet of paper describing the arraignment and trial process.

When the doors opened about 60 of us were shuttled into the courtroom after being sternly warned about cell phones, eating, drinking, sleeping, talking, reading, leaning against the wall, and a lot of other minor things that would get us immediately kicked out.  A woman sitting next to me took out her smartphone to check email and was asked to leave.  She protested but was eventually removed.  There were three courtroom staff sitting at desks:  the judge, bailiff, and court reporter.  They were almost motionless, I couldn't tell if they were doing anything.  I stared at the walls, my watch, my hands, and the court room staff.  Counted the people.  Took note of mode of dress and apparent social status.  Mostly sweatshirts and jeans, only lawyers and staff in office attire.  15 minutes, went by, then 20, 25... A Spanish translator showed up, a few more people filtered into the room.

After a half hour the session started.  Groups of about a dozen names were called forward.  Individually each person had to be charged, declare a plea into a microphone, then respond whether or not they were willing to waive the right to a trial in 45 days.  Noted most charges were for running a red lights.  Oakland is full of red light cameras, and yellow lights have been shortened to catch more people running reds.  The next most frequent charge was driving without a license and/or insurance.  Interestingly the judge was willing to waive driving without a license if the defendant pleaded guilty or no contest.  Mine was the only turn signal violation.

Finally it was my turn at the mic.  Even though I only had to say 3 words I was surprisingly nervous, which didn't bode well for the trial, I thought.  The entire process seemed designed to intimidate.  With a shaky voice I pleaded not guilty and did not waive the right to trial in 45 days.  I was told to sit down.  After another 20 or so minutes the bailiff called my name and handed me a slip of paper with a court date and time.  It was 10:45, I'd been there almost 4 hours.

Motoport Kevlar Racing Gloves Review

Long-Term Report

In researching gear we'd need for our 2010 Alaska tour we were warned about flying rock hazards on the Alaska Highway.  My touring gloves at the time were a pair of Helimot B365 deer skin gloves.  While excellent in quality and construction, Helimot doesn't believe in hard armor and I was concerned that the knuckle protection wouldn't be adequate.  So I purchased a pair of Motoport kevlar racing gloves.

For those who don't know Motoport, they are a small motorcycle apparel manufacturer in Southern California who specialize in textile commuting and touring suits.  They are also an Internet cult phenomenon and about as contentious as motorcycle oil in online forums, owing in part to the claims and wording on their web site.  The Motoport controversy deserves its own post.

There are many excellent options for protective riding gloves so why buy a glove from a controversial company constructed of questionable materials?  First, about seven years ago I was in the market for a commute suit and I got curious about the company's gear.  I took a chance and bought a Motoport stretch kevlar touring suit and found it to be well-constructed and comfortable.  I expected the same from their gloves.  Second, in my experience the kevlar material dries faster than leather and I thought that might be important on a trip to Alaska.  Third, I thought a textile glove might be more comfortable for long trips than a leather racing glove.  Finally I thought it was an interesting and unique idea to make gloves out of stretch kevlar and was interested in giving it a try.

I was warned that the sizing ran small so I ordered a size larger than usual.  I'm usually between medium and large, so I ordered large and they fit well.

These are recent photos of the gloves.  They're nearly three years old and I've ridden over 40k miles in them.

Motoport kevlar racing gloves

 

Overall the gloves performed well on the Alaska trip and they've been good commuting gloves.  The stretch kevlar fabric is interesting, it feels a little like thick spandex and does not seem like it would resist tearing or abrasion at all.  Yet, after three years of constant use the gloves show almost no wear and the stitching is still in good shape.  There is some insulation or padding in the gloves so they're comfortable in temperatures down to the upper 40s.  There is some air flow in the knuckle protector so they're not terrible in hot weather.  I've rated the gloves in six different categories below:  comfort, durability, protection, control feel, useability, and value.

Comfort: 4.5/5

My Helimot B365s are the comfort standard by which I measure all gloves.  The Motoports are not quite there but the kevlar material is surprisingly comfortable.  I can ride in them all day without any glove-related hand discomfort.  I haven't noticed any issues with internal seams or stitching causing irritation.  The padding dulls some bar vibration.  Combined with the air flow this is a good 3-season glove.

Durability: 5/5

This is where most gloves fall short in my experience, and where the Motoport gloves excel.  After 40k miles the gloves show very little wear.  Many areas are double-stitched and have double-layers of kevlar fabric.  None of the stitching is coming apart and the material hasn't worn through anywhere.  I had a pair of Held racing gloves I could see my fingertips through in less time.  I expect they'll go at least another couple of years.

