Church Of MO: 2009 Victory Vegas 8-Ball Review

Victory had enough staying power that I actually thought it was going to give The Motor Company something to worry about. With the might of Polaris behind it, that theory actually had a little weight to it. We all know how that turned out, though one can make the argument that the challenge is stronger than ever with Polaris resurrecting Indian.

Nevertheless, nipping at the heels of the Harley Softail in 2009 was the Victory Vegas 8-Ball. Coming at Harley with a cheaper price tag, its 100 cubic-inch V-Twin (of which the aesthetics I have always liked), and its stealth black treatment, the Vegas 8-Ball got a host of updates for 2009. Here, former E-i-C Kevin Duke takes one for a spin in and around the beaches of Daytona and tells us what it’s like to ride.


A commuter-ized cruiser

Like many of our moto brothers, we often succumb to the power of bling. Bigger often seems better, so much so that we sometimes forget some of the appealing motorcycles that support a manufacturer’s flagships.

Case in point: the Victory Vegas 8-Ball. Cynics might say it’s simply a de-contented Vegas and therefore not worthy of consideration. However, this elitist attitude would overlook what is a very competent and stylish cruiser priced about $2,000 cheaper than a comparable Harley-Davidson Softail.

The Vegas 8-Ball first appeared in 2005, but it’s since had plenty of updates. Key among them is the addition of the powerful 100 cubic-inch engine which now produces a claimed 85 hp and 106 ft-lbs of torque. This mill got a host of enhancements in ’08, including larger 45mm throttle bodies as part of a new, sequential, closed-loop fuel-injection system.

We cruised Bike Week day and night on the Victory Vegas 8-Ball.

A reduction in the compression ratio to 8.7:1 allowed more aggressive ignition timing, bumping up power marginally. A redesigned oiling system allowed the use of a smaller oil cooler that is less obtrusive. An annoying ticking sound from early Freedom motors was alleviated by slower valve closing speeds and longer closing ramps, and extraneous noise is further damped by additional sound-deadening ribbing on the engine’s primary cover.

The 8-Ball’s dark theme is offset by a few shiny components. Note the accessory bags and windshield fitted to our test bike.

The Vegas 8-Ball is distinct from the upmarket standard Vegas primarily by its black theme. Many of the Vegas’ chrome bits receive dark finishes on the 8-Ball. The only remaining chrome is found on the exhaust, headlamp nacelle, instruments and the clutch and brake levers. The 8-Ball also does without the Vegas’ sixth gear, cool headlight and removable passenger seat (and footpegs). As compensation, the $13,799 8-Ball comes in at a price $2,500 cheaper than the Vegas’ $16,299 MSRP.

Bolt-on Versatility
Saving money on the 8-Ball’s original purchase cost has the potential to give a rider customization options. In the case of our 8-Ball test bike, it is
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“Going the Erroneous Way” Motorcycle Guide Critique [Rider’s Library]

In the 1970s, Northern Ireland’s Belfast was a cauldron of sectarian strife and violence. Disillusioned 21-one particular-yr-aged Chris Donaldson, the eventual creator of “Going the Wrong Way”, made a decision to see if the world—specifically that element of it termed Australia—had anything greater to provide.

His ticket out was a Moto Guzzi Le Mans motorcycle his passport was his Irish grit, sense of humor, and conviction that there had to be a little something better–a position of peace and amazing sights to see.

"Going The Wrong Way" Motorcycle Book Review

His plan was to acquire the spherical-about scenic route to the land down beneath. Just how round-about his itinerary would turn out to be was much much more than he could have at any time anticipated, and how picturesque—and eye-opening—would considerably exceed anything at all he could have predicted.

His amazing journey grew to be a lot a lot more than 1 prolonged motorbike trip. It was an odyssey that would take a look at him in ways he could hardly ever have planned for, and would reward him in methods he would only come to fully grasp decades later on.

