Cali Commute ✌

Garage Company, Los Angeles, CA | 06.23.2019

BORN FREE MOTORCYCLE SHOW: YEAR 11 (Pt. 1)

BORN FREE MOTORCYCLE SHOW (YEAR 11): The Stampede - Flat Track Races (Pt. 1 - The Parking Lot)

Harley-Davidson’s Baby Bike

Sometimes less does mean more… customers.

Yesterday, Harley announced their partnership with Chinese Manufacturer, Qianjiang Motorcycle Company Limited, to produce the smallest bike in their current lineup. 

At 338cc, HD will only offer the entry-level moto in China, catering to the needs of its large and ever-growing urban population. Whether you agree with the move or not, the announcement aligns with the company’s current direction, appealing to a younger, metropolitan demographic. 

With a goal to reach 50% revenue in international sales by 2027, this news marks a pivotal moment in Harley’s future plans. While the rest of the motorcycle industry turns their attention to India, gaining access to the highly restrictive Chinese market helps the Motor Company plant a flag where others are unwilling to go. This move will also help Harley explore where it’s been historically reluctant to go, design updates.

Sporting a trellis frame and an inline twin, the new bike feels miles away from your classic Harley. Where are the forward controls? How am I supposed to attach a sissy bar? Why isn’t the motor v-shaped?

Despite all the departures from HD’s vintage aesthetic, the twin thumper still retains the iconic silhouette of one of the Motor Company’s most decorated models, the XR750. Leveraging the peanut tank, the tail section, and the livery of the XR, the brand plans to draw upon its legacy to attract a new group of riders. By leaning on the racing heritage, Harley preserves the design continuity of their past and acts as a stabilizing force in the face of a rapidly changing customer base. If the technology changes, if the feeling changes, at least the design is familiar. 

Harley seems to be following the approach Ford took with the Mustang and VW chose for the Beetle: they’re making what’s old new again. You could say that’s what Harley’s always done, but this time, they’re not afraid to change what’s under the hood/tank. However new, however earth-shattering the design may be to the Harley faithful, I’d be remiss to not mention how HD’s newest model eerily resembles another bike that Qianjiang manufactures, the Benelli TNT 300. 

Even if they’re essentially rebranding another bike, even if the production of the bike is restricted to China, I certainly hope the model makes its way to the states (along with production [of North American units]) because the small displacement market is the fastest growing segment in the industry. New and younger riders tend to opt for smaller, lighter bikes, and the Motor Company lacks a sub-500cc offering as it stands. 

You could say that the Street and Sportster acts as Harley’s beginner bikes already, but at  450 and 550 lbs respectively, many new riders (female and male) don’t consider those models manageable rigs for their first two-wheeled vehicle. 

With a 338cc motor, the MoCo’s baby brawler could deliver a lower entry point for riders (in age and weight), increasing the likelihood of developing brand loyalty with younger riders. 

While I think this is a great move for HOG, I can’t help but ask: 

Why aren’t they going even further/smaller? 

It makes me wonder why Harley doesn’t have a line of 125cc and 250cc dirt bikes. It makes me question where their 50cc and 75cc pit bikes are. If they really want to develop riders from a young age, why aren’t they making models that grow with them? Why are the majority of dirt bikes produced by Japanese and Austrian-based companies when it’s a predominantly American sport? If there’s such a big demand for dirt bikes in America, why doesn’t Harley have a dog in that fight?

In March of this year, HD purchased StayCyc, a brand that makes e-bikes for young children. At the time of the news, I saw this move as a forward-thinking. I felt that this would help the Motor Company appeal to future generations much earlier than their mid-life crisis.

But once those kids outgrow those mini electric bikes, are they supposed to wait another 10 years before they jump on an 883? Are they expected to stay loyal to Harley when competing brands offer the next immediate step up?

While this announcement is an encouraging move for Harley’s evolution, they need to address the gap between their product lineup if they’re going to retain the youngest of customers. I can only hope that their promise to introduce 100 new models in the next 10 years will fill in that gaping hole. I mean, who wouldn’t want a Harley-Davidson dirt bike? 

Though I feel the introduction of a 338cc motorcycle is a good step for HD, I look forward to seeing the next foot drop. The story will only continue to develop and I’ll be rooting for them the whole way.

What do you think of the new model? What do you think of Harley producing it exclusively for China? Would you want to see more small displacement options from the Motor Company? 

Let me know your thoughts in the comments.

My big girl hit the 10,000-mile mark the other day. 