Protection: 3/5

There are some good protective features in this glove but it is lacking in other features I consider standard in a mid-range racing glove.  This is the biggest issue I have with the glove and the reason why I wouldn't recommend it for track or high speed use.  I recently emailed my concerns to Motoport but haven't heard back yet.

There is a layer of thick gray kevlar material sewn onto the palm and fingertips.  This double layer is a nice feature and with the double stitching I think the glove would hold up well in a slide.  The plastic knuckle protector and carbon-fiber finger sliders on the top of the glove are good protective features which I consider standard in a racing glove.  There are velcro wrist closures on the top of the glove and on the cuff.  This is another feature I consider standard in a racing glove.  The stitching has held together well and I'm not afraid that the glove will hole or shred in a crash.

On the other hand, most purpose-built racing gloves have a gauntlet style cuff with hard armor, padding, and sliders to protect from wrist fractures and abrasion.  The Motoport glove has a short cuff with no armor or padding of any kind.  This is a concern.  Most track-oriented gloves also feature pinky brace and roll protection and this glove has neither.  The protective features seem more touring oriented than track oriented.  I think a wrist or pinky fracture is a possibility in a crash at speed.  I would highly recommend wearing a 3rd-party wrist brace with this glove.

Control Feel: 3/5

Control feel is a trade-off between comfort, protection, and sensitivity, and it is hard to get it right.  The double layer of kevlar in the palms, while a good protective feature, also makes control feel slippery.  This has improved and become tolerable with age, but compared to a kangaroo palm glove, or even the gel-padded B365s, the feel is less confidence-inspiring.

Useability: 2.5/5

This glove is good in a variety of in-season temperatures thanks to the light insulation and air flow in the knuckle protection.  The padding in the palms makes day-long rides more bearable than a thin-skinned kangaroo palm.  However there are no additional features to make the gloves easy to use or wear.  My biggest complaint is that the short narrow cuff is difficult to get over jacket sleeves.  I've tried wearing my sleeves over the cuff and this seems unconventional and wrong.  I've never worn any other gloves under my sleeves.  Additionally there is nothing to prevent the top wrist closure from escaping its plastic ring, which it often does.  Finally, many touring gloves include a visor wiper on the left forefinger which this glove lacks.

Value: 3.5/5

On the Motoport web site it says, "You can't compare this glove with any other glove."  In some respects that's actually true.  It's difficult to know what standard of comparison to use to asses the value of Motoport's stretch kevlar gloves relative to other gloves.  I've found no other synthetic gloves I'd trust at highway speeds.  The closest I found would be Aerostich Vegan Gloves.  I've never worn a pair so comparison is speculative, but at $57 with some reviews claiming the stitching came apart under normal use, I doubt the Aerostich gloves are in the same category.

On the other hand, relative to leather racing gloves in the same price range, Motoport's kevlar gloves lack safety features I consider standard in a mid-range track-oriented glove.  Specifically pinky protection and a gauntlet-style cuff with wrist armor.  From the standpoint of hand protection, Alpinestars, Teknic, and Icon make track-oriented gloves in a similar price range with superior protective features.

Finally, in comparison with my Helimot B365 touring gloves, I believe the Motoports are on par in terms of safety and comfort.  While they lack some of the useability features they also cost about $50 less, and I believe they wear slightly better.  However Motoport does not market their kevlar gloves as touring gloves, they call them "Kevlar Racing Gloves."  This is perhaps a bit misleading and throws my rating system off, since I believe the Motoport glove is really a touring glove.

Helimot B365 and Motoport

Conclusion

Motoport continues to offer unique and often controversial products for people who enjoy trying something different.  I found their Kevlar Racing Gloves to be a lot like their other products I've tried:  well-constructed, comfortable, different from anything else on the market, and perhaps falling a bit short of their ambitious marketing claims.  I'd rank it as one of the better touring glove options available today.  However it is marketed as a racing glove and as such falls short in protective track-oriented features.

Wife's Graduation Present

My wife just received her MFA from SFSU, coincidentally right before a pristine 2002 Bandit 1200 with just 5k miles showed up on Craigslist.

Craigslist photo

She'd put over 60k miles on her SV650 so I thought she was ready for a bigger bike with more power.  Plus, the Bandit solves a few of the issues she'd had with the SV.  The charging system should be more capable of handling her heated gear.  The bike is smoother which will hopefully lead to less vibration-induced wrist pain.  The sidestand doesn't bend easily.  The sidestand on the SV bends easily and the bike tends to lean over too far, which can be disconcerting.  And Bandits don't die in heavy rain, which has been an issue with SV650s, my wife's in particular.

