We weren't exactly standing around an minding our own business this week when a pair of Indian motorcycles pulled up in front of our New York office.

We were expecting the bikes and looking forward to checking them out.

What we didn't entirely expect was the traffic-stopping Polaris Slingshot, a ferocious-looking three-wheeled motorcycle/car mashup.

Polaris now owns the Indian brand, by the way, along with another Harley-Davidson competitor, Victory. You might know Polaris, a Minnesota-based company, for its "All-Terrain Vehicles" (ATVs), which are popular among hunters and sportsmen.

You might also know Indian, an American motorcycle manufacturer that was founded in the very early years of the 20th century. It has something of a cult following as a Harley alternative — Steve McQueen liked them — but the brand has been in a sort of constant limbo/state-of-revival for decades. Polaris is the latest player to give it a shot.

The Slingshot, however, is another story altogether. It's part of a new genre of powersports vehicles, a group that includes the Campagna T-Rex and the Can-Am Spyder. The Slingshot is currently available only in hot, hot red and from what I could tell from a spin around the block, it can get up and go real, real fast.

Bottom line: We had a great time checking out these rides:

We briefly took over the curb in front of BI's office building.

Here's the Indian Scout, an 1133cc cruiser that Road & Track recently called a "shot across the [Harley] Sportster 1200's bow."

The Scout's details are absolutely gorgeous. 

I hopped on — but didn't didn't go anywhere! That's Sam Ro in the background, studying his lunch.

The much bigger Roadmaster isn't quite as spry, but it does look like it would be pretty comfortable to ride across a few state lines. Check out those big equestrian-style seat/saddles, an Indian trademark. 

The American flag looks good reflected in this chrome detail. 

Hello, Slingshot! That's BI's Ben Zhang to the left. I'm giving the thumbs-up on the right. The dude in the middle, smiling, is from Polaris. The guy in the hat was just one of the MANY people who stopped by for a peek. 

Enough with the thumbs-up already! Let's drive this sucker! The helmets, by the way, are required, even though the Slingshot is essentially a car up front with a motorcycle-style drivetrain in back.

SEE ALSO: The Guy Behind Failed Fisker Automotive Is Back With A Motorcycle Design

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Eva Hakansson and Bill Dube, a husband and wife from Denver, Colorado, have spent the bulk of their free time over the past five years tooling away in their two-car garage. Their labor of love, an electric motorcycle called the KillaJoule, is now an official record holder. 

In late August, Hakansson, a 33-year-old PhD candidate at the University of Denver, and Dube, a research scientist at the National Oceanic and Atmospheric Administration (NOAA), took their backyard creation to the Bonneville Motorcycle Speed Trials in Utah. 

With Hakansson at the helm, the KillaJoule reached an incredible 241.901 mph on Utah's legendary Bonneville Salt Flats. In an instant, Hakansson became the fastest woman on a motorcycle in the world, and the KillaJoule became both the fastest electric motorcycle ever built and fastest motorcycle with a side car. The record setting-run beat the previous electric motorcycle land speed record by a whopping 25 mph. But Hakansson and Dube knew their creation could go even faster. So last week, they returned to the Bonneville and upped the ante even more by hitting a whopping 270.224 mph. "The computer model showed a possible maximum speed of ~270 mph,"Hakansson wrote in her blog. "For the first time ever, practice agreed with theory. We were both pleasantly surprised. It doesn’t happen very often, for sure." The KillaJoule is truly an incredible machine. Power for the record -setting bike comes from a 500 horsepower EVO electric motor with juice stored in a series of lithium nano-phosphate battery cells from A123 Systems. Weighing in at 1540 pounds, including Hakasson, the KillaJoule is constructed with chrom-moly steel tubing wrapped in pre-painted aluminum body panels. Here's a detailed breakdown of Hakansson and Dube's design:

"The main purpose of the sleek, sexy motorcycle is to show that eco-friendly doesn’t mean slow and boring," says Hakansson. She's definitely spot on in her assessment: 240 mph is never boring. 

Take a look at the KillaJoule's record-setting 241 mph run:

SEE ALSO: A Spectacular Crash Could Boost Interest In Electric Car Racing

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NEW YORK (Reuters Health) - Motorcycle injuries requiring a trip to the hospital have increased in recent years among older male riders, while injury rates for women and younger men haven’t changed, according to a new study from Canada.

The spike in injuries among men over 45 suggests that more male Baby Boomers are taking to two wheels as a leisure activity, and they may need training and other injury prevention strategies, say the researchers.

“We were surprised by the extent of the increase in injuries among older men motorcycle riders,” said Mariana Brussoni of the British Columbia Injury Research and Prevention Unit, who led the study published in the BC Medical Journal.

In British Columbia, “motorcycle injuries among younger men are actually going down, and they’ve remained stable for women, so it’s only older men that are going up,” she told Reuters Health in an email.

In the U.S. between 1998 and 2007, according to National Highway Traffic Safety Administration (NHTSA) statistics, injuries among riders 50 to 59 years old went from 6,000 to 15,000, a 150 percent increase, and among riders over age 60 the number of injuries rose from 2,000 to 8,000, a 300-percent jump.

Brussoni said she and her colleagues wanted to find out whether there was a similar trend among older motorcyclists in British Columbia.

“The idea is not to get older men off their motorbikes, but rather to make sure everything is being done to help them keep themselves safe when they’re riding,” she said.

The researchers looked at British Columbia motorcycle injury data from 2001 to 2010 and found that approximately 37 percent of the men who suffered motorcycle-related injuries were between the ages of 45 and 74.

They also discovered that motorcycle hospitalization rates for men in that age bracket doubled during that period, from 18.4 per 100,000 to 36 per 100,000.

In addition, hospitalization costs for older male riders rose by 61 percent, while the hospital costs for younger men didn’t change.

Older men also had higher rates of internal organ injury but were less likely to suffer injuries such as sprains and strains. Older men were also more likely to be injured while riding in rural areas.

The study does not delve into why injury rates have gone up among older BC men, but assumes that the number of older men riding motorcycles in general has risen. These Baby Boomers may have used motorcycles as inexpensive transportation when they were younger and now see riding as a primarily leisure-time activity, the study team writes in its report.

Brussoni speculates that older men might be finding themselves with more free time due to retirement and their kids leaving home, and more disposable income.

“They may have ridden motorcycles in their youth, or may have always wanted to, so they go out and buy a motorbike,” she said. “They could be buying powerful machines that they may not be adequately prepared to handle.”

Brussoni said age-related changes can influence the ability to handle the machines, such as declines in eyesight, reflexes, flexibility and strength.

“Their bodies are older so when an injury does happen, it is likely to require more time to recuperate than when they were younger,” Brussoni said.

When it comes to preventing injuries, Brussoni said older men should obey all traffic rules.

“Over and above that, we don’t actually have strongly evidence-based prevention strategies for older men . . . but in general we would recommend getting the right training, wearing the protective gear, and if needed, making sure they’re riding during daylight hours and in good weather,” Brussoni said.

Brussoni added that it's also the responsibility of other vehicles on the road to be aware of motorcycles.

“Their size makes them harder to see and cars need to pay attention and show care too,” Brussoni said.

SOURCE: http://bit.ly/1EkA0n6 BC Medical Journal, online October 2, 2014.

SEE ALSO: A Colorado Couple Built The World's Fastest Electric Motorcycle In Their Garage

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Tesla and Elon Musk have made electric cars cool.

And not content to make them just cool — Musk & Co. have made them supercool! The recent media spectacle surrounding unveiling of the all-wheel-drive, 0-60-in-3.2-seconds Model S P85D supercar is a case in point.

But of course as far as the electric car market goes...the situation is rather grim. Tesla kind of has the space to itself, as major automakers have trimmed back their ambitions and startups have faded away or gone bankrupt. 

Electric motorcycles, on the other hand, have hung in there. Harley-Davidson rolled out a concept, and both Brammo and Zero continue to make and sell bikes. 

The big issue for EVs has been limited range. Tesla has solved that problem by building its car with a big, expensive battery that serves up roughly 300 miles. Most other EVs only deliver 80-100 and are aimed at commuters.

Electric motorcycles, by contrast, are designed for fun. And one of the most fun is the Energica Ego 45 — a superbike, made in Italy (Modena, to be precise), that's starts at $34,000 and goes all the way up to $68,000.

It's the brianchild of CEO Livia Cevolini, whose grandfather started a company that supplies components to Formula 1 and NASCAR racing teams. She makes no bones about Energica's DNA — it's Italian, it's luxurious, and it's exclusive. Cevolini's ambitious have a clear precedent: Ferrari.

Ducati is the Ferrari of motorcycles (even though it's run by Audi-owned Lamborghini).

Energica wants to be the Ferrari of electric motorcycles. (There's an American company, Mission, that's trying to be the Tesla of electric motorcycles — and that has a bike that competes with the Ego on performance.)

One thing that Energica has going for it on this front is that, like Ferrari, Energica's parent company, CRP, has been developing electric racing bikes. Ferrari grew out of building race cars, so Energica is following a similar, and quite Italian, script.

