Jump to content

Admin

Administrators
  • Posts

    3,058
  • Joined

  • Last visited

About Admin

  • Birthday 07/01/2007

Personal Information

  • Gender
    Male

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

Admin's Achievements

36

Reputation

  1. Admin

    Welcome Jim-P

    Hello Jim-P, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  2. Kevin Cameron has been writing about motorcycles for nearly 50 years, first for <em>Cycle magazine</em> and, since 1992, for <em>Cycle World</em>. (Robert Martin/)The most common fastener on most motorcycles is the familiar “hex cap screw,” which has a six-sided head. Also often encountered is the Phillips socket-head cap screw, which has a cross-form socket into which a Phillips screwdriver fits (there are different standards here, such as the JIS, so you’ll find some drivers fit better than others). Another common fastener is the stud, which is a length of rod with threads on each end. In many engine designs, a set of long studs with one end screwed into the crankcase with the opposite end projecting upward through the cylinder and head. Hand wrenches for turning hex heads are of two kinds, open end and box. The box wrench encircles the nut or bolt head completely, giving this wrench type great strength. Clearly, the chance of damaging the fastener’s shoulders is less with a box wrench, which, unlike an open-end wrench, is not being pried open by the applied torque. And this brings us to the crux of the matter: The torque you apply to a fastener is delivered to two or more of the head’s six flanks, and clearly, the more flanks your wrench engages, the lower the pressure on each flank, reducing the possibility of damaging or rounding-off the hex head. For some high-torque applications, so-called “12-point” fasteners may be used, whose heads have double the number of driving shoulders. The usual box wrench is made with 12 shoulders anyway, just to allow for those tight situations in which there isn’t room to swing the wrench a full 1/6 of a turn before it (or your tender knuckles) hits something solid. Fasteners on European or Asian vehicles, as well as a growing number of US products, are sized in metric. In former times, British bike fasteners were sized in the Whitworth system, so a well-equipped mechanic needed three sets of wrenches and sockets to service all varieties of motorcycle. In early days, so-called “stove bolts” were made with square heads. Such square drives continue in use to this day as the socket-wrench drive system. Each tubular socket has one end into which fits a hex- or 12-point fastener, but the other end has a square hole that fits a bar, ratchet handle, “speed handle” (a crank), or some electric or pneumatic driving device. Such square drives are made in 1/4 inch, 3/8 inch, 1/2 inch, and for giant fasteners such as those you find in the oil patch, 3/4 inch. A 3/8-drive socket set covers most motorcycle work. Thread Pitch The pitch of a thread is the distance the nut or bolt advances or retreats per revolution. Very common on metric motorcycles are the 6 x 1.0 and 8 x 1.25mm sizes. The first number gives the diameter of the fastener’s threads while the second is the pitch. In the SAE system used in the US, the similar sizes are given differently, as diameter followed by the number of threads per inch—for example, 1/4-20 and 5/16-18. SAE specifies both a coarse and a fine pitch in each size, so you can also find 1/4-28 and 5/16-24. Both metric and SAE thread-pitch gauges are valuable additions to any toolbox. Related Content: Threaded Fasteners on Your Motorcycle Fastener Materials Damaging? Rounding off? Aren’t metals really strong? The wrench multiplies the force of your hand many times, such that the pressure against the shoulders of a bolt head can easily be great enough to damage it (especially if the fastener has become a bit undersized from rusting). In fact fasteners use a wide range of materials. Lowest in price are fasteners made from mild steel, which yields at 58,000–60,000 psi. (Yield strength is determined with a tensile test machine, which pulls a specially shaped test piece until it breaks, noting the change in force required as the piece stretches.) That seems like a lot, and compared to our bones, it is. But it’s easy to find fasteners made in much stronger materials. So-called “Grade 8” bolts, indicated by six radial lines on their heads, yield at a stress of 150,000 psi. And super fasteners for special applications are made of materials giving nearly twice this strength. Fastener Strength How can two fasteners of the same dimensions, both made of steel, have such different yield strengths? Metals yield by a process of planes of atoms in one metal crystal sliding over another. Alloying, adding other elements to the steel, can in various ways block this sliding of atomic planes, thereby raising the material’s yield point. We have all heard of “chrome-moly steel”; such steel is alloyed with small amounts of