Disregard the slightly woo-woo title. This is no Zen and the Art of the Motorcycle, which was a prissy piece of pretentious, barely readable hokum. [One reviewer damned my book The Gold-Plated Porsche with faint praise by asserting that it was better than Zen and the Art . . ."] Crawford’s book is a querulous examination of how and why we’ve given up our appreciation for the skills of the craftsperson—-or even the simple integrity of the committed do-it-yourselfer. In the process, we’ve become a culture of “change ‘er out, not worth troubleshootin’ it” techs.

Read the full review at thetruthaboutcars.com

Recently, while returning a CRF230M to American Honda’s main offices I spotted the new-to-the-U.S. NT700V sitting amongst the gaggle of bikes set aside for the moto media.

Since the bike has yet to be formally introduced to all media, I certainly wasn’t able to ride, but I did saddle up to it and fiddle around, so I thought I’d pass on a few firsthand quick-take notes.

Straightaway, it was slimmer than what I expected based on my impression from photos. Lifting it off the sidestand took less effort that what I anticipated for a middleweight sport-tourer, so it seems relatively light despite a claimed fueled-up weight of 562 lbs on the ABS model.

I was struck next by how low the saddle was. Were the seat a tad narrower, or I had a little more than a 30-inch inseam, I could’ve easily and firmly planted both boots. As it was, I was nearly flat-footing it anyway.

The electronically adjustable windscreen size seems to strike a good balance between being big enough to deflect most of the wind someone standing 5-foot 8-inches might experience, yet it’s not nearly as large as the screen on the ST1300.

The handlebar is a simple steel one-piece chrome job providing an easy reach for the rider. The dash seemed functional and straightforward, with an analog speedo and tach as the primary info givers. And there’s at least one locking compartment in the dash-area fairing, similar that on the ST1300. Additionally, the remote preload adjuster knob for the shock is easily accessed behind the rider’s left leg, just like on the ST1300.

All this stuff was good news in my opinion; however, nothing caught my attention as much as the integrated hard saddlebags. You can’t really get a sense from photos just how integrated the boxes really are.

They blend so well with the rest of the bodywork they seem like a mildly bulbous protrusion rather than built in luggage. In fact, looking at them from the exterior at first leads you to think they won’t hold more than a T-shirt.

Of course they’ll hold far more than that, but I wasn’t convinced there’s enough room for a full-face helmet like the ST1300’s bags are capable of stowing. Also, as noted in the recent announcement on of the NT, there’s a space between the inner rear portion of the bags that allows long items, like, say a rolled-up poster of your favorite roadracer, to fit between the bags. Lastly, the opening latch for the bags is more of a push-button operation as opposed to unlocking and lifting a latch like on the ST1300.

I didn’t get the chance to fire up the Twin that powers the NT, but when the engine’s running, it’ll pump out burnt fuel mixture through a single exhaust can that looks identical to the cans on the ST1300.

After playing around on the new NT700V for a few minutes the first thing that came to mind was what an excellent commuter this bike will make, not to mention another great addition to the sport-touring market.

The introduction of the NT700V to the U.S. market should nicely fill the hole left by the absence of the Honda Pacific Coast (PC800), not seen here as part Honda’s line-up in over 10 years.

Related Reading: 2010 Honda’s Revealed

There’s a difference between what you believe and what you know. Nowhere in the construct of the word motorcycle does it suggest a limit on the number of wheels. Are you riding motor-bicycles? Are you riding at all? KPaul? The very ‘first’ motorcycle had 4 wheels by the way. Damn you facts!

What would be your opinion on the Enicycle? Or a trike? Don’t answer that….

How about we just call the Spyder a motor-tricycle? Better yet, let’s call it a Reitwagen (riding car) from now on. And, yes, I got that from Wikipedia.

Although motorcycles are most commonly two-wheeled motor vehicles, they can be so much more. The world isn’t flat anymore!  And if you don’t like choppers, sport bikes, dualies or whizzers, don’t ride ‘em. That just leaves more for me to ride!

Hit the jump to read what they had to say.

2009 QLINK XF200 Review

Screw it. Lets Ride! (you gotta love that slogan)

It seems the idea that there is a “special edition” Honda Fury has achieved urban-legend levels.

Motorcycle.com recently spoke to Jon Seidel of American Honda to clarify some of the controversy generated in www.furyforums.com regarding a special edition Fury model.

According to Seidel, no mention was ever made to the media during the Fury’s press unveiling or in any press material or at any other time, “that any Fury color or specific Fury model was a special edition.”

Seidel stated that he also queried Honda’s product planning department about the existence of any special edition models and reported that no information had ever been released or implied from Honda Product Planning as to the existence of a Fury SE.

With that clarification, Seidel did relay to Motorcycle.com that the Matte Silver Metallic (notable by the red striping on the exterior edges of the wheels), that costs an additional $500 over the base price of $12,999, was originally expected to be produced in lower volumes than other Fury colors.

The reason for the lower production of the Matte Silver Metallic was simply the result of product planning. “We just weren’t certain if many people were going to like the color, so we didn’t order as much; we have to be somewhat specific with our suppliers,” said Seidel.

To further clear up controversy, Seidel remarked that Honda has never stated or reported any intent to specifically limit production of the Matte Silver Metallic Fury to any number. He did say, however, that due to an overwhelmingly positive response, the company increased production of that color.

It seems various owners —or the general public— are operating under the notion that Honda was limiting the non-existent SE model to only 500 units.