Without a doubt, Donaldson’s “Going the Erroneous Way” is as considerably a memoir as it is a motorbike touring tale. It is a impressive history of a time now past that simply cannot be recaptured– a time when Donaldson experienced enlightenment about himself and the human situation in considerably-flung parts of the globe.

He professional outstanding, sudden kindness, friendship, and generosity among men and women who basically had nothing to give, as effectively as those who would trigger him harm, take his several belongings, and victimize him. In the course of his journey, he witnessed wrenching poverty, hunger, and the ravages of war, ignorance, and cruelty. He would also forge friendships, see ancient wonders, and stand in awe of normal elegance.

He would experience each individual hazard and privation lifetime on the road can serve up, from bitter cold, snow, rain, mud, sand, extreme heat, really serious illness, thirst, and starvation to dizzying mountain roadways, mechanical failures, and punishing street problems that would pressure him to improvise repairs to his Moto Guzzi Le Mans. For instance, at just one point, he had to lace his front suspension with each other with rope!

Donaldson’s authentic plan named for a journey of about four months and 10,000 miles with Australia as his vacation spot. In “Going the Mistaken Way,” he chronicles an epic spanning 20 months, masking 39,000 miles, and embracing 33 nations, like sailing as an impromptu crewman on a racing yacht—and still under no circumstances reaching Australia! Donaldson appears back on it this way:

My journey was so intensive that, practically every single working day, a thing occurred that I would don’t forget. Some forty many years later on, I can still glance at my maps and try to remember how scorching it was, where I slept. The Iranian Revolution stopped me from using to Australia, but I ought to thank the Ayatollah, as the chaos

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Hovsco HovRanger electric bike review – A truly fun bike to ride

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REVIEW – I love zooming around on a bike. However, I need to be more in shape, and a few hills around where I live can make an otherwise enjoyable ride a bit of a chore. Along came the HOVSCO HovRanger Electric Bike, and I’m back in business!

What is it?

The HOVSCO HovRanger Electric Bike is a 7-speed, 27.5″ adult ebike with a 500W electric motor with torque sensor.

What’s in the box?

  • HOVSCO HovRanger Electric Bike
  • Tool kit
  • Charger
  • Instruction manual

Hardware specs

  • 500W Peak 970W Motor
  • Torque-sensing assist feature
  • 48V 15Ah LG Battery
  • 40 to 60 mile range
  • Max speed 28mph
  • Total Length: 72.6″
  • Wheelbase: 45″
  • Max seat height: 40.6″
  • Payload capacity: 300lbs

Design and features

The HOVSCO HovRanger Electric Bike came almost 85% pre-assembled. I was planning on assembling it outside, but after a long period of not snowing, it started to snow the day the bike arrived. That was a real buzz kill.

The bike was packaged very well and even had a nice cloth bag over the seat, which I later decided to use as a carry bag for the charger and tools. Assembly primarily involves attaching the handlebars, front tire, kickstand, and pedals. The directions were clear, and most of the assembly was common sense. There is also a Youtube video showing how to assemble the bike.


I chose the Step-Over model in the Indigo color scheme. It looks terrific with the slightly metallic finish. Featuring a 500W high-speed BAFANG SUTTO brushless motor and 65Nm torque sensor, the HOVSCO eBike outperforms cadence sensor e-bikes.

A very nice looking bike. Several people commented on how nice it looked when I stopped to take photos!

The removable 48V 15Ah (720 wH) LG Lithium-Ion battery provides up to 40 miles of range, 60 miles of range on pedal-assist mode, and recharges in as little as 4 hours. The battery can be recharged before it’s depleted without harming its capacity. A 120 LED flashlight is built into the battery, providing a useful light source for camping or repairs.

Three light modes also make the light handy in an emergency. There is also a battery level indicator on the battery so you can check the charge when the battery isn’t in the bike. The battery can also be charged in or out of the bike by simply plugging it in. The battery is quickly moved by turning the key and a knob, making it easy to take inside to charge.

There is a lock to prevent the removal of the battery.

