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| Quickie Thoughts - Lee Parks ARC | | Date Created: Jun 29, 2009, 01:06 AM |
Attended a Lee Parks Total Control Advanced Riding Clinic courtesy of the UIUC MRP this past weekend.
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Parking lots can be very fun...
Slower speed and tight confines and regimented exercises force you to focus and work on specific skills. No distractions during your run except whatever is going on with you and your control (or out of control...) of the bike.
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~ 90F weather. Full gear. Periods of idling in line waiting for your run. (I now have greater empathy for BRC/BRT students idling in-queue waiting for their run in August...) |
| Performance Boulevard - Fat Duc O2 Manipulator | | Date Created: Jun 29, 2009, 12:50 AM |
http://fatduc.com/home.html
I've had mine for a couple of weeks now and I can say it's worth the $80 purchase price.
As mentioned in an earlier post regarding the HyperMotard, the abrupt/choppy throttle response was my biggest gripe about the bike. Well... there is a fix in the form of the Fat Duc O2 Manipulator.
The connector lead from the lamda (oxygen) sensor to the ECU is tucked between the "crotch" of the V (between #1 and #2 cylinder) so it took a bit of finagling on the HyperMotard but I eventually got it. The Manipulator essentially plugs in between the lead of the lambda sensor and the ECU.
The install as I have it is not ideal and I'm concerned about the longevity of the component as that location has presumably very low airflow and the heat generated by the cylinder heads is considerable. I'll have to do a follow up on this sometime later.
Driveability is not perfect but it is improved from stock. It no longer pops excessively on decel with a closed throttle, there is noticeable reduction in surging and, most importantly, throttle response from closed to open is better.
I'm running about 13.4 - 13.3. Leaner and it doesn't do enough. Haven't tried 13.2 or lower but 'm willing to compromise as fuel economy on a bike with a 3-gallon (3.3 if you believe the specs) fuel capacity is already... well, compromised.
If you have a Ducati (that's allows the O2 Manipulator) and you don't want to pony up the cash for a aftermarket ECU or Termignoni/DP ECU package ($$$$$), I recommend giving the Fat Duc O2 Manipulator a try.
LT Snyder at Desmo Times also sells the product - and he endorses what he sells. However, don't expect a lower price (it's the same as buying direct). |
| 2008 CBR1000RR Coolant Hose Clamp Recall | | Date Created: Jun 08, 2009, 01:18 AM |
Don't have a VIN range for this recall but I'd imagine owners with affected models should start getting recall notices shortly.
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NHTSA Campaign ID: 09V174000
Component: Engine and Engine Cooling: Cooling System: Hose
Manufacturer: American Honda Motor Co
Recall Date: 05/19/2009
Potential Number of Units Affected: 12894
Manufactured:
Defect Summary:
Honda is recalling 12,894 model year 2008 CBR1000RR vehicles. A coolant hose clamp located on the water pump cover may break due to fatigue caused by vibration generated at continuous high engine speeds.
Consequence Summary:
If the clamp breaks, hot coolant can spray onto the riders left lower leg causing scalding to the rider.
Corrective Summary:
Dealers will install the new coolant hose clamp free of charge. The recall is expected to begin on or before June 6, 2009. Owners may contact Honda at 866-784-1870.
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| Persephone is gone. Long live Persephone. | | Date Created: Jun 06, 2009, 07:19 PM |
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It was sad to let my Monster S4Rs go but... when I saw the 2009 Hypermotard 1100 was available in a white/red/black color option, well, let's just say the rest is history.
On a more functional level, the S4Rs was a little too similar to the CBR and the water cooled bikes seem to not like the levels of traffic gridlock that afflicts the modern day metropolis. If only lane-splitting were legal... Also, I didn't want the S4Rs to decline too much more in value before either deciding to keep or trade it.
Since a cruiser was not an option (I'd rather go buy a Mazda Miata or something) and I loved the Hypermotard when I demo'ed it last year, the choice was simple.
Only put about 50 miles on it but everything I remembered from the Hyper Truck demo came back. Except for the fact that I was now riding my own...
My only gripes so far echo the gripes most of the moto press have about the bike.
1. Abrupt throttle response from closed throttle (I blame modern day emissions regulations. I think the air cooled DS1100 is running on the lean fringe. Conspiracy theorists will say its because they want you to buy a Termignoni exhaust upgrade with the accompanying Ducati Performance ECU to "fix" this condition).
