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| Breaking in Ayane | | Date Created: Sep 23, 2008, 07:31 PM |
"First time`eh, the CBR… ahhh… ffff-ockkkkk……!"
Ayane (my 2008 Honda CBR1000RR) is a study in contrasts compared to Persephone (my 2007 Ducati Monster S4Rs). There are differences both subtle and gross. They both have two-wheels and are terrific motorcycles to ride but aside from the visible differences of a fully-faired 1000cc supersport versus a naked 1000cc sportbike, they couldn't be more different.
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Powertrain data
`08 CBR1000RR
999cc water-cooled, inline-4
shim under bucket direct valve actuation
~ 153rwhp@10,750rpm (stock)
~78lb/ft@9,500rpm
13,000rpm redline
vs.
`07 Monster S4Rs
998cc water-cooled, L-twin (90-deg. v-twin), desmodromic
desmodromic valve actuation
~125rwhp@10,000rpm (Full 50mm Termignoni exhaust w/Ducati Performance ECU + 14t front sprocket (-1t)
~72lb/ft@7,500rpm
10,500rpm redline (stock ECU redline is 9,500rpm)
Rider impressions:
By the seat of the pants, the CBR1000RR pulls harder and far longer than the S4Rs - even though it has taller gearing. With a bit over 25rwhp and 3,000rpm of additional engine speed in reserve, this is to be expected. After 10 years of riding middleweight and open-class sporting twins, the effortlessness with which the bike gains speed accelerating from stoplights and even during roll-ons on the freeway is awe-inspiring. The bike simply rips. In the words of Niko Bellic, "Is this sh*t legal?" [GTA IV]
You'd probably need a Testastretta Evoluzione (1098) with 100 extra cc of displacement to get more pull and the 1200cc 1098R to realy outpull a modern 1000cc multi-cylinder supersport. From my short time with a base 1098 I test-rode, I think they are pretty equal in terms of torque output.
Of course, how all this power gets delivered to the pavement is perhaps just as important as raw numbers and here, there is an apples to oranges comparison between a twin and a multi. The lumpiness of two big jugs adds a certain character that is in stark contrast to the almost electric nature of the inline-4. The `08 CBR1000RR has two nice pieces of engine management technology - IACV (Idle Air Control Valve) and IICS (Ignition Interrupt Control System). IACV helps provide a smoother throttle response during off/on transitions. IICS helps soften drivetrain shock and lash. In conjunction, these two pieces of techno-wizardry seem to help tame the impressively well endowed 1000RR. Don't get me wrong, an overly exuberant or untrained throttle hand can still lead to some… issues, but all told, the bike is very smooth and easy to ride. They are said to be in action between 2,500 - 6,000 rpm. Honda engineers probably figured above this engine speed, the rider would be in haul-ass mode and there should be nothing interfering with the connection between the right hand and rear wheel.
The bike pulls cleanly from very low rpm. I mean just off-idle-sort-of-low rpm and is fairly smooth even when tootling around in stop-go-traffic below 3,000rpm. In comparison, the shorter geared Monster needs more clutch work and doesn't like sub-3,500rpm operation in traffic. Riding the Monster below 3k is difficult-to-impossible without clutch modulation. Both bikes are smooth within their normal operating engine speed. Some inline-fours were buzy at slightly-faster-than-flow of-freeway traffic speeds but the 1000RR is quite smooth. A slightly higher frequency gentle buzz compared to a lower frequency vibe.
Verdict: Toss-up. I like the mills in both bikes and how they put power down in their own unique way.
Transmission action is very slick, even brand new off the showroom floor, shift action is precise and light. Almost too light, on occasion, I found myself second guessing whether or not the next gear has actually engaged. The only quibble is a very noisy engagement of 1st gear from neutral. It's not clunky, just noise. In contrast, the Monster has a less noisy but more clunky feeling neutral to first engagement.
Verdict: CBR1000RR. Slick precision. |
Chassis data
`08 CBR1000RR
~435lb. wet
alloy twin-spar frame
Honda HMAS 43mm (Showa?) inverted fork
Honda Unit Pro Link (Showa?) monoshock
320mm/220mm front/rear disc
Tokico monobloc radial mount/ master, 4-piston, 2-pad
Tokico 2-piston caliper
vs.
