Last Sunday I was privileged to to be the first non-instructor to take the new Advanced Experienced Rider Course being offered by the Washington State Motorcycle Safety Program (WMSP). I can distill the experience down to three words: intimidating, humbling, enlightening.

Dave Wendell of Pacific Northwest Motorcycle Safety [full disclosure, PNWMS is an advertiser on NWCR] extended an invitation to join his cadre of instructors for their familiarization session with the new course. So Sunday morning I found myself in PNWMS’s classroom at Sand Point park with a room full of instructors. That was the intimidating part.

After about 3 hours of classroom instruction and discussion, we headed out to the range for some on-bike exercises. First task, partner up and T-CLOCS each other’s bikes. After some scramble to round up tire gauges, the inspections began. My partner, who rode a BMW R1150, noted that my front tire was somewhat worn (it has 10,000 miles on it, so it is due for replacement.) and even checked the oil level (after inquiring how to do so.)

I started T-CLOCing his bike with a walk around visual, tires looked good. Then on to lights. I stumbled on the infamous and much-maligned BMW turn signal switching setup. Everything was in working order.

With all of the bikes T-CLOCed, it was time for the humbling to begin. the first riding exercise, intended to warm up our tires consisted of riding a large oval around the range area. On each of the long straights of the oval a cone weave was setup. On the "front straight" was the dreaded 15 x 30 offset cone weave while the back straight had the somewhat easier 2 x ?? offset cone weave. After each cone weave we turned 180 degrees and lined up on the range centerline where there was a quick stop zone mid range. After making that quick stop we headed off toward a corner and another quick stop zone. Then back around to do the cone weave again.
I will admit, I struggled in the 15 x 30 offset cone weave. The big VTX is not so fond of chasing its own tail. The quick stops were no problem; the dual disks up front and linked rear disc stopped the big bike quite nicely, even on the slightly loose surface. While I was having no trouble stopping, I could hear the ABS-equipped BMWs and Hondas chattering to a stop in the other stopping zones.
Many more exercises followed. Most focusing on turning and braking. A new body position concept was reinforced. Leaning forward from the waist and inward is the new mantra. This position allows the bike to navigate the curve at a reduced lean angle, thereby creating more ground clearance. Real handy on clearance-challenged bikes like cruisers. There was a decreasing radius curve exercise that was great fun and afforded plenty of opportunity to work the new body position. It was impressive to see the big H-D cruiser and the Gold Wing scraping their way around the circle. Again, I struggled with the VTX. At one point I told Dave that I felt that I had brought a gun to a knife fight. Meaning that I had the wrong tool for this job.

After about 4 hours on the range, the class wrapped up and we returned to the classroom for a final test and class evaluation. I was thoroughly whipped from wrestling my bike around.

With the paperwork done, we all headed out separate ways. I was sufficiently fatigued to not be looking forward to the ride home. I stopped in Marysville for food and refreshment. While there I ran into some friends. He asked what I had been up to and I explained that I was heading home from an advanced riding class. He asked if I needed that for a license or something and I said, no, just to make me a better, safer rider. I could see that he didn’t get it. And why would he? What driver do you know that would pay out of their own pocket and spend half their weekend at an Experienced Driver Class? None I would bet. And maybe that’s part of the problem. Driving is a skill learned while you are a teenager and then usually never coached again. Motorcyclists are constantly learning and practicing, working to get better.Perhaps if drivers took the same approach, the roads would be safer for everyone.

I went into the class feeling that I was a pretty good rider and that I had pretty good bike control skillz. I learned a lot during this one day. About how my bike handles when leaned over in a corner, how it brakes and how body position and throttle control can affect its behavior. Any one of which was worth the time spent to learn.

No matter how long you have been riding or how good you think you are, this class will teach you something. PNWMS is offering two sessions in September at a new location in Auburn. Spots will fill quickly so sign up early. Call PNWMS at or visit their website at: http://www.pnwmotorcyclesafety.com. The cost may be offset by savings on your insurance or as a benefit of membership in a manufacturer’s riding club, like HRCA or HOG. Call your insurance company or club for details to see if this is a benefit.

A civilianized version of the MSF’s Military Sport Bike Course, the AERC puts great emphasis on exploring your personal limits and those of your bike.

