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Bikernet Antique Bike Feature: Randy's Egli Vincent

By Bandit | March 27, 2013 | General Posts

Paul Garson shot this awesome 2010 Egli Vincent GT bike for Bikernet. Made in France by a very specialized shop, it now resides in California. Quite a story! 

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Valerie Thompson Clocks a 212 mph at Texas Mile

By Bandit | March 27, 2013 | General Posts

Valerie Thompson, owner/driver of Valerie Thompson Racing (VTR), set a new 1000 cc class record with a personal best top speed of 212 mph during her first appearance at the Texas Mile race March 22-24 in Beeville Texas. Thompson’s record run also earned her BMW S 1000 RR Superbike entry into the prestigious “Texas Mile 200 MPH Club.”

“What an excellent way to start 2013 for all the great sponsors who made our BMW a real track terror. During the winter months, we really got the bike dialed-in with new HP Race Parts, new riding gear and even a new paint scheme from Orlando Autobody. After arriving in Texas, we only needed gear changes to adapt to changing weather conditions. Now we just need some additional funding to race a full season,” stated Thompson.

Texas Mile attendance has grown rapidly since 2003, with participants from around the world competing on one of the world’s most challenging 1-mile track.  “My hats off to the Texas Mile staff and Christian Motorcycle Association volunteers who put on a well-managed event. I’d also like to thank my dedicated crew, we can’t wait to return in October for the next Texas Mile competition,” said Thompson.

For event details, October schedule and records, visit www.texasmile.net.

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THE DAYTONA 2013 REPORT FROM THE STREETS, ON BIKERNET

By Bandit | March 26, 2013 | General Posts

 

 

There was a lot of interest in Daytona because of the squadrons of bikinis out and about, and not all of them you would want to see on a regular basis, if you know what I mean.  Finally, it looks like the sequester might have put a damper on the festivities because it felt like the biker count was down 20% this year.

 

 

 

http://www.bikernet.com/pages/THE_DAYTONA_2013_TRIFECTA_INK_CHOPPERS_AND_GUNS.aspx

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Harley-Davidson and BMW Less Reliable Than Japanese Motorcycles

By Bandit | March 26, 2013 | General Posts

 

Harley-Davidson may be an iconic American maker of motorcycles but its bikes have been repair-prone, according to Consumer Reports' first-ever motorcycle reliability survey, conducted by the Consumer Reports National Research Center.

About one in four owners of Harley-Davidson motorcycles reported experiencing a major problem in the previous four years. The full report is available at ConsumerReports.org and in the May issue of Consumer Reports, which hits newsstands on March 28.

BMW motorcycles were even less reliable than Harley-Davidsons with about one in three owners reporting problems in the previous four years. Only about one in ten Yamaha owners experienced issues during that time, followed closely Kawasaki and Honda.

"Reliability is one of many factors consumers might consider when purchasing a motorcycle. However, other factors like sculpted lines and rumbling engines also strike the right note among motorcyclists," said Rik Paul, Auto Editor, Consumer Reports.

Despite the higher number of problems, Harley and BMW owners were among the most satisfied with their bikes. When asked whether, considering everything, they would buy their bike again if they had to do it over, 75 percent of Harley owners said definitely yes, closely followed by 74 percent of BMW owners and 72 percent of Honda owners. By contrast, only 63 and 60 percent of Yamaha and Kawasaki owners, respectively, were as emphatic in this subjective measure.

Among the bikes that needed repairs, survey respondents reporting having the most trouble with accessories, such as lights, instruments, switches, and radios (21 percent), brakes (20 percent), the electrical system (16 percent), and the fuel system (15 percent). Fortunately, most repairs were fairly inexpensive. Three quarters cost less than $200 out-of-pocket.

A welcome trend in motorcycle technology is the growing availability of antilock brakes (ABS). Bikes equipped with ABS are 37 percent less likely to be involved in a fatal crash, according to the Insurance Institute for Highway Safety. This critical feature is now standard on many high-end models and adds only a few hundred dollars to the price of more basic bikes – an investment Consumer Reports believes to be worthwhile and potentially lifesaving.