The HOVSCO eBike is the first bike I’ve owned with disc brakes. The professional front and rear 180mm hydraulic disc brakes perform very well in all conditions. The dual hydraulic front suspension fork provides a smooth and comfortable ride. However, there is no rear suspension.

The brakes get a workout with
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Can this ‘SUV of bikes’ replace your car? You might be surprised

pros and cons

Pros
  • Massive hauling capacity
  • Superb design
  • Effortless shifting
Cons
  • Finicky getting into a bike rack

more buying choices

The best gear marries design and functionality into a seamless package, and the exemplars of any class do this in an iconic way. It has to look good, make you look good, and do a lot of work to meet the challenges of daily life. This applies equally to personal computers, tennis racquets, and toaster ovens.

At the risk of falling into romantic opining, great gear is also increasingly hard to find. How many things have you purchased recently that you expect to be giving you good service in a decade? Two decades?

That high-handed preface is leading to an equally high-handed thesis: I found a cargo bike that solves a major conveyance problem for me and my family. It is from an OG brand, technically refined, completely rugged, and absurdly tailored to our particular use case. It is also designed and built with an old-school ethos: Make good stuff that will work well for a long time. 

Importantly, this review will be from the perspective of that use case, from my particular body type and riding style, and you should pay close attention to those particulars, which I elucidate below and which may differ in important ways from yours. This bike is perfect … for me. And while it is a Swiss Army knife of a machine, it most definitely is not one-size-fits all.

Review: The Cyrusher Ranger had me flying off-road, grinning from ear to ear

Read on to find out why, and if you’re considering a cargo bike, this review should help you dial in on the relevant considerations, opportunities, and pitfalls. 

Specifications

Rider Height Min/max 5’0″/6’6″
Bike Length 212cm
Bike Weight 67,9lbs
Frame Mundo V6 Electric Cr-Mo Thru Axle w/Disc Tab
Brake Magura MT32 Hydraulic or RideRever Attack-XU Hydraulic
Motor System N/A
Rear Derailleur Shimano RD-M2000 Altus 9-Speed or S-Ride RD-M310 9-Speed
Cassette Shimano 11-36T 9-Speed or S-Ride 9-Speed Nickle 11-32T CS-M300
Rims WTB SX23 (36H Front | 36H Rear)
Tires Schwalbe Big Ben Plus 26″ x 2.15″
Max G.V.W.R. 550lbs

Yuba dock rider

Setting off from the dock to the daycare!

Greg Nichols / ZDNET

Rider profile

My family lives outdoors. I mean that almost literally … we call a big old sailboat home and live dockside in a marina in Southern California.

Living on a boat is great, but living on a boat with two kids requires some planning. Kids need to move, and even though our WWII-era sailboat is a beast designed to carry troops, cargo, and tons of fish, the reality is we need to get off the boat early and often to keep our sanity. That means frequent outings to parks, the beach, farmer’s markets, school, and every variety of sports practice,

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Overview Zero DSR/X – new ways ahead

Knowledgeable of the current great importance of the path section, the North American Zero – with a variety 100% composed of electrical models – has released its to start with large journey bicycle. A Venture that started out in 2018, incredibly crucial for the manufacturer, and that in accordance to the proprietors, intends to switch all over several additional conservative mentalities. We went to Sicily, to the streets and paths all over Etna, to satisfy the DSR/X.

With numerous overseas journalists arriving in Catania devoid of their baggage, the Zero responsibles were being previously telling me “we ought to have performed this presentation in Portugal, in Algarve”, even though I was nodding my head and considering that this time I was privileged for not possessing experienced challenges with my baggage. Anyway, it is a fantastic working experience to journey all over the highest volcano in Europe, even much more completely active, and that at any minute can “spit” not only ashes but also lava. The landscape is brutal, and using an electric bicycle the expertise is even much more unique. But let us get to the point.