A few tips if you are taking the class:

1. Make sure you have all of your paperwork in order before you get to class. You will need, your license (with motorcycle endorsement), bike registration or other proof of ownership, bike insurance card. If you are missing something you may not be able to continue the class.

2. Bring food and water. I don’t know about the Auburn location but the Sand Point Range has no nearby eateries. So bring a sandwich and some water. You might want to bring some biker candy (ibuprofen) as well to keep away the soreness.

3. Be ready to listen and learn. The instructors have a lot of knowledge and they want to share as much of it as possible. Be willing to listen and TRY what they suggest. It works.

4. All of the exercises can be done on any bike. don’t think that your cruiser can’t do something. I assure you that it can. I’ve seen it done. Try the exercise, get feedback, adjust and try again. You’ll get it. You will be a better rider for your efforts.

Imagine being the only son of a world-renowned motorcycle tuner/restorer. Now imagine that relationship being so strained that you barely speak to each other, even about your shared passion for motorcycling.

Imagine the frustration of a father unable to connect with his son. Unable to pass along his hard-earned life’s knowledge.

Forced together out of medical necessity, Matthew and Sid Biberman, son and father respectively, must find a way to get along. Leveraging their common bond of motorcycling, they deconstruct then reconstruct their relationship as they do the same to several classic motorcycles.

Along the way the Biberman’s build a rare Vincati. Like genetic engineers, Matthew and Sid decide to splice together the best pieces from two legendary marques, Vincent and Ducati, to create a motorcycle greater than the sum of its parts. The “motorcycle of a lifetime.”

Racing against time, money, domestic strife and Sid’s health, the bike comes together, as does their relationship, in fits and starts.

A swift read, Big Sid’s Vincati explores the complexities of the father son relationship and the strain of caretaking an ailing parent. All against a backdrop of motorcycle building and restoration.

On January 10th, Bret Tkacs, owner of Puget Sound Safety, instructed a Total Control seminar hosted by Destination Harley Davidson in Fife WA. The seminar included information taught in the Lee Parks Total Control Training and was free of charge! Who says you can’t get something for free.

I attended this event and was pleasantly surprised at the depth of the content. As an instructor, Bret’s ability to present the information in a way that everyone gets it, surpasses most. After getting a taste of the course content I have decided to take this course this spring and highly recommend it to others.

Before you you convince yourself that you are a highly competent rider and don’t need this level of training, look at it this way. You more then likely have invested allot of money on armored riding gear, protective boots, gloves, helmet and other safety devices that bolt on to your bike. Some go as far as purchasing GPS tracking units that track a riders location via satellite so that in the event of a “mishap” that leaves the rider off the road and out of sight, they can be quickly located.

How about spending a fraction of these costs on advanced information and training and avoid the mishap altogether? Food for thought.

I for one tend to take the proactive route. For those of you who are interested, contact the folks at Puget Sound Safety for more information.

B-King concept.

2008 Suzuki B-King.

From Concept – Suzuki first introduced the B-King as a concept bike in 2001 at the Tokyo Motor Show. In it’s original form, the B-King sported a Hayabusa 1300 engine equipped with a supercharger. At that time the Hayabusa engine produced 175 bhp. Brake Horse Power is the HP at the crank prior to loss that would come from the gearbox, exhaust etc. With the addition of the supercharger the engine muscled up an enormous 240 bhp. Some of the materials used in construction of the B-King were carbon fiber, stainless steel, aluminum and leather. The rear tire was a whopping 240mm wide. The B-King had an alarm system with on board audio so that the owner could contact the bike via cell phone and be heard over the audio system. I’m not sure what use this would be other than to beg the thief not to take it or if he did, to treat it right.

To Production – In 2007 Suzuki introduced the B-King to the world as their new production muscle bike. Over the years the B-King had a few changes. The original 1300 supercharged Hayabusa engine was replaced with the 2008 Hayabusa 1340cc engine. The engine was not left untouched. Suzuki changed the valve dimensions, intake and exhaust dropping the horsepower at the wheel by 9.4 hp. Torque was reduced by 6 ft. Lbs. as well. In the grand scheme of things these reductions are minor as the power plant still generates enormous torque and horsepower at the rear wheel. On the road, torque is king. The B-King produces approximately 70 ft. Lbs. of torque @ 2,500 RPM. This low end torque reduces the need for shifting and provides for quicker times off the line.

Suzuki didn’t stop at the power plant….

