08.27.10

Eagle Leather Expands its Motorcycle Accessories

Posted in Eagle Leather News at 8:22 pm by Administrator

We’ve been discussing it for a while now, and acquiring feedback, but now we have gone and done it.  Now you can get many of the accessories you have been asking for right here at Eagle Leather.  We added Foot Controls (Floorboards, pegs, shifters, and pedal pads), LED Lighting, Mirrors, More Motorcycle Care Products, Seat Pads, Speakers and Accessories, Tank Panels, and Windshields.  So come on down and check out all the new Motorcycle Accessories Eagle Leather has to offer.

And if you come on in, Sunday August 29^th, we are having our Back to School, Time to Ride BBQ.  It will feature the star of the show Hot Dogs, with guest stars Soda and Chips, and will be supported by Ketchup, Mustard, and Relish.

Sunday High is projected around 67^o F Partly Cloudy with a 10% chance of Rain.

See you here!

For more events visit our Event’s Calendar or to go back to www.eagleleather.com.

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08.21.10

Up Coming Events

Posted in Eagle Leather News at 7:00 pm by Administrator

Sunday August 22, you have your choice of three events.  You can still catch the last day of the Rainforest Run in Forks, WA, or if you are around Spokane, you can participate in the Kitsap 911 Memorial Project Steel Beam Escort.  And if you are around Eagle Leather, you can catch our Sizzling Sunday BBQ featuring Hot Dogs and all the fixins. 

If you like Vancouver, WA and Harley-Davidson’s, you can still catch the last couple days of the State Hog Rally which ends on the 23rd of August.  Of course everyone who rides in Washington State has probably heard of the Oyster Run, which is the 4th Sunday of September, September 26th this year, and Eagle Leather will be there so be sure and stop by and say hello.  

However, if you want to take a bit of a longer trip, check out Street Vibrations in Reno, NV September 22 – 26, 2010.  But no matter where you choose to ride this season be safe and enjoy every trip you take.

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08.13.10

Antique Motorcycle Foundation

Posted in Eagle Leather News, WebBikeWorld.com at 10:31 pm by Administrator

August 12, 2010 – The Antique Motorcycle Foundation, an organization created to educate the public about the history of motorcycling, has unveiled its new website at www.antiquemotorcyclefoundation.org.

The non-profit, tax-exempt educational foundation was formed in 2007 through a restructuring of the Antique Motorcycle Club of America, the nation’s largest organization of antique-bike enthusiasts.

Originally known as the AMCA Foundation, the organization took on the Antique Motorcycle Foundation name earlier this year to help focus attention on its mission to tell the public at large about the important role the motorcycle has played in the evolution of technology and culture in the industrialized world.

The Foundation’s efforts to fulfill that mission have included the development of two exhibits of antique motorcycles at the Antique Automobile Club of America Museum in Hershey, Pennsylvania.

The Foundation is currently working on an exhibit of historic racing motorcycles, called “Fast from the Past”, that is expected to open early next year in the new Motocyclepedia Museum in Newburgh, New York.

The Foundation has also published a book, “Two-Wheeled Treasures”, featuring the classic motorcycles owned by AMCA members that were part of its first museum exhibit. And it has helped provide funding for outreach projects, including an essay contest by the AMCA’s Youth Program that gave one young person the chance to build an antique motorcycle from the ground up, under the supervision of experts in the field.

Visitors to the Foundation’s website can find out more about all of those projects, get the latest AMF news, order a copy of “Two-Wheeled Treasures” or make a donation to help advance the Foundation’s work.

“Our goal at the Antique Motorcycle Foundation is to share a little bit of the rich heritage of motorcycling with the general public” said AMF President Dennis Craig. “This new website gives us a way to keep people informed about those efforts and what they can do to help”.

Antique Motorcycle Foundation – webBikeWorld.

Note: For informational use only. All material and photographs are Copyright © webWorld International, LLC – 2000-2010. All rights reserved. See the webBikeWorld® Site Info page. NOTE: Product specifications, features and details may change or differ from our descriptions. Always check before purchasing. Read the Terms and Conditions!

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08.04.10

Most Impressive Bike Contest Winner

Posted in Eagle Leather News at 7:25 pm by Administrator

After more than 200 entries, in under a week, and the votes of many of our customers, family and friends, Ken Catlaw entry #39 was victorious.  You can read briefly about his championship here, see all the entries here, or receive news, events, and specials by signing up here.

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07.07.10

Consumer Reports Motorcycle Rider Survey

Posted in Eagle Leather News, WebBikeWorld.com at 11:48 pm by Administrator

June 6, 2010 – Consumer Reports conducted a survey of U.S. motorcycle riders recently and found that 70% of the respondents “consider themselves to be experienced riders and have held their motorcycle license or endorsement for at least five years”.

10% of the respondents said they had been in an accident within the last five years, and reported that almost half of those were single-vehicle crashes, with many of them either running wide on a curve or sliding out in a turn.  This is consistent with the Hurt Report information from nearly 40 years ago.

Slightly more than half of the riders responding to the survey said they had taken a formal riding instruction course, and about 25% indicated that they do not always wear a helmet when they ride.

The report also found this information about the respondents:

• Only half reported regularly wearing protective boots, and less than half said they regularly wear gloves.
• About 25% said they always wear a leather or other protective jacket when riding.
• Fewer than 10% always wear protective pants or clothing in high-visibility colors.
• Three out of five riders admitted to riding in a short-sleeved shirt, and about 25% said they rode in shorts.
• More than 33% of all accidents resulted in a painful road rash and almost 25% involved broken bones.

More information on the survey can be found in the Consumer Reports Car Blog.  Note that the respondents to this study were not from the general public but from Consumer Reports readers, so there may be some bias in the results.

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07.01.10

Cardo Scala Rider G4 Software Update – webBikeWorld

Posted in Eagle Leather News, WebBikeWorld.com at 12:48 am by Administrator

Background
webBikeWorld was provided exclusive access to version 2.2 of the G4 upgrade software while Part 2 of the G4 review was underway, which allowed us to provide some insight into this much anticipated release.

However, we couldn’t publish the full details about the upgrade because Cardo was still putting the final touches on the release.  But the release has now been finalized and it’s readily available to G4 owners for downloading.

In a nutshell, Cardo has designed a fairly simple and generally easy to use application that allows users to keep their G4 systems up to date.

The main features found in this initial release include the ability to pre-set radio stations; activate or deactivate the RDS* and VOX functions; and change the Status Announcement language settings.  Some other “fixes” and enhancements have also been made, as noted in the Part 2 evaluation.

(*RDS:  Radio Data System or RDS technology that reads encoded data transmitted along with the audio.  This information is used by the system to optimize tuning, providing more consistent reception as the rider travels through the broadcast area).

The Cardo software upgrade downloads page provides access to the latest G4 software for owners of G4 intercoms that have previously been registered with Cardo.  If you haven’t done this, registration can be done by moving back to the “Downloads” page and providing the requested information.

A valid email address is the only requirement, along with a valid device serial number for either a single G4 unit or one/both serial numbers from a Powerset bundle (Tip:  if you enter both serial numbers from a Powerset bundle, don’t put a comma between the two numbers, a space will work — don’t ask me how I know this…).