`07 Monster S4Rs
~>460 wet
steel trellis, engine as stressed member
Ohlins 43mm inverted fork, TiN coating
Ohlins monoshock
320mm/245mm front/rear disc
Brembo radial mount/master, 4-piston, 4-pad
Brembo 2-piston caliper
The most noticeable difference is the considerably light weight of the Honda. Despite all the bodywork and a bit over a full gallon more fuel, the CBR1000RR comes in weighing ~ 30-lbs. less. Pushing the bikes around the garage, the Honda is definitely lighter feeling and less of a strain to roll around and back up.
Behind the bars and on the road, this weight gives the bike a very flickable nature. Easy to turn-in and amenable to mid-corner line adjustments. All this with narrower clip-ons vs. the very wide streetfighter bars on the Monster. Fortunately, extra leverage of these said bars makes up for the Ducati's extra heft.
The HESD (Honda Electronic Steering Damper) on the 1000RR provide a very light feel at parking lot speeds and damping ramps up according to throttle position, gear and speed. Way cool. Compared to the conventional Arrow damper on the Monster, even with the extra leverage of wide handlebars, the Ducati requires more effort to manuever at slow speeds and more effort to initiate turn-in at speed.
The jury is still out on suspension action. Honda forgoes any trick (poser?) anti-friction coatings on the CBR and the Unit Pro Link rear suspension does what Honda said it does - isolate the chassis from the disruptions of less than FIM homologated race circuit smooth pavement. However, I think the Monster's Ohlins suspension offers a more supple yet equally controlled ride. It should be noted I have not yet tweaked the suspension adjustments on the 1000RR while the S4Rs has been tweaked. I'm still in evaluate mode but so far, the stock suspension settings on the 1000RR seem to suit me decently enough. Also, I believe the steel trellis and stressed engine member (engine is a structural member and a chassis componet) design of Ducati's lend them a different feel compared to the typical alloy twin-spar frame found on most other sport bikes.
Neither bike requires more than 2-fingers for any occasion. Minor speed reduction is a 1-finger affair. Brakes are Brembo on the Monster. The 4-piston/4-pad setup offers fierce braking response with borderline excessive initial bite and a rock hard feel at the lever. A bit more involving to modulate because of this but response is decently linear and predictable. The rear brake is trademark Ducati… very soft pedal feel and soft bite.
The Honda has much softer initial bite on the front brake but very linear response. Lever feel is also much softer. I don't know why the Japanese manufacturers don't put steel lines on the bikes, even the most basic Ducati runs braided steel brake lines. I suspect the front brake might exhibit some degree of fade during hard use. Rear brake is the opposite on the Honda… harder pedal feel and much more initial bite. I may lower the brake lever to reduce likelihood of rear lockup during threshold braking.
Verdict: Jury is out. |
Ergonomics/Instrumentation/Miscellaneous
Ergonomically, the Honda is a supersport race replica that has had some design compromises to make it a good street bike and a impressive baseline for a superbike [see Ten Kate Honda World Superbike team…]. Compared to a 1098 or a couple of its japanese contemporaries, I find the ergonomics to be adequate (i.e., not that bad of a rack) for mundane street riding and very effective for sport riding. Track-use pending. Sport-touring pending.
The Ducati has the (in)famous Monster seating position. Bars are fairly high but reach is fairly long. Foot pegs are not set too far back but are fairly high and the peg mounting forces riders with big feet/clunky shoes to ride duck footed (feet splayed outward).
Wind protection is pretty much minimal to non-existant. The bikini fairing on the Duck keeps some wind off the chest and bugs off a tankbag. Ditto the short stubby fairing of the Honda. For me, at 5'7", I'd have to be near race tuck to get any protection. This said, the Honda's fairing provides cleaner (i.e., non-turbulent) airflow compared to the Ducati.
The Honda has more modern instrumentation and lighting. Hands-down in terms of utility, it's got more there. Digital speedo/info display and analog tach. The Ducati goes old-school with analog tach/speedo and digital odo/rudimentary info display. The CBR has a fuel useage counter, average fuel mileage, calculated fuel consumption, and when on reserve (~0.9-gal remaining), a fuel consumed indicator, dual trip meters and adjustable shift light. The Ducati has one trip meter and a mileage counter when on reserve (~0.7-gal remaining).
