1992 Kawasaki Zephyr 750 Review

1992 KAWASAKI ZEPHYR 750 REVIEW

It may seem odd to some that a review is being given to a motorcycle that's more than 10 years old but in fact, one of the great things about 'bikes is that regardless of age most of them (with few exception to the exotics) are just as viable today as when they were brand-new.  The reason for this is that little has changed in motorcycle technology.  Sure, newer bikes have fuel-injection rather than carburetors and the ultra-high-end sport-bikes have engine and frame technology that's become completely high-tech, but at the end of the day does all this expensive technology make for a more enjoyable ride?  No, it's still just a motorcycle with 2 wheels, a seat, side-stand, mirrors, brake and gear-shift levers.

To wit, the 1992 Kawasaki Zephyr 750 remains one of the best all-around "standard" style 'bikes ever produced.  Based on the bullet-proof oil-air cooled engine in use for more than 40 years and frame designs going back to the 1970's legendary "Z1" the Zephyr 750 combines classic design with modern touches, such as the three-spoked, brushed lip magnesium wheels, a 4-into-2 chrome exhaust and updated emissions controls for EPA regulations.

The Zephyr isn't a sport-bike by design but it's no slouch either; twist the throttle on the rev-happy motor and you'll be greeted with plenty of low-end torque for full-stop starts and even more pull from a roll-on power-up.  And unlike it's Ninja cousins it's not top-heavy with the power-band giving the rider a very usable boost right in the middle about 5000rpm.

The decades-old engine design is not only rock-stable reliable but glass smooth too; since the compression ratio of this older motor design isn't pushed to the limits like the ZX series the engine doesn't have to work as hard nor rev as high to find it's usable power, making the Zephyr as playful in town as it is comfortable on extended high-speed freeway jaunts.  And unlike it's typically buzzy Ninja cousins you won't find any annoying bar or footpeg vibrations killing your desire for long rides.

The exhaust note from the dual pipes is equally pleasing, with a very smooth purr at idle up to low-level rpms and opening up with a slight growl with hard acceleration or high-end rpms.

From the cockpit the retro-style chrome plated gauges are easy to read and adds to the nostalgic effect the bike produces from onlookers.  And from the seat, the handlebar and footpeg distance and positioning are near-perfect, making the Zephyr 750 the most comfortable and best ergonomically designed bike I've ever ridden or owned.  Great ergonomics is something Honda totally missed the boat with on their earlier Nighthawk-S and later "Nighthawk" 750 as their footpegs were positioned too far forward to properly setup a natural balance between your hands, feet and butt.

But the overall riding experience in the Zephyr 750 is so good it's almost hard to describe.  The combination of ultra-smooth motor, predictable and usable power-band, superb riding position and retro-yet-gorgeous looks really sets this bike apart from everything else on the road, even today in 2009.  In fact, there's no bike in current production today at any price that comes close to the near-perfect riding experience from the '92 Zephyr 750.  None.

So how is the ride on the 750 Zephyr?  I've always said that riding a 'bike is the closest thing to flying while stuck on the ground and riding the 750 Zephyr certainly falls into that same feeling of freedom and a general sense of excitement. 

Because the frame is the "old-school" dual-downtube design which cradles the engine rather than making it a stressed member there's plenty of flex when you bank the Zephyr hard-over into a corner.  You can definitely feel the swing-arm bend to outside of the corner you're in but at the same time the frame is transmitting 100% feedback from the road and tires; you know *exactly* the point just before either tire starts to lose traction and can either back off throttle or unwind the lean-angle before you start kissing precious metal to the road.

In most standard and even low-end sport-bikes one of the major complaints from aggressive riding is that the stock fork-springs become easily overloaded and even bottom-out during hard braking.  I never found that to be the case with the 750 Zephyr and never did any alterations to the front-end.

Similarly, the dual-shock rear suspension had ample spring pre-load to adjust to my regularly aggressive jaunts through the twisties and never seemed to get out of sorts.  I often wondered how the 'bike would handle if it did have a box-section aluminum frame rather than the decades old dual downtube but I'm sure it would have made for a more ZX-7-type stiffness rather than a compliant ride that could handle being tossed around.