chromium and molybdenum. Premium hand tools are made of a steel alloyed with chromium and vanadium. Elastic vs. Plastic Deformation Speaking of strength, it’s important here to mention that when you tighten or “torque” a fastener in place, what you are doing is tensioning the shaft of the fastener as a very stiff spring. The tiny degree of elastic stretch you apply to a fastener by tightening it produces the powerful clamping force that holds the parts you are bolting together. When you elastically deform metal, the change of length or shape is not permanent. You are stressing the metal within its elastic range. When you apply even more force, and some of the deformation becomes permanent, the process becomes plastic deformation. Normally, threaded fasteners are used within their elastic range, which brings us to… The Torque Wrench Because it’s easy for an inexperienced person to over- or under-tighten critical fasteners, service manuals usually specify some way to directly measure installation torque. This generally means using a torque wrench. We don’t want head gaskets to leak or connecting-rod cap bolts to loosen, and we certainly don’t want the Mad Torquer breaking parts with the usual excuse, “Well, I didn’t want ‘er to come loose, did I?” More is not better. Correct torque is better. But there are other tightening schemes which also allow us to achieve accurate fastener tension. One, practical only when both ends of the fastener are accessible, is to use a micrometer to directly measure how much tightening has stretched the fastener. This gives highly accurate results. Another is to spin in the fastener until firm initial contact is made, then turn the head through a specified angle. The idea here is that, say, a quarter turn on a 1.0mm pitch fastener will stretch it by 1/4 of a millimeter, which is 0.25 x 0.039 inch = 0.00975 inch. Yet another method, more accurate still because it is based not on friction but on the properties of the material itself, is torque-to-yield. In this system, typically applied to critical fasteners such as head bolts, a torque-sensing wrench is used to tighten the fastener until it begins to yield (that is, the torque peaks and then begins to fall). Engineers know what force corresponds to the onset of yield for a particular fastener size, material, and heat-treat, so this method gives high accuracy, especially in automated assembly. Needless to say, fasteners tightened in this way cannot be reused. The High-Strength Pitfall When you’re just starting out in the mechanical arts and discover the existence of higher strength fasteners, it’s tempting to replace every fastener on your bike with such parts. I fell into this pitfall myself. The problem comes when you torque the stronger fasteners to the higher tensions of which they are capable (otherwise why would you use them?). All too often, such an increase in fastener torque just pulls the threads out of softer aluminum parts, crushes gaskets, or squeezes the soft metal out from under screw heads fastening side covers or crankcases. The engine, its fasteners, and its recommended fastener torques were designed together. Doubling the original clamp forces with higher-tensile fasteners does no good, and often does harm. Related Content: Ups and Downs of Taking Things Apart Socket Heads and Cam Out Anyone who works with Phillips-head screws has experienced the so-called “cam-out.” As you apply increasing torque, the shape of the cruciform socket tends to lift the driver out, allowing it to slip. If you are using an impact wrench, the driver can spin and damage the screw’s socket beyond use. We all learn to press the driver into the Phillips recess with all our might (sometimes I add pressure from my forehead as well) to keep this from happening. Why were these diabolical Phillips screws invented in the first place? They exist to speed production! Unlike a slotted-head screw, they are self-centering. On the production line, you jab your screw gun into the Phillips head, pull the trigger, and you’re done. An alternative is to toss the Phillips-head screws into your miscellany drawer and replace them with Allen-head screws. These have a six-sided straight-walled recess in the head that fits a corresponding six-sided key without any cam-out. Other socket-head varieties exist as well; spline drive, Torx screws, and so on. Not seen as often in motorcycles are flathead socket screws. My Kawasaki two-stroke triples had a couple of these threaded land mines in the gearbox, and, because you don’t want anything unscrewing in there, they were always Loctited (glued to prevent loosening). Because this fastener’s heads are conical, there is plenty of room for the roughly conical Phillips recess, but not for the straight-sided hex socket of an Allen screw. I’ve had the experience of not being able to transmit enough torque to a Loctited Allen flathead to loosen it, resulting in rounding off the key or socket. In either case, I had to drill out