German Motorcycle Helmets have a long history

The motorcycle was first developed for every day use in the military during WWII. Along with this development came a lot of the motorcycle gear and motorcycle apparel that enthusiasts still use to this day. One of these style are the German motorcycle helmets.

Fashioned after World War One and World War Two German Army battle helmets, the German motorcycle helmets do not stray far from the original design. There have been other helmet designs based on the original German motorcycle helmet, but this style remains true throughout time.
Being one of the most popular styles today as a motorcycle helmet, the German motorcycle helmet was once only available as a novelty item. It was something to set the extraordinary motorcycle rider apart from the rest of the crowd. Today, there are German motorcycle helmets, that have been approved by the D.O.T. for use in motorcycle riding.

There are no face shields for these types of helmet. They look a lot like the half shell of a turtle. The only other part that sets it apart from a turtle shell are it's colors and the chin strap. Black is a very popular color. Pink German motorcycle helmets can be purchased for the female motorcycle rider as well. Chrome German motorcycle helmets are available and add a certain flair to the helmet.

Carbon fiber German motorcycle helmets are very durable and have a resilience like no other. They can be covered with leather to give them a smooth and semi-glossy finish, as opposed to the shiny black that carbon fiber offers. These can also be adorned with flat black flames that offset the glossy black of the helmet.

When you are measuring for the size of a German motorcycle helmet, use a cloth tape measure. Consider having someone help you to do the measuring. This will ensure that you obtain an accurate measurement. Placing the tape measure about one inch above the eyebrows, and calculating the circumference of your head is the best way to find out the size that you would need. If the measurement falls between two sizes, choose the smaller size. Remember that the chin strap will also help adjust the fit for you as well.

As there are no face shields to the German motorcycle helmet, the motorcycle rider might want to purchase some motorcycle eye protection for their apparel. This is an absolute must on long road trips. The more popular options are yellow, gray, or clear blue tinted goggles. These use a strap around your head and are even more securely fastened in place by the chin strap feature of the German motorcycle helmets.

Whether you prefer leather, carbon fiber, chrome, or simply flat black flames, there is a German motorcycle helmet right for you. The sizes are plentiful, and the originality of the style ensures that you remain a part of motorcycle riding's great history. Purchase one today, and be sure to make the right call and buy the eye protection right for you.

About Guest Author : I loves motorcycle and ride everywhere. Lucky I'm living in Los Angeles, so I can ride all year around. Check out this website.

Don’t Compromise On Motorcycle Racing Gear

The finest motorcycle racing gear is seen on the race tracks, and why not. The riders are aware of the dangers of skidding or colliding at high speeds, and take great precautions to protect their vital organs. Almost every accessory – from helmets to motorcycle boots – has extra protection.

The helmet is the most critical. You cannot sport a DOT certified helmet and hope to take part in a racing event. Almost every racing federation lays down the minimum rating that is acceptable. This rating is laid down by Snell Foundation, and is indicated on the inside of race helmets.

All riders ensure that the helmets they use fit snugly on their heads. There are no spaces between the cheeks and the padding. Most important, the helmet stays on the head, and does not roll off in case the bike skids or the rider hits an object.

It is equally important to have a clear view of the field. This involves not only a front view but also a side view. Often, riders get involved in an accident because the helmet walls reduce the side view.

The riders then need to protect their vulnerable parts like knees, elbows and shoulders. For this, they need specially designed racing suits that are made of thick leather and have heavy padding around elbows, shoulders, and knees. This armor is firmly sewn into the racing suit and does not slip off.

Another important requirement of racing suits is flexibility, especially in the arms and the shoulder region, not to mention the knees and the legs. These are the body parts that need highest flexibility, especially when the bike is in motion.

Equally important are the motorcycle boots. Almost every rider wears ankle-high boots because of the extra protection that these boots bring. These boots come with an extra lining, and have soles that are usually welded into the uppers so that they don’t fall away in case the rider drags his feet along the ground.

Another important part of a biker’s racing gear is gloves. These give the riders a proper grip, and help them manage throttle, clutch, brake, and turning operations smoothly. The racing gloves come with extra padding on the palms and finger backs to avoid bruising in case of a spill.

