2018 Yamaha Star Eluder: Test Ride Video!

Hey, it's been a while! I'm trying something new with my acquisition of a GoPro Hero 5 Black, and for the first time, I was able to do a video of my entire test ride of the 2018 Yamaha Star Eluder bagger motorcycle. Enjoy the show!



Overall, I found the bike to be very well-balanced and smooth. Its engine is identical to the original Yamaha Roadliner/Stratoliner that debuted in 2006. The electronic cockpit was easy to read from a quick glance, and the onboard dual speakers are more than enough to counter the wind noise. One of my few critiques of the bike is that it lacks a heel-toe shifter which would be perfect for a bike with such a forward foot position. I recommend taking a test ride on one of them for kicks. You won't be disappointed.

Ride Review: 2016/2017 Honda Africa Twin DCT

Thanks to test rides at the International Motorcycle Show in Long Beach this year, I had the opportunity to hop on a 2016 Honda Africa Twin DCT (Dual Clutch Transmission). The unit itself is very no-frills and ready to "farkle." What is pictured below is a model with several of the optional accessories offered by Honda, such as a taller, non-adjustable rally windshield, built in engine guards, skid plate, hard cases, and a pannier.

Long-Term Product Review: Sena SMH10 Bluetooth Headset

Disclaimer: This is an unpaid, independent review on gear that I use on a daily basis. However, if you'd like me to real-world test other pieces of motorcycle apparel or equipment and write about it, e-mail me a private message!

When it comes to answering phone calls while on the motorcycle, riders have various preferences. Some want to be left alone to enjoy the ride, while others feel the phone buzzing in their jacket pocket or on the phone's screen as it's mounted on their bikes, finding themselves wishing they could hit "answer" and take the call without pulling over to the side of the road. For those riders whose phone is vital to work or for those who need to be connected to the world while on two wheels, the in-the-helmet Bluetooth headset is the practical answer to those needs.

For many years, I've taken the corded route when it came to receiving audio into my helmet, whether it be GPS turn-by-turn instructions or music for the commute and the long-distance trip. After a while, being tethered by a wire to my bike and having to remember to disconnect myself every time I'd walk away from my ride became a bit cumbersome, especially with the frequent mounting and dismounting that comes with motorcycle courier deliveries.

With the unique position of using my motorcycle for actual paid work, I've learned that having access to my phone without having to remove my full-face helmet* or stopping saves me time and energy. As a result, my on-the-bike nights become a lot more efficient and profitable.  *I do not wear a modular "flip-face" helmet out of personal preference.

So I went shopping for an easy-to-use, glove-friendly in-the-helmet Bluetooth unit, and weighing in my personal preferences and needs as a rider, I chose the Sena SMH10 Motorcycle Bluetooth® Headset & Intercom. This is my feedback after over a year of daily use while on the job and on recreational rides.

Honda Reflex vs. CA Freeways - Life lessons from "high speed" scooter riding.

In my professional and personal life, I've thrown my leg over dozens of motorcycles. Some bikes have ranged from the simple, single-cylinder machines to the massive behemoth Triumph Rocket III and its 2300cc engine. Some of those rides bring out the speed demon in me, and I know how it feels to blast down the road at 140MPH...on my FJR nonetheless.

However, what I've learned from taking a "slow bike" fast than a "fast bike" slow is what I value the most in my interactions with two-wheeled machines. In the moments when a full understanding of the vehicle between your legs is far more important than how far the throttle is twisted in your right hand is when everyday living gains a new perspective.

Long Beach Hydrobikes...because sometimes you need to get away from wheels.

As part of a week-long celebration of the triumphs over my struggles throughout this past year, I treated myself to a hydrobike ride in Long Beach at the Alamitos Bay. From where I live, it's a very quick drive across the Vincent Thomas Bridge, through Downtown Long Beach, and right past Belmont Shore before hitting Pacific Coast Highway.

Just head all the way to the end of the bay and follow the signs. You can't miss.

The hydrobikes are right at the end of a dock. I got there for the first appointment at 11AM so they were all still parked.