Downloading the G4 Software Upgrade Application
Follow the on-screen instructions to Download and Save the application, which is just over 6.0 MB in size.  Just remember where you saved it on your computer.

As long as you are running 32-bit Microsoft Windows 7, Vista or XP, the application should install without issue.

For what it’s worth, my 64-bit version of MS Windows 7 Professional handled the installation just fine.

If you do get a “corrupted” message when trying to install the file, delete the file and download it again.  This happened to me once.

Depending on individual system settings, you may need to install the application as Administrator.

This can be done by right clicking on the application and selecting the “Run as Administrator” option.

Don’t forget to print out or save off a copy of the brief Installation Guide instructions as well; they pertain mainly to just getting the application installed successfully, something that can be an initial source of frustration.

So, presuming the application installed successfully, the final screen allows you to launch the application once you click on “Finish”.  At this point you should connect the G4 to the computer using the USB cable supplied with the system that is used for charging and data connectivity purposes.

Once the cable connection is made, the Red charging light on the device may come on, this is normal and does not impact anything.

When the application is launched, a small pop-up will visually let you know that a connection attempt is being made.  If a data connection is made (not usually on the first pass), the connection screen will come up, telling you how to initiate the connection sequence.

G4 Data Connection
To initiate a data connection, press and hold the Phone and Volume Up buttons on the G4 simultaneously until the Blue LED flashes once or twice: release the buttons.

If a data connection is made, another pop-up advisory will display “Headset read successfully” and accordingly the main Cardo Upgrades window will now show G4 Software Version (2.2) and PC Software Version (1.0.44) information for the connected device in the upper right corner of the window.

Primary Upgrade Application Features
Presuming a successful connection, all upgrade functions will be available.  There are three main function buttons along the top: Check for Updates, Select G4 Language and Restore my Last Version.

Check for Updates: Clicking on the “Check for Updates” button tells the application to go out and look for an update from the Cardo site.  If an update is available, clicking on the “Download” button will initiate that process.  Once the file is downloaded, pressing “Install” will either: a.) initiate programming automatically or b.) bring up the “Programming the Headset” window.

If the Programming the Headset window comes up, follow the instructions and once this procedure is undertaken, programming should start, with a pop-up status bar showing progress.  If the unit or units are already up to date, another pop-up window will open confirming the situation.

In the event the connection has timed out, it may be necessary to reinitiate the data connection as described earlier.  Once the pop-up window verifies a connection, click on “OK” to complete installation.  Once completed, a pop-up message window displays “Headset updated Successfully”.  Warning — do not disconnect the G4 from the PC during the download or installation process.

Select G4 Language: Clicking on the “Select G4 Language” button brings up another smaller window that allows you to select the desired Status Announcement Language.

Once a language is selected, click on the “Set Headset” button.  A small pop-up connection window will appear and once the connection is made and the update sent to the G4, a “Headset updated Successfully” pop-up will appear.

Restore my Last Version: While the “Restore my Last Version” feature may not be totally relevant right now, if for some reason the original or an earlier (as applicable) software version needs to be restored to the system, this is the way to do it.  Note: make sure the connection is active before starting this procedure.

With an active connection click on the “Restore my Last Version” button.  In short order a “Programming the Headset” window will appear.  The information in this window will tell you that the system was turned off (it will have been) and that you now need to initiate the connection again.

It is important to follow the instructions in the window — hold the two buttons down simultaneously for at least ten seconds until the window disappears or a pop-up windows display the message “release the buttons now”.  The previous version or update should now be installed.

If the change was successful, you will need to activate the connection again, and once done, a message window will pop-up advising that G4 software installed and headset read successfully.  If you haven’t released the two buttons by now, do so.

Other Upgrade Application Features
With this release, both the VOX and RDS functions can be activated or deactivated and, a personal favourite, all six available Radio Station Frequencies can be manually set as defaults.

Three right side-bar icons are for “Read G4 Data”, “Set G4 Data” and “Help”.  Selecting Read G4 Data will load the current G4 devices settings into the application and display them in the appropriate box in the window.  Set G4 Data is used to save settings entered via the window to the G4 as default.

If you make changes to any of the input boxes, don’t forget to press the Set G4 Data button and if the connection is still active, a pop-up message window will tell you “Headset updated Successfully”, and pressing “OK” will get rid of that window.

Pressing the “Help” button brings up a Windows-based context driven help menu that is simple but very complete and it should provides virtually everything users might want to know.

Updating the Upgrades Application
This is also done via the main Upgrades window and selecting the “Check for Updates” button will result in any new PC Software being identified in the Download window and once downloaded, pressing the Install button will initiate this activity.

Disclaimer
Even though I have been using the Cardo Upgrades application for some time now, it seems to work or react differently on each type of computer I’ve tried it with.  As noted, specific functions and screens can be slow to appear, so patience is needed.

Bottom line:  the application works as advertised in providing a dynamic and interactive means to maintain, update and (down the road) enhance the G4 systems.

If you have questions, don’t forget to use the typically responsive Cardo Technical Support resources.  Please send your comments or tips to the Editor.

Note: For informational use only.  All material and photographs are Copyright © webWorld International, LLC – 2000-2010.  All rights reserved.  See the webBikeWorld® Site Info page.  NOTE:  Product specifications, features and details may change or differ from our descriptions.  Always check before purchasing.

Cardo Scala Rider G4 Software Update – webBikeWorld.

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06.23.10

Harley-Davidson Road Glide Custom Review – webBikeWorld

Posted in Eagle Leather News, WebBikeWorld.com at 11:30 pm by Administrator

Background
The word “irony” is often misused, but in this case, Webster’s classic definition is right on the money:  “A state of affairs or events that is the reverse of what was or was to be expected.

Search webBikeWorld and print every word related to cruisers and you wouldn’t have enough to fill a thimble.  The focus has always been on European sport and sport/touring motorcycles, because that’s what I like and that’s what I ride.  And since the buck stops here, I get to call the shots for once in my life.

But bikes is bikes; they’re all good in my eyes.  So when Mr. Editor Kenn Stamp at 2WF.com called and asked if I’d be interested in borrowing a brand-new 2010 Road Glide Custom for a few weeks to do a review, only one word came to mind.  Yes!

And that’s the irony.  After all the words devoted to BMWs, Ducatis, Moto Guzzis and the rest that have filled these pages, how ironic is it that Harley-Davidson is the one to come knocking on the door?

But there’s more to it than even the Harley-Davidson marketing folks knew.  Until 3 weeks ago, I had never been on a cruiser in my life.  Not a one.

All I knew was what I read and heard in the street knowledge and rumors that pass for wisdom among my sportbike-riding friends; that is, Harleys were big, heavy beasts that couldn’t turn their way out of the driveway, didn’t have enough power to pass a school bus and couldn’t out-brake a Schwinn.

I was pretty skeptical, but I figured I’d go into this with an open mind and see what it’s all about.  I’m glad I did, because those myths were busted wide open.