Every rider must ensure that they buy the best racing gear. It can make a big difference between life and death in case of an accident.

About Guest Author : I loves motorcycle and ride everywhere. Lucky I'm living in Los Angeles, so I can ride all year around. Check out this website.

MotoGP Laguna Seca Results

Defending world champion Casey Stoner drove his Repsol Honda RC213V past Yamaha mullah Jorge Lorenzo into the lead on Lap 22 of the 2012 U.S. Grand Prix for a convincing and refreshing win, his third at Laguna Seca. This turn of events provided observers with a startling déjà vu of last year’s race. Stoner’s Honda teammate Dani Pedrosa finished third both years, adding the same eerie similarity to the podium celebration and post-race press conference.

I knew something weird was happening in Monterey when I glanced at the results of the first two practice sessions and noticed that the top five spots in each were identical. FP3 was mostly fogged out, and the Repsol Honda team blew it off in the garage playing euchre rather than tackling The Corkscrew blindfolded. Lorenzo snatched the pole from Stoner on the last lap of the QP, and then Stoner topped Lorenzo in the warm-up practice on Sunday morning by a full 1/1000th of a second, after waiting an hour for the fog to clear. Although the podium duplicated last year’s rostrum, the lead-up to the weekend was vastly different.

Recall last year. Heading to California, Stoner was enjoying a string of seven straight podium finishes, and led defending champion Lorenzo by 15 points. Lorenzo had been having a great season until he crashed out at Silverstone and finished a lowly sixth at Assen. Curiously, on Saturday Stoner had given himself virtually no chance of winning, all but conceding the round to his Alien rivals, a master class in sandbagging.

Despite having amassed a total of eight (8) points in the last two rounds and trailing Lorenzo by 37, Stoner started this weekend quick and got better each day. Curiously, he was the only one of the top six riders to choose the softer option rear tire on a day when the sun was quickly heating the racing surface. My thought was he would try to jump out to the lead and hope his tire held up long enough to fend off his challengers late in the race. And though he was able to go through on Pedrosa on lap 3, it took him 22 laps to pass Lorenzo. At that point I, for one, expected the Spaniard to win the race, thinking that his rear tire would outlast Stoner’s.

Wrong. The Australian did a masterful job managing his rubber, and still looked strong at the end of the day. Lorenzo, visibly exhausted after the race, didn’t have enough left in his tank to mount a serious rally at the end. Pedrosa observed after the race that the soft tire was too soft and the hard tire had no grip, and seemed pleased to have finished third.
When the tire dust cleared, the standings at the top of the 2012 chart had tightened slightly. Stoner became the first three-time winner at Laguna, where Hondas have won four of the eight races since 2005; it is inarguably a Honda-friendly layout. Lorenzo, with four consecutive poles but only one win, enjoys a larger lead leaving California than when he arrived. Pedrosa is, as yet, uninjured in 2012. Heading into the summer break, everyone has something they can feel good about.

Well, Not Exactly Everyone

Laguna Seca lived up to its reputation as a thorny place to ride motorcycles at high speeds. By lap 2, both CRT pilot Michele Pirro and Pramac Racing designated victim Toni Elias had crashed out. Two CRT pilots retired with mechanical problems or, more likely, Corkscrew-induced psychological issues, and James Ellison crashed on lap 20. None of these mishaps had anything to do with anything.
That would change on lap 22, when the luckless Ben Spies endured an ugly crash out of fourth place, ruining yet another weekend for the wayward American. Yamaha later attributed the crash to swingarm failure, the latest in a string of unfortunate circumstances for Spies this season. No one on the grid tries harder, or has less to show for his efforts. As the old blues standard laments, “If it wasn’t for bad luck, I wouldn’t have no luck at all.” Having injured his heel in a QP crash, Spies may have added to his medical woes ending his day with an Olympic-caliber double back flip in the tuck position, with a degree of difficulty of 4.3 out of 5.

The last and most surprising fall of the day occurred on lap 29, when Valentino Rossi, who never crashes, lost it at the top of the corkscrew for his first DNF of the season. We knew Rossi had a lot on his mind before the race, with the speculation about his future with Ducati and rumors of a return to the factory Yamaha team swirling. His Italian employers sent one of their Bigga Bosses to California to make The Doctor a final offer for next year, somewhere in the neighborhood of €17 million ($21 million) to waste another of the last few years of a great career wrestling the demonic Desmosedici. Vale didn’t appear to have much on his mind at all after the crash, wandering around in the gravel looking like he’d had his bell rung, waiting for his own personal fog to clear.