If you want a very well made, very fast bike that producing no tailpipe emissions but that can match the world's fastest supercars — Ferraris, Lamboghinis, Porsches — in a 0-60 sprint, the Ego 45 is something that you'll want to sample. 

I did. It's beautifully designed and executed, quite comfortable to ride, and blisteringly fast. Is it a growling, whining noise machine? No. But it's still thrilling. 

Electric motorcycles have a feature that's more appealing on two wheels than it is on four. You don't have to shift gears. On regular gas-powered bikes, this is achieved using a clutch on the left handlebar grip and your foot. But electric motorcycles, like electric cars, have only one speed, so it's all down to your right hand, twisting the throttle to make the bike move. 

And like electric cars, electric bikes have massive torque available from a standing start — so their acceleration is downright frightening. Or exhilarating. It all depends on your perspective.

You might not want to drop the price of a couple of Honda Accords on a plaything like the Ego 45. But if you want to ride a motorcycle and would rather not deal with the gearshifitng business, an electric bike could be the way to go.

In any case, if you ride motorcycles of any sort, you owe it to yourself to give the Energica a try.

SEE ALSO: ELON MUSK REVEALS TESLA D SUPERCAR, PLUS AUTOPILOT FEATURES

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The long-hyped Ducati Scrambler recently debuted at the Intermot motorcycle show in Cologne, Germany. Powered by an air-cooled 803 cc engine sourced from the brand’s Monster lineup, the Scrambler takes its styling cues from the off-road motorcycles of the 1960s and 1970s—a bike segment Ducati last visited more than a half century ago.

The four variations revealed at the show should appeal to nostalgic riders hoping to relive the glory days of off-roading. The aptly named Icon ($8,495 in red, $8,595 in yellow) offers the most basic entry point in the Scrambler lineup, while the Urban Enduro ($9,995)—which is given a Wild Green paint job—has a high-mounted, dirt-friendly front mudguard, spoked wheels, a headlight grille, and off-road handlebars with a crossbar. The Classic ($9,995) combines spoked wheels with a vintage-style seat, and the Full Throttle ($9,995) pays homage to flat-track race bikes with a snug-fitting saddle, lightweight alloy wheels, a tapered tail, and a short mudguard.

By combining classic dirt-bike signatures with what Ducati calls “post-heritage” details—such as LED lights, antilock brakes, and under-seat storage equipped with a USB-powered charger—the Scrambler should attract a new generation of riders intrigued by the past but looking toward the future.

[Editorial note: Actor Steve McQueen was an off-road cycling enthusiast. You can watch him in action here.]

SEE ALSO: A Colorado Couple Built The World's Fastest Electric Motorcycle In Their Garage

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This is not your typical custom chopper.

Akrapovič, a Slovenian company that makes custom car exhausts, just unveiled their new concept bike called the Full Moon at the Custombike Show in Bad Salzuflen, Germany. And boy, is it a doozy!

It was created in partnership with Slovenian Dreamachine Motorcycles, and it's proportions are unlike any custom bike you've seen before. The huge front wheel that gives the concept bike its name measures a whopping 30 inches in diameter and is made out of aluminium and carbon fiber.

As Autoblog notes, that's "13 inches wider than the front wheel on a Ducati 1299 Panigale, 11 inches wider than the front wheel on a Harley Davidson Road Glide."

It's also 14 inches larger than a Big Wheel, the toy tricycle that this concept bike's shape can't help but call to memory.

That huge backend of the bike makes up the exhaust. Yeah, the whole thing. According to the company, all the sculptural bodywork is made out of sheet metal, which forms an extension of the two custom-made exhaust systems.

"The bike itself is essentially an exhaust," Akrapovič says.  

We can only imagine what it sounds like.

Add to that a heap of technology — automated steering, LED taillights, and a hydraulic suspension that enables the bike to be parked upright — and you end up with quite an impressive piece of machinery.

Check out more pictures of the out-this-world design below.

SEE ALSO: These 3 Awesome Motorcycles Rolled Up In Front Of Our Offices And Stopped Traffic

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Like a Pavlovian cue, the mesmerizing engine note of the 2015 Indian Scout immediately sends the mind racing back through Indian Motorcycle’s legendary heritage.

Back to hall-of-fame Scout rider and Indian Wrecking Crew member Bill Tuman’s victory at the Springfield Mile in 1953. Or to Burt Munro streaking by on a modified Scout during his record-setting speed run at the Bonneville Salt Flats in 1967.

A recent test of the brand-new addition to Indian’s model lineup at California’s Salton Sea proved the new Scout to be a worthy heir to its predecessors’ mantle.

The 2015 Scout test-drive consisted of one lap around the Salton Sea, which was created more than 100 years ago when irrigation canals overflowed into a dry desert lakebed lying 200 feet below sea level. Ever since, this has been the largest inland body of water in California.

While the Scout could have mastered a mountain road, it instead happily motored along the lake’s eastern shore, where stunted towns attest to long-abandoned plans to turn the area into a resort destination. The 1133 cc V-twin engine, which was created just for this platform, performed well in fourth gear—tapping into all of its 100 hp—as the bike overtook dawdlers. But sixth was good too—even for relaxed cruising—and while riding in this gear during the journey’s outbound leg, the bike was getting 44 mpg. (Indian says that it has not yet confirmed the mpg rating.)

In the south, the lake meets the Imperial Valley’s green fields—and their insects. Luckily, a Lexan windshield with a quick-mount installation system is an available option. Another option, a passenger seat, is upholstered with the same beautiful leather as the driver’s saddle.

On the western shore, the smoothly surfaced divided highway encouraged faster cruising, and the bike’s twin exhausts shattered the silence of the tranquil lemon and date groves. Returning to the starting point near Palm Springs, the Scout had covered 200 miles with poise and inspiring capability—and might have made some new history.

SEE ALSO: These 3 Awesome Motorcycles Rolled Up In Front Of Our Offices And Stopped Traffic

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Whether you’re buying a used car, motorcycle, or other type of major purchase, buying used can save you a ton of money.

However, with more reward comes more risk as buying used could be disastrous for the thing you're buying ... or you.

Here are seven tips that can make buying anything used easier, safer and even cheaper.

Know what you can afford

Before you even start looking on Craigslist and eBay for any used item, calculate how much you can afford to pay. Check your bank accounts, triple check your bills and figure out if you can pay without getting a loan.

If you have enough money saved up to purchase the used item right away, great - move on to step two. But if you don’t have enough money and need a loan, go by your local banks and credit unions – since they’re known to offer better rates than banks – and see what kind of APR rates they’ll give you.

If you’re unsure of your credit score, a free website that will give you a good estimate is Credit Karma. Based on your credit score and the duration of the loan, you now have an affordable way to purchase the used item.
Being brutally honest with yourself in this stage will give you a better chance to buy something that you will be able to actually afford.

If it’s a big purchase, don’t forget to call your insurance company to see if there’ll be any differences in your existing payments.

Become an Expert

This involves doing copious amounts of research. Websites like Craigslist and eBay will give you a good idea of what the used item is going for, but it’s only a starting point. Use any other websites you can, like Kelly Blue Book, Nada Guides, Cycle Trader, etc. to the point where you become a master on how much your specific item is going for.

After you’ve narrowed it down to a few items, take a look at what makes them tick. If it’s a motorcycle, some basic questions to ask include: what are some parts that tend to break, what do parts run for, how much do repairs cost, is the bike easy to work on and does this bike match my riding style/personality?

Most motorcycles have specific forums and websites devoted to various makes and models, and the technical problems and specifications about them.

Becoming an expert on your specific item can only help you later on in the actual purchasing process. For instance, on our Craigslist Project Bike, 1982 Suzuki GS750 project, we found GSResources.com for boatloads of information about carburetor issues and where to find cheap replacement parts.

Buying used is supposed to save you money, but if you don’t do your homework, it could actually cost you more. The more research you do, the better prepared you’ll be for the later stages of the purchasing process.

Make it Easy on the Seller 

As a seller, there’s nothing harder than giving up something you truly love. Yes, there are sellers out there who are just trying to make a quick buck, but that’s usually not the case. The seller has something you want and you have something they want, so why not make the process easier for both of you?

When you contact the seller, try to be as specific as possible. Provide your name, a number and a good time to get in contact with you. Providing a number tells the seller that you’re serious about this purchase and that you’re ready. Don’t contact the seller if you don’t have the funds. You’re just going to upset them and waste both of your time.

Ask any preliminary questions you may have in regards to the used posting you saw, but stay away from negotiating. Sending a seller an offer before seeing the item can be disheartening for them, especially if it’s lower than what they expected. You both know if you make an offer sight-unseen with plans to only see the item, no purchasing commitment, then you'll probably try to make an even lower offer when you do see it.

Arrange a meet up time that works for both of your schedules while making an effort to go out of your way to make it easier on them. Trust me, they’ll appreciate it, which may come in handy during the negotiation process.

Always Have a Backup Plan

Before getting all excited at the prospect of that perfect, used item actually existing, make sure to have a backup plan. If you’re planning to go five minutes away from your house, a backup plan may not be necessary. But if the item is an hour away, it’s a good idea to arrange meetings for a couple of used items. That way if the buyer flakes on you, the whole trip isn’t a waste of your time.

