HDTenEightyP/NetNews huggingface dataset:
From: dunne@rtsg.mot.com (Jim Dunne)
Subject: Re: exhaust problems
Organization: Motorola Inc., Cellular Infrastructure Group
Distribution: na
Date: Mon, 16 Nov 1992 15:58:47 GMT

 cmhg1010@uxa.cso.uiuc.edu (Cy) writes:
>I have a question about a '73 Kawasaki H1D (500cc 2 stroke 3 cyl)
>Anyway, I ordered a new after-market system from Strader Engineering.
>Walter (Strader?) told me it would take about 8 or 9 days to receive

    My friend has a '71 H1 sitting in his shed, waiting for a little
    TLC.  I rode it once many years ago, and man, its 3rd gear would
    *launch* your ass in the most frightening way.  Thankfully the only
    missing parts are the intake boots, the key, and the title.  The
    first can be cured by a $35 Dennis Kirk K&N filter order, the
    second by a hot-wire and maybe a trip to the boneyard, and the
    third... I don't know, that's a corker.  Hope I get some time to
    fool with it before spring.

    You've already read a post on the flawed exhaust configuration
    you've bought... I would demand my money back from Wally Strader
    ASAP.  It's very possible you can get a *real* exhaust for your
    triple... either someone makes a replacement or you could try the
    boneyards.  My last trip there revealed an H1 sitting in the rain,
    but I don't know the differences between the years.  The junker was
    an ugly faded orange, while our '71 is blue.

    Try Dennis Kirk, bike magazines, and rec.motorcycles to hunt down a
    new exhaust (there's a few folks with old Kawi triples in r.m).  I
    think the pipes you've got won't cut it.

--
   Jim Dunne   dunne@rtsg.mot.com    ...uunet!motcid!dunne   Northern IL, USA
    --<{ TEAM STRANGE -- street / dirt / lake / snow / ice  LOCO-MOTION }>-- 
Newsgroups: rec.motorcycles.dirt
From: srabo@csws19.ic.sunysb.edu (Sebastian Rabo)
Subject: Re: winter riding
Organization: State University of New York at Stony Brook
Date: Sat, 21 Nov 1992 00:24:58 GMT


	On the cold air == lean mixture issue, why would a motorcycles 

carburation be more greatly affected than the millions of carburated cars

that manage just fine through winter without rejetting. Also I wonder if

the increased heat transfer on an air cooled bike during cold weather would

actually cause it to run cooler.
Newsgroups: rec.motorcycles.dirt
From: cooper@kdx200.enet.dec.com ()
Subject: Re: Hey hey hey! (S/A Pro info...)
Reply-To: cooper@kdx200.enet.dec.com ()
Organization: Digital Equipment Corporation
Date: Mon, 23 Nov 1992 20:43:46 GMT


>Any pipe or silencer/spark arrestor  Recommendations?

Call 'em up at Answer yourself.  I've been ordering stuff direct from Answer
for years !!  And FWIW, I posted previously that my S/A Pro seems quieter
than my stock, except that my Pro Circuit pipe gives my machine "tinny"
sound "ting,ting,ting!!)...  It's certainly not louder than stock by much, 
if at all.

On my '87 KDX I had a Krause Kannon on it.  It ruled!!
My '89 (and Merf's) both have ProCircuit pipes...They rule too!!


RE: Merf>Hey Jeff,
RE: Merf>
RE: Merf>What gives?  Your email keeps bouncing.  Is our
RE: Merf>upstream feed hosed or what?

You talkin' to me ??  

jc



+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+
                    Jeff Cooper - Cooper@KDX200.enet.dec.com
          Digital Equipment Corporation - Colorado Springs, Colorado

                            Thats *DOCTOR* KDX200"
                                   To YOU!!

President - DIGITAL Equipment Corp. Trail Riders Assn. (DECtrail)
Member -    Rocky Mountain Enduro Circuit - AMA - MIDI Rack Puke

       No one cares about my stupid views and opinions, so why bother??
+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+
From: couyant@convex.com (George Couyant)
Newsgroups: rec.motorcycles.dirt
Subject: Re: Homebrew Voltage Regulator?
Date: 19 Nov 92 00:04:28 GMT
Organization: CONVEX Computer Pty Limited, Melbourne, Australia
X-Disclaimer: This message was written by a user at CONVEX Computer
              Corp. The opinions expressed are those of the user and
              not necessarily those of CONVEX.