Elsewhere on the Grid

Tech 3 Yamaha teammates Andrea Dovizioso and Cal Crutchlow spent another lovely Sunday afternoon bashing each others’ brains in, finishing 4-5 for the fourth time this season. Nicky Hayden, glowing after having signed another one year contract with the Italian factory, went through on rookie Stefan Bradl late in the day to claim 6th place, relegating the German to a still respectable 7th in his first visit to Laguna.

San Carlo Honda’s Alvaro Bautista started 7th and finished 8th, another nondescript day at the office for the young Spaniard. Aleix Espargaro, clearly the cream of the CRT crop, finished ninth, with ”Kareless” Karel Abraham rounding out the top ten in his first return to action since Barcelona.

Bits and Pieces

The Hayden-Ducati marriage appears to work better for Nicky than for Ducati, as his best days are well behind him. Over the past three seasons he’s managed a single third place finish each year, and the last of his three (3) premier class wins came back in 2006, when he somehow won the world championship with a thin 252 points. (In 2008, Pedrosa would finish third with 249 points.) Other than name recognition, the Kentucky Kid doesn’t bring much to the party any more.

Rumor has it that Fausto Gresini, the volatile manager of the San Carlo team, is courting Andrea Dovizioso to return to the Honda family that so unceremoniously dumped him last year. Fausto has clearly lost whatever confidence he ever had in Bautista. Whether he can convince Dovizioso to wear Honda colors again is problematic. Personally, I think Dovizioso has earned the second factory Yamaha seat, and that Rossi could again be competitive on the factory-spec San Carlo Honda.An interesting bit of trivia concerns the Constructors Trophy awarded each year to the manufacturer whose riders earn the most points. Not surprisingly, Honda and Yamaha sit tied at the top of the pile. But third place Ducati is much closer points-wise to the Aprilia ART bikes than to the two Japanese manufacturers. We’ve come up with a term to describe the increasing irrelevance of the Ducati MotoGP program: Suzukification.

Source : http://www.motorcycle.com/

Honda Metropolitan

Honda believes it has the answer in the 2013 Metropolitan. Powered by a 50cc SOHC, two-valve, air-cooled four-stroke Single, the new version ditches the carburetor in favor of fuel injection. This makes for a reliable little scoot that meets future emissions regulations while gently sipping fuel: Honda estimates this setup can return 117 mpg! What is perhaps more noteworthy is its price. Coming in at $1999, it costs $50 less than its predecessor when it was last imported to the U.S. in 2009. This is achieved utilizing Honda’s China manufacturing plant to build this worldwide model instead of building in Japan as before.

Nevertheless, build quality is typical Honda: solid, with everything fitting as they should with no loose pieces or exposed wiring.

The 2013 Metro also sees all-new styling, highlighted by a new headlight and gauge setup, different handlebar, and a new taillight assembly. Truth be told, the new model doesn’t look vastly different than the old one, but diehard Metro heads will be able to tell the difference.

From the cockpit, the rider is still graced with a 22-liter under seat storage area big enough to stuff a three-quarter helmet. A new inner storage unit incorporated within the leg shield has ample room for a number of items, including a water bottle. A larger convenience hook has also been added to help bring home groceries.

The Metropolitan stakes its claim in the scooter world for being easy, gentle and inviting. With a listed curb weight of 179 pounds, 28.3-inch seat height and 46.5-inch wheelbase, the little scoot isn’t the least bit intimidating.

However, once on the road one can’t help but feel vulnerable to the traffic around you. The Metropolitan tops out at just 40 mph and doesn’t get there quickly. There’s only so much power that can be expected from an EPA-legal 50cc engine. Throttle response is relatively sprightly, with smooth fueling from idle throughout the rev range, feeling on par, if not slightly less powerful, than the Yamaha Zuma 50F I rode a few months ago. Off-the-line torque felt better on the Yamaha, but I would give the top speed advantage to the Honda, according to my seat-of-the-pants dyno.

