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Olong_motor

Motor-Terminator

Motor-Terminator

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Motorcycle Events - A Great Source of Motorcycle Related Entertainment

If you're looking for something to do this summer on your motorcycle, then you may want to consider taking a look at some of the different rallies that are taking place throughout the country. Motorcycle events and rallies can provide you with a great opportunity to meet new friends, buy new gear, and enjoy live entertainment geared towards motorcyclists.

Motorcycle events can provide a wonderful opportunity for social networking with others with similar interests. One of the main activities that usually take place at rallies is group rides. This is where a number of people get together to go out on a planned motorcycle ride around the area where the event is being held. Other activities such as poker tournaments, seminars, and auctions may take place as well, which also provide you with the chance to meet new faces and make friends.

Rallies and events are often supported by vendors that come from all around to show off and sell their products. This provides motorcyclists with the opportunity to purchase new gear, accessories, or anything else motorcycle related that interests them. Vendors are usually set up in a market type layout which visitors are free to wander through as they wish.

If live entertainment is what you're looking for, then a motorcycle event/rally is just the answer you need. Here you'll find live music, vendor shows, seminars, auctions, and other types of live entertainment that you can enjoy. Interested in seeing some real live custom work? Often times customer chopper builders will display their work at rallies and events, so you'll be able to see the end result of all the time and effort that they put into their work.

If you're looking for something to do on your motorcycle this summer, you'll definitely want to consider checking out some of the motorcycle events and rallies going on in your area. Not sure how to find them? Just go online and do a little searching, you'll find a number of different websites that list events near you.

MSR Fork Support - Review

Let's say you just payed big money to get your suspension totally redone and re-valved. Would you want the forks and seals to wear out after a month of riding? Absolutely not! That's why MSR made their very own Fork Support. It is designed to increase the life of your dirt bikes forks by taking most of the load off of them when you tie the bike down to a trailer or truck bed. I bought it with one of the bikes I got a couple years ago, so I thought I might as well try it out to see if it is worth it.

All I had to do was stick it on the front tire between the forks. The difficult part was tightening down the tie-straps that were on the handlebars. They would only go down so far because the fork support pushed against the front tire and the fender, taking most of the pressure and not allowing the forks to compress as much. This was the main thing I was worried about because it didn't seem like the dirt bike was very stable. I only used a of couple straps on the bars, so adding a couple more on the foot pegs or rear end of the bike would have helped.

The MSR Fork Support will extend the life of your precious forks. Normally compressing the forks down is harsh on the springs and seals, and is even worse when going on long road trips. This tool will take away most of that force, giving your forks a much needed break from the abuse that is dished out at them.

The only concern I have is the stability of the bike when it's tied down. If I were to always use the fork support I would either add more tie-straps if it's on an open trailer/truck bed, or else I would stick the dirt bike in an enclosed trailer. The Fork Saver is basically pocket change, so there's not a whole lot to lose, except the life of your forks.

Good luck, and ride hard!

Cycra Bark Buster HandGuards - Review

Are you sick of replacing your broken or bent levers? I know I am, and there is a cure for that. It's easy to break a clutch or brake lever if you do a lot of woods riding, or just happen to tip over often. Either way, it's not fun when something like this happens because it ruins your day of riding. I got a pair of Cycra Pro-Bend Hand Guards with bark busters on my KTM. They are the most protection you can get out of hand guards.

Bark busters are a must if you do a lot of trail riding. With them on, not only are my hands blocked from hitting trees, but the metal bars will protect the shiny levers on my bike. I don't know about you, but that will save me some pain and dough at the same time.

The plastic shields are a bonus, in my opinion, because most hand guards don't have both bark busters and plastic guards. The guards are big and strong enough to protect your hands from roost, mud, rocks, and other things that dirt bikes throw up at you.

Just a few more reasons why I like the Cycra Pro-Bends so much...

The center reach clamp makes the hand guards secure, as well as giving my hands all the room they need (something that I was worried about when looking at hand guards).

The plastic shields are replaceable, so if they crack from hitting a tree, you can just slap on some new ones for cheap!

Installation is so simple and easy, a caveman.......never mind. Putting these on my bike is like spreading peanut butter on a PB&J sandwich. You just insert it into the handle bar end, then adjust the center reach clamp to your liking and bolt it on!

