I needed a road trip. Opportunity rang when Layla called me one morning in May. With only two hours sleep after a night of insomnia I thought I was dreaming when she asked if I would represent Bikernet in Las Vegas on June 11th. I would ride and review the new motorcycles Harley-Davidson and Buell were to introduce in the weeks after the event.
Stupefied, I mumbled, “Say that again?”. She explained that I would be flown round trip from Tacoma, WA to Las Vegas, and provided with a lovely room in the Embassy Suites Hotel for two nights. My part of the deal was to ride several Buells on the track at Las Vegas Motor Speedway and various street models in the canyons nearby and render my opinion on them. I would be one of a dozen women in the publication business to take part in this, a first-time, female only press event sponsored by Harley Davidson and Buell.
If she were in my room I’d have asked her to pinch me – to be sure I was awake. Somehow locating the last remnant of consciousness I possessed, I managed to ask a favor; Instead of flying-in solo, could Mailman and I make a road trip of it? Our tenth anniversary of co-existing together was coming up and this presented the perfect launching point for an extended bike tour together. On that note we said “good-bye”, and I passed out cold until afternoon.
To my delight, Layla accommodated this request without batting an eyelash. She called Harley with my idea and her sweet talking style, and they gave it the thumbs up.
We rode four days and camped three nights prior to arriving in Vegas. I was on my ’98 Dyna Super Glide and Mailman towed our Kwik Kamp trailer behind his ’02 Road King. And what a long, strange trip it turned out to be. But that’s another story. Here’s what happened on that all-too-short Friday of test riding.
As we signed-in and pinned on nametags, we each received a very nice Buell backpack and a commemorative Harley-Davidson ink pen in a tank-shaped collectors case as complimentary gifts. The program started with a presentation hosted by the event’s organizer, Leslie Hudson, Communications Manager and Editor of the “Enthusiast”, the monthly magazine published by H-D for Harley Owners. The presenters shared some history on women motorcyclists starting way back in 1915, and briefly ran down the major changes made to the bikes we were about to test.
The number of women who own Harley-Davidson motorcycles has increased from less than 1,000 back in 1985 to almost 20,000 by 2002. To accommodate the portion of this group who are “inseam challenged”, the Motor Company redesigned their model 883 Sportster to fit smaller riders and labeled it the 883L – “L” for low. Buell is expanding their line of performance bikes with, among other new models, the introduction of the 1203cc Lightning XB12Scg – “cg” for center of gravity being lower than its older sibling, the XB12S.
We learned that 60% of Buell Blasts are owned by women. The Rider’s Edge Course, a riders training program sponsored by Harley-Davidson available in 32 states, uses the 492cc Buell Blast to train new riders. Of the participants in the Rider’s Edge course, 91% are novice riders, 41% are women, 31% are under 35 years old and 85% get licensed.
At 8 AM we divided into two groups of seven. My group headed to the Las Vegas Motor Speedway to test the Buells on the road course. Before jumping on the bikes, we had a half hour sit-down lesson covering the track lay-out, how it would be marked, safety tips and a general question and answer period. Then we saddled up.
The first trip around the track was a warm-up lap done as a group in single file, with instructors pointing out cones marking turn-ins, apexes and corner exits. Throughout the morning instructors led, followed and observed each rider and provided critique. Each rider, from novice to those with previous track time, went at her own pace.
I started on the Buell Blast and having no previous track experience, I’m glad I did. It was light and a kick to ride and just powerful enough to not be intimidating while I focused on the instructors and a whole new style of riding.
With a standard seat height of 27.5” and the low profile version only 25.5” it suited a short rider like myself nicely. The Blast is a good starter bike that won’t be rapidly outgrown. I wish I could have said the same about my leather pants. Speaking of weight, the Blast is a light 360 lbs dry, yet could hold 390 lbs max load, although I hope I never see it done. One amazing feature is that it gets 69 MPG city and 72.8 MPG highway. Fuel capacity is 2.8 gallons, subtracting 0.55 gallon reserve means you’ve got 2.25 gallons that should get you a minimum 155 miles between gas stops. Using the reserve, you can go around 38 more.