By the way, this is a good example of how our cross-publishing relationship with 2WF.com is paying off.  The idea was to increase the readership of 2WF.com motorcycle reviews by also publishing them on webBikeWorld.com in the hopes of attracting more interest from the manufacturers.  The manufacturers would offer more bikes for review, which would allow us to bring you more reviews (more here), which would increase the visibility and interest in the products…and the cycle (pun intended) continues.  It’s working!

Road Glide Style
Even with a list price starting at $18,999.00, the Road Glide Custom is not quite at the top of the 2010 Harley-Davidson lineup.  It’s the latest in a long history of “Glide” models however, which apparently started with the Hydra-Glide of 1949.  That was before my time, thank goodness, because the original ‘Glide had a hand shift and foot clutch on the left side — well beyond my ability to coordinate!

Have no fear though, because there’s a very up-to-date motorcycle hiding under the Road Glide Custom classic bodywork.  This modern ‘Glide possesses a sleek style that looks more modern than some of the other retro-focused Harleys.  It is one of the easiest Harley-Davidson motorcycles to recognize, with its “Shark Nose” fairing and dual headlights setting it clearly apart.  That fairing is also mounted to the frame, unlike the “Bat Wing” handlebar-mounted fairing of the more popular Street Glide.

I have always liked the Road Glide’s sense of style; it’s sort of a touring bike hiding behind a custom look.  I don’t know enough about Harley-Davidson history to tell you what the “Custom” moniker adds to the Road Glide; there is no standard version of the Road Glide listed on the Harley-Davidson website, so Custom it is.

I did a little research before I picked up the bike and discovered that the “basic” Road Glide Custom (a paradox in terms, no doubt!) is available in the Vivid Black shown here, a very bright Scarlet Red and something called “Black Denim” which appears to be a matte black version of the bike I picked up.

The very beautiful, thick and high-gloss black paint on this bike is a perfect canvas for the deep chrome accents found on just about everything that isn’t painted.  I hadn’t been within 50 feet of a Road Glide before I laid eyes on this one, and when it was rolled out of the garage, the first phrase that came to my mind was “work of art”.

The black and chrome is perfect — and perfectly stunning.  There’s no question that Harley-Davidson has the best paint and chrome in the business, and this one’s a classic example.

Somehow, the bike also seemed a bit smaller than I imagined it would be.  The big fairing dominates the styling and its counterpoint is the low, squat, crouched rear that makes the bike look like a jaguar, about to leap forward.  Very cool!

Road Glide Specs
The engine’s the thing on any Harley, with the rest of the bike simply being a showcase for those classic big twin cylinders.  Harley still uses the American cubic inch designation, illustrated by the “96 Cubic Inches” printed on the air cleaner.  That converts to just shy of 1,600 cubic centimeters for us Euro-bike riders, a volume bigger than most of the car engines not too long ago.

Eight-hundred cc’s pounding through each cylinder means a big 3.75″ bore and a huge 4.89″ stroke.  That stroke is they key though; it’s responsible for the huge 93 ft. lbs. of torque this engine pumps out at only 3,500 RPM.

Harley-Davidson apparently does not give out horsepower ratings, but with torque like that, who needs horsepower?  An old mechanic once explained horsepower and torque to me this way:  “Imagine leaning out of a second-story window and pulling up a load of bricks.  Torque does all the work; more horsepower will only move the load faster”.  I don’t know if that makes sense or not, but the Harley V-twin is all about torque.  It gets the job done at much lower RPMs than anything else in my experience.

On the street, that power translates to 50 MPH at only 1,900 RPM in sixth gear.  Add about 200 RPM for each 5 MPH and you’ll have it just about right — 55 MPH at 2,100 RPM and you can cruise all day at 60 MPH at a leisurely 2,250 RPM.  It can easily lug down to 40 MPH or so in sixth gear and the engine is literally just off idle.  Give it some gas and it will smoothly pull right back up again to freeway speeds.

Yet another surprise was the six-speed transmission, complete with the little “6″ light that flicks on inside the speedo when the top gear is selected.  Does a bike with this much torque and only 2,600 RPM at 70 MPH really need six speeds?

I was thinking more like two would do it — one for getting it going and the second for everything else.  Honestly, I could click the transmission up from second gear to sixth at speeds faster than a jog and have instant power in just about any situation.  This makes the bike very flexible and easy to ride, as I’ll describe in a minute.

The massive six-gallon fuel capacity yielded me just shy of 50 MPG during my mostly country road riding, which is outstanding for an over-800 pound bike.  The fairing and the tapered styling may have something to with the excellent fuel mileage I experienced.  I noticed the aerodynamics when trailering the bike; my big V8-powered Explorer got almost 2 MPG more with the bike on the trailer than when the trailer was empty — yet another surprise.

Although the Road Glide Custom has classic Harley looks, underneath it’s all 21st Century technology.  This includes electronic fuel injection, optional ABS brakes (reasonably priced at $895.00) and tubeless tires on very nice cast aluminum wheels.

The Dunlop skins are a reasonably-sized 130/70-18 front and 180/65-16 in the rear.  Reasonable by modern cruiser standards, that is…  And as you’ll learn in my “Myths vs. Reality” section below, the tires provided outstanding grip way beyond what I imagined.

Other modern features on the Road Glide Custom include the quiet and smooth belt drive.  It sure makes you wonder why other manufacturers haven’t adopted the belt as the drive system of choice; it’s light, it’s smooth, it’s quiet, it’s clean and it’s nearly maintenance free.  Sounds perfect, no?

This Road Glide also had the very nice factory cruise control system, another reasonably priced option at only $295.00.  It would probably cost more than that to install an accessory cruise control and you certainly wouldn’t end up with the excellent switchgear that controls the Harley item.  Small clicks up and down increment the speed by about 1 MPH or so; perfect for Interstate travel.

The hydraulic lifters and the fuel injection, combined with the near-zero maintenance belt drive mean that there’s not much to do except fuel it up, check the oil and tires and you’re off.  This adds a lot to the ease of use, reduction in maintenance headaches and the all-important fun factor.

The bike was perfectly reliable the entire time that I had it, and it’s my understanding from talking to my friends at the local Harley-Davidson dealership that modern Harleys have excellent reliability.

A First-Time Cruiser
The Harley-Davidson plant in York, Pennsylvania, is only about 45 minutes from my home, but the Road Glide was located in a shop in northern New Jersey, 250 miles distant.  I debated whether to simply jump on the bike and ride it home or trailer it back — the trailer won out.  I’m glad it did, because I think it would have been too much of a culture shock to throw a leg over an 800+ pound cruiser for the first time in my life and try to find my way back home through three states.

And what a culture shock it was!  I have to say, the next morning I was as nervous as a plucked chicken.  This bike is just so different than anything I’ve ridden in the past — bigger, heavier and…what about those floorboards?  Never had my feet graced a pair of them.

After all, I’m a sportbike guy through and through.  My very first bike was an Bultaco Metralla ex-racer, complete with clip-on handlebars and a “dustbin” fairing.   Up to that point, I hadn’t been on a motorcycle in my life before, but I just had to own it.  The bike was sitting in a shed, covered in two-stroke Castrol grime when I forked over the 250 bucks to the owner, who probably then laughed all the way to the bank.