These Pro-Bend Handguards are available for 7/8 and 1 1/8 handlebars, plus the center reach allows them to be used and basically any bars you have. They come in eight different colors to match your bike or gear, and the stickers are easy to peel off if you don't like the look of them.

I like my current ones so much that I think I'm going to by some replacement plastic shields to match my next bike!

YZ125 Vs YZ250F - The Million Dollar Match-Up

Does the torque of the YZ250F make it that much better than the light and snappy YZ125? We have to dig a little deeper than what the media and government says. I think we all know that most motocross companies are pushing for the four-strokes because they are "eco-friendly" by not producing as much pollution as the two-strokes. But for this battle we will totally scratch those opinionated facts out because they don't mean a thing in the motocross realm.

I have ridden Yamaha's YZ250F's and YZ125's, and can say that they are two different kind of animals. Both motocross bikes have plenty of power and will require some balls to ride, but are about as reliable as you can get as far as motocross bikes go. Each bike has its ups and downs, but the question is, "which one is better?" Well you'll have to wait until I do a little more research on these bikes....... Just kidding.

YZ125

Ahhh, the smell of pre-mix in the morning! Are two-strokes making a come-back? Well, I'll cover that in a future article... The YZ125 is a serious piece of art. It's been rated the number 125cc motocross bike in magazines and websites more than any other 125 two-stroke. The light-weight makes it flick-able, the raw horsepower begs it to be revved to the moon, and the suspension is top notch. There's no question that this bike is ready to race right out of the box. Although you might have to re-jet the carburetor if you are riding in an extreme climate.

How Does It Handle?

Pretty much any modern 125 two-stroke is going to handle well these days, and the YZ is no exception. The handling is among the best in its class. It will ride any berm and the front end will stick pretty well in those pesky ruts. What I like about the 125 is that it has a really low center of gravity compared to the four-stroke, so it made it a lot easier to lay in down in the corners. I am a shorter rider (5'6''), so having a bike that handles well in corners is a must. The YZ125 felt comfortable to ride and cockpit was narrow while the 250F was a little more bulky.

What's The Suspension Like?

You want good suspension? You got it! The YZ125 suspension set-up is great right off the showroom floor. If you weigh more than 180 or less than 140 lbs then you might want to consider getting some softer fork and shock Springs though. The stock suspension has really good bottoming resistance and can handle a lot. It feels great on any kind of obstacle. Although it may be a little mushy for A or pro riders. The forks soaked up most of the braking bumps and the bike was very controllable in the air and in the corners. It felt stable at all speeds.

What About the Engine?

The engine may be the two-strokes' greatest set-back against the 250f, but it is no slouch. Any skilled rider will be competitive on this little ripper. The YZ125 may not have the torque that the 250F does, but it has the horsepower to make up for it. Yamaha's 125 is known for it's do-it-all engine. It does have more bottom-end power than any other 125 two-stroke I've ridden. The mid-range has some punch, and the top-end is never-ending fun. All you have to do is keep this bike on the pipe then you will be able to pass those 250F's, that's it.

Additional Notes...

Above are the main topics that riders ask about when deciding which bike to get. I just wanted to give you a few more facts about this bike that could factor into your decision. The YZ125 is a great motocross bike to start out on, and is perfect for younger riders just stepping up from and 85 that don't want a big four-stroke. This bike is cheaper and easier to maintain. The cost to rebuild any 125 will be less expensive than a 250F just because it's a two-stroke and has less moving internal parts. That doesn't mean you will be spending less, because if you don't maintain it, it will break down eventually. The YZ125 has always been very easy to start. If it's not, then you have a problem. One of the only extra things you have to do to this bike is add pre-mix to the gas before you put it in the tank and ride.

YZ250F

It's bigger... It's badder... Is it too much for the two-smoker to handle??? The YZ250F is the number one selling 250cc four-stroke motocross bike. Is there a reason for this? There must be, so let's check it out!

Does It Handle As Well?

A simple question, and it will be responded with a simple answer... "no." You can do anything you want to the bike, such as lowering the radiators, reducing the weight, or shaving the seat, but it's never going to handle as well as the two-stroke unless you do major modifications. That does not mean it handles poorly. Over the years Yamaha has turned their YZ250F tank into one of the best handling four-stroke dirt bikes. The newer the model, the better it gets. The main difference between this bike and the 125 is that it's top-heavy, meaning the center of gravity is at a higher location on the bike, causing it to be less stable. This is most noticed in the corners, so laying it down will be a little more difficult for shorter or younger riders.