Cosmetics – Suzuki went way over the top with the bold futuristic design of the B-King. The body style and colors are very polarizing. This is evident if you stand around any show room or show long enough to listen to people’s reactions or read the forums for that matter. Bottom line is people either like the bold style or they hate it. I personally like it and found that the all black model seemed to draw me in.

Brakes – Suzuki gave the B-King radial-mount front brake calipers which feature an all new design built specifically for the B-King and work with 310mm brake rotors to provide superior braking performance. On the rear a lightweight single piston brake caliper works with a 260mm rear disc. The front brake master cylinder has its own reservoir tank as well as the clutch master cylinder. Both of these components were designed specifically for the the B-King.

Chassis – The B-King got an all new Twin-spar cast aluminum alloy frame that provides optimum rigidity balance and superb handling. The swing arm is made of cast aluminum alloy constructed of 3 main sections for minimal welding lines and a clean overall look. The front forks are new as well. The KYB inverted front forks are specifically designed for the B-King and are fully adjustable for compression, rebound damping and spring preload to suit rider preferences. As for the rear suspension, new aluminum alloy rear shock absorber features three-way adjustability with excellent damping characteristics of Suzuki’s super sport models. One really nice feature is the standard steering damper that sucks up any energy from the road and provides added stability.

Instruments – Suzuki gave the B-King an all new instrument cluster with an analog tachometer, digital speedometer, fuel gauge, water temperature gauge, twin trip meters, clock, maintenance interval, running time, average speed, gear position indicator, and a S-DMS mode indicator. The S-DMS mode switch allows the rider to select A or B mode. Each mode provides a different fuel and ignition mapping. A mode is the full mode and the default. B mode limits the Hp to approximately 114 Hp. This would be used in a wet pavement situation. As for the instrument cluster, it’s one of the nicest gauge cluster’s I have come across.

Ergonomics – The rider position is closer to upright with a slight lean into the bars. The rider position is similar to that of a sport touring bike. The pegs are a bit high for a rider with a 32″ + inseam but still comfortable. The bike is beautifully balanced. The B-King weighs in at 518 lbs. but feels as if it weighs much less. The bike is very easy to maneuver at low speeds and feels like it’s riding on rails in the turns. The wide cowls on each side of the tank actually play a positive role in reducing wind on the lower extremities. In fact the wind felt on the rider is from the mid chest up.

Specifications

Test Ride & Results

First of all I want to clarify the scope of riding during this test. This was a 100% road test. No riding was performed on tracks of any kind. If you’re looking for track test results please look to TopSpeed and MotorcycleUSA for their reviews.

Let’s get on with the test ride. To get the best of lower speed town riding, straight and sweeping freeway as well as high and low speed turns I decided to choose a route along the Tacoma waterfront and up through the Tacoma City center. The second phase of the test would be a straight shot eastbound on Highway 509. Phase three would be the back half of Highway 509 that has some nice sweeping turns as well as tight turns including one 10 mph hair pin.

I could have picked a better day for the ride as we had partly cloudy conditions with some nice sun breaks. The temperature was 62 degrees and the pavement was a combination of dry, wet and in some cases a mix of both with fall leaves introducing dicey conditions. If that wasn’t enough throw in 15 mph wind gusts. All this provided for a real life road test with conditions riders face throughout the seasons with the exception of Ice.

The ride along the water was nice. The bike seemed to purr along at 2,500 RPM in 3rd gear still delivering a lot of torque with a twist of the throttle. The ride was almost vibration free. The road had a lot of bad spots in the pavement as well as some holes. The B-king just sucked them up retaining a smooth ride. This surprised me because my first impression was the suspension felt a bit stiff.

As I entered the City Center I encountered several blocks of stop and go and on several occasions I had to maneuver around vehicles that were stopped waiting for parking. The B-King was agile at low speeds and easy to maneuver. I started to notice the exceptional braking power of the bike as well.

At my last red light I waited for the green to bring it up in the RPM range as I entered Highway 509. Looking at a straight run for several miles this was a great opportunity to let the engine loose. The only cars on the road were next to me and miles ahead. I left the light and let the engine wind to 7,000 RPM and shifted to 2nd, then 3rd, 4th, and 5th. The acceleration was unbelievable to say the least. I didn’t come close to redline as it’s still a fresh engine. By time I was at the end of the bridge (a few blocks) the speedometer was in triple digits.