When you agree to a meeting location with the seller, make sure to check out the location using Google Maps before heading out. If the location looks sketchy in street view, then it’ll probably look even worse in real life.
If that’s the case, politely ask the seller to consider moving the meet up to a more public location, like the McDonalds down the road. There’s no harm in talking about a used item out in the public.

Even if you’re set on purchasing the item, try not to bring all of the money at the first visit. Bring a healthy deposit that you’ll be able to give to the buyer to show him/her that you’re serious. Not bringing a lot of cash allows you to be safer if the situation gets dicey.

However, only you know your own schedule, so plan accordingly. If you have to bring all of the money, leave it in the car until you’re done looking over the used item out and have checked out the meet up location.

Regardless of where you’re going and who you’re meeting up with, bring a friend. This will not only help you get another perspective, but also a helping hand. You never know what’s going to happen, so before you leave, tell someone the details about where you’re going and who you’re meeting.

Look Over the Item Like a Crazed Scientist

When looking over the used item, take your time. While it may seem like the end of the world if you don’t get that item at that exact moment, the truth of the matter is that there'll be another one at a later date.

When making a purchase, you’re bound to be excited, but try to remain calm. Carefully examine whatever it is that you’re buying in a way that would make a person with OCD happy. Ask questions, make observations, make judgments, ask your buddy for their point of view, don’t leave the meeting with any questions left in your head.

Questions like: how was it used, how long has the buyer had the item and how did the buyer come to own the item should get your mind thinking along the right line.

Most buyers won’t let you drive/use the item in question without the full asking price in hand, which is fine. Ask them to drive/use the item until you are satisfied. This is where your copious amounts of research will come in handy. Since you are now an expert on your item, you know what tends to go wrong with the item and what should’ve/needs to be replaced. If you feel inclined, bring the item to a trusted member (mechanic) for them to look over.

Follow Your Instincts

After doing all of the research, saving up the money and taking the time to meet the buyer, you should still trust your gut feeling. If you see the item and you immediately get a bad feeling about something, leave. It’s okay to walk away. Politely state that you are no longer interested, or, if it’s really bad, run away.

If the seller rubs you the wrong way and you feel like he/she is trying to rip you off or you get a bad vibe from them then jet. Chances are the seller will probably sit on the item for a while and be more inclined to give you a better deal at a later date. Or maybe something better will arise.

It’s better to walk away from a sketchy deal than to get entangled in a mess costing you a lot of money.
For us automotive enthusiasts, our gut instincts usually get us into trouble. So follow your head – not your heart – and triple check everything you’re doing.

Make Them Happy

From Editor Jesse Kiser: My grandfather's best advice was to compliment the seller, but tell them what you're able to spend on the project. Don't pull that, "Well, it isn't worth your asking price because the paint looks crappy and the chrome is faded." But rather, "It's worth what you want for it and a great item, but I can only afford to pay X amount for it."

Often if it's a motorcycle, car or major project (basically anything that isn't a part you'd pick up at a swap meet), than the owner has some sort of emotional connection to the item. Before they decided to sell it, they sat down and thought about what they've invested in it, money, time and emotions. Insulting the owner sometimes doesn't work out in your favor.

I was selling a 1966 Oldsmobile Delta 89 once, when a German man insulted the car, laughed at my asking price and began to list everything wrong with the car, followed by an offer that was half my asking price. By the time he was done, he could have offered me double my price and I still would not have sold it to him. I simply asked him to leave and that was that. I sold the car for my asking price a week later.

Enjoy the Fruits of Your Labor

These six tips aren’t the end-all be-all of making a used purchase, but as an individual who’s bought a lot of large purchases through private sellers, I believe they do help.

Buying used doesn’t have to be a hassle. Using these six tips can get you a better deal, while saving yourself a lot of time. In the end, make sure you enjoy what you’ve bought and relish in the fact that you just saved a lot of money over buying something new.

SEE ALSO: Teslas Are Great, But You Need To Check Out This $68,000 Italian Electric Superbike

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Everyone's been buzzing about the Gogoro, the so-called "Tesla of scooters," so I decided to check it out at this year's Consumer Electronics Show in Las Vegas.

The Gogoro is a futuristic smart scooter that is entirely electric.

It can reach speeds just shy of 60 mph, and it features a killer design with parts that are machine tooled using the same techniques that high-end sports cars use.

The high level of design also extends to software inside the Gogoro, which allows for an incredible amount of customization. Riders can use the Gogoro app with their iPhone or Android to change the colors of the lights, monitor their battery usage, find a battery swap station, call for help if they crash, or locate where they parked.

When you speed up, the Gogoro's headlight increases in brightness to throw the light further in front of you.

The real genius of the Gogoro, however, is its state-of-the-art battery switching system, which gets rid of the hassle of charging up your battery by having users swap out the two batteries nestled underneath the seat instead.

No more sitting around waiting to go somewhere with your scooter plugged in.

When I was shown a demo of the battery switching in work, the entire process of turning in your batteries and getting two fresh ones was incredibly easy, and while I wasn't counting, Gogoro claims it only takes 6 seconds.

You just pull out the batteries, slot them into the station, grab the two fresh new batteries that are released to you, slot them into the scooter any which way, and you're on your way again.

The scooter's intelligent software not only monitors your Gogoro for any potential issues, but it also monitors your riding habits to see when you tend to recharge, and it can actually talk to the other charging stations so that they can anticipate where and when you'll stop by, much like a commuter's tendency to stop by the same gas station on the way home from work.

Besides being convenient, this also helps the Gogoro stations use energy efficiently and extend the life of the batteries by not continually charging them.

You really notice the top-notch design of the Gogoro when you take a look at the scooter's machined skeleton.

 A large majority of the vehicle's structure is one, machined piece of metal, and there are also multiple places to attach accessories such as saddle bags, clips for attaching grocery bags, baskets for groceries, and even a frame for holding a basketball if you're on your way to work out.

While there still isn't a launch date or price, Gogoro CEO Horace Luke told me that they're targeting people between the ages of 18 and 28, and since you'll pay for access to the battery station with a subscription like Netflix, the company will be able to offer a highly designed scooter for a competitive price.

You can see what the Gogoro looks like in action below, or head on over to the website for more details.

SEE ALSO: This $529,000 Electric Car Has A Crazy Computer System Powered By The World's First 'Superchip'

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I got to spend some time at the Progressive International Motorcycle Show this weekend in Washington D.C.

It's not the biggest iteration of the show, but it was filled with all kinds of two-wheeled goodness, and some new three-wheeled toys (ones that aren't called Slingshots).

What I was more interested in was how one manufacturer won the marketing war for the entire show, and despite me calling out Suzuki for a lackluster line up (click the link below), they finished second for a great fan experience.

Say what you want about Harley-Davidson, but the mainstream media gets it wrong on the brand's demographics. While the majority of their buyers are over 50 and white, they sell more bikes to minorities and women (Source: Dealernews.com and Polk Data) than all other manufacturers combined in the US. Chew on that for a second. Let it marinate and realize that H-D sold over 220,000 plus motorcycles in the first nine months of 2014 (Source: H-D Quarterly Sales Report). BMW was roughly half of that in the same time period (Source: BMW Quarterly Sales Report). Yet H-D is considered out of touch and BMW is hip and modern.

Here is one of the reasons why H-D is winning on those non-traditional categories. At the show this year and for the last several years H-D has set up a Fat Boy on a chassis dyno roller that riders with no experience can jump on and learn to shift and work the throttle.

In the middle of the show floor inside they are letting people run their motorcycle. The staff was super friendly with both men and women instructors catering to new and non-riders alike. The wait was over an hour long for most the day. No other vendor had even close to that type of attention.

H-D's booth was surrounded by vendors with giveaways, talking microphone-wielding pitch men, and booth girls. But only Harley-Davidson had a running motorcycle. Well, technically there was one other bike. H-D had brought the Live Wire to the show and guess what it was doing. Yep, it too was running on a chassis dyno roller; people got a chance to twist the grip on their electric motorcycle.

A year ago my wife took the opportunity to ride the Fat Boy on the roller. She had never ridden a bike as the rider, never shifted, and still talks about it when we meet people. That is winning in the marketing world.

The only other manufacturer who did something unique was Suzuki. With the possibility of the Recursion going into production and this small nugget of hope 2015 could be a banner year for the brand.

The bike they had was not running; it was for hero shots only. It did give you the chance to look like you were dragging a knee, and the girl taking pictures was worth stopping by to check out as well. People were once again lined up for something that wasn't straight out of the late Billy Mays playbook of salesmanship.

Glad you asked. My point is you can't just build a better bike and survive in business. You have to be able to talk about the product, engage riders in the product, and create your own market loyalty. Harley-Davidson does this as well, if not better, than any other brand.

People who ride H-D's tattoo the logo on their bodies, not one time, but usually several. That's a rider with passion about their motorcycle choice and not someone who is going to be swayed by a stopping distance 2 feet shorter or 10 more horsepower. In the battle of marketing H-D is way ahead.