Riding a hydrobike is quite easy. If you can't ride an actual bicycle, you'll still be okay...no balancing of the unit is needed. Just pedal away and point the bike toward your destination. You'll get there eventually.

The route that patrons are given will lead you across the bay and into the Naples neighborhood of Long Beach. Naples is modeled after the same part of Italy and is known for its romantic canals (yes, there are gondola rides too for you boyfriends looking for ideas). We rode in a counter-clockwise direction, and with no wakes or fast boats in the way, it was more of a pleasure cruise with a little bit of cardio involved.

What you see is me having fun. What you don't feel is that it was nearing 95°F on the water with a heat advisory and the sun blazing down on me at noon. I'm wearing a UPF 50 wicking shirt from REI. No burns here.

Naples holds onto its namesake quite well with actual gondola rides along the canals. The city of Venice (near Santa Monica) had the same thing for a while but the area is no longer as well-maintained as this place.

Pedaling for a straight hour is definitely a great workout! I was glad that I didn't bring my giant Nikon DSLR camera, holding my cell phone to take all these shots was enough of a challenge. Fortunately every hydrobike has cupholders and a cubby compartment for a small bag and your refreshments and personal items. I took the rehydration bit one step further and wore a my Camelbak, the same one I use on my motorcycle rides. It was hot, and I was drinking out of it a lot.

The name of this boat took the words right out of my mouth.

Tip: Wear athletic shoes, unless you want to try to fish your flip-flops out of the water. If you follow instructions, there's no real way you can fall off the bike.

After that fun excursion, I headed up the road to have lunch at nearby Joe's Crab Shack. I had wanted to try this national chain at least once while I still lived in Ohio so it made my personal victory even sweeter as I was making a mess of myself cracking crab legs and munching on hushpuppies. I even topped it off with a root beer float! For an escape of a Friday before heading off to courier work, this was definitely one of my more memorable adventures.

Joe's Crab Shack offered a wonderful view of the Alamitos Bay Marina. Why the hell did I leave California? Anyway, the reason no longer exists, and I'm a better person for it.

Steps for enjoyment. 1. Take a nice photo. 2. Destroy it efficiently.

For more information about Long Beach Hydrobikes, visit http://www.lbhydrobikes.com/. Bring your friends or go by yourself! It's all good either way...and go eat some crabs too. Because crabs are awesome.

GUEST POST: Road Trips with an Indian Chieftain (Dewayne Jasper)

For the first time ever on Two-Wheeled Tourist, I have a guest post! Enjoy some insight into the new 2014 Indian Chieftain (made by Polaris Industries).

If you're a motorcycle enthusiast and are interested in becoming a guest blogger on here, fill out the inquiry form on the right side of the page and I'll get back to you.

Disclaimer: Any opinions expressed within this blog post are those of the author and not necessarily held by Two-Wheeled Tourist.

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My Indian Chieftain is without a doubt my favorite motorcycle that I have ever owned. As one of the most popular models of all time, I can't help but think that there are plenty of people out there who feel exactly like me. The bike has been with me for over a decade, and even today I still get a rush when the weather starts to change and I can start making preparations for my first trips of the year. I am constantly evaluating new gear that I should purchase, making small customizations and upgrades to the bike, and generally nerding-out over purchases that I am planning on making in the future. There are many things that I love about my bike. I find it particularly suited for long term road trips. Some of the biggest reasons why I love it include;

Smooth Riding

The Indian Chieftain provides an almost unbelievably smooth ride. The purr of the engine is almost symphonic in nature, providing a ride that is smoother than almost any other contemporary motorcycle that I have ridden on. At an idle, the exhaust has a very easy resonance and even when traveling at high speeds the engine has a sound to it that is rarely replicated. The rides are always smooth, handling even the most violent of potholes with relative ease.