the fastener on the milling machine. After that, I used Phillips flatheads in that application, and was very mindful not to allow cam-out to wreck them. The Impact or Hammer Driver Great power requires great responsibility. A hammer driver or impact driver is a kind of screwdriver containing internal ramps. When struck on one end with a hammer, very large torque pulses are produced at the other (such drivers are generally reversible). I keep a hammer driver in the box because when Phillips-head fasteners won’t come loose any other way, the hammer driver gets them out. The responsibility part comes when you are tempted to tighten with the hammer driver. Best not to; torque measurement is impossible with an impact driver, and banging away with the hammer can easily beat things out of shape. The Air or Electric Impact Wrench These are great for disassembly (especially for breaking loose those big nuts retaining sprocket primary gear, or clutch). Care is necessary during assembly for, like computers, if misused they just allow you to make more bad mistakes per unit time. In addition to the role of the torque wrench as a means to obtain correct fastener torque, its use will eventually give you “torque sense” that can prevent you from becoming the social outcast we all know—the aforementioned Mad Torquer. View the full article
  3. As dirty as you wanna be.View the full article
  4. The 2021 Harley-Davidson Sportster S. (Kevin Wing/) It’s 6 a.m. in downtown Los Angeles. A dozen or so groggy motorcycle journalists clamber aboard a row of Harley-Davidson Sportster S ($14,999) motorcycles parked outside our hotel. Out front, there’s a guy pressure washing the sidewalk, flooding the street in iridescent runoff. As I maneuver my test bike onto the road, the Sportster’s 180/70 rear Dunlop gets filmed in the stuff. I bring the bike near upright and snap the throttle to spool it up maybe 2,000 rpm; the back tire briefly steps out before going smoothly back in line with the help of some imperceptible electronic intervention. I haven’t traveled ten yards, but it’s already obvious the 2021 Harley-Davidson Sportster S is far more than the mere symbol its predecessor morphed into during its 64-year production run. The 2021 Harley-Davidson Sportster S is available in three colors: Midnight Crimson, Stone Washed White Pearl, and Vivid Black. (Kevin Wing/) For some, the legendary Sportster family is meaningful precisely because it’s a symbol. A 45-degree air-cooled pushrod engine, classic cruiser styling, that Milwaukee sound: They’re real, valuable, and necessary, because they’re the soul of Harley-Davidson. To some, they’re even symbols of an idealized American spirit, equal parts blue-collar grit and simpler times. If the symbol vanishes, the bar bends and the shield cracks. Killing the soul kills the symbol. For others, the old Sportster is not meaningful precisely because it’s a symbol. To them, it’s a symbol of old technology, old ways of thinking, and a culture better left in the past. The Sportster—as a motorcycle, dammit, not a freaking metaphor—is slow, crude, and hampered by a form that puts someone’s idea of fashion above performance, practicality, and comfort. If the Sportster is a symbol, the radical departure of the 2021 Sportster S suggests it’s one that Harley-Davidson no longer thinks accurately reflects the truth. And the truth is, the Sportster S subverts the archetype by being (nearly) everything its predecessor isn’t. For years, the Sporster has been a throwback. The mechanical clatter and visceral feel of its powertrain made it refreshing in a world that feels increasingly anaesthetized. With ever stricter emissions regulations, Harley had to make a change. Harley-Davidson diehards may understandably mourn its loss. H-D reassures that they won’t be left behind. Exhibit A: The Electra Glide Revival. (Kevin Wing/) Brad Richards [no relation to the author], Harley-Davidson’s VP of Styling and Design, says, “Our conversations within the company were: ‘How far can we go outside the archetype in terms of the experience?’ You don’t want to mess with the formula too much because folks will walk. But when we did the research we found that one of the overwhelming narratives was that customers gave us permission. [Previously,] it was almost like our own state of mind was keeping us from finding the courage to branch out.” And branch out they did. Just as the original 1957 Sportster upended proceedings when it replaced the side-valve K-model, the Sportster S is a controversial departure in certain camps. Gone are the 45-degree V angle, the pushrods, the simplicity of air cooling. Gone are the familiar rumble and the rough ‘n’ tumble personality of America’s longest-running motorcycle model. Instead there’s a 60-degree V angle with liquid cooling, four valves per cylinder, variable valve timing, crankpins with a 30-degree offset, and maintenance-free hydraulic lash valve adjusters. Using a version of the Revolution Max 