I actually ended up pushing it along the sidewalk right through downtown Madison, Wisconsin for the mile or so it took to get home, where I cleaned it up, tinkered with it, got it started, figured out how the right-side shifter worked and took off for my first ride.  Those were the days…

Now here I was, sitting on a shiny new twenty-something-thousand -dollar chrome-draped loaner straight from the Harley-Davidson factory and there it was — that exact same feeling in the pit of my stomach, reminding me of the first time I started up the Bultaco those many years ago.

The evening before was spent looking through the clear no-nonsense Road Glide owner’s manual, becoming familiar with the controls and getting a feel for the bike’s weight in the garage.  The low 26″ (claimed) seat height really helps here; this is one of the first bikes I’ve ridden in a long time where I can put both of my feet flat on the ground.  It makes a big difference.

Firing it Up
Right where you’d think the key should go on the steering head, there’s a big honkin’ doorknob-like thing instead.  Turn it to the right to let the gnomes down in the engine room know that you’re getting ready to put a fire in the hole.

The bike does not have a key, or at least anything resembling a motorcycle key I’ve ever seen.  It does have what might be called a “key” but is actually a barrel-type arrangement similar to what they use to lock up a soda machine.  It is only needed to lock the steering head or open the bags and not to start the bike.  Don’t forget to bring it along though — it also unlocks the fuel tank cap.  Don’t ask me how I discovered this…

Turn that giant ignition knob to the right and you can hear the gnomes sending power to the fuel pump.  The dashboard lights flash on and off and when everything settles down, it’s ready to fire up with a push of the starter button.

And fire up it does — the big V-twin literally jumps to life like it’s been Tasered out of a coma.  KaPOW!!  It scared the daylights out of me the first time I heard it — I guess it takes a Big Bang to lift those pistons out of their slumber.  The engine shakes at idle (myth not busted in this case) and it took me a few days to get used to that, especially when it settles down to an idle as the bike comes to a stop, where the engine feels like it came loose in the frame.  All part of the Harley charm…

The shaking disappears instantly as soon as you roll on the throttle though.  The vibes are no worse than my old Airhead Beemer and less than the new Ducati GT1000, another myth busted.

So I’m ready to go and I slowly and carefully pick my way out of the garage for the very first time and down the hill.  Momentum takes over, I lift my feet up and…WHERE ARE THE PEGS!  Yikes — the floorboards!  I forgot to scope them out in my garage dry run!  A quick glance down to figure out where my feet go and all’s well.  Note to first-time cruiser riders: add floorboard practice to the startup checklist!

Feet now planted on the floorboards, I safely make it down the hill and out on to the street for the first time and I was off.

I have to say, that day was a sweat-inducing shock that was absolutely the equal in every way to my first ride on the Bultaco.  Having never been on a cruiser before, with no experience in the feet-forward riding position, floorboards or the sit-back-on-the-tailbone seating position, I was flummoxed.

Myths vs. Reality
I rode the heck out of it that first day, learning how to ride a motorcycle all over again, and slowly but surely we started to bond.

A few more days brought a series of surprises that busted just about every myth I’d ever heard or imagined about a Harley-Davidson motorcycle.  In fact, the reality was so different from urban legend that I was truly shocked in a number of ways:

Weight: There’s no getting around it, 800+ pounds is a lot of bike.  But I honestly only felt it when pushing the Road Glide around in the garage.  Once the wheels start turning at anything above walking speed, the bike instantly stablizes and the weight simply disappears.  The low seat height helps when stopping, but I had very little trouble with slow-speed maneuvering.

Steering Lock: Also a great help in slow-speed maneuvers, because the handlebars can be swung through a huge amount of radius, which is crucial to maintaining stability at low speeds.  The wide bars help here also.

Clutch Control: The Road Glide Custom is the textbook example of everything they teach in the MSF Basic Rider Course.  The clutch has a big, wide friction zone, allowing the precise control over the amount of power sent through the transmission and out to the rear wheel.  I did find that the slightly notchy clutch feel can be mitigated by wearing a pair of sticky-fingered gloves; I learned this by accident when one rainy day I tried a different pair of gloves with less grip, which makes it more difficult to control the clutch lever.

Fueling: The throttle and fuel injection on this bike combine to give the most precise fueling I have ever experienced on any motorcycle by far.  Exact, precise and smooth throttle inputs are duplicated by those mind-reading gnomes down in the fuel/air department.  It was a revelation to feel this kind of throttle control — I’ve been taught that it just isn’t possible with fuel injection.  Wrong.  It is.

Combined with the beautifully flat torque curve, the Road Glide is a joy to pilot.  If this precision is duplicated across the Harley-Davidson lineup, I now know why the bikes are so popular with first-time riders.  The combination of the low seat, wide-as-Montana steering lock and precise fueling, along with that huge friction zone in the clutch give loads of confidence and help to counteract the weight differential.

But the combination of excellent clutch and fueling — and the powerful brakes — are also perfect for experienced riders.  This bike makes it a snap to use the lessons taught in the Total Control Advanced Rider Course; that is, slow release on the front brake as you simultaneously roll on the throttle to keep the bike from moving around on the suspension during on/off throttle transitions.  A racer’s tip for smoothness, but it works like a charm on the Harley and makes cornering even more fun!

Noise: Another myth busted.  Believe it or not, a Harley-Davidson is quiet!  The exhaust on this one gave a nice bark on a fast takeoff, but nothing more than the Ducati.  The low RPM freeway cruising speed and quiet exhaust helps make long distances stress-free.  Why anyone would replace the stock exhaust with some open pipes — that most likely also ruins the precise fueling — is beyond me.

Brakes: The brakes on this Road Glide were simply awesome, albeit with that classic “wooden” feel.  So one myth busted and one confirmed.  Harleys are supposed to have terrible brakes, right?  I had no problems with my habitual two-fingered-cover on the front brake lever, and I never need more than those two fingers to easily squeeze the front and pull the bike down from speed in a flash.  It literally feels like somebody threw the bike into reverse.

It didn’t take long to learn how to use and rely on the big rear brake pedal also, which can actually be modulated for precise control.  Quite a surprise to find a set of rear brakes that actually do something for a change.

I never had to use the ABS in anger, but I tried it a couple of times to see what would happen.  It kicks in with a bit of vibration and noise but I didn’t notice any difference in stopping power.  Overall, the Road Glide scrubs off speed as quickly as any bike I’ve ridden, and with less drama because the longer wheelbase keeps it all planted.  Squeeze the brakes and the bike hunkers right down and stops.  Fast.

Handling: This is the biggest and most surprising myth-buster of all.  I had assumed that a big bagger would handle like…well, like a Harley.  I figured it would be as different from my Ducati as an F-250 is to a Miata.

Busted to the max!  This Road Glide handles way, way better than you’d think.  In fact, try as I might on every one of my favorite back roads, it took me the full three weeks to finally scrape a floorboard, which was fortunately captured in the on-bike video (below).  The Road Glide Custom can be leaned way, way over — surely more than the majority of Harley owners will ever experience.

And it feels great in the turns, with an incredibly quick and silky-smooth side-to-side transition capability, probably due to the low center of gravity.  Rolling on that precise throttle out of the corners means more fun in the twisties with this bike than anything I’ve ridden in a long while.

