Idle Hands

Here’s a  gem of a photo from Gary’s photoblog. There’s a really wonderful culture and aesthetic to the photos that I think he has captured beautifully. Really makes me want to put on some Social Distortion and cruise the coast in a matte black chop-top.

Keep up the good work Gary!

Woooahh.

Really nice commemorative edition Yamaha for Austrian auto-designer and 5 time European motorcycle champion Karl Abarth. Just dripping in tasty high-end bits from bar-end to contact patch.

More yummy photos here.

The Suzuki SV 650 quickly rose to a cult-like status amongst hardcore sport & track guys as well as being a great entry level motorcycle. A spectacular motor in a great frame, with a little modification the SV was an excellent race bike, back road knife and urban assault vehicle all in one.

I have a long history with the SV 650. Disgruntled with with poor streetability of my past R6, I turned to the naked standard SV as a replacement street bike. I sold my R6, pocketed some cash and picked up a 2004 SV. With the low cost of entry into the SV, that left more cash for mods! More about hotrod SV’s in my upcoming article.

So when Suzuki announced they were replacing the SV for ‘09, I was eager to see what the boys from Shizuoka had in mind.

For 2009 the Gladius will replace the SV 650N but the SV650S will still be continued. Clearly Suzuki paid little regard to the rather large cult following the SV has accumulated in its two generation, ten year life span. The SV sold so well because it was cheap, had an excellent chassis, an awesome motor and was tough enough to sell to seasoned riders.

What the SV didn’t do well was sell to women and beginners. Its looks are an “acquired taste” at best, its seat height was fairly tall and it’s motor was strong enough to double most speed limits.

My argument is that Suzuki missed the mark with the Gladius. If you wanted a bike for women and new riders, I don’t believe replacing the SV was a way to do it. Even with a lower seat height and a more approachable appearance, the Gladius still uses Suzuki’s potent 70hp power plant which can be a bit overwhelming for new riders. It’s also a bit heavy - 20 lbs. heavier than the SV apparently - this too doesn’t make for a good beginner ride.

The best approach would have been to continue the SV. Perhaps even update it with better suspension and more modern brakes so that it’s targeted to the mid-level performance light streetfighter market. This is a class that Suzuki is falling behind in, with the likes of the Triumph Street Triple and Yamaha FZ6 dominating. Next, introduce the Gladius with a mellower powerplant and lighter weight. Its looks are already there for the market but it’s bulk and brawn might keep more timid riders away.

As a designer first and a motorcyclist second I love discussing motorcycle aesthetics. It cannot be argued that regardless of how well a bike gets around a race track, how comfortable it is or how good its components are, aesthetics are always a strong part of what sells motorcycles.

Ducati has long produced machines that are mechanically and aesthetically beautiful. They are engineered with a paired-down minimalism that I’ve grown to strongly appreciate.

My initial reaction to the streetfighter was intriguing at first, but I have grown to despise the machine now. All the correct ingredients are there: it’s constructed with Duck’s gorgeous trellis frame, it’s powered by a stout watercooled v-twin, and the Öhlins suspension components and Brembo brakes appear top-notch.

It’s the angular body work and headlight that truely ruin this machine. I’ve noticed this trend towards steath fighter inspired visuals in other manufacturers, particularly Suzuki. (I wonder if they learned their lesson with the second generation SV 650? or B-King?)

If I had to narrow it down to the exact elements of digression on this visual disaster it would probably be the headlight / instrument cowl, the exhaust, and the horrid chin fairing. The headlight gives the front end a sloping inbred forehead, the exhaust is big and clunky and ruins would could have been a very nice tail section, and the chin piece is a bad attempt to conceal an oil cooler.

Well, that’s all the opinon I have until I see this one in person!

I’m Chris Fetherston, a designer, thinker, tinkerer and avid motorcyclist. This is ToeShifter, the start of a project that is about the lifestyle of the contemporary motorcyclist.

Some things you can expect to find here:

• How-to videos for maintenance, bike setup and riding techniques
• Real first-hand product and bike reviews
• Ride reports and thoughts on moto-culture
• Criticism and feedback on the general going on of the industry

So a little about me…

I’m a Graphic Designer by trade and a motorcyclist by life-long obsession. I remember as a youth my father would say to me before taking me on the back of his streetbike, “Hey Chris, want to go do some toe shifting?”

I began riding when I was 7 years old on my cousin’s Yamaha PW 50. My father purchased a dirtbike for me and my brother shortly after and it’s been an adventure ever since.

I’ve been involved in as many forms of motorcycling as I can. From relaxed trail riding in the woods, to sport bike track days all over the east coast. Along the way I’ve accumulated a wealth of knowledge that I would like to share with others.

So bear with me, ToeShifter is going to have a rocky start as I work through getting things setup and design the site.