2012 Honda NC700X First Ride

The 2012 Honda NC700X is build to appeal to the widest cross section of riders possible.

Far too often terms such as “unique”, “revolutionary” and “game changing” are thrust upon the motorcycle world to describe the latest and greatest from the marketing wizards responsible for grabbing your attention. It is always a full frontal assault on the buyers with more and better and faster. This is a yearly cycle we’ve come to expect as new models are introduced and touted as the next level. We’ve become accustomed to expecting more horsepower and more extreme performance from our two wheeled machines. But where does that leave the new or inexperienced rider? Sadly, many may give up before they begin, frustrated with learning the coordinated dance of controlling a motorcycle that's become second nature to seasoned riders. Honda has recognized this and has an answer, the 2012 NC700X.

But here’s the deal – Honda knows that the NC700X also needs to be fun as the rider’s skills grow and needs to still attract those that have years under their belts. What a new rider needs and what a seasoned rider wants are for most purposes worlds apart. The beginner needs something that is easy to control in order to harness the aptitude of piloting a two-wheeled conveyance, but experienced riders want a machine that will deliver that adrenaline fix when asked. Everyone wants excellent fuel economy. That is the Cliff’s Notes of Honda’s NC700X concept. So did Honda hit the mark? We hit the road in the mountains of Ventura County to find out.

Just about every aspect of the NC700X is unconventional, but the heart of this adventure bike-styled machine is different from anything Honda has offered to date, in a motorcycle at least. The 670cc Parallel Twin lays forward at 62 degrees and features a long stroke design with a 80mm stroke and 73mm bore diameter. This gives the NC’s powerplant a linear yet torquey engine character. In order to gain efficiency, the pistons have a low-fiction coating and the valvetrain features lightweight aluminum roller-rocker arms. A single 36mm throttle body meters out the combustible air/gas mixture straight through the downdraft style intake tract, for a claimed 64mpg. That’s approaching scooter fuel economy territory.

Honda offers two transmission configurations for the NC700X, a standard six-speed and the next generation of the automatic Dual Clutch Transmission. The DCT uses two hydraulically controlled clutches that can do the shifting for you in a standard drive mode or sport mode, or riders can choose to shift through the gears via paddles on the left bar sans clutch. This

The transmission of the DCT/ABS version of the NC700X is controlled via switches and buttons on the handlebars. A standard six-speed transmission is also available.

new-generation set-up “learns” by allowing the ECU to detect the riding conditions in the automatic modes and tailors the shift points to suit the riders riding style. Riders will shell out $6,999 for the six-speed, and $8,999 for the DCT model. A big difference in price to be sure, but Honda throws in combined ABS for that extra two grand.

The chassis is just as unconventional as the engine design and DCT transmission, with a compact steel frame that wraps around the engine for a narrow cross-section. Without its brawny adventure-styled bodywork the NC700X could easy be mistaken for a scooter. The low-slung construction allows for a massive 21-liter storage compartment where the tank would usually be, while the 3.7-gallon steel fuel tank resides under seat. The 41mm front forks have 5.4 inches of travel, and the rear has 5.9 inches of travel through a Pro-link equipped swingarm.

Swinging a leg over the NC700X finds a fairly compact cockpit. Although the seat height is 32.7 inches it feels lower and most riders should be able to find flat ground with both feet. The seat is firm and slim – but not narrow like a dual sport seat. The reach to the riser bars feels just right while the seat to footpeg relationship is tight for my 5’10” frame and could get uncomfortable if you surpass the 6-foot mark.

Honda had both the six-speed and DCT equipped models on hand for us to sample. I jumped right into the DCT game first to get a feel for the system as I’ve had only a few stints on the VFR equipped with the same technology. At first it is a bit unnerving not having a clutch or shift lever on the left side of the bike, but you quickly adapt. In not time you are enjoying the torquey character of the long-stroke mill as the auto tranny does all the thinking for you. In regular drive mode the power character is not much to write home about from a speed-freak’s perspective, but it gets the job done in silky smooth fashion. This mode is all about fuel economy as it shifts early and keeps the revs low.

Experienced riders will be impressed with the light and precise steering of the 2012 NC700X.

Thumb the right bar mounted switch to the Sport mode and the shifts firm up ever so slightly. The engine is also allowed to rev out further before the next gear is selected automatically.

Going to manual gives you control of when you grab the next gear with a squeeze of the trigger finger switch, but be quick! The limiter kicks in at 6500 rpm, and if you are used to a wringing a bike’s neck to get that rush, you’ll find that limiter often. Adjust the shift points to the meat of the power, right around 4500 to 5000 revs, and the acceleration is better than expected.

The standard transmission is, well, standard. Shifts are Honda reliable and solid, just as you would expect. My only criticism it the reach to the clutch lever could be a stretch for smaller hands.

While the engine performance will not hold the attention of experienced riders for long, the low center of gravity and well-sorted chassis will. Steering is light and almost dirt bike-ish. Just think about turning and you are. The NC700X falls into the corner with the lightest of bar input and once in it holds a line with composure that you wouldn’t expect from a bike that has a frame resembling a scooter.

Only the biggest of road imperfections upset the suspension balance. The tighter the road the more fun the NC gets, especially as you learn to use the bike’s momentum rather than horsepower to get out of the corners.

When it’s time to slow the NC700X’s roll the brakes are not as stellar as the handling, and one must be careful not to come in too hot. The response is predicable, but the power could be better for those that like to divebomb the corners. For beginners, grabbing a handful of right lever won’t be a complete disaster, and the combined ABS on the DCT model will keep even the most ham-fisted brake applications downright civil.

I am truly impressed with the 2012 Honda NC700X, but not for the usual reasons. I’m impressed with Honda’s ability to create a bike that will be one of, if not the most friendly beginner mount on the market. But it can at the same time entertain any rider out there. It looks cool, has useful storage, a gratifying chassis and user-friendly motor; a new rider can’t ask for much more than that. For me this “unique” bike might not be completely “revolutionary,” but I think it could be very well a “game changing" motorcycle.

 

For more info: http://www.motorcycle-usa.com/117/14075/Motorcycle-Article/2012-Honda-NC700X-First-Ride.aspx

Where Honda's dreams all began

Defining the joy of mobility on two wheels

 In 1946, at a time when the mere bicycle was still the chief means of transportation in Japan, a small, remodeled generator once used to power a radio transmitter was reworked into an engine and fastened to a bicycle to give it a mechanical boost. This engine was the starting point of Honda and the beginning of its motorcycle business. In Japan at that time, many people traveled great distances on bicycles to shop or used a bicycle for commercial purposes. In response, Honda has maintained the "passion to create products that will bring joy to many people," without interruption through each successive Honda generation.