1250 engine that debuted on the Pan America, the Sportster S produces a claimed 120 hp at 7,500 rpm and 94 pound-feet of torque at 6,000 rpm. Compared to the Pan America’s Revolution Max 1250 Engine, the Sportster’s “T” version has smaller valves and ports and a different combustion chamber shape to increase torque output at low and midrange rpm. H-D says torque is up 10 percent between 3,000–6,000 rpm. Camshaft profile and VVT phasing is also adapted. Airbox volume and velocity stack lengths are changed to suit the Sportster’s low-profile tank. (Kevin Wing/) Ripping from stoplight to stoplight in a midsummer LA dawn, the engine demonstrates that it shares as little in common with the Sportser’s Evolution engine, as the spec sheet suggests. But in the details it somehow manages to convey that it’s built by the same people who build Big Twins and Evo Sportsters. The Sportster S’s fueling is just a touch jittery below 2,000 rpm, and on/off throttle response is a bit abrupt, but mentioning these traits is nitpicking. In all other ways the motor is exceptionally refined. Power delivery is supremely linear, and the absence of vibration through the bulk of the rev range, thanks to a 90-degree firing order and primary and secondary balancers, means grabbing another gear rarely seems terribly urgent. The thing is almost eerily smooth. On top of that, it produces so much torque—more than a Panigale V4, actually—and revs so quickly that loafing around in low gear can hardly be considered loafing. The gearbox is cut from the same cloth; it feels precise and gears engage with little effort. Mated with a supremely light clutch pull, the act of shifting gears is, dare I say it, a rather dainty procedure. However, because the standard feet-forward riding position requires such a long shift linkage, the lever gives the sensation of being “far away” from the gearbox, almost reminiscent of a long-throw shifter in an old muscle car. That said, there’s something characteristically Harley about the feel, which loyalists may appreciate if they notice it at all. The Sportster S uses the engine as a stressed member. Front frame, midframe, and subframe bolt directly to the engine. No rubber mounting here, thank you very much. (Kevin Wing/) The way in which rider inputs are transformed into motion further exhibits the new Sportster’s Milwaukee-made DNA. Between the mellow feel of the throttle return spring and the way the ride-by-wire system translates throttle inputs, the engine is nonchalant in the way it goes about its business. It lacks a sportbike’s immediacy at the right grip, but feels consistent with the identity of the motorcycle. The engine isn’t overwhelmingly characterful or visceral in the style of the old Evolution powertrain. But after some miles in the saddle, one suspects its functionality would soon transform into endearment. Louder pipes might help too, considering the stock exhaust system’s sound doesn’t flaunt the magnitude of the bike’s performance. And on the subject of pipes: At speed, heat management isn’t an issue, but in town, all that thermal energy beneath one’s right thigh is the first reminder that certain sacrifices have been made for the sake of style. For years, non-Harley riders have been perplexed at Harley’s typical fat grips and chunky nonadjustable levers. On the Sportster S, Harley used conventionally sized items. The levers are adjustable using thumbwheels that sort of resemble revolver cylinders. (Brian J. Nelson/) Richards says: “We wanted a supersporty, technologically advanced motorcycle that can compete on the world stage with other players out there—in a Harley-Davidson way.” For decades, Harley-Davidson was a golden goose. It didn’t need to compete with other OEMs. Times have changed. Now, based on its research, Harley is discovering that customers want certain qualities from a motorcycle that they can readily get from other manufacturers. Harley-Davidson can no longer afford to be so insular. And it no longer wants to be. Trouble is, many H-D diehards see the past as the glory days. Indeed, yesterday clings to the present with golden handcuffs: Harley-Davidson has reliably shipped 40,000–70,000 Sportster units a year for decades. In 2019, it shipped 46,869 Sportsters globally. For context, in the same year Ducati sold 53,183 motorcycles. That’s a single H-D model, nearly on par with the sales of the entire Ducati lineup. And in 2019, Ducati was experiencing some of its biggest sales numbers, and the Sportster supposedly wasn’t (in the halcyon year of 2007, the Motor Company shipped 72,036 models from the Sportster family). In the US, Harley-Davidson’s piece of the pie was practically the biggest chunk of the entire two-wheeled market. Will a Sportster S filling a radically different role appeal to enough of the other folks to make up the numbers? The Sportster S uses a radial-mount Brembo caliper and single 320mm front disc. While the brake has good feel and adequate initial bite, ultimate