BMW is recalling model year 2008, 2009, and 2010 F650GS and F800GS motorcycles manufactured between January 2008 and December 2009.
During engine operation, a vacuum is created in order to draw fresh air into the canister. This air then mixes with the fuel vapors captured by the canister, and is subsequently combusted. Due to the routing of the ventilation hose, water near the end of the hose could be drawn into the charcoal canister.
4498 units are affected.
Check out my Motorcycle Recalls feature for more details.
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Thursday, December 31, 2009
The CP Project One
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via : the Southsiders
For a couple years we have wanted to design a bike. It all started when we came back from the Legend of Motorcycles in June 2008, where we met a good part of the best motorcycle builders and enthusiasts.
As english motorcycles fans, we decided to use a featherbed frame and a triumph 750 engine. Of course with a beginning like this, our only direction was to build a Triton. But we didn’t want to make the thousandth caferacer or the thousandth triton. We wanted to make something more personal, a bike that matched better with our backgrounds and interests. That’s why we decided to do our best to forget all the british standards for these kinds of bikes and follow our own road.
When we started designing, we quickly discovered what the final bike should be; a mix of Batman’s motorcycle with a T.rex fastback and a general feeling of Catwoman’s curves.In other words, a blend of all that we love from the Comics culture.
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via : the Southsiders
For a couple years we have wanted to design a bike. It all started when we came back from the Legend of Motorcycles in June 2008, where we met a good part of the best motorcycle builders and enthusiasts.
As english motorcycles fans, we decided to use a featherbed frame and a triumph 750 engine. Of course with a beginning like this, our only direction was to build a Triton. But we didn’t want to make the thousandth caferacer or the thousandth triton. We wanted to make something more personal, a bike that matched better with our backgrounds and interests. That’s why we decided to do our best to forget all the british standards for these kinds of bikes and follow our own road.
When we started designing, we quickly discovered what the final bike should be; a mix of Batman’s motorcycle with a T.rex fastback and a general feeling of Catwoman’s curves.In other words, a blend of all that we love from the Comics culture.
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Wednesday, December 30, 2009
Mike Baldwin
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via the Motorcycle hall of fame
Mike Baldwin was record-setting five-time AMA Road Racing Champion and the all-time wins leader in AMA Formula 1/Formula 750 history. His records in the class will never be broken since AMA Formula 1 was discontinued after the 1986 season. In all, Baldwin won 27 AMA national races – 17 in AMA F1/750 and 10 in AMA Superbike – and he is considered one of the top road racers America has ever produced.
Baldwin had great international road racing success as well. He was the first rider to win the prestigious Suzuka 8 Hour Endurance race three times. Baldwin also contested the 500cc Grand Prix World Championships (now MotoGP) and scored a career-high ranking of fourth in the world championship in 1986. Baldwin was born in Pasadena, California, in 1955. When he was 7, his family moved to Tacoma, Washington, before settling in Darien, Connecticut when Mike was 9. His first motorcycle was a lawn-mower-engine-powered minibike he got at 14. A year later, he stepped up to a Honda 50. He and friends carved trails through the woods and he spent hours after school and in the summer riding, later getting a Suzuki trail bike and eventually a Honda 175cc street bike when he turned 16.
In 1972, Baldwin bought a Kawasaki H2 and he and a friend rode to Bridgehampton, on Long Island, New York, to watch a club motorcycle race. There they saw top AMA competitor Gary Fisher and club expert Bob Pepper fight it out in a race. Both Baldwin and his buddy decided to put number plates on their bikes and give road racing a try. Baldwin had a decent debut, finishing fifth, and he was sucked into the club racing scene. His parents were unaware of his early racing exploits, thinking only that their high school-age son was out riding on the street. While on Christmas break in his senior year of high school, Baldwin attended a Kawasaki service school and became service manager of a new dealership near his home after graduating. A wealthy customer of the dealership had a highly modified Kawasaki Z1 and told Baldwin he’d like for him to take the bike to the track to see what it could do. While at the track, the customer was attracted to the little white Yamahas with the red stripe and bought a TZ 125 and 250 from one of the racers. Baldwin first raced the TZs up in Canada a couple of weeks later. Baldwin won the 250 race, beating factory Yamaha Canada rider Steve Baker in the process. He then began winning a slew of club races on the TZs. In the mid-1970s, Baldwin also began competing on Ducati and Laverda production Superbikes in endurance races. He would often race eight or nine classes in a club racing weekend. For a time, Baldwin even raced area dirt track races and ice races in the winter to better his riding skills.
In 1975, Baldwin became an AMA novice racer with a talented class of newcomers from the club ranks that included riders such as Rich Schlachter, Dave Roper, Dave Emde and Harry Klinzmann. By 1976, Baldwin became one of the leading AMA Lightweight class (250 Grand Prix) competitors, but his big breakthrough that year came when he unexpectedly took a runaway victory in the AMA Superbike race at Loudon, New Hampshire, on a Reno Leoni-built Moto Guzzi LeMans. In the late 1970s, Baldwin raced in all three classes of AMA road racing, Formula 750 (later called Formula 1), 250 Grand Prix and Superbike. He won another AMA Superbike race in Charlotte, North Carolina, in 1977. In 1978, Baldwin won the Sears Point and Pocono Nationals en route to winning the AMA Formula 1 road racing championship riding his own Yamaha TZ750. He also impressed everyone by finishing a close third to world GP riders Kenny Roberts and Steve Baker at Laguna Seca. It marked his first AMA national championship. That title, along with Baldwin’s exploits in the Canadian round of the World Championship Formula 750 GP and Suzuka, made him the hottest road racer in America.
The Canadian round of the Formula 750 was at Mosport that September. The World Championship was on the line and Roberts still had a shot to win it. But it was Baldwin who stole the show, beating Roberts by 40 seconds. When Roberts was asked by the press, his few words on Baldwin’s amazing performance spoke volumes: “Forty seconds, what can I say? Forty seconds.”
In Japan, Baldwin won the Suzuka 8 Hour with Wes Cooley. Kawasaki was eager to scoop up the fast-rising star and signed Baldwin for 1979. At Daytona in ’79, Baldwin appeared to be a real threat to win the Daytona Triple Crown (the Daytona 200, the Daytona Lightweight and the Daytona Superbike races). He was easily the fastest in Superbike and battled for top billing in the Daytona 200 and Lightweight qualifying. Unfortunately, Baldwin high-sided in practice on Thursday and broke his collarbone. Without racing in the qualifying race, Baldwin had to start from the back of the grid in the 200. The leaders had completed nearly three-quarters of a lap by the time the third wave of riders, of which Baldwin was in the back, was given the green flag. In spite of his huge disadvantage and riding in pain with the broken shoulder, Baldwin tore through the field on the factory Kawasaki KR750 and finished a strong fourth, giving him at least a moral victory.