Additionally, with 66k hard miles my wife's SV650 was in need of some work.  While still a fun and reliable ride, 8 years of commuting, the Alaska trip, and a few accidents have taken their toll on the bike.  So I asked her if a new Bandit 1200 might be something she'd be interested in as a gift, and she agreed to drive all the way to Sacramento to check it out.  She came back and said "yes, please."  So we picked it up today.

 The bike looks new.  There's not a scratch on it.  It's in beautiful shape.

The ride home was a bit of an ordeal for her but in the end both she and the bike are home safe.  The previous owner set the idle at 3k which neither of us caught when she started it, thinking the choke was on.  To add to that it was over 100F in Sacramento, there was heavy traffic and lots of lane-splitting.  All on 10-year-old tires on an over-revving torque-moster of a bike.

Now that it's home the accessorizing begins.  Dale Walker Nerf Bars, a Targa tank cover, and new Michelin Pilot Road 2s go on first.  Then my old Givi RoadStar fairing, which is a bit big but a nice fairing for a Bandit.  Snyder's PaintGuard from the Aerostich catalog and a Givi trunk rack to follow.  Possibly some bar risers and the Givi side case rack as time and money allow.

So congrats to my wife for graduating, and congrats to me for having an awesome wife who rides a Bandit!

Gear Oil is Crappy Chain Lube

Some old-timers and a few Honda manuals don't believe in using this newfangled stuff called chain lube.  They insist good ol' 90-weight gear oil is what God intended for your chain and anything else is just paying for marketing.

Since gear oil costs about half what a can of chain lube costs this was an intriguing notion, so I went to the local O'Reilly Auto Parts and picked up a bottle of 85w-140 gear oil for about $5.50.  I cleaned my chain like usual, waited for the kerosene to dry, and oiled the insides of the rollers, carefully wiping the excess from the bottom of the chain.  I rotated the rear wheel a few times and noted there was hardly any chain noise which I interpreted as a good sign.

The next day I did my 30-mile commute and parked at work.  When I went out a few hours later to cover the bike I was surprised at what I saw.

Not only had a lot of it flung off but what was left was dripping all over the place and making a mess under the bike.  I'm willing to put up with some fling in return for added chain life, and it seems like the better chain lubes I've used are the messier ones.  But this was worse than I've ever seen.  By the time I got home the chain felt like it hardly had any oil left on it at all.  Although it was cleaner than it would be after using regular chain lube there was some chain clatter as I rotated the rear wheel.  So, I'm back to using the last of my Bel-Ray with Molyphos until I find a worthy substitute.  Not sure what I'm going to do with all the gear oil but I won't be putting it on my chain.

Oregon 2012 Epilogue and Lessons Learned

June 24, 2012
Total mileage: 1338

I'd originally planned an 1800 mile route with a lot more twisty roads but the weather had other plans.  This was one of those tours that was a learning experience.  Not the best kind, but on the other hand any ride where you get home safely without legal trouble is better than the other kind.

Lessons Learned

In rough order of appearance:

• Check the weather forecast daily!  Adjust route accordingly.
• Bring full rain gear.
• Bring enough tools to replace a spark plug, jump a dead battery, and deal with other minor mechanical issues.  Bring a spare plug.
• Take care of minor mechanical issues before embarking on a trip.  Trips have a way of shaking out mechanical problems. Make sure bikes are in top condition.
• Leave a rest day at the end of the trip for unpacking and bike maintenance.
• Do not expect everything to go perfectly.  Murphy loves bike trips.

Oregon 2012, Day 6

Arcata, CA to Vallejo, CA
June 24, 2012
283 miles

We started the morning with the standard hotel continental breakfast, chain maintenance, and the usual air/oil pre-flight check.  I made some calls to track down iridium plugs for the SV and an O'Reilly Auto Parts in Eureka said they had them.

We got rolling at the crack of 10am as usual.  The weather was nice and the SV seemed to be running fine.  We stopped in Eureka for the plugs, but it turned out they were a different plug cross-referenced with the CR8EIX, so I decided not to get them.  The rest of the ride was well-patroled two-lane highway down 101.  No surprises, other than heavy traffic on 37 near the Raceway.