The Honda's dual projector style headlights look nice but on low beam, only the right side is illuminated. Functionally, just fine. Aesthetically, the always-symmetrical folks would probably take issue. The personal pan pizza sized round headlight on the Monster is retro with less effectiveness on non-illuminated roads.
The integrated mirror/turn signal with LED running lights are a nice touch on the CBR1000RR. The long stalk-mounted rear turn signal/license plate mount/fender treatment is awkward looking and to me, the weakest stylistic aspect of the bike. It's effectiveness in rain is yet to be tested. The Monster's rear "beer tray" fender is practical if not lovable at stops and during rain riding. My back stays free of spray.
Switchgear is high quality on both but Honda seems to design in a bit of extra crispness and quality that is evident during actuation. Paint quality on both is high but the Monster's racing stripe is not as robust. DO NOT attempt to remove anything with a moderate to strong adhesive place on this area of the tank. You risk breaking the clearcoat and tearing the stripe. This would probably mean don't use a tank protector unless you are going to make it permanent……
Both bikes kick out a lot of heat but I suspect the fully-faired CBR is hotter under the collar. Engine cooling appears to be more efficient on the Honda but it's new whereas the Ducati has over 16K on it. Both bikes get really hot in prolonged traffic. The Ducati has hotspots from the #2 cylinder (rear) header that heats up the riders left calf and thigh. The Honda has two hotspots -- around the crotch area (gulp!) during prolonged idling and on the right side, above the under-engine-exhaust. The alloy frame conducts heat very readily so the knees and thighs will also get warm in heavy traffic.
Verdict: Jury is still out. |
| Persephone gets a sister | | Date Created: Sep 16, 2008, 07:57 AM |
Moto-polygamy has struck.
A 2008 CBR1000RR, yet to be named, is a new addition to my life.
Not sure which is more economical - multiple girlfriends or multiple bikes... |
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| Inaugural 2008 Red Bull MotoGP @ Indy | | Date Created: Sep 16, 2008, 07:52 AM |
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One fockin' incredible experience. Not even Ike's leftovers could put a damper on the experience.
- Friends
- Racing
- The atmosphere
Already re-ordered my Stand E Penthouse seats for 2009. :) |
| A (late) Summer Solstice Day's Update | | Date Created: Jun 30, 2008, 12:26 AM |
 Pros:
Summer is here!
Ducati Hypermotard Demo Day @ MCC
Ducati 1098 demo
Cons:
What happened to Spring
What happened to the notion of busy season and normal season (work) |
 Ducati Hypermotard 1100/1100SAfter going out on not just one but three ~ 30 min. demo rides of this unique motorcycle, I can say that I believe the hype. I think a lot of riders who span the motorcycling spectrum - from sport, cruiser or dual-sport/off-road oriented would find the Hypermotard a uniquely capable bike... that is if the rider doesn't let any preconceived notions get in the way.
The bike is the handiwork of the much-maligned Pierre Terblanche, designer of the race winning but sales losing 999(1). Capitalizing on the rising popularity of the supermotard, I think he made up for part of that ballsy but unsuccessful design with the Hypermotard.
The Hypermotard presents us with a super-sized version of the supermotard - combining a 1100cc air-cooled twin with supermoto-inspired styling and hybridized sport bike / supermoto running gear. It's got longish (but still decidedly on-road biased) travel suspension but wears standard sport wheels and 120- front and 180-series rear rubber on 3.5" and 5.5" 17" alloy wheels.
Unfortunately, some of the traits of supermoto or off-road bikes were also carried across. With a smallish 3.3 gallon tank, no wind protection and a narrow seat many will likely find uncomfortable for long sessions of seat time, protracted excursions of the freeway kind are not part of this motorcycles raison d'etre.
The purpose of this bike is to seek out directional changes. Any turn in the road can be made into an exciting event - making it loads of fun for both topgraphically varied riding environs as well as the urban canyons. A well ridden Hypermotard is likely able to keep up with just about anything out there on tight urban roads.