For more info: http://world.honda.com/business-overview/motorcycles/

300 Trainers Gather for MSF Conference

The Motorcycle Safety Foundation recently brought together more than 300 members of the training community to further its goal of continuous improvement in providing the very best way to be safe on a motorcycle, particularly for new riders. The participants represented 44 states and five countries in the Second Annual MSF International Rider Education Training System Conference, held at Eastern Kentucky University in May. Additional support for the IRETS conference included three military program coordinators and 22 state program managers.

“One of our great joys at MSF is meeting with the training community at IRETS,” said MSF President Tim Buche. “This past May, we were privileged to host more than 300 safety professionals from all over the world. We were thrilled with their enthusiasm and eagerness to improve their craft for the betterment of their students. Together with assistance from university officials, the Traffic Safety Institute and the Kentucky rider education program, we did our best to create a conference environment that was effective and efficient, and to offer topical content on all elements critical to realizing the potential of motorcyclist rider education and safety.”

The Motorcycle Safety Foundation promotes safety through rider training and education, operator licensing tests and public information programs. The MSF works with the federal government, state agencies, the military and others to offer training for all skill levels so riders can enjoy a lifetime of safe, responsible motorcycling. Standards established by the MSF have been recognized worldwide since 1973.

The MSF is a not-for-profit organization sponsored by BMW, BRP, Harley-Davidson, Honda, Kawasaki, KTM, Piaggio, Suzuki, Triumph, Victory and Yamaha. For safety information or to enroll in the RiderCourse nearest you, visit www.msf-usa.org or call (800) 446-9227.


For more info: http://www.motorcycle-usa.com/2/14059/Motorcycle-Article/300-Trainers-Gather-for-MSF-Conference.aspx

ATTN: Lady Riders... Get Ready for Bikes, Babes, & Bling!!

Bikes, Babes, & Bling Joins Bikes, Blues, & BBQ!

As some of you may know, in 2010 Bikes, Blues, & BBQ, Inc. created a unique offering for lady riders, our sister event – Bikes, Babes, & Bling.  Lady riders have grown in number since the late 1990′s, and have become quite a power in the motorcycle industry. This rally was held in the summer so as to stimulate local business during a slower time of the year (since the University of Arkansas students are gone for the summer) and also to be far enough in advance of Bikes, Blues, & BBQ to allow proper planning for each rally. After a rainy first year and venue and date change for the second year, the Board and Staff of Bikes, Blues, & BBQ decided to work smarter, not harder. In January of 2012, it was decided that Bikes, Babes, & Bling will not be produced as a secondary event, but that it will be integrated into the already well established Bikes, Blues, & BBQ. This has allowed the rally staff to really focus their efforts on producing one awesome quality rally for the masses.

Ladies, coming this September, expect the unexpected. Your good friends here at BBB are working on something extra special for you. Stay tuned, as the details are getting ready to be released!

For more info: http://www.bikesbluesandbbq.org/

First Impression: 2013 Honda CRF250R

The 2013 Honda CRF250R received some minor changes for the new year.

Over the years, the Honda CRF250R has seen quite a few innovations, including dual mufflers, a steering damper, and most recently, Electronic Fuel Injection and an all-new chassis design. Since the current evolution of the CRF was introduced back in 2010, the bike has only seen small strategic changes aimed at improving the bike. For 2013, it’s more of the same for Honda, as the CRF250R has received a few updates to keep up with the current crop of 250cc four-strokes.

WHAT’S NEW
When it comes to the motor, all the internals remain the same for 2013, however, Honda has recalibrated the EFI settings to improve both the low-end and midrange power output of the bike while still retaining good top-end over-rev and pull. In the day and age of EFI, Honda is hoping that this change is enough to significantly boost the power delivery of the bike. As for the suspension, Honda only made a few minor internal updates, changing to a different spring rate up front for better bump absorption and more precise handling. The forks also received a larger diameter sub-piston—35mm to 37mm—for greater adjustability and suspension control. In the rear, the shock was given a larger diameter adjuster-bolt seat for improved controllability and bump absorption. Lastly—and perhaps the most significant change—is the new Dunlop Geomax MX51FA rear tire that is proprietary to Honda and is said to be 0.9 pound lighter than a standard MX51 tire, cutting unsprung weight significantly. Aspects of the bike that have carried over from 2012 are the Renthal handlebars, the Honda Progressive Steering Damper, and the light and agile chassis.

Test rider Jessie Huntley praised the CRF for its impressive low end hit, making powering out of the loamy Lake Elsinore berms easy.

ON THE TRACK
Upon firing up the bike, we immediately noticed how easy it was to start. Even when hot, all it usually took was one focused kick to bring the bike to life. On the track the new EFI mapping was readily noticeable, as the bike produced a very strong low-end hit that lead into a meaty midrange and top-end pull. We found that in spite of the EFI improving the low- and mid-range power, the top-end wasn’t adversely affected. Even with jumps found immediately out of corners, where many bikes might need to be shifted from second to third to avoid losing power, we were able to continue in second and rev out the little CRF while still producing enough power to get over the jump.
Where we had to make a few changes during our initial day of testing was the rear shock. While the front forks were stiffer than last year, and did an excellent job at soaking up rough chop and big jumps, the rear shock felt soft and dead before we went in three clicks on the compression and two on the rebound. The changes allowed the rear end to stay up higher, giving better rider feedback without blowing through the stroke as easily. Once we got the shock dialed in, the bike handled very well. Down fast straights, the front end remained stable and under braking, the rear didn’t kick or do anything unpredictable. While the Elsinore track didn’t have many deep ruts, we found that the bike turned very well without knifing or pushing.

Once we stiffened up the shock, the bike handled very well, staying planted down rough straights and diving into corners.

WHAT WE THINK
Last year, Honda produced a CRF250R that was improved over the previous years and performed well in our annual shootout. In our initial testing so far, we’ve found that in spite of the changes made for 2013, Honda hasn’t messed up a good thing, and in fact, improved upon an already solid motorcycle. With improved power and confidence-inspiring handling we’re sure that this bike will be a front-runner again during the 2013 250cc four-stroke shootout. As with all our tests, be sure to check out a future issue of TransWorld Motocross for a more in-depth review on the bike. We still have a lot of riding and testing to do aboard this bike.


For more info: http://motocross.transworld.net/1000134553/features/first-impression-2013-honda-crf250r/

American Honda's Jon Siedel poses with the CB1100

I saw a motorcycle it was impossible not to love recently. At least impossible for me not to love.

That’s it in the photo above, a Honda CB1100. Of course I’m partial to a bike like that, considering that one of my rides is a 1980 CB750 Custom.