The second Buell I rode was a blue 2005 Lightning XB12Scg. It’s seat height is 28.6” – that’s 1.5” lower than the 30.1” seat height of the XB12S. Ground clearance is 3.55 inches compared to the XB12S at 4.35”. The components are designed so the lower ground clearance doesn’t compromise lean angle capability. Since I’m pretty short in the legs I had to stretch a little to get the kickstand up. My feet weren’t flat on the ground but I had enough foot touching on both sides to balance easily while stopped. I raised my feet to the pegs, aimed it toward the track and as I gave the throttle a very small twist I felt the front end lift. Cautious rider that I am, that may have been the first time I’ve lifted a tire – it just happened so damn easy! I got a shit-eatin’ grin on my face as one observer smiled, shook his head and waved me onto the track.
The Lightning weighs only 35 pounds more than the Blast – that’s 395 lbs dry – but displacement is 1203cc (73.4 cu in). That’s 2.45 times the power for only 1.1 times the weight. Torque is 84 ft lbs at 6000 rpm (the Blast is 30 ft lbs at 3200 rpm), and 103 HP @ 6800 rpm (compare the Blast at 34 crank HP @ 7500).
The contrast between these two bikes was striking – huh, guess that’s why it’s called a Lightning yuk yuk. I had turned up the wick on the Blast, thinking I was haulin’ ass. Once on the Lightning I couldn’t get past 3rd gear except for a short shot on the straightaway. That first left turn after slowing down was a challenge. I wasn’t counting the number of times around the course but recall making 7 to 10 laps on each bike. I started out apprehensively, making sure I didn’t do something really stupid, and by the time my turn on the Lightning was over, I was rather comfortable zooming around on it. When I got to see the pictures taken of me later on, I realized how I had been leaning, right or wrong, and how far I had – or had not been – actually “hanging-off” around the turns. We were taught to use the front brake instead of compression braking to slow down and to concentrate less on shifting and more on cornering. As our instructor, Monty Lutz of Sportbiketracktime.com put it, “Brakes are cheap, transmissions are not.” He and his partner Bonnie Strawser are from Delta, OH and provide this type of training as their profession. We asked how fast we could expect to get moving and he couldn’t give a precise answer as he said he doesn’t generally look at the speedometer; he concentrates on the track.
After the Lightning I changed into a Vanson riding suit. This allowed more movement through my hips than did my leathers. While it took some assistance in the intense heat just to get in – and out of – it was worth it. They duct-taped my left pant leg closed cause the zipper pull was missing and had to hike up the back protector so it wasn’t a butt protector. Then I took a little time to throw my leg over some of the bikes to see which one fit. On some I couldn’t touch the ground. I was starting to wonder if I’d get a third turn so I hopped aboard a red Firebolt XB12R.
To the contrary, after a couple of corners, I was at ease. Maybe it was the looser leathers, or the fact that most of the ladies had finished the course and I had more track to myself along with an instructor, but I felt in-sync with this bike right away. I leaned further into the turns, or at least I thought I did. The photographs revealed how much more I leaned over the tank on the Firebolt than the Lightning. This is due to the clip-on style handlebars. The laps flew by and I was giving it hell whether I was hanging and leaning correctly or not. Having the instructors leading, giving signals as to what to do next and providing exaggerated examples to emulate, was invaluable. I’d like to say I learned a lot, but I think it’s more accurate to say I’ve got a lot to learn. They made it look sooo easy. I suppose it becomes second nature the more time you spend at it. Too soon the session was over, the second half of the day beckoned and I had to park it.