The topic of H-D steadfastly clinging to a dying ship is often portrayed by the media, other riders, and even investors. When you look at the sales numbers, market growth, and expansion into non traditional markets like India H-D is poised to stay on top of the sales heap for quite some time. H-D spent last year throwing parties all over India and selling their lifestyle and custom scene to the masses. India is a hot bed for custom motorcycles, small "postie" bikes and was one of the first places to get a Street 750 from corporate H-D to customize.

So tell us do you agree or disagree? Will H-D stay on top, do you think they are a dying brand, and tell us why.

SEE ALSO: The Vespa Primavera 150 Will Change Your Mind About Scooters

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BMW’s been on a quick march lately, updating and upgrading and generally kicking butt.

The 2014 R 1200 RT was a rare misstep for the company, as a suspension component caused an immediate “DO NOT RIDE” advisory and eventual recall for the entire production run. BMW was forced to compensate riders for downtime, and even had to buy back some motorcycles from disappointed owners.

But the company stood behind its bikes, took care of its owners, and emerged from the potential disaster looking like champs, moving forward despite taking some punches.

Which brings us to the 2015 BMW R 1200 RT.

The 2014 R 1200 RT was practically an all-new bike, with a revised frame, a new air/liquid-cooled engine and new semi-active electronic suspension. The 2015 RT returns essentially unchanged from the outgoing model.

The Ride

I loved riding this bike. I wasn’t sure I would, because I was concerned that the riding position might not be sustainable for me. I’m 6’2” with a 32” inseam, and keeping my knees bent tightly, as in a sportbike crouch, can be uncomfortable after a very short time.

My concerns were unfounded. I could ride this bike across the country tomorrow, and would if I had the chance. The bend in my knees and the footpeg position allowed me to move around on my seat, setting up for turns and moving forward and backward as conditions changed. The handlebars rose to meet me in exactly the right place for an upright, slightly forward posture that was easy to maintain and didn’t put any pressure on my wrists.

I rode the RT all over, from city streets to country lanes, and from packed rush hour freeways to open highways. The bike is maneuverable and easy to handle at low speeds, and fast and stable at highway speeds. My longest ride was a 200-mile jaunt from my home in North Hollywood up to visit family in Los Osos on California’s Central Coast, one of my frequent test ride routes. The RT excelled in all conditions. The bike is a frequent choice for use by the California Highway Patrol, which gave me the side benefit that alert drivers gave way in traffic when they saw me in their mirrors, thinking that I might be CHP.

The RT is smooth, fast and quiet, with nicely managed vibration that rarely intrudes on the rider’s experience. I never felt constrained for lean angle, though I have heard that the protruding boxer engine cases are the first parts to touch down in an extreme situation. I never came close to testing that during my time on the RT, and I probably never would on public roads. Dual disc brakes on the front and a single disc on the rear performed well, even when I was able to activate the ABS system with practice emergency stops.

Engine

The RT gets a new 1,170 cc twin-cylinder boxer engine that uses carefully targeted liquid cooling and air cooling. Liquid cooling was necessary to comply with emissions and noise regulations, and it’s seamlessly integrated into the bike. Claimed peak horsepower is 125 and arrives at 7,750 rpm; claimed peak torque is 92 lb-ft at 6,500 rpm. The engine is the same as the one in the highly popular dual sport  BMW R 1200 GS, but with different gearing in its six-speed transmission.

I loved this engine and transmission. Acceleration is always on tap, and the broad torque curve means that shifting can be adjusted to your style of riding that day. On a long highway ride, I would accelerate smoothly to cruising speed, getting into sixth gear as soon as possible. In heavy traffic, I’d hold gears a little longer, keeping the revs up and the bike ready for quick action. On a cruise through the canyons, I let the midrange do the work, staying away from the higher RPMs. The engine was happy no matter what I did, and so was I.

Chassis/Suspension

Following a long BMW tradition, the front suspension is a Telelever. The Telelever replaces conventional telescopic forks with a system that uses both forks that attach to a steering head and a trailing link that attaches to the frame. BMW claims that the Telelever arrangement results in reduced dive during braking and greater feedback. Rear suspension is handled by a continuously variable, hydraulically adjustable Paralever single-sided swingarm.

It’s difficult to evaluate the Telelever/Paralever setup in isolation, as it works with the new Dynamic ESA (Electronic Suspension Adjustment) system. Dynamic ESA settings are accessible via controls on the left handlebar and nested menus in the dash. Three ride mode settings are available: Rain, Road and Dynamic – pretty self-explanatory, and they affect suspension, ABS (Antilock Braking System), ASC (Automatic Stability Control) and engine control at the same time. Additionally, damper settings can be fine tuned to “Soft,” “Normal” or “Hard,” and load settings can be adjusted to match one rider, rider plus luggage or rider plus passenger – all without tools, just using the buttons and menus. I found that I played around with these menus at first, but as soon as I discovered the sweet spot (for me it was “Road,” “Normal” and solo rider), I left the settings alone and enjoyed a balanced, well-damped, smooth ride with great road feel.

Technology 

Electronics are both the strength and weakness of the RT. The left handlebar is a very crowded place, and for me, that spelled trouble. There’s just too much going on there. Two buttons for cruise control, a trigger for the brights, the menu button, the windshield adjustment, the turn signal control and the horn button all crowd onto the bar, and there’s a control wheel between the grip and the button housing. In cold weather gloves, I had difficulty operating individual controls, and I was constantly dialing the control wheel unintentionally, turning up the volume on the audio system. Further complicating operation is the fact that most of the audio controls live on a panel on the left side of the fairing, and it’s difficult to select the right button without looking down. The more I rode, the more familiar I got with the layout and operation, but I still found it distracting and more complex than necessary.

On the plus side, heated grips and a heated seat are standard, and work really well. The pillion gets a separate heating element and control, accessible to the passenger.

Navigation is an option ($799) on the RT, handled by a plug-in unit made for BMW by Garmin. The GPS unit lives under the lip of the fairing, but doesn’t lock in place for security – you have to remember to remove it when you park, or anybody can snatch it and walk away without using tools.

The audio system (part of the $3,200 Premium Package) comes with Bluetooth and front and rear speakers, though I never used it intentionally (only accidentally, by operating the control wheel on the left grip), preferring to link my iPhone directly to my Bluetooth helmet headset.

Ergonomics 

I wear a 32 inseam (short legs, long torso) and size 14 boots, so I’ve got unique lower body space requirements. I was able to hop on and ride the RT without adjustment, and I was quite comfortable. The same went for the handlebars, which have a limited amount of adjustability thanks to their design. The aftermarket can supply ways to adjust the footpeg position for more room or more crouch, and there are also adjustable bars and risers around for the RT. I wouldn’t require either, nor would I mess with the seat right away.

I was rather disappointed with the switchgear on the bike, especially the crowded left side of the handlebars. Activating the turn signals never really inspired much confidence, requiring a glance at the dash every time to make sure that the switch really operated. As mentioned above, the control wheel is poorly placed, and the whole audio control system needs to be rethought to be more rider friendly.

The Price

The 2015 BMW R 1200 RT starts at $17,705 including ABS. The Premium Package adds $3,200, and includes many of the tech features mentioned in this article, like Dynamic ESA, GPS Preparation, Cruise Control, Heated Seat, Audio System, Bluetooth, and others.

BMW Motorrad Navigator V GPS unit adds another $799, and in the great BMW tradition, an iPod Adapter Cable is $87. Three Top Case variants are available, from Fully Equipped ($1,506) to Basic ($1,240) to Small ($497).

The Verdict

The BMW R 1200 RT is expensive, and it has some fiddly issues. That said, it’s still the best supersport touring bike on the market today. Measure it against the Kawasaki Concours 14 ABS, the Yamaha FJR1300ES, the Honda ST1300 and the Triumph Trophy SE ABS, and see if you don’t agree. The others may trump the BMW when it comes to price and value, but the BMW scores in terms of riding experience, overall quality and technological innovation. Strong resale value for RT bikes makes the recommendation a little easier.

If you’re interested in riding long distances quickly, either one-up or with a passenger, it’s hard to imagine a better bike than the BMW R 1200 RT.

SEE ALSO: People Just Don't Understand Harley-Davidson

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For nine years, Dave Weiner rode the same red Schwinn to his job on the west side of Manhattan. Over those nine years, he climbed through the ranks of Cole Systems Associates, a software consulting firm, and his responsibilities steadily increased as the company grew. When it was purchased in 2012, he was rewarded for his dedication by being named CEO of the 285-person North American branch.

Which is why so many people were shocked earlier this year when Weiner quit the gig at age 34. But this is what happens when you have a childhood dream that just won't die. 

Now the newly minted entrepreneur is the owner and CEO of Priority Bicycles, a startup that he founded with recreational riders in mind. Weiner set his beloved Schwinn aside and designed a brand new bike--a maintenance-free model with nearly impenetrable tires--hoping it would appeal to the casual rider. And it did: Since its launch in July, Priority has pulled in over half a million dollars in sales and has caught the attention of some of the biggest names in the biking industry.