The engine is superb and I can't think of many motors that are as sweet to use on a street bike. Broad, flat and spread of power and torque equates to a bike that you can practically use as an automatic - just leave it in a gear and change down should you want a extra squirt of acceleration - the rider need only roll on and off the throttle to deal with most street traffic situations.
The 1100S differs from the 1100 by virtue of higher spec suspension, brakes, wheels and trim. The Ohlins rear shock feels more compliant than the Sachs unit on the base Hypermotard. The lighter wheels make what is already a light bike even more flickable and those Monobloc brakes- what can I say, after getting used to the top notch Brembo's on my Monster S4Rs, you get spoiled with one finger stopping.
If I had the money, I would love to have a HM1100S. It would be the perfect bike to ride around town as well as day rides. Despite it's niche character and limitations, the Hypermotard proved to be a captivating experience. |
 Ducati 1098 Superbike
What can I say... it was a most excellent day. The rain held off enough for me to enjoy a nice day of riding around on some sweet bikes.
The 999 and her designer, Pierre Terblanche had some mighty big shoes to fill. Ultimately, history will remember that bike as a gutsy but failed attempt at a successor to the iconic 916 and Massimo Tamburrini's genius. As sales slumped so did Ducati's financials.
Enter the 1098. Next-gen Testastretta Evoluzione goodness available in 3 trim models. The standard 1098, up-speced 1098S and WSB homologation special 1098R (actually a 1200). Stunning look that harken back to the 916 and performance that puts Ducati twins back on the same page as 4-cylinder open-class bikes.
I wanted to ride a 1098 since it debuted in 2007 but the popularity of the model meant MCC could not offer a demo model for me to sample. Now that I've ridden one... damn, what a sexy bike. I rode the base 1098 but despite lacking the higher spec bling factor of her more expensive sisters, it was everything I expected the bike to be from reading reviews of the bike.
As the sit astride the bike and turn the key, you hear the fuel pump pressurize and the the MotoGP derived Digitek display go through the diagnostic cycle. There are no buttons on this dashboard. A simple rocker button on lefthandgrip control cluster toggles through the various modes. You are presented with the words "1098 Superbike" scrolling across the display. With a press of the servo assisted starter system - unlike most bikes where you hold down the starter button, you press and release on all late model Ducatis - you can almost feel the large slugs go through their short stroke. The bike fires and you hear the bleat of her 1099cc L-twin heart.
The ergonomics are committed. I can't think of any current production supersport having quite as extreme a seating position as the 1098/848 save the MV Agusta F4. The clip-ons are low and the reach is long. The footpegs are high. Unlike the 999 or the 749s I used to own, the seat cannot be moved fore or aft. Fortunately, the shape of the fuel tank is more rounded at its aft end, making it more comfortable than the 999/749. The narrowness afforded by the L-Twin layout is also of benefit but riders used to the width of inline-4 supersports might find it requires some getting used to. I'm sure some venturesome (masochistic?) riders will do sporttouring on them, the bike is meant to be wielded as a track weapon or something to use on rides in interesting terrain.
The base 1098 comes equipped with Showa TiO (titanium oxide, an inky black fork slider coating) forks and a Showa shock. They don't feel quite as controlled and compliant as the Ohlins on my S4Rs but I'm sure with some adjustment, you can get them close. With cast instead of forged wheels as found on the $5,000 more expensive 1098S, the bike is also not as light. The "convertible" monoposto seat cowl and easily removable passenger pegs are a boon to those who prefer the look of a single seater on some days yet want to retain (in a cruel sort of way) the ability to carry a passenger.
The engine is the latest evolution of the Testastretta or "narrow head" motor. Compared to my S4Rs, this motor is smoother and, of course, more powerful with a claimed160bhp & 90lb. ft. of torque compared to my Termignoni full system/DP ECU enhanced S4Rs and her 130bhp & 80lb. ft. of torque. Unlike its predecessor, the new engine can be loafed around as low as ~ 3000 rpm without the characteristic Ducati L-twin "judder".