How About Suspension?

Suspension on the 250F is great for 140-175 lb amateurs, similar to the 125. It has good bottoming resistance and handled jumps with ease. Not much else to say except that the suspension on the YZ250F's worked well for me.

Does The Engine Make Up For It?

The first time I rode a YZ250F I was blown away. Torque across the entire rev-range was unbelievable. This bike gives you the traction and power down low that you will never get from the 125. The "power-band" is not as fun as the two-stroke. The torque, though, will pull any 2-stroke out of corners. After riding a 250F for a while, the smooth, yet powerful engine just got a little...... I don't know if I should say it.... boring. It just wasn't as fun to ride around on as the two-stroke. Racing the YZ250F would be a different story. It's not exactly about riding whichever bike is more fun, it's about riding faster and more comfortably than the other riders. This bike helps out a lot on that part, but is it good enough to beat the 125?

Notes:

The YZ250F was the first four-stroke motocross bike in the 125 class, and has been the most reliable 250F the entire time. Take care of it and it will take care of you. The first years, 2001 & 2002, the bike had manual-decompression, making it a little more difficult and time-consuming to start. That can be fixed with an '03 or newer exhaust cam because Yamaha switched to auto-decompression. The YZF250 is probably the easiest 250F to kick start. I was usually able to start mine in 1-2 kicks when they were cold.

The bad part about owning a 250F is that it can grenade if you don't maintain it properly. If it does just "happen" to blow up, the cost of repairs can be enormous, especially if you have a shop to do it. This is one of the only reasons why I don't like the four-stroke motocross bikes, otherwise I would buy more of them.

And The Winner Is....

Neither bike, because they are just as good as each other...... You didn't want to hear that, did you? Good, because it's not true! After comparing the characteristics of these bikes that have been rivaling each other for the past decade, there are still pros and cons that each bikes has. My decision would be to go with the YZ125 because I love two-strokes and don't like big bills when they explode. For a racing scenario where money is no option and the only goal was to win then I will choose the YZ250F. It has the torque and horsepower that will beat the 125 on almost any track, the suspension is great for me out of the box, and it's just plain easier to ride faster. That's why the Yamaha YZ250F is the better bike in this match-up.

Furthermore, there are so many variables to consider because not every rider is the same and rides similar terrain. If you have a big bank and want to be on par by technology standards then the 250F is the bike for you. If listening to a two-stroke WOT is music to your hears, and you want to learn better riding techniques as well as a bike that's easier to maintain then a YZ125 is a perfect bike.

Remember... whatever bike you choose, have fun and ride hard! Good luck!

-Tom Stark

P.S. Check out my site (Motocross Hideout) for the official article.

Hog Attention With Harley Davidson Stickers

So you have a Harley. Being in possession of one of the best bikes in the world, you now must be wondering how to make your style statement complete. It is simple - add jazz to your ride with a Harley Davidson sticker. These are available in various sizes and colours, and can even be customised to match your own personal style. You can have the picture of your girlfriend, your favourite actor, your pet goldfish or your favourite Rock band emblazoned across your fuel tank. That would surely get your message across to everybody.

Harley Davidson stickers are not just about making a statement. They define a rider's style, his nature and his real self. Also, it is a great way of adding an extra layer of protective cover around your fuel tank. It protects your fuel tank, which is otherwise, quite exposed, from scratches and blemishes. Also you can put these stickers on the bumper and the sides, which will flash your message loud and clear to any annoying honker trying to overtake on the road. If not anything, it will surely catch their eye, and slow down, letting you zoom off into glory.

These stickers are extremely catchy and are bound to make a style statement. They are sure to make people's heads turn, as you zoom past them in your roaring Harley. These stickers are extremely cheap, and at the same time, they are very tasteful. Their designs vary from images to smart messages, with street smart slogans. Even the messages can be customised as per your needs. Harley Davidson stickers are also a great, economical and funky way to give your old bike a makeover.

So grab a sticker, and make your statement! These stickers complete the look that every super rider craves for - of being free, wild, powerful and independent. They add a flavour to the bike, which is not exactly unique. But a Harley can be made unique, and completely yours, exclusive only to you, with a sticker. For example, only you can ride your Harley, emblazoned with your favourite actress's photograph, and your own personal message. Have a great ride!