Plenty of Torque

Of course a smooth ride with a quality engine purr doesn't mean anything if there isn't some serious power to go along with it. The vehicle features a big 111ci counterbalanced V-twin engine. This means that the bike has a ton of effortless torque. This makes maneuvering and accelerating easy around large amounts of traffic. This helps me to feel safer when I am on the road, particularly in conditions that I am not 100% comfortable in. The torque and ease of acceleration in spite of the overall weight of the Indian Chieftain have been one of the biggest draws to the vehicle for me personally. I love the smooth riding, but there needs to be some serious power in order for me to feel as if I am truly in control. 

Riding Position

The riding position of the Indian Chieftain is absolutely excellent as well. The bike features a wider set of handlebars, and the seat bolster keeps you sitting a few inches closer to the tank than you would on other, similar bikes. The saddle of the bike is extremely comfortable, and was obviously made for long term expeditions. I rarely experience any serious soreness when riding over the long term, and the riding position is comfortable for men of all sizes. 

Great All-Season Electric Windshield

The all-season electric windshield is where the bike truly shines. The windshield completely protects the arms, chest and torso from the wind and is high enough to put the face behind if needing be. The adjustable windscreen is an excellent addition to the bike, and makes it so individuals of different sizes can make sure that they are getting the protection that they want. With the screen up, you can utilize the windscreen as a full face shield.

Weight

If I had one gripe about the Indian Chieftain, it's that it is a bit heavier than it needs to be. They could easily have cut back 50 lbs from the 800 lbs frame, without losing too much as a result.

About the Author:

Dewayne Jasper has been riding for over 6 years; He wants to describe Road trips on his favorite Indian Chieftain.

Quick Rides: 2012 Zero S ZF-9 Electric Motorcycle

By just luck of the draw, I had an impromptu opportunity in Los Angeles to test ride a 2012 Zero S ZF-9 electric motorcycle. This was a very different ride to say the least, and the overall performance of this motorcycle makes me very excited for the limitless potential of electric powered vehicles.

No internal combustion, no cylinders, just an electric motor and a giant battery.

The bike from the start was easy to handle. It's super light feel made it easy to move out of its parking spot. It started up silently and power was instant with the twist of the throttle. Its acceleration was surprising, if not astonishing, for an electric motorcycle. I found myself halfway across the alley before I realized what was going on. Fortunately, the brakes were more than responsive enough to bring me to a crisp stop.

The controls are standard to that of a conventional motorcycle. The big difference? This model is clutchless. I found myself reaching into space with my left hand.

Closeup of the instrument cluster.

On my short, 5-mile test ride through the streets of Westwood/Santa Monica, I weaved it through traffic quickly and efficiently with no issues. The twist of the throttle started the whirr of that electric motor and off I went down the street. Acceleration was smooth and there were no breaks in the powerband. The bike itself was very well-balanced and just flowed cleanly into turns. I could imagine the critics having issues with the bike's silence on the street. Although the whole "loud pipes save lives" thing is a big to-do with a lot of motorcyclists (it's not true, trust me), the overall nimbleness of this bike will get you out of a mess long before it begins.

Don't let the alternate mode of power fool you. Suspension in the front (forks) and the single shock rear is just like a standard motorcycle.

There are two driving modes for this Zero, "Sport" and "Eco." For the more spirited rides, push the button.

Belt final drive ensures the most power transferred to the rear wheel.

I wouldn't be surprised if more of these started showing up on roads more frequently in the next several years.

For in-town shenanigans, this bike is more than enough to get you where you need to be. For more information about Zero Motorcycles' current line, visit http://www.zeromotorcycles.com/.

Test Ride Review: 2011 Triumph Tiger 800

Last week I took a field trip to Akron, OH to participate in a Triumph demo event hosted by Northern Ohio Ducati Triumph with hopes of test riding the new Triumph Tiger 800 and Sprint GT 1050. For the second time that I've attended these events in the last year (the other one being at MOTOHIO European Motorbikes in Columbus), Triumph didn't make the Sprint GT available for test rides. I speculate that they're selling them like hotcakes. Here's my last blog post regarding the Sprint GT.

Triumph has two versions of the Tiger 800: the 800 and 800XC. The latter is a more off-road oriented version with spoked wheels, a taller, wider seat, and handguards. I test rode the regular 800 in Crystal White.