In addition to racing for Kawasaki in 1979, he also raced in Europe during the gap in the AMA schedule after Daytona. He was the top scorer in the Anglo-America Match races in 1979, and then he scored top-10 finishes at the West German and Imola Grands Prix on a privateer Suzuki. The trip culminated with Baldwin scoring the pole and earning a podium finish at the Spanish Grand Prix in Jarma. Baldwin was red-hot at this point and was considered a true challenger to Roberts as the top American road racer. But then injury struck. He came back to the United States to race the Loudon National in June of 1979 for Kawasaki and suffered a devastating crash that broke his leg so badly that he would go through months of surgery and therapy. He would not return to the World GP circuit for another six years. Baldwin returned to racing, not fully healthy, mid-way through 1980, now riding for Honda as part of an effort to try to help Freddie Spencer win the AMA Superbike Championship. He scored a pair of podium finishes and ended the season ninth in the standings. In 1981, Baldwin rode with David Aldana for Honda in the World Endurance Championship. While the team was plagued with bad luck most of the year he did win Suzuka for a second time. In 1982, Baldwin came back to America, now fully healthy, and began a four-year reign atop the AMA Formula 1 road racing class. He stacked up wins during this period, eventually making him the all-time wins leader of the class. Baldwin won the 1982, ’83, ’84 and ’85 AMA Formula 1 Championships. He won the 1982 championship on the revolutionary Honda FWS1000 V-Four, giving Honda the distinction of becoming the first manufacturer to win the AMA Formula 1 title with a four-stroke-powered machine. “That bike had an amazingly broad powerband,” Baldwin recalled of the FWS. “At Loudon one year I told my mechanic (Ray Plumb) that I was going to do a full lap without shifting gears. You’ve got to remember that Loudon was a pretty tight track and had some hairpin turns. Anyway, I went an entire lap in one gear and still turned a minute, 10.” Also in 1982, Baldwin won three out of the last four AMA Superbike races to nearly steal the championship away from Kawasaki’s Eddie Lawson. In 1983, he again finished second, this time to Kawasaki’s young gun Wayne Rainey.
In addition to scoring another championship in America in 1984, Baldwin became the first rider in the history of the Suzuka 8 Hour to win it three times. He teamed with Fred Merkel on a factory Honda to accomplish the impressive feat. Baldwin won his final AMA Championship in 1985 on Hondas, but it was not a full factory effort. In a unique arrangement, Baldwin had purchased the race bikes from Honda. That allowed him to ship his racing machine over to Europe to contest the World Championship GPs once again on his off weekends. He scored a number of top-10 finishes in his limited return to the GP circuit and finished the year tied for 10th at the same time he was winning the American road race title. In 1986, Baldwin experienced his best season ever in the GPs aboard Kenny Roberts’ Lucky Strike Suzuki. He scored five podium finishes and finished the season ranked fourth in the final world championship standings in spite of guidance from Roberts to ride cautiously to make sure he didn’t get hurt. Baldwin also made a triumphant return to America, winning the road race national at Laguna Seca. It proved to be the final victory of his remarkable career. In 1987, Baldwin was injured in an accident at the Hockenheim circuit in Germany and broke his wrist and ankle, forcing him to miss most of the season. He returned for a few GP rounds in 1988 with a low-key privateer Honda team. His best finish on the under-funded team was 10th at the USGP. That year Baldwin also filled in for the Vance & Hines Suzuki team in the AMA Superbike National and rode to an impressive fourth.
The ’88 season marked the last full year of competition for Baldwin. After that season, Baldwin made a few fill-in appearances at AMA nationals, most notably finishing second in the AMA 600cc Supersport race in College Station, Texas in 1991. His final race came with the Two Brothers Honda Superbike team at Miami in November of 1991. He finished seventh in the street race there. After retiring from racing, he started a riding school and later went to work for Spectro Oils, handling the company’s export business. Baldwin is married and has two children.
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via the Motorcycle hall of fame
Mike Baldwin was record-setting five-time AMA Road Racing Champion and the all-time wins leader in AMA Formula 1/Formula 750 history. His records in the class will never be broken since AMA Formula 1 was discontinued after the 1986 season. In all, Baldwin won 27 AMA national races – 17 in AMA F1/750 and 10 in AMA Superbike – and he is considered one of the top road racers America has ever produced.Baldwin had great international road racing success as well. He was the first rider to win the prestigious Suzuka 8 Hour Endurance race three times. Baldwin also contested the 500cc Grand Prix World Championships (now MotoGP) and scored a career-high ranking of fourth in the world championship in 1986. Baldwin was born in Pasadena, California, in 1955. When he was 7, his family moved to Tacoma, Washington, before settling in Darien, Connecticut when Mike was 9. His first motorcycle was a lawn-mower-engine-powered minibike he got at 14. A year later, he stepped up to a Honda 50. He and friends carved trails through the woods and he spent hours after school and in the summer riding, later getting a Suzuki trail bike and eventually a Honda 175cc street bike when he turned 16.
In 1972, Baldwin bought a Kawasaki H2 and he and a friend rode to Bridgehampton, on Long Island, New York, to watch a club motorcycle race. There they saw top AMA competitor Gary Fisher and club expert Bob Pepper fight it out in a race. Both Baldwin and his buddy decided to put number plates on their bikes and give road racing a try. Baldwin had a decent debut, finishing fifth, and he was sucked into the club racing scene. His parents were unaware of his early racing exploits, thinking only that their high school-age son was out riding on the street. While on Christmas break in his senior year of high school, Baldwin attended a Kawasaki service school and became service manager of a new dealership near his home after graduating. A wealthy customer of the dealership had a highly modified Kawasaki Z1 and told Baldwin he’d like for him to take the bike to the track to see what it could do. While at the track, the customer was attracted to the little white Yamahas with the red stripe and bought a TZ 125 and 250 from one of the racers. Baldwin first raced the TZs up in Canada a couple of weeks later. Baldwin won the 250 race, beating factory Yamaha Canada rider Steve Baker in the process. He then began winning a slew of club races on the TZs. In the mid-1970s, Baldwin also began competing on Ducati and Laverda production Superbikes in endurance races. He would often race eight or nine classes in a club racing weekend. For a time, Baldwin even raced area dirt track races and ice races in the winter to better his riding skills.