Honda has, in the past, created “special colors” of some models, like the 2008 CBR600RR Graffiti. In those instances of special colors Honda has been very specific about the limited production of such colors. In the case of the CBR Graffiti there were 500 or less produced.

Motorcycle.com is awaiting final word from Seidel as to the possibility that Honda’s advertising arm may have used phrasing or wording indicating a special edition Fury, but Seidel is doubtful such a slip would make it past what is normally a very large confluence of departments within Honda.

If we learn anything contrary to the fact that no SE model was ever intended, or if official wording from somewhere within Honda says that an SE Fury model exists, or at least was mentioned, we’ll post that info immediately.

But by all accounts, a Special Edition Fury is purely myth.

If any reader or Fury owner has any document or official material from Honda (sales materials, sales receipts, dealer-specific materials, etc.) we encourage you to post such in the forum. Motorcycle.com will then follow up with Honda on any material presented by owners or readers.

Honda Fury pricing and colors.

If you did, you’re probably a numbered few who did. Fewer who would admit it!

Pink just isn’t a color which is commonly associated with Motorcycles. Sure there are some out there, but have any of them been built that way?  I’ve never heard of a Pink Harley-Davidson rolling off any assembly line. Motorcycles tend to be clad in overtly masculine colors like black, red, orange, blue and green. These are all colors which emote a certain attitude about what motorcycles are supposed to be all about. Speed, Power, Freedom and Strength.

Why are Motorcycles made in these colors more often?  Well, if you’ve studied art or design you are familiar with color theory. This says that each color prompts us to feel a certain way emotionally. I know, if you are a tough biker emotions aren’t so easy to come by, but hang with me… If you don’t believe this than why do we get so annoyed when stuck behind a Red light?

Here’s what some colors do to us, emotionally.

Notice which emotions Red and Black are supposed to evoke from us. These colors are more closely associated to Power and Passion, no wonder there are more Red and Black Motorcycles than any other colors. Counter that with the effects of the colors Pink and White on us.

Words like “romantic”, “Tranquilizing” and Loss of energy will never be used to sell any Motorcycle. Neither would those colors. So, after all that you might ask, “what’s the deal with pink motorcycles?” Easiest answer, they are owned by girls.

Pink Motorcycles Pictures:

Pink Motorcycles Videos:

Other Pink Motorcycles on the Blog:

Should this Ducati Video be Rated R? – Ducati Monster reveals all to change colours

Honda Likes to Dress Up – Mostly in dresses it seems

I have never been one to condone or endorse video games as I would much rather go to a firing range than play Call of Duty 4 or play hockey at the rink rather than on Xbox. However, there are certain times that one cannot experience the real thing and must improvise.

Far from a replacement, motorcycle video games can be an entertaining substitute that will at the very least keep your attention away from sharp objects. No, you won’t have the wind in your hair or the sweet smell of freshly cut grass wafting past your nostrils, but you can vicariously enjoy the speed and sounds as you circle the track or bomb down the back roads. Think of gaming as a nicotine patch for the perpetual smoker – an aid to get through the rough spots.

MO readers piped up in large numbers, adamant that years of riding hadn’t prevented their little soldier’s from standing at attention. According to patent-granted author Randall Dale Chipkar, they may be half right. “More studies are needed to determine the cause,” says Chipkar, who believes that the focus of the study was based on limited information and too few variables, making it inconclusive the motorcycle seats are the cause of impotence.

“Bicycling or hard scooter seats on rough roads are much more rigorous on the groin rather than modern day cruising seats” said Chipkar before adding, “Not to mention motorcycle rubber-mounted engines, sophisticated suspensions, smooth asphalt and contoured padded seats.”

Chipkar went one step further, admitting that such vibration can actually have positive effects. “Subtle groin vibrations increase blood flow and are actually stimulating, not debilitating on our tissues. Regular motorcycle seat vibration is not going to damage penile nerves,” Chipkar added.

Unfortunately Chipkar continues on to say that while vibration and pressure are unlikely to cause impotence, motorcycle riders aren’t in the clear. “Most motorcycles have electrical components beneath the seat. Extremely low frequency electromagnetic field (ELF EMF) radiation passes through the seat penetrating into the rider’s groin. ELF EMFs can disrupt zinc ions which are linked to impotence and erectile dysfunction. Furthermore, excessive ELF EMF invasion compromises electromagnetic homeostasis involving neuron function, hormone imbalance and adrenal fatigue all linked to impotence and libido loss,” Chipkar says.

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Badesha was handed a $110 ticket for riding without a helmet northwest of Toronto. His defense was that his religion forbids him from covering his turban and he shouldn’t be made to choose between his faith and his motorcycle.

While most people scoffed at the stupidity of the situation, fellow Sikh motorcyclists were outraged by what they called a “devastating precedent against minorities.” The 39 year-old father of four was supported by the Ontario Human Rights Commission, which challenged the constitutional validity of the province’s Highway Traffic Act.

Although Ontario Court Justice James Blacklock claimed that he sided with the defendant’s right to religious freedom in this matter, he then added that, “the benefit that society gains in possible reduced health costs from him wearing a helmet trumps those rights.” The ticket was upheld and Badesha was responsible for paying the fine, in addition to the court fees accrued. His ultimate goal was to see the Ontario legislature grant an exemption for Sikh motorcyclists, but no such luck.

It isn’t discrimination, it’s the law, and laws exist for a reason. In this case the law is to prevent motorcyclists from spilling their brains all over the Province’s highways. While many riders may oppose the ruling, it should be the same for each individual no matter what their race or religion. If you don’t want to follow the law, then that is your prerogative, but by doing so you should be prepared to accept the consequences for your actions.