2. Stock seat sucks (glad I have the 20mm lower gel seat on order, it's supposed to be better).
3. Short fuel range due to small fuel capacity (so you don't have to deal with that seat for too long...)
4. Wide bars with fold in mirrors have a down-side... the width with both mirrors deployed is truly massive at over 4'! The really wide bars also mean any unintentional handlebar input from the rider is instantly transferred to the front end... you can imagine how this can translate at higher speeds.
The spotty weather the rest of the weekend gave me an opportunity to get familiar with the mechanicals. I installed the Garmin Zumo that I pulled from the S4Rs, along with the pigtail for the CTEK battery charger. MCC already put in an SAE pigtail so I can hook up my electrical vest for the chillier days. Kudos.
Now if I can only get skillz like Ruben Xaus (footage from Hypermotard launch a couple years ago).
Thanks to MCC for a above KBB trade-in on the S4Rs. |
| Motorcycle Rider & Non-Rider Attitudes | | Date Created: Apr 19, 2009, 02:42 PM |
Wendy Moon has written about motorcycle training and safety issues for the past five years and her latest work - actually, it was a work a couple years in the making - is in the May issue of Motorcycle Consumer News. It was the results of a survey on the 40-plus rider.
Now, she has a new survey about rider and non-rider attitudes about motorcycle safety. Folks who would like to contribute to the dataset for what I surmise to be a new article on motorcycle safety should go here and send in the completed survey to her.
Rider and non-rider attitudes about motorcycles and safety |
| The Story of Sushi: An Unlikely Saga of Raw Fish and Rice | | Date Created: Apr 19, 2009, 02:22 PM |
 I started this book a year ago but never finished it. Finally picked it up again and was reminded what a good read it was.
Some readers may not like the writing style and presentation - author Trevor Corson jumps around from the main story going off on tangents that are very interesting and revealing factual tidbits about the history of sushi - but sushi lovers will get a lot of knowledge about this most wonderful cuisine.
I highly recommend this book for those of you who enjoy sushi and have always wondered about the history and backstory of this most delectable food.
The Story of Sushi: An Unlikely Saga of Raw Fish and Rice available on Amazon.com. |
- Rants & Raves > The Story of Sushi: An Unlikely Saga of Raw Fish and Rice
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| 2008 CBR1000RR Clutch Inner Product Update Campaign | | Date Created: Apr 18, 2009, 06:36 PM |
If you own a 2008 CBR1000RR and have VIN # that spans these ranges (as mine did), you should have gotten a "product update campaign" notice through the mail.
2008 CBR1000RR (A-type) JH2SC590*8M000001 thru JH2SC590*8M010632
2008 CBR1000RR (2A-type) JH2SC594*8M000001 thru JH2SC594*8M000559
2008 CBR1000RR (AC-type) JH2SC591*8M000001 thru JH2SC591*8M001693
2008 CBR1000RR (3AC-type) JH2SC595*8M000001 thru JH2SC595*8M000087
"Honda Motor Co., Ltd. is conducting a Product Update Campaign to replace the clutch inner on 2008 CBR1000RR models. Under certain usage, abrupt clutch engagement can transmit shock loads through the clutch, which may decrease the service life of other engine components. Improved clutch inner components are now available to improve long term durability and provide smoother drive engagement."
I've included the service bulletin here (PDF) if you want the 411 on this update. The update is performed free of charge by your authorized Honda dealer. |
| A (late) Vernal Equinox Day's Update 2009 | | Date Created: Mar 27, 2009, 01:09 PM |
A quick 411 on what's happenin' (or not happenin')
Pros:
Spring is here!
Gainful employment!
Cons:
Uncertain economy.
Gotta do more with less.
Quickies: |
 BMW ComfortShell Jacket + PantsInitial Impressions
+ Very comfortable once you get used to the stiff NP protectors. They almost mold to you after you don the jacket and wear it for a bit.
+ Truly does what the Schoeller c_change "bionic fabric" advertises. In cold weather (high 30s/low 40s), the fabric seems to somehow keep you warm. As the temperature increases, (low 60s), the jacket somehow adapts and maintains a comfortable temperature.
I haven't tested it's waterproofness nor its performance in truly warm or hot weather but I think I have finally found a riding suit that will work on motorcycle trips and day rides from early Spring through late Fall.
The only downside is its price... and the fact the 2009 model now comes in red. I have the blue...
Review
http://www.pacwit.com/index.php?option=com_content&view=article&id=26:bmw-comfort-shell-review&catid=7:jackets&Itemid=20 |
| 2009 Chicago International Motorcycle Show - Friday, February 6 | | Date Created: Feb 16, 2009, 10:54 PM |
Did a whirlwind tour of the place from 7:30 - Close on Friday night. Spur of the moment thing... main goal was to find gear for the girlfriend and have her sit on a few bikes.