In Article <1992Nov18.031950.20472@access.usask.ca>, donald@dvinci.USask.Ca (David Donald) writes:

> Or I could be wrong on this.  I am assuming that the KDX headlight uses DC power
> right?... 
> 
> George?  Help me, I am digging a hole here.  :)

	Keep digg'n mate, you'll get to Oz eventually.....

	After a night with a few mates sampling my latest batch of home
	brew, the old grey matter's a bit greyer than normal, but I think
	that most headlights aren't regulated to DC. There's usually a
	regulator to power things like indicators and horn, but the
	headlight circuit comes straight off the lighting coil. I used to
	have heaps of hassles blowing headlight globes on my KX500 (with a
	lighting coil from a KDX I think). I solved it by going for a
	bigger globe. It shone brighter and it's been good for a couple of
	years. It's a cheap solution that worked.

	Not being an electrical wizard, I would imagine that there must be
	some sort of capacitor 

> 
> Dave
> -- 
> | donald@dvinci.usask.ca		|  "Are you going to kill me now,    | 
> | Communications Systems Research Group | Snake?"  "Nope, I'm too tired. And |
> | University of Saskatchewan		| the name is Plissken." - Kurt      |
> | Saskatoon, Canada                     | Russell/Escape from New York, 1981 |
From: frankb@hpsad.sad.hp.com (Frank Ball)
Date: Mon, 16 Nov 1992 22:12:06 GMT
Subject: Re: Need 84/85 Honda XR250R parts
Organization: HP Signal Analysis Division - Rohnert Park, CA
Newsgroups: rec.motorcycles.dirt


*   I found horror stories about the complexity of dual carbs to be grossly
*   exaggerated.   Sure, jetting was a little more difficult, but I never
*   encountered any kind of reliability problems.  In fact, I've had more
*   problems on the trail with my single carb. 

My XT 350 has "dual" carbs.  1 1/2 carbs is closer to the truth.  The
second carb has no idle circuit, no float, only a single jet and a needle.
Pretty simple really.  Over 70 mpg on my commute to work (40-50 mph cruising).
 
Frank Ball   1UR-M          frankb@hpsad.sad.hp.com
Hewlett Packard             (707) 794-4168 work, (707) 538-3693 home
1212 Valley House Drive     (707) 794-3844 fax, IT175, XT350, Seca 750
Rohnert Park CA 94928-4999  KC6WUG, LAW, AMA, Dod #7566, I'm the NRA.
From: kenm@array.com (Ken Murphy)
Newsgroups: rec.motorcycles.dirt
Subject: Re: KDX200 Exhaust hop up - Poor mans Aftermarket silencer
Date: 18 Nov 92 14:03:57 GMT
Distribution: usa
Organization: Array Microsystems, Colorado Springs, CO. USA
X-Newsreader: TIN [version 1.1 PL6]

Thomas Rick Ramsey (ramz@beta.lanl.gov) wrote:
: cooper@kdx200.enet.dec.com writes:
: >ditch the airbox lid in favor of a 89KX125 lid...There is 3
: >HP to be had there believe it or not!!
: 
: What year KDX 200?  When I checked out the parts blowup on
: my 92 KDX 200 silencer, I did not see any packing.  A friend

 Yep, there's packin' in there. Not much, but there is enough to 
 make a diff in power and noise.

: told me there was no packing in the newer silencers (89-93).
: This is why I've never had mine apart for repacking, which
: I would normally do on a 2-stoke several times a year.
: 
: I'm a big fan of quiet bikes.  It's friendlier and more
: acceptable to non-riders, and my ears don't get so tired 8-)

Me too, check my sig...

: Rick Ramsey  ramz@lanl.gov  Los Alamos, NM  505/662-2447 evenings.