101 S overlook near Garberville

Gas stops/mileage:

• Willits - 149
• Valleo - 134

Oregon 2012, Day 5

Gold Beach, OR to Arcata, CA
June 23, 2012
131 miles

We set out from Gold Beach in considerably better weather than the previous day.

Beach view from Pacific Reef Hotel

For awhile we were actually able to stop for photos of the famous Oregon coastal scenery, until it started looking like rain again.

Unfortunately the SV was still having issues with one of the cylinders cutting out, leaving mom at full throttle going 60MPH.  Not good, although an improvement over yesterday.  She said after the gas stop in Brookings the bike was noticeably improved and had stopped shorting out, leaving me wondering what the problem was.

We arrived in Arcata around 1PM, leaving plenty of time for lunch and chain cleaning.  Had I been thinking I would've picked up a couple of iridium plugs at the Napa in Brookings, but obviously my brain checked out before the trip as I foolishly assumed everything would go fine. Having been to Alaska just two years ago I should've known better, lesson #4.  I was left hoping the sunny forecast for Sunday would dry out whatever had shorted out mom's SV, and that we'd make it back to Vallejo without incident.  My attitude was deteriorating and I started to wonder if every tour would be plagued by mechanical gremlins.  After countless dead batteries, shorted plugs, flats, and catastrophic failures resulting in dead bikes in the rain, emergency roadside repair looses its charm.

Gas stops/mileage:

• Brookings - 31 (86 miles from Bandon)
• Arcata - 100

Oregon 2012, Day 4

Bandon, OR to Gold Beach, OR
June 22, 2012
55 miles

It was a dreary morning in Bandon and there was steady light rain coming down when we set out for Arcata.

Wet bikes in Bandon

We debated whether to stay in Bandon another day or press on.  Looking at the forecast it seemed likely it would continue raining in Bandon through the weekend so we decided to make a run for it.  Rather than the planned 300-mile route down 199 I thought a straight shot down 101 to Arcata, 186 miles, would be quicker and more bearable in light rain.  I offered my rain jacket to my mom who turned it down, although I eventually convinced her to borrow the wool top and leggings I had packed for cold weather.

After we got out of Bandon it started raining really hard and didn't let up for a second.  It was rough going, obviously no photo stops.  I noticed a few touring cyclists out in the storm and took comfort in the fact that I wasn't out on a bicycle.  It rained so hard that after 55 miles mom's SV shorted out and stopped running, leaving us stranded in the downpour at a parking lot outside the Gold Beach City Hall and Police Station.  My rain gear was soaked through and mom was freezing.  We decided to take cover at the nearest shelter which was the police station.  Another lesson:  always bring rain gear.

The Chief of Police took pity on us and let us stay in and dry off, and led me to a small garage they had in back of the station.  He let me borrow a heat gun to dry off the motor and I got it started, but I was concerned it would short out again in the middle of nowhere if we tried to set out again.  A few of the cyclists I'd passed earlier pedaled through town while I was standing around figuring out what to do, apparently suffering neither discomfort nor mechanical difficulties.  I asked the police chief which of the nearby hotels would be places he'd put his mom up, and he said Pacific Reef, so that's where we stayed.

While we were waiting for check-in time we stopped by the local Napa auto parts and got a dry NGK CR8E for the SV, tubes of dielectric grease and anti-seize, and a cheap metric wrench set.  I was able to change the front plug in the hotel parking lot using the wrench set and the plug socket from the SV tool kit.  Lesson #3, always bring a spare plug and enough tools to change it.

We went for dinner at Playa Del Sol up the street and bumped into the police chief there, off-duty.  He recognized us and asked how it was going, so we told him we thought we were all set.  He seemed like a really nice, earnest guy with kind of a traditional sense of duty and community service.  If there are good cops and bad cops he was definitely one of the good ones.  So there was our silver lining.

I had trouble sleeping at the Pacific Reef.  Besides the immediate concern for tomorrow's weather and the SV, I'd turned up the heat to dry off the gear earlier.  At some point the heater started making clanking sounds which didn't stop at any thermostat setting.  The alarm clock in the hotel room went off at 3:30AM to the sound of the Footloose soundtrack.  Eventually I put in earplugs which drowned out everything except the recriminations about the trip in my head.

Oregon 2012, Day 3

Klamath Falls, OR to Bandon OR
June 21, 2012
252 miles

This was a great ride to Bandon via 97, 62 through Crater Lake, 138 W, then Highway 42 at Roseburg.  Had we known what the weather had in store we would've turned around and gone back to Arcata, but it had been so perfect I forgot to check.  Lesson learned.