One of the great things about the bike is that because of it's retro-meets-modern look most other riders dismissed it as being lethargic and not much of a performer.  I can't tell you how many times I got surprised looks from Gxx'er, Ninja and YZF riders who couldn't  believe that not only could I gain on them in corners but often pass.  Of course in a straight-line it was no-contest as the pure sport-bikes would out-muscle the Zephyr with greater horsepower.  In fact even the '92 ZX-6 E model made more horsepower and was more fuel efficient than the 750 Zephyr.  But again, being the fastest wasn't the point of owning a Zephyr.

And speaking of performance there's yet another benefit to not having a pure sport-bike:  Insurance rates.  My '92 750 Zephyr cost about 1/10th the amount of my '92 ZX-6 to insure for a year.  And honestly, the Zephyr was a lot more fun and, much more unique.

CONCLUSION:  HIGHLY RECOMMENDED

I haven't seen any of these on the road in more than, geez... 10 or 12 years now. Kawasaki never sold these in great numbers because the American public never fell in love with the "naked sportbike" or even retro-bike concept to the level that cruisers or sport-bikes have enjoyed.  Which is really too bad since some of the worlds best motorcycles fall into the standard or "naked-sportbike" categories such as the Bandit 400, Nighthawk-S/Nighthawk 750, CB-1, CB1000, Kawi ZRX, Yamaha Fazer, GPz1100... the list goes on.

If I could find another '92 Zephyr 750 even in fair condition I'd jump on it, restore it and keep it until my bones are too old to swing over the seat.  The 750 Zephyr is by far the best looking, most enjoyable motorcycle I've ever owned, without reservation.  And that's saying something since I've owned more than 100 motorcycles in my lifetime - so far!

RIDE  SAFE:   ALWAYS WEAR A HELMET AND USE THE HIGH-BEAM DURING DAYLIGHT.

2006 Acura RSX Type-S Review

2006 ACURA RSX TYPE-S REVIEW

Americans have always been known to have a special bonding to their automobiles, even if it's "just" a commuter we tend to build a special type of relationship with them.  In fact, the auto has a very special place in our day-to-day lives as it is one of only 3 things most of us almost every day along with our phones and computers.

So it should be no surprise that sports-car enthusiasts worldwide have an extra-special affinity for their machines; they tend to do more than just move us from point A to B they're a method of relaxation, competition, an extension of our personalities and all too often our egos for both men and women alike.

But sports-cars are also associated with being high maintenance, high-cost both in purchase price and cost-of-ownership (especially with inflated insurance rates) and not the most practical choice when it comes to doing day-to-day tasks such as getting groceries or even moving around your family and friends.  And so a dyed-in-the-wool sports-car is usually relegated to those who purchase them not for utility or practicality but pure fun and enjoyment; something to brag about, polish on weekends and generally show off and drive "enthusiastically".  But would it surprise you if I said there actually is a sports-car that retains all it's playful fun without sacrificing too much utility?  It exists, albeit in a model no longer being produced by it's manufacturer:  The Acura RSX Type-S.

According to purists a true sports-car is rear-wheel drive, but many make allotments for all-wheel drive cars such as the older Quattro or the newer Impreza WRX STi or Mitsu Lancer Evo.  However by and large there are a majority of cars that qualify as high-performance yet are front-wheel drive, and the RSX is one of these.

The RSX Type-S is an evolutionary model that is deeply rooted in the Honda Civic  Si dating back to 1984.  When Honda Motors launched it's upper-class line, Acura it also took the best qualities of the "Si" Civic and refined them into the Integra.  Later Acura changed both the model name and it's body style and in 2001 introduced the RSX along with it's sportier brother, the "Type-S" model.

Right away the RSX become the darling of the auto industry sweeping awards and accolades left and right all while winning over the buying public, and why not?  It was a affordable in each of it's model years, had a wonderfully simple but logically laid out interior with a smooth running, fuel-efficient 4-cylinder motor and very comfortable seats.

The RSX Type-S added an in-dash six-CD changer, standard leather seating, 17-inch wheels, a more firmly tuned suspension and more powerful brakes. The Type-S also had a four-cylinder engine tuned to produce extra horsepower (200 hp, later increased to 201) and a six-speed, short-throw manual gearbox.  The short-throw shifter in the Type-S is the smoothest, most accurate I've ever experienced in a car that cost less than an M3.