The Buells were awesome. I’d heard about them being a rush to ride, and figured I wasn’t “cut-out” for sport biking, or that they are trickier to ride than cruiser-type street models. Never was I so glad to say I was wrong. If you haven’t experienced a Buell, test ride one at least once. The differences are all good, just beware, you might get hooked.
At noon we were fed a tasty buffet meal at the Speedway. All during the day ice cold water and refreshments were provided to keep us hydrated along with cold neck wraps for comfort. They saw to it our every need was accommodated. We then headed for Red Rock Canyon National Conservation Area, just Northwest of Vegas, for the street bike portion of the program. When the posh little hotel bus pulled into the Red Rock Overlook on Highway 159, we found ourselves gaping at around 15 Harleys lined up at the curb like fresh horses at a hitching post.
There were Dynas, Sportsters, Softtails, V-Rods, a full dress Electra Glide, and a Road King Custom. As we dove off the bus we were instructed to “Ride any bike you want”. We’d been bussed to “Hog Heaven”. The toughest part of this assignment was to choose which bikes to ride. We each would have time to ride only 4 or 5 models.
The course was a 13-mile scenic loop which provided curves and elevation changes galore. Acceleration, braking and cornering were easily evaluated. The avoidance of burros, lizards and tourists added to the experience. From the rest area on the highway, we rode a short hop at 60 mph to the park entrance and had another short 60 mph hop from the exit back to the starting point.
The five street models I rode were the: 2005 XL 883L Sportster, XL1200C Sportster Custom, FXD Dyna Super Glide, VRSCA V-Rod, and the FLHR Road King Custom.
The base price for the 2005 XL Sportster 883L in “Vivid Black” is an affordable $6895. With a seat height lowered to 26.5 inches, this makes available to shorter riders and/or those on a tight budget the opportunity to fulfill their dream of owning and riding a Harley without altering a brand new motorcycle just so it will fit. While customization is common among Harley owners, it should be an option, not a requirement.
In contrast to my Dyna, it was light yet powerful enough for a small person, perhaps a rider with limited experience, and would be great for what I’ve always referred to as “county rides”. In 1983 I bought a new ‘82 Yamaha XT-250 and used it to get around the Puget Sound area with abandon. Being 5’3” and always on a tight budget, that little bike gave me the opportunity to explore all the nearby beauty the Northwest had to offer. This new Sporty offers more horsepower and the classic rumble and look of a Harley for a reasonable outlay of bucks for a person in similar circumstances. In almost any locale there are undiscovered twisting roads to be ridden and this scooter can handle them with ease. Group ride on Saturday? This bike enables you to keep up with the pack.
Compromises are usually expected when lowering a bike, less shock absorption being the typical trade off. Cornering can be adversely affected as well, but the cool thing about this new model is that it is ergonomically configured to be close to the ground so there is no compromise on handling. Pull back handlebars kept my posture in an upright, “cruising” position. I like the classic style Sportster tank too, even in black. The consensus in our group was that it was quite firm over the bumps. More padding in the seat would help smooth out the ride, and if the seat back came up just a little higher our tailbones would be grateful. Had a bike like this, designed for a person my size, been available years ago I’d have graduated to a Harley a lot sooner.
XL 1200C Sportster 1200 Custom It’s a cliché that Sportsters feel “high-centered” and I fell prey to the prejudice, as this bike looked tall compared to the 883L. Yet as soon as I sat on it and before I left the parking lot, I knew this was a bike I could ride the hell out of. The wide handlebars kept me in a slightly forward leaning position – perfect for a challenging road. The footpegs are placed forward but not too high, which gave me a sense of balance and control. It was quick, handled very well, and due to the rubber mounts, engine vibration seemed less evident than on the Sporty I used to ride. On a long tour at freeway speeds the rubber mounting would really shine. This bike was a genuine treat to be on, and much like a ride at the fair, ended too soon. The only minor drawback I could comment on about this model might be the forward-lean position on a long haul. If that were a problem, pull back risers could fine tune the fit for highway travel. This is one bike I’d love to own.