About Consumer ReportsConsumer Reports is the world's largest independent product-testing organization. Using its more than 50 labs, auto test center, and survey research center, the nonprofit rates thousands of products and services annually. Founded in 1936, Consumer Reports has over 8 million subscribers to its magazine, website and other publications. Its advocacy division, Consumers Union, works for health reform, food and product safety, financial reform, and other consumer issues in Washington, D.C., the states, and in the marketplace.

MARCH 2013The material above is intended for legitimate news entities only; it may not be used for advertising or promotional purposes. Consumer Reports® is an expert, independent nonprofit organization whose mission is to work for a fair, just, and safe marketplace for all consumers and to empower consumers to protect themselves. We accept no advertising and pay for all the products we test. We are not beholden to any commercial interest. Our income is derived from the sale of Consumer Reports®, ConsumerReports.org® and our other publications and information products, services, fees, and noncommercial contributions and grants. Our Ratings and reports are intended solely for the use of our readers. Neither the Ratings nor the reports may be used in advertising or for any other commercial purpose without our permission. Consumer Reports will take all steps open to it to prevent commercial use of its materials, its name, or the name of Consumer Reports®.

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How To Tumble Your Bagger

By Bandit | March 26, 2013 | General Posts

Lowered motorcycles always look bitchin' at bike shows, but those of us who like to ride know that it's really not a great idea. Here's what can happen when you 'lean into it' a bit much. The rider is OK, but something tells us that the bagger didn't do so well. 

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Industry Pulse: De Waal on Zero Motorcycles' Board of Directors

By Bandit | March 26, 2013 | General Posts

Experienced Motorsports Consumer Executive to Assume New Roles

Zero Motorcycles, the global leader in the electric motorcycle industry, today announced an addition to its Board of Directors, naming Pieter de Waal as its newest member. De Waal comes to Zero with more than 30 years of business, engineering and sales experience in both the automotive and motorcycle industries. This includes stints with Nissan, Delta (GM) and Mercedes Benz and, more recently, at BMW Motorrad as North American Vice President. In addition to his Board position, he will also consult Zero on future strategies, including powertrain initiatives.

A look at one of Zero's motorcycles in action

"We're thrilled to have someone with Pieter's wealth of experience with BMW Motorrad, the motorcycle division at BMW, joining the Zero Board of Directors,” said Richard Walker, CEO of Zero Motorcycles. “His counsel will be invaluable as we enter our next phase of growth to further solidify Zero’s position as market leaders in the electric motorcycle marketplace."  

As the newest member on the Board of Directors, de Waal brings to Zero a passion for motorcycles, an impressive track record and an international perspective, having served as head of BMW’s motorcycle operations in South Africa, the United Kingdom and later in Munich as head of sales and marketing worldwide. “I am excited to be part of Zero Motorcycles,” said de Waal. “I believe that electric vehicles will play an important role in our future and Zero has the resources, drive and pioneering spirit to help make that future an exciting reality.”

De Waal’s selection as board member builds to the strength of the team at Zero Motorcycles. Zero Motorcycles has consciously sought to team senior executives with motorcycle industry experience along with leaders from other high tech fields to create the ideal blend of background and experience for success in this dynamic new and emerging consumer market.

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Randy Garver’s Godet Egli Vincent

By Robin Technologies | March 26, 2013
 
Malaunay, France, a small picturesque farming village of some 6,000, hugs the banks of the Cailly River some 12 kilometers north of Rouen. Situated in the Haute-Normandie region of the country, its economy is humbly described as one of “light industry” and no doubt that would include the more heavyweight activities that transpire behind the doors of Godet Motorcycles, the facility found at 28 Route d’Eslettes.
 
Inside the workshop you will find Patrick Godet, a craftsman/artist in the Old School sense of the term. While his brother is an acclaimed painter in the Impressionist style, Patrick both expresses and impresses with his own “kinetic art,” the restoration of historic racing motorcycles, his primary passion the Vincent.  He practices what he preaches, having toured Europe aboard his own Vincent Black Prince and a member of the Vincent Owners Club since 1974. In fact he was the youngest section organizer in the club having founded the Section de France in the 1970s. While his own first Vincent was a Norvin, a Norton frame/Vincent engine hybrid, he moved up to a factory Black Shadow that he upgraded to the high performance specifications of the legendary Black Lightning. His factory Prince “D” also won the English Concours award in 1979. He was however more into “go” rather than “show,” and began racing Vincents in the early 1980s achieving a high rate of success. (He also raced a Manx Norton, a Matchless G50 and a Seeley G50.)
 