"A lot of people thought I was insane," Weiner says. "Some of them came out and said it, and others--you could see that look in their eye." What those people didn't know was that Weiner had been quietly preparing for this for years.

Planting The Seed

Feeling a rush of inspiration while working as a software consultant a few years back, Weiner sat down one day and wrote out the business plan for a still-conceptual cycling company. He kept the blueprints private--he knew how fortunate he was to have a well-paying job during a rough economic time, and he wasn't about to mess with that.

The idea for a bike business originated when Weiner was a kid growing up in the San Francisco suburb of Clayton. He worked as a mechanic in two different bike shops, adjusting gears and fixing flats for fellow riders. Eventually, he came to love the work, and a zest for biking evolved into a dream of owning his own shop.

It was a vision that kept creeping back into Weiner's head even after he moved to Manhattan to work in software. As a bicycle commuter, he was in tune with the types of issues that often plague the casual rider: faulty chains, flat tires--not to mention the ease with which a locked bicycle can be quickly dismantled by a thief. "Bikes have really evolved on the upper end," he says, "but there haven't been many advancements for the recreational rider." In this, Weiner saw an opportunity.

The tipping point came back in January. Weeks of flying to California and Europe for work had taken their toll. Fed up with missing out on milestone moments for his 1-year-old son, Jake, Weiner stepped down. "I loved my job," he says. "But I just sort of snapped."

Weiner didn't waste any time. Suddenly unemployed, he hit the streets for some guerrilla research on his next venture. He rode around Manhattan snapping photos of bikes that had been modified in any way, noting the types and the likely costs of the customizations. Weiner figured if he could build these features right into the bike, it would appeal to cost-conscious riders just looking to get from point A to point B.

An Innovative Design

To create a focus for Priority, he invented a handful of personas that he envisioned as the company's typical customers: the college student going to class, the urban dweller riding to yoga or the market, the nine-to-fiver looking for some weekend exercise. All too often, Weiner says, these people pull their bikes out of storage only to find out that something's broken. "Priority's goal," he says, "is to make sure that doesn't happen."

As any bike rider will tell you, the four parts that cause the most headaches are the gears, brakes, tires, and chain. Weiner designed his bikes with a simple three-speed hub gear that doesn't require any moving external parts. The brakes trigger when the rider pedals backward and are thus cable-free, and the tires, which feel more like hard plastic than rubber, are nearly impenetrable during regular riding. All of this drastically cuts down the likelihood that the bike will ever need repair.

Priority's calling card, though, is its chainless design. Other companies created chain-free bikes long before Weiner began designing his, but they were almost exclusively high-end models marketed to competitive riders. Weiner found a supplier willing to work with him on a more cost-efficient version for bicycles that would take less of a beating.

Most city riders remove their quick-releases--which allow the tires and seat to be pulled from the frame with one flick of a lever--in favor of bolts, a modification that runs about $50 when performed after the initial sale. Weiner decided to apply this feature to all his bikes during manufacturing. He also tacked on a water bottle cage and a kickstand--accessories that nearly all riders add, but for which retailers tend to charge extra.

In deciding how to launch his product, Weiner spoke with fellow entrepreneurs, many of whom had success on Kickstarter. He read a book on the topic, then picked their brains about what had made their campaigns successful: a professionally made video, responsiveness, and a working prototype to show to the masses.

Priority's Kickstarter campaign, which launched in July, set a goal of $30,000. It hit that goal within hours of launching. By the end of its 30-day run, Priority had amassed $556,286, with each user who donated $350 receiving a bike from the first shipment.

Weiner credits Priority's fast success to the bike's user-friendly design. Even with the Kickstarter campaign over, orders are still coming in steadily at the bike's $399 full price. "It's an entrepreneur's dream come true," Weiner says in his new office, a few floors down from his former employer. His red Schwinn sits in the back of a cramped room filled with sleek, new Priority models. "I mean, you always think you have a good idea--but does the world think you have a good idea?"

If the numbers are any indication, it certainly does.

NOW WATCH: This Invisible Bike Helmet Protects Your Head Better Than Regular Ones

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Let’s get this out of the way: the 2015 Honda CBR300R might just be the world’s best starter bike... well, maybe; maybe, not. It’s probably more accurate to say it’s the best beginner sport bike, but nevertheless, commenters have at it!

Used bikes are always good for beginners, but this bike, even in its previous 250cc designation, has been long hailed as a great bike for anyone learning to ride.

Maybe the CBR300F - the forthcoming naked version - would be a better beginner bike? (Skip down to The Verdict to read about the CB300F).

There are a zillion factors that play into making a great beginner bike. There’s the obvious - low seat height, skinny, lightweight, easy clutch and small displacement, but there’s also factors that many don’t consider: having the ability to grow into the bike, the right gearing, seating position, cheap, etc. The CBR300R is close to being one of the best beginner bikes on the market. Experienced or newbies alike can have big fun on its tiny chassis.

What’s New on the 2015 Honda CBR300R

You might think the 300 would be a bigger bike, a slow step in evolution that would lead to Big Red essentially creating no more new beginner models, but it’s really a better fitting and riding 250 with a little just a little more oomph.

Honda touts the CBR300R as an all-new model, but realistically it’s an updated (and replacement for) the CBR250. The 300cc engine is far more than just a stroked 250, however, as Honda had to develop a new wrist pin, rod and counterbalanced crankshaft. The added stroke changed the torque curve so Honda redesigned cams to compensate, bringing the torque curve back to where they wanted it.

Regarding the bike’s size, it’s essentially the same seat height as the CBR250 (less than .5 inch taller) but the fairings have been reworked for a thinner profile, making it easier to grip with your thighs and bring your feet closer to each other to hold yourself up better at a stoplight. So, while the seat height is the same, it feels noticeably easier to hold up and more nimble than the 250. Also, the skinner frame wasn’t more or less comfortable for my 6’3” frame.

The Ride

Our ride started off at the Honda facility in Torrance, California. The size of a small town, the Honda America headquarters is a massive site. We started with a short video presentation in the motorcycle garage then checked out the CBR300R, alongside last year’s CBR250R. From 20 feet away, there aren’t major differences, other than some reworked fairings, but once you jump on both bikes you can immediately tell that Honda spend time developing the CBR300R.

Six of us jumped on our bikes followed by Honda employees on various, larger CC bikes. It became obvious they were on bigger bikes as I was screaming through the gears and looked over to see one of the Honda guys leisurely roll on the throttle.

We headed for some quick photo stops through the hills of Palos Verdes, California, a rarely talked about, hidden piece of land north of Long Beach, but south of Redondo Beach. It was the perfect area to ride, close to Honda’s facility, with a mix of twisties, up and down roads that touched the water and urban riding. We skipped between cars for a few miles until we landed against the water.

The bike encourages you to take it through the rev range. We were grabbing gobs of throttle at every light and the thumping single cylinder had a fun torque curve. The bike was calm and collected as I twisted hard on the throttle. It pulled through most of the rpms with jolt of power right off the clutch; the CBR300R had plenty of down-low torque to get me through city streets and skip between cars, but honestly, not a lot more than that.

The Good

When was the last time you went 100mph? There are plenty of motorcycles that are terrible to ride on the highway that’ll do over 100mph; uncomfortable with horrible gearing that results in high rpms at highway speed. The CBR300R had none of that... and it probably won’t do 100mph.

The gearing was spot on perfect. The transmission was tall, making for comfortable 60-70mph speeds and the engine had enough torque to have fun at the stop light. This combination brought the little thumper to its fullest potential. I don’t think you can squeeze anymore out of that engine.

There are a lot of things that are bad about a small-cc, single-cylinder thumper, but Honda made huge engineering improvements to avoid as many inherent problems as possible. The sound and power output were the only things reminding me that I was on a thumper.

I believed it was slightly better gearing than even the Yamaha SR400, which of course, has 100cc on the Honda.

The little frame made you want to ride the bike like a dirt bike. According to Honda, the front suspension is around 4.65-inches, slightly more than bigger 600cc and 1000cc CBRs, but it feels softer than that.

They call it a 300, but that’s really an exaggeration, it’s a stroked 250 to 286cc. But, there is a new piston-pin position, rod and crank. Honda has never officially announced power numbers, but the team does admit the power curve is different and things like cam profiles were changed to help smooth out the torque curve. Luckily, it’s not just a stroked 250cc.

The bike was nimble and overall a good performer. Anyone can jump on this bike and have a blast. You ride every weekend, but your girlfriend or newbie rider friend wants this bike? Encourage them to hop on a CBR300R and then ride it when they aren’t. A new rider or even an experienced rider will have plenty of room to play with before reaching the bikes potential and outgrowing it.

The Bad

On the highway, while the rpms are good-enough for a single cylinder, the bike is a little twitchy and the loose steering and nimbleness are a problem. You definitely wouldn’t want to go longer than 30 miles on a fast freeway. The aerodynamics and small tires did not aspire confidence for highway speeds. The seating position was kind of uncomfortable as it's a mini version of a sportbike. So, you’re still up on the front wheel, unlike the CB300F which has legit handlebars.