In 1975, Baldwin became an AMA novice racer with a talented class of newcomers from the club ranks that included riders such as Rich Schlachter, Dave Roper, Dave Emde and Harry Klinzmann. By 1976, Baldwin became one of the leading AMA Lightweight class (250 Grand Prix) competitors, but his big breakthrough that year came when he unexpectedly took a runaway victory in the AMA Superbike race at Loudon, New Hampshire, on a Reno Leoni-built Moto Guzzi LeMans. In the late 1970s, Baldwin raced in all three classes of AMA road racing, Formula 750 (later called Formula 1), 250 Grand Prix and Superbike. He won another AMA Superbike race in Charlotte, North Carolina, in 1977. In 1978, Baldwin won the Sears Point and Pocono Nationals en route to winning the AMA Formula 1 road racing championship riding his own Yamaha TZ750. He also impressed everyone by finishing a close third to world GP riders Kenny Roberts and Steve Baker at Laguna Seca. It marked his first AMA national championship. That title, along with Baldwin’s exploits in the Canadian round of the World Championship Formula 750 GP and Suzuka, made him the hottest road racer in America.
The Canadian round of the Formula 750 was at Mosport that September. The World Championship was on the line and Roberts still had a shot to win it. But it was Baldwin who stole the show, beating Roberts by 40 seconds. When Roberts was asked by the press, his few words on Baldwin’s amazing performance spoke volumes: “Forty seconds, what can I say? Forty seconds.”
In Japan, Baldwin won the Suzuka 8 Hour with Wes Cooley. Kawasaki was eager to scoop up the fast-rising star and signed Baldwin for 1979. At Daytona in ’79, Baldwin appeared to be a real threat to win the Daytona Triple Crown (the Daytona 200, the Daytona Lightweight and the Daytona Superbike races). He was easily the fastest in Superbike and battled for top billing in the Daytona 200 and Lightweight qualifying. Unfortunately, Baldwin high-sided in practice on Thursday and broke his collarbone. Without racing in the qualifying race, Baldwin had to start from the back of the grid in the 200. The leaders had completed nearly three-quarters of a lap by the time the third wave of riders, of which Baldwin was in the back, was given the green flag. In spite of his huge disadvantage and riding in pain with the broken shoulder, Baldwin tore through the field on the factory Kawasaki KR750 and finished a strong fourth, giving him at least a moral victory.
In addition to racing for Kawasaki in 1979, he also raced in Europe during the gap in the AMA schedule after Daytona. He was the top scorer in the Anglo-America Match races in 1979, and then he scored top-10 finishes at the West German and Imola Grands Prix on a privateer Suzuki. The trip culminated with Baldwin scoring the pole and earning a podium finish at the Spanish Grand Prix in Jarma. Baldwin was red-hot at this point and was considered a true challenger to Roberts as the top American road racer. But then injury struck. He came back to the United States to race the Loudon National in June of 1979 for Kawasaki and suffered a devastating crash that broke his leg so badly that he would go through months of surgery and therapy. He would not return to the World GP circuit for another six years. Baldwin returned to racing, not fully healthy, mid-way through 1980, now riding for Honda as part of an effort to try to help Freddie Spencer win the AMA Superbike Championship. He scored a pair of podium finishes and ended the season ninth in the standings. In 1981, Baldwin rode with David Aldana for Honda in the World Endurance Championship. While the team was plagued with bad luck most of the year he did win Suzuka for a second time. In 1982, Baldwin came back to America, now fully healthy, and began a four-year reign atop the AMA Formula 1 road racing class. He stacked up wins during this period, eventually making him the all-time wins leader of the class. Baldwin won the 1982, ’83, ’84 and ’85 AMA Formula 1 Championships. He won the 1982 championship on the revolutionary Honda FWS1000 V-Four, giving Honda the distinction of becoming the first manufacturer to win the AMA Formula 1 title with a four-stroke-powered machine. “That bike had an amazingly broad powerband,” Baldwin recalled of the FWS. “At Loudon one year I told my mechanic (Ray Plumb) that I was going to do a full lap without shifting gears. You’ve got to remember that Loudon was a pretty tight track and had some hairpin turns. Anyway, I went an entire lap in one gear and still turned a minute, 10.” Also in 1982, Baldwin won three out of the last four AMA Superbike races to nearly steal the championship away from Kawasaki’s Eddie Lawson. In 1983, he again finished second, this time to Kawasaki’s young gun Wayne Rainey.
In addition to scoring another championship in America in 1984, Baldwin became the first rider in the history of the Suzuka 8 Hour to win it three times. He teamed with Fred Merkel on a factory Honda to accomplish the impressive feat. Baldwin won his final AMA Championship in 1985 on Hondas, but it was not a full factory effort. In a unique arrangement, Baldwin had purchased the race bikes from Honda. That allowed him to ship his racing machine over to Europe to contest the World Championship GPs once again on his off weekends. He scored a number of top-10 finishes in his limited return to the GP circuit and finished the year tied for 10th at the same time he was winning the American road race title. In 1986, Baldwin experienced his best season ever in the GPs aboard Kenny Roberts’ Lucky Strike Suzuki. He scored five podium finishes and finished the season ranked fourth in the final world championship standings in spite of guidance from Roberts to ride cautiously to make sure he didn’t get hurt. Baldwin also made a triumphant return to America, winning the road race national at Laguna Seca. It proved to be the final victory of his remarkable career. In 1987, Baldwin was injured in an accident at the Hockenheim circuit in Germany and broke his wrist and ankle, forcing him to miss most of the season. He returned for a few GP rounds in 1988 with a low-key privateer Honda team. His best finish on the under-funded team was 10th at the USGP. That year Baldwin also filled in for the Vance & Hines Suzuki team in the AMA Superbike National and rode to an impressive fourth.
The ’88 season marked the last full year of competition for Baldwin. After that season, Baldwin made a few fill-in appearances at AMA nationals, most notably finishing second in the AMA 600cc Supersport race in College Station, Texas in 1991. His final race came with the Two Brothers Honda Superbike team at Miami in November of 1991. He finished seventh in the street race there. After retiring from racing, he started a riding school and later went to work for Spectro Oils, handling the company’s export business. Baldwin is married and has two children.
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Monday, December 28, 2009
Motorcycle officer retires, 1958
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Motorcycle officer retires, 7 February 1958. Bernie Heyman (with badge number 1 which retired with him).