I saw this bike recently at the Motorcycle Sport Touring Association’s STAR 2012 rally up in Avon. Jon Seidel, who works in the motorcycle press department for American Honda, had brought the bike to show and to solicit responses from potential buyers.

As Jon explained, the bike went on sale in Japan, Australia, and New Zealand in 2010 and was made available in Europe this year. The question is whether it will be brought to the U.S.
Here’s a quick run-through of some of the specs:

• Inline 4
• 1100cc
• Air/oil-cooled engine
• Dual disks in front, single disk in back
• Latest generation combined braking system–only linked rear to front, so use the front brake and only get front, but use the back brake and get front and back braking
• 4-gallon tank
• Wheelbase 68 inches
• Seat height 30-30.5 inches
• 4 into 1 exhaust
• 18″ wheels
• Chain drive

Jon was a good one to be showing the bike because he loves it.

“This is the motorcycle I want to buy. I love this motorcycle. I love the look, everything about it,” he said. “It’s a period-type piece. Our thought about it is that, for a Honda fan, this has a lot of Honda signature DNA in it. It’s an extremely enjoyable motorcycle to ride. It puts a grin on your face.”

One point of interest for me is the chain drive. My old CB has chain drive and I do not miss it when I’m on my shaft-driven Kawasaki Concours. Apparently, times have changed.

“Chains nowadays are nothing at all like they were even five years ago,” said Jon. “These are sealed o-ring chains, they will go thousands and thousands of miles, and require minimum — almost no maintenance or lubrication. If you knew what chains were in the past, this is nothing like that any more.”

That’s good to know.

So yeah, I’d love to have this bike. But Honda better not count on me buying one if they do bring it here. At least not unless my old CB dies. When I buy a bike–or a car–I stick with it for years. If everyone was like me our whole economy would grind to a halt. But if I can pick up a used one in maybe 10 years, that could happen.

Recent from National Motorcycle Examiner
Motorcycle touring with Ball O’ String

For more info: http://motorcyclecolorado.com/blog/category/honda-motorcycles/

Stoner to Miss Brno with Ankle Surgery

Repsol Honda’s Casey Stoner will not participate in the upcoming MotoGP race at Brno after doctors advised him to get ankle surgery. After being injured at the Red Bull Indianapolis Grand Prix the reigning world champion soldiered on and finished the race in fourth place.

However, further review of the ankle revealed that surgery would be necessary so the soon to be retired racer is off to his homeland of Australia with plans to go under the knife, immediately.

A brief media release from Honda announced Stoner’s return to Australian for surgery:

“Casey Stoner will leave Brno this evening for Australia after his doctors advised him to have surgery on his damaged ankle.

“The Repsol Honda rider will hold a press conference in Brno at the HRC Hospitality unit at 15h30 this afternoon.”

Stoner initially injured his right ankle in a crash during qualifying for the Indianapolis Grand Prix. X-ray and MRI scans revealed several injuries, including fractures and bone contusions in the right tibia and fibula, as well as ligament damage. Despite the injuries, the reigning MotoGP champion was able to compete at Indy, courtesy of modifications to his racing boot and the aid of pain injections.

The reigning MotoGP champion's absense at Brno further cede's the title fight to Stoner's HRC teammate Dani Pedrosa, who trails factory Yamaha pilot Jorge Lorenzo by 18 points. Stoner currently sits 39 points adrift of Lorenzo in third. It is unclear when Stoner will be able to resume his title defense.

Honda Pro Racing further announced via its Twitter feed that “At this moment the recovery period is not known.”

For more info: http://www.motorcycle-usa.com/839/14086/Motorcycle-Article/Stoner-to-Miss-Brno-with-Ankle-Surgery.aspx

Just another reason to LOVE your HONDA!!!

http://www.claimsjournal.com/news/national/2012/08/13/211804.htm

Kawasaki Recalls Motorcycles to Fix Oil Leak

Kawasaki is recalling nearly 4,200 Ninja ZX-10R motorcycles in the U.S. because oil can leak onto the rear tire and cause a crash.

The National Highway Traffic Safety Administration says in documents on its website that the recall affects bikes from the 2011 and 2012 model years. They were made from Sept. 1, 2010 to Feb. 15, 2012.

The documents say oil can leak from the crankcase and pool. Continued use could cause the oil to spill onto the rear tire. Kawasaki says the problem hasn’t caused any crashes or injuries.

The company will notify owners and dealers will seal the crankcase to stop the leak.

Rider Training Standards Paper from MSF

In an effort to further improve and refine its rider training programs, the Motorcycle Safety Foundation will release the complete peer-reviewed paper titled, “The Standards Concept for a Rider Education and Training System,” authored by Dr. Jim Heideman, MSF’s director of licensing programs, on Aug. 24, 2012. Dr. Heideman previewed this paper via an executive summary and follow-up discussion at the Second Annual MSF International Rider Education Training System Conference, held at Eastern Kentucky University this past May.

“The MSF’s mission is to create a comprehensive and relevant rider education and training system,” said MSF Vice President Robert Gladden. “We constantly strive to support riders in their pursuit of motorcycling excellence and to create a safer riding environment. While there are countless examples of MSF’s thought and action leadership, Dr. Heideman’s paper on standards answers key questions about standards related to rider education and training. We stand behind Dr. Heideman’s published works and are proud to support his continuing research.”

En route to preparing the standards for publication, Dr. Heideman assembled a team of education and training experts, and called upon their vast personal knowledge as well as their academic and professional training, to develop a document that’s more definitive than anything to date related to motorcyclist rider training in the public domain.

As a result, Dr. Heideman’s work describes the process used in the development of the MSF Rider Education and Training System Standards and details the internal and external information sources used to establish the breadth and depth of acceptable performance.

The Motorcycle Safety Foundation promotes safety through rider training and education, operator licensing tests and public information programs. The MSF works with the federal government, state agencies, the military and others to offer training for all skill levels so riders can enjoy a lifetime of safe, responsible motorcycling. Standards established by the MSF have been recognized worldwide since 1973.

The MSF is a not-for-profit organization sponsored by BMW, BRP, Harley-Davidson, Honda, Kawasaki, KTM, Piaggio, Suzuki, Triumph, Victory and Yamaha. For safety information or to enroll in the RiderCourse nearest you, visit www.msf-usa.org or call (800) 446-9227.

Courtesy of Motorcycle Safety Foundation

Wednesday, August 22, 2012 

For more info: http://www.motorcycle-usa.com/2/14079/Motorcycle-Article/Rider-Training-Standards-Paper-from-MSF.aspx

Pikes Peak - Check out the Honda's in the 450cc class!!