But all the reads more like a typical auto-magazine write up than an actual account from a users perspective, and that my friend, is the real beauty behind this gorgeous machine.  In fact, driving the RSX is a like a marriage between a miserly, gas-sipping econo-box and a tread-tearing, corner-carving F55; put the two together in and what you get is the RSX Type-S.  Literally.

Because the RSX is a 4-cylinder machine - and a Honda design - it's incredibly fuel efficient.  When driven "normally" by a responsible person (as in not having a speed-crazed, never-grew-up teenager in an adult body behind the wheel) you can easily achieve just a tick over 30 MPG.  From a sports-car.  No kidding.  But that doesn't mean there's no oomph to get up and go when that wild hair strikes - which is often when behind the wheel of the Type-S

 Like all 4-cylinder motors and exactly like a Honda CBR-type motor, the RSX Type-S likes to be revved high with it's redline at 8200 rpm and makes most of it's power after 6000 rpm when the VTEC controller kicks in and rips it up all the way to redline at 8200 rpm.  It's a rush that definitely puts you back in the seat and begs you to do it again.  Adrenalin junkies, unite!

But power means nothing if you can't control it and the Type-S with it's improved handling package makes holding a line in the twisties a breeze.  In fact, there were many times that I was up against the likes of an M3 which is world-renowned for it's uber-perfect suspension package and the Type-S held it's own each time - and even allowed a few overtakes - in tight and aggressive cornering.  Of course that same M3 would stand up and walk away from the RSX in a straight line because of the huge horsepower advantage in the BMW but I've never met an M3, or AMG-badged Merc that could out-corner a Type-S RSX.  Or maybe I'm just that good a driver, who knows?

OK, so it's plenty fast, corners exceptionally well and has the potential to sip fuel rather than guzzle it when driven like an old lady.  Is that all?  Not by a long shot.  The other not-so-obvious feature of the RSX is the huge amount of storage space in the rear.  I know what you're thinking, "A sports-car with room for my stuff?"  Yep.  Because it's a hatchback and the rear seat-backs fold down flat with the rear deck you end up with tons more space than any typical trunk in a sedan or even 2-door coupe.  How much space?  Well I don't know the actual cubic feet available but I can give it a more realistic overview:

As you might have gathered from this site my career is all about commercial imaging, both film & video and still photography.  That means when I'm on a shoot I need to carry a ton of equipment with me.  On one particular gig I was able to pack the following in the rear of my RSX Type-S - along with my client in the passenger seat:

-  (2) large Pelican 1650 cases full of equipment
-  EXFX jib
-  Bogen 528XB heavy-duty tripod for the jib
-  P+S Technik Skater dolly in it's case
-  P+S Technik Pro-35 lens adapter in it's case
-  Panasonic HPX500 in it's case w/lens and batteries
-  Smaller Pelican case with a selection of Nikon lenses for the lens adapter
-  (4) Bogen heavy-duty Boom Stands for lights
-  (4) Photoflex large softboxes with cables and light housings
-  Bogen 3251 heavy duty tripod
-  Bogen 529 Hi Hat
-  Bogen 526 Video head
-  A bakers-rack with (2) 42" inch shelves and (4) 36" inch legs to setup the Skater dolly onto
-  (5) 20-lb sandbag weights
-  150lbs of counter-weight for the EXFX jib
-  Various accessories for the camera and audio setup
-  A large blanket to go over all that stuff to keep anything from hitting the rear hatch glass too hard during the trip.

All that plus two humans in the front - in a sports-car!!  Unreal.  All while cruising faster than 80mph and still getting better gas mileage than the minivan I had considered renting for the trip instead.

Not impressed yet?  What if I told you that it always got lots of attention from women and every guy that saw it wanted one, would that impress you?  No?  That's good because although I was always complimented on how clean it was, it certainly never got nearly as much attention as my 2005 Scion XA Release Series 1.0 did!  Now *that* was a girl magnet!  And a story for another review page.

Without any reservation, the 2006 Acura RSX Type-S was the most enjoyable, well-designed, reliable and all-out "funnest" vehicle I've ever owned and I had planned to keep it at a minimum of 10 years.

Sadly, a non-thinking woman driver took my dream car away when she turned left in front of me one sunny day (see pics below).  If I could find another Type-S that was in the same immaculate condition I kept mine in I'd scoop it up in a heartbeat.