Caption sleeve reads: "Photographer: Monteverde. Date: 1958-02-07. Reporter: Thackrey. Assignment: Last motor officer. 59/60: Bernie Heyman shows badge #1, (motor officer) which retired with him yesterday. 7/8: On his motor".
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Motorcycle officer retires, 7 February 1958. Bernie Heyman (with badge number 1 which retired with him).
Caption sleeve reads: "Photographer: Monteverde. Date: 1958-02-07. Reporter: Thackrey. Assignment: Last motor officer. 59/60: Bernie Heyman shows badge #1, (motor officer) which retired with him yesterday. 7/8: On his motor".
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Thursday, December 24, 2009
Heikki Mikkola
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Heikki Antero Mikkola (born July 6, 1945 in Mikkeli, Finland) was a four time World Champion motocross racer . Known as the "Flying Finn", and characterized by a fierce, determined style, he was the first Finn to win a motocross world championship.
He won his first 500 cc Motocross World Championship on a Husqvarna in 1974, defeating the defending World Champion Roger DeCoster in what would be remembered as one of the tightest battles in motocross history.
In 1976, he won the 250 cc World Championship, also aboard a Husqvarna, becoming the first person to win a 250 cc and a 500 cc Motocross World Championship. For the 1977 season, Mikkola was signed by Yamaha and he rewarded them with a 500 cc World Championship. He repeated as 500 cc champion in 1978. After a fifth place finish in the 1979 season, the 34 year old Mikkola decided to retire. Throughout his entire racing career, Mikkola represented the Hyvinkää Motor Club (Hyvinkään Moottorikerho - HyMk). He currently enjoys retirement living in Finland. In 2006 he was inducted into the AMA Motorcycle Hall of Fame.
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Heikki Antero Mikkola (born July 6, 1945 in Mikkeli, Finland) was a four time World Champion motocross racer . Known as the "Flying Finn", and characterized by a fierce, determined style, he was the first Finn to win a motocross world championship.
He won his first 500 cc Motocross World Championship on a Husqvarna in 1974, defeating the defending World Champion Roger DeCoster in what would be remembered as one of the tightest battles in motocross history.
In 1976, he won the 250 cc World Championship, also aboard a Husqvarna, becoming the first person to win a 250 cc and a 500 cc Motocross World Championship. For the 1977 season, Mikkola was signed by Yamaha and he rewarded them with a 500 cc World Championship. He repeated as 500 cc champion in 1978. After a fifth place finish in the 1979 season, the 34 year old Mikkola decided to retire. Throughout his entire racing career, Mikkola represented the Hyvinkää Motor Club (Hyvinkään Moottorikerho - HyMk). He currently enjoys retirement living in Finland. In 2006 he was inducted into the AMA Motorcycle Hall of Fame.
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Wednesday, December 23, 2009
Tuesday, December 22, 2009
First American Woman to Ride the Cannonball Run
The American Motorcyclist Association (AMA) has published a press release from the Cannonball Run issued December 21, 2009. Here's an excerpt:
Read more for details.
"Three-time Motorcycle Hall of Fame inductee and author of the newly published book, The American Motorcycle Girls: 1900–1950, Cristine Sommer-Simmons today announced that she will be riding in the Motorcycle Cannonball Run next year. Sommer-Simmons will be one of only two women riders in the cross-country endurance run of the century. The Motorcycle Cannonball Run is gathering momentum to launch a pack of riders on vintage motorcycles for an historic ride across America in September 2010."
Read more for details.
Sunday, December 20, 2009
Friday, December 18, 2009
Polar Bear Grand Tour - The Cabin
Check out pictures and descriptions of the eighth motorcycle run of the Polar Bear Grand Tour season to The Cabin in Howell, NJ on December 13, 2009. This was our annual Toy Run to benefit the Children's Hospital in Philadelphia.
Motorcycle Pictures of the Week - Jim Sciacca
Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These are taken from the Moto Pic Gallery. See Jim on his 2000 Harley-Davidson Electra Glide Standard FLHTCI. Again, there are no women winners this week. Get your picture in. For details, see Motorcycle Pictures of the Week.If you'd like to see your bike as Picture of the Week, submit a picture of you and your bike along with a description of the bike.
Old Aircraft scans
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via : hankhancock.com
landing ground 09 western desert, may - august 1941. a Wellington which missed the "goose-necks" now had the "jacks" under.
landing ground 09 western desert this WIMP missed the flightpath on landing & undercarriage collapsed - 38 squadron may-august 1941
231 communications kite Percival Q6 at Abu Sueir sept 1942.
western desert 1940 primitive means of refuelling a WIMP ...by hand ,..those were the days.
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via : hankhancock.com
landing ground 09 western desert, may - august 1941. a Wellington which missed the "goose-necks" now had the "jacks" under.
landing ground 09 western desert this WIMP missed the flightpath on landing & undercarriage collapsed - 38 squadron may-august 1941
231 communications kite Percival Q6 at Abu Sueir sept 1942.
western desert 1940 primitive means of refuelling a WIMP ...by hand ,..those were the days.
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Thursday, December 17, 2009
Top 10 Motorcycle Pictures of the Year 2009 from Motorcycle Views
The top 10 motorcycle pictures were picked from pictures submitted to Motorcycle Views in 2009. The pictures are not ordered. They include three pictures of women on motorcycles, four pictures of men on motorcycles, and three pictures of motorcycles only.The pictures were chosen for a variety of reasons. I looked at each picture, read each description, and picked those pictures that held my interest.
Check out the Top 10 Pictures for 2009.
SHARP Helmet Safety Scheme – Government PR or a positive contribution to the safety of motorcyclists?
A few weeks ago inter-bike was invited to the governments independent test facility where all the SHARP (Safety Helmet Assessment and Rating Programme) motorcycle helmet testing is carried out. We got the opportunity to quiz the Government officials about the scheme. So to find out whether we here at www.inter-bike.co.uk think the scheme is just Government PR or a positive contribution to the safety of motorcyclists read our full article here.
Ride safe.
Jon Booth
Email: webmaster@inter-bike.co.uk
Blog: http://bestmotorstyle2011.blogspot.com//
Swicki: http://motorcycling-swicki.eurekster.com/
Riverside International Raceway
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Riverside International Raceway (Sometimes known as RIR or Riverside Raceway) was a race track or road course in Riverside, California. The track was in operation from September 22, 1957, to July 2, 1989. The original course design proved to be dangerous, and it was partially reconfigured in 1969.