2001 Triumph Tiger 800. The XC model (also in Crystal White) is in the background.

Test Ride Remarks:
I rode an 8-9 mile round trip route through main streets and residential roads. The crawling traffic allowed me to test its balance in slow speed maneuvers and I was extremely impressed. Acceleration was quick and shifting was smooth. Like its big brother, the Tiger 1050, the powerband was easily accessible in every gear. In the sharper corners, the Tiger leaned into curves without much effort and its lightweight chassis made it easy to flick around. Braking was crisp and sensitive with stainless steel brake lines included standard (Japanese bike makers, please take note).

The Titanium/Carbon Fiber Arrow exhaust is definitely a nice upgrade!

The on-board controls include a digital speedometer, fuel gauge, dual trip odometer, analog tachometer, and *drum roll* gear indicator!

Factory option saddlebags (as shown on the Tiger 800XC). Notice the notch made to accommodate the exhaust pipe.

I would like to see how this bike would fare in long distance or prolonged rides. In terms of traveling range, the 5 gallon tank in addition to it being an 800cc triple cylinder bike would make it a formidable long-distance rider. I would estimate this bike to get anywhere from 45-55MPG which would make it super economical at the pump.

Pros:
- Well-balanced and extremely easy to handle around corners and slow-speed maneuvers.
- Spirited six-speed engine with full range of power available with the flick of a wrist.
- Optional Arrow titanium exhaust has a wonderful deep sound and burble to it.
- Cleated footpegs are standard and ready for those occasional dual-sport excursions.
- Adjustable stock seat height from 31.9-32.7 inches.
- Just knocked the Tiger 1050 off my already short list of bikes to acquire!

Cons:
- Handlebars are a quite wide and could be tilted back a bit further.
- Clutch's friction zone takes longer to engage (the lever has to be nearly all the way out for the bike to start moving).
- High-mounted exhaust pipe will make mounting saddlebags a little challenging.
- Shorter inseam riders may need to make a few adjustments.

Special thanks to the guys at Northern Ohio Ducati Triumph for hosting this test riding event. If you're ever in the Cleveland (Akron) area and want to stare at bikes and hang out in their gorgeous showroom, come by for a visit!

For manufacturer information about the Triumph Tiger (and their other bikes), visit http://www.triumph.co.uk/usa/.

Guest bikes serving in Eleanor's absence...

With Eleanor back in the lineup, here's a look at the several motorcycles that substituted for her in the near month she's been out. At the time this blog has been posted, all bikes except for the Piaggio BV250 and the Honda Sabre are still up for sale at my store. Visit http://www.indmoto.com to see more photos and more detailed descriptions about them.

2007 Yamaha V-Star 1300 Touring
Features: fuel injection, belt drive, water-cooled, windshield, lockable frame-mounted saddlebags, sissy bar

2003 Honda VTX1300S
Features: saddlebags, engine guard with highway pegs, Memphis Shades windshield, lower wind deflectors, sissy bar with cargo rack, custom teardrop shaped mirrors, custom license plate holder, and throaty Cobra slash-cut exhaust

2005 Honda VTX1300S
Features: custom purple/silver flame paint scheme, highway pegs, sissy bar, and Memphis Shades quick-release windshield

2005 Honda VTX1300S
Features: color matched hard saddlebags, whitewall tires, National Cycle Switchblade quick-release windshield, Mustang leather tank pad, flush-mounted analog clock, custom grips and mirrors, clear taillight and turn signals, and throttle lock

2008 Piaggio BV250 Tour
Features: Givi 46L topcase, fully automatic, 75 MPH...you betcha!

2008 Yamaha V-Star 1100
Features: factory floorboards, passenger backrest, saddlebag supports, and auxiliary light bar. Custom accessories include highway bars and pegs, air intake upgrade, saddlebags, sissy bar, windshield with storage bag, and double straight pipe slip-ons.

2005 Yamaha Road Star Silverado XV1700
Features: factory windshield, studded rider seat and saddlebags, and passenger seat with a sissy bar, whitewall tires

1986 Honda V65 Sabre
Features: fastest quarter-mile bike of 1985-1986, 100% stock, CLEAN, a 25 year-old bike that refuses to act its age!