About That Fairing…
The Road Glide normally comes with a low wind-blocking screen across the top of the big fairing, but this one was equipped with the optional touring windscreen.  I never did get used to it.

It’s too tall, which forced me to look through it rather than over it — the first bike I’ve ever ridden where I had to look through, rather than over that much screen.  This is both annoying and distracting; it gives a sense of isolation from the road ahead, which I found disconcerting and never quite liked.  Also, as the bike leans in the turns, the edges of the windscreen fall right into the area you’ll need to see when cornering, a dangerous distraction.

Besides, the tall screen is so far in front of the riding position that the rider is left in a large turbulence wake.  Any speed above 50 MPH would cause severe buffeting on the top of my full-face helmet, enough to shake my eyeglasses back and forth on my head.  Perhaps some vents in the bottom of the windscreen might help to reduce the low pressure pocket behind it, but I’d stick with the low ‘screen instead that comes standard on this bike.

I’m not sure if the Road Glide fairing has an option for lower wind deflectors, but if so, I’d give ‘em a try also.  At freeway speeds, a lot of air is directed from up under the fairing, directed precisely at the rider.  This gives a nice cooling breeze if you want it, but the extra turbulence isn’t needed.

That’s it with the nits though, all of which could easily be resolved by a Road Glide Custom owner.

By the way, the saddlebags are big and sturdy and the design feels a bit old-fashioned, but they work well.  I never felt nervous about loading all my camera equipment inside their cavernous interior.  The tops of the bags are not hinged; the entire top must be pulled off and it hangs via a piece of textile out the side of the bag.

The bags are easily removed, however, by pulling the pair of Dzus-like fasteners inside.  Don’t lose the fasteners though!  I had no problems stuffing the bags full of camera gear, water bottles, gloves, extra clothing and anything else I needed for my adventures.

Conclusion
Just about everything I ever thought, heard or assumed about a Harley-Davidson was proven wrong during my time with the Road Glide Custom.  I’ll admit, as a European sport-touring guy, I had some prejudices against the brand and the lifestyle that seems to go with it.

Like all prejudices, it only takes education to bust ‘em, and simply refusing to go along with the black-leather-and-fringe cruiser wear is all it takes to keep just as safe while riding this bike as anything else.

I initially went into this thinking it would be interesting and maybe fun but I’d never buy one for myself.  I came out of it knowing it was interesting and a lot of fun and guess what — I wouldn’t mind owning one.  And that, my friends, is a giant revelation for me.

2010 Harley-Davidson Road Glide Custom – Specifications
Engine
	Engine: Air-cooled, Twin Cam 96 Air-cooled
	Displacement: 96 cu. in. (1584 cc)
	Bore/Stroke: 3.75 in. / 4.38
	Engine Torque: 92.6 lb-ft @ 3500 rpm  (125.5 Nm @ 3500 rpm)
	Fueling: Electronic Sequential Port Fuel Injection
	Compression Ratio: 9.2:1
Transmission
	Primary Drive Chain: 34/46 ratio
	Fuel Economy (Claimed): 35 MPG City.  54 MPG Highway.
	Gear Ratios: 1st 9.593; 2nd 6.65; 3rd 4.938; 4th 4.0; 5th 3.407; 6th 2.875.
Wheels and Tires
	Wheels: Cast Aluminum
	Tires: Front: 130/70B-18 63H; Rear: 180/65B16 81H
Dimensions, Weights and Capacities
	Fuel Capacity: 6.0 gallons (22.7 liters)
	Oil Capacity: 4.0 quarts (3.8 liters)
	Seat Height: Laden 2 26 in. (668 mm); Unladen 29.5 in. (749.3 mm)
	Ground Clearance: 5.1 in. (129 mm)
	Rake: Steering Head 26°
	Trail: 6.69 in. (170 mm)
	Wheelbase: 63.5 in. (1613 mm)
	Weight: Dry Weight 769 lbs. (349 kg); Running Order 805 lbs. (365 kg)
Colors
	Vivid Black, Scarlet Red, Black Denim.
Price
	Starting at $18,999.  Color $19,479. Security $370. ABS Option $845. Cruise Control $295. California Emissions $200. Freight $380.

Note: For informational use only.  All material and photographs are Copyright © webWorld International, LLC – 2000-2009.  All rights reserved.  See the webBikeWorld® Site Info page.  NOTE:  Product specifications, features and details may change or differ from our descriptions.  Always check before purchasing.

Harley-Davidson Road Glide Custom Review – webBikeWorld.

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05.30.10

2010 J.D. Power Motorcycle Helmet Satisfaction Study – webBikeWorld

Posted in Eagle Leather News, WebBikeWorld.com at 5:29 pm by Administrator

Study Claims Highly Satisfied Motorcycle Helmet Owners Are Notably More Likely to Repurchase the Same Helmet Brand

 

May 30, 2010 – Highly satisfied motorcycle helmet owners are approximately 10 times more likely to repurchase the same helmet brand compared with owners with lower levels of satisfaction, according to the most recent J.D. Power and Associates 2010 U.S. Motorcycle Helmet Satisfaction Study.

The study finds that brand loyalty is tied directly to owner satisfaction, as 41% of highly satisfied motorcycle helmet owners indicate they “definitely will” repurchase the same brand (“Highly Satisfied” customers are defined as giving satisfaction scores averaging higher than 900 on a 1,000-point scale).

Conversely, only 4% of helmet owners who are dissatisfied (satisfaction scores averaging lower than 550) say the same.

“As new-motorcycle sales have declined considerably during the past few years, the market for motorcycle helmets has also dwindled,” said Todd Markusic, senior director of the powersports practice at J.D. Power and Associates.

“As a result, it’s more important than ever for motorcycle helmet manufacturers to ensure their current customers are highly satisfied, increasing the likelihood that they’ll return to the brand the next time they are in the market for a new helmet.”

“Since owners typically replace their helmets every three to four years, fostering customer loyalty may bring substantial benefit to the bottom line for manufacturers.”

Regardless of the actual price paid for a new helmet, motorcycle owners who are highly satisfied with their helmet also say they believe they received a great value.

Overall, 57% of highly satisfied helmet owners rate the value for the price they paid as “outstanding,” while only 4 percent of those with low satisfaction indicate the same.

“In addition, satisfaction levels tend to rise as the price of the helmet increases,” said Markusic.  “Quite simply, motorcycle helmets appear to be a product where you truly get what you pay for, in terms of comfort and fit.”

The study measures overall satisfaction of motorcyclists with their new helmet in three key factors: ventilation, face shield, and design and styling.

 

These three factors are comprised of 11 attributes: quietness; ventilation/air flow; de-fogging performance; face shield ability to keep wind out; face shield ability to resist scratching; ease of replacing face shield; scratch resistance of shell; color/graphic design; weight; ease of fastening the strap; and fit and comfort.

Arai, Shoe and Icon Rank Highest

Arai ranks highest in customer satisfaction for a 12th consecutive year with a score of 836 and performs particularly well across nearly all measures.  Shoei follows in the rankings with 827, while Icon ranks third with 826.