CONCLUSION:  HIGHLY RECOMMENDED

A 2-door sports-car no matter how well designed or pragmatic simply isn't for everyone, nor should it be.  But if you're in the market for a used sports-car but don't want to end up with a gas-guzzling, insurance-rate killing over-priced beast then the 2006 RSX Type-S should definitely be in consideration.

The closest thing to this car that's ever been produced was the last generation RX-7, but those aren't fuel efficient and in fact they burn oil (purposely since the rotary engine design requires the extra lubrication) and they were also notoriously unreliable with many dealers calling them "duds" because of all the quirky behaviors.

I haven't looked at used prices recently but I can guarantee you that nothing in the new-car market today can compete with this cars reliability, usability, practicality and overall cost-effective ownership.  And did I mention, it's a hell of a lot of fun to drive?

Honda Pacific Coast 800 (PC800)

HONDA PACIFIC COAST (PC800) REVIEW

Although Honda has always had a solid reputation for being rock-solid reliable and even being responsible for innovative ideas when it comes to fuel-efficient engine designs, but they've never been known to produce eye-catching or particularly good-looking cars.  In fact I'd say that most of the Honda auto lineup is quite plain, sedate and lacking any real aesthetically driven design cues.

But Honda motorcycles on the other hand have had a history of being a bit more adventurous, even ground-breaking at times.  But one of the 'bikes Honda has produced that always caused a stir just from it's visuals was the Pacific Coast 800, or "PC 800" as it came to be known by it's loyal if not cult-like owners.

The Pacific Coast always garnered strange looks from those who didn't know what it was, from those thinking it was an oversized scooter to those suggesting it might have an all electric powerplant.

And in point of fact, the PC800 visuals were and are today strikingly different from every other motorcycle ever to come off a mass production line.  From the front fender to the rear integrated storage system it looked like one massive fairing with only the hint of front forks creating a separation between front and rear wheel.  The rear wheel is very Goldwing-ish in that 50% of the upper half is completely hidden by the massive rear fairing making up the enormously large split-area trunk.  That's right, this is the only 2-wheeled Honda to ever house a rain-proof, water-sealed auto-like trunk.

But underneath the strange, space-aged exterior was a typical liquid-cooled Honda v-twin motor not unlike those used for the Shadow line of cruisers with a 5-speed transmission and shaft drive.  In fact it had more in common with the Shadow 1100 in it's underpinnings that anything else.

Honda went over-the-top with accessories for the PC800 that seemingly had more in common with a Honda Civic than a motorcycle such as an inner trunk light, trunk floor mats, AM/FM radio, deck-lid mounted rear spoiler with brake light, scuff-guards and course the ultimate in touring 'bike add-ons, a backrest for the passenger.

My riding experience with the Pacific Coast was mixed.  Because it's shaft-drive that meant the rear-end raised-up during hard accelerations rather than squatted down as chain-driven bikes do.  In aggressive riding that makes for an uneasy feeling when your body starts gaining altitude while gaining speed.

Cornering and overall handling was fair; the PC800 really didn't take to well to being heeled-over hard in aggressive riding and the stock Bridgestone touring tires were easily overcome with either g-forces or too much throttle.

But hard-riding wasn't what the PC800 was meant for at all, in fact in it's initial marketing it was targeted at the "yuppie" crowd with the notion that you'd be wearing a tie while on your daily commute to work.  That coupled with the cover-it-all fairing work gave the impression that the bike's mission was to separate the rider from the road - and itself - as much as possible, and easy-going riding styles were the preferred method of handling the PC800.  Clearly this is not a sport-touring machine at all and shouldn't be ridden as one.

Although marketed as a svelte touring machine it always seemed strained at keeping up with highway speeds above 70mph, leaving me with the impression that it would have been a much better bike if it had been given a V4 motor like the VFR 750 or even ST1100, or at the very least an inline-4 such as on the Nighthawk.

To it's credit, cruising and low-speed maneuvers were a dream.  The low center of gravity provided by the low-slung engine mounting meant that you could do lock-to-lock figure-8's in a parking lot with ease.  The only other bike I've ridden with such a perfectly-low CG was the 6-cylinder Honda Valkyrie, a cruiser-style frame built around the Goldwing motor.  And that was the PC800's claim to fame, was that for in-town city jaunts it was like a Honda Civic on 2-wheels; cushy, lot's of cargo space and very fuel efficient but not well suited to spirited driving.