Martin's 1920 16H Norton

From Martin in the UK:

"Attached are some pics of my 1920 16H. This is a very original machine. I bought it to rob it of the genuine original belt drive tank that was fitted, as it was clearly not correct for the machine. Now it has a nice replica tank with a Best and Lloyd semi-automatic oilpump and the original belt drive tank is soon to be adorning my belt driver... It goes rather well for such an early machine and makes one understand how they nearly scooped the pool in the 1920 Senior TT. Its such a lively performer, and so easy to ride but does have very delicate steering, so light it wanders if you try and grip the bars too tightly but is fine if you just let it find its own way.

We had a VMCC vintage training day at the Grampian Transport Museum at Alford near Aberdeen in the north of Scotland last weekend. I took the 16H and it was ridden by maybe thirty people keen to experience the thrills of riding a hand change, lever throttle early machine through the arrangements made by the Vintage Motor Cycle Club. The bike ran faultlessly all day despite the many different riders and the unexpected heat of the day, and was judged one of the most desirable bike present by most riders I spoke to."

Simpson's 1930 Swedish TT winning CS1

From Simon: "Here are a few more photos of this historic machine. The first shows A. Nystrom with it in 1931, the second shows the new owner Rolf Gullick, after it was sold by the Nystrom firm in 1934, while the third shows it receiving some frame surgery in 2002.

This last shot is quite important: here we have a machine of September 1930 with a downdraught head and flange mounted carburetter. I don't think the head comes from a later model. First, Woods' 1930 Ulster GP winner had down draught carburetter and coil springs. Second, because of the 'intermediate' dimensions of cylinder studs, cam box etc. of the early Carroll engines, it was not possible just to fit a later head and/or barrel. One really had to change the whole engine.

Note too the strange gearbox end cover with the unusual (for Sturmey Archer) clutch wihdrawal mechanism. This style of box also appeared in Lacey's '30/'31 Brooklands mounts and was almost certainly still a three speed unit."

Grandfather's c1926 Model 18 Norton

An email from Paul in Australia:

"I have a soft spot for Nortons. My grandfather had several in his collection including a Manx that raced at the IoM in the late 40's. His collection was sold of after he passed away and I lost track of where the bikes ended up. Recently I came across the attached photo of him in what I believe to be the 1920s on a bike he rode to the Victoria/New South Wales border here in Australia. I was hoping you may be able to identify the bike for me? Kind Regards, Paul"

JdK: This is a mid-1920s Model 18 equipped with a later set of electric lights. The rear carrier disappeared and someone fitted flat mudguard stays. Not sure what the bulge is that I see behind the carburetter. He lost a rubber knee grip. Great photo!

Simon: "I think it is a 1926 Model 18 (or even 1927 if that is a wing nut type adjuster on the fork damper - not too clear) - the rockers are the arched type first used on the 1925 Works bikes and pretty well standard from the end of  '25 through to end '29. None the less, they could have been changed along the way for the later type though it means changing the pushrods and push rod return springs as well."

Roger:  "There are some indications that the picture was taken much later than in the 1920s as the machine is in a well worn state and the pork pie rear lamp is more mid 30s. The manual oil pump feed does not appear to be connected to the crankcase but there is a feed from the bottom of the tank with a tap. The gear change lever has been shortened like the one on LPD1 so that it can be operated by foot. The rear stand has been changed and is no longer held up by the over centre spring. The electric lights would need either a generator or a battery so that is probably what is sitting behind the carburettor. I don't think that the kneepad is missing, I think another one has been placed on top of it."

The Norton Scrapbook - a Curate's Egg?*

A book review by Simon Grigson

The latest glossy offering from Morton's Group by James Robinson, Editor of The Classic Motorcycle.

I have just received a copy of the Norton Scrapbook and from my view-point as one who has a considerable interest in the pre-WW II era, I find it disappointing, especially so as the Editor has access to what must surely be the best possible archive of motor-cycling history in the world.

Whilst I appreciate the scrapbook theme may have some merit, excessive use by the layout designers of the theoretical adhesive tape to 'attach' the photos to the page has been vastly and carelessly over-done - to such an extent that some images of complete machines, or machines and riders, are seriously impaired.