     
 
 First introduced in 1928, the British made HRD/Vincents motorcycles saw the end of the factory line in 1956, but their charisma never faded, in fact only intensified over the years. Patrick Godet, one of the marque’s leading exponents, embarked on their resurrection in the early 1990’s when he was able to re-import a batch of Vincents that had been languishing in Argentina. By 1994 he started his own enterprise specializing in Vincents as well other classic racing machines.
 
 
Meanwhile the Swiss motorcycle designer, Fritz Egli had been re-vitalizing the 1950s Vincent, having started his career as a motorcycle designer in 1967. While a devoted fan of the Vincents, he found the dated chassis not up to modern performance par and so designed his own frame and suspension upgrades around the vaunted Vincent motor. Egli Vincents would go on to win the over-500 cc Swiss Championship in 1968, the bikes also raced to success in England. (Some 100 were produced between 1967 and 1972, but eventually, original Vincent engines grew scarce and Egli began utilizing his superior chassis for other power plants, including Kawasaki, Suzuki and Honda CBX1000, again transforming their potential as he did for the Vincent. In addition, Egli chassis have also taken on Ducati and Laverda powerplants.)
 
Patrick Godet, following all these developments, and after a great deal of thought and consideration, set out to create an excellent of the Egli Vincent, with most of the work done ‘in house’ so as not to compromise his standards and employing only the highest quality parts available. When he felt he had achieved his goal, he brought one of his Godet Egli Vincents to Switzerland for Fritz Egli’s examination not knowing what kind of reaction he would get, perhaps seen as a “French upstart usurper.” But he saw his effort more of an homage to Vincent in general rather than an invasion of Egli’s territory.
 
 
 
All concerns evaporated when Fritz Egli upon seeing the bike expressed his delight with the quality, finish and authenticity of Patrick’s machine. So impressed in fact, that Patrick gained permission from Fritz Egli to use the name Egli on his Vincent engined machines, the only person to whom Fritz Egli has awarded that accolade. That vote of confidence was echoed not only by its being embraced by the international Vincent community but also when the Guggenheim Museum in Bilbao invited the Godet Egli Vincent to be part of the display of Motorcycle Design Icons. Today, two models are offered, the solo “Café Racer,” and the twin seat “Sport GT” seen here. (Randy’s bike came with both the solo café seat and the touring two-up seat, so he can convert when necessary.)
 
Again, it must be noted that these are ground-up restorations using newly manufactured parts authorized by Vincent Owners Association, the price tag close to an original Vincent. Randy Garver will tell you, having ridden both the original Black Shadow and the Godet version, that he can now utilize his Godet bike as a daily rider as it is so competent and thoroughly roadable. And yes, it does have an electric start.
   
“It’s the story of Beauty and the Beast retold,” jokes Randy Garver from his home in Ojai, CA, next door to Santa Barbara. “The bike is definitely the beauty, and with my size I would be the beast.” That would be a double entendre as the Vincent was also known as “The Snarling Beast,” a moniker well-earned. As to the story behind Randy’s realization of his dream motorcycle, we learn that in “real life” Randy is a highly successful landscape architect catering to an upscale L.A. clientele, and the bike is a gift to himself, a reward for decades of work and perseverance.
 
His quest for the ultimate motorcycle reaches back decades and includes a wide spectrum of both modern and vintage machines, from a super fast167 HP Bimota SB6 to a BMW touring bike to a 1937 Indian to a collection of Nortons including a Kenny Dreer model, specifically the  body style prototype for the brand new Nortons. There was also a 1952 Vincent Black Shadow Series C purchased several years ago that literally got things rolling.  Randy found that the engine overpowered the brakes and suspension and made the ride a bit on the scary side. “But t didn’t detract from one of the most beautifully designed motors I had ever seen. It was always in the back of my mind.” He began researching various offerings of various Egli permutations built overseas, but found they were not up to snuff. Then he was able connect to Patrick Godet who had gained a great deal of respect racing in England as did his bike. Says Randy, “He was a dream to work with, sending me photos every week on the bike’s progress. It was really exciting to watch as he built the motor and the frame, every element reflecting his commitment and his passion for what he creates.”
 