  O                    Ken Murphy aka kenm@array.com              President RMEC
 <M> MerfMan          DoD #0479      '92 KTM 250 EX/C              Member COHVCO
_/ \_                 Race Now Party Later Racing Team                AMA 406077
Disclaimer: _I_ don't believe what I said, why should you?              SRAC 886
                   *******  Support Project Stealth ******
Newsgroups: rec.motorcycles.dirt
From: uwjc@pool.info.sunyit.edu (William Cromp)
Subject: Re: winter riding
Organization: State University of New York -- Institute of Technology
Date: Thu, 19 Nov 1992 00:01:43 GMT

In article <1670@seqp4.sequoia.com> cantrell@seqp4.sequoia.com (Paul Cantrell) writes:
>In article <1992Nov13.162446.11243@gandalf.ca>, wardman@gandalf.ca (Russel Wardman) writes:
>> In <BxM29v.E6w@news.cso.uiuc.edu> cmhg1010@uxa.cso.uiuc.edu (Cy) writes:
>> 
>> >I like riding my bike and plan to do it all winter long, snow
>> >ice, sleet, whatever.  I recently saw a posting about changing
>> >the jet for cold riding.  (Sometimes it gets -20F here)
>> 
>> Yes, you will to have to rejet, or something will melt down. Buy a
>> number of jets (main and pilot) in the 10 to 20 percent larger than 
>> stock range. It's better to be too rich than too lean, so start with the
>> largest jets and the needle all the way up (clip at bottom) and then
>> start reducing their size until its jetted right.
>
>I don't understand the part about something melting down. During winter,
>the dense air is going to make the mixture *richer*, which should make
>the engine run cooler. Am I missing something here?
>
>During high school and college, I rode my motorcycles year round (in
>Connecticut and Massachusetts). Temps down to about -10F, and never any
>problems. I never bothered to rejet, and never had any problems. My
>experience was that the *rider* needed a lot of special preparations,
>but that the *bike* did just fine in the winter.
>-- 
>                  THIS                  | Paul Cantrell "PC"
>                  SPACE                 | cantrell@sequoia.com
>              INTENTIONALLY             | DoD #1144
>               LEFT BLANK               | HELO/ASEL/ZX10 Pilot
During the winter the air is more dense, but there is more oxygen per unit area as compared to hotter weather.  This will cause the fuel/air mixture to burn faster and hotter, which will melt or burn parts of the engine, if it doesn't seizefirst.
Newsgroups: rec.motorcycles.dirt
Subject: Re: XR600 vs. XR250
From: JJ Serowik <JJS158@psuvm.psu.edu>
Date: Mon, 16 Nov 1992 12:24:43 EST
Organization: Mythos/Xcalbrin Inc.
X-School: Penn State University

I have one good reason why you anoyone would own three XR's.
So you can give me one to ride!!!!!!
                                       Rob.

"The XL's too damn whupped"-me
Newsgroups: rec.motorcycles.dirt
From: donald@dvinci.USask.Ca (David Donald)
Subject: Re: moto-workouts
Organization: University of Saskatchewan
Date: Thu, 19 Nov 1992 16:38:46 GMT

ai598@cleveland.Freenet.Edu (Mike Sturdevant) writes:

>	Genetics is an enormous part but so is youth. As a former 125 lb
>twisted kinda guy, I was a fucking superb dirter. As a 37 year old, I know
>what the motions are but my poor depleted bod doesn't always want to do
>what I'd like it to. 
>	Answer - stay 22.

Hold on here.  Stay 22?  That's what I am now... and I don't qualify as twisted 
steel... twisted aluminum, maybe.  A good exercise program can help a lot, 
no matter how old you are.  Otherwise, all them young guys in District 37 would
be kicking Larry Roesler's but, and that ain't happening...

:)

[ Besides... I spend far to much time in front of this damn computer... I am 
slowing turning into twisted spam, I think...:) ]

Dave
-- 
| donald@dvinci.usask.ca		|  "Are you going to kill me now,    | 
| Communications Systems Research Group | Snake?"  "Nope, I'm too tired. And |
| University of Saskatchewan		| the name is Plissken." - Kurt      |
| Saskatoon, Canada                     | Russell/Escape from New York, 1981 |
From: frampton@skitzo.dseg.ti.com
Newsgroups: rec.motorcycles.dirt
Subject: Separation experiment results. 
Date: 20 Nov 92 10:56:03 CDT
Organization: Texas Instruments Component Test Facility



  Well I couldn't wait another week to test the premix that had been
  sitting up.  It had been sitting up for two weeks now I think and
  allowed to breath.  I took two undisturbed samples from the synthethic
  and castor. One from the surface and one from the bottom.  Each premix
  was 1 gallon.  Using Archimedes principal of displaced fluids this was
  my findings.