A continuously variable transmission handles “shifting” duties, leaving the rider free to simply twist and go. Despite its small stature, comfort is fairly decent as well. The large seat has ample padding and leaves enough room for riders to scoot back and stretch out a bit. There’s plenty of space in the footwell for large kicks as well.

Bumps in the road are absorbed by a twin-downtube fork and single shock with 2.1 inches and 2.3 inches of travel, respectively. Ten-inch wheels are fitted to each end. The ride is relatively comfortable over most surfaces, despite the meager components. Poorly maintained roads or big pot holes do tend to bottom the suspension.

The only chink in an otherwise impressive armor are the brakes. The Metropolitan is still equipped with drum brakes at each end, with the rear linked to front. Stopping power when using both brakes is quite good but drops dramatically if only using the front binder.

Still, for a scoot that comes in under two grand, there’s little to complain about. Our ride route saw plenty of open stretches of tarmac and prolonged wide-open-throttle opportunities. Despite my shenanigans, the fuel gauge moved just a tick. While our experience has shown scooters to miss their advertised mileage claims, under normal, sensible, riding conditions the Metropolitan should return impressive numbers.
In the 50cc, retro-styled scooter market, it’s hard to find a competitor that delivers more bang for the buck. Yamaha’s Vino offers similar specs and styling but is carbureted, delivers worse (claimed) mileage, costs $251 more, and most importantly, isn’t listed as a 2012 model in Yamaha’s scooter lineup – good luck finding a new one in dealers.

The only other 50cc Japanese scooter with EFI is the recently launched Zuma 50F, also from Yamaha. Top speeds are almost identical, and the Zuma holds a 1-liter advantage in storage capacity, but the Yamaha really stands out for its rugged and off-roady appearance. The Zuma benefits from a front disc brake that’s much better than the Metro’s front drum brake, and its 132-mpg claim trumps the Honda’s, but real world numbers always vary greatly. Most importantly, the Zuma costs $2540 compared to the Metro’s $1999 – that’s a big difference for the cash-strapped student deciding between the two.

European scoots can’t match the Honda’s pricepoint either. You’ll have to look to Taiwan to find comparable challengers for the Metro. Kymco’s Sento 50 is equally priced to the Honda but is carbureted and can’t match the Honda’s mileage numbers. Not to mention, when it comes to build quality, reliability and dealer networks, Honda’s reputation is second to none.

WIth the new Metropolitan, Honda delivers a reliable, practical and economical mode of transportation perfect for downtown dwellers. All for under two large. And in some states, you don’t even need a motorcycle license to ride one. If you live in a big city and are tired of walking or taking the subway, the Metropolitan deserves a look.

Source : http://www.motorcycle.com/

BMW reworks the S1000RR

We were mightily impressed by BMW's S1000RR superbike the first time round, now the German manufacturer has announced the S1000RR mark II. Power and maximum torque figures remain at 142 kW (193 hp) and 112 Nm on the revised superbike with the mostly subtle changes centered on improving response, power delivery and handling. The torque curve, throttle response and suspension have all been tweaked along with the (very effective) ABS and Dynamic Traction Control systems. Externally, the 2012 SS1000RR gets an upgraded instrument cluster, revised rear-end, redesigned side panels with the addition of two winglets for improved aerodynamics and a new range of colors.

The S 1000 RR has has wasted no time populating the trophy cabinet since its release in 2009, winning 13 titles and over 120 race victories in superstock and superbike championships during its first full year of competition. BMW Motorrad, which offers a support service to customers who want take the S1000RR racing, says feedback from the track played a major role in the bike's overhaul.

"We listen very closely to our racing colleagues in many teams, especially the BMW Motorrad Italia superstock team or the IDM Team BMW Motorrad Wilbers Suspension," said RR Product Manager Sepp Mächler." We help these teams out and they give us quick and reliable feedback, which helps reduce development times."