Highway 62 to Crater Lake

The route through Crater Lake was very scenic although somewhat crowded.  At that altitude there is snow by the side of the road year-round apparently.  The park fee was $5 per bike which was worth it for the scenery.

Crater Lake

Snow in June

From Crater Lake we caught 138 west to Roseburg, then Highway 42 to Bandon.  At Coquille there is a left turn to 42S which took us directly to Bandon.  I had intended to take 42 to where it intersects with 101 at Coos Bay, then head south to Bandon, but we were running out of time.

View from my room at Bandon Inn

Gas stops/mileage:

• Glide, OR - 150
• Bandon, OR - 102

Oregon 2012, Day 2

Fortuna, CA to Klamath Falls, OR
June 20, 2012
311 miles

After air and oil checks we set out at 10am sharp from Fortuna.  First a few miles up 101 N to the Highway 299 E turnoff at Arcata, then north on 96 at Willow Creek.

Highway 299 overlook

299 is a fun road with lots of broad sweepers.  96 is more technical in places and also lots of fun.  Both roads are well-maintained and the scenery is good, although in the summer it can get hot and there are frequent construction delays.

Turnout on 96

Road construction stop on 96

After 96 we took I-5 to Ashland, OR, then Oregon Route 66 E to Klamath Falls.  There was chip seal being put down on 66 so there were a few miles of thick loose gravel and dust.

We ended the day with chain cleaning in the Best Western parking lot, then a short walk down Washburn for good Mexican food at Mazatlan.

Gas stops/mileage:

• Willow Creek - 68 (118 miles from Garberville)
• Happy Camp - 84
• Ashland - 92
• Klamath Falls - 65

Oregon 2012, Day 1

Vallejo to Fortuna, CA
June 19, 2012
305 miles

We set out for Fortuna at 10:30am, after a night of packing and routine maintenance.  Mom is not an early riser.

Getting gas in Vallejo

It was a routine trip up 1 in good weather.  Weekday traffic was light.  There's not much point to weekend rides on 1 anymore, it's way too crowded with RVs.

Highway 1 Scenic Overlook

I noticed quite a few touring cyclists loaded with front and rear luggage, powering up steep hills.  I couldn't help feeling a little like I was cheating by having a gas-powered motor, and started thinking I should do the trip on a bicycle.  It would be more virtuous and better exercise.

Other than that, The One has Been Done.  It's a great road and we're spoiled out here on the west coast, and for that reason most any Bay Area resident who owns a running motorcycle has logged thousands of miles going back and forth on Highway 1.

The Eel River Brewery is walking distance from the hotels in Fortuna so it is a mandatory last stop.

Gas stops/mileage:

• Gualala - 127
• Garberville - 127
• Fortuna - 50 (no gas stop)

Oregon 2012

Oregon 2012

June 19 - 24, 2012

A repeat of last year's Oregon trip which was such a great route we decided to do it again this year.  The plan was 6 days of approximately 300 miles each, starting on Highway 1 North, heading East on Highway 299 at Arcata to Klamath Falls via Route 66, then west to Bandon.  From Bandon back down the coast to Arcata, with one additional day of riding in the Trinity National Forest area before heading back to the Bay Area.

My mom was on her yellow 2002 SV650 and I took the FZ1, since the Bandit is temporarily out of commission after a headlight mount bolt went missing.

No More DuPont Teflon Chain Lube

This just in from BARF:  DuPont changed the formulation for its Multi-use Teflon Lubricant, which was used by many as a dry chain lube.  It is now no longer fit for use as a motorcycle chain lubricant and Webbikeworld no longer endorses it.  For those who wish to continue using DuPont teflon products on motorcycle chains there is still the "Teflon Chain-Saver" product.  Webbikeworld didn't like it as well.

Some time ago I gave the Multi-use Teflon Lubricant an extended test on the Bandit.  Bandits are hard on chains so they're good for testing chain lubes.  I found that even with frequent cleaning and reapplication it didn't seem to lube my chain very well or prevent wear better than anything else.  However it was clean and didn't fling off which is probably why people like it.  After about 16k miles using only the DuPont lube my chain had a serious kink and needed to be replaced.  So I switched to Bel-Ray with Molyphos, which makes a terrible mess but doesn't need to be reapplied between cleanings.  It seems to protect the chain quite well.  Most people hate it and it too is no longer available, so I'm looking for other alternatives.