The original commitment to the bike began in 2009 and about a year later, in February 2010, it arrived at the Port of Los Angeles in a beautiful designed crate, completely assembled and ready to go. When asked his first impressions upon throwing his leg over the bike, Randy replies, “I came from a place where I used to collect Packard automobiles. I was drawn to them for the sound they made as much as the sight. So when I fired up the Godet Egli Vincent, it was the same sensation, the engine meshing, the tune of the exhaust system. It was the sound of hand built quality. And once I got on it and starting riding, the bike was equal to the music it made. I had opted for what Patrick calls the Surtees five-speed transmission and it’s geared very high like track bike, and as such I can ride with friends who have modern bikes. Every aspect is remarkable, every component. It has the Ceriani front end, the four shoe Fontana brake, and of course the 998cc Vincent engine Patrick has put together…it’s a goer. I push a button, it starts immediately and I go on a fabulous ride. ”
 
Randy paid a tans-Atlantic visit to Patrick Godet’s shop in France during the bike’s build, adding his input to choice and style of appointments, the bike literally tailored to his tastes. Randy and Patrick would be meeting again but on Randy’s home turf as Patrick and his wife vacationed in California in November, 2010 during which time Patrick added upgrades to Randy’s bike without any additional expense. Patrick would be visiting another of his customers, Jay Leno who purchased the café model of the Godet Egli Vincent.
 
     
 
Tech Sheet
2009 Godet Egli-Vincent GT
 
Engine:
 
Type: ohv V-twin 
Bore and Stroke: 84 x 90mm 
Capacity:  998cc 
Carburetors: 30mm Amal Concentrics 
Transmission: five-speed, wet multi-plate clutch
 
Frame: 
 
Type: Egli style oil bearing spine type
 
Chassis: 
 
Gas tank: 15 liters
Suspension: Ceriani GP forks, Maxton rear 
swinging arm rear with Maxton damper units  
Brake: Fontana 4Leading Show front drum 
Tires: Avon 3.50 x 19in front; 4.10 x 18in rear 
Wheelbase: 1445mm (57 inches) 
Weight: 172kg (379lb) 
Seat Height: 725mm (28.5in) 
 
 
    
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Randy Garver’s Godet Egli Vincent

By Robin Technologies | March 26, 2013
 
Malaunay, France, a small picturesque farming village of some 6,000, hugs the banks of the Cailly River some 12 kilometers north of Rouen. Situated in the Haute-Normandie region of the country, its economy is humbly described as one of “light industry” and no doubt that would include the more heavyweight activities that transpire behind the doors of Godet Motorcycles, the facility found at 28 Route d’Eslettes.
 
Inside the workshop you will find Patrick Godet, a craftsman/artist in the Old School sense of the term. While his brother is an acclaimed painter in the Impressionist style, Patrick both expresses and impresses with his own “kinetic art,” the restoration of historic racing motorcycles, his primary passion the Vincent.  He practices what he preaches, having toured Europe aboard his own Vincent Black Prince and a member of the Vincent Owners Club since 1974. In fact he was the youngest section organizer in the club having founded the Section de France in the 1970s. While his own first Vincent was a Norvin, a Norton frame/Vincent engine hybrid, he moved up to a factory Black Shadow that he upgraded to the high performance specifications of the legendary Black Lightning. His factory Prince “D” also won the English Concours award in 1979. He was however more into “go” rather than “show,” and began racing Vincents in the early 1980s achieving a high rate of success. (He also raced a Manx Norton, a Matchless G50 and a Seeley G50.)
 
     
 
 First introduced in 1928, the British made HRD/Vincents motorcycles saw the end of the factory line in 1956, but their charisma never faded, in fact only intensified over the years. Patrick Godet, one of the marque’s leading exponents, embarked on their resurrection in the early 1990’s when he was able to re-import a batch of Vincents that had been languishing in Argentina. By 1994 he started his own enterprise specializing in Vincents as well other classic racing machines.
 