Here's a run down on the key changes:

• reconfigured throttle with 25% less twisting force and tighter twistgrip for improved response
• more linear torque curve and expansion from two to three performance curves (one each for Rain and Sport modes and an additional one for Race and Slick modes); Rain mode now 120 kW (163 hp)
• enhanced tuning between Race ABS and Dynamic Traction Control (DTC)
• final drive now 17/45 (was 17/44)
• modified steering head angle, swing arm pivot position, fork projection, and rear shock absorber length
• new internal structure for upside down fork and the rear shock absorber
• new mechanical steering damper adjustable over ten levels
• leaner tail section, modified stainless steel exhaust system, larger intake air guide, redesigned side panels, side aperture grilles and winglets
• revised LCD instrument cluster easier to read rev counter, five dimming levels and additional functions such as "Best lap in progress" and "Speedwarning"
• revised RR logo
• new color variants: plain Racing Red with Alpine white, Bluefire, Sapphire black metallic, BMW Motorrad Motorsport

The revised BMW S1000RR was shown this month at EICMA in Italy and is set for release in January 2012. No RRP has been announced as yet.

Source : http://www.gizmag.com/ - By : Noel McKeegan

NeilPryde Bayamo bicycle targets time trial riders and triathletes

The partnership between BMW's DesignworksUSA and NeilPryde that began in 2010 with the Alize and Diablo high performance road bikes has yielded its latest design. The third line of frames resulting from the partnership are the new Bayamo and Bayamo+, which take on board concepts developed and tested on the earlier models. Aimed at time trial athletes and triathletes, their creators say the bikes are lightweight and high strength, with “wind-cheating aerodynamics.”

Named after a Caribbean coastal wind, the Bayamo’s unidirectional C6.7 carbon fiber frame is the result of computational fluid dynamic analysis and wind tunnel testing. Side on, the frame appears quite substantial, but it is revealed to be exceptionally thin when viewed front on. This is to minimize wind resistance and increase aerodynamic performance for time-trial cyclists for whom every split second counts. The “Kamm” tail aerofoil found on previous models has been truncated to deal with the wider yaw angles of up to 30-degrees experienced during time trials and triathlons.

Further enhancing the bike’s clean lines are the routing of all the drivetrain and shifting cables inside the Bayamo’s frame. The bikes also get an exclusive dropout mechanism that it is claimed enables precise positioning of the rear wheel, while the Bayamo+ gets a new proprietary QFit stem design that is adjustable for both height and ride angle. The maker’s say the bottom bracket where the cranks and pedals meet the frame has also been made exceptionally stiff to ensure the rider’s energy is more efficiently transferred.

The Bayamo frameset, including frame, forks, seat post, and headset, is available now for US$2,750, while the Bayamo+ frameset, which adds the QFit stem and fully integrated brakes, will be available in 2013 for $5,000. Adding a Shimano groupset, Mavic wheel, and other premium components sees the prices rise to the $3,095 to $10,000 range.

Source : http://www.gizmag.com/ - By : Darren Quick

Zero S and DS

Starting with the S and DS models, changes include new bodywork as part of a facelift to give each machine more attitude. Both models also get integrated storage compartments in place of a traditional fuel tank. The saddle now forms into a two-tier design to accommodate both rider and pillion more comfortably. The seat height of the S is a reasonable 31.3 inches, vaulted up to 34.4 inches on the DS due to its long-travel suspension.

There are still two power pack options like last year, though instead of 6 kWh and 9 kWh packs, both options have increased in capacity to 8.5 kWh and 11.4 kWh. Zero claims the motors crank out 54 horsepower and 68 ft.-lbs. of torque, and can reach a top speed of 95 mph. The main differences are price, weight and mileage.

 
The S model with smaller ZF8.5 power pack retails for $13,995, weighs 350 pounds and has an estimated range of 103 miles city, 53 highway and 70 combined. With the ZF11.4 power pack, price jumps to $15,995, weight to 382 pounds and mileage to 137 city, 70 highway, 93 combined.

Though prices for S and DS models are the same, the latter sees slightly lower mileage figures due to the higher rolling resistance of its knobby tires and its taller aerodynamic profile. Owners of the 363-pound DS ZF8.5 can expect to see mileage figures around 95 city, 46 highway and 62 combined. ZF11.4 numbers come out to 126 city, 61 highway and 82 combined for the 395-pound motorcycle.

S models will be available in either black or yellow, DS models in orange or green.

Source : http://www.motorcycle.com/