Like the previous time I reached 5-digits on the odometer, it was a moment of immense pride for me. Sure, I like customizing my bike. Sure I like wrenching on my bike. But there’s nothing I like more than riding my bike. 

It takes those miles to understand the ins and outs of your bike, to learn how the back end reacts to wet asphalt, to figure out that you should put in an extra quart of oil for the last thousand miles before a service (they’re oddly specific for a reason ;). It takes time in the saddle to know that she gets 40+ mpg on the highway and 30+ mpg in the city (not advertised), that her handlebars start shaking at 4,000 rpm, that her tail light sits crooked after a long ride. It takes those rides to see how she performs at altitude, to know whether she can handle 100+ degree heat, to realize that you can huddle before her warm engine on a cold morning.

Like all milestones or anniversaries, the 10,000-mile mark allows you to take stock of what you have. It allows you to look back on what you’ve accomplished together. 

It allows you to look back on the good days…

…and the bad days.

I’ve pampered her…

…and I’ve abused her.

She’s ripped through the twisties…

…but she’s slowed me down to enjoy the simple things.

We’ve been to mountain tops…

…and valley floors.

She’s taken me to the coast…

…and to the forest.

Without her, I never would have made it to Man Camp…

…or Bass Lake…

…or Yosemite…

…and you can’t forget about Big Sur.

If it weren’t for my Sofia, I wouldn’t have seen the beautiful choppers at Locked N’ Lodi.

I wouldn’t have attended Dyna Days.

I would have stayed home instead of going to IMS.

She’s even turned me on to neighborhood gems like The House of Machines…

…and Elysian Park.

She’s a beauty…

…and a beast!

But most importantly, she’s brought me closer to those I love…

…and introduces me to new friends.

She makes me feel bad-ass.

She makes me feel like I’m on top of the world.

She makes me feel good about myself…

…and isn’t that what motorcycles are all about?

So with that, here’s to the next 10,000 miles, Sofia!

Where you riding this weekend?

Whenever I read or watch motorcycle reviews, I can’t help but notice a heavy reliance on spec sheets. And I get it, approaching a subjective review of a product with an objective data set certainly helps set the playing field for all competing models. However, this post isn’t about the latest electric naked bike that just hit the market or the revamped scrambler that is being hyped as “game-changing”. This post is about my daily rider.

With that in mind, I could dwell on the dual-bending valve Showa forks, or my high-flow S&S air cleaner, or the 102 ft lbs of torque that the Milwaukee 8 engine produces. But bragging about your bike’s specs is like plastering a “Proud Parent of an Honor Student” on your bumper or boasting about how attractive your significant other is. They’re used to favorably reflect on you, not reflect how that person - or in this case, motorcycle - makes you feel. Sure, your girlfriend could be model material but if she treats you like shit, why does her “hotness” matter, right?

So I’m not going to take that approach in this review. Instead of flooding you with figures on compression rates, length of suspension travel, or lean angle**, I’m going to explain how all of those things contribute to the feeling she gives me. 

**Please see the stock spec sheet here (if it interests you)

I purchased my Low Rider in April of 2018. I had to trade in my Sportster Iron 883 - which was heartbreaking for me at the time (see the story here) - but it was well worth the sacrifice. From the moment I rolled her off the lot, I knew I made the right decision. 

She handled better than the Sporty. She accelerated WAY faster than the 883. And most importantly, she braked lightyears beyond the Iron.

Now, I know what you’re thinking: 

I don’t want to know if it’s better than a Sportster, I want to know whether it’s a good purchase.

But I think it’s important for me to establish the bike I originally owned and how that shaped my assessment of the FXLR, and the first place I noticed an improvement was in the suspension. 

The combination of Showa forks up front and the monoshock out back puts Harley’s past suspension offerings to shame. For 650 lbs., the bike feels responsive and surprisingly nimble. It wouldn’t be an exaggeration to say that the bike dives into corners and I’ve definitely put that feature to use. But the fork not only allows you to attack the twisties, but it also does a great job of keeping the rubber to the road. The wheel hop of the Sportster: eliminated. If you’re debating whether you should buy a new Softail, I could easily make a case with the upgraded forks alone, but that’s just the front suspension, you still have the brilliant monoshock in the rear. 

While the fork provides improved handling, the rear suspension grants a new level of comfort. Those potholes no longer send shocks through my spine. Those railroad tracks no longer make my teeth click. Those road irregularities no longer buck my girlfriend off the seat. And if there’s any barometer of rear suspension performance, it’s your old lady’s ass…and mine loves the FXLR. But comfort isn’t the best feature of the monoshock, the stability it provides is. I’ve hit 120 mph twice on the Low Rider thus far, and the stability of the bike never faltered. The speed wobbles of the Dyna: eliminated. Are you noticing a theme here yet?