  No separation with the synthetic premix.

  The castor on the other hand showed a slight difference in density
  resulting in on being barely half a grain (0.03 grams) per volume 
  using my reloading scale Archimedes fashion (which in has 1/10 grain
  allowable error).  I tried with rigor to make sure all volumes were
  as equal as possible but the delta may have been due to probable
  error.  In any case I found what I was looking for in the experiment.
  I was looking for a big change and did not see it (which would have
  exceeded experimental error).  Therefore I conclude there was no actual 
  separation detected within the bounds of the experiment.

  As George pointed out. Chemical breakdown is eminent over time. How
  long and to what degree I do not know.  If I could build a detonation
  chamber where I could apply the dreaded "non-ideal gas laws".......
  Naw!  I had a lot of fun with the separation experiment. I think
  I'll leave it at that.

  Hope you found it interesting.  My opinions are my own.
_________________________________________________________________________
mark frampton....O/30 NOVICE   |    You can ride as long as you are alive,
X-Country?!? What next?!?      |      as long as you can take the pain.
frampton@skitzo.dseg.ti.com    |    If you'll try it, I'll try next. NOT!
                               |  
Newsgroups: rec.motorcycles.dirt
From: ramz@beta.lanl.gov (Thomas Rick Ramsey)
Subject: Re: Need 84/85 Honda XR250R parts
Organization: Los Alamos National Laboratory
Distribution: usa
Date: Mon, 16 Nov 1992 16:49:52 GMT

In rec.motorcycles.dirt, jdunham@pdx.mentorg.com (Jeff Dunham) writes:
>I want to put dual carburators on my 1992 XR250R.

Later, I wrote:
>Lastly, I think you will find that the cylinder heads are not
>intercgangeable between the 84/85 short stroke/large bore
>engines and the 86-and-up long stroke engines.

Over the weekend, I dug out the following information:

Model      Bore   Stroke
84/85      75 mm  56.5 mm
86-and-up  73 mm  59.5 mm

Also, I forgot to mention that the 84/85 XR250Rs had the small frame
compared to the 86-and-up XRs.  So the airbox may not fit without
a lot of fine tuning.  Sigh.

In rec.motorcycles.dirt, jld@hpfcso.fc.hp.com (Jeff Deeney) writes:
>I found horror stories about the complexity of dual carbs to be grossly
>exagerated.  Sure, jetting was a little more difficult, but I never
>encountered any kind of reliability problems.

I don't think reliability has ever been the issue, it's changing
the jetting on those hard-to-get-at dual carbs.  The only jetting
changes I was ever able to do with the carbs on the bike were main
jet changes.  For needle and pilot jet changes, I always had to
remove the carbs, and that's a real hassle when there's two of 'em.
For my newer single-carb XRs, you can actually change the needle
and pilot with the carb on the bike.  It's not real easy, but it's
do-able.  As a last resort, taking the single carb off is much easier
than taking the dual carbs off.  Also, I was constantly
fiddling with the secondary carb kick-in linkage on the advice of
Dirt Rider, XR's Only, Dirt Bike, and every 'expert' tuner I
ever met.  Seems that the point at which the secondary carb
kicks in is critical in getting rid of some mid-range hesitation.
And of course, you have to take the carbs off to adjust the linkage!

Lastly, I'll bet that there's more room on the old XR500R for dual carbs
than there is on the 200/250, so it might have been easier to work on.

All-in-all, I found the dual-carb setup for 200 and 250 XRs to be
an interseting engineering solution to a non-existent problem.
Even for the 350, I found the single carb more than adeqaute.
I agree with Jeff that the dual-carb setup for big bores makes
sense; why did Honda do away with them?  Cost?  Complexity?
Speaking of Honda, why did they get out of Formula 1 racing? Again. 8-)
-- 
Rick Ramsey  ramz@lanl.gov  Los Alamos, NM  505/662-2447 evenings.
Newsgroups: rec.motorcycles
From: moseley@u.washington.edu (Steve L. Moseley)
Subject: Re: Why does the JERK make it so damn easy??
Organization: Microbial Pathogenesis and Motorcycle Maintenance
Date: Fri, 20 Nov 1992 00:01:10 GMT

In article <41285@sdcc12.ucsd.edu> mtaffe@sdcc3.ucsd.edu
 (Michael Taffe) writes:

>I came across an interesting article in the latest Motorcyclist about 
>prepping a CBR900RR for endurance racing.  "Hmmm..." methinks, "they don't
>actually talk about the race for which the editors have prepared."  The
>next thing I spot is some rather obvious crash damage to the 'RR. "Aha,
>this is why no mention of the race itself. Gee, I wonder who laid this
>beauty down?"  Since the crash receives only passing mention in the text
>which was, of course, written by the JERK (tm) I can only assume that he
>is indeed the guilty party.