The track was built to accommodate several different races. By closing off certain sections of the track, the route drivers had to follow could be altered. The three options on Riverside Raceway were the long course (3.27 miles (5.26 km)), the short course (2.5 miles (4.0 km)), and the NASCAR (2.62 miles (4.22 km)) course. The original racetrack had a 1.1-mile (1.8 km) backstretch from 1957 to 1968. When the track was redesigned in 1969, turn 9 was made wide and a dogleg was added to scrub speed from the race cars.
Before a racing event at RIR, track crews added traffic pylons to close off sections of the track. Track courses are shown in the illustrations below (the 1957 course is in black, while the 1969 course above is in blue).
Diagram notes: The long course (shown below before the 1969 version) had the 1.1-mile (1.8 km) backstrech. When the 1969 version was built, the dogleg was added as a speed scrubber to reduce speeds when approaching turn 9. The NASCAR course, 1st design on the right (light blue illustration), would not use turn 7. In the short course, the track would use turn 7A rather than 8. The NHRA drag strip only used the backstrech from the runoff to the Bosch Bridge. The Oval (early '60s) used turn 9, ran counterclockwise, uphill for turn 1&2 and then there was a downhill turn for 3&4.
The first weekend of scheduled races in September 1957, a California Sports Car Club event, John Lawrence of Pasadena, California, lost his life. Lawrence, a former Cal Club, under 1500 c.c. Production champion, went off at Turn 5 (later designated Turn 8). With no crash barrier in place, and no rollbar on the car, the MG A he was driving went up the sand embankment, then rolled back onto the track. Though Lawrence survived the incident, and appeared slightly injured; he died later at the hospital of a brain injury.
Norm Palmer 1978 Riverside Raceway January Race.
The second major event at the track, in November 1957, was a sports car race featuring some of the top drivers of the day, including Carroll Shelby, Masten Gregory and Ken Miles. Another driver entered was an inexperienced local youngster named Dan Gurney, who had been offered the opportunity to drive a powerful but ill-handling 4.9-liter Ferrari after better known drivers like Shelby and Miles had rejected it. Shelby led early but spun and fell back. Gurney assumed the lead and led for much of the event. Shelby, driving furiously to catch up, finally overtook Gurney late in the race and won. Gurney's performance caught the eye of North American Ferrari importer Luigi Chinetti, who arranged for Gurney to drive a factory-supported Ferrari at LeMans in 1958, effectively launching the Californian's European career.
Footage exists of classic races like the 1986 Los Angeles Times Grand Prix in which the Chevy Corvette of Doc Bundy, attempting a three-wide pass, hit the Ford Probe of Lyn St. James and the Jaguar of Chip Robinson at Turn 1. St. James' car caught fire and Chip Robinson nearly cartwheeled into the crowd. Fortunately, St. James survived the flames and Robinson escaped uninjured within the track bounds.
The track was known as a relatively dangerous course, with its long, downhill back straightaway and brake-destroying, relatively slow 180-degree Turn 9 at the end. During the 1965 Motor Trend 500 NASCAR race, Indycar great A.J. Foyt suffered a brake failure at the end of the straight, going end-over-end at high speed. Crash crews assumed Foyt was dead at the scene, until fellow driver Parnelli Jones noticed a twitch of movement. Ford factory sports car driver Ken Miles was killed there in a testing accident in August 1966 when his Ford GT-prototype (known as the J-car) became aerodynamically unstable and flew out of control at the end of the back straight. In December 1968, American Formula 5000 champion Dr. Lou Sell crashed and overturned in Turn 9 on the first lap of the Rex Mays 300 Indianapolis-style race, suffering near-fatal burns. These accidents and others caused track management to reconfigure Turn 9, giving the turn a dogleg approach and a much wider radius (a water improvement also closed the raceway for a few months).
In January 1964, Riverside also claimed the life of 1962-'63 NASCAR champion Joe Weatherly, who refused to wear a shoulder harness and wore his lap belt loosely. Weatherly died when he lost control entering Turn 6, hitting the steel barrier almost broadside and had his head snapped out the window against the barrier. http://www.youtube.com/watch?v=Oq9-Yi1CHIQ For a final tribute, the old version of Riverside Raceway (1957-1968) was etched on his headstone as a final joke since Joe was a comedian.
Nevertheless, in 1983 Turn 9 was the site of the only fatality in IMSA GTP history. In the 1983 Times Grand Prix, Rolf Stommelen's Joest-constructed Porsche 935 lost its rear wing at the Dogleg and hit two freeway-type barriers sending it into a horrific roll at Turn 9.
When the racetrack was proposed in the mid 1950s, Riverside International Motor Raceway (as it was called at the time) was planned to ultimately be 5.0 miles (8.0 km) long, but the club extension was never constructed and the track's final length (after Turn 9 was adjusted in 1969 to a 10 degree banked sweeper) was 3.3 miles (5.3 km).
Of the entire road course races run at RIR, there was at least one that was run in a counter-clockwise direction sometime in the 1960s. In the spring of 1966 Dan Gurney tested his first Eagle racing car on a shortened, counter-clockwise version of the track (to accommodate the car's Indianapolis-specific left-turn oiling system). The test led Gurney to propose to track president Les Richter to hold an Indianapolis-style race there. The Rex Mays 300 served as the season-ending USAC Indianapolis-car race from 1967 to 1969.
ESPN taped the June 12, 1988, Budweiser 400 race at RIR and caught racer Ruben Garcia crashing hard off turn 9 and his car went through two cement barriers before coming to rest near a catchfence where fans were sitting. No fans were hurt during the incident.
After 14 years of NASCAR as a driver and later a car owner, Richard Childress won his first NASCAR race in 1983, when Ricky Rudd drove his #3 Piedmont Airlines Chevrolet to victory in the 1983 Budweiser 400k.
From 1981 until 1987, NASCAR's championship race was at Riverside. The USAC Championship Trail also held their season ending race from 1967 to 1969.
Riverside was home to track announcer Sandy Reed and (along with former LA Rams player Les Richter) Roy Hord Jr.
NASCAR Car owner Rick Hendrick drove a select few races at Riverside in his own cars. In the final race in 1988, he got out of the car and let Elliott Forbes-Robinson take over.
Riverside's Winston Western 500 was the opener to the NASCAR Winston Cup season until 1981, when NASCAR moved the start of the season to February and changed the starting race to the Daytona 500. That same race was moved to the end of the year and became the season finale for the Cup Series, a distinction it held until 1986.
One of the roads alongside the Moreno Mall is called Andretti Road, a reference to Mario Andretti, who won multiple races at Riverside.