There were a few other not-so-obvious niggles to ownership of the Pacific Coast.  The extreme amount of bodywork  made for plenty of fairing rattles and noises as both engine and road vibrations did their best to make the fairing mount points and seams either come loose or rub against each other in the most annoying fashion making long-distance riding an exercise in patience as you couldn't wait to get off the bike and stop the noise.

The full-length bodywork also meant that the entire engine was covered by it's own heat shield to protect not only the fairing plastics but the rider from the extreme heat build-up from the V-twin tucked deep inside it's bowels.  Taking off two-layers of covers - the external fairing and then the inner heat-shield meant routine maintenance was a big hassle, even for the seasoned Honda-tech who generally loathed having to work on the over-sized scooter.

The Pacific Coast had a veritable long production-run with Honda from 1989 to 1998, surprising considering the market for the strange looking touring bike was quite small.  From what I remember most of the PC800 customers came from California and other states had trickle orders as word of the "spacey-scooter" spread around.

CONCLUSION:  NEUTRAL

This is the type of bike best suited to a collector or someone who doesn't plan on too many miles per year.  It's certainly a comfortable ride and you definitely can't ignore it's unique body styling and futuristic visuals, but overall it's not as fun to ride as it might seem and lends itself to being a bit fussy both in handling and making plenty of vibration induced plastic-rubbing-against plastic noises.

Yet despite it's odd niggles, less than ideal high-speed handling and "fat scooter" appearing the PC800 still has a loyal following continuing to make it one of the most unique-looking rides on the road.  If you enjoy getting a lot of "What's that?" attention and putting up with it's fussy maintenance needs then this just might be the perfect used bike for you.

RIDE SAFE:  ALWAYS WEAR A HELMET AND USE THE HIGH-BEAM DURING DAYLIGHT.

Honda Reflex Scooter Review

HONDA REFLEX SCOOTER REVIEW

NOTE: These images are copyrighted to ©Lumenosity LLC and may not be re-used without express consent.

In another of my page I gave a review of the big brother to the Reflex, the Honda Silverwing in which I extolled it's virtues of speed, comfort and... did I mention speed?  But one of the biggest drawbacks to super-scooters like the Silverwing and the Yamaha Tmax is the price - they're really, really pricey!  Sure they're fun and great-looking machines but at $9-10k per copy new they're just overpriced toys with little utility, even though a "scooter" is supposed to be utilitarian by nature.

But the Honda Reflex is quite a different machine altogether.  No it's not a pocket-rocket super-scooter, what with only a single-cylinder 250cc motor but if you look at the Reflex as only the sum of it's specifications you'd be missing out on possibly the best 2-wheeled vehicle ever produced.

Right off the bat the Reflex is an eyeful, with a swooping front-end fairing with a pair of sculpted lens covers over the it's dual-light setup, one low-beam the other high-beam and both really bright in typical Honda fashion.  In fact head-on the Reflex looks more like a pure sport-bike with a tall windscreen rather than a mid-sized scooter, in fact it's almost... intimidating to look at from this perspective:

The rear visuals are just as eye-catching with a row of circular paired tail/brake lights and turn signals covered by a single lens cover over the entire assembly.  On the lower side fairings are straked vents allowing the little 250cc engine to help itself vent out heat build up something any small-sized engine can always use.

In fact overall the Reflex looks as if it was visually setup from an ex-Ferrari designer making it the best looking scooter I've ever seen, far and away much better looking than it's big brother the Silverwing.

But good looks are just the start of the little Reflex's excellent DNA as it handles really, really well.  The seating position is perfect for a scooter and in comparison the the Silverwing the handles are much lower - almost in sport-bike position but still in easy reach allowing you to keep upright in the nice, firm-yet-cushy saddle.  In fact I think Honda missed the boat with the Silverwing handle positioning and should have kept it similar to the Reflex.

You certainly wouldn't expect a 250cc motor to have much get-up-and-go especially in the low-end rpm range, but there is plenty of torque supplied by the big 250cc single lurking under the exterior as it cleanly gets far ahead of vehicular traffic from a stop.  You certainly won't win any drag-races against a GSXR or CBR waiting to smoke their next prey but you don't have to worry about that monster Hummer behind you at a light from barreling over you either.  There's also plenty of horsepower to keep you on in-city highways comfortably keeping a 65mph pace and easily getting up to over 80mph for passing.