PPIHC: Motorcycles Shatter 10 Minute Barrier at Pikes Peak

With the road to the summit of Pikes Peak fully-paved now, riders not only had to contend with learning the 156 corners that comprise the race to the clouds, but they also had to learn the new asphalt sections that were paved after last year’s race. Getting three days of practice and sunshine on the Pikes Peak International Hill Climb course, on Saturday the weather hit the reset button, bringing rain down on the mountain, which made the road very green for racing the next day.

The sun returned for Sunday’s set of races though, with the motorcycles leading the charge up Pikes Peak. As with the previous years, the talk of class records falling was again high on the discussion list, which is unsurprising since Pikes Peak has added new pavement sections each year to the course. Though, with the asphalt now going all the way to the summit, the big question this year was by what margin the records would fall, and in the motorcycle category, whether a new class of motorcycle would dominate the mountain.

With most of the field still comprised of supermoto bikes and a handful of flat trackers, the 1205cc class showed the most diversity in entries, with BMW, Ducati, Harley-Davidson, and KTM all represented. The PPIHC crew isn’t keen on full-fledged sport bikes racing on the mountain, relegating those entries that did show up into the exhibition class. Though many thought the sport bikers would dominate this year, it was the adventure-touring bikes in 1205cc class that would lay siege to Pikes Peak, in more than impressive style.

Shattering the 10 minute lap barrier to the summit, Carlin Dunne made a repeat victory and course record with his 9’52.819 run on the Ducati Multistrada 1200 S Pikes Peak race bike. With Dunne’s transponder failing to check in a final time at the finish, the entire paddock had to sit and wait for his result before a winner could be declared, since Greg Tracy also put in an astounding sub-10 minute run as well, with a 9’58.262 lap to the top — doing so with a vertebrae he fractured the previous Sunday, shooting a commercial for Ducati & Audi.

With the motorcycles getting fairly good weather on the mountain, the rest of the classes were not as fortunate. With rain, hail, and snow reported at the summit, the car classes had to contend with the changing conditions, and a bevy of red flags, before they could get all their races completed. One of the longest hill climbs in duration ever at Pikes Peak, the day saw Rhys Millen set an outright course record of 9’46.164 in the Time Attack class on his Hyundai drift car.

Of course, the real feat is Dunne and Tracy’s times, which were the third and fourth fastest overall for the day, respectively — on fairly stock adventure-touring machines, no less.

2012 Pikes Peak International Hill Climb Race Results:

Pos.	PIC	Name	Lap Time	Speed	Hometown	Chassis
1205cc Motorcycle Class
3	1	Carlin Dunne	9:52.819	72.872	Santa Barbara CA	Ducati
4	2	Greg Tracy	9:58.262	72.209	Long Beach CO	Ducati
16	3	Bruno Langlois	11:05.342	64.929	Ajaccio France	Ducati
34	4	Eddie Tafoya	11:38.545	61.843	Chino Hills CA	Ducati
40	5	Michael Henao	11:41.686	61.566	Boulder CO	Harley Davidson
50	6	Jiri Heinik	11:51.967	60.677	Czech Republic	KTM
115	7	Norman Meyer	13:38.408	52.785	Conifer CO	BMW
135	8	Weston Orloff	–.—	0.000	Mukwonago WI	Harley Davidson
750cc Motorcycle Class
10	1	Gary Trachy	10:40.753	67.421	Orange CA	TM
15	2	Jeff Grace	11:02.472	65.210	Colorado Springs CO	KTM
28	3	James McKay	11:31.423	62.480	Dayton NV	Husaberg
31	4	Joseph Toner	11:35.449	62.118	Scotland	Kawasaki
42	5	Marco Belli	11:43.715	61.388	Varese Italy	Ouroboros
44	6	Mattia Riva	11:44.397	61.329	Maslianicocomo Italy	Husaberg
48	7	Ryan Oosterman	11:49.827	60.860	New Ipswich NH	KTM
59	8	Joseph Connor Toner	12:00.457	59.962	Scotland	Aprilia
74	9	Pierpaolo Vivaldi	12:16.133	58.685	Trevenzuolo Italy	SMR
78	10	Dan Harmon	12:20.855	58.311	Florissant CO	KTM
108	11	Lee Summers	13:14.639	54.364	Midland TX	KTM
450cc Motorcycle Class
17	1	Travis Newbold	11:06.618	64.805	Montrose CO	Honda
19	2	Greg Chicoine	11:12.312	64.256	Jefferson SD	Kawasaki
20	3	Daniel Berendes	11:12.970	Monument CO	Honda
21	4	Craig Gleason	11:13.782	64.116	San Marcos TX	Yamaha
24	5	Geoff Cesmat	11:20.195	63.511	Boulder CO	Yamaha
25	6	Jeff Delio	11:23.479	63.206	Littleton CO	Yamaha
26	7	Chase Guthrie	11:28.056	62.786	Mentone IND	Kawasaki
29	8	Darryl Lujan	11:33.566	62.287	Brighton CO	Honda
33	9	Teague Sawyer	11:38.399	61.856	Thornton CO	Honda
37	10	Cal Collins	11:40.749	61.648	Chandler AZ	Honda
46	11	Tom McCarthy	11:44.807	61.293	Des Moines IA	Honda
47	12	Donnie Bales	11:47.241	61.082	Murrieta CA	Honda
49	13	Greg Nichols	11:50.951	60.764	Boulder CO	Yamaha
56	14	Mark Niemi	11:59.234	60.064	Denison TX	Honda
60	15	Timothy Buhler	12:01.197	59.900	Pine CO	Yamaha
62	16	Eric Monus	12:01.823	59.848	Houston TX	Yamaha
67	17	Mark Woodward	12:06.625	59.453	Longmont CO	Kawasaki
68	18	Jim Cole	12:06.688	59.448	Parker CO	Yamaha
71	19	Justin Flater	12:10.889	59.106	Colorado Springs CO	Honda
72	20	Thomas Specht	12:13.906	58.863	Woodland Park CO	Honda
73	21	Doug Chestnutt	12:14.890	58.784	Littleton CO	Yamaha
79	22	Michael Kassebaum	12:22.869	58.153	Lawrence NE	Honda
83	23	Brandon Rader	12:29.197	57.662	Lees Summit MO	Honda
87	24	Ryan Radar	12:37.969	56.994	Lees Summit MO	KTM
90	25	Charles Ford	12:39.450	56.883	Colorado Springs CO	Honda
93	26	Donnie Burns	12:42.642	56.645	Colorado Springs CO	Honda
104	27	William Kitchens	12:56.462	55.637	Houston TX	Aprilia
110	28	Chris Carr	13:15.360	54.315	Atlanta GA	KTM

For  the full story: http://www.asphaltandrubber.com/racing/2012-pikes-peak-internationl-hill-climb-race-results/

2012 Motocross of Nations US Team

Courtesy of AMA

The American Motorcyclist Association is pleased to announce the members of the U.S. team that will compete at the FIM Motocross of Nations Sept. 30-31 in Lommel, Belgium. The 2012 team will include Red Bull/KTM's Ryan Dungey, Monster Energy Pro Circuit Kawasaki's Blake Baggett and GEICO Honda's Justin Barcia.