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Riverside International Raceway (Sometimes known as RIR or Riverside Raceway) was a race track or road course in Riverside, California. The track was in operation from September 22, 1957, to July 2, 1989. The original course design proved to be dangerous, and it was partially reconfigured in 1969.The track was built to accommodate several different races. By closing off certain sections of the track, the route drivers had to follow could be altered. The three options on Riverside Raceway were the long course (3.27 miles (5.26 km)), the short course (2.5 miles (4.0 km)), and the NASCAR (2.62 miles (4.22 km)) course. The original racetrack had a 1.1-mile (1.8 km) backstretch from 1957 to 1968. When the track was redesigned in 1969, turn 9 was made wide and a dogleg was added to scrub speed from the race cars.
Before a racing event at RIR, track crews added traffic pylons to close off sections of the track. Track courses are shown in the illustrations below (the 1957 course is in black, while the 1969 course above is in blue).
Diagram notes: The long course (shown below before the 1969 version) had the 1.1-mile (1.8 km) backstrech. When the 1969 version was built, the dogleg was added as a speed scrubber to reduce speeds when approaching turn 9. The NASCAR course, 1st design on the right (light blue illustration), would not use turn 7. In the short course, the track would use turn 7A rather than 8. The NHRA drag strip only used the backstrech from the runoff to the Bosch Bridge. The Oval (early '60s) used turn 9, ran counterclockwise, uphill for turn 1&2 and then there was a downhill turn for 3&4.
The first weekend of scheduled races in September 1957, a California Sports Car Club event, John Lawrence of Pasadena, California, lost his life. Lawrence, a former Cal Club, under 1500 c.c. Production champion, went off at Turn 5 (later designated Turn 8). With no crash barrier in place, and no rollbar on the car, the MG A he was driving went up the sand embankment, then rolled back onto the track. Though Lawrence survived the incident, and appeared slightly injured; he died later at the hospital of a brain injury.
Norm Palmer 1978 Riverside Raceway January Race.The second major event at the track, in November 1957, was a sports car race featuring some of the top drivers of the day, including Carroll Shelby, Masten Gregory and Ken Miles. Another driver entered was an inexperienced local youngster named Dan Gurney, who had been offered the opportunity to drive a powerful but ill-handling 4.9-liter Ferrari after better known drivers like Shelby and Miles had rejected it. Shelby led early but spun and fell back. Gurney assumed the lead and led for much of the event. Shelby, driving furiously to catch up, finally overtook Gurney late in the race and won. Gurney's performance caught the eye of North American Ferrari importer Luigi Chinetti, who arranged for Gurney to drive a factory-supported Ferrari at LeMans in 1958, effectively launching the Californian's European career.
Footage exists of classic races like the 1986 Los Angeles Times Grand Prix in which the Chevy Corvette of Doc Bundy, attempting a three-wide pass, hit the Ford Probe of Lyn St. James and the Jaguar of Chip Robinson at Turn 1. St. James' car caught fire and Chip Robinson nearly cartwheeled into the crowd. Fortunately, St. James survived the flames and Robinson escaped uninjured within the track bounds.
The track was known as a relatively dangerous course, with its long, downhill back straightaway and brake-destroying, relatively slow 180-degree Turn 9 at the end. During the 1965 Motor Trend 500 NASCAR race, Indycar great A.J. Foyt suffered a brake failure at the end of the straight, going end-over-end at high speed. Crash crews assumed Foyt was dead at the scene, until fellow driver Parnelli Jones noticed a twitch of movement. Ford factory sports car driver Ken Miles was killed there in a testing accident in August 1966 when his Ford GT-prototype (known as the J-car) became aerodynamically unstable and flew out of control at the end of the back straight. In December 1968, American Formula 5000 champion Dr. Lou Sell crashed and overturned in Turn 9 on the first lap of the Rex Mays 300 Indianapolis-style race, suffering near-fatal burns. These accidents and others caused track management to reconfigure Turn 9, giving the turn a dogleg approach and a much wider radius (a water improvement also closed the raceway for a few months).
In January 1964, Riverside also claimed the life of 1962-'63 NASCAR champion Joe Weatherly, who refused to wear a shoulder harness and wore his lap belt loosely. Weatherly died when he lost control entering Turn 6, hitting the steel barrier almost broadside and had his head snapped out the window against the barrier. http://www.youtube.com/watch?v=Oq9-Yi1CHIQ For a final tribute, the old version of Riverside Raceway (1957-1968) was etched on his headstone as a final joke since Joe was a comedian.
Nevertheless, in 1983 Turn 9 was the site of the only fatality in IMSA GTP history. In the 1983 Times Grand Prix, Rolf Stommelen's Joest-constructed Porsche 935 lost its rear wing at the Dogleg and hit two freeway-type barriers sending it into a horrific roll at Turn 9.
When the racetrack was proposed in the mid 1950s, Riverside International Motor Raceway (as it was called at the time) was planned to ultimately be 5.0 miles (8.0 km) long, but the club extension was never constructed and the track's final length (after Turn 9 was adjusted in 1969 to a 10 degree banked sweeper) was 3.3 miles (5.3 km).
Of the entire road course races run at RIR, there was at least one that was run in a counter-clockwise direction sometime in the 1960s. In the spring of 1966 Dan Gurney tested his first Eagle racing car on a shortened, counter-clockwise version of the track (to accommodate the car's Indianapolis-specific left-turn oiling system). The test led Gurney to propose to track president Les Richter to hold an Indianapolis-style race there. The Rex Mays 300 served as the season-ending USAC Indianapolis-car race from 1967 to 1969.
ESPN taped the June 12, 1988, Budweiser 400 race at RIR and caught racer Ruben Garcia crashing hard off turn 9 and his car went through two cement barriers before coming to rest near a catchfence where fans were sitting. No fans were hurt during the incident.
After 14 years of NASCAR as a driver and later a car owner, Richard Childress won his first NASCAR race in 1983, when Ricky Rudd drove his #3 Piedmont Airlines Chevrolet to victory in the 1983 Budweiser 400k.
From 1981 until 1987, NASCAR's championship race was at Riverside. The USAC Championship Trail also held their season ending race from 1967 to 1969.
Riverside was home to track announcer Sandy Reed and (along with former LA Rams player Les Richter) Roy Hord Jr.
NASCAR Car owner Rick Hendrick drove a select few races at Riverside in his own cars. In the final race in 1988, he got out of the car and let Elliott Forbes-Robinson take over.