I don't know who crashed, but I think the Motorcyclist team WON the WERA 24 
hour at Willow Springs.

Steve
__________________________________________________________________________
Steve L. Moseley                                  moseley@u.washington.edu
Microbiology SC-42                                Phone: (206) 543-2820
University of Washington                          FAX:   (206) 543-8297
Seattle, WA 98195
From: frankb@hpsad.sad.hp.com (Frank Ball)
Date: Mon, 16 Nov 1992 22:00:12 GMT
Subject: Re: Best bikes of '73
Organization: HP Signal Analysis Division - Rohnert Park, CA
Newsgroups: rec.motorcycles

In rec.motorcycles, zebee@sirius.ucs.adelaide.edu.au (Zebee Johnstone) writes:

*     What were the hot bikes of '73?  

Cycle magazine did a Superbike comparision test back then.  The bikes
in the test were:
Kawasaki Z-1 900 4 cylinder 
Kawasaki H2 750 2 stroke triple
Honda 750  4 cylinder
Triumph Trident 750 triple
Norton Commando 850  twin
Harley Sportser  V twin
Ducati 750   V twin

*   What were they like to ride?  

The Ducati, Norton, and Triumph were supposed to have pretty good handling,
and they were not slow.  The Kawasakis were the fastest in a straight line, 
but while the Z-1 was supposed to be easy to ride the H2 was "like riding 
a bucking bronco".  The Harley was an antique, and the Honda was slow and 
poor handling.

*   How fast did they go?  What were the brakes like?  (the Guzzi has 8" 4LS
*   drums)

They all had one or two disc brakes on front, drums in back.  The faster ones
were low 12 sec, about 110 mph in the 1/4 mile.  The Honda was about 13 sec,
100 mph.  The Harley was slower, but I don't remember the numbers.

Frank Ball   1UR-M          frankb@hpsad.sad.hp.com
Hewlett Packard             (707) 794-4168 work, (707) 538-3693 home
1212 Valley House Drive     (707) 794-3844 fax, IT175, XT350, Seca 750
Rohnert Park CA 94928-4999  KC6WUG, LAW, AMA, Dod #7566, I'm the NRA.
Newsgroups: rec.motorcycles
From: arnie@magnus.acs.ohio-state.edu (Arnie Skurow)
Subject: Re: Another fine product from the DoD
Organization: The Ohio State University
Date: Tue, 17 Nov 1992 12:27:45 GMT

In article <1992Nov16.202739.11617@i88.isc.com> jeq@i88.isc.com (Jonathan E. Qu
ist) writes:
>
>Yet another prospect in the long line of quality DoD merchandise:
>
>         >>>DoD Beer Coasters<<<
>
>
>I'm looking for signs of interest in DoD Beer Coasters as the next
>fundraising product.  This is still in the planning stages, but
>here are the expected particulars:
>
>    4" round, heavy fibreboard (76 pt, for those who know or care)
>    beer coasters, with the red and yellow logo on a black background.
>    Judging from the manufacturer's sample, they are approximately as
>    thick as a U.S. 5 cent coin.
>
>Projected cost, at this time, is $.50 US per each, plus shipping.
>As the minimum order is 2000 pieces, I will probably offer
>quantity discounts as an incentive to avoid getting stuck with
>a thousand of them for myself...  (They are shipped from the
>manufacturer packaged in lots of 250, so the greatest discount
>would be for multiples of 250...  yeah, I'm lazy, so what!)
>
>Due to manufacturing lead time, they will _not_ be available before
>the 1992 winter holidays - I'd expect an early February, 1993 delivery to
>be realistic.
>
>As usual, proceeds from the sale would benefit the A.M.A. Motorcycle Museum
>in (Arnie, help me out here!) Rzznfrz, Ohio.
                               Westerville, Ohio
>
>As always, you do not need to be a member of the DoD to order.
>
>If you are interested, please e-mail me!  If you don't have e-mail access,
>fine, post a reply, but this will be much easier for me if you e-mail
>your interest.  If a reasonable number of replies come in, I will post
>ordering information at a later date.  Read the prospectus carefully
>before investing or sending money...
>
>Send replies to jeq@i88.isc.com or ...!laidbak!jeq
>
>
>
>Bonus question for DoD Homebrewers:  Any interest in a limited run of
>Geeky the Daemon bottle caps?  If yes, any suggestions on manufacturers?
>
>
>--
>Jonathan E. Quist                              INTERACTIVE Systems Corporation
>jeq@i88.isc.com  '71 CL450-K4 "Gleep", DoD #094        Naperville, IL
>        There are many things a person should experience in a lifetime.
>       Among them are an infant's first cry, and an infant's first laugh.
From: alanf@eng.tridom.com (Alan Fleming)
Newsgroups: rec.motorcycles
Subject: Re: ZX-11 front brake.
Date: 17 Nov 92 17:14:00 GMT
Article-I.D.: tridom.BxvEJC.F3y
Reply-To: alanf@eng.tridom.com (Alan Fleming)
Organization: AT&T Tridom, Engineering