 

THE MOST Critical 1

 

Zero designed a large key with this DSR/X, so no journalist experienced viewed images of the design till we arrived at the lodge. We have been only advised what variety of tools to acquire, so we recognized suitable absent that it would be a trail bicycle, a new and crucial stage for the Californian corporation. The project started in 2018, with the subsequent start of some types these types of as the SR/F that we have by now examined listed here in Motociclismo(June difficulty), but considering that then – as the individuals in demand of the model confessed – the earth has improved a good deal! The Covid 19 pandemic made the earth quit for as well extensive, the brand name was also impacted by component offer challenges but on the other hand, electrification has been happening faster than predicted, especially in the automotive planet. Cherished by lots of and hated by some others, the electric powered automobiles are there, and from my aspect, I will generally test to demonstrate almost everything in the most impartial way, reporting the pros and disadvantages of this option.As for the DSR/X, it is devoid of a question the most crucial motorbike for Zero until eventually these days, a design that will come to check out to “do harm” in a path section that has dominated the bike profits all over the environment in the last many years.

 

Traits

With a rather easy but wonderful aesthetic (the inexperienced and black edition, with spokes rims and TT tyres is pretty exciting), the DSR/X is not quite entire-bodied.Even though the Zero responsibles have usually talked a great deal about BMW R 1250 GS proprietors (product also strong in the Usa income), this bike appears to us far more fitted in phrases of proportions and cycling amid the medium cylinder trailers, with awesome strains and a

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Classic Motorcycles Book Review [32 Bikes Road Tested]

Over the years, author Lester Morris has ridden some of the world’s rarest, most expensive, and highly exotic motorcycles and written comprehensive road tests on them. His latest book, Classic Motorcycles 32 Great Bikes and their Road Test Reports, compiles updated road tests of some of the most interesting bikes.

When I got in touch with Morris about the book and found it included his road test impressions of the 1970 Triumph Bandit prototype, that was it, I wanted to get a copy. Of course, I knew I’d be interested in the other 31 classic reviews, but the saga of the DOHC 350cc twin that was to have been marketed as the Triumph Bandit and BSA Fury is a story I’ve been interested in for some time.

Classic Motorcycle Book Review: Triumph Bandit 350
Morris did a retrospective ride review of the 1970 DOHC 350cc Triumph Bandit in 1984, and that fascinating story is included in his latest book.

Indeed, I wrote about it here six years ago in “The Sad Case of the Triumph Bandit/BSA Fury 350: What Might Have Been.” When I wrote that article, I knew of only two period reviews of the pre-production prototype—one by Bob Braverman in Cycle Guide and the other by Bob Greene in England’s Motorcycle Sport Quarterly. Then, in 2019, a comment from none other than Mr. Morris himself appeared below my article, informing me that he also wrote a retrospective review of a Triumph Bandit 350 that was published in 1984. Here’s what Morris had to say in that comment:

I carried out a carefully detailed road test report on a prototype 350cc DOHC Triumph Bandit for the Australian motorcycle magazine ‘Two Wheels’, the report published in 1984. I found the small machine to a be a mini-rocket ship (for a 350, it must be remembered), with great handling and powerful brakes – yes, including the rear anchor – but also suggested the gear change lever’s travel was far too great, but the riding position was perfect for my diminutive size of just on 1.6M (5′ 3″). The rockerbox covers fouled the top frame rails, and the gearbox filler could not be used unless the carburettors were removed, but both these problems, in particular the ‘long travel’ gear change, were minor quibbles and would assuredly have been attended to before production began. It was a monumental tragedy for Triumph that its senior management were too dumb not to have the little bike’s enormous potential. It would have blown its Japanese competition sideways. How sad it all was, how very sad! 

So, it turns out that Morris—a noted moto-journalist who actually got to ride a Triumph Bandit—came away with the same feeling that I had about the positive impact the bike might have had on the long-term fortunes of the foundering BSA-Triumph company.

In his review of the Bandit, Morris goes into great technical detail on the design and workings of the machine, its performance on the road, and how it did in some play racing against

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