Riverside's Winston Western 500 was the opener to the NASCAR Winston Cup season until 1981, when NASCAR moved the start of the season to February and changed the starting race to the Daytona 500. That same race was moved to the end of the year and became the season finale for the Cup Series, a distinction it held until 1986.
One of the roads alongside the Moreno Mall is called Andretti Road, a reference to Mario Andretti, who won multiple races at Riverside.
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Wednesday, December 16, 2009
BRP Recalls 2010 Roadster Spyder RT SM5 and SE5 Motorcycles for Key Switch Harness Problem
Bombardier Recreational Products, INC. (BRP) is recalling model year 2010 Roadster Spyder RT SM5 and SE5 motorcycles manufactured between October 13 and October 30, 2009.
The connector on the key switch harness may not be locked and the ignition switch harness may be routed too tight. In some situations, the connector may unplug.
108 units are affected.
Check out my Motorcycle Recalls feature for more details.
The connector on the key switch harness may not be locked and the ignition switch harness may be routed too tight. In some situations, the connector may unplug.
108 units are affected.
Check out my Motorcycle Recalls feature for more details.
KTM
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KTM Sportmotorcycle AG is an Austrian motorcycle manufacturer. The company was founded in 1934 by engineer Hans Trunkenpolz in Mattighofen. It started out as a metalworking shop and was named Kraftfahrzeuge Trunkenpolz Mattighofen. In 1954 KTM began producing motorcycles.
KTM is most commonly known for its off road motorcycles though in recent years it has expanded into street motorcycle production.
The company was founded in 1934 by engineer Hans Trunkenpolz in Mattighofen. It started out as a metalworking shop and was named Kraftfahrzeug Trunkenpolz Mattighofen. It wasn't until 1953 that KTM began production of motorcycles. With just 20 employees, motorcycles were built at the rate of three per day. In 1955, a businessman Ernst Kronreif became shareholder of the company, on acquiring a sizable portion of the company. It was then renamed Kronreif & Trunkenpolz Mattighofen. Trunkenpolz died unexpectedly in 1989. During these early years of motocycle production at KTM, almost all components for the motorcycles were built in-house by KTM.
Throughout KTM's history, they have been on the leading edge of motorcycle technology. They were the first manufacturer to produce a liquid-cooled four-stroke motorcycle engine for an off road motorcycle, a design which has since been replicated by all other manufacturers (KTM even supplied radiators to Suzuki in their early water-cooling days. In 1986, KTM became the first motorcycle manufacturer to include both front and rear disc brakes on an off road motorcycle. In 1998, they offered a linkless rear suspension, dramatically reducing the un-sprung weight of the bike (KTM was the first major manufacturer to do so, although ATK, a small market, niche brand did so as early as 1987). They were also the first to offer hydraulic clutch mechanisms on all models of motorcycles, and were the first to offer a competition-ready supermoto bike.
The term off-road refers to a driving surface that is not conventionally paved. This is a rough surface, often created naturally, such as sand, gravel, a river, mud or snow. This type of terrain can sometimes only be travelled on with vehicles designed for off-road driving (such as SUVs, ATVs, snowmobiles or mountain bikes) or vehicles that have off-road equipment. The KTM is well equipped for these environments and is popular among many off-road riders. The design of this motorcycle is well suited to this sport and the weight of the motorcycle is another advantage. KTMs come stock ready to race, with a hydraulic clutch, full adjustable WP front and rear suspension and powerful engines requiring no modifications prior to racing. The KTM has won every Dakar Rally since 2001.
Motocross - The 2008 SX line includes 65, 85, 105, 125, 144 and 250 cc two-stroke models, and 250, 450 and 505 four-stroke models. In 2005 KTM released the new 250SX-F to the general public. For the 2007 model-year, all of KTM's four-stroke SX motors were re-designed similarly to the 250 SX-F, in a dual-overhead cam 4-valve line dubbed the "RC4". The SX-F's are KTM's new racing motocross range introduced in 2007.
KTM now produce a 150SX (144 cc), which was developed to take advantage of AMA (American Motorcyclist Association) rule changes in the amateur classes. KTM and TM are the only manufacturers to develop a 144cc motorcycle.
Cross-Country The XC line includes 65, 85, 105, 200, 250 and 300 two-strokes, and 250, 450 and 505 four-stroke models. The XC line updates and replaces their old MXC bikes. They feature a close-ratio gearbox, stiffer suspensions, and the four-strokes have a shorter-stroke design, mimicking their SX line. In 2007, they introduced the 250XC-F which is based on the 2006 SX model.
KTM's XC-W offroad bikes are 200, 250 and 300 two-strokes, and 250, 400, 450 and 530 (actually 510cc) four-strokes. They feature plusher suspension and a wider-ratio transmission than their XC line counterparts. The XC-W replaced their old EXC two-strokes, a move the company made in order to comply with EPA restrictions in the United States. Two-strokes are still designated as EXCs in Europe markets.
Enduro The 2009 EXC line consists of 250, 450, 530 (actually 510 cc) four-strokes, and 125, 200, 250 and 300 cc two strokes. The EXC line has been a long-time favourite for Enduro market, and outsell other larger-volume brands to Enduro racers. The RFS motor (2000-2007) was replaced with the XC4 motor for the 2008 model year.
Super Enduro consist of 690 cc and 950 cc machines, mix between an enduro and a trail bike.
Supermoto KTM produces several supermoto race bikes with displacements ranging from 450 (a supermoto version of the 450sx-f) to 565 cc. They also make four non race-oriented models in 625, 654, 950 and 990 cc displacements. KTM was the first manufacturer to offer a competition-ready Supermoto bike to the public, and their sponsored racers currently sit atop the US Supermoto racing circuit. The new LC8 SuperMoto 950 has received rave reviews from all the bike magazines and newspapers in the United Kingdom.
Dual-sport Adventure bikes offered with both the LC4 Engine (Adventure 640, 640R) and the LC8 Engine (Adventure 950, 950S, 990), the 640R is the base of the Rally 660 which has won many Dakar Rallies.
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KTM Sportmotorcycle AG is an Austrian motorcycle manufacturer. The company was founded in 1934 by engineer Hans Trunkenpolz in Mattighofen. It started out as a metalworking shop and was named Kraftfahrzeuge Trunkenpolz Mattighofen. In 1954 KTM began producing motorcycles.
KTM is most commonly known for its off road motorcycles though in recent years it has expanded into street motorcycle production.