James May on Health

This just in from BARF: editorial on health written by James May of Top Gear fame.  Interesting perspective on the subject of motorcycling and health.

James May on: Health Regimes

RIP Gary Jaehne

I did not know Gary Jaehne but he was apparently a a living legend among Bay Area sport riders.  Jaehne was an accomplished rider, riding skills author, racing instructor, and a champion of the Ninja 250 as a racing platform.  He hosted a free suspension workshop and was considered to be not only highly skilled, but knowledgeable and a really nice guy.  And he was old enough to have his skills metered by common sense. Saturday he low-sided in a turn and went off a cliff. I read about this over the weekend on BARF and it was also reported in the Mercury News and elsewhere.

Gary's death was a wake-up call for me and should be for any sport rider.  From everything I've read he was the last person one would have expected to have gone out this way.  The take-home message for me was that if this could happen to such a highly regarded rider it could happen to anyone.  So I'm paying extra attention to riding safely and not pushing my limits.  Going out doing something you love is maybe not the worst way to go, but it's much better not to.  RIP Gary Jaehne.

Another Day at the Races

After replacing the radiator in my brother-in-law's CBR600 in the morning, my friend Mark and I headed over to the West Coast Moto Jam at Infineon Raceway.

SuperSport 600cc race start--lots of empty seats

I've been a few times before and the races don't change a lot year to year, but it's always fun to go.  Plus, the track is so close to where I live there's almost no excuse not to.

After an awesome breakfast that my wife made we rode 12 miles out Highway 37 to the track.  We were able to park right next to the bleachers by turn 4, easy walking distance to the starting line.  Attendance was low as it was last year.  The gear check was fast and efficient, no trouble there.  It was a nice clear day but really hot at the track.  I wouldn't have wanted to be racing in full leathers in that weather.

We got there right at the end of the XR1200 (Harley Davidson) race.  I guess Harleys only race other Harleys.  Then we wandered around the vendor tents for awhile.  It didn't take long to see all of them as there were fewer than in previous years.  Then the first of the two 600cc races started.  There were three red flags due to crashes which slowed down the schedule.  Elena Myers took 11th place in that race.  That was impressive although she was in 5th position at one point.  It will be interesting to see how the sport changes as more women start competing on the track.  At the very least one wonders who will be holding the umbrellas.

We left the bleachers and went to the stands in the family area for the second 600cc race.

Finally the SuperBike race started and we went to the stands by turn 9, which is the closest you can get to the bikes.

View from turn 9.  Note empty stands across the track

Josh Hayes got off to a great start and was in first place until he dumped his bike right in front of us.  It looked like the rear wheel slid out.  He picked it up and rejoined the race in last place.  He eventually finished 7th, which we thought was pretty impressive.

All in all not a bad way to spend a Sunday afternoon, and the low turnout meant plenty of seating and easy parking.  But it is a bit ominous that the motorcycle industry doesn't seem to have recovered at all from the economic downturn if the last two years at SuperBike are any indication.  People don't have money for toys when the economy goes south, and motorcycles are still toys to most of us Americans.  One might think that affordable transportation would be an appealing idea during hard times, but the industry has yet to figure out how to turn that into an opportunity.

The High Cost of Commuting, Part II: WageWorks

Since my previous commute cost analysis a few additional public transit options and an employee incentive program have caught my attention.  To recap, I figured out that taking public transit from my location costs $14.60 a day (plus 0.52 for BikeLink bicycle storage at 0.05/hr), vs. $8.75 a day to ride in on the Bandit, which includes gas ($4.50), bridge toll ($2.50), and maintenance ($1.75 estimated), but not the cost of the bike, insurance, or riding gear.

The biggest change in my cost analysis was the discovery that my employer offers WageWorks, an incentive program that lets us purchase up to $125 a month in transit passes using pre-tax income.  That makes for some complicated math since the round trip on public transit from Vallejo to Oakland costs more than that, and determining the tax rate for combined federal, state, and local taxes is tricky.  WageWorks claims pre-tax savings is about 40% (on the first $125).  That got me to revisit public transit options to see if I could finally answer the question, are there any better commute alternatives to riding a motorcycle?

By checking the Vallejo Transit fares page I found that there is a $118 unlimited monthly pass.  That can be a substantial savings over the cash fare but requires a commitment of 13 commute days (about 2 1/2 weeks) of bus commuting to break even with the cash fare.  Of course more than that equals more savings per ride.  Riding the bus every day using a monthly pass saves about $82 over the cash fare.  With the WageWorks pre-tax discount the $118 becomes $70.80.