The FXD Dyna Super Glide was the first bike I tried out and for good reason; I’d just ridden my Dyna 1200 miles and wanted to compare it to a new one. I didn’t find too many differences between them. It’s a good looking, solid bike, comfortable and not too tall even compared to mine which has been lowered a little. I like the weight and the size of the Dyna. It’s only a little heavier than the Sportsters yet not as large as a Road King. It’s 1450cc (88 cu in) motor provides plenty of power, especially for a person like myself who’s well below 150 pounds with full leathers and boots and generally a large camera bag. There’s a comfortable amount of room for a passenger or a few stuff-sacks full of gear. In Spring 2002 I rode my Dyna down Coast Highway One alongside my good friend Suzanne on her Softail – with Bikernet Headquarters as our Southernmost destination.
For an 18-day tour, divided among those two bikes, we hauled along everything we needed – and then some. A tent, sleeping bags, air mattresses, two cameras, large lenses, a tripod and even a laptop computer. It was a trip to remember and it went off without a single mechanical hitch. There’s nothing like a dependable bike and I know I can count on a Dyna.
The V-Rod VRSCA both looks and feels ergonomically different from other bikes. The foot pegs are forward, and recent models have them moved back toward the rider. Even though the pegs were lower than the 1200 Custom’s, because I sat upright instead of leaned forward it felt a little like putting your feet up on the crash bars while rolling down a highway. In all fairness, riding a longer distance at a faster speed could have given me time to adjust, not to mention be a kick to try. The route inside the park was limited to 35 mph and even slower through hairpin turns and twists. The V-Rod was very responsive, smooth and had a unique sound. However it begged for more throttle and to really test a V-Rod, one should take it to a faster road, shouldn’t one? It’s definitely a bike of a different color and one many of us made a point of testing that day.
The Road King Custom has lowered suspension front and rear, and a thinner seat resulting in a lower seat height than standard. I had my eye on it all afternoon but didn’t think I’d get the chance to test it. Or should I say test me on it. Mailman made the mistake of stating that the Road King was “too much” for me while surrounded by a number of the lady riders. Some crossed their arms, took a half step forward and said “What do you mean she can’t ride a big bike?”. He was outnumbered and I had the encouragement I needed to take the plunge. The last run of the day, I had to make quick, so I hopped on that Road King. It was incredibly easy to handle when backing out of the parking spot and when maneuvering at slow speeds and stop signs.
One gal described it as driving like a Volkswagen bus. I expected it to be unwieldy, but I didn’t get the same sensation. The bars came back to a very comfortable position for my wrists. I had to reach just a little for the shifter, but it was by no means uncomfortable and that sort of minor adjustment can be made easily. Resting my feet on the foot boards in various positions was a treat. My Dyna and the other bikes I tested have pegs which don’t allow for as much variation to re-position your legs. The overall effect of the Road King was that of sitting in an easy chair. Smooth ride, plenty of support and a comfortable sitting position, little effort in cornering, just a gentle lean and a purr like a lion. It was fortunate for me to have the opportunity to test the Road King as it put to rest the psychological road block I had about my ability to handle a bike that size.
After a couple of group photos, during the ride back to the hotel to prepare for a banquet at the Harley-Davidson Cafe, we discussed many topics on riding while Steve Piehl, the leader of H-D’s Communication team listened attentively to “the Female Perspective”. How many times have you wished your comments could be heard by someone at the motor company? Never have I had such an opportunity to compare so many motorcycles in quick succession and what’s more, had my opinion on each listened to intently.
Testing brand new bikes in Vegas appealed to me but writing about it from a “Female Perspective” did not. I started riding because the idea intrigued me. Girls on bikes (I was younger then) were pretty uncommon, yet incredulous comments like “You ride your own bike?” continually caught me off-guard. I believed the bike I rode should have been the topic of interest rather than the fact that I was female. Riding to me isn’t a statement, it’s a joy.