Overall industry satisfaction averages 784 in 2010, up 18 points from 2009 — the highest level since the study’s inception in 1999.

This improvement in satisfaction is driven mainly by increases in satisfaction with ventilation/air flow; fit and comfort; color/graphic design; and scratch resistance of shell.

Harley-Davidson has improved considerably, up 25 points from 2009, because of increases in satisfaction with ventilation/air flow; fit and comfort; and color/graphic design.

Despite ranking below the industry average, Bell and Fulmer also improved notably-up 55 points and 39 points, respectively, from 2009.

The 2010 U.S. Motorcycle Helmet Satisfaction Study is based on responses from more than 4,800 purchasers of new 2009 model-year motorcycles who provided information about their most recent helmet purchase experience and helmet use.  The study was fielded August through October 2009.

About J.D. Power and Associates

Headquartered in Westlake Village, Calif., J.D. Power and Associates is a global marketing information services company operating in key business sectors including market research, forecasting, performance improvement, web intelligence and customer satisfaction.

The company’s quality and satisfaction measurements are based on responses from millions of consumers annually.

To view the graphic on ratings click the link below. 

2010 J.D. Power Motorcycle Helmet Satisfaction Study – webBikeWorld.

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05.25.10

Modern Motorcycle Technology – webBikeWorld

Posted in Eagle Leather News, WebBikeWorld.com at 10:13 pm by Administrator

Modern Motorcycle Technology
How Every Part of Your Motorcycle Works
by Massimo Clarke
ISBN: 978-0-7603-3819-3
Quayside Publishing/Motorbooks 2010
240 pages, photos, illustrations and charts.
Printed and Bound in Italy.
Dimensions: 8×5 inches
List Price: $24.99

Buy it with this link to Amazon.com

webBikeWorld.com Book Review by Rick K.

---

Modern Motorcycle Technology by Massimo Clarke is a brand-new release in the Motorbooks Workshop series and it is an absolute must-have! 

Motorbooks has been pumping ‘em out recently and I know we’ve gushed over more than a few, but this one is a real gem.

I’m a sucker for anything to do with engineering and technology and Modern Motorcycle Technology is right up there with the best of my primary motorcycle engineering collection, including Kevin Cameron’s Sportbike Performance Handbook; Professor Vittore Cossalter’s Motorcycle Dynamics and the Haynes Motorcycle Electrical Manual.  This is an elite group, and Modern Motorcycle Technology deserves to be included.

Massimo Clarke is a well-known European motorcycle journalist with several motorcycle books to his name.  He was also the Technical Editor for Motosprint, an Italian motorcycle magazine.  He is currently a Director at Assomotoracing,  and he manages programs for MotoTV on the SKY network in Europe.  The show is devoted to motorcycle and engine technology.

Modern Motorcycle Technology was printed in a smaller format at only 8 by 5 inches.  I’m not sure why it was printed this way in its “hard/soft cover” binding, but it works. 

The author states in the Preface that the book “contains a high density of information”, and that is a definite understatement. 

The book is absolutely packed with pure information on every aspect of the motorcycle, including the engine but also the suspension, transmission, wheels, tires and everything else you can think of, but it’s easy to read and infinitely entertaining for any motorhead, wrencher, shade tree mechanic and everyone else desiring an instant Ph.D. crash course in motorcycle technology.

The main focus is on the engine, including highly detailed photos of all its parts, along with descriptions on manufacturing processes like casting, machining and more.  Everything in the book is perfectly illustrated with very high-quality photos, line drawings, cutaways and artwork.  I must say, the Italian book printing firm did a superb job with the layout and quality of the images and illustrations.

Everything you’ll ever need to know about the details of a motorcycle engine and the rest are here, from a look inside a motorcycle battery and how it works to a discussion on modern piston skirt design to how crankshafts are forged and how the main crankshaft bearings are ground.

You won’t get a better education on the inner workings of a motorcycle engine and the rest than with Modern Motorcycle Technology, especially for the $24.95 list price, which I think is a great bargain, considering how expensive books are today.  The book was just released and take it from me — it’s a definite must-have.

Review Date:  May 2010

Modern Motorcycle Technology – webBikeWorld.

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05.19.10

Cardo Scala Rider G4 Intercom Part 2 – webBikeWorld

Posted in Eagle Leather News, WebBikeWorld.com at 6:53 pm by Administrator

Summary
Yes, the G4 is loaded with features, is more advanced than previous Scala Rider systems and is a shining example of where industry is going.  No, the G4 is not the best performing system in my book; that decision is on hold, pending an extended evaluation of the F4 Interphone system.

But — the G4 has the potential to shine.  For those who have been long-term Cardo users or are seeking something new, different and, upgradeable, the G4 is a most worthy candidate.

Introduction
The G4 is a system with lots of old and new features and anyone familiar with Cardo Systems products will probably feel comfortable in considering the G4.  It is also likely to end up on the short list of many potential owners, largely due to the marketing claims and technology touted.

I must admit that the G4 is packed with features, some of which are legacy based from previous and current Scala Rider models, while others are new and very interesting.  But as so many of us know, feature-rich does not always equate to superior performance.

But enough pontificating, with the G4 units received from the Editor, it is time to get them charged, installed, configured and on the road.

Helmet Installation
As the photos indicate, the G4 headset cradle is a near perfect fit on the Arai helmets, such as the Arai XD3 (review).  The cradle securely clamps the bottom lip of the helmet with the rubber pad on the outside edge of the sliding panel sitting snugly against the outer helmet shell to prevent the cradle from sliding or marring up the shell.

Like other systems, including the Sena, the adhesive on what Cardo calls the “glue plate” is a bit weak, literally.  With the G4, removing the two machine screws and tiny washers allows the “Back Plate” to be removed and the Glue Plate mated to the cradle.

Installing the G4 cradle on the Nolan N-103 (review) reveals that the adhesive on the plate is very strong, but it is a thin layer without any cushioning to help protect and assist the adhesive in conforming to the usual light curve of a shell. Cardo has provided some help in this regard; the end segments are perforated vertically, allowing them to flex.  This, in turn, allows the whole adhesive surface area to curve to better match many different types of helmet shells.

The boom microphone assembly is integrated into the cradle base, and measuring 21 cm or 8.3 in in length (microphone and boom), it should fit most helmets no matter the style.  This also allows the cradle itself to be adjusted fore or aft as desired for access and clearances.

Integrated with the cradle, the left and right speaker leads are 18 cm and 50 cm long respectively (7.0 and 19.7 in) and provide enough length to fit in any of the helmets tried, notably the Arai XD, Arai Corsair and Nolan N-103 units.  But the left speaker lead borders on being too short — another 5 to 10 cm (2 – 4 in) would be a good thing to have.

As the antenna of the FM radio resides inside the longer (right) speaker wire, Cardo recommends that it is located, if possible, over the top of the head underneath any liner, rather than around the neck piece, for best FM reception — a good tip.  I tried both routings but didn’t detect a lot of difference in overall reception, although the RDS helps in this regard as well.

Two foam windsocks or microphone covers are provided with each system.  The slim item is just about perfect for full-face helmet use while the slightly larger and rounder cover works with open-face or flip-style helmets.  Both are easily removed for washing or swapping out.