I also found the Contra Costa WestCAT operates a park & ride out of Hercules that has BikeLink lockers.  Round trip from WestCAT to BART is dirt cheap--$2.75 with a BART transfer.  But, the return-trip transfer discount is cash-only, so the WageWorks pre-tax discount only applies to the $1.75 debited from the transit pass.  More math.  The BikeLink lockers in Hercules are cheaper than the ones in Vallejo at 0.03 per hour.  The WestCAT stop is 11.5 miles by bicycle, about 45 minutes on a good day.  There would be bridge and parking fees to drive or ride a motorcycle there.  Pedaling is the only cost-effective way to get from my place to WestCAT.

So the question is, how do these additional transit options compare in time and cost to riding the Bandit?  With WageWorks discounts figured in here are monthly estimates:

• Vallejo Transit to BART with monthly pass*, bike locker, bicycle maintenance:  $181.60, 1 hour 10 minutes each way
• Motorcycle, FasTrak, maintenance: $175, 35 minutes each way**
• WestCAT to BART, bike locker: $114, 90 minutes each way plus a shower
• BART/bicycle only, bike locker:  $70, 1 hour 55 minutes each way plus a shower

Vallejo Route 80

Happily (or sadly), motorcycle commuting still comes in slightly ahead of Vallejo transit in terms of cost, and is still way ahead in terms of time.  It adds over an additional hour a day to commute by bus.  Even the time spent maintaining the bike and gearing up doesn't come close to the extra 5 hours a week it takes to ride the bus.  Additionally, the main problem with making Vallejo Transit cost-effective is that one has to trade in motorcycle riding for a monthly bus pass.  Another problem is that time on public transit is dead time.  There's no Internet connection so I can't get work done, and transit time doesn't count toward time spent in the office. Finally, timing the bus/BART connection to minimize waiting puts restrictions on when is the best time to leave the office.  My job isn't the type that lets me leave the office at a predictable time every day.  Some days I have to stay later than others so coordinating with the transit schedules isn't always possible. That can burn a lot of extra time in the evening when I want to get home.

Cycling Options

The other two transit options, WestCAT to BART and cycling all the way to BART, vary inversely by time and cost (more time equals less cost).  While substantially cheaper than riding in they're simply not realistic on a regular basis due to the amount of time involved.  For serious cyclists who might pedal 90 minutes a day anyway the WestCAT option isn't awful.  Actual transit time is only 40 - 45 minutes.  But as a means of commuting, realistically no one wants to spend 3 hours a day going back and forth to work if not absolutely necessary.

11.5 mile cycling route to Hercules Transit Center

You have to decide how much your time is worth and what you're missing by spending optional free time on the bus.  As a means of occasionally reducing commute costs and mileage on the motorcycles, getting in shape, or introducing some variety these two options make some sense, but not on a daily basis.

19 mile cycling route to El Cerrito Del Norte BART

CPM vs. TCO

For commute cost comparisons I decided to compare cost per mile (CPM) instead of total cost of ownership (TCO) of the motorcycle.  TCO would also include the one-time costs of the motorcycle, riding gear, and commute-related gear and accessories, as well as insurance and registration.  Public transit on the other hand has no TCO since passengers don't own the vehicles.  Should the cost of commuting by motorcycle include the cost of the bike and the riding suit?  Should the cost of driving a Prius to work include the price of the car?  Under certain circumstances, maybe.  If the vehicle was an optional purchase for the sole purpose commuting I could see adding it as a cost.  If the purchase is being made to replace a less fuel-efficient vehicle it would make sense to do a cost analysis to see if the amount of gas savings justifies the price of the new vehicle.  For a vehicle that's already bought and paid for I don't think analysis based on TCO makes sense, but I suppose there's room to argue either point.

A final note, safely commuting on a motorcycle takes some luck and a lot of skill.  The skill, and some would argue the luck, as well as the defensive mindset and degree of mental focus, come with constant practice.  Last year I pedaled to WestCAT up to three times a week and found that I felt slow and clumsy the two days a week I rode in on the Bandit.  Public transit can save money and is arguably better for the environment, but it doesn't help improve riding skills.  That's really the biggest problem I have with it, feeling like I'm putting myself at risk by letting myself get out of practice.

Better, Faster, Cheaper?