Overall nothing on this bike exceeds or overpowers any other part of it. It’s an inexpensive bike and therefore everything is on the same playing field. The suspension is soft and can be sketchy entering a corner too fast. The steering a little loose and the brakes have an older, slushy pedal, but overall the bike had that early-trail-bike feel with soft levers and suspension.

The Verdict

This is a fun motorcycle for anyone--no matter the experience level. Watching a bunch of seasoned journalists jumping and swerving around was a blast. I’m teaching my girlfriend to ride and want her to buy this bike, not for her, but for me. It’s the type of bike you can jump on for an afternoon and have fun slinging it into corners. It’s a small-cc thumper, but Honda worked hard to bring it to its fullest potential with power.

You will eventually outgrow it and get tired of being outrun by your buddies, but not right away. If you live in the country and surrounded by nothing but highways, than yes, you probably need something bigger, but for urban riding, you may never outgrow it.

The CB300F unfortunately was in short supply, so we weren’t able to ride it, merely sit on it. I believe for a beginner this is a better bike. The dirt-bike bars and pegs build better confidence in an inexperienced rider. The traditional sport bike riding position - up on top of the front tire, seemingly forward of the bike - could possibly be intimidating for a first-timer. Even though the standard 300 doesn’t present nearly as experienced of a stance as a CBR1000 or GSXR, it’s still inherently jarring for a newbie.

The Price

For a brand new motorcycle, this is a fair and borderline cheap price for what you’re getting, at $4,399 and ABS adds $500. If it were cheaper, it would be a better starter bike, that’s why the CB300F might still be better. No fairings and starting at $3,999, but there’s no option for ABS and limited paint options on the CB300F

SEE ALSO: This Is The Motorcycle That You Should Ride Cross Country

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Recently, I read an article on Gawker that really struck a nerve, titled "If You Buy a Motorcycle, You WILL Die."

Sarcastic notions aside, the article - along with the Wall Street Journal article it references - suffers from a case of click-bait-itis, where the journalist skews the facts to draw an absolute and concrete conclusion about motorcycling that's plain-old incorrect.

While you can try and skew the facts to prove a point – and trust me, guys on both sides of the aisle in Washington have been doing this forever – when it comes to riding, where life and death really means life or death, fallacies have no place on the web…except, of course, in the comments.

Buy a Motorcycle - You Will Not Die, You Will Live

The piece perpetuates a super-negative paradigm about owning a motorcycle. As a new rider that has been fully and totally committed to riding every single day - rain or shine, warm or cold, in sickness and in health -  for the past three years, I can tell you that if you buy a motorcycle, you WILL truly live. Not just live, but damn it, thrive.  Don't believe all the negativity out there about motorcycles. Much of what’s been said is said out of ignorance and fear - not experience.

My advice to any new or returning rider is as simple as pie: as long as you learn to ride properly, adhere to ATGATT – all the gear, all the time - and ride with a modicum of discipline, you can enjoy the amazing world of motorcycling and not die.

Bikes are awesome, all of them; dirt, street, even those side-by-sides, they're all awesome and I'm happy to ride anything with two wheels or even three.  It’s an unarguable fact that riding a motorcycle is a fantastic experience - liberating, pure and absolutely addicting. It's happiness and cheap therapy imbued in metal and rubber, all of which will become your little slice of heaven in everyday life.

So, how do I get into this slice of heaven, you may be asking. The hardest step is pulling the trigger.

My own experience of venturing into the wonderful world of motorcycling was met with a lot of negative reactions from friends and family, all except my father. My father highlighted the risks, but he pointed out the beauty and marvels of riding and working on a bike. Not only did he encourage me, he told it to me straight:

"Always make sure you're fully insured, wear good safety gear and never get on your bike unless you're mentally ready to ride…You have a greater responsibility on a bike versus when you drive a car.”

I hear my father's voice in my head everyday; it typically preludes my own personal soundtrack before stepping out of the house. I will go a step further to tell anyone looking to get into motorcycling - please take a few additional courses to expand on your skills as much as you can.

While some will take this advice as a testament to the difficultly and lack of safety in motorcycling, honestly everyone on the road should follow the same advice, even the guy in the SUV next to you on the highway texting along at 70mph as there are some seriously atrocious drivers out there on the road…but I digress.

Keep learning those new skills that are invaluable to increasing your level of safety, which truly will raise the level of enjoyment on your motorcycle. A lot of riders out there think just because they've obtained a M1 Motorcycle Endorsement through an MSF course, they're adequately competent and prepared to pilot that brand new GSX-R 1000, BMW GS, Yamaha R6 or Triumph Bonneville to the best of your ability. Guess what? They're not.

It means you know how to operate it on the most basic of levels. You need to get to riding, but you also need to go BACK to school to get your Masters and PhD in Motorcycle Bad-ass-ness.

To continue your eduction and grow your confidence, check out the following schools. Prices may vary, but in the end, it is entirely worthwhile and it will enhance your growth as a rider:

MSF Advanced Rider Course (Look for a review soon)

RawHyde Adventures

SoCal SuperMoto

Jimmy Lewis Off-Road Academy

Lee Parks Total Control Advanced Riding Clinic

SportBike Track Time

California Superbike School

Moto Mark One

Once you actively take an interest in learning how to ride, all the benefits of owning and riding a motorcycle become immediately apparent. The fears society spouts about motorcycling become nothing more than an irrational argument.

Since buying a bike and taking an active role in learning how to become a proper and better motorcyclist - I am still learning new things every day - I have developed new and amazing friendships.  I’ve learned how to work on my bike and become an alright mechanic. Parking in and around town is practically free no matter where I go.

But most of all, the long road home after work is something I embrace and enjoy, no longer a journey to be despised. Traffic is not a source of stress and, strangely, learning to operate a motorcycle has made me a more aware and much better driver too.

I can’t imagine my life without a motorcycle and not a day goes by where I don't think about the next winding road, the next journey, or the next friendship I'll make because of my part in this population of riders.

I've never felt that way about driving my car - and I've had some awesome cars.

Don’t let those people who know very little about motorcycling scare you out of enjoying one of life’s greatest adventures. Talk to someone that actually rides and we will be nothing but honest and truthful. In the end we all die, but if you buy a motorcycle, you will truly live.

SEE ALSO: This Is The Best Motorcycle For First-Time Riders

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A 1970’s classic is reimagined by a dedicated Ducati task force creating a simple bike with post-heritage design, free-spirit attitude and lackluster power plant output.

The 2015 Ducati Scrambler is a tribute to the original Scramblers from 1962 to 1975. The iconic image of Franco (Ducati test rider) and Elivra (Ducati administration) on board a Scrambler in the 70’s immortalized the Scrambler heritage and was the inspiration for the 2015 rebirth.

This all-new bike was designed to capture post-heritage style, free-spirit lifestyle and positive outlook towards the future that enthusiasts of this motorcycle segment possess.

The result is a 75 HP retro dirt tracker built for the street with wide dirt-style handle bars, 18”/17” front/rear 10-spoke alloy wheels, wide saddle and relaxed ergonomics. The 803 cc air-cooled, L-twin motor is the same as that on the Monster 795 but dialed down by roughly 10 HP. Power is driven through a 6-speed transmission with a traditional wet clutch. The backbone is a tubular steel trellis chassis sitting on a modern cast aluminum, dual-sided swing arm suspended by a non-adjustable (aside from pre-load) Kayaba rear shock and 41 mm Kayaba inverted forks up front.

The Ride

Journalists on this press launch in Palm Springs, California were supplied with the Icon variation of the Scrambler in classic yellow. The 2015 Scrambler rides very smoothly and predictably as expected from a product of designers, engineers and manufacturers with Ducati email addresses.

Engine start up is a bit prolonged in true Ducati fashion with the starter motor cranking for a full second or two before the engine fires (cold or hot). The cable-actuated wet clutch is designed for serviceability but has a very spongy feel. Modulation and quick inputs are tough with the lack of feedback and damped release. Regardless, the relatively low total mass of 375 LBS, seat height of 31 inches, torque from the L-twin motor and leverage from the dirt-style bars make for a very maneuverable ride even at low speeds.

Engine

The powertrain is definitely the weak point of the 2015 Scrambler. The 803 cc L-twin engine putting down 75 HP and 50 LB-FT of torque is very tame but this was the intention of the design team targeting newer and/or less performance-oriented riders.

Power delivery is rather linear and lacks top end punch but doesn’t have much of the bottom end torque that was expected from a Ducati twin. Throttle application is twitchy in lower gears which was surprising for a bike intended for easy riding but these low output figures should make this less of a concern for newer riders.

Additionally, a few power hiccups were noticed when the engine was cool in very low RPM’s (1.5-3k) at low speeds with and without clutch modulation. This could have been due to an issue with fuel mapping, ignition, the exhaust back pressure valve/servo motor, etc or just an anomaly because of the cold motor but did require some adaption.

The transmission, however, seemed very unrefined. False neutrals were abundant throughout the gearbox on and off throttle. On multiple occasions, the transmission would fall out of gear when decelerating in 3rd or 2nd, throttle closed, fingers off of the clutch and foot completely off of the selector lever. Grabbing the clutch and kicking the shift lever up or down a gear solved this problem with a crunch but this issue arose multiple times throughout the day even after we jumped on another bike. These sort of issues are going to be very confusing to newer riders as well as take away from the relaxed ride and care-free lifestyle targeted.