The torque is monstrous as the bike approaches 6,500 and then the horsepower curve really comes on leaving the rider at the rear of the seat. At these speeds the B-King was extremely stable and the wind was not too bad. I expected a lot more instability and wind blast at those speeds. I think the large cowls, tank and front end design diverted air flow away from my lower extremities. Since I had my high speed run out of the way, I slowed to a comfortable 70 mph for the next few miles. The riding position was very comfortable although I do think the pegs are a bit too high for riders with a 32″+ inseam. That said, The riding position is comfortable unlike the 2008 Hayabusa I rode a couple months prior.

The back half of 509 parallels the east side of Commencement Bay and provides some nice sweeping turns. That bike transitioned through the turns effortlessly at speeds over 75 mph. Further up 509 the road turned away from the water and began to deliver tighter turns with very little transition time between them. At this point the road conditions were still dry and 40 mph through the turns was not an issue. Within a mile or so the riding conditions significantly changed as the turns became covered in wet leaves and the pavement was wet. My speed was reduced to the posted speed limit. B-King sucked up these poor riding conditions with ease. I had no sensations of the tires pushing out as the bike effortlessly maneuvered through the turns.

During this ride I was fortunate to encounter a diverse set of riding conditions. The B-King handled them all with ease. The traction in wet pavement conditions was exceptional as was stability at low and higher speeds. Low speed maneuvering was a pleasure. The braking system on the B-King out performs any bike I have ridden to date including the Hayabusa. The riding position is very comfortable and may allow the B-King to enter into the Sport Touring class. The gages were simple to use and easy to read even with the sun behind the rider. There’s no doubt the B-king produces enormous torque and horse power, yet the bike is very well behaved in the lower speed and RPM range making the B-King a great all around roadster. I didn’t test the S-DMS modes because I didn’t find the need to reduce the performance of the bike. The only application for this mode would be new riders and or slippery conditions. The exhaust is quiet but has a nice low rumble. The bike is said to get between 30 and 35 Mpg. The tank only holds 3.6 US gallons. This makes for a short riding range. The seat is flat and stiff but so far I have not had any discomfort to my backside.

Pros:

• Good Rider Ergonomics.
• Great wind deflection for lower extremities.
• Extremely stable in all conditions.
• Steering stabilizer comes standard.
• Well balanced and is easy to maneuver at low speeds.
• Handles exceptionally at higher speeds including transitioning from turn to turn.
• Instrument cluster is easy to use as well as see under direct sunlight.
• The Braking system is one of the best. (Non ABS used in test)
• Flat engine torque curve from 70 ft. lbs. @ 2,500 RPM to 97.9 ft. Lbs @ 7,000 RPM.
• Monstrous Horsepower weigh in at 161.4 hp @ 9,000 RPM.
• Over the top futuristic looks.
• Possesses most of the traits found in a sport touring bike with a gob of torque & Hp to boot!

Cons:

• Peg height is questionable. Riders with 33″+ inseam may feel a bit cramped.
• Fuel capacity is border line inadequate. Suzuki could have made the cowls smaller and taken on another gallon and a half. This would have added to weight but I doubt it would be that much difference in performance.
• The bars could have been raised another 2″ for a better rider position.

The looks of the bike are over the top by design. I found the two tone charcoal and silver B-King to appear wider and take on more of a transformer type look then the solid black. I also wish Suzuki would have stayed with the headlight bucket design on the original concept bike. To each his or her own.

Overall the Suzuki B-King is an exceptional roadster that allows the rider to enjoy a diverse set of riding. I plan to install a set of textile bags and the B-King will double as a street muscle bike and a Sport Touring bike. As for sport touring there is no doubt I will have to plan my rides carefully due to fuel capacity limitations.

FX’s new series, Sons of Anarchy, premiered last night and I watched it. I wish I hadn’t.

What a mess. The fact that the characters are in a biker gang is entirely irrelevant. They could be any gang gun-running thugs. The storyline is cliche; the son of the gang’s founder has second thoughts about the illegal activities of the gang after discovering his deceased father’s manifesto of the original vision for the gang. Others in the gang, including his own mother, are aligned against him to protect the profitable status quo.

Blah, blah, blah.

Don’t waste your time.

For other reviews check out:

BikerEvents.com

Jeff Henshaw’s Hog Blog