While there are cheaper commute options than riding a motorcycle there is no faster way.  As far as which is better, I think it's a matter of personal preference.  Not everyone can or should ride a motorcycle.  For me time savings is key.  On days when I take public transit all I do is work, commute, and sleep.  If the dead time spent on transit could be put to use it would be a lot more appealing.  I haven't found anything better to do than reading motorcycle magazines on the bus, but if I could solve that problem it might be a worthwhile alternative, at least on an occasional basis.

The other issue is high cost of Vallejo Transit.  I don't understand why it costs six times as much to ride the bus to BART from Vallejo as it does to ride from Hercules.  Without cost or time savings there's not much incentive to take public transit.

---

* Monthly pass discount precludes motorcycle commuting--no more riding with option 1.
**  Not including time to maintain the motorcycle. Nothing is free.

200k FZ1

Anyone who doubts the longevity of modern liquid-cooled Japanese sport bikes should check out fz1grl's blog.  Fz1grl now has 200,000 miles on her single-owner 2001 Yamaha FZ1.

This is a testament to how long well-maintained Japanese bikes can last and I often wonder why we don't see more high-mileage sport bikes out there.  My only conclusion, based on anecdotal evidence, is that people either crash their bikes, trade them in, or quit riding long before they accumulate any real mileage.

Fz1grl is a regular poster on the FZ1 Owner's List so I was able to PM her about what type of oil she uses in her FZ1 and the frequency of oil changes and other maintenance.  She said she uses regular Mobil 1 synthetic and changes it every 4,000 miles.  Other than that the only major work her bike needed was new carb boots and a rear master cylinder rebuild.

Fz1grl posted (membership required) on the FZ1 Owner's List earlier this year as the bike approached 200k.  Awesome accomplishment!

Bandit Oil Change

April 8, 2012

An oil change is a quick service that's done frequently so it might not seem worth documenting.  But, I've read enough BARF posts by newer riders who aren't sure how to check their oil, much less change it, that I think it's worth a short writeup.  Plus, if done incorrectly it's possible to do major engine damage by over-filling, under-filling, or stripping threads.  My Bandit has a heli-coil in its oil pan, so I know from first-hand experience that it's possible to immobilize a bike by performing this service incorrectly.

Time required is 30 minutes to an hour.

Required supplies:

• 21mm socket
• Oil filter socket
• Drain pan
• Oil
• Filter - Emgo 10-55660 or equivalent for the Bandit
• Crush washer
• Nitrile gloves
• Cardboard
• Foil
• Trucker hat

I use Motul 3000 10w-40 non-synthetic in the Bandit, and a Cat Diesel Power hat.   I've tried many combinations of oil and hats.  Motul 3000 and Cat seem to work the best.

 

Warm up the bike for about 10 minutes and put it on the center stand.  Place cardboard under the bike, and put the drain pan under the drain plug.  Loosen the oil filler cap on the right side of the bike.



Set the ratchet to loosen by flipping the switch to the right.



Remove the drain plug.  Loosen by turning the ratchet toward the front of the bike.  The drain plug is upside down on the Bandit so it can be momentarily confusing figuring out which way to turn it.  Trust me, you do not want to turn it the wrong direction.



Let the oil drain.  It will never stop dripping so don't wait, 10 - 20 minutes is enough time.  Then put a new crush washer on the drain plug. Note, crush washers are directional. The larger flat side should go toward the drain pan, small side facing the plug.  The bike may leak oil if the crush washer is upside down.



Put the drain plug back in.  The torque spec is 17 ft. lbs.  You can use the spec if you want to, but having stripped the threads in my oil drain I believe 17 ft. lbs. is too tight.  Finger-tight plus a quarter-turn is enough.

Next, place the foil underneath the oil filter on the exhaust headers and remove the oil filter with the filter socket. A fair amount of oil may come out.



Make sure the filter gasket comes off with the old filter.




Apply clean oil to the new filter gasket, then fill the new filter about half full with clean oil. I don't remember what the oil filter torque spec is on the Bandit, but finger tight plus a half turn is plenty.



Next, fill the bike with new oil.  The Bandit takes 3.7 quarts, almost a full gallon.  Do not overfill.

 

Run the bike for about 5 minutes and check for leaks.  Then shut it off and wait for a few minutes.  The oil level should be just below the full line in the sight glass.



If the level is too low, fill gradually until the oil level is just below the full line.  If it is too full you will have to drain some oil out.  There isn't a clean way to do this that I know of.  The method I've used in the past is to get a second clean drain pan and drain all the oil out, then put most of it back in.  It's hard to drain just a little without the drain plug falling out.  Recycle the used oil and filter at a recycling center or used oil pick-up location.