The engine is standing by to launch you down the road with a roll of your throttle hand. Once the digital tachometer's display bars fill up at the 6(000) rpm mark, the bike stands poised to give the current crop of 1000cc inline-fours a decent run on top end. This impressive motive force is accompanied by a a delightful basso boom that surely cannot be compliant with EPA noise standards. At higher rpm/larger throttle openings, the intake honk combines with the boom to generate a rousing sypmhony.
The chassis is trademark Ducati, stable at seemingly all lean angles and despite wet weight that is now on par with its multi-cylinder competition, still heavier steering than an equivalent Japanese supersport. This said, the more track-oriented triangular profile of the stock Pirelli Dragon SuperCorsa Pro tires caught me a little by surprise - the bike feels like it falls into corners after the initial countersteer input. I'm sure the drastic weight loss compared to the previous-gen 999/749 and my Monster also contributed to its agility.
I wish I could have spent all day with this bike. Alas, it would have only increased my angst and further fanned the flames of desire. The 1098 is a motorcycle that makes me seriously consider going $16k into debt so I could own one. To me, she's that sexy. |
Footnote and 1098 downsides:
1) Pierre also designed more successful bikes like the very rare SuperMono, the limited MH900e neo-retro and now defunct SuperSport line. I believe he also was the designer of the SportClassic line.
1098 cons:
Some downsides I noticed during my brief time on it. The underseat exhaust configuration is stylish but it vents tremendous heat onto the rider's backside. There are two catalytic converters right behind the rider's arse! In the summer and in traffic, the rider will likely arrive well done unless he/she decides to lanesplit. Or perhaps opt for the carbon fiber Termignoni slip ons (and lose any semblence of EPA compliance) or the full 70mm Termignoni system (and gain a claimed 8% power increase). Lastly, the utility of the mirrors, while no worse than the previous generations of Ducati Superbikes, still leaves much to be desired. |
| A Vernal Equinox Day's Update | | Date Created: Mar 22, 2008, 10:34 AM |
 Pros:
Spring is here!
Got a Mac mini 1.83GHz
Cons:
A day after the 1st official day of Spring, it snows.
Spent $310 repairing my Powerbook
Notes:
Progress has given us new more addictions and dependencies... It's amazing how dependent we've become on computers (and electrical, mechanical devices in general). When my Powerbook suffered a logic board failure earlier this week, I had no way of paying the majority of my bills and utilities. Had no access to Internet, no VPN to work...
In about a month, I start my first motorcycle safety class of the season. Time flies!
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| A Late Winter's Day Update | | Date Created: Feb 25, 2008, 12:56 AM |
 :)
- Race season is underway - Troy Bayliss took Race 1 and Fonsi Nieto took Race 2 at the FIM WSBK season opener
- Spring is March 20 - less than a month away
:|
- Overworked at work.
:(
- Senseless violence as innocent college students get gunned down in a lecture hall at NIU.
- Just say no to format wars. HD-DVD adopters got the shaft as Toshiba lost the hi-def war and the format goes the way of the dodo bird. |
| Rant: Fracking M$ | | Date Created: Dec 09, 2007, 12:19 PM |
 (Image courtesty of IGN)
Back in July, I posted in a brief update that I'm on my fourth (4th) XBOX 360 console. About one-third of the people on my XBL Friends list are also on the 2nd or 3rd consoles.
Guess this is what lowest bidder engineering, design, parts sourcing and manufacturing will do... Since March of 2006, I've gone through 3 consoles. All failed with the dreaded Three Red Lights of Death (3RLoD). Info here. |
 To add yet another chapter to this sordid tale, folks who purchased the Micro$oft Wireless Racing Wheel had a recall (a so-called retrofit, in M$) speak to fix a potential problem whereby the wheel starts smoking... the "workaround" is to not use the power adapter (wall jack) and use batteries instead. Well numb nuts, this causes the whole raison d'etre of the wheel - forcefeedback - to disappear. Info here.
I initially heard about the retrofit program back in August. I downloaded and faxed in a retrofit form by early September. I received a letter in October stating I would receive the "coffin" (shipping box and return label) to ship the wheel back to M$ for repair.
Well... I didn't receive a box until Wednesday. And lo and behold, no FedEx/UPS label. My co-worker received his box on Friday... with no return shipping label either.
...