As regards the overall make-up of the collection, I find it hard to understand why we are presented with eight pages relating to the 1939-45 WD 16H and Big Four machines - a couple of pages would have sufficed - yet there is but one, yes ONE photo relating to Nortons at Brooklands. Bearing in mind that Nortons were probably the most successful marque to be raced at Brooklands in the 1919 to 1939 period, with dozens of wins and world records, this is a fairly serious omission by any standards. Incidentally, the somewhat uninspired print selected is that much used photo of J.L.Norton, D.R. O'Donovan and R. Judd with the 1922 prototype OHV engine crudely shoe-horned into one of O'Donovan's sidevalve Brooklands steeds.

I suppose it is inevitable that there will also be errors in the text and captions and in the section covering the period up to 1939 there are certainly a few which sprang to my attention. Possibly someone with more in-depth knowledge of the Edwardian and thirties periods might pick out a few more. And last but not least, concerning the early Moore-designed OHC CS1 engine, of which a photo taken in 1960 has been selected (see Built for Speed/John Griffith/Motor Cycling), the 'cricket bat' nick-name has been used yet again - a relatively modern invention which was not current pre-war, according to my sources. The earliest mention of it in print I have seen is in Bob Holliday's two Norton books, which came out in the seventies. If it's any consolation to James Robinson, Bob's books contained considerably more errors than the Scrapbook!

Summing up, this is not a book to which I shall refer very frequently but equally, it is cheap and cheerful and will be retained rather than sent to the nearest charity shop.

*For those unfamiliar with the phrase, have a look on Google and all will be revealed!

Rob's 1928 Model 18 Norton

Rob's 1928 Model 18; he plans to refit the original mudguards and build a new rear carrier. Rob restored it in a cellar many years ago, and has used and abused it ever since (he rides it on the fast lane of the motorway). It never let him down. Note that the engine already has the 1929-type of lubrication, without the external oilpipes on the timing chest.

Stanley Woods, TT Assen, 1933

Stanley on a 500cc Model 30 International Norton at the Dutch TT, 24th of June 1933.

Mark's 1929 Model ES2 Norton

Seen at Brooklands, this 1929 ES2 is not completely correct; the original Sturmey Archer gearbox, Webb forks and Enfield front hub have long ago been ditched and replaced by (most likely) WD16H Norton parts. The magneto is a later Lucas, the carb a 1930s Amal 76. Still, it looks great and let's hope it never gets restored.

Mark cared about the environment, note the little container that collects the oil rom the breather, complete with a tap; he probably reused the oil!

Nortons in the 500cc Dutch TT races, 23th of June 1934

Piet van Wijngaarden with number 2 and Swiss rider Georg Cordey with number 38; both on Model 30 Internationals.

Piet again, being chased by P.Ruttchen on an NSU.

...and Vidal, on an over-the-counter Model 30, chasing a Sunbeam.

...and Jimmie Guthrie. The race was won by someone called Pol Demeuter.

An Inter's underside

How often do you see an old picture of the underside of a cammy Norton? This rider (I don't recognize him) dropped his Norton in a corner during the TT traces at Assen on the 23th of June 1934.

The motorcycle is a Model 30 or Model 40 Norton. Note the tyre profile.

Jimmie Simpson, 1930 Swedish Grand Prix, CS1 Norton

From Simon: "The recent Assen photos reminded me I have another which may be of interest, recently sent to me by a Swedish friend. It shows Jimmie on the Works 500 during the 1930 Swedish Grand Prix doing a quick spot of front brake adjustment. Jimmie won the event and the machine concerned reputedly remained in Sweden with the Norton agents, Nystrom of Trollhatten. It was initially raced by one of the Nystrom brothers in the early thirties before being sold. It has been owned for many years by the same chap but is currently in a semi-dismantled state. I also received a copy of the entry form for the event which shows that the bike had 21 inch (front) and 20 inch (rear ) tyres, Amal carb., Sturmey Archer gearbox and clutch and ML magneto. The bike weighed 350 lb and the relatively lightweight Jim a mere 9 stone 10lb.

Incidentally, I was taken to task a few years back by Jimmie's son for spelling his father's name JimmY. His son said his dad always used JimmIE! See the text below, written by JimmY Simpson junior in a 1998 VMCC magazine"