Perennial U.S. Team Manager and Motorcycle Hall of Famer Roger DeCoster will manage the team in its hunt for a record 23rd Motocross of Nations Championship.

"We will have Ryan in MX1. Blake, who has excellent support for the 250cc bike from Mitch [Payton], will be our MX2 rider, and Barcia will be our open class rider," DeCoster said. "This is a great team. They have proven that they are solid riders, especially in the sand, and the Lommel track is a very deep sand track."

Riders in the Motocross of Nations compete in either the MX1, which features 450cc bikes; the MX2 class, which includes 250cc motorcycles; or the open class.

Dungey, who returns for his fourth time to the Motocross of Nations, said he is thrilled for the opportunity.

 "It's a pleasure, and it's an honor to represent my country at the Motocross of Nations," said Dungey, who is leading the points for the 450cc Lucas Oil AMA Pro Racing Motocross Championship. "Blake has a year of experience [at the Motocross of Nations] and although it's Barcia's first year we do a great job of welcoming everybody. We're not racing against each other. We are racing with each other for one goal, and that's to win the Motocross of Nations. With Roger and the rest of the organizational team behind us, we have excellent support and all the support we need to win."

Baggett said he's confident in the U.S. team's chances to win the title.

"I'm excited to go to Belgium and race," said Baggett, who is leading the points in the 250cc class in the Lucas Oil AMA Pro Racing Motocross Championship. "It will be cool and a life experience for sure. The atmosphere of this race is really big and crazy, but the best advice is what I got last year, just ride to your potential, race the track and don't worry about the thousands of European fans and the competition you've never raced before. If we ride the best that we can, there should be no problems of winning it. We'll just go over there and bring the trophy home."

Barcia, who is stepping up to the 450cc bike to compete in the open class, said he is ready for the challenge and thrilled to be on the 2012 team.

"It's a little bit shocking, really. It's awesome," said Barcia, who is currently second behind Baggett in the 250cc class championship standings. "I've always dreamed of racing for the U.S. at the Motocross of Nations, and it's incredible. I'm speechless. To be picked for that team is just mind blowing. I'll be riding a 450, and that will be exciting. I practice on the 450 a lot, and I ride the sand really well. I've matured a lot in the past year, and I'm ready."

 AMA Director of Supercross and AMA Pro Racing Relations Kevin Crowther said that the 2012 team is stacked from top to bottom.

"The AMA has an enormous amount of industry, fan and racer support for this effort," Crowther said. "We are bringing an extremely talented team to Belgium, both in terms of the riders and the support crew behind the scenes. In addition to the on-bike talent, exceptional leaders such as Roger DeCoster, Mitch Payton, Chris Onstott, Jeff Canfield and Doc Bodner, and many more, really step up as part of the operational backbone for this event."

For Belgium native DeCoster, the 2012 Motocross of Nations will be a homecoming in more ways than one. Lommel is the same track where the U.S. team, also managed by DeCoster, won its first Motocross of Nations title in 1981.

"That's where we won the first time, 31 years ago," DeCoster said. "That first team [of Donnie Hansen, Danny LaPorte, Johnny O'Mara and Chuck Sun] was one of the youngest in history, and we are returning with another extremely young team. This will be a great Motocross of Nations. Being on the same track where we won the first time makes it very special."

The Motocross of Nations is one of the most high-profile motorsport events in the world. It features national teams competing for a combined score to determine the overall championship-winning country. The event emerged in post-war Europe in 1947 and has run uninterrupted since that time.

The United States is the reigning champion of the Motocross of Nations, winning in 2011 when the event was held in Saint D'Angely, France. The United States is also the all-time leader in Motocross of Nations overall victories with 22. Great Britain is second with 16.


For the full story see: http://www.motorcycle-usa.com/518/14000/Motorcycle-Article/2012-Motocross-of-Nations-US-Team.aspx

BBB - 6 Weeks Away!!!

Riding the Ozarks!

We here at BBB are really pumped about the 2012 rally.  Last year’s event was just so much fun with the music (free, of course), the BBQ contest, the stunt riders, the highwire motorcycle thrill show, the Miss BBB pageant, the professional arenacross, the………well, just the whole thing, that we can’t wait to do it again.  And we’re working on some changes to make it even better.

We’ve decided to consolidate our ladies’ rally (Bikes Babes and Bling) with Bikes Blues and BBQ and feature the best parts of “Bling” at “Blues”.  So when you come to BBB in Sept., we’ll be having the ladies’ fashion show, the ladies only karaoke contest, and a few of the other events that were so popular during “Bling”.  All of that will make for an even more enjoyable experience here in the Ozarks.


And speaking of the Ozarks, the very best part of the entire week is the chance to ride the Ozarks.  This year, we’re going to present new ride maps of some of our favorite rides, complete with a few attractions, restaurants, gas stations, and possibly even a bar or two along the way.  If you haven’t ridden the Ozarks yet, you’re in for a treat.  Wonderful scenery, mountain highways, quaint towns, and friendly people.   You’ll love every mile.

 For more info: http://www.bikesbluesandbbq.org/

Honda Force V4 Story

The V4 Engine Story - 35 Years of Technological Evolution & Challenge

Development Continues on the Force V4

MotoGP - The Ultimate Challenge in Motorcycle Racing

World championship road racing changed forever in 2002 when the screaming 2-stroke 500cc race bikes were replaced with 990cc 4-strokes. For the new era of MotoGP Honda once again chose a different path from its rivals and developed the RC211V, powered by a revolutionary V5 engine.

Featuring a 75.5° bank angle, the engine had three front cylinders and two rear cylinders. Never before in road racing had there been a machine with such a unique engine architecture. The RC212V dominated the competition and won forty-eight races, more than any other 990cc machine,

For the 2007 season, engine displacement was reduced to 800cc. Most of Honda's rivals simply made smaller versions of their existing machines. Honda, however, designed a completely new V4 engine based on feedback from the RC211V. Once again Honda made history by introducing the first V4 engine in road racing's premier class. The new engine was extremely compact and offered superb mass centralization, permitting use of a more compact, more aggressive-handling chassis. The RC212V is the ultimate expression of Honda's V4 technology.