Suspension and Brakes

Suspension performance wasn’t anything spectacular but held up well. The Kayaba components seemed properly sprung and dampened for this sort of bike. Travel in the front and rear is 5.9 inches allowing for many obstacles to be soaked up in rough conditions and decent performance on smooth roads.

The single, offset rear shock could be slightly stiffer with a bit more feel added to the front end for additional corning performance but the bike handled quite well overall. More output would have to be produced from the powerplant before we’d really like to see the suspension parts beefed up.

On the brakes, the bike comes to a stop smoothly and controllably. Despite the Panigale-sized 330 mm front disc, braking performance out of the single-rotor Brembo system is nothing near sportbike levels. Brake fade under hard binding is apparent as the hydraulic components heat up but the system is still able to produce pretty linear deceleration. The ABS system intervened a few times during our ride through the rain and dirty pavement but didn't upset the ride much at all. The anti-lock assistance is smooth and alert.

The Scrambler comes stock with Pirelli MT 60 RS knobby/road hybrid tires. Sizing in at 110/80R18 in the rear and 180/55R17 in the rear, street handling and performance is great. However, this knobby design does not do much in the way of traction once departed from pavement to dirt, sand or gravel. Things got squirrelly real quick with even light applications of throttle or brake unlike a true enduro or dual-sport.

The Verdict

At the end of the day, the 2015 Scrambler is a solid bike that hits the target set by the task force Ducati deployed. The retro-styled bike produced with post-heritage design paying tribute to the originals of the 1960’s and 1970’s was attractive and ultimately impressive to even a skeptical, performance-oriented sport bike journalist like myself.

Performance metrics are nothing outstanding and the transmission could use some fine tuning but perhaps these areas stand out because of Ducati's previous benchmarks set by other models. Those looking for a simple, retro-styled motorcycle that is fun and easy to ride with the design and reputation of a quality, historic brand like Ducati will find just what they are looking for in the 2015 Scrambler.

Finally, with a MSRP of $8,495 for the Icon model we rode, this is an excellent value and ride for motorcyclists of all varieties.

SEE ALSO: You Won't Die Riding A Motorcycle If You Know What You're Doing

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There's a new player in the world of electric motorcycles: Polaris has acquired the electric motorcycle business of Brammo Inc.

The two companies have worked together since 2011, when Polaris invested $28 million in Brammo.

Since then Brammo has produced and sold its Empulse and Enertia electric motorcycles.

Despite winning awards for the Empulse, it has been a rocky road for Brammo, with extended holiday closings of their factory and recent cash issues that led to something of a fire sale, with $4,000 to $7,000 knocked off the prices of new 2013 or 2014 electric motorcycles.

Now Polaris will take over Brammo's electric motorcycle business, the question arises: What will the new owner do with it?

Thus far, Brammo hasn't announced 2015 models of either the Empulse or Enertia.

Brammo and Zero motorcycles are the only manufacturers of electric motorcycles in significant numbers. Recently, Zero has added major updates to its bikes to increase their range and performance.

There was only one small update to the Empulse last year. That means people who follow this market are anxious to see how Brammo responds to Zero's higher range, along with the addition of ABS for 2015.

Polaris will move the manufacturing of electric motorcycles to its Spirit Lake, IA facility where it already manufacturers select Indian motorcycles and Victory motorcycles.

Polaris has said it plans to show an electric Victory motorcycle by the summer of 2015.

The company intends to get into the market before Harley Davidson, and was inspired to do so by the Harley-Davidson Livewire tour.

A big question is whether Polaris is committed to selling electric vehicles with a sufficient level of dealer training.

Not only do dealers need to learn how to sell the vehicles differently than those with internal combustion engines, but their maintenance departments need to learn new safety and diagnostic protocols. 

A robust Polaris dealer network that is knowledgeable about servicing electric vehicles would offer the company a distinct advantage over Zero.

The acquisition may also offer an opportune time for them to get rid of the gearbox that is unnecessary on electric vehicles.

Even Brammo’s headline racer, Eric Bostrom, has touted the benefits of not having to use gears while riding.

He writes, "EVs are also extremely easy to ride (you don't have to rely on a manual clutch to get moving), freeing up concentration so I can work more on my technique and less on controlling the mechanics inherent to the machine."

Polaris executives have hinted that we will see an electric motorcycle that looks more like a Victory or an Indian rather than the traditional Brammo look.

Thus far, electric motorcycles have been designed largely as commuter bikes, off-road bikes, or sport bikes. 

Is there a chrome-plated electric cruiser in the future of electric motorcycles?  

SEE ALSO: The Ducati Scrambler Is An Updated Throwback Motorcycle That's Fun And Easy To Ride

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I’ll admit to an embarrassing truth right at the start: I’m a Harley noob. Before this Sportster, my riding experience has been limited to an odd collection of Japanese standards (I've been a long-time owner of a 700cc Honda Shadow).

I’d ridden a cast-iron 883 Sportster, once, on a demo ride at Mid-Ohio’s Vintage Motorcycle Days more than a dozen years ago. My only recollection was that it felt heavier than I expected.

I’ll also admit that with its as-tested price of more than $13,000, this 2015 Harley Davidson Sportser 1200T SuperLow is the most expensive motorcycle I’ve ridden — a fact that played repeatedly in my head as I mounted the bike and prepared to drive away from Harley’s SoCal distribution center. Given my impression from that long-ago demo ride, $13,000 signs floated in my head, followed by an urgent “don’t drop this heavy thing.” Thankfully, my initial fear was immediately eased as soon as I left the premises: This Sportster was incredibly comfortable and easy to ride.

Appearance

At a glance, one would be forgiven for thinking this model was a Big Twin, especially when the large 4.5-gallon gas tank dominates the upper half of the bike. I had to seek out the oil-filter location and shape of the primary drive to realize it is, in fact, a Sportster. Overall, I loved its appearance, especially in H-D’s new for 2015 Superior Blue.

Drivetrain

Not much has changed with the Sportster’s 1200 cc Evolution engine, but that’s not a bad thing. Harley’s fuel-injection mapping is spot on in all conditions, from cold-starts to wide-open, uphill blasts. Churning out a stout 71 lb-ft of torque at just 3,500 rpm, the engine feels like a big American V8 – lots of power down low, but that power falls off quickly once the revs climb past about 5,000 rpm. Even so, when the engine runs out of steam, shifting up a gear delivers another wave of torque. The gear ratios are well spaced and the final drive is low enough for effortless freeway cruising and respectable fuel economy, which is rated at a combined 48 mpg. The five-speed transmission shifts with authority, too. Each gear change is announced with a solid and reassuring thunk. You’ll hardly ever miss a shift on this bike.

Ergonomics

The controls are all well-placed and intuitive to use. Although it took me a couple of trips to get used to Harley’s self-canceling turn signal switches (one on each hand grip), I found myself missing them after getting on another bike. The shape of Harley’s clutch and brake levers are also noteworthy. Their broad, flat midsection spreads the force out across a greater area of your fingers, making the clutch feel very light and easy to actuate, especially on long rides. As a person who likes gauges, I was pleased to find the digital display within the speedometer can toggle between showing mileage or engine speed and a gear indicator.

Brakes and Suspension

Braking is handled by single, 300mm front and rear cross-drilled rotors, which are gripped by dual piston calipers. Our bike was equipped with ABS, which is a $795 option, though I never had any occasion to use it. The brakes are up to task, but I would have liked a bit more bite to the pads. Otherwise, the controls are easy to modulate, and braking action is progressive. The ride is firm and solid, but never felt harsh thanks in part to the nitrogen-charged rear emulsion shocks.

The left shock has a large preload adjustment knob that you can reach while seated in the riding position, allowing you to make adjustments while waiting at a stop light should you feel the need. I dialed it back to the least amount of preload, and the ride was comfortable, even over some of Los Angeles’ most neglected roads.

Accessories

Touring equipment on the 1200T includes the quick-disconnect windscreen and saddle bags. Having never ridden a bike with a windscreen or full fairing, the effect felt odd. In its wake, the screen leaves a slight breeze you can feel on your chest, which is beneficial at freeway speeds, but I didn’t like the vortex of wind it generated at the top of my helmet. A quartet of ingenious little clamps hold the screen to the fork, so removing and replacing it takes but a few seconds, and I ended up taking the thing off for the duration of my stint with the Sportster.

[EDIT NOTE: The windscreen kept most the wind off of the rider, pushing it right at the top of your helmet. I found it pretty comfortable for a windscreen.]

The saddlebags are a worthy addition, with an excellent fit and finish. They were wide enough to swallow my laptop computer, so I didn’t have to ride to work wearing a backpack, which makes me exceedingly happy. The locking lids meant I could carry valuables like photo equipment to shoots and have some piece of mind that they are a deterrent, at least, which is usually enough to keep all but the most determined thieves away. Though not as easy to detach as the windscreen, the bags come off with simple hand tools.