But one of the major reasons people purchase a scooter is because they want a city capable commuter with ultra-high gas mileage and the Reflex doesn't disappoint with users averaging between 68 to nearly 80 MPG depending on how aggressively they ride.

Under the seat storage is nice with room for one full-face helmet or enough office-related accessories for to take to work.  And there's plenty of room for those things and a rain-suit in case the weather turns foul later on your ride.

CONCLUSION:  HIGHLY RECOMMENDED

Unlike the Silverwing which I gave a "neutral" rating the Reflex is most definitely a best-buy.  Unfortunately Honda dropped it from their scooter lineup, something I hope they seriously reconsider, but if you can find one on the used market - and that may be a tough find since most people don't want to let them go - you should scoop it up immediately.  I personally like the Ferrari-red myself.

RIDE  SAFE:   ALWAYS WEAR A HELMET AND USE THE HIGH-BEAM DURING DAYLIGHT.

Honda Silverwing Review

HONDA SILVERWING SCOOTER REVIEW

Having owned just over 60 motorcycles it seemed an eventuality that I'd own a scooter, but I never thought I'd pony up for a "super-scooter" like the Honda Silverwing.

The original Silverwing was the 1982 GL650, a V-twin motorcycle designed mostly for touring or in-town commuting.  So when I heard Honda had brought back the brand name I figured it would be a small version of the venerable GoldWing, not a scooter.  But as soon as I was able to test drive one I was hooked, as it completely destroyed my preconceived notions of what a scooter should be.

The acceleration from the Silverwing was not only blazingly fast but I was actually able to keep-up with several "regular" sport-bikes right off the line, all without having to ever reach for the clutch lever or raise my foot to change gears - because the Silverwing is a *scooter*, the transmission is a variable-speed belt-drive, or Honda V-Matic making it an automatic - a very smooth and predictable automatic at that.

Braking was surprisingly good too; grab a handful of lever action and you get stop-on-a-dime pull downs that once again makes the Silverwing feel more like a sport-bike than something you'd normally reserve for college-student commuting.

Cornering and overall handling is quite nice too, firm enough that you feel the road and aren't taken by surprise with small bumps or road irregularities yet soft enough that long-distance rides that would normally tax a sport-rider to pull over and give the hands and butt a rest.

And therein lies the pitch of ownership:  Sport-bike performance that thrills the senses with GoldWing-style riding comfort for the long haul.

And as you'd expect from a two-wheeled machine designed for comfort the Silverwing has plenty of storage right under the seat, enough for a full-sized helmet and more.  There's also side-pocket storage in the upper fairing, a handy side/rear handrail for the passenger to grab onto which doubles as a mounting platform for accessory bags, and a stepped "king/queen" seat with a tailbone sized backstop with plenty of cush to keep both you and the passenger from sliding off the tail-end during those heart-stopping, light-speed ,jaw-dropping acceleration runs from a stop.  Yep, if you're used to a sport-bike this won't leave you jones-ing for more power but your passenger might smack you in the head for reminding them just how fast it really is.

So it's fast, fun and has plenty of room for stuff.  But there is one really big caveat and that's the price.  To purchase a new one will set you back more than $9000 after you pay for tax, title, dealer prep etc, which is exactly how much a 600cc sport-bike would cost. And in today's financially lean marketplace it's hard to justify that cost for something that by definition is supposed to be more utilitarian rather than pure toy.

Which begs the question:  Do you want an uber-fast super-scooter or do you want a real motorcycle?  At this price-point you really have to define what kind of riding you want to do and whether comfort and a far less intense maintenance schedule is important or do you want to totally rip through corners scraping knees and frame parts with no place to hold your groceries?  It's a conundrum to be sure.

But there's no denying the "cool factor" with the Silverwing; it definitely has a unique look with it's sculpted full-length body fairing, integral turn signals and even the side-mounted exhaust canister has been given a nice design onto it's own.  And did I mention it's fast?  The old school-cruising Elite this isn't, nor is it the old and very ugly Helix no, this is a CBR 600 hidden underneath a scooter facade.