But don’t get me wrong, the suspension isn’t perfect. There’s no adjustability in the front and the rear doesn’t give you dampening or rebound settings. Also, you have to remove the seat to adjust the monoshock. Unless you’re planning on carrying a flathead screwdriver on you, I wouldn’t set my heart on changing the preload on the fly. 

Now, I should note that I plan on upgrading to Ohlin’s suspension (front & rear) in the future, but the stock setup would be sufficient for 90% of those looking for a Harley. 

Ultimately, the OEM suspension makes me feel grateful. Grateful for the safety it provides. Grateful for the responsiveness it adds to such a massive bike. Grateful that I get comfort and performance right out of the box!

Which leads me directly to the heart of the Low Rider, the Milwaukee 8 motor.

It shakes less. It runs cooler. It pulls harder (through all 6 gears). Compared to the Twin Cams I’ve ridden, the M8 outshines them in every way. To be honest, you’ll probably need to regulate your own speed if you buy a new Softail because they’re most comfortable at 85-90 mph. Every time I ride on the highway, I hit 100 mph at least once (unintended and intended). There have been many times where I unconsciously hit 70 mph on surface streets! 

On the flipside, the M8 is very particular when it comes to modifications. My tuner/mechanic has told me that finding the right configuration of parts is crucial to any performance upgrades you install on the new mill. Luckily, I had some guidance, but if you’re considering customizing your Milwaukee 8, I suggest consulting a professional - or at the very least read some forum boards - before you slap on any old exhaust or fuel manager. 

On the note of fuel management, if you want to maintain the maximum range (200+ miles per tank), leave the engine in stock form. After my numerous mods, I’m lucky if I can squeak out 150 miles between fill-ups. I’d be lying if I said I regret sacrificing those additional 50 miles per tank - because Sofia absolutely rips - but it’s something you should weigh before buying or upgrading an M8.

 If I had to express how the engine makes me feel, I’d say it makes me feel spoiled. Spoiled by all that torque. Spoiled that she pulls through all 6 gears. Spoiled that I get the power of a Harley without all the shaking or heat.

Now, we’ve been dwelling on speed up to this point, but if you’re planning on going fast, you have to be able to stop as well…

When it comes to the brakes, I have to caveat that I ride my Low Rider harder than most Harleys are intended. I currently need new rotors, pads, lines (braided), and a master cylinder rebuild because I’ve run the brakes into the ground. 

Though the front end is only outfitted with a single disc, the bite of the 4-piston calipers really help to slow down the 650 lbs. of the Low Rider. While the front brake lever loses feel over time - due to the rubber brake lines - it easily retains the forceful braking of those 4-pot calipers. However, the same can’t be said of the rear caliper, which lacks any responsiveness and is downright mushy. 

Most riders say that the front brakes provide 70% of your stopping power while the rear covers the remaining 30%. On the FXLR, that ratio is more like 90/10. But in the end, you’re riding a Harley, and Harleys have never been known for their braking components. Now, that’s by no means an excuse, but if you’ve ridden a Harley before, your expectations are already set appropriately. If not, good luck! 

With the vague feel of the rear pedal and the diminished responsiveness of the front lever over time, I’d say that the brakes make the bike feel sketchy. But hey, you’re riding a chopper, baby! Sketchiness is part of the package.

In the end, if I had to do it all over again, I would buy the Low Rider every time. The bike outperforms every Harley I’ve ever ridden and it’s one of the most aesthetically versatile platforms under HD. You can go Club Style, Bobber, Chopper. Hell, I’ve even seen Scrambler and Cafe Racer M8 Softails. It’s for that reason, that I didn’t cover the design of the Low Rider. I think my bike is the perfect example of the FXLR being a blank canvas for you to customize yourself. 

Now the only question left is: when are you upgrading?

TFW you get off work early for a three-day weekend

…Fuck the Rest

The Californian Motorcycle Show, Santa Anita Park, Arcadia, CA | 05.04.2019

Here comes the night

CLASSIC TRACK DAY: Streets of Willow, Willow Springs International Raceway, Rosamond, CA | 10.27.2019

KERNVILLE KAMPOUT: Bike Show, Kernville, CA | 10.05.2019 (Pt. 2)

KERNVILLE KAMPOUT: Bike Show, Kernville, CA | 10.05.2019