It might be a safe bet that H-D and Buell are tapping a market long overlooked – female riders. But I prefer to think of this alteration in size accommodation as more than a sales pitch to women. Short folks come in both flavors and need to touch the ground while sitting at a stop light. Sure, there are other low bikes available, but this adds variety to the mix.
Overcoming my inherent shyness, I let the reps from the motor company know my feelings on differentiating between riders by gender. Don’t get me wrong – specifically encouraging women to ride has it’s place as some ladies need more support to start riding than others. After all, women are still a minority in the motorcycling world, and there’s no reason that can’t change. And producing a line of fine motorcycles tailored to smaller bodies is way overdue. I simply don’t want see a motorcycle stigmatized as being a “girls bike”, potentially implying some inherent weakness on the part of the rider. Empowering new riders to understand that, with training and experience, they can handle any bike that fits them correctly would be taking the higher road. I admire someone who, despite limitations, doesn’t let ego override common sense. Before electric starters were the norm I remember “If you can’t start it, you can’t ride it” and “If you can’t pick it up, it’s too much bike for you.” Seems logical enough, but how many touring bikes could be picked up by their riders alone? I’d rather hear “If you can’t KEEP it up you can’t ride it”.
I’ve ridden a number of motorcycles since 1980 when I bought a Triumph Tiger to learn on. Coincidentally my first solo ride was on the day Mt St Helen’s blew up. Among them were a Norton Commando, a Triumph Bonneville, an Ironhead Sporty, an 883 Sporty and various cc XT Yamahas. After 20 years I finally signed over the title for my XT-250 Yamaha to my son Garrett who rode it to Sturgis from Tacoma in 2002 in anything but a straight line, racking up 5,000 miles in the month he was gone with only a small backpack for his gear. He turned 21 at midnight the evening he returned home. He’s been on that bike with and without me since he was two years old. There’s now a small sticker on the back stating “I rode mine” and a well deserved one it is. Lately, he’s been borrowing his dad’s Buell and I’m sure that someday he’ll acquire one of his own. He’s been on every Harley and Buell he had time to ride while in Sturgis in 2000 & 2002, and he spent the majority of his time there doing just that. Perhaps humble and immeasurable in dollars and cents, I’m proud of my son and the legacy we’ve begun.
Kudos to the Harley-Davidson Motor Co and the Buell Motor Co for bringing together for the first time, a group of experienced women riders in the motorcycle publication business for the specific purpose of garnering our opinions. May it encourage many others to follow in their footsteps and set out on their own open road.
Muchos gracias to Layla and Bandit for choosing me to represent Bikernet.com on such a rare assignment. And about those four rough nights of debriefing at Bikernet Headquarters afterwards … all Mailman and I can say is, “Thank you sir, may we have another?”
Photographers – at the LV Speedway, Buells:
Brian J Nelson
– at the Red Rock Canyon, Street
Pam Proctor –
– group of riders after canyon
Steve Piehl, of HD
others by Mailman & Helen
ATTENDEES AT THE JUNE 11, 2004 LAS VEGAS PRESS EVENT
Val Asensio, Ride Texas
Kim Barlag, Midwest Motorcyclist
Susan Buck, CC Motorcycle News
Pam Collins, Keystone Motorcycle Press
Stephanie Feld, American Iron
Natalie Jackson, WATV Productions
Heather Lewis, Cycle World
Debbie Macdonald, Thunder Press
Rain Nietzold, Biker Ally Magazine
Diane Ortiz, Newsday
Genevieve Schmitt, Woman Rider
Rebecca Shaw, Cycle Dreams
Margie Siegal, IronWorks
Kris Slawinski, Long Riders
Sungyun Wilkie, Rocky Mountain Rider
Helen Wolfe, Bikernet.com
Bonnie Strawser, Monte Lutz, Sportbike Track Time
Brian J. Nelson, Photographer
Pam Proctor, Photographer