2007 Suzuki Boulevard M50
Features: Vance and Hines slash-cut pipes, faux carbon fiber accents, fully stock

Ride Reviews: Triumph Thunderbird 1600, Tiger 1050, Rocket III Roadster

I had the chance to test ride a few Triumph motorcycles last Saturday at MOTOHIO European Motorbikes in Columbus. This was the first time I had the chance to officially test ride motorcycles since going to the last Femmoto event in Las Vegas in October 2008 and it was a nice change of pace instead of working a full day at my store. Oh dear, such a punishment for me! Okay, fine...it was in the mid 90s and sweltering hot. That was something six bottles of water and a few hot dogs fixed quite easily.

So first up to the plate was the Thunderbird 1600. It's a parallel twin powerhouse on two wheels (and I haven't even made it to the Rocket III yet). For its size it was well-balanced and felt like a much lighter bike. It had quick acceleration and every gear was smooth, making shifting effortless. I was cranking this machine through the turns and it responded to my every command. For cruiser-style bikes, it's difficult to find one that doesn't make twisties feel like a laborious task and this one definitely proved itself to be an agile winner. Additionally, its seat height is quite neutral; I'm 5'5" and was flatfooted on it. However, because of the location of its forward controls, I found myself either overstretching slightly or reaching for the levers, suggesting that the ergonomics are more for someone who is several inches taller. Aside from that, if you're looking for a power cruiser that's fun, agile, and has the potential to keep up with the sporties, this is definitely a bike for you.

The Tiger 1050 SE has now earned a place in my top three list of future, full-time utility motorcyles that could take my FJR1300's place whenever it decides to retire. It's upright, enduro-style posture was comfortable and made me feel taller. It's agile and smooth at any speed at any gear, and has power to boot. I had a great time running that triple-cylinder engine through the gears and its constant spunk reminded me that it had torque to spare. I was also surprised by the firmness and comfort of the stock seat, too. My major criticisms of it are that it doesn't have the same luxury options as the FJR such as an electric, extendable windshield and large plastic fairing for those jaunts in the late fall/winter months. Additionally, it's chain-driven so there's a little bit more maintenance issues involved, especially on long-distance runs. Also, the stock sidecases aren't large enough; one sidecase's cargo room is compromised due to the bike's exhaust pipe, and the larger sidecase can't fit a single full-face helmet...it definitely needs a top case or aftermarket sidecases. The 32.5" seat height will take a little getting used to as well. Otherwise, it's a contender to the low-seat, low-frame BMW R1200GS.

The last ride of the day was a reunion of sorts with the Rocket III Roadster. I had my first encounter with the world's largest production bike in 2007 when I rode it to kill time while getting the 8000 mile service on my FJR in Lakeville, Minnesota. This 2010 version, however, is the souped up roadster version. Triumph has gone ahead and made a leaner and meaner edition of its excellently designed high engine displacement machine.

Its powerband can be summarized in one word: torque. This thing gets you moving on sheer power. The 2294cc engine was barely trying to get me moving; I was never above 3rd gear at any given time (the thing has five gears). I slammed this bike into a curve and it leaned effortlessly through it. I hope to try the fully dressed touring model someday; that is one that screams for a towing hitch and an accompanying trailer. I applaud Triumph for creating and improving a bike that, not only has an engine larger and with more torque than most economy cars, but also thinks it's a bicycle and eats curves as if it were one. My only criticism is ergos; the location of the pegs on the Roadster had my knees up higher than I would like for long distances. Then again, this thing is intended to be a short-distance hooligan...for longer trips it's the touring edition.

In general, every Triumph excels in agility, smoothness, and braking power. All you need to do as a rider is find the one that fits your personality. For me it's the upright styled Tiger 1050. Of course, with the constant evolution of motorcycle technology that could change in the next several years. Oh well, Eleanor isn't going anywhere for a long time, and I wouldn't want her to, anyway. :)