There's no chain to lube and adjust, it has a center-stand for making sure it doesn't tip over during hot summer months that make sidestands sink into soft blacktop or making DIY maintenance a snap, the seat is adjustable and comfortable with plenty of room for your favorite co-pilot and the large windscreen keeps bugs and highway speed winds from pelting your helmet and upper body.  And it's fast.

CONCLUSION:  NEUTRAL

What?  Neutral, after all that flattering stuff I said about it?  Right, because for all the things the Silverwing does well it's also extremely pricey for a scooter, even if it is a super-scooter.

Most people who are considering a scooter in this economy are doing so because they want to have something to commute with that won't break the bank and while sipping the fuel.  The Silverwing really doesn't get any better gas mileage than a 500-600cc sport-bike, how could it with all that mind-blowing performance it's capable of?  And at over $9000 for purchase price it's starting to compete with econo-box cars - especially in the used market - for being a utilitarian device.

No, you can't consider the Silverwing a cost-effective commuter, it's is in fact a sport-bike alternative.  That's it's intended market, not commuting, and in that respect it's an amazing machine.

RIDE  SAFE:   ALWAYS WEAR A HELMET AND USE THE HIGH-BEAM DURING DAYLIGHT.

Royal Purple Motor Oil Review

ROYAL PURPLE MOTOR OIL REVIEW

Many years ago while doing research for a book on motorcycles (a project put on eternal hold) I spent a lot of time looking into the truth behind "motorcycle specific" motor oil and the various oil types - and outright scams - that exist in the marketplace.

One of the things I learned was the all of the "speciality" oils on the market where nothing more than just plain motor-oil with branded additives, sometimes that did nothing more than just add more copy to the marketing of the brand and gave no actual benefit.

Then came the plethora of debates over synthetics vs. traditional oils with most people under the impression that Mobil 1 was the best thing since sliced bread.  And of course who can forget the multitude of DIY oil additives that when supposedly would reduce friction by some unimaginable amount and make you engine run almost indefinitely - as long as you kept using their special oil treatments (remember the over-the-top claims from Slick 50 in the late 80's early 90's?).

But it wasn't until I visited a Texas-based aftermarket exhaust maker that was doing dyno tests on various oils that I actually came across hard, scientific evidence that in fact there was an oil that actually did outperform the usual suspects in the lubrication marketplace.

Up on the dyno was a Honda CBR600 F1 "Hurricane" and the guys were busy testing Mobil 1, Honda's Pro GN 4-stroke oil, Pennzoil, Golden Spectro, Castrol, Motul and a brand I'd not yet heard of, Royal Purple.

The engineers went through an exhaustive testing routine where they filled the CBR with each oil and a new filter, ran the bike up and down the RPM range and measured the actual horsepower output from the motor, drained the oil and tried another brand.  They did this twice for each brand to make sure the first test-run results weren't skewed by temperature or other conditions earlier.

In the end, and to everyone's amazement, the test runs with Royal Purple in the motor actually gave an increase of 1.5 horsepower over everything else indicating that in fact RP was doing a better job of keeping metal parts from staying apart from each other.

The results can be attributed to one major component, film strength, and compared to Mobil 1 which ended up being it's closest contender Royal Purple has a surface film-strength 600% stronger than Mobil 1.  That may sound like way too much but in the world of micro-chemistry where molecules are all that separate metal parts from shearing themselves apart 600% really isn't a lot when you consider the amount of pressure and heat oil has to stand up to.

CONCLUSION:  RECOMMENDED

Ever since that test I've been using Royal Purple in every engine of every vehicle I've owned.  Especially in motorcycles the engine runs noticeably smoother, quieter and even in machines that have noisy valve trains and ticks like a Honda VFR Interceptor there's a distinct smoothing out of internal thrashing.  And contrary to the long-standing myth that synthetics will ruin your wet-clutch, nothing's further from the truth  and in fact even the bike's gearbox becomes smoother.  Ever switched gears in a straight-cut Honda gearbox?  It's solid but clunky, less so with Royal Purple.

I can't make any claims as to greater horsepower since I don't own a dyno nor never had any of my machines on one, but with my last "perfect" car the 2006 Acura RSX Type-S I did notice that I was getting about 10 to 20 more miles per tankful of gas when I ran Royal Purple than without.  And all that translates into better overall protection for the engine, and that's what an oil is really supposed to do.