 
Meanwhile the Swiss motorcycle designer, Fritz Egli had been re-vitalizing the 1950s Vincent, having started his career as a motorcycle designer in 1967. While a devoted fan of the Vincents, he found the dated chassis not up to modern performance par and so designed his own frame and suspension upgrades around the vaunted Vincent motor. Egli Vincents would go on to win the over-500 cc Swiss Championship in 1968, the bikes also raced to success in England. (Some 100 were produced between 1967 and 1972, but eventually, original Vincent engines grew scarce and Egli began utilizing his superior chassis for other power plants, including Kawasaki, Suzuki and Honda CBX1000, again transforming their potential as he did for the Vincent. In addition, Egli chassis have also taken on Ducati and Laverda powerplants.)
 
Patrick Godet, following all these developments, and after a great deal of thought and consideration, set out to create an excellent of the Egli Vincent, with most of the work done ‘in house’ so as not to compromise his standards and employing only the highest quality parts available. When he felt he had achieved his goal, he brought one of his Godet Egli Vincents to Switzerland for Fritz Egli’s examination not knowing what kind of reaction he would get, perhaps seen as a “French upstart usurper.” But he saw his effort more of an homage to Vincent in general rather than an invasion of Egli’s territory.
 
 
 
All concerns evaporated when Fritz Egli upon seeing the bike expressed his delight with the quality, finish and authenticity of Patrick’s machine. So impressed in fact, that Patrick gained permission from Fritz Egli to use the name Egli on his Vincent engined machines, the only person to whom Fritz Egli has awarded that accolade. That vote of confidence was echoed not only by its being embraced by the international Vincent community but also when the Guggenheim Museum in Bilbao invited the Godet Egli Vincent to be part of the display of Motorcycle Design Icons. Today, two models are offered, the solo “Café Racer,” and the twin seat “Sport GT” seen here. (Randy’s bike came with both the solo café seat and the touring two-up seat, so he can convert when necessary.)
 
Again, it must be noted that these are ground-up restorations using newly manufactured parts authorized by Vincent Owners Association, the price tag close to an original Vincent. Randy Garver will tell you, having ridden both the original Black Shadow and the Godet version, that he can now utilize his Godet bike as a daily rider as it is so competent and thoroughly roadable. And yes, it does have an electric start.
   
“It’s the story of Beauty and the Beast retold,” jokes Randy Garver from his home in Ojai, CA, next door to Santa Barbara. “The bike is definitely the beauty, and with my size I would be the beast.” That would be a double entendre as the Vincent was also known as “The Snarling Beast,” a moniker well-earned. As to the story behind Randy’s realization of his dream motorcycle, we learn that in “real life” Randy is a highly successful landscape architect catering to an upscale L.A. clientele, and the bike is a gift to himself, a reward for decades of work and perseverance.
 
His quest for the ultimate motorcycle reaches back decades and includes a wide spectrum of both modern and vintage machines, from a super fast167 HP Bimota SB6 to a BMW touring bike to a 1937 Indian to a collection of Nortons including a Kenny Dreer model, specifically the  body style prototype for the brand new Nortons. There was also a 1952 Vincent Black Shadow Series C purchased several years ago that literally got things rolling.  Randy found that the engine overpowered the brakes and suspension and made the ride a bit on the scary side. “But t didn’t detract from one of the most beautifully designed motors I had ever seen. It was always in the back of my mind.” He began researching various offerings of various Egli permutations built overseas, but found they were not up to snuff. Then he was able connect to Patrick Godet who had gained a great deal of respect racing in England as did his bike. Says Randy, “He was a dream to work with, sending me photos every week on the bike’s progress. It was really exciting to watch as he built the motor and the frame, every element reflecting his commitment and his passion for what he creates.”
 