Every other manufacturer also applied their most advanced technology and put their company pride on the line. As a result, Honda had a tough time and was unable to win the championship between 2007 and 2010. However, development of the V4 engine continued.

2006 RC211V MotoGP: N. Hayden

2007 RC212V Germany GP Pit Work

2011 RC2121V Australia GP: C. Stoner

2011 RC212V Engine

2012 RC213V MotoGP: C. Stoner

2012 VFR1200F Dual Clutch Transmission <ABS>(Production Model)

A Hard-Fought Battle for Glory - The New-Generation V4

"Using original technology to win at the pinnacle of motorcycle racing." To achieve that goal the RC212V development team worked at a feverish pace. Their aim was to get more top speed and to reduce rider workload by making the power easier to control. To do this they developed highly advanced electronic control systems to make the machine respond so faithfully to rider inputs that it would seem like an extension of the rider's body. The team also developed many revolutionary new technologies such as the seamless transmission that significantly reduces the shock loading caused by shifting. After a five year drought, the results were there for all to see in 2011 ? the last year for the 800cc machines ? as the Honda RC212V took the rider, team and constructor championships. Once again Honda reigned supreme at the pinnacle of MotoGP racing. For 2012, engine displacement was again increased to 1,000cc. Honda challenged this new era in MotoGP racing with the RC213V powered by a newly developed V4 engine. Although the machine won the 2nd and 3rd race of the season, non-stop development continues in the search for even higher performance.

For more info: http://world.honda.com/V4-story/07/index.html

Fun news about getting out and riding... Eco-friendly!

Motorcycle is a Complete ‘Zero’: Emissions, Noise & Heat

By Michael D. Lemonick 

It’s not easy to impress the hipsters of Brooklyn, but I managed to do it more than once a few days ago during a visit to the borough’s Greenpoint neighborhood. Or to be completely honest, I didn’t impress anyone. It was my vehicle that did. I was in Brooklyn to test drive an all-electric, battery-powered motorcycle built by a California-based company called Zero (for zero emissions, naturally). Several times during my ride through city streets, pedestrians called out to ask me things like “What is that?” “Where’s the exhaust?” “How come that motorcycle doesn’t make any noise?”

Not only does it not make noise, aside from the whirring of the electric motor and the whoosh of the tires and the wind: the Zero also doesn’t heat up like a conventional bike (no danger, therefore, of burning off several layers of skin if you touch the tailpipe). It doesn’t require any shifting. It doesn’t need tune-ups, or sparkplugs, or expensive fill-ups (the electricity to run it, says the company, will set you back about one cent per mile).

After riding the electric motorcycle, Lemonick decided that Zero Motrocycle's bike is not practical for long distance trips but great for city riding.
Credit: Alex Kasdin/Climate Central.

 Most of all, it’s incredibly fun to drive. By nature, electric motors are less powerful overall than comparably sized gasoline engines, but they draw on that power in such a way that they can accelerate a lot faster. Just like a human in a footrace with a horse, the electric will ultimately lose, but for the first few seconds it will outrun the more powerful bike. Since it’s smaller and lighter than the average motorcycle, the Zero is also remarkably nimble: it whips around corners almost without effort. No wonder motorcycle lover Jay Leno is quoted on the company website as saying: “This is pretty cool . . . I really do think that this is the future.”

The bike isn’t perfect, however. When I first talked with the Zero people about a test drive, they generously offered me a two-week loaner. Unfortunately, I’d have to pick it up at the dealer, Carbon Negative, in Brooklyn, and drive it back to my home in Princeton, N.J. I don't ride a lot, though, and I was kind of nervous about taking it across the Verazzano Narrows Bridge and down the New Jersey Turnpike.

Turns out I’d have been unwise to do so anyway: at highway speeds, the Zero’s range is about 45 miles. I might have made it home, or I might have had to go begging at a pizzeria or laundromat for a plug-in. The Zero’s relatively small size also means the ride isn’t exactly cushy. A ride halfway across New Jersey would have been a jarring experience.

But that’s not what the Zero is really for, according to Zach Schieffelin, the owner of Carbon Negative. On the open road, you want a powerful machine that can take you long distances in comfort. Noise isn’t really an issue. “But I’m a social person,” he told me. “I want my neighbors to like me.”

The Zero’s silence therefore becomes a real asset in Brooklyn. So does its maneuverability, which is much better in city traffic than a conventional motorcycle’s. Unlike a heavier bike, which requires a foot brake, the Zero can stop with hand brakes alone, and, Schieffelin pointed out, “in urban driving, you have to put your feet down a lot, so a foot brake is inconvenient.”

Even though Zero Motrocycles are electric and have no tailpipe emissions, they may not be more climate-friendly than a fossil-fuel powered bike.
Credit: Zero Motorcycles.

The lack of range, meanwhile, isn’t really a problem in the city. “You would almost never need to drive 45 or 50 miles in a day.,” he said. Schieffelin isn’t just doing a sales job, either: he’s buying a Zero for himself. “It’s being customized for me right now,” he said.

One more thing potential buyers might keep in mind (aside from the $14,000 price tag, which Schieffelin noted is a bigger upfront cost than for most smaller motorcycles, but which is somewhat balanced by very low running expenses): driving an electric vehicle of any kind might save on carbon emissions, but it might not.

It all depends on where your electricity comes from. If it’s from nuclear or hydroelectric power, you really are contributing just about zero greenhouse-gas to the atmosphere. If it comes from natural gas, you’re doing a bit worse. If it comes from coal, you’re doing so much worse with emissions that you may actually be better off driving a gasoline-powered motorcycle. It’s true for cars, certainly, as a recent Climate Central report clearly shows. In the Northeast, we get most of our electricity from gas and nuclear, so for us, the Zero’s carbon footprint is probably favorable.
Its fun footprint, however, is gigantic.

For more info: http://www.climatecentral.org/news/motorcycle-is-a-complete-zero-emissions-noise-heat//

Are 400cc twins the next sports bike trend?

Revival of the 400cc sports bike class

Posted: 25 July 2012
by Visordown News

HONDA, Yamaha, Kawasaki and KTM have all been linked with rumoured twin-cylinder sports bikes in the region of 400cc – so is this where the next boom of sports bike sales will come from?
Several sources in Japan have, in recent months, repeatedly 'confirmed' that a CBR400R is in the pipeline, based around a parallel twin motor and providing a halfway-house between the CBR250R and the CBR600RR. Others have also suggested that Yamaha and Kawasaki have similar plans, while Indian reports claim that KTM and Bajaj have been working on a 375cc twin for future sports bikes, Dukes and Pulsars.