Orientation of the microphone can be hit-and-miss if the small and less-than-sticky yellow pointer falls off the supplied windsocks; only one out of four was still hanging on when the systems were received.  A white marker was used to put an orientation mark on the boom just slightly back of the microphone so the windsock doesn’t conceal it.

On a final point, Cardo offers a cord-mounted or thin-wire microphone version of the G4 that is typically more suitable for use in full-face helmets or any helmet where the chin section makes for a tight squeeze.

The Intercom
For the users in this household, communications is our number one requirement, meaning intercom performance for rider to rider purposes is crucial.  Unfortunately, I cannot give the G4 full marks here and with the Sena SMH10 units also in use, the differences are most glaring.

Acknowledging all the technology harnessed in the G4, the intercom is not much better than the intercom feature found in other Scala Rider models and still very frustrating to use, in my opinion.  But the ability to turn off the Voice Connect Feature or VOX and use the intercom in continuous mode helps turn a bunch of negatives into a small positive.

The automatic gain control or AGC works, but not as smoothly as it does with other systems.  With the G4′s AGC, intercom audio would be low, then extremely loud, then it would ramp back down to a more comfortable level, but then change again…all this in relatively stable noise environments, at any speed.

One of the biggest factors involved here is that the G4 is meant to be most effective in an extremely noisy environment.  Yes, our riding environment can be very noisy, especially depending on which motorcycles are being used, the helmets being worn and environmental conditions, but having to SHOUT ALL THE TIME is not a solution.

On a positive intercom note, Cardo has maintained backwards compatibility through its intercom generations, especially the Scala Rider models.  I really like this approach, but one has to remember that when using the intercom in a mixed system environment link ranges will be less when working with older models, i.e., Q2 range is typically up to 500 m.

Peripheral Pairings
Cardo utilizes Multiple Device Connectivity (MDC) with compatible Bluetooth devices.  In essence, this allows parallel connectivity with up to two other current or earlier Scala Rider headsets and one active pairing with a mobile phone (directly or via a navigation device), a navigation device, an A2DP enabled MP3 player or a Bluetooth Adapter.

A limitation that has to be clearly understood here is that other device connectivity will be limited if multiple headset systems are being used such as a three-way or conference configuration.

The basic test suite I use for most of the Bluetooth motorcycle intercom evaluations includes:

• Bluetooth Adapters (BTA):  AKE BTD-302 Audio Adapter (review), the Chatterbox iCombi AG-12 (review), Camos BH-200M Bluetooth Adapter (review) in stereo and mono and the Rocket Fish MBT30.

• Mobile Phones:  Multi-function HTC Touch and Kyocera X-tc devices and the more basic LG500, LG LX165 and Motorola i335 mobile phones.

• GPS Navigation Devices:  Garmin zumo 550, zumo 660 and BMW Navigator III+, and just arrived, my new zumo 665 (review pending) with all its accessories.

As with most new Bluetooth helmet systems recently evaluated, peripheral pairings with the G4 are, for the most part, simple.  But I must state up front that the G4 is not as quick on the draw in finding, pairing or re-pairing as the other new kids on the block are.

Bluetooth Adapters:  The AKE BTD-302 Audio Adapter paired up and started pushing out stereo from the iPod immediately, as did the Camos BH-200M Bluetooth Adapter.  The Chatterbox iCombi AG-12, usually pretty consistent, would not pair at all.  I can’t use the diminutive Rocket Fish MBT30 right now as the iPod nano is out for replacement.

Phones:  Both the HTC Touch PDA and the Kyocera X-tc devices worked just fine with the G4 using the Headset, Hands-Free, A2DP and AVRCP profiles.  The other mobile phones all paired up and basic phone features were supported, as expected.

GPS Navigation Devices:  In pairing the G4 with the zumo 660, an unexpected shortfall was discovered: the G4 only receives a mono stream when using the integrated media player in the navigation device.  The zumo 660 supports A2DP and as such typically provides a stereo audio stream to compatible devices.

Based on other comments received about a similar issue with the BMW Navigator IV, this seems to be a known shortfall.  But on a positive note, the fix seems to be close at hand…

In posing this and other questions to the Editor for furtherance to Cardo, the result was that (we) ended up with a webBikeWorld exclusive — an offer of early access to their pending first software release (version 2.2) for the G4 system.

So after some extremely fruitful discussions with the Cardo representative, I downloaded the Cardo Updater application, installing it on a Microsoft XP-based system.  In working through the multi-step but well-detailed process with the representative via phone, both G4 systems were successfully updated.

This version is the first update for the G4 – its objective is to “optimize general performance and to streamline existing features and not — as we (Cardo) plan for future releases — to add new functions and capabilities”.  In essence, the main focus is to address compatibility issues, particularly with certain GPS devices. 

Has version 2.2 done the trick is getting the G4 to receive a full stereo audio stream?  Yes.

So while still seeking out a Navigator IV to try, I remain confident that the ‘fix’ is in this pending software release.  And before I forget, the zumo 550 and Navigator III+ both worked as hoped for with the G4 as well, albeit via mono audio streaming only; a limitation of both devices.

Letting the navigation device host the mobile phones didn’t bring any surprises either and the G4 and phone application on the navigation devices, particularly the zumo 660 and 665, work together with only minimal intervention.

General:  To forestall some pairing and audio streaming issues, just remember that the G4′s “Phone” button is used for pairing mobile phones, including those that have integrated media players and are A2DP capable, while the Volume Up button is used for the more basic headset/hands-free connections, with a mono link.

Like other new headset systems, the G4 can be paired with most notebooks or other portable devices that have a full Bluetooth version 2.0 + or later implementation and supporting a broader range of Bluetooth services.  It only took two minutes to get the G4 receiving a high-output stereo stream from the computer.

FM Stereo Radio
As with other Cardo intercom systems previously evaluated, the G4 is equipped with a built-in FM tuner, but this model provides stereo audio — finally!  The tuner features Radio Data System or RDS technology that reads encoded data transmitted along with the audio.  This information is used by the system to optimize tuning, providing more consistent reception as the rider travels through the broadcast area.

Pushing the Channel B button for three seconds turns the Radio On and Off.  Tuning Up or Down is done by holding the Volume Up or Volume Down for three seconds and once a strong station is found, the RDS does its job in precisely tuning and attenuating the signal.

The most noticeable quirk for me is in trying to tune and save off a station into one of the six memory locations.  I can tune a station in, but in tapping the Channel B button quickly that should serve to save the station to memory, the tuner often kicks in and moves to another signal.

I only managed to get a couple of stations saved off and they weren’t always held in memory after shutting the system down and then turning it back on again (volatile/non-volatile).  At this point in time I’m not sure if it’s my technique or a system thing…

The RDS feature is off by default, but it can be activated by pressing and holding both the volume up and down buttons together for three seconds, while the radio is on.  For those who travel light, having the FM tuner along for the ride is good, even if only used for spot weather checks.  Just remember to try and do the initial tuning finger-work before you start off or do it when stopped.