Fracking M$. They deserve to lose the console war to Sony/Nintendo with the (lack of) quality control and idiotic customer/technical support they seem to roll with. |
| Review: Samsung HL-T5687S LED DLP Rear Projection TV | | Date Created: Nov 27, 2007, 07:21 PM |
 There is no substitute for diagonal inches.
I am of the sit-as-close-as-you-comfortably can persuasion when it comes to home theater. In most typical modern movie theater the sweet spot for me is the first row above the front section (typically the first row above the main entry/exit aisle) and my recent move to a larger living space found my 37" Olevia LCD TV was a mite small.
So... why not use the extra space, yes?
I chose a DLP rear projection microdisplay instead of LCD or Plasma because DLP seems to be the route to go for a goodly large display size to cost ratio. The LED engine models in Samsung's DLP line also seemed to have rendered the old rainbowing effect issue of most DLP rear projection (single chip DLP) sets imperceptible (at least to me). Lastly, no lamp replacement to have to contend with every several thousand hours.
More to come as I use my new self-indulgent Christmas gift... meanwhile, you can look at the reviews that helped me decide on this particular model.
Ultimate AV Magazine / Home Theater Magazine Reviews
CNET Review |
- Swag > Review: Samsung HL-T5687S LED DLP Rear Projection TV
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| Review: Kodak EasyShare 5100 All-In-One Inkjet Printer | | Date Created: Nov 27, 2007, 06:59 PM |
 A replacement for my aging and rather limited Lexmark Z32 inkjet printer was long overdue and after my usual due diligence, I decided to look into the Kodak Easyshare AIO (All In One) printers.
One of the main selling points Kodak is pushing on these multi-function printers was reduced ink costs compared to their competitors. $9.99 for a black ink cartridge and $14.99 for a color ink cartridge. Compared to my ancient Lexmark, the printer would be paid for after 2 sets of replacement black/color ink catridges.
Rather than rehash the same info that can be had online at Kodak's site and the reviews online, here are the relevant URLs so you can get the dope straight from the horses' mouths.... and then give you my impressions after using the printer for about a month.
Kodak AIO Easyshare Page
Macworld: Kodak launches all-in-one printers, cheap inks
Macworld: Kodak EasyShare 5300 multifunction ink-jet printer
(Note: While the review is for the 5300 and I have the 5100, I believe the difference lies in the 5300's LCD display and memory card slots. Printer performance should be, theoretically, identical.) |
Personal Impressions
I decided on the 5100 instead of the 5300 or 5500 because I didn't need a LCD or memory card slots (all my images pass through iPhoto or Kodak's Easyshare software on my Powerbook) or a sheet feeder for the copier (i don't need to make many copies or scans). If these features are important to you, you may want to look at these more expensive models).
I did, however, buy the add-on duplexer because it is nice to be able to duplex and save paper when doing higher volume - which equates to anything over 8 sheets - printing.
Overall performance is very good. The unit is versatile and print quality is very good. The 4x6" dedicated paper slot is a nice feature, at first I didn't think it would be that useful but it is handy to just have the slot loaded with your choice of Kodak Photo Paper and ready to go for a quick photo print.
Regarding Kodak Photo Paper... Kodak sells three grades in three sizes (4x6, 5x7, 8x10) and various finishes. Print performance on regular medium stock paper is good but on the higher grades of photo paper, this is where the matched paper/ink puts it in good stead with Kodak's pedigreed competition like Epson and Canon. However, these papers are not cheap and the costs do add up if you do a lot of photo printing on their highest grade stock. |
FYI
One little snafu that I had to deal with was the printer seemed to encounter some sort of internal error or malfunction. It was no small amount of aggravation when I had to spend an hour troubleshooting it with Kodak tech support. From a quick online search, it seems some of the Kodak AIO printers suffer from bad batch of printheads.
Kodak mailed out a replacement print head, ink cartridges and a free 10-sheet sample pack of their Ultra Premium Photo Paper.
Strangely enough, before the replacement came in, I moved my printer from the carpeted floor to a stand and it miraculously started working. Has been issue-free since then.