While we've heard credible sources speaking about the Honda, the others are still in a grey area. While KTM has spoken of a small twin in the past, its recent plans for a small sports bike have revolved around the 'Moto3 350' and 'Duke 350' revealed in the firm's future product plan. All the reports about that bike have suggested that a single-cylinder motor would be its likely power source, although a twin, presumably based on the Duke 125/200's architecture, would achieve roughly the right capacity.

Kawasaki is unique in already having a 400cc twin-cylinder sports bike on sale in some countries, the Ninja 400R. However, that's just a sleeved-down version of the old-model ER6f/Ninja 650. An update, to adopt the latest ER6 styling, would make sense, but whether the bike can match a purpose-made 400cc machine – presumably smaller and lighter than the 650-based Kawasaki – is questionable.

Why the demand for such bikes? In the tough economy, sports bikes aren't shifting fast so smaller and, crucially, cheaper machines could be a partial answer. Add the fact that the motorcycle licence system in Europe is changing (from 19 January in the UK) to add 47bhp limit on the new 'A2' licence level. With direct access to full-power 'Category A' bikes having a minimum age of 24, a potentially large number of new riders could end up needing 47bhp machines for a significant time (two years experience on them being the only way to get a full licence before the age of 24), which would be roughly in line with the performance of these speculative 400cc models.

Read more: http://www.visordown.com/motorcycle-news-new-bikes/are-400cc-twins-the-next-sports-bike-trend/21087.html#ixzz21jZEP0WW

Honda CBR400RR (1988-89)

Clearanced Priced Parts and Accessories

For a full listing... check out our website:
http://www.heartlandhonda.com/productgroups.htm?custom=8

Or come by and visit us at 824 S. 48th St., Springdale, AR 72762

New Honda Monthly Specials!

Check out our website for more details!
http://www.heartlandhonda.com/productgroups.htm?custom=16

Honda - 2011 Big Red

  

Honda - 2010 VFR1200F DCT

 

Honda - 2011 CB1000R

 

Honda - 2011 CRF70F

  

Honda - 2010 CRF450R

 

Honda - 2011 CRF80F

Motorist Awareness

 Watch Motorcycle Safety Foundation's videos here!  ... http://online2.msf-usa.org/msf/videos4.aspx

2013 Honda CRF250L - Expert Specifications

Model:	CRF250L
Engine Type:	249.4cc liquid-cooled single-cylinder four-stroke
Bore and Stroke:	76mm x 55mm
Compression ratio:	10.7:1
Valve Train:	DOHC; four-valve
Induction:	PGM-FI, 36mm throttle body
Ignition:	Computer-controlled digital transistorized with electronic advance
Transmission:	Six-speed
Final Drive:	#520 chain; 14T/40T
Suspension	Front: 43mm inverted fork; 9.8 inches travel Rear: Pro-Link single shock with spring preload adjustability; 9.4 inches travel
Brakes	Front: Single 256mm disc with twin-piston caliper Rear: Single 220mm disc
Tires	Front: 3.00-21 Rear: 120/80-18
Wheelbase:	56.9 inches
Rake (Caster angle):	27°35 ‘
Trail:	113mm (4.4 inches)
Seat Height:	34.7 inches
Ground Clearance:	10.0 inches
Fuel Capacity:	2.0 gallons
Estimated Fuel Economy**:	77 MPG
Color:	Red
Curb Weight*:	320 pounds

*Includes all standard equipment, required fluids and full tank of fuel—ready to ride.
**Honda ‘s fuel-economy estimates are based on EPA exhaust emission measurement test procedures and are intended for comparison purposes only. Your actual mileage will vary depending on how you ride; how you maintain your vehicle; weather; road conditions; tire pressure; installation of accessories; cargo, rider and passenger weight; and other factors.

For more info: http://www.honda.com/newsandviews/article.aspx?id=6696-en

Attn: Female riders... make your presence known!

Women face the wind as motorcycles hit the road

Female ridership up as women's clubs flourish

 

Danine Dibble's second Harley-Davidson is a 1550cc Softail Deuce. Dibble who lives in Danby and works at Ithaca College, has been riding since 1994. / SIMON WHEELER / STAFF PHOTO

 Danby resident Danine “Dee” Dibble was 8 years old when her father brought home a Suzuki JR50 from a farm auction. He put training wheels on the bike, and she and her brother rode it all over their Canajoharie farm. Dibble moved from the farm, but motorcycles continued to be a part of her life.

“And then you date boys that have bikes, and then you don’t want to ride on the back,” Dibble said. She bought her first bike, a 250-cc Kawasaki Ninja, in 1993, but soon after decided it was time for a Harley-Davidson. She sold the Ninja and bought a Sportster.


“I’m more independent than anything,” Dibble admitted. She now owns a second Harley, a Softail Deuce. The license plate reads “GIGGLZ,” her roller derby name.


The number of female motorcycle operators in the U.S. has increased slowly to about 7.2 million of about 27 million overall riders in 2009, according to the latest survey by the Motorcycle Industry Council. About 1 in 10 owners are women, said Cam Arnold, a vice president for the trade group.
“I hate riding on the back of a bike,” Arnold said. “It’s a lot more fun being in control.”


The American Motorcyclist Association has about 225,000 members. Women make up fewer than 10 percent, but the number of new female members has increased, driven in part by a higher profile for women on two wheels, more training opportunities and better equipment, said AMA board member Maggie McNally.


Dozens of female-only motorcycle clubs have joined established groups like Women on Wheels or Ladies of Harley. The makers of bikes and gear are reaching out to women like never before through special events and marketing campaigns that include Harley-Davidson’s “No Doubts. No Cages” program.


Women no longer have to endure jackets, gloves and helmets designed for men. And it’s easier to find or modify bikes for shorter bodies, said McNally, the AMA’s vice chairwoman and the highest-ranking woman in the group’s 75-year history.
“I’m only 5-1,” she said. “I wore boys’ work boots for years and found the perfect gloves only three years ago. Things have changed a lot. Manufacturers today have realized that women are a huge part of the market.”

McNally started riding in 1981 after hanging out with friends, thinking up dream cars, in a Troy, N.Y., parking lot, the same lot where she now teaches newbies of both sexes to ride safely.

“I said that I wanted to get a motorcycle, and one of the guys said, ‘You can’t, girls don’t ride motorcycles,”’ she said. “I thought, ‘He shouldn’t be telling a temperamental redhead what she can and cannot do.’ I had my permit within a week.”


Caroline resident Edie Spaulding began riding after she met her husband, who also rides. Her first bike was a small, two-stroke 350-cc “you had to kick-start,” Edie said. “That didn’t last long.” Over the next decade, she bought and rode several bikes, each bigger than the last.