Audio Highs and Lows
For what its worth, the G4 speakers measure 35 mm in diameter, 2.5 mm thick and weigh 6 grams (0.2 oz) each.

The speakers are obviously hi-fi, providing crystal clear audio that is devoid of any noise, but they are not in the same league as one or two other helmet headset speaker systems.  For reference purposes, the Nolan N-103 audio chamber is now the chamber of choice for comparison purposes.

With the G4 speakers mounted in the Nolan, some base tone is evident, but only at higher volume levels and it is never the same pulsating bass provided by at least one and possibly two other systems, when using the same input device at much lower volume settings comparatively.

A real irritant is the fact that system status tones are tied to headset volume levels, rather than being a default median or percentile setting.  Accordingly, when the volume is turned up or down, the generated system tones are either painful or virtually impossible to detect.

Another audio related concern that I had not experienced tangibly firsthand and had actually forgotten about until raised by another user (my thanks) focuses on a constant loud ‘click’ heard in the headset when a paired Bluetooth device is turned on or activated while the G4 module is in standby.  Wired devices, to a lesser extent also generate this noise, but its far less noticeable.

The noise is very similar to that experienced when a static discharge occurs or with a bad ground connection is present on a home audio system.  I can generate the obtrusive noise at will when using devices.  Accordingly, the matter has been passed along to the Cardo representative, who confirmed that it will be looked into.  Any feedback on this issue will be provided by way of an update.

More Real Deal Road Use
The two G4 units have been in rotation between the Arai XD, Corsair and Nolan N-103 helmets and used for city, highway and country riding, along with the usual mix of peripherals.  Most of the riding has been up here in the Ottawa Valley of Ontario although initial use of the G4 systems came while still in Virginia.

Using the G4 intercom behind a windscreen of any sort with an effective helmet quickly brings out the previously noted shortfall of the intercom, at least in VOX mode.  Disabling the VOX feature is done by pressing and holding the volume up and down buttons together for about three seconds until a single beep is heard.

With this done the system now functions in “Channel Button Connect” mode — tapping Channel A or B as appropriate for the desired connection(s), the intercom link is made and remains open until a user taps the Channel A or B button again.  This is pretty much the default mode used and the only thing that keeps me from experiencing real frustration with this G4 feature.

Intercom range with the G4 is good, but not up to the distances experienced from other new systems or what I suspect the F4 Interphone is capable of.  The longest G4 intercom working range achieved was around 750 m, under the same general conditions as identified for other systems recently evaluated.  This is disappointing and I just have to ask — is the external articulated antenna doing anything?

This range is still good and better than other current Scala Rider models, but it falls far short of the claimed 1.6 km (1 mile) range.  As the flip-up antenna is supposed to give the G4 extra range, I was expecting better results.  This shortfall does not keep the system from being useful, but if extended distances are a factor in your riding, like it is with me, then this is a limitation.

To its credit the intercom is very quiet and virtually impossible to detect when active.  A short squawk is heard when a link is being initiated and noise on the active channel is very rare unless the range limit is being approached or when passing or travelling through dense radio-frequency environments.

With the intercom link active, speaking in normal tones is usually effective, but the AGC still pumps the headset volume up or down without much cause, no matter how quiet or noisy the outside environment is.  This is almost the exact opposite of the quiet, stable, well-moderated audio environment provided by the Sena system.

I appreciate having the FM tuner onboard.  Tuning is quick and positive especially with RDS activated.  In rural settings there isn’t much difference between RDS on or off except with fringe stations.  In dense urban settings where the FM radio band is more saturated the RDS feature proves itself in discriminating and holding the selected station.

Multi-User Environments
As stated in the manual, multi-system/multi-pair mode operations are simple to achieve. I have not yet worked through all the scenarios – both scala-rider sets are currently out on loan. But a quick effort saw the two G4 units successfully paired with a Q2 unit for a short three-way session using Channel A and B.

I have no doubt that the myriad of configurations detailed in the manual are all viable, but working my way through them all will have to wait for awhile. Most of the feedback comments under Part One regarding multi-system use are positive.  Updates to follow…

Some Observations
Spoken Status Instructions:  A good feature that can be used along with the default tones used to indicate various function.  However, with some expansion of the current dialogue library, and appreciating possible memory limitations, this feature could be a viable (selectable) option, providing more choice for the user. This would be a great software update down the road.

Repeating a pet peeve, system versatility could be enhanced if the bracket and headset components were modular in nature vice a one piece assembly.  A one-piece component can be designed and executed to be very strong as external connections are minimized.  However, if something breaks, there goes the whole assembly.

A modular approach also facilitates the use of optional components, such as an in-ear adapter and other goodies that can keep an owner even more satisfied and help attract consumers to the product

Some Observations
The G4′s Spoken Status Instructions is a good feature that can be used along with the default tones used to indicate various function.  However, with some expansion of the current dialogue library, and appreciating possible memory limitations, this feature could be a viable (selectable) option, providing more choice for the user.

Repeating a pet peeve — system versatility could be enhanced if the bracket and headset components were modular in nature instead of a one-piece hard-wired assembly.  A one-piece component can be designed and executed to be very strong as external connections are minimized.  However, if something breaks, there goes the whole assembly.

A modular approach also facilitates the use of optional components, such as an in-ear adapter and other goodies that can keep an owner even more satisfied and help attract consumers to the product.

G4 Ratings and Conformity
Certifications:  Not-Rated.

FCC Compliance Statement:  Compliant with Part 15 of the FCC Rules.

RF:  The FCC RF Exposure Statement is contained in the Certification and Safety Approvals section of the User Guide along with the other disclaimers.  It is important that consumers understand the implications of using radio frequency devices for personal communication purposes

CE Declaration of Conformity:  CE marked and declared compliant with Directive 1999/5/EC.

Bluetooth:  Compliant with and adopts Bluetooth Specification 2.1 Class 1

Ruggedization:  Rain and snow resistant, designed for use under moderate rain or snow conditions.  The system is not certified to a formal standard (i.e., IP rating).

In the Box

• 2 x helmet clamps (boom mounted variant provided for this evaluation).

• 2 x Scala Rider G4 headsets.

• Wall charger plug with USB interface port.

• USB interface cable (for charging and firmware download connectivity).

• Allen wrench.

• 2 x Velcro pads.

• 2x stereo audio cable, 3.5.mm.

• 2 x Glue (adhesive) plates.

• 2 x carry pouches.

• 4 microphone sponges (flat for full-face and round for other helmet types).

• User Guide and Registration Form.

Conclusion
While the Editor and “Burn” were extremely impressed with the G4 system, as was I initially, the longer term evaluation effort now means that I have to be the bad guy to some degree…

For me it comes down to one simple, but critical requirement: the intercom or communications capability.  The heart of the G4 communications system is obviously the intercom, but even appreciating its ability to handle three or four users, the G4 falls short, something that might be improved upon through future software releases — time will tell.

Appreciating some limitations, what really gets me excited is the ability of users to take advantage of software releases to upgrade current capabilities and eventually, add new features.  I know that Cardo is planning on a major software release for this fall, so stay tuned as it could be a good one.

Cardo Scala Rider G4 Intercom Part 2 – webBikeWorld.

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