In article <1992Nov17.094551.38@iris-dcp.es>, marrevola@iris-dcp.es writes:
> Any advice to improve the front brake performance of a ZX-11?
>
Sure, ride any bike made in the 70's.  Sure worked when I went from my CB400
to the geezer!

If that isn't enough, make sure you have stainless steel braided front brake
lines, good pads (SBS seems to be the current favorite) and fresh fluid.  If
that still doesn't give you the desired performance, either rebuild the
calipers or find some bigger ones (if there are bigger calipers!  Those ZX-11
ones are pretty sizable.)  Mounting the bigger calipers can be tricky as
it depends on fork size, mount points, etc, etc.  Of you could get really
RADDical and try to swap fronts with the new GTS.  That is, of course, left
as an exercise to the reader.  

Think Peace.
-- Alan (alanf@eng.tridom.com)
KotBBBB (1988 GSXR1100J)  AMA# 634578  DOD# 4210
Newsgroups: rec.motorcycles
From: jet@boxer.nas.nasa.gov (J. Eric Townsend)
Subject: Re: Back in the saddle again!
Organization: Numerical Aerodynamic Simulation, NASA Ames
Date: 17 Nov 92 11:17:29


congrats on being back on the road...

--
             J. Eric Townsend --  jet@nas.nasa.gov -- 415.604.4311
               '92 R100R, DoD# 0378, BMWOA, AMA, ACLU, EFF, CPSR
                                "HotHead Rules!"
Newsgroups: rec.motorcycles
From: klinger@ccu.umanitoba.ca (Jorg Klinger)
Subject: Re: what is Too Much Power?
Organization: University of Manitoba, Winnipeg, Canada
Date: Mon, 23 Nov 1992 18:50:48 GMT

In <By3M8B.600@quadsys.com> roland@quadsys.com (Roland Besserer) writes:

>In article <1ej5k0INN1ka@cardamom.compnews.co.uk> michaelb@compnews.co.uk (Michael Burton) writes:
>>All I can say is that you can never have too much power.
>>My last bike was an RGV 250L and it did 0-60 in 4 and 128 flat out.
>>Fair enough it was fast when I first got it, but after a month or two
>>It starts to get boring, and guess what, YOU WANT MORE POWER.
>>I had a go on a GSXR750 and I though......faster...but not fast enough.
>>So as you say; what is too much power.
>>
>>I would love to know the answer!
>>

>I went from a GSRX750 to an RGV250. I want better handling, lighter
>bikes. Blasting down a straight line (the only thing big bore, big hp
>bikes are good for) isn't my idea of fun on a bike. Give me twisty,
>windy road ....
>-- 

  Some of us have to go down straight roads to get to the twisties.
Give me a big bore bike on a straight road with twisties at the end.

__
   Jorg Klinger            |       GSXR1100        | If you only new who
   Arch. & Eng. Services   |          **           | I think I am. 
   UManitoba, Man. Ca.     |"The Embalmer" - IT175 |           - anonymous








Newsgroups: rec.motorcycles