In 2009, she broke her leg in a bike accident when she hit loose gravel on a corner. While her leg was still in a cast, she bought her 2009 Harley Road King. As soon as her cast was off, she went to Maine to ride it back from where she bought it.


And she’s been riding it ever since. Edie is a real estate agent for Audrey Edelman Realty USA and is a Ladies of Harley officer, an affiliation of the Harley Owners Group. She organizes women’s rides, “but I don’t care what women ride. All are welcome.”


Whether they prefer dirt or the open road, a scooter or a Harley, thousands of women will gather Thursday through Sunday in Carson City, Nev., for the AMA’s sixth International Women & Motorcycling Conference. Many will be mothers, an anxious status for some when it comes to riding.


“People were shocked that I didn’t sell my bike when I became a mom,” McNally said, “but I knew that once the bike was gone, I might never get back into the sport.”


When her second child came along, she and her husband bought a sidecar. “Riding and motorcycle camping became a family activity that probably wouldn’t have been possible otherwise,” she said.


Nancy Sabater, in southern Maryland, is an off-roader and street rider. She was chosen as AMA’s motorcyclist of the year in 2011 for fighting a federal anti-lead law written so broadly as to ban dirtbikes and ATVs intended for kids 12 and younger. President Barack Obama fixed the law in August.

“It’s definitely about skill, pushing my own limits, trying to climb a hill, trying to get through a tricky rock section, that kind of thing,” she said.

Women are generally more interested in formal safety training than men, with 58 percent of women taking a rider course, compared with 44 percent of men, the AMA says.


Harley-Davidson, based in Milwaukee, is the market leader in sales to women. The company travels around the country offering training and safety tips for women.


“We’ve heard from enough women who think they might like to do it but don’t know how to get started,” said Claudia Garber, director of women’s outreach for Harley. “They’re worried about things like ‘the bike seems too big and too heavy for me,’ or ‘maybe I don’t know other women who ride.’”


Roshani Dubel, 33, an eighth-grade math teacher and mother of three in Gilbert, Ariz., was more than ready, but she had to face those fears after winning an essay contest telling Harley why she wanted to learn to ride. She and three others were flown to Milwaukee for mentoring and training last summer.
A video documenting her struggle shows her breaking down emotionally as she tries to walk the bike back and forth. “I’m 5 feet tall. I kept thinking to myself, ‘How am I going to ride if I can’t even walk this monster?’”


Things clicked eventually. She’s logged more than 800 miles on her Harley since, cheered by her students and fellow teachers when she rolled up to her school on it for the first time.

For more info: http://www.theithacajournal.com/article/20120723/NEWS01/307230041/Women-face-wind-motorcycles-hit-road?odyssey=tab|topnews|text|FRONTPAGE&nclick_check=1

An Apartment for Motorcycles

Some of us dream of designing a home centered around a generous walk in wardrobe to house our designer goods. The rest of us want to live in close proximity to our grown-up toys.

The Japanese are renowned for their efficient space saving solutions. On a tight plot in Suginami, Tokyo, a 3-story, 8-unit apartment building, the NE Building, was proposed to take care of the latter group of grown-ups. The standard parking bay (approx. 2.4m x 4.8m in Japan) would have hogged too much space for car parking. So, the collaborative team of Japanese architects Yuji Nakae, Hirofumi Ohno and Akiyoshi Takagi got clever.

The NE building is designed exclusively for motorcyclists. Calculated precisely around the turning circle of your above average motorcycle, the apartments hug a curved central courtyard where you can drive your machine into your downstairs entrance-come-bathroom-come-garage to park up for the night.

The building’s entire load is supported on internal walls that free up the curved facade for vast expanses of uninterrupted glazing. Internally, exposed concrete is the order of the day, perhaps in keeping with the parking lot vibe but most likely due to its thermal properties.

I’m not sure such a niche-based design would have won the backing of any dragons but this residential block gets the thumbs up from us, and probably anybody who has ever been on a motorcycle, low rider, scooter or skateboard.


By Gem Barton
Photos by Hiroyasu Sakaguchi
For more info: http://www.wearedesignbureau.com/projects/an-apartment-for-motorcycles/

Arkansas Highway 27 from Russellville to Harriet

C'Mon Arkansas Riders... Log your favorite rides and get Arkansas some more national credit for our roads in the beautiful Natural State!!

State: Arkansas
Date Submitted: April 29, 2012
Submitted by: donniejoe
Motorcycle Road Length: 85 Miles

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Written Directions

This review is for the section from Russellville to Harriet. The Ouachita Mountain section of Arkansas Highway 27 has a separate review on this site. From Russellville, Highway 27 runs with Highway 7 to Dover. Turn east at the north end of Dover towards Scottsville and Hector. At the north end in Harriet you can continue your fun on Highway 14 in either direction and enjoy much more great riding.

Scenery  

The first section from Russellville to Hector is in the foothills where you'll see rolling hills and family farms. Once you leave Hector, you enter the Ozark National Forest. You cross a mountain stream and climb about 1,000 feet into the Ozark Plateau. The scenery is rural mountains with occasional scenic overlooks. The trees are mostly hardwoods and they look great in fall colors. There is a nice mix of sweepers and straights with light traffic. (Twist the grip) As you go down the plateau near Marshall the road levels out and follows another creek bottom for a few miles. The family farms are great scenery. There are no real towns from Hector to Marshall, just a few rural communities and a couple of country stores. This is one of the most remote areas of the state. The town of Marshall is frozen in time. The buildings are old and the big stores killed the downtown area years ago. From Marshall you get some good curves and a few hills until you get to the end in Harriet.

Road Quality  

The surface is above average with minimal pot holes. Watch out for gravel on the road after large rainfall events.

Roadside Amenities  

Being a rural road in one of the most remote areas of the state, amenities are few and far between. Fill up before you leave Dover. There are no public restrooms from Hector to Marshall. There is a burger joint on the north side of Marshall that's pretty good, but that's about it as far as the food goes. If you're looking for a GREAT burger, take Hwy 74 east instead of staying on 27. Go to Timbo. It's the only place in town to eat so you can't miss it. If you're on a cholesterol restricted diet, you picked the wrong state to visit.

Additional Info

The rural roads of Arkansas are used by farmers and timber people to get their goods to market. Traffic is light in most places and it is not hard to find a place to pass. Many times they will pull over and let you get around.
Give them a nice wave as you go by. Please be patient if you do get stuck behind someone for a while. They're just trying to make a living.
Nickname (optional) DonnieJoe


For more info: http://www.motorcycleroads.com/75/1125/Arkansas/Arkansas-Highway-27-from-Russellville-to-Harriet.html