performance is diminished because of the single disc. (Brian J. Nelson/) This radical departure isn’t just in the engine and the mindset. Harley sprinkled the sort of tech that’s typically reserved for sporting motorcycles throughout the Sportster S. It has fully adjustable Showa suspension, Brembo brakes, a generous sprinkling of magnesium parts, a slipper clutch, and a six-axis IMU managing traction control and cornering ABS. “If you look back, Harley-Davidson does a lot of incremental technological improvements, but we typically keep them under the cover of the very traditional look,” says Kyle Wick, chief engineer of the middleweight platform. “The outside world tends to perceive that as a lack of engineering prowess or a lack of evolution, yet we do it in a very prescriptive way that maintains the core tenets of our bikes. [The Sportster S and Pan America] have given us the opportunity to say: ‘Maybe we don’t need to keep it under wraps as much anymore.’
" There are three preset ride modes (Rain, Road, and Sport) and two customizable modes that allow riders to change the parameters of engine-braking, power delivery, ABS, and traction control. Traction control can be turned off with a button on the right grip. (Kevin Wing/) In spite of the Sportster S’s overt display of technological know-how, five minutes on the freeway reveal the motorcycle’s limitations. But it’s not Harley’s engineering department that let it down. It’s the form factor. Hitting a seam in the pavement causes my rear end to fly inches out of the seat. With a paltry 2.0 inches of travel in the rear, the suspension just can’t cope. And because of the feet-forward position, I’m unable to use my legs to remain in charge. For that brief airborne moment, I’m a passenger. In the twisties it’s the same story. The 3.6 inches of fork travel and 2.0 inches of rear-wheel travel were chosen to give the bike its low look, and while Harley-Davidson may have worked hard to try and make that be adequate, it’s a bumpy, harsh world out there. The Sportster S will almost never do a good job insulating you from it. Around town, the 59.8-inch wheelbase, 30-degree rake, 160-section front tire, and low center of gravity make U-turns and slow speed maneuvers easy. But 500 pounds stretched across 5 feet of motorcycle is not a formula for agility in corners. Its handling characteristics can most flatteringly be described as “stable.” The feet-forward position locks the rider in as well, so any attempt to shift the center of gravity with your body weight is futile. Pick a line and commit. Cruise control, dedicated infotainment controls, and menu-control buttons take up significant real estate on the switch gear and make it easy to navigate through the various menus displayed on the 4-inch-round TFT dash. A turn-by-turn map can be displayed on screen through the Harley-Davidson app. (Brian J. Nelson/) Fully embracing the Sportster S requires accepting the inherent limitations of the overall long-and-low styling goals. That’s all there is to it. The problem is, accepting the Sportster S’s chassis limitations isn’t so easy when the Revolution Max 1250T engine is such a willing accomplice to mischief. With most versions of the previous Sportster, overall performance was generally lower, but as the chassis and engine were on par with each other, it felt all of a piece. The Revolution Max is just too much of a good thing; a slammed, raked-out cruiser chassis just can’t keep pace. So why not build a new engine that’s more of a spiritual descendant to its predecessor? Would it be all that bad to keep the pushrods, the 45-degree V, the location of intake/exhaust ports? “If someone wants what I’m going to call that air-cooled experience,” Richards explains, “we knew they could find that in Softail and Touring, so why not look at other customers who love the brand but don’t see any products that resonate with what they desire in a motorcycle? For a long, long time, the trick with Harley-Davidson was to not evolve. Technologically underneath they were [evolving], but the form factor was standing still. We had to add the capability, a level of capability that probably the ’57 Sportster had over the ’56 K-model.” Harley’s accessory catalog includes a mid-control conversion kit for $659.95. While it’s helpful for more spirited riding, it results in a cramped seating position. (Kevin Wing/) When muscling the bike through corners on Angeles Crest Highway in the mountains above Los Angeles, there’s a palpable tension between form and function, between past and present, between engineers openly displaying the might of their abilities and designers expressing the heritage of the brand by using modern cues. After a couple hours in the saddle, my legs begin to ache and I grow frustrated that I can’t sling the thing through corners as efficiently and confidently as I’d like. I confess it’s not always an easy tension. But for previous-gen Sportster riders, the Sportster S will be a