[EDIT NOTE: Most new Harley locking mechanisms and latches for hard and soft bags are super easy to use and even better to fiddle with than say a Honda or Yamaha.]

While reading reviews of the 1200T SuperLow on various other outlets, one common complaint is focused on the foot peg/boards. Described by H-D as “mini footboards,” they are the size and shape of the pedals on your old Schwinn, and were constantly in the way as I raised and lowered my feet. Their broad-shouldered girth also contributes to the 1200T having a lean angle about five degrees less than regular Sportsters. Though I never threw this bike into peg-scraping corners, other reviewers have, and several lamented the killjoy effect of these spark-shooting footboards. On the upside, their mid-mounted location was suited my average-sized inseam, and the overall riding position was very comfortable to me. In time, you would learn to maneuver your legs around the footboards, but were this my bike, I’d replace those boards with regular foot pegs.

[EDIT NOTE: I rode the bike and was very impressed with the 1200cc, but disappointed by the ergonomics. I'm 6'3" and felt very cramped. The wide-peg mid-controls were awkwardly placed and a major point of frustration. The handlebars were brought back too far as well, creating a very cramped combination. An issue the standard Sportster does not have. John didn't have this issue, but I believe I'd be very happy on a standard Sportster.]

The Verdict

At 600 pounds ready to ride, the Sportster 1200T is heavier than my old Shadow, but the 25-inch saddle height (a full five inches lower than my Shadow) makes that bit of extra heft totally manageable at low speeds. Anything faster than parking lot speeds, the bike feels as solid and reassuring as a bank vault.

Overall, I believe Harley-Davidson got it right with the 1200T. They combined touring accessories on the compact, nimble Sportster chassis and created a capable, well-rounded machine you could ride to work during the week, and across the state on the weekend. Though the price of entry is steep, you probably couldn’t build a new one for less, at least not one equipped with the 1200T’s well-engineered factory accessories.

SEE ALSO: The Ducati Scrambler Is An Updated Throwback Motorcycle That's Fun And Easy To Ride

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Come October, those of us who don't live in a warm climate start to face the facts: It's getting time to winterize the bikes.

It's a sad time when we dump Stabil into our tanks and give our machines a hug goodbye for a few months—at least, this is how it is for most people. I'm not one of them.

When the bitter cold takes hold of the Midwest in January, I'm jumping for joy. Cold weather means that the lakes are freezing over, and frozen lakes have one glorious implication: ice riding.

It probably seems crazy, but hear me out. Ice riding is the most enjoyable form of motorcycle riding. Yes it's cold, but we're motorcyclists! We know how to survive all the elements, right? The benefits of riding on the ice outweigh the cold weather you have to endure. Let me tell you why:

It Doesn't Take Much to Get Started

You don't need a fancy bike to ice ride. In fact, you don't even want one. Resilient dirt bikes and vintage bikes put together from boxes of spare parts are usually the stars on the ice.

After that you need studded tires. You have the option of spikes or screws, but I haven't seen anyone in the US using spikes. Some people make their own, while others purchase from companies like Fredette.

After that, boom! You're good to go. One word of advice though: Watch out for those studs. Those can be pretty brutal.

It's Like Track Riding

On a frozen lake, there isn't much to worry about. There's no pedestrians walking in front of you, cars running into you, or debris getting in your way. There's no speed limit and no rules against wheelies. You have a free space to practice taking lines, work on body positioning, and go fast.

It's Not That Popular

Most people turn their noses up when I tell them I go ice riding. "It's too cold," they whine. This ultimately ends up as a great time for me because I'm not competing with too many other people on the track. I actually have space to do whatever I want.

The Community is Awesome

It takes a certain kind of motorcycle freak to want to spend every Sunday freezing their butt off while they ride their motorcycle. I think this makes the community one of the most welcoming I've encountered. Everyone is friendly, happy to give advice, willing to lend a tool, and always sharing laughs. I look forward to seeing my fellow ice riders every winter now.

Snow Banks are Soft

I've flown off an ice bike or two, and I actually prefer crashing in the snow to any other environment I might crash on. The snow is soft, so it usually helps keep the bike intact and allows for me to laugh at myself while I'm trying to get up. One time I low-sided and flew backwards down the ice (I looked like a turtle sliding on it's back), and there really wasn't much I could do except laugh as I slid back and flailed my arms.

So while everyone else is complaining about the winter and wanting to ride, I'll be in Wisconsin finding frozen lakes to practice my slide at.

SEE ALSO: 32 Jaw-Dropping Photos From the 2015 Dakar Rally

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Move over Harley! There's a new kid in town. Actually, that's not true. Royal Enfield is hardly a new kid, having been producing motorcycles since 1901.

But what is new is the position the venerable India-based manufacturer now holds: In 2014, the company sold more motorcycles than Harley-Davidson.

The numbers don't lie. According to The Times of India, Royal Enfield sold just over 300,000 bikes globally, compared to Harley's 267,000. That's pretty impressive.

However, it shouldn't be a surprise. Discussions of quality aside, Royal Enfield's bikes are a bargain - especially in their native land, where consumers can expect to drop a mere 93,000 to 150,000 rupees ($1,500 to $2,500 USD) on a Royal Enfield bike. We all know what Harleys cost, and given the per capita income in India, the affordability factor looms large. India's notoriously poor and clogged roadways and population density make motorcycles a far more mainstream form of transportation.

In fact, India is the world's second largest producer of motorcycles, and motorcycles (and motortrikes) outnumber cars 5 to 1. Awesome, right? According to the World Health Organization however, motor-related fatalities in India hover at about 231,000 per year, so it's not exactly a biker's paradise.

The Royal Enfield Continental GT. Haters gonna hate, cafe racers gonna love.

Royal Enfield's turnaround - a rapid one at that, with over 40 percent of that increase coming from sales between 2013 and 2014 - can at least in part be attributed to parent company, Eicher Motors. Managing director Siddhartha Lal has said that his ambition is to see Royal Enfield dominate the mid-size bike market in the U.S., and went so far as to hire former H-D head of global sales and customer service Rod Copes to oversee Royal Enfield's efforts here in the States. 

Selling inexpensive bikes in Third World countries is one thing, but cracking the market here in the U.S. is quite another. Right now, there are only a relative handful of Royal Enfield dealers here in the U.S., and the brand has to overcome the perceived stigma of having its bikes built in India (to that, I have three words: KTM 390 Duke).

But with the Indian Scout's classic looks making a strong showing with an affordable sticker price, Royal Enfield might be in a great position. After all, the bikes (especially the military-styled Classic line) are certainly fun to look at and seem like a blast to ride. And for the price of one CVO Road Glide Ultra, you can buy four...wait, no...five of them!

SEE ALSO: Riding Motorcycles On Ice And Snow Is Ridiculously Fun — But Not For Everybody

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Pretty much everyone I know hates January. It’s not a month—it’s a 30-day figurative (and yeah, possibly literal) hangover from not only the cumulative effects of December, but also from the entire previous year.

Among the few who don’t hate January are the folks at Triumph. Turns out, last month was REALLY good to them.

Triumph’s January sales were up over 66 percent in January compared to the same period at the beginning of 2014.

This alone would certainly have made upper management happy. What probably made them ecstatic was a 379 percent growth in Canadian sales over this period (No, I didn't forget a decimal point.)

According to Matt Sheahan, COO of Triumph Motorcycles America, the brand achieved a combined 82 percent increase in year-over-year sales. This puts them in first place among European motorcycle brands in the North American market.

This news is the icing on the cake for Triumph; 2014 was a great year for the brand. The company sold just over 54,000 bikes last year, its highest number since 1984. Moving away from their oft-perceived image as a builder of retro-styled bikes probably helped. While the Bonnies still remain their best-known (and among certain crowds, best-loved) bikes, Triumph sportbikes and ADV models gave the brand a foothold in those sectors. And it appears that Triumph is going to continue to push on three fronts and isn’t skimping on advertising costs—a recent print and video ad campaign for the Tiger 800 XC features TV badass Bear Grylls doing Bear Grylls-like stuff on the Tiger. 

What's interesting is that unlike many of its competitors, Triumph is not looking to crack into the growing new rider segment any time soon. As far back as 2013, the brand had been hinting at developing a 250cc bike that would presumably be aimed at the Indian and Asian markets, and marketed as an entry-level bike in Europe and the U.S. But in September of last year, those plans were put on hold.

This is what the Triumph noobs won't get to ride: a spy shot of the so-called "Street Single", from 2013. (Photo: Chris Doane Automotive LLC)

Whether or not Triumph enters the small bike ring remains to be seen. With numbers like the ones they've been posting, Triumph's leadership may believe that sticking with what's been working for them over the past few years might be best. It'll be a challenge for Triumph to stay on top if this is the case; however, one key to capturing the global market is producing a broad range of bikes for a wide variety of riders, as well as the environments that they ride in. (A Triumph Rocket would probably not fare so well on the streets of Delhi or Rio.)

Triumph's chief competitor, BMW, seems to be aware of this as evidenced by our recent piece about their new small-displacement bike. What also remains to be seen is how long Triumph's ascension to the top will last.

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