Nothing from the Big Four that really caught my eye.
- If the CBR1KRR had ABS last year, I probably would have gone for it despite the weight penalty (allegedly some 25 odd pounds). From the preliminary reports, they say it's a pretty damned good system. Unless you want to do stoppies. :) At anyrate, I got my `08 at a decent price so... no regrets.
- The new -R1 supposedly is the cat's meow but jeebus... that styling just looks wrong to me. They shoulda copied the front end of the YZR-M1 in addition to the long bang engine concept.
I don't like the neo-samurai headdress styled front end of the new GSX-Rs and am not really a Kawi fan...
From Europe
- I didn't like the Ducati Streetfighter as much as I thought I would. The headlight assembly just looks a bit "off" to me. Anyone notice the unpolished plastic lens on it? Perhaps it's a weight savings from the Brutale's glass unit but at least make sure it's polished plastic. Maybe this is just a pre-production unit...
My favorite of the show was unobtainium. I would have liked to see a production S1000RR Beemer. If they can pull off pricing that undercuts the 1198S by a few thousand... perhaps a bike that wears the blue and white Roundel may be somewhere o'er the horizon for me. Especially if the bike delivers, and can keep the weight down and the technology in (dynamic traction control, ABS, etc.).
http://blog.motorcycle.com/2009/02/04/motorcycle-news/2009-bmw-s1000rr-entering-production/
Oh, and the production bike will be available in BMW Motorrad Racing colors (Alpine White/Lupine Blue/Magma Red) |
| zipcars.com, igocars.com & a weekend with a Prius | | Date Created: Jan 19, 2009, 12:40 PM |
I joined zipcars.com back in Oct. 2007 when I lived in Lincoln Park. There were a couple of Zipcar locations within a block of my apartment. When I moved to my present location, I discontinued my Zipcar memberships since they seem to be confined to the city. I instead joined igocars.com.
Both offer some pretty avant garde car sharing options but I think Zipcar has more driver's choices, stuff like BMW 3-series, Mini Cooper Convertibles. On the flip-side, IGOCars appears to have more eco-friendly choices like Priuses and Civic Hybrids. The pricing plan structure between the two are roughly comparable.
My take on short-trip/short-duration car sharing is that they make sense for just that... short trips of short duration. Even with their premium plans (that have minimum monthly spend requirements), car sharing gets expensive really quickly if you need the car frequently and for long periods of time. Comparison shop carefully between the traditional car rental agencies and car sharing agencies.
Making a reservation is definitely easier with IGOCars or Zipcars. Since the cars are seeded at selected locations, all you have to do is log-in to your account on their website, select the time and duration and submit the reservation request. At the appointed time, just go and pick-up the car. Entry is granted with a smartcard you swipe in front of a reader at the base or top of the windshield. |
 I needed a car to get to CoD for the annual NIU MSP instructor update so I decided to try a Toyota Prius. I have to say, my experience with the car was by and large, a positive one. Don't get me wrong, the Prius is not what I would define as a fun-to-drive or involving driving experience but with > 40mpg during my 65+ mile trip (a mix of highway, suburban and urban), who can argue from an eco/sustainability perspective?
Besides, it's a different kind of fun trying to extract the lowest consumption from the car. The center console display has a Energy Monitor screen that shows whether the car is being powered by the electric motor, engine or both. The Consumption screen shows, in 5 minute intervals, the consumption rate for the last 30 minutes in addition to real-time calculated mpg. The Prius, like most other "full" hybrids (the electric motor alone can power the car in street driving IF you don't exceed certain, rather low, rates of acceleration). there is a regenerative braking feature that recapatures the energy shed during braking or coasting. The Consumption screen shows, via a green car icon, how much regeneration you're capturing in 50Wh increments.
Based on my experience with the Prius and since I rely on two-wheeled conveyances to satisfy the need for speed, I think a hybrid (or other lower consumption vehicle like a clean diesel) can be a viable alternative for those who need eco-minded transportation. I am excited by the 2nd generation 2009 Insight, said to be the "least expensive" hybrid to date. Not a sports car for sure but probably a great city car.
I agree with most all the salient points presented in the Edmunds.com review of the 2008 Prius. The IGOCar unit I drove was a 2007 but I don't t hink there are any significant differences between the two model years. |
| Happy Belated New Year | | Date Created: Jan 09, 2009, 12:43 PM |
 Best wishes for a happy and prosperous New Year! |
| 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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