The original commitment to the bike began in 2009 and about a year later, in February 2010, it arrived at the Port of Los Angeles in a beautiful designed crate, completely assembled and ready to go. When asked his first impressions upon throwing his leg over the bike, Randy replies, “I came from a place where I used to collect Packard automobiles. I was drawn to them for the sound they made as much as the sight. So when I fired up the Godet Egli Vincent, it was the same sensation, the engine meshing, the tune of the exhaust system. It was the sound of hand built quality. And once I got on it and starting riding, the bike was equal to the music it made. I had opted for what Patrick calls the Surtees five-speed transmission and it’s geared very high like track bike, and as such I can ride with friends who have modern bikes. Every aspect is remarkable, every component. It has the Ceriani front end, the four shoe Fontana brake, and of course the 998cc Vincent engine Patrick has put together…it’s a goer. I push a button, it starts immediately and I go on a fabulous ride. ”
 
Randy paid a tans-Atlantic visit to Patrick Godet’s shop in France during the bike’s build, adding his input to choice and style of appointments, the bike literally tailored to his tastes. Randy and Patrick would be meeting again but on Randy’s home turf as Patrick and his wife vacationed in California in November, 2010 during which time Patrick added upgrades to Randy’s bike without any additional expense. Patrick would be visiting another of his customers, Jay Leno who purchased the café model of the Godet Egli Vincent.
 
     
 
Tech Sheet
2009 Godet Egli-Vincent GT
 
Engine:
 
Type: ohv V-twin 
Bore and Stroke: 84 x 90mm 
Capacity:  998cc 
Carburetors: 30mm Amal Concentrics 
Transmission: five-speed, wet multi-plate clutch
 
Frame: 
 
Type: Egli style oil bearing spine type
 
Chassis: 
 
Gas tank: 15 liters
Suspension: Ceriani GP forks, Maxton rear 
swinging arm rear with Maxton damper units  
Brake: Fontana 4Leading Show front drum 
Tires: Avon 3.50 x 19in front; 4.10 x 18in rear 
Wheelbase: 1445mm (57 inches) 
Weight: 172kg (379lb) 
Seat Height: 725mm (28.5in) 
 
 
    
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Jesse James Ties the Knot for the Fourth Time

By Bandit | March 25, 2013 | General Posts

This really has nothing to do with motorcycles, but we thought we'd mention this, unless your significant other already scooped you on this, from having seen it onTMZ or People.

 

Custom motorcycle builder Jesse James and Alexis DeJoria, a pro-drag racer and daughter of entrepreneur John Paul DeJoria, were married Sunday in Malibu.

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New Comfort Max Gel Pads Feature Tail Bone Notch and Dual-Density Memory Foam Sandwich

By Bandit | March 25, 2013 | General Posts

American Motorcycle Specialties, USA announced today it has revamped its original line of Comfort Max Gel Pads to offer today’s riders’ unparalleled comfort on any bike, or any style of riding. The very popular and innovative tail bone notch is now included on all five sizes. Additionally, a thick layer of soft contouring memory foam covers the molded gel on top, and a second layer of firm memory foam covers the bottom. This new ”dual-density foam” covered gel provides a new ultimate in rider comfort. 

At the core of the Comfort Max Gel Pad is an advanced Viscoelastic molded gel used in medical and sports applications, plus a top and bottom layer of memory foam that contours the rider, eliminating pressure points or “Hot Spots” which can cause rider discomfort. In addition, the memory foam/gel sandwich combination absorbs vibration, small bumps and road irregularities.

The addition of a Sheepskin cover offers the highest level of comfort available, priceless for long distance rides. It softly conforms to your shape and eliminates localized pressure. Genuine Sheepskin covers provide increased comfort and allow air to circulate, virtually eliminating perspiration in hot weather and providing warmth in cold weather. The Sheepskin wool cover is soft and resilient. Its fibers breathe, acting like a natural thermostat for your body, keeping you perfectly comfortable regardless of the weather. 

Comfort Max Gel Pads also feature a unique, maximum grip bottom. This rubberized surface prevents the pad from sliding off the seat and also comes with a removable strap.

Comfort Max Gel Pads are available in five sizes to fit any seating application and come with a 30-day no hassle return policy. The molded gel is guaranteed a lifetime. 

Comfort Max Gel Pads are priced from $69.95 to $129.95 

For additional details call (800) 710-7237

Or online at: www.amspecialtiesusa.com http://www.amspecialtiesusa.com

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