revelation. For riders accustomed to sportier motorcycles, it’s a promise that The Motor Company can, and likely will soon, build a Harley-Davidson that may, perhaps for the first time, tempt them to put one in their garage. “This isn’t replacing the Sportster; it’s raising the bar on the Sportster,” Wick says. “It’s an addition. If you look at the engine and what it delivers, you can’t get this somewhere else in our lineup. We’re always going to have diehards and we’ll do everything we can to keep them happy too, but we’re also looking forward to future opportunities.” Harley keeps touting that it’s “putting the sport back in Sportster,” so it was ironic that Sport ride mode on my test unit mysteriously vanished from the display. After restarting the bike several times, Sport mode reappeared. Our test bikes were preproduction models, so electronic niggles will likely be hammered out on production models. (Kevin Wing/) Harley-Davidson has already begun teasing a more classically designed Sportster, and conversations with brand representatives suggest that a streetfighter or naked bike will all be part of the Sportster family in the not-so-distant future. And who knows what else? Part of the intention of the three-piece frame design is that it is modular, enabling H-D to deliver motorcycles with vastly different geometries and chassis designs. By raising the bar, Harley-Davidson is exposing the shield. It’s making itself vulnerable by severing the hardwired connection to a motorcycle that’s been a part of the American motorcycling landscape for six decades. By introducing the world to the Sportster S—by making this bike the new Sportster—Harley is making it a symbol. It’s a symbol of a brand striving for technological excellence, a brand aware that it can no longer be an island unto itself, a brand that knows its past can never die if its future is assured. The 2021 Sportster S is that assurance. The engine says, “Yes, I’m ready to go fast.” Everything else says, “Let’s not get too hasty.” While the performance ceiling is far above that of its predecessor, ergos and chassis geometry limit confidence. (Kevin Wing/) A 29.6-inch seat height and a 3.1-gallon tank make for accessible ergos on paper, but a long stretch to the bars to get that cruiser look could be a potential issue for smaller riders. (Kevin Wing/) Gear Bag Helmet: Arai Defiant-X Jacket: Pagnol M1 Pants: Rokker RokkerTech Raw Slim Jeans Boots: Dainese Axial D1 Air Gloves: Velomacchi Speedway Motorcycle Gloves 2021 Harley-Davidson Sportster S Price and Specifications MSRP $14,999–$15,349 ENGINE DOHC, liquid-cooled, 60-degree V-twin w/ variable valve timing DISPLACEMENT 1,252cc BORE X STROKE 105.0 x 72.3mm COMPRESSION RATIO 12.0:1 TRANSMISSION/FINAL DRIVE 6-speed/belt CLAIMED HORSEPOWER 120 hp @ 7,500 rpm CLAIMED TORQUE 94 lb.-ft. @ 6,000 rpm FUEL SYSTEM EFI w/ 50mm throttle bodies; ride-by-wire CLUTCH Wet, multiplate assist and slip FRAME Steel trellis frame w/ stamped, cast, and forged junctions, and forged aluminum mid-structure FRONT SUSPENSION Fully adjustable Showa 43mm inverted; 3.6 in. travel REAR SUSPENSION Fully adjustable Showa monoshock; 2.0 in. travel FRONT BRAKE Radially mounted Brembo monoblock 4-piston calipers, single 320mm disc w/ Cornering ABS REAR BRAKE Brembo 1-piston floating caliper, 260mm disc w/ Cornering ABS WHEELS, FRONT/REAR Cast aluminum; 17 x 4.5 in. / 16 x 5.0 in. TIRES, FRONT/REAR Dunlop Harley-Davidson Series Radials; 160/70R-17 / 180/70R-16 RAKE/TRAIL 30.0°/5.8 in. WHEELBASE 59.8 in. GROUND CLEARANCE 3.7 in. SEAT HEIGHT 29.6 in. FUEL CAPACITY 3.1 gal. CLAIMED CURB WEIGHT 502 lb. AVAILABILITY Fall 2021 CONTACT harley-davidson.com View the full article
  5. Admin

    Welcome Lexine

    Hello Lexine, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  6. Admin

    Welcome Bill47

    Hello Bill47, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  7. Admin

    Welcome MarkZ

    Hello MarkZ, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  8. Looks like the wait is almost over.View the full article
  9. Admin

    Welcome Maria

    Hello Maria, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  10. Admin

    Welcome Kenneth

    Hello Kenneth, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  11. Hello tomcurry22, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  12. Hello Paul221974, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  13. Admin

    Welcome Chris69

    Hello Chris69, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  14. Hello andy werreitt, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
  15. Admin

    Welcome AndyOnSV

    Hello AndyOnSV, Welcome to The Motorbike Forum. Please feel free to browse around and get to know the others. If you have any questions please don't hesitate to ask. Why not tell us a bit about yourself too.
×
×
  • Create New...

Important Information

Terms of Use Privacy Policy Guidelines We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.