The company was founded in 1934 by engineer Hans Trunkenpolz in Mattighofen. It started out as a metalworking shop and was named Kraftfahrzeug Trunkenpolz Mattighofen. It wasn't until 1953 that KTM began production of motorcycles. With just 20 employees, motorcycles were built at the rate of three per day. In 1955, a businessman Ernst Kronreif became shareholder of the company, on acquiring a sizable portion of the company. It was then renamed Kronreif & Trunkenpolz Mattighofen. Trunkenpolz died unexpectedly in 1989. During these early years of motocycle production at KTM, almost all components for the motorcycles were built in-house by KTM.
Throughout KTM's history, they have been on the leading edge of motorcycle technology. They were the first manufacturer to produce a liquid-cooled four-stroke motorcycle engine for an off road motorcycle, a design which has since been replicated by all other manufacturers (KTM even supplied radiators to Suzuki in their early water-cooling days. In 1986, KTM became the first motorcycle manufacturer to include both front and rear disc brakes on an off road motorcycle. In 1998, they offered a linkless rear suspension, dramatically reducing the un-sprung weight of the bike (KTM was the first major manufacturer to do so, although ATK, a small market, niche brand did so as early as 1987). They were also the first to offer hydraulic clutch mechanisms on all models of motorcycles, and were the first to offer a competition-ready supermoto bike.
Off-road
The term off-road refers to a driving surface that is not conventionally paved. This is a rough surface, often created naturally, such as sand, gravel, a river, mud or snow. This type of terrain can sometimes only be travelled on with vehicles designed for off-road driving (such as SUVs, ATVs, snowmobiles or mountain bikes) or vehicles that have off-road equipment. The KTM is well equipped for these environments and is popular among many off-road riders. The design of this motorcycle is well suited to this sport and the weight of the motorcycle is another advantage. KTMs come stock ready to race, with a hydraulic clutch, full adjustable WP front and rear suspension and powerful engines requiring no modifications prior to racing. The KTM has won every Dakar Rally since 2001.
Motocross - The 2008 SX line includes 65, 85, 105, 125, 144 and 250 cc two-stroke models, and 250, 450 and 505 four-stroke models. In 2005 KTM released the new 250SX-F to the general public. For the 2007 model-year, all of KTM's four-stroke SX motors were re-designed similarly to the 250 SX-F, in a dual-overhead cam 4-valve line dubbed the "RC4". The SX-F's are KTM's new racing motocross range introduced in 2007.
KTM now produce a 150SX (144 cc), which was developed to take advantage of AMA (American Motorcyclist Association) rule changes in the amateur classes. KTM and TM are the only manufacturers to develop a 144cc motorcycle.
Cross-Country The XC line includes 65, 85, 105, 200, 250 and 300 two-strokes, and 250, 450 and 505 four-stroke models. The XC line updates and replaces their old MXC bikes. They feature a close-ratio gearbox, stiffer suspensions, and the four-strokes have a shorter-stroke design, mimicking their SX line. In 2007, they introduced the 250XC-F which is based on the 2006 SX model.
KTM's XC-W offroad bikes are 200, 250 and 300 two-strokes, and 250, 400, 450 and 530 (actually 510cc) four-strokes. They feature plusher suspension and a wider-ratio transmission than their XC line counterparts. The XC-W replaced their old EXC two-strokes, a move the company made in order to comply with EPA restrictions in the United States. Two-strokes are still designated as EXCs in Europe markets.
Enduro The 2009 EXC line consists of 250, 450, 530 (actually 510 cc) four-strokes, and 125, 200, 250 and 300 cc two strokes. The EXC line has been a long-time favourite for Enduro market, and outsell other larger-volume brands to Enduro racers. The RFS motor (2000-2007) was replaced with the XC4 motor for the 2008 model year.
Super Enduro consist of 690 cc and 950 cc machines, mix between an enduro and a trail bike.
Supermoto KTM produces several supermoto race bikes with displacements ranging from 450 (a supermoto version of the 450sx-f) to 565 cc. They also make four non race-oriented models in 625, 654, 950 and 990 cc displacements. KTM was the first manufacturer to offer a competition-ready Supermoto bike to the public, and their sponsored racers currently sit atop the US Supermoto racing circuit. The new LC8 SuperMoto 950 has received rave reviews from all the bike magazines and newspapers in the United Kingdom.
Dual-sport Adventure bikes offered with both the LC4 Engine (Adventure 640, 640R) and the LC8 Engine (Adventure 950, 950S, 990), the 640R is the base of the Rally 660 which has won many Dakar Rallies.
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Tuesday, December 15, 2009
Dan Cooper
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Dan Cooper (comics), a fictional character featured in Tintin magazine between 1954 and 1977
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Dan Cooper (comics), a fictional character featured in Tintin magazine between 1954 and 1977
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Monday, December 14, 2009
BMW Recalls 2009-2010 K1300GT and K1300S Motorcycles for Throttle Body Problem
BMW is recalling certain model year 2009 and 2010 K1300GT and K1300S motorcycles manufactured between September 11, 2008 and November 19, 2009.
Poor fuel quality may lead to small deposits within the throttle bodies. During engine operation in a low RPM range, typically near idle speed (when coming to a stop) air flow could be sufficiently restricted and engine stalling could occur.
2019 units are affected.
Check out my Motorcycle Recalls feature for more details.
Poor fuel quality may lead to small deposits within the throttle bodies. During engine operation in a low RPM range, typically near idle speed (when coming to a stop) air flow could be sufficiently restricted and engine stalling could occur.
2019 units are affected.
Check out my Motorcycle Recalls feature for more details.
Saturday, December 12, 2009
Friday, December 11, 2009
Thursday, December 10, 2009
Motorcycle Pictures of the Week - Boxcar
Here are my Pictures of the Week as displayed on the Motorcycle Views Website. These are taken from the Moto Pic Gallery. See Boxcar on his 2009 Harley-Davidson Heritage Softail. Again, there are no women winners this week. Get your picture in. For details, see Motorcycle Pictures of the Week.If you'd like to see your bike as Picture of the Week, submit a picture of you and your bike along with a description of the bike.
Polar Bear Grand Tour - Montgomeryville Cycle
Check out pictures and descriptions of the seventh motorcycle run of the Polar Bear Grand Tour season to Montgomeryville Cycle in Hatfield, PA on December 6, 2009.
3D Artwork
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This guy from Israel is just simply amazing. Take time to visit his website, 3D-Files, and ... dream
Copyrights © 2009 Amir Glinik
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This guy from Israel is just simply amazing. Take time to visit his website, 3D-Files, and ... dream
Copyrights © 2009 Amir Glinik
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