Lesson learned: Don't put this printer on the floor?? |
In the Final Analysis
I think the Kodak AIO printers are a solid choice for anyone looking for a flexible, above average multi-function printer and reduced printing costs (especially on plain paper) without dealing with vagaries of trying to refill ink cartridges.
7 out of 9 rating. |
- Swag > Review: Kodak EasyShare 5100 All-In-One Inkjet Printer
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| A Mid Autumnal Day Update | | Date Created: Nov 11, 2007, 04:41 PM |
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Just a quick blurb about what's going on in my neck of the woods...
Highlights
- I moved to Lincoln Park
- Still gainfully employed
Lowlights
- It's busy season. Lots of hours.
- Where is all my money going... (rhetorical question)
More updates to come including:
- Interior Decor is Nothing. Acoustics is Everything.
- Kodak 5100 All-in-One Printer impressions
- How a Duc and a Suzuki spend the winter (riding season is just about over)
and more... |
| A Mid Summer's Day Update | | Date Created: Jul 14, 2007, 11:12 AM |
 It's been a bit over six months since I updated this blog. Been busy. Been lazy.
Some highlights:
- middle of riding season!
- COMPoST Track Attack on 6/30
- XBOX 360 is the best console around
Some lowlights:
- still need to work for a living
- apartment hunting sucks
- XBOX 360 is most unreliable console around (on my fourth one)
More soon! |
| 2007 Chicago International Motorcycle Show Photos I | | Not many or many varied pics this year. It was more about hanging with some friends than drooling over iron. Besides... I already have the best all-around street bike for my needs. A 1098 would be nice but too impractical for my needs and useage. | | Date Created: Feb 10, 2007, 01:27 AM |
Ducati's exhibit was slick... but not many bikes featured.
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A tricked up 1098S. Only thing sexier was the Ducati booth babe (sorry no pics)... and the TriColore.
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Hello...
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...can U hear me now?
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Bonneville Salt Flat Streamliner
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Cagiva Mito 500
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Trick front end from the NCR "New Blue" one-off
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New Blue's cockpit instrumentation
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New Blue's engine- a 1000DS motor with some tweaks. :)
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The NCR New Blue special
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1098 TriColore
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The HyperMotard prototype
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Look ma', no clutch!
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FJR1300 AE... mucho elctronic gizmo-ness
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YZR-M1
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Uhhh...
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| Speaking of Sun Tzu... | | Date Created: Feb 04, 2007, 10:55 PM |
| ...doesn't it seem our country's current leadership is either unware or has chosen to ignore this ancient but still eminently relevant text? |
He who wishes to fight must first count the cost. When you engage in actual fighting, if victory is long in coming, then men's weapons will grow dull and their ardor will be dampened. If you lay siege to a town, you will exhaust your strength. Again, if the campaign is protracted, the resources of the State will not be equal to the strain. Now, when your weapons are dulled, your ardor dampened, your strength exhausted and your treasure spent, other chieftains will spring up to take advantage of your extremity. Then no man, however wise, will be able to avert the consequences that must ensue... In war, then, let your great object be victory, not lengthy campaigns.
-Sun Tzu |
| `Twas not to be... | | Date Created: Feb 04, 2007, 10:36 PM |
 Hence that general is skillful in attack whose opponent does not know what to defend; and he is skillful in defense whose opponent does not know what to attack.
- Sun Tzu
2007 was not to be for the Chicago Bears. A NFC Championship is nothing to sneeze at but history tends to remember only the victor of the ultimate contest. |
 On the bright side, the 2007 MotoGP, World Superbike and AMA Superbike season will soon be underway. Time to focus on what Ernest Hemingway called the real sports. ;) |
| An Inconvenient Truth | | Date Created: Feb 04, 2007, 12:31 PM |
 I just had to see what the hype of the leading candidate for an Oscar in "Best Documentary" was all about... plus its availability on XBOX Live Video Marketplace made it easy enough. :)
All told, it's a compelling look at what potential consequences face humankind given our rapidly multiplying numbers, our consumption rate of natural resources and subsequent waste output. Whether you believe in "global warming"- I prefer global climate change- more scientifically accurate and less sensationalistic- it's worthy of a rental or download.
Perhaps knowledge is half the battle